Abstract: A system and method of inducing proper operation of a diesel engine exhaust after-treatment system employing SCR technology monitors components to detect a fault condition representing one of a DEF level fault, a DEF quality fault, and a tampering fault, activates a trigger event indicator in response to detecting the fault condition. The trigger event indicator provides an indicium to an operator of the presence of the fault condition. The system and method also activates an inducement event indicator in response to activating the trigger event indicator. The inducement event indicator provides an indicium to the operator that the engine will be shut down if the fault condition is not addressed within a predetermined time period. The system and method causes shutdown of the engine when the fault condition is not addressed within the predetermined time period.

Abstract: A method of forcibly regenerating a gasoline particulate filter (GPF) includes a first operation of starting an engine, a second operation of determining whether a coolant temperature in the on-state of the engine is equal to or lower than a predetermined temperature, a third operation of determining whether an idle state of the engine is maintained for a predetermined time or longer when the coolant temperature is equal to or lower than the predetermined temperature, and a fourth operation of switching a fuel injection to an air-fuel (A/F) lean injection and forcibly regenerating the GPF by performing the A/F lean injection when the idle state of the engine is maintained for the predetermined time or longer.

Abstract: The present invention relates to an exhaust treatment apparatus for an internal combustion engine. The apparatus includes a catalyst chamber containing a catalyst. One or more exhaust gas inlets are provided for supplying exhaust gases from the internal combustion engine to the catalyst chamber. An exhaust gas outlet for supplying exhaust gases from the catalyst chamber to a turbocharger. An injection nozzle is provided for introducing a reductant into the exhaust gases between the catalyst and the turbocharger. The reductant and the exhaust gases can undergo mixing as they pass through the turbocharger. The catalyst can have a three-dimensional open structure to facilitate the flow of exhaust gases. The invention also relates to a method of treating exhaust gases from an internal combustion engine.

Abstract: Methods and systems are provided for operating a branched exhaust assembly in a vehicle engine in order to increase catalyst efficiency and reduce engine emissions. In one example, a method may include, during a cold-start condition, flowing exhaust first through a three-way catalyst then through an underbody converter and then through a turbine, each exhaust component housed on different branches on the branched exhaust assembly. After catalyst activation, exhaust may flow first through the turbine, then through the underbody converter and then through the three-way catalyst, and during high engine load, exhaust may simultaneously flow through two branches of the branched exhaust assembly, partially bypassing the turbine.

Abstract: A centerline injection system for a liquid-only reductant delivery. An aftertreatment system comprises an aftertreatment component structured to treat exhaust exiting an engine, a reactor pipe, and a liquid-only dosing unit. The reactor pipe is positioned upstream of the aftertreatment component and is structured to receive the exhaust from the engine. The liquid-only dosing unit is structured to inject diesel exhaust fluid into the exhaust received from an engine. The liquid-only dosing unit injects the diesel exhaust fluid at the centerline of the reactor pipe as to provide uniform dispersion of the diesel exhaust fluid across at least a part of the aftertreatment component.

Abstract: A method at an exhaust gas cleaning system for an engine (235) in which a reducing agent is added to a passage (290) for exhaust gases from the engine (235) for cleaning the exhaust gases. The exhaust gas cleaning system includes arrangements (270) that require a certain temperature level (Tmax) in order to achieve catalytic exhaust gas cleaning. The method is to distribute and store (s430) a limited amount of reducing agent at temperature level (Tmax); and to use (s440) during a cold start of the exhaust gas cleaning system, the distributed and stored reducing agent to achieve the catalytic exhaust gas cleaning. Also a computer program product (200; 210) to implement the method. Also an arrangement for an exhaust gas cleaning system for an engine (235), and a motor vehicle (100) equipped with the arrangement.

Abstract: An exhaust-gas mixing pipe for admixing additive into an exhaust-gas stream of a combustion engine. The housing wall has multiple rows, arranged over a circumference U, of openings through which gas can flow into the interior of the pipe, wherein the at least one opening of a row forms in each case one stage M characterized according to its size by the average opening cross section Q of the openings, wherein the sum of all the opening cross sections Q of all the openings of all the rows of the exhaust-gas mixing pipe is equal to SQ. In that context, at least one first-order stage M1, is provided, wherein stage M1 has openings having an average opening cross section Q1. At least one second-order stage M2, is provided, with openings having an average opening cross section Q2, where Q2>=f Q1, where 5<=f<=25.

