Abstract: A method is disclosed for making a transition from fueling an engine with hydrogen to another fuel. That other fuel may be gasoline, a gasoline and alcohol mixture, or gaseous fuels, as examples. The other fuel has the capability of providing higher BMEP than the hydrogen because of better air utilization and because the other fuel occupies less volume of the combustion chamber. Because a desirable equivalence ratio to burn hydrogen is at 0.5 or less and a desirable equivalence ratio to burn other fuel is at 1.0, when a demand for BMEP that leads to a transition change from hydrogen fuel to the other fuel, the amount of air supplied to the engine is decreased to provide more torque and vice versa. During a transition in which liquid fuel supply is initiated, it may be desirable to continue to provide some hydrogen, not leaner than 0.1 hydrogen equivalence ratio.

Abstract: A method is described for operating a gaseous fueled engine, where gaseous fuel and intake air are delivered to a first intake port of a cylinder of the engine and intake air without gaseous fuel is delivered to a second intake port of the cylinder, the first port separated from the second port. Further, the method includes inducting the fuel and intake air from the first port via a first intake valve, and the intake air from the second port via a second intake valve, into the cylinder, where the first intake valve is opened after the second intake valve.

Abstract: A method is disclosed for making a transition from fueling an engine with hydrogen to another fuel. That other fuel may be gasoline, a gasoline and alcohol mixture, or gaseous fuels, as examples. The other fuel has the capability of providing higher BMEP than the hydrogen because of better air utilization and because the other fuel occupies less volume of the combustion chamber. Because a desirable equivalence ratio to burn hydrogen is at 0.5 or less and a desirable equivalence ratio to burn other fuel is at 1.0, when a demand for BMEP that leads to a transition change from hydrogen fuel to the other fuel, the amount of air supplied to the engine is decreased to provide more torque and vice versa. During a transition in which liquid fuel supply is initiated, it may be desirable to continue to provide some hydrogen, not leaner than 0.1 hydrogen equivalence ratio.

Abstract: A method is described for operating a gaseous fueled engine, where gaseous fuel and intake air are delivered to a first intake port of a cylinder of the engine and intake air without gaseous fuel is delivered to a second intake port of the cylinder, the first port separated from the second port. Further, the method includes inducting the fuel and intake air from the first port via a first intake valve, and the intake air from the second port via a second intake valve, into the cylinder, where the first intake valve is opened after the second intake valve.

Abstract: A method is disclosed for making a transition from fueling an engine with hydrogen to another fuel. That other fuel may be gasoline, a gasoline and alcohol mixture, or gaseous fuels, as examples. The other fuel has the capability of providing higher BMEP than the hydrogen because of better air utilization and because the other fuel occupies less volume of the combustion chamber. Because a desirable equivalence ratio to burn hydrogen is at 0.5 or less and a desirable equivalence ratio to burn other fuel is at 1.0, when a demand for BMEP that leads to a transition change from hydrogen fuel to the other fuel, the amount of air supplied to the engine is decreased to provide more torque and vice versa. During a transition in which liquid fuel supply is initiated, it may desirable to continue to provide some hydrogen, not leaner than 0.1 hydrogen equivalence ratio.

Abstract: A method for controlling an internal combustion engine is disclosed in which a first fuel, hydrogen, is supplied under a first set of engine operating conditions and a second fuel, such as: gasoline, gasoline mixed with alcohol, or gaseous hydrocarbons, are supplied under a second set of engine operating conditions. The first set of engine operating condition is below a threshold BMEP and the second operating condition is above the threshold BMEP. Alternatively, the first and second set of operating condition is based on temperature of a three-way catalyst coupled to the engine. When its temperature is greater than its light-off temperature, the second fuel is used.

