Abstract: A method and system for controlling an engine includes a homogeneous charge compression ignition (HCCI) operating zone boundary module determining a first HCCI operating boundary and a fuel rate module determining a first fuel rate from an operator input. The system also includes a switch module modifying the first HCCI operating boundary to a modified boundary in response to a measured mass airflow, cam positions and the first HCCI operating boundary. The system also includes a combustion control module operating the engine in a spark ignited mode when a second fuel rate request is outside the modified boundary.

Abstract: An engine is disclosed comprising a chamber defined by at least one fixed wall and at least one movable wall, the volume of the chamber variable with movement of the movable wall; an injector arranged to inject liquid into the chamber while the chamber has a substantially minimum volume; apparatus through which energy is introduced that is absorbed by the fluid which then explosively vaporizes, performing work on the movable wall; and apparatus which returns the movable wall to a position prior to the work being performed thereon so the chamber has the substantially minimum volume, substantially evacuating the chamber of vaporized fluid without substantially compressing the vaporized fluid.

Abstract: A method to reduce engine noise in a multi-cylinder direct injection internal combustion engine. The internal combustion engine includes a high pressure fuel pump having both an inlet valve fluidly connected to a fuel source and an outlet valve typically connected to a pressurized fuel rail. In order to reduce engine noise, especially at low engine speeds, the timing of the opening of either the fuel pump inlet valve or fuel pump outlet valve is varied so that it coincides with the opening of the fuel injectors.

Abstract: The aim of the invention is to optimize the running smoothness of an internal combustion engine. To achieve this aim, the individual cylinders are synchronized with respect to their torque contribution. According to the method, fuel is injected into the combustion chamber of a cylinder in at least one injection step, the at least one injection contributing to the torque of the internal combustion engine. Fuel is injected into the combustion chamber of the cylinder in a torque neutral manner by way of a secondary injection during a working stroke of the cylinder and the amount of fuel of the secondary injection us calculated in such a manner that the exhaust gas substantially corresponds to a stoichiometric air/fuel mixture.

Abstract: The invention relates to a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine, in particular a common-rail injector, comprising a control valve (19) for hydraulically connecting a control chamber (13) which is operationally connected to a one or multi-part injection valve element (9) to a low pressure region (8), wherein the control valve (19) comprises a valve element (18) which is axially adjustable by an actuator and interacts with a valve seat (20) in the closed position thereof, to which an axial guide (24) for guiding the valve element (18) in the axial adjustment movement thereof is allocated.

Abstract: An electronic control means of an engine controls a system for the variable actuation of intake valves and for controlling gasoline injection into the combustion chamber. To the electronic control means there are associated memory means. The electronic means are programmed for detecting a value of a crank angle at which the intake valve is closed, controlling the end of the injection with an anticipation with respect to the closing of the intake valve controlling the start of the injection substantially according to said crank angle limit value, and regulating the injection pressure to a value which is defined as a function of the injection time to guarantee the injection of a predefined amount of gasoline.

Abstract: A method is provided for equalizing the cylinders of a multi-cylinder internal combustion engine. The internal combustion engine is configured as a reciprocating engine having direct injection and spark ignition. A fuel mass is injected in a cylinder-specific manner, and a cylinder-specific air mass and a cylinder-specific ignition time are each adjustable. An injection amount is equalized, then a charge is equalized and then a mean combustion pressure is equalized.

Abstract: The present disclosure is directed to fuel injectors that provide efficient injection, ignition, and combustion of various types of fuels. One example of such an injector can include a sensor that detects one or more conditions in the combustion chamber. The injector can also include an acoustical force generator or modifier that is responsive to the sensor and can be configured to (a) induce vibrations in the fuel in the injector body and/or in the combustion chamber, (b) induce vibrations in air in the combustion chamber, (c) induce vibrations in a valve driver or other injector component to actuate a flow valve, and/or (d) control patterning of fuel injected into the combustion chamber.

Abstract: An internal combustion engine includes an engine block having a cylinder bore and a cylinder head having a flame deck surface disposed at one end of the cylinder bore. A piston connected to a rotatable crankshaft and configured to reciprocate within the cylinder bore has a piston crown portion facing the flame deck surface such that a combustion chamber is defined within the cylinder bore and between the piston crown and the flame deck surface. A fuel injector having a nozzle tip disposed in fluid communication with the combustion chamber has at least one nozzle opening configured to inject a fuel jet into the combustion chamber along a fuel jet centerline. At least one duct defined in the combustion chamber between the piston crown and the flame deck surface has a generally rectangular cross section and extends in a radial direction relative to the cylinder bore substantially along the fuel jet centerline.

