Abstract: A reciprocating internal combustion engine using poppet valves, valve timing control and fuel injection, cuts off fuel during engine deceleration and controls valve timing such that charge is trapped in the engine cylinders while the fuel is shut off. As such, catalytic after treatment devices are neither cooled nor saturated with oxygen and engine fuel economy is improved.

Abstract: An arrangement of a four-cycle internal combustion engine is provided. The engine arrangement 8 has at least a first combustion chamber 12 with a reciprocating piston 15 mounted therein. The first combustion chamber or chambers have a cam-driven intake and exhaust poppet valves. At least a second combustion chamber 12 is provided. The second combustion chamber has a reciprocating piston 15 mounted therein. The reciprocating piston 15 of the second combustion chamber 12 has a top dead center position and a bottom dead center position. The second combustion chamber also has a cam 18 driven exhaust poppet valve 14 which can be selectively disabled to a closed position to deactivate the second combustion chamber. The second combustion chamber also has a variable phase cam 18 driven intake poppet valve 16 to selectively set the opening and closing operation of the intake valve 14 to be generally symmetric about one of the piston center positions.

Abstract: A reciprocating internal combustion engine using poppet valves, valve timing control and fuel injection, cuts off fuel during engine deceleration and controls valve timing such that charge is trapped in the engine cylinders while the fuel is shut off.

Abstract: A four-stroke cycle, multi-cylinder reciprocating internal combustion engine (10) has a camshaft phaser (34) for adjusting the rotational position of the intake and exhaust camshafts (25, 26) with respect to the rotational position of the crankshaft (12) so that some of the cylinders (8) of the engine (10) may be deactivated. A common intake plenum (38) provides intake air to each of the cylinders (8) during normal engine operation, while an exhaust system (40) receives exhaust gasses from both the deactivatable cylinders (8a) as well as the other cylinders (8b). The cam phaser (34) adjusts the camshaft positions during cylinder deactivation operation such that the deactivated cylinders (8a) pump exhaust gas through the deactivated cylinders (8a) into the common plenum (38), which is employed by the still active cylinders (8b) as EGR gas.

Abstract: A heat management system for an internal combustion engine utilizes recirculated liquid coolant and provides a heat intensifying circuit to hasten engine warm-up and a heat dissipation circuit for use after the engine has warmed to a predetermined operating temperature. When the engine is cold, it is operated in such a way as to maximize heat rejection to the coolant circulating in the heat intensifying circuit, which may include a heat exchanger for warming air within a passenger compartment of a vehicle. The present system optimizes the location of maximum heat transfer, minimizes the amount of coolant heated during the warm-up period and increases the heat transferred to this coolant. After the warm-up period the coolant system actively cools both the cylinder head and engine block surfaces and the engine operating strategy is returned for normal engine operation.