Abstract: A system for controlling electromechanical of an internal combustion has a valve-closing electromagnet for attracting the armature coupled to the valve to close the valve, a valve-opening electromagnet for attracting the armature to open the valve, a valve-opening spring for biasing the valve open, and a valve-closing spring for biasing the valve closed. The method includes de-energizing the valve-closing electromagnet for a predetermined time, enabling the valve to oscillate by the valve springs, and then energizing the valve-closing electromagnet to close the valve. Consequently, only the valve-closing electromagnet is energized to open and close the valve. The valve biasing springs force the valve to a location at which the valve-closing electromagnet can close the valve. This provides an electrical energy over prior methods in which both the valve-opening and valve-closing electromagnets are energized to actuate the valve.

Abstract: An intake valve phase shift in multi-valve engines to enhance air-fuel mixing and optimum combustion at all operating conditions. The intake valve members are independently operated by electro-mechanical actuators or the like, and activated and deactivated by the electronic controller of the engine. A channel or passageway in a diverter member positioned between the two intake ports in the cylinder head allows air and fuel from a closed intake port to be diverted to an open intake port and thus into the combustion chamber. The passageway preferably has a configuration with a certain curvature, orientation and position relative to the diameter of the inlet ports. The curvature is about one-half the diameter D of the inlet port, the passageway is symmetrical from port to port and directs the fuel toward the opposite sides of the ports, and the passageway is positioned about D/4 from the valve seats.

Abstract: A fuel injection system for a gaseous-fueled engine is provided. The fuel injection system comprises at least one gaseous fuel injector for each of the engine cylinders, wherein each fuel injector is located proximate the intake manifold. A guide tube connects each of the gaseous fuel injectors to at least one of the intake ports. The guide tube comprises a fluid passage arranged within the respective intake port substantially tangent and adjacent to an interior wall of the intake port and directed toward the respective intake valve. The guide tube is adapted to deliver high-pressure gaseous fuel from the injector to the respective combustion chamber along the interior wall of the intake port. In this way, the high velocity peripheral fuel charge creates a lower pressure central core within the intake part which, in turn, increases the overall intake charge flow and engine volumetric efficiency.

Abstract: A system and a method to control torque during a mode transition in an internal combustion engine with a fully variable intake valve is disclosed. The mode transition may be a change in the number of active cylinders in a variable displacement engine, a change in compression ratio in a variable compression ratio engine, a gear change in a transmission coupled to the engine, a traction control event, and a rapid change in driver demand.

Abstract: A fuel injection system for a gaseous-fueled engine is provided. The engine comprises a plurality of cylinders each defining a combustion chamber and associated with at least one intake port in fluid communication with an intake manifold and separated from the combustion chamber by an intake valve operable between an open and closed position. The fuel injection system comprises at least one gaseous fuel injector for each of the engine cylinders, wherein each fuel injector is located proximate the intake manifold. A guide tube connects each of the gaseous fuel injectors to at least one of the intake ports. The guide tube comprises a fluid passage arranged within the respective intake port substantially tangent and adjacent to an interior wall of the intake port and directed toward the respective intake valve. The guide tube is adapted to deliver high-pressure gaseous fuel from the injector to the respective combustion chamber along the interior wall of the intake port.

Abstract: An automotive internal engine 8 is provided which includes an engine controller 70 cognizant of a desired deceleration condition for a vehicle and a combustion chamber 12 with a reciprocating piston 15 mounted therein. The piston has a top dead center and a bottom dead center position. A cam driven exhaust valve 14 is provided which can be selectively disabled to a closed position to deactivate the combustion chamber 12 in response to a signal given by the engine controller 70. A variable phase cam driven intake poppet valve 16 responsive to a signal given by the engine controller 70 is provided to selectively set the opening and closing operation of the intake poppet valve 16 to be generally symmetrical about one of the center positions during the first combustion chamber 12 deactivation during vehicle deceleration.