Abstract: Methods and systems are provided for exhaust heat recovery and hydrocarbon trapping at an exhaust bypass assembly. Exhaust gas may flow in both directions through an exhaust bypass passage and each of a HC trap and a heat exchanger coupled to the bypass passage. The HC trap may be purged with the hot exhaust and heat from the exhaust may be recovered at the heat exchanger.

Abstract: An abnormality diagnosing apparatus configured to diagnose abnormality of a fuel injection amount of a diesel engine includes: an oxidation catalyst provided in an exhaust gas passage; an exhaust gas temperature detector configured to detect an upstream-side exhaust gas temperature and a downstream-side exhaust gas temperature, the upstream-side exhaust gas temperature being an exhaust gas temperature on an upstream side of the oxidation catalyst, the downstream-side exhaust gas temperature being an exhaust gas temperature on a downstream side of the oxidation catalyst; and an abnormality determining unit configured to determine whether the fuel injection amount is excessive or not on the basis of comparison between the upstream-side exhaust gas temperature and the downstream-side exhaust gas temperature.

Abstract: A sensor includes a detector element including a detecting portion and an element back portion on which two or more electrical connection terminal portions are formed; two or more connection terminals which each include an oblong frame main body that extends in an axial direction and an element contact portion that is electrically connected to a corresponding one of the electrical connection terminal portions; a separator that accommodates the connection terminals and the element back portion; and a base that surrounds an outer periphery of the separator. The separator includes a partition wall that is made of a resin material and partitions a plurality of accommodation spaces from each other. The accommodation spaces include an element accommodation space that accommodates portions of the element contact portions and the element back portion, and a plurality of terminal accommodation spaces which each accommodate one of the two or more frame main bodies.

Abstract: Methods and systems are provided for cooling an engine. In one example, a method for an engine, includes, after an engine shutdown request is received, adjusting an engine cooling fan based on an engine temperature and an elevation of a fuel tank relative to the engine. In this way, fuel vapor generation may be prevented during an engine hot soak.

Abstract: A target speed module determines a target speed of an engine coolant pump of the vehicle. A speed adjustment module determines a speed adjustment based on a position of a valve, wherein a backpressure of the engine coolant pump changes when the position of the valve changes. An adjusted target speed module determines an adjusted target speed for the engine coolant pump based on the target speed and the speed adjustment. A speed control module controls a speed of the engine coolant pump based on the adjusted target speed.

Abstract: Methods and systems are provided for controlling the temperature and ratio of gases within a gas mixing tank reservoir and selectively charging/discharging gases from the reservoir to one or both of an intake system or an exhaust system. In one example, a method (or system) may include storing exhaust gas and/or compressed intake air into a gas mixing reservoir, and increasing or decreasing flow of coolant to the reservoir based on engine operating conditions. The stored gases may be discharged to an intake system and/or an exhaust system based on requests from a controller, and coolant flow to the reservoir may be adjusted based on the composition of the gases stored within the reservoir.

Abstract: A control apparatus for an internal combustion engine that includes an intercooler and an electrically driven water pump configured to circulate cooling water so as to flow through the intercooler is configured to calculate a required intercooler cooling efficiency ?req obtained by dividing a difference between a cooler inflow gas temperature Tgin and a cooler outflow gas temperature Tgout by a difference between the cooler inflow gas temperature Tgin and a cooling water temperature Tw. A required circulation flow rate Qwreq is calculated based on the required intercooler cooling efficiency ?req and a cooler passing-through gas flow rate G. The electrically driven water pump is driven so that a cooling water flow rate Qw approaches the required intercooler cooling efficiency ?req.

Abstract: A cooling system for an engine is provided. The cooling system includes coolant flow paths including a first flow path and a second flow path and where coolant circulates, a coolant pump for circulating the coolant within the coolant flow paths, a flow rate control valve for adjusting a flow rate of the coolant through the second flow path, a temperature detector for detecting a temperature of the coolant within the first flow path, a valve controller for adjusting an opening of the flow rate control valve based on the temperature detected by the temperature detector, and an output level determiner for determining an output level of the engine based on at least one of a fuel injection amount for the engine and an engine speed.

Abstract: A heat exchanger includes: a first flow passage for an engine coolant; a second flow passage for an engine oil; a third flow passage for a transmission oil; and plural plates that partition the first, the second and the third flow passage. The first flow passage is configured to allow the engine coolant to be heat-exchanged with both the engine oil and the transmission oil via the plates. The second flow passage is arranged in the same layer with the third flow passage. The first flow passage is arranged in a different layer from the layer of the second and the third flow passage. The third flow passage is disposed on an upstream side and second flow passage is disposed on a downstream side in a flow direction of the engine coolant in the first flow passage.