Abstract: A multi-sensing fuel injection system for internal combustion engines. The system includes a fuel injector for injecting fuel into the internal combustion chamber. The fuel injector is electrically insulated from an engine body of the internal combustion engine by way of a first electrically insulated member. A second electrically insulated member is provided for fixedly disposing the fuel injector within the combustion chamber. The electrical insulation of the fuel injector, in conjunction with the integration of an ion sensing circuit including a resistor and a power source for supplying voltage to the fuel injector, allows for a full measurement of the ionization current.

Abstract: An injector includes a control valve for opening a connection between a control chamber for controlling a nozzle needle position and a prechamber of a fluid return line, wherein a pressure compensation device is arranged in the prechamber for compensating a change in a prechamber pressure.

Abstract: A fuel injection valve for an internal combustion engine may include an injector body having a receiving hole for an injector needle. The receiving hole may be implemented as a blind hole and may form an injector ring chamber in the injector shaft and a cone-shaped valve seat at the base thereof, and a blind injector hole at the tip of the valve seat cone, from which at least one injector hole extends. The injector needle may include an at least partially cone-shaped needle tip and may seal off the blind injector hole, and thus the at least one injector hole, from the injector ring chamber. The needle tip may include a needle pilot adapted in contour and extent to the blind injector hole in the valve seat, the pilot protruding into the blind injector hole and thus reducing a compression volume formed between the valve seat and injector hole.

Abstract: Disclosed is an electromagnetic fuel injection valve capable of reducing dynamic flow variation relative to the pulse widths of individual units in a lower pulse region than under idling conditions under which the dynamic flow is adjusted. Also disclosed is an internal combustion engine control device that utilizes the electromagnetic fuel injection valve. The electromagnetic fuel injection valve includes a fixed core, a coil disposed at the periphery of the fixed core, an anchor facing the lower end of the fixed core, a movable element with a valve seat formed on its lower end, and a regulator press-fit into a through-hole in the fixed core, the fixed core being a central shaft of the electromagnetic fuel injection valve.

Abstract: An injection valve for injecting fuel into an internal combustion engine may include an actuator, an injection needle associated with a sealing seat, and a transmission unit that establishes an effective connection between the actuator and the injection needle. The transmission unit may include a pressure chamber including two movable pistons that are guided within a movable pot. The first piston may be guided through a bottom of the pot while maintaining a first sealing gap, and the second piston may be guided within a sleeve section of the pot while maintaining a second sealing gap. One piston may be effectively connected to the injection needle, while the other piston may be effectively connected to the actuator.

Abstract: A spark ignition direct injection fuel cylinder for an engine includes a rotatable valve at a curved wall of an intake duct. The rotatable valve provides a variable step in to adjust the degree of tumble airflow while reducing flow restriction to improve engine performance across operating conditions.

Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one example, fuel injection timing is selectively adjusted based on engine stop position and amount of time the engine is stopped. The method may improve engine starting and lower engine noise.

Abstract: A fuel injection system for an internal combustion engine includes a fuel injector pocket, formed within a cylinder head, for housing an injector which sprays fuel into a combustion chamber defined by the cylinder head and a piston crown. The injector is mounted with a conical isolator which is loaded at a lower, elastic rate during lower power operation, with the conical isolator being stacked solid between a tapered portion of the injector and a corresponding tapered portion of the cylinder head during high power operation of the engine and injection system. The isolator controls unwanted injector ticking noise, while protecting the integrity of the injector's tip seal by preventing excessive axial displacement of the injector during higher load operation.

Abstract: In an internal combustion engine, fuel is directly injected into at least one combustion chamber at least during a compression stroke in such a way that a stratified mixture is present in the combustion chamber. This mixture is then externally ignited. The fuel is introduced during the compression stroke by at least one main injection and an ignition injection, the ignition injection taking place immediately before an ignition and producing at least essentially no torque.

Abstract: A spark ignition internal combustion engine is equipped with a fuel pressure sensor for detecting a viscosity of fuel supplied to a fuel injector based on a variation in a fuel pressure. In a case of stratified combustion by a spray guided injection, an ECU advances a fuel injection start timing of the fuel injector 4 according to the detected viscosity of the fuel. Thus, even if the viscosity of the fuel is significantly high, the fuel-rich area is well formed at a vicinity of the discharge electrode so that a preferable combustion condition can be maintained.

Abstract: In a direct injection gasoline engine, at acceleration operation, an amount of internal EGR is increased by advancing exhaust valve closing timing, and also fuel injection pressure is increased. In this case, range of increase in fuel injection pressure is determined on the basis of the exhaust valve closing timing at present.

