Abstract: A 2-cycle, direct-injection diesel engine configured to accommodate low cetane diesel and jet fuels. The engine includes combustion chambers having surfaces which are operable at high temperatures during engine operation to increase the combustion rate of low cetane fuels. The engine is further configured to reduce starting times in cold and/or low pressure situations such as those experienced during attempts to restart a plane engine at relatively high altitudes.

Abstract: A method for diagnosing a failure of a solenoid valve of a piston cooling device is provided. The method includes varying a pressure in a variable proportional control oil pump when an opening command or a closing command of the solenoid valve is sent to inject oil from the piston cooling device. Additionally, a variation of an oil pressure in an oil flow path of the piston cooling device is monitoring according to a variation of the pressure in the variable proportional control oil pump and whether a failure occurs at the solenoid valve of the piston cooling device is then determined.

Abstract: A method for cooling an engine includes increasing the pressure of a liquid coolant from a first pressure to a second pressure. Thereafter, components of the engine to be cooled are contacted with the liquid coolant so that the liquid coolant at least partially evaporates and forms a vapor with a particular state. Thereafter, the vapor is fed to a throttle to reduce the pressure of the liquid coolant to a third pressure. The particular state of the vapor is determined based on the temperature and the third pressure of the liquid coolant downstream of the throttle, and based on the second pressure of the liquid coolant under an assumption that the throttle is an adiabatic throttle such that enthalpy of the liquid coolant remains constant as the liquid coolant passes the throttle. A desired vapor state adjustment is made based on the determined particular state of the vapor.

Abstract: Provided is a fluid fan clutch with excellent cooling performance capable of effectively preventing, by very simple means, a decrease in the volume of air due to backflow of cooling fan air occurring when the fan clutch is activated. The fluid fan clutch has a structure with a fan removably fixed to a housing composed of a front-side housing component (cover) and a back-side housing component (case), wherein projecting parts for preventing backflow of fan air are arranged on the back-side housing component so as to be shifted in the circumferential direction with respect to fixing projections of the front-side housing component.

Abstract: When an amount of a backward tumble flow is smaller than an amount of a forward tumble flow, the intake-side valve recess is used as a first valve recess and the exhaust-side valve recess is used as a second valve recess. When the amount of the backward tumble flow is larger than the amount of the forward tumble flow, the exhaust-side valve recess is used as a first valve recess and the intake-side valve recess is used as a second valve recess. An inclination angle of the first valve recess is larger than an inclination angle of the second valve recess when comparing the inclination angle such that a height of the recess decreases gradually toward an inner side of a cross-section.

Abstract: A description is given of a device (1) for pressure-charging a combustion engine (31), which comprises a compressor (2), a charge air cooler (3), an inlet (4) and a charger (5), which are connected to one another in terms of flow by flow ducts (8, 9, 10). In this device, the charge air cooler (3) is arranged downstream of the compressor (2), and the inlet (4) is arranged downstream of the compressor (2) and of the charge air cooler (3) in the flow direction (16).

Abstract: A controller sets a target operation position and controls an operation position of a wastegate in accordance with the target operation position in a position control mode. The controller sets a target drive force and controls a drive force of the wastegate in accordance with the target drive force in a drive force control mode. The controller controls the wastegate in the position control mode when a boost pressure of an engine is less than or equal to a preset value and controls the wastegate in the drive force control mode when the boost pressure is greater than the preset value.

Abstract: A variable flow rate valve mechanism includes: a valve body which opens and closes an opening; a stem which is rotatably supported by a housing while the valve body is connected to a first end thereof; a cylindrical bearing which is inserted through a through-hole of the housing and supports the stem to be rotatable about an axis line of the stem; a link member which is connected to a second end of the stem; and a spring mechanism which is disposed in a gap between the link member and an end of the bearing, on the side of the second end. An end of the bearing includes an inclined surface which contacts the spring mechanism and is inclined with respect to the axis line of the stem.

Abstract: A control device is provided capable of reliably preventing occurrence of a surging state by judging a possibility of the surging state in a relatively easy manner and promptly executing a surging state avoidance control. When a supercharging pressure decreasing state in which a target supercharging pressure decreases is detected, an operating speed of a wastegate valve is determined based on a detected engine rotational speed. That is, by lowering the operating speed as the engine rotational speed lowers, reduction in flow rate of the air passing through a compressor is prevented, and the occurrence of the surging state is reliably prevented. By lowering the operating speed instead of changing a target opening degree of the wastegate valve, a maximum opening degree of the wastegate valve can be suppressed, and responsiveness in the case where an acceleration request is made immediately after deceleration of an engine can be improved.