Abstract: An intake valve phase shift in multi-valve engines to enhance air-fuel mixing and optimum combustion at all operating conditions. The intake valve members are independently operated by electro-mechanical actuators or the like, and activated and deactivated by the electronic controller of the engine. A channel or passageway in a diverter member positioned between the two intake ports in the cylinder head allows air and fuel from a closed intake port to be diverted to an open intake port and thus into the combustion chamber. The passageway preferably has a configuration with a certain curvature, orientation and position relative to the diameter of the inlet ports. The curvature is about one-half the diameter D of the inlet port, the passageway is symmetrical from port to port and directs the fuel toward the opposite sides of the ports, and the passageway is positioned about D/4 from the valve seats.

Abstract: A system for an automobile has a compressed fuel source (14) having a first fuel pressure. An expansion device (26) is coupled to the compressed fuel source (14) and reduces the first pressure to a second pressure lower than the first pressure. The expansion device (26) generates a first quantity of work and forms a reduced pressure fuel. A chemical energy conversion engine (16) is coupled to the expansion device (26) and receives a reduced pressure fuel. The chemical energy conversion engine (16) generates a second quantity of work in response to the decompressed fuel. In one aspect of the invention, the first quantity of work and the second quantity of work may be coupled to an output shaft (20) such as the crankshaft of an internal combustion engine. In another aspect of the invention, the first quantity of work may be coupled to an accessory (40) either directly or indirectly. Indirect coupling may, for example, be performed using an accessory drive belt of the internal combustion engine.

Abstract: A method for controlling intake valves in an internal combustion with intake valves operated by more than one type of actuation device includes steps to accomplish smooth transitions among intake valve operating modes.

Abstract: A method for controlling intake valves in an internal combustion with intake valves operated by more than one type of actuation device includes steps to accomplish smooth transitions among intake valve operating modes.

Abstract: A variable displacement internal combustion engine having an intake manifold for providing ambient air and a boost manifold is provided. Either designated cylinders or selected cylinders may be operated in a non-firing mode wherein air may be compressed in a non-firing cylinder and ported to the boost manifold to provide boosted air pressure to firing cylinders. Each cylinder has an intake valve, an intake/compressed air valve, and an exhaust valve. The intake valves are controlled by electromagnetic actuators. The exhaust valve may be controlled by an electromagnetic valve actuator or a conventional valve actuator, if desired. Intake/compressed air valves of cylinders operating in the non-firing, compressor mode are ported to the boost manifold and selectively timed to provide compressed air to the boosted manifold when additional torque is desired provided that some of the cylinders are operating in the compressor mode.

Abstract: A method and system 10 for reducing cold-start emissions of an automotive vehicle 12 having an internal combustion engine 26. System 10 includes a main controller or control system 14, a variable valve timing system 16, an ignition system 18, a fuel metering system 20, and vehicle operating condition sensors 22. Controller 14 detects cold-start conditions based on signals received from sensors 22, and in response to such a detection, controller 14 generates command signals to said variable valve timing system 16, to said ignition system 18, and to said fuel metering system 20, effective to respectively alter valve timing, spark timing, and said air/fuel delivery of engine 26 in a manner which synergistically increases air/fuel enleanment limits, improves combustion characteristics, and increases exhaust gas temperature, thereby reducing cold-start emissions.

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: A system for controlling electromechanical of an internal combustion has a valve-closing electromagnet for attracting the armature coupled to the valve to close the valve, a valve-opening electromagnet for attracting the armature to open the valve, a valve-opening spring for biasing the valve open, and a valve-closing spring for biasing the valve closed. The method includes de-energizing the valve-closing electromagnet for a predetermined time, enabling the valve to oscillate by the valve springs, and then energizing the valve-closing electromagnet to close the valve. Consequently, only the valve-closing electromagnet is energized to open and close the valve. The valve biasing springs force the valve to a location at which the valve-closing electromagnet can close the valve. This provides an electrical energy over prior methods in which both the valve-opening and valve-closing electromagnets are energized to actuate the valve.