Abstract: In a cylinder injection engine and a control device for the engine, for achieving both of the decrease of a particulate matter by suppression of fuel adhesion on the piston during fast idling of cold start and ignition retard fuel by stratification of a mixed gas around an ignition plug, a closing timing of a suction valve is set to a middle stage of a compression stroke in which a piston moving speed becomes maximum, while the furl adhesion to the piston is decreased by injecting the fuel for stratification onto the ignition plug in the vicinity of a piston bottom dead center, and when the piston is raised in the compression stroke, the mixed gas flows from a combustion chamber to a suction pipe to generate a rising flow, and by this rising flow, the mixed gas is stratified around the ignition plug.

Abstract: An engine having improved combustion characteristics is provided. The engine includes a fuel injection system that is variable between two operational states. In the first operating state, the fuel injectors provide a fuel spray having first spray pattern characteristics. When the system detects that an operation characteristic exceeds a threshold, the fuel injectors are displaced into a second operating state. In the second operating state, the fuel injectors provide a spray pattern having first spray pattern characteristics. The combustion cycle may be characterized by timing the fuel injection so that the fuel is sprayed into the cylinder early in the compression stroke. Further still, the combustion cycle may be characterized by controlling the fuel pressure so that the fuel pressure is inversely related to the load on the engine.

Abstract: A method for controlling a mechanical solenoid valve of a high-pressure fuel pump to supply fuel to an engine is provided. In one example, current supplied to the mechanical solenoid valve is adjusted according to a pressure downstream of the fuel pump. The method can reduce current used to operate the mechanical solenoid valve as well as pump noise, at least during some conditions.

Abstract: An amount of inlet air can be delivered to a combustion volume of an internal combustion engine via an air inlet port, and delivery of an amount of a fuel from a compressed fuel reservoir to the combustion volume can be controlled via a pressurized fuel inlet port positioned to the deliver the amount of the fuel directly into the combustion volume separately from the air inlet port. The amount of the fuel can be controlled relative to the amount of the inlet air to create an air-fuel mixture within the combustion volume having a target air/fuel ratio. In other aspects, a vehicle chassis can be designed to incorporate a compressed fuel reservoir as a structural part of the chassis. Methods, system, and articles of manufacture relating to these features are described.

Abstract: The invention relates to a high pressure injection arrangement for an internal combustion engine with direct injection, with an injection valve and a support element, which supports the injection valve in the installed state on a seat of an internal combustion engine. It is provided that a spring element is arranged between the injection valve and the support element.

Abstract: A method for partial cylinder cutoff is provided. The method comprises operating a multi-cylinder internal combustion engine with applied ignition, in which an odd number n of cylinders is arranged in line, and during partial-load operation when engine load is below threshold, enabling a partial cutoff of the cylinders, the partial cutoff comprising operating each cylinder only intermittently such that each cylinder is fired and cut off in turn at an interval of (2*720° CA)/n.

Abstract: This disclosure provides a control device for a diesel engine. When the engine is within a particular operating range with a low engine speed and a partial engine load and in a low temperature state where a cylinder temperature at a compression stroke end is lower than a predetermined temperature, a forced induction system sets a forcibly inducting level higher than a predetermined level that is higher than that in a high temperature state where the cylinder temperature is above the predetermined temperature. At least within the particular operating range, an injection control module performs a main injection where a fuel injection starts at or before a top dead center of the compression stroke to cause main combustion mainly including diffusion combustion and performs a pre-stage injection where the fuel injection is performed at least once prior to the main injection to cause pre-stage combustion before the main combustion starts.

Abstract: A method is provided for operating an internal combustion engine having a spark ignition unit. A liquid fuel is mixed with air in an injection procedure and, after ignition by the spark ignition unit, combusted while discharging mechanical power. A liquefied gas is combusted as the liquid fuel. The liquefied gas is at least partially injected using a direct injection nozzle into the combustion cylinder before the ignition by the spark ignition unit. A cooling unit cools the liquefied gas at least in a return line or a supply line.

Abstract: At each engine cycle, nearby the TDCC, an injector is driven so as to perform a fuel injection sequence according to a predetermined pattern (A-Z), including a plurality of successive, separate fuel injection pulses (pulse 1-pulse N) having respective predetermined durations. The start of the first injection pulse (Pulse 1) of the sequence is defined as a predetermined angular distance from the TDCC. For each injection pulse (pulse 2-pulse N) following the first one (pulse 1) the respective start is selectively determined either as a time distance from the end of the immediately preceding injection pulse (pulse 1-pulse N?1) or as an angular distance from the relevant TDCC, in dependence on the instantaneous value of at least one predetermined parameter.