Abstract: A wastegate assembly for a turbocharger includes a valve element having a valve body and a shaft extending away from the valve body. A spindle is coupled to the shaft for moving the valve element between a first and a second position to control the flow of exhaust gas to a turbine housing interior of the turbocharger. A washer is coupled to the shaft such that the spindle is disposed between the valve body and the washer for retaining the spindle to the shaft. A biasing member is disposed between the spindle and the washer, has a trough portion extending toward the spindle, and has a crest portion extending toward the washer. At least one of the spindle and the washer define a seating groove and the biasing member extends at least partially into the seating groove to seat and prevent rotation of the biasing member.

Abstract: A connecting rod for a variable compression internal combustion engine, the connecting rod including a crank bearing eye for connecting the connecting rod with a crank shaft; a connecting rod bearing eye configured to connect the connecting rod with a cylinder piston of the internal combustion; an eccentrical element adjustment arrangement configured to adjust an effective connecting rod length, wherein the eccentrical element adjustment arrangement includes an eccentrical element that cooperates with an eccentrical element lever, wherein the eccentrical element is configured to receive a wrist pin of the cylinder piston, wherein the eccentrical element adjustment arrangement includes at least one cylinder with a piston that is displaceably supported in a cylinder bore hole and connected with a support rod, wherein the eccentrical element lever includes two eccentrical element lever segments which are connected by at least one connecting bolt to which the support rod is pivotably connected.

Abstract: A gear drive mechanism is provided with a gear drive pin provided at the second gear, a first movable member and second movable member configured to be able to move to the gear drive pin side, a first guide groove formed at the first movable member and engaged with the gear drive pin when making the eccentric member rotate toward a low compression ratio position, and a second guide groove formed at the second movable member and engaging with the gear drive pin when making the eccentric member rotate toward the high compression ratio position and wherein the mechanism makes the gear drive pin moving relative to a counterweight move along the first guide groove and the second guide groove so as to make the second gear rotate.

Abstract: A turbine engine has a core with a compressor, combustor, and turbine sections in axial flow arrangement and with corresponding rotating elements mounted to a shaft defining engine rotor elements. The turbine engine has a rotary driver operably coupled to the engine rotor elements. The turbine engine has at least one thermoelectric generator in thermal communication with the core and in electrical communication with the rotary driver to provide power to the rotary driver to turn the engine rotor elements.

Abstract: The invention relates generally to gas turbine engines used for electrical power generation. More specifically, embodiments of the present invention provide ways for improving gas turbine engine performance by reducing ice build-up on the inlet filter housing through heated air injection.

Abstract: The present disclosure relates to systems and methods that provide power generation using predominantly CO2 as a working fluid. In particular, the present disclosure provides for the use of a portion of the heat of compression from a CO2 compressor as the additive heating necessary to increase the overall efficiency of a power production system and method.

Abstract: Installation of an engine to a support structure includes temporarily attaching first and second alignment structures to the support structure and the engine. One of the alignment structures has a target pattern on its surface. The installation further includes using a machine vision system from the other of the mounting structures to indicate the relative position of the target pattern with respect to a reference. The relative position of the target pattern with respect to the reference provides information about relative position of an engine mounting element (e.g., bolt hole) with respect to a corresponding mounting element (e.g., bolt hole) in the support structure. The relative position of the target pattern with respect to the reference can be used to maneuver the engine in order to align the mounting elements.

Abstract: A gas turbine engine system includes a fuel delivery circuit configured to convey fuel, a combustion chamber configured to combust the fuel, and a flexible hose that fluidly connects the fuel delivery circuit to the combustion chamber. The flexible hose includes a combustion chamber connector portion attached to the combustion chamber, a fuel delivery circuit connector portion attached to the fuel delivery circuit, and a central flexible portion connecting the first connector portion to the second connector portion. The central flexible portion is made of a flexible material. In addition, the fuel delivery circuit connector portion includes a pivotal assembly with an adjustable end that is pivotal relative to a central longitudinal axis of the central flexible portion of the flexible hose when the central flexible portion is in a straight condition.