Abstract: A compression-ignition, opposed-piston engine using a low reactivity fuel as an ignition medium manages trapped temperature and trapped combustion residue within, and fuel injection into, the combustion chambers of the engine, and controls the compression ratio of the engine in order to realize reductions in emissions as well as improved fuel consumption efficiencies.

Abstract: A charge air cooler cools charge air compressed with a compressor. The charge air cooler includes a shell and an inner tube, which is accommodated in the shell and exposed to an interior of the shell. The shell has an inlet and an inlet to enable charge air to flow through the inlet, the interior of the shell, and the inlet and to pass around the inner tube in the shell. The inner tube is configured to draw working fluid from a transmission device of the vehicle or an engine and to conduct heat exchange between charge air, which flows through the interior of the shell, and working fluid to warm working fluid.

Abstract: Methods and systems are provided for controlling a turbine within an internal combustion engine. In one example, a turbine system within an internal combustion engine may include at least one turbine with a housing that may further include at least one impeller mounted on a rotatable shaft, inlet and outlet regions, and at least one overpressure line including a self-controlling valve for controlling the flow of exhaust gas.

Abstract: A controller, for a supercharger-equipped internal combustion engine, that can improve the feedback response of compressor driving force is provided. In a controller, inertial force produced by an inertial moment of a supercharger is calculated, based on a real rotation speed of the supercharger; then, driving force feedback control is implemented in which a gate valve control value, which is a control value for a gate valve actuator, is changed so that an addition value obtained by adding the inertial force to the real compressor driving force approaches a target compressor driving force.

Abstract: A condensed-water supply control apparatus is applied to an in-cylinder injection type internal combustion engine (1) where fuel is injected from a central area (2a) lying in a cylinder (2). The condensed-water supply control apparatus comprises: a storage tank (21) storing condensed water (CW) generated in the internal combustion engine (1); and a condensed-water supply mechanism (22) which is capable of supplying the condensed water stored in the storage tank (21) into the cylinder (2), and also controlling the supply amount of condensed water (CW) to a central area (2a) and the supply amount of condensed water (CW) to a peripheral area (2b), and in a low load state of the internal combustion engine (1), opens an adding water valve (27) and closes an adding water valve (26) so that the condensed water (CW) is supplied limitedly to the peripheral area (2b) of the cylinder (2).

Abstract: An internal combustion engine includes first and second common rails each having a metering or pressure regulating valve, with the valves settable at different pressure values from one another. Rotors are each sealingly and rotationally received within a respective cavity to define at least one combustion chamber of variable volume. The engine includes for each of the rotors a pilot subchamber in communication with the respective cavity, a pilot fuel injector in communication with the pilot subchamber, an ignition element positioned to ignite fuel within the pilot subchamber, and a main fuel injector in communication with the respective cavity at a location spaced apart from the pilot subchamber. Each main fuel injector is in fluid communication with the first common rail and each pilot fuel injector is in fluid communication with the second common rail. A method of combusting fuel in an internal combustion engine is also provided.

Abstract: Systems and methods are provided for varying a compression ratio in an engine having a pressure reactive piston. The pressure reactive piston may include a piston crown, and a spring positioned within the piston crown, wherein the spring includes a first ring, a second ring comprising a plurality of apertures, a rolling element positioned within each of the plurality of apertures, and a third ring. The first ring, the second ring, and the third ring of the spring may be arranged concentrically and the second ring may be positioned between the first ring and the third ring.

Abstract: A machine may comprise a piston; a memory; and an electronic control module. The electronic control module may be configured to determine a temperature of a bowl rim of the piston; calculate a temperature of an oil gallery of the piston based on the temperature of the bowl rim; determine a carbon deposit growth rate of the piston based on the temperature of the oil gallery; determine an amount of time between a current time and the time when the previous carbon deposit growth was calculated; calculate a current carbon deposit growth on the piston; and take a remedial action based on the current carbon deposit growth. The current carbon deposit growth may be calculated based on: a previous carbon deposit growth on the piston, an amount of time between a current time and a time when the previous carbon deposit growth was calculated, and the carbon deposit growth rate.

Abstract: A system and method for generating an exhaust syngas are disclosed. The system includes a mixing unit, a heat exchanger, and an engine. The mixing unit is configured to mix a hydrocarbon fuel, an oxidant, and water to generate a fuel mixture. The heat exchanger is coupled to the mixing unit and is configured to receive the fuel mixture from the mixing unit, evaporate the water by heating the fuel mixture using a hot fluid, and generate a heated fuel mixture. The engine is coupled to the heat exchanger and is configured to receive the heated fuel mixture from the heat exchanger and generate an exhaust syngas by partially combusting the heated fuel mixture.

Abstract: An aeroengine is provided with a splitter apparatus disposed in a section of an inlet duct. The splitter apparatus can be actuated from a stowed position to a deployed position to allow splitter(s) to selectively move from out of the inlet flow to a position extending into the inlet duct to divide the inlet flow into multiple passages.

Abstract: In various embodiments, a manifold assembly (64) for conducting one or more fluids to a gear assembly (60) in a gas turbine engine (20) is provided. The manifold assembly (64) may comprise a first plate (66) and a second plate (68) that rotatably couple together. The manifold assembly (64) may be retained and/or held together by a channel (72) and engagement member (70) arrangement.

Abstract: Cooling flow recirculation in fuel manifolds, such as fuel manifolds associated with gas turbine engines is disclosed. An example system for jet pump driven recirculation of manifold cooling flow according to at least some aspects of the present disclosure may include a flow split valve having a spool valve disposed therein, the flow split valve having a pilot manifold and a main manifold attached thereto; a jet pump fluidically coupled to the pilot manifold, the jet pump being arranged to drive recirculation of a cooling flow through the main manifold via a cooling flow circuit in a pilot only mode of operation; and/or a fuel nozzle in fluid communication with the pilot manifold and the main manifold.

Abstract: The invention relates to systems enabling the use of cryogenic fuels within combustion engines, including jet engines.

Abstract: A combustor (10) according to the invention includes: a combustor basket (14) in which compressed air and fuel are mixed with each other and the mixture is combusted; a transition piece (17) in which a tip portion of the combustor basket (14) is inserted with a gap (C) therebetween; a spring clip (19) that seals the gap between the combustor basket (14) and the transition piece (17); a throttle section (21) that is provided in an opening portion (Ck) of the gap (C) that is opened to the transition piece (17) on the tip side of the combustor basket (14), and narrows an opening area of the opening portion (Ck), compared to the base end side; and cooling device (22) for cooling the throttle section (21).

Abstract: An airfoil component is described herein. The airfoil component may include an OD platform comprising a gaspath face and a non-gaspath face coupled together via a plurality of cooling holes. The airfoil component may include an airfoil extending in from the outer diameter platform. The plurality of cooling holes comprises a plurality of groups of cooling holes disposed in the outer diameter platform proximate a suction side of the airfoil and a pressure side of the airfoil.

Abstract: A gas turbine engine is provided that includes a compressor section, a combustor section with a multiple of pre-swirlers, a diffuser case module, and a manifold. The diffuser case module includes a multiple of struts within an annular flow path from said compressor section to said combustor section, wherein at least one of said multiple of struts defines a mid-span pre-diffuser inlet in communication with said annular flow path. The manifold is in communication with said mid-span pre-diffuser inlet and said multiple of pre-swirlers.

Abstract: A device for axially arresting a sealing ring made of an abradable material in contact with a periphery of an aircraft turbomachine module rotor, the device having a first reference central axis, and including: a support including a support opening defining a circular track centered on a second axis at a distance from the axis; and an axial stop part including an extraction passage centered on a third axis at a distance from the axis, and defining a complementary circular track around its periphery, cooperating with the track to allow the part to rotate about the axis, between an axial stop position for the sealing ring, and a position to extract the ring through the extraction passage.

Abstract: A gimbal tube system for an onboard injector (OBI) includes a transfer tube having a first transfer tube end that can be mounted to an inner diameter of a stator platform and a second transfer tube end defining a transfer tube pivot connector. The system also includes a gimbal tube including a first gimbal tube end that defines a gimbal tube pivot connector that can movably mount to the transfer tube pivot connector such that the gimbal tube and the transfer tube can move relative to each other at a pivot joint defined between the transfer tube and the gimbal tube. The gimbal tube further includes a second gimbal tube end defining a nozzle that can be inserted into the OBI.