Abstract: A system for selectively intensifying fuel for injection utilizing a fuel injector having an intensifier piston connected to a drain and a pressurized fuel source. The intensifier piston includes a control chamber co-axially positioned opposite from an intensification chamber, and a pressurization chamber co-axially positioned between the control chamber and the intensification chamber. The control chamber selectively fluidly communicates with the pressurized fuel source and the drain. The intensification chamber fluidly communicates with the pressurized fuel source and the pressurization chamber fluidly communicates with the pressurized fuel source and a nozzle assembly.

Abstract: A premixed compression ignition type engine is operated while change over between spark ignition combustion and compression ignition combustion. This engine has a negative overlap period during steady operation under compression ignition combustion. In the same cylinder, a valve-closing timing of an exhaust valve during steady operation under spark ignition combustion is retarded with respect to the valve-closing timing thereof after the change over. In a case where an intake valve is first changed over after start of the change over from spark ignition combustion to compression ignition combustion, the valve-opening timing of the intake valve during a change over period from spark ignition combustion to compression ignition combustion is in an advanced state with respect to the valve-opening timing thereof during steady operation under spark ignition combustion.

Abstract: A fuel injection valve comprises a valve seat, a movable valve element which is seated on or separated from the valve seat, and a nozzle member having a plurality of nozzle holes. At least one of the valve element and valve seat has a curved surface at a contact position where they contact with each other when the valve element is seated on the valve seat. Two or more of the nozzle holes are provided outside an intersection line of a virtual extension surface along a tangential line to the curved surface at the contact position and a surface of the nozzle member.

Abstract: The present disclosure provides an internal combustion engine having an engine housing with at least one cylinder that has diameter less than about 3 inches. A fuel injector is provided and disposed at least partially within the at least one cylinder, and includes a plurality of outlet orifices having a diameter between about 50 microns and about 125 microns, or about 0.05 millimeters and about 0.125 millimeters. The injector may include more than one set of separately controllable fuel outlet orifices, at least one of which could have an average diameter between about 0.05 millimeters and about 0.125 millimeters. The disclosure further provides a method of operating an internal combustion engine.

Abstract: An internal combustion engine having an independent gas supply with no compression stroke is provided. The internal combustion engine includes a body, an input unit, an output unit, and an exhaust unit. The body has at least one combustion chamber. The input unit is connected to the combustion chamber, for inputting a high-pressure fuel in the combustion chamber and producing a predetermined pressure inside the combustion chamber. The output unit is connected to the combustion chamber, for outputting power generated by combustion of the high-pressure fuel. The exhaust unit is connected to the combustion chamber, for discharging an exhaust gas generated due to the combustion of the high-pressure fuel. The predetermined pressure is directly produced inside the combustion chamber by inputting the high-pressure fuel in the combustion chamber, and then a combustion stroke is performed.

Abstract: A piston for a compression ignition internal combustion engine includes a piston body having a combustion face defining a combustion bowl, and the combustion face including a compound bowl surface and a compound rim surface. The combustion face is profiled to balance a combustion efficiency property of the piston with emissions properties of the piston, and includes a profile of rotation defining a convex curve segment bisected by the longitudinal axis, and a plurality of concave curve segments outboard of the convex curve segment. The profile of rotation further includes a compound rim profile defining a plurality of convex curve segments corresponding to an inner rim surface. The convex curve segment of the compound bowl profile defines a relatively small radius of curvature, and the plurality of convex curve segments corresponding to the inner rim surface define a relatively large radius of curvature.

Abstract: Fuel is injected into and through the exhaust port and into the cylinder of the piston engine during the time when the flow is reversed from the normally expected flow. The engine is able to operate with some or all of its fuel injected backwards of conventional expectations. In another embodiment the fuel is injected with solid stream injector sprays directed against exhaust valves and ports and deflected into the piston cylinder against the flow of normally aspirated or supercharged engines. This invention can apply to gasoline or diesel cycles and four and two stroke type cycles of engine.

Abstract: A sonic saturation system is provided that comprises at least one tank for containing a reservoir of liquid solvent; at least one gas-inlet in fluid communication with a gas compressor, for introducing gaseous solute into the reservoir, and at least one sonic agitator (146) for agitating the liquid reservoir thereby increasing the rate of impregnation of the solute into the solvent.

Abstract: A sub-injector injects liquid fuel into a vaporized-fuel chamber of a vaporized-fuel tank. The injected liquid fuel is vaporized in the vaporized-fuel chamber. The generated vaporized fuel is supplied to a combustion chamber through a vaporized-fuel passage. A supply of the vaporized fuel to the combustion chamber is controlled by a purge valve. Thereby, the vaporized fuel can be precisely supplied to the engine at a start of engine, so that emission can be reduced.