Abstract: A system and method of calculating a fuel pump life expectancy in a fuel burning engine is provided. The method includes tracking a fuel pump speed of the fuel burning engine, tracking a position value of at least one fuel actuated actuator in the fuel burning engine, and calculating a fuel pump life expectancy value based on the fuel pump speed and the position value of the at least one fuel actuated actuator.

Abstract: A torch igniter includes an auxiliary fuel injector; an ignition source; and an igniter body carrying the auxiliary fuel injector and the ignition source. The igniter body includes an auxiliary combustion chamber having a side wall extending axially from a first end wall to a second end wall. In some examples, at least a portion of the side wall includes a distributed pattern of cooling apertures, with each of the cooling apertures extending obliquely from an outer surface of the side wall to an inner surface of the side wall. In some examples, the second end wall defines a fluid outlet leading to an outlet tube in fluid communication with the primary combustion chamber, at least a portion of the outlet tube including a distributed pattern of dilution apertures.

Abstract: A system is provided comprising: a starter air valve in fluid communication with an air turbine starter to drive motoring of a gas turbine engine responsive to a compressed air flow from a compressed air source; a manual override operably connected to the starter air valve, the manual override is operable to open the starter air valve a select percentage by moving the manual override to a detent engaged position, wherein the select percentage is operable to allow enough airflow to achieve the maximum allowed motoring speed of the gas turbine engine; and a pressure regulating bleed valve in fluid communication with the starter air valve, the pressure regulating bleed valve operable to bleed a portion of the compressed air flow to regulate a motoring speed of the gas turbine engine in response to detection of the manual override in a detent engaged position.

Abstract: A starter air valve comprising a housing comprising an inlet at a first end and an outlet at a second end opposite the first end, the inlet being fluidly connected to the outlet through a fluid pathway; a valve injected into the fluid pathway dividing the fluid pathway into a first chamber and second chamber, the valve in operation adjusts fluid flow through fluid pathway; an actuator operably connected to the valve; a solenoid in variable electrical connection with the actuator; and a rotary spool valve fluidly connected to the first chamber, the rotary spool valve operable to rotate to at least one of a normal start position, a full manual override position, and a plurality of partial manual override positions, wherein the rotary spool valve is in variable fluid connection with the actuator, wherein the solenoid is in variable electrical connection with the actuator through the rotary spool valve.

Abstract: A gas turbine engine is provided having a compressor section, a combustion section located downstream of the compressor section, and a turbine section located downstream of the combustion section. A structural member extends from the compressor section to the turbine section for strengthening one or more components of the gas turbine engine. The structural member also defines a flowpath extending between an inlet in airflow communication with the compressor section and an outlet in airflow communication with the turbine section. The flowpath is configured to provide bleed air from the compressor section to the turbine section to capture at least a portion of the energy in such bleed air.

Abstract: A gas turbine engine includes a fan section that has a fan. A fan casing surrounds the fan section. A compressor section defines an engine axis. A gear train reduces a rotational speed of the fan relative to a shaft. A low pressure turbine is coupled to the shaft. A nacelle extends along the engine axis and surrounds the fan casing, a bypass ratio of greater than 10. A variable area fan nozzle defines a discharge airflow area. A flutter sensing system includes a controller programmed to move the variable area fan nozzle to vary the discharge airflow area in response to detecting an airfoil flutter condition associated with adjacent airfoils of the fan.

Abstract: A fuel control system according to an exemplary aspect of the present disclosure includes, among other things, a fuel delivery valve selectively moveable to a closed position to shut off a flow of fuel to a downstream location. The system further includes a windmill bypass valve, and a shutoff pressure line between the windmill bypass valve and the fuel delivery valve. The windmill bypass valve is selectively operable to direct fuel to the shutoff pressure line to assist the movement of the fuel delivery valve to the closed position. A method is also disclosed.

Abstract: There is provided a method including: performing an upgrade of reducing a supply amount of cooling air supplied to a turbine and replacing at least some of components provided in the turbine with components adapted to the supply amount of cooling air; and changing a set value calculation function according to the post-upgrade supply amount of cooling air and the replaced components.

Abstract: An exhaust gas flap drive for an internal combustion engine, including a driveshaft which has a central axis m, an exhaust gas flap shaft, which is indirectly connected to the driveshaft and has a central axis k, and a coupling element, which is designed as a spring. The coupling element has a first end portion which is rotationally fixed to the driveshaft, and the driveshaft has a receiving area in which the end portion is mounted. The coupling element additionally has a second end portion which is rotationally fixed to the exhaust gas flap shaft via a coupling element, and the receiving area is designed as a groove which is provided on the end face of the driveshaft. The groove has a groove base and two groove flanks which delimit a width b of the groove. The width b decreases towards the groove base, and/or the coupling element has a form-fitting connection with the second end portion in a direction of the central axis k.

Abstract: A method for ascertaining whether a combustion process is being carried out in a cylinder of an internal combustion engine, it being decided whether or not the combustion process is present as a function of a relative angle between a characteristic signature of a variable characterizing a time curve of a state variable of the internal combustion engine and a specifiable crankshaft angle.

Abstract: A control device for an engine is provided, which includes a fuel injector attached to the engine, a spark plug disposed to be oriented into a combustion chamber, a swirl control valve provided in an intake passage, and a controller connected to the fuel injector, the spark plug, and the swirl control valve and configured to control the fuel injector, the spark plug, and the swirl control valve. The swirl control valve closes in a given operating state of the engine. The fuel injector injects fuel after the swirl control valve is closed, between intake stroke and an intermediate stage of compression stroke. The fuel injector injects the fuel after the first fuel injection. The spark plug performs the ignition after the second fuel injection so that the mixture gas starts combustion by flame propagation and then unburned mixture gas self-ignites.

Abstract: A method, an apparatus, a computer program, an engine intake system, and a vehicle are provided. The method is for controlling an air charge provided to a vehicular engine. The method comprises determining a target valve lift of an inlet valve in a continuously variable valve lift system based, at least in part, on: a required air charge for a given torque request; and an estimate of a variable pressure of an engine intake manifold for a time when the inlet valve is to be actuated in accordance with the target valve lift. The method also comprises controlling actuation of the inlet valve in the continuously variable valve lift system in accordance with the determined target valve lift.

Abstract: A throttle control assembly which includes a housing, and an adapter and an anti-rotation feature integrally formed with the housing. A scallop is integrally formed as part of the housing and substantially surrounds the anti-rotation feature. A first tapered portion and a second tapered portion are both integrally formed with the adapter. A first groove and a rib portion are also integrally formed as part of the adapter. A plurality of outer scallops are also integrally formed as part of the adapter. The anti-rotation feature, the scallop, and each of the plurality of outer scallops are integrally formed with the housing. A portion of the plurality of outer scallops are formed as part of the second tapered portion, and a portion of the plurality of outer scallops are formed as part of the rib portion.

Abstract: A vehicle controller includes a controlling section configured to control a torque applying mechanism. The controlling section is configured to execute a negative torque control by using the torque applying mechanism when execution conditions are satisfied. The execution conditions include a condition that an increase amount per predetermined time of the boost pressure has become greater than a preset boost pressure determination value. The negative torque control is a control to set the rotational torque applied to the crankshaft by the torque applying mechanism to a negative value that is on the negative side of a value immediately before the start of the negative torque control.

Abstract: Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency or the engine.

Abstract: A fuel tank venting system for a motor vehicle includes an outlet side of a tank venting valve connected to an inlet side of a first vent line and to an inlet side of a second vent line. An outlet side of the first vent line is connected to an intake manifold upstream from a throttle valve and downstream from an air filter, and an outlet side of the second vent line is connected to the intake manifold downstream from the throttle valve. A position sensor may be located at a first position and the first closing element has a detectable element. The position sensor is connected to an electronic control device to transmit signals. A position of the first closing element may be determined by means of the position sensor and the detectable element.

Abstract: The invention relates to a method for operating an internal combustion engine during any driving operation and in particular during a defined testing cycle which determines compliance with regulations. The internal combustion engine has at least one exhaust gas aftertreatment device with an adjustable degree of efficiency (for example by changing the reduction agent) or an exhaust gas recirculation device or alternative variables for changing the raw engine emissions. At least one monitoring window is assigned to the active profile. The aim of the invention is to allow strict exhaust gas regulations to be met in particular during real driving operations while simultaneously allowing a low fuel consumption. This is achieved in that at least one main monitoring window of the driving profile and a sub-monitoring window (F2) with a starting point and an end point are defined within a driving profile or test cycle.

Abstract: Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, estimates of engine fuel consumption for operating the engine with a plurality of cylinder modes or patterns while a transmission is engaged in different gears are determined and are used as a basis for deactivating engine cylinders.

Abstract: A preparation control for suppressing fluctuation of an output torque of the engine at the time of executing switching operation from the whole cylinder operation to the partial cylinder operation is executed when having made a switching request from the whole cylinder operation to the partial cylinder operation. The target switching time executing the switching operation is calculated in accordance with the valve operation phase after the preparation time is completed. The cylinder deactivation mechanism is controlled such that the switching operation is executed at the target switching time. The target switching time is set in accordance with the valve operation phase at the timing in which the abnormal noises are not generated.

Abstract: Various embodiments include a method for identifying valve stroke phase differences during operation comprising: measuring dynamic pressure oscillations in the air intake tract; generating a corresponding signal; acquiring a crankshaft phase angle; acquiring the phase position and the amplitude of a signal frequency of the oscillations based on the pressure oscillation using discrete Fourier transformation; acquiring a line of an equal phase position and of equal amplitude of the signal frequency reflecting the inlet and the outlet stroke phase difference using reference lines; acquiring a common intersection point of a line of equal phase position and a line of equal amplitude by projection into a common plane; and determining the stroke phase differences and from the common intersection point.

Abstract: A control unit decides whether or not a first condition that a service brake is released, a parking brake is actuated, and a transmission is shifted into neutral is established at a vehicle stopping time. In addition, the control unit decides whether or not a second condition that the service brake is actuated, and the transmission is shifted to an ahead stage is established at the vehicle stopping time. Then, the control unit stops the engine when the first condition or the second condition is established.

Abstract: A method of controlling activation of light off time of a catalyst which controls exhaust emission from an engine of a vehicle may include determining whether the vehicle is in a cold start condition; determining a deterioration level of the catalyst by use of a temperature sensor; and retarding a spark timing according to the deterioration level of the catalyst and increasing a temperature of exhaust gas.

Abstract: In a control system for an internal combustion engine, the internal combustion engine includes a first exhaust catalyst that is a three-way catalyst disposed in an exhaust path of the internal combustion engine, a second exhaust catalyst that is a three-way catalyst disposed in the exhaust path on a downstream side of the first exhaust catalyst, and a motor configured to drive the internal combustion engine. The control system includes an electronic control unit configured to, when operation of the internal combustion engine is stopped, stop fuel injection in the internal combustion engine and then, execute motoring in which the internal combustion engine is rotationally driven using drive power of the motor, and execute the motoring in a range in which an oxygen occlusion amount of the first exhaust catalyst becomes an oxygen occlusion amount smaller than an upper limit oxygen occlusion amount of the first exhaust catalyst.

Abstract: Because the relationship of the fuel injection quantity to a designated injection period differs in a half-lift region and a full-lift region, the purpose of the present invention is to bring the flow rate characteristics of an intermediate-lift region close to the flow rate characteristics of the full-lift region and improve the controllability of small fuel injection quantities. Provided are a peak current supply period in which a valve body of a fuel injection valve causes the magnetic force necessary for a valve-opening action to be generated, and a lift quantity adjustment period in which, after the peak current supply period, a current lower than the peak current is passed for a prescribed period; further provided is a current interrupt period in which a drive current is rapidly lowered before the lift quantity adjustment period.

Abstract: A controller includes a P/L learning unit that performs P/L learning, a purge learning unit that performs purge learning, an air-fuel ratio learning unit that performs air-fuel ratio learning, and a storage unit that stores learning result. When the learning result of each learning process is not stored in the storage unit at the time of engine start, the P/L learning unit learns an injection characteristic of an in-cylinder injection valve through the P/L learning process whenever the in-cylinder injection valve performs the P/L injection and interrupts the P/L learning process before the P/L learning process is completed. The purge learning unit performs the purge learning process, and the air-fuel ratio learning unit starts the air-fuel ratio learning process provided that the P/L learning process is interrupted. The P/L learning unit then resumes the P/L learning process provided that the purge learning process is completed.

Abstract: Systems and methods for controlling fuelling of dual fuel internal combustion engines are disclosed. The control techniques maximize the substitution rate of gaseous fuel for the liquid fuel by determining a target fuelling amount for the liquid fuel and then regulating an actual fuelling amount of the liquid fuel in response to engine speed and power variations and by modulating the flow rate of the gaseous fuel to the engine.

Abstract: A control apparatus for an internal combustion engine includes circuitry configured to control a fuel injector of the internal combustion engine to stop injecting fuel to reduce torque generated by the internal combustion engine during upshift. The circuitry is to acquire a target injection amount parameter corresponding to a target injection amount of the fuel to be injected by the fuel injector to operate the internal combustion engine based on an operation state parameter corresponding to an operation state of the internal combustion engine. The circuitry is to acquire a minimum injectable amount parameter corresponding to a minimum injectable amount of the fuel injectable from the fuel injector. The circuitry is to control the fuel injector to start injecting the fuel when the minimum injectable amount parameter exceeds the target injection amount parameter while the fuel injector is controlled to stop injecting the fuel during the upshift.

Abstract: Systems and methods are provided for operating a port fuel and direct injection fuel system of a rolling variable displacement engine (rVDE). In one example, a method may include selecting between controlling a lift pump of the fuel system to output fuel at a mechanically limited pressure and controlling the lift pump to output fuel at a pressure lower than the mechanically limited pressure based on whether port fuel injection is used. In this way, the lift pump may be controlled without feedback from a pressure sensor, reducing system costs, while electrical power consumption increases due to operating the lift pump to output fuel at the mechanically limited pressure are minimized due to the rVDE technology, which reduces port fuel injection usage.

Abstract: A fuel delivery system for an engine is provided. The fuel delivery system includes a fuel rail, a pressure sensor, a relief valve, and a controller. The controller is configured to receive a signal indicative of a fuel rail pressure, identify exceeding of the fuel rail pressure beyond a first threshold, identify the fuel rail pressure drop below a second threshold, and initiate a counter for a first predefined amount of time accordingly. The controller is also configured to identify if the fuel rail pressure drops below a third threshold within the first predefined amount of time, and identify if the fuel rail pressure remains below the third threshold for at least a second predefined amount of time. The controller is further configured to determine an open status of the relief valve based, at least in part, on the identification.

Abstract: A fuel injection control device includes a conduction time calculation unit, a detection unit, an estimation unit, a correction unit, a sudden change determination unit, and a reflection speed setting unit. The detection unit detects a physical quantity having a correlation with an actual injection quantity during the partial lift injection. The estimation unit estimates the actual injection quantity on the basis of a detection result of the detection unit. The correction unit corrects the requested injection quantity by a correction quantity corresponding to a deviation between the actual injection quantity and the requested injection quantity. The sudden change determination unit determines whether or not the correction quantity is in a sudden change state on the basis of whether or not the correction quantity has changed from a previous value by a prescribed quantity or more. The reflection speed setting unit sets the reflection speed.

Abstract: A control device for an internal combustion engine provided with a combustion control part successively performing at least first main fuel injection and second main fuel injection for causing premix charged compression ignition of fuel so that a pressure waveform showing a change of a rate of cylinder pressure rise over time becomes a two-peak shape and a peak ratio which is a ratio of a first peak value of a first peak of the pressure waveform and a second peak value of a second peak falls within a predetermined range. The combustion control part calculates the ignition delay time of the fuel injected by the second main fuel injection (second ignition delay time) and reflects the injection correction amount in the target injection amount of the second main fuel injection (second target injection amount) if an injection correction amount is set for the amount of fuel injected from the fuel injector and the second ignition delay time is less than a predetermined value.

Abstract: Methods and systems for supplying fuel to a diesel engine during a cycle of a cylinder are described. In one example, a cylinder is supplied fuel via two fuel injectors having different fuel flow rates. The two fuel injectors may be operated to provide pilot, main, and post combustion fuel injections during a cycle of a cylinder.

Abstract: A heat shielding film is formed on a surface wall constituting a combustion chamber. The heat shielding film includes a heat shielding layer and an oil repellent layer. The heat shield layer is formed on the wall surface. The heat shielding layer is composed of a material having thermal conductivity lower than base material of the combustion chamber. The oil repellent layer is formed on a surface of the heat shield layer. The oil repellent layer is composed of polyalkoxysiloxane. A contact angle of the oil repellent layer with engine oil is at least 40 degrees.