Abstract: A starter air valve comprising: a housing comprising an inlet at a first end, an outlet at a second end opposite the first end, and a center portion between first and second end, the outlet being fluidly connected to the inlet through a fluid passage; a first piston located within the housing between the first end and center portion, the first piston comprising: a first cupped portion configured to form a first chamber with the housing proximate the first end; and a second piston located within the housing between the second end and center portion, the second piston comprises: a third cupped portion configured to form a third chamber with the housing proximate the second end; wherein the first piston is configured to regulate airflow through the fluid passage by adjusting at least one of a first pressure within the first chamber and a third pressure within the third chamber.

Abstract: One embodiment of the present discloses includes a system. The system includes a turbine and a fluid supply system. The turbine includes a main flow path, a plurality of turbine blades disposed along the main flow path, at least one flow control area disposed along the main flow path, and at least one fluid injection port fluidly coupled to the main flow path. The fluid supply system is fluidly coupled to the at least one fluid injection port, wherein the fluid supply system is configured to supply a fluid to the at least one fluid injection port to adjust an effective area of the at least one flow control area.

Abstract: Control of fuel flow in a uniflow-scavenged, two-stroke cycle, opposed-piston engine includes limiting an amount of torque or fuel in response to a torque demand, based upon a comparison and a selection of fuel delivery options derived from a global airflow parameter and/or a trapped airflow parameter.

Abstract: Systems and methods are disclosed that include operating an isothermal compression based combustion (IsoC) engine by injecting isothermally compressed air into a combustion engine immediately prior to a combustion event in order to increase the efficiency of the engine, improve emissions, and substantially eliminate autoignition and associated design constraints. The IsoC engine utilizes an intercooled compressor to isothermally compress air that is stored in a plurality of capacitance tanks prior to delivery of the compressed air to the combustion engine. The IsoC engine allows combustion to be selectively terminated to increase fuel efficiency, thereby resulting in a hybrid compressed air-motor and internal combustion operated IsoC engine.

Abstract: A fuel separation system includes a fuel separator configured to receive a fuel stream and separate the fuel stream, based on a volatility of the fuel stream, into a vapor stream defined by a first auto-ignition characteristic value and a first liquid stream defined by a second auto-ignition characteristic value, the second auto-ignition characteristic value greater than the first auto-ignition characteristic value; and a control system communicably coupled to the fuel separator and operable to receive an input from an engine, the input including an engine operating condition, the control system configured to adjust an operating parameter of the fuel separator, based at least in part on the engine operating condition, to vary at least one of the first or second auto-ignition characteristic values.

Abstract: When the starting timing of a negative valve overlapping (NVO) period exists at the delayed-angle side of the starting timing of a first NVO period, fuel injection into a cylinder is not started; when the starting timing of an NVO period exists between the starting timing of the first NVO period and the starting timing of the second NVO period, fuel injection into the cylinder is started at a given timing that includes the exhaust top dead center; when the starting timing of an NVO period exists between the starting timing of the second NVO period and the starting timing of the third NVO period, fuel injection into the cylinder is started at a given timing that does not include the exhaust top dead center, and that exists at both the advanced-angle and delayed-angle sides of the exhaust top dead center.

Abstract: An engine system includes an internal combustion engine, a forced induction device, an ejector device, a blow-by gas passage, and a controller. The ejector device has an ejector and a drive gas passage connected to an intake passage of the engine in a manner bypassing a compressor of the forced induction device. The controller is adapted to execute a temperature raising control when the controller determines that condensate water is likely to freeze in the ejector device. In the temperature raising control, the controller raises intake air pressure in a downstream portion of the intake passage with respect to the compressor compared to when the controller determines that the condensate water is unlikely to freeze and adjusts an intake air amount of the engine to restrain increase of the intake air amount that would be caused by increase in the intake air pressure.

Abstract: Methods and systems are provided for estimating a positive crankcase ventilation (PCV) flow based on outputs of an intake manifold oxygen sensor. For example, during engine operation when exhaust gas recirculation (EGR) and fuel canister purge are disabled, PCV flow may be estimated based on a difference between a first output of the sensor with boost enabled and a second output of the sensor with boost disabled. Then, during subsequent operation wherein EGR is enabled, PCV flow is enabled, and purge is disabled, a third output of the sensor may be adjusted based on the estimated PCV flow.

Abstract: Methods and systems are provided for improving the detection and mitigation of high speed pre-ignition. In one example, high speed pre-ignition is detected based on concurrent or sequential changes in an integrated knock sensor output in a knock window as well as a pre-ignition window. The high speed pre-ignition is addressed using cylinder fuel deactivation and/or engine load limiting to reduce the risk for run-away pre-ignition.

Abstract: A method for adapting valve timings of an internal combustion engine, includes selecting multiple instantaneous operating points of the internal combustion engine by comparison to specified operating points, ascertaining a cylinder charge of at least one cylinder of the internal combustion engine at each of the selected operating points, ascertaining a charge error for each selected operating point from the difference of each ascertained cylinder charge from an expected value of the cylinder charge for the particular operating point, comparing the ascertained charge errors to expected charge errors, and ascertaining an adaptation value of the valve timings from the result of the comparison.

Abstract: The present disclosure relates to injection valves. The teachings thereof may be embodied in various valves, fuel injectors, and methods for controlling valves. An example method for setting operational parameters of a fuel injector may include: determining a measurement-specific maximum current value; applying a voltage pulse to the coil drive of the fuel injector; detecting a time curve of the current intensity of a current flowing through the coil drive; ending the voltage pulse when the detected current intensity reaches the maximum current value; and storing the time curve of the detected current intensity. The method may include generating a plurality of differential curves each based on two stored time curves of the detected current intensity for successive measurements; determining a peak current for driving the actuator of the fuel injector based at least in part on the plurality of differential curves; and operating the coil at the determined peak current.

Abstract: A diagnostic system for an engine includes: a plurality of cylinders, in-cylinder injectors, port injectors and an electronic control unit. The electronic control unit configured to make an abnormality diagnosis of an air-fuel ratio due to the in-cylinder injectors and then to make an abnormality diagnosis of the air-fuel ratio due to the port injectors. The electronic control unit is configured to make an abnormality diagnosis of the air-fuel ratio due to the in-cylinder injectors in an operating situation in which fuel is injected from only the in-cylinder injectors, and to make an abnormality diagnosis of the air-fuel ratio due to the port injectors by increasing a ratio of an injection amount of the port injectors when the electronic control unit has diagnosed that there is an abnormality of the air-fuel ratio in an operating situation in which fuel is injected from both the in-cylinder injectors and the port injectors.

Abstract: An engine control system of a vehicle includes a fuel control module that controls fuel injection of a first cylinder of an engine based on a first target air/fuel ratio that is fuel lean relative to a stoichiometric air/fuel ratio and that controls fuel injection of a second cylinder of the engine based on a second target air/fuel ratio that is fuel rich relative to stoichiometry. The first cylinder outputs exhaust to a first three way catalyst (TWC), and the second cylinder outputs exhaust to an exhaust gas recirculation (EGR) valve. An EGR control module controls opening of the EGR valve to: (i) a second TWC that reacts with nitrogen oxides (NOx) in the exhaust and outputs ammonia to a selective catalytic reduction (SCR) catalyst; and (ii) a conduit that recirculates exhaust back to an intake system of the engine.

Abstract: A control device for a compression-ignited internal combustion engine includes a nozzle that includes plural injection holes arranged at intervals in the circumferential direction and that directly injects fuel to a combustion chamber, a piston that includes a cavity with an inner circumferential side surface to which a distance from the nozzle varies in the circumferential direction, a first injection hole for injecting fuel to a portion of the inner circumferential side surface to which the distance from the nozzle is the largest out of the plural injection holes, a second injection hole for injecting fuel to a portion of the inner circumferential side surface to which the distance from the nozzle is the smallest out of the plural injection holes, a detection unit that detects a heat release rate in the combustion chamber, and a control unit that determines which of the first and second injection holes is abnormal.

Abstract: An engine block of a diesel engine cast integrally with the cylinder head, with a number of cylinders in line, including an outer wall (21) and a cylinder wall (13) for each cylinder with a first cooling space (22) for a liquid cooling medium and with a second cooling space (25) on top of a cylinder ceiling (14) with openings (15,16) for gas exchange valves, the first cooling space (22) enclosing all the cylinder walls (13) entirely. In order to strengthen and cooling the vulnerable zone at the transition from cylinder wall (13) to cylinder ceiling (14) the first cooling space of adjacent cylinders forms a gap (23) with a width (35) constant or increasing from top to bottom.

Abstract: The cylinder head includes: an intake port; a low-temperature cooling water channel for circulating low-temperature cooling water; a high-temperature cooling water channel for circulating cooling water of a higher temperature than the cooling water flowing through the low-temperature cooling water channel; and a gas channel for recirculating a portion of blow-by gas or EGR gas to the intake port. The low-temperature cooling water channel is configured to include a first water jacket that covers at least one portion of the wall surface of the intake port on an intake-air upstream side relative to an opening end opening at a wall surface of the intake port from the gas channel.