Abstract: A method is provided for operating a direct injection system of an internal combustion engine of a motor vehicle. The at least one fuel injection parameter is adjusted by a closed loop control of the injected fuel quantity.

Abstract: The present application describes systems for water retrieval from the engine exhaust. This collected water can be used both for removing ethanol from ethanol-gasoline blends, and for use as a knock suppressant. The water that is removed from the exhaust can be used as the only source of water or in combination with water that is externally supplied. The present application also describes new means for removal of water from the exhaust that can be employed for applications. In some embodiments, an auto-heat exchanger is employed to recover water from the engine exhaust.

Abstract: An engine with a high flow capacity brake booster is disclosed. In one example, an actuator is adjusted in response to a flow between the brake booster and an engine intake manifold. Operation of the engine and vehicle brakes may be improved especially when the engine is turbocharged.

Abstract: It has been found that direct-injection gasoline engines emit particulate matter during the first 500 seconds of operation due to fuel impacting combustion chamber surfaces. To largely overcome the fuel penetrating to surfaces in the combustion chamber, the fuel may be heated. In one embodiment, engine coolant that is heated in the water jacket portions nearest exhaust ducts is provided directly to a tube in physical contact with the fuel rail. In some embodiments, the tube is provided with an electric heating element. If the coolant pump is turned off at the initial portions of a cold start, the electric heater raises the temperature of the fuel in the fuel rail. After engine coolant temperature raises, water, warm coolant is provided to the tube proximate the fuel rail and the heater is turned off.

Abstract: A method for transitioning a spark-ignition direct injection internal combustion engine between a controlled auto-ignition combustion mode and a homogeneous spark-ignition combustion mode includes operating the engine in a stratified-charge spark-ignition combustion mode during the transitioning.

Abstract: The present invention relates to the field of generators and engines. Specific embodiments of the invention include a generator comprising: a combustion chamber for combusting fuel to produce a high pressure flow of air or gas; a combustion wheel comprising: a rim with circumferentially spaced combustion plates protruding radially outward from the rim for receiving the high pressure flow of air or gas; a wheel hub providing means for rotating the wheel on an axis of rotation upon interaction of the high pressure flow on the combustion plates; spokes comprising one or more magnets, wherein the spokes operably connect the hub to the rim and provide for the magnets to interact with pick-up coils; pick-up coils for receiving energy from the magnets during rotation of the wheel and for producing electrical energy therefrom; and optionally comprising a battery for receiving and storing energy from the pick-up coils.

Abstract: Various systems and methods are described for operating an engine in a vehicle in response to a driver performance/economy mode. One example method comprises delivering a first fuel to a cylinder of the engine from a first injector, delivering a second, different, fuel to the cylinder of the engine from a second injector, varying a relative amount of said first and second fuel as an operating condition varies; and adjusting delivery of at least said second fuel based on a driver-selected performance mode.

Abstract: A pressure control valve is provided in a fuel return pipe connected between a high pressure fuel pipe and a fuel pressurizing chamber of a high pressure pump. A pressure relief valve is opened when fuel pressure in a fuel delivery pipe is higher than a first pressure. A first valve body of the pressure relief valve is brought into contact with a stopper so that a movement of the first valve body is limited. A pressure holding valve, which is provided in an inside of the first valve body, is opened when the fuel pressure in the fuel delivery pipe is larger than a second pressure. When the pressure relief valve is opened and the first valve body crashes into the stopper, a lifting amount of a second valve body of the pressure holding valve is increased by inertia of the second valve body, so that extraneous material attached to the second valve body can be removed.

Abstract: A fuel injector body has a fuel chamber and a valve seat around a fuel outlet. A valve body is positioned at the valve seat and a valve stem extends through the fuel outlet and fuel chamber. Engagement (disengagement) of valve body and valve seat closes (opens) the injector. The fuel chamber can comprise primary and secondary chambers connected by a valve passage and a metering member that restricts fuel flow between the chambers, thereby providing a flow-dependent closing force that reduces the dependence of fuel flow through the injector on fuel inlet pressure and that makes that flow dependent on an injector actuating force. The injector body or the valve body can comprise a spray-shaping surface arranged at least partly around the valve seat, which spray-shaping surface is arranged to direct a spray of fuel flowing through the fuel outlet.

Abstract: An ECU controls an internal combustion engine which generates a tumble flow inside a cylinder and strengthens the tumble flow by fuel injected near bottom dead center of an intake stroke. The ECU includes an injection timing changing device that changes the injection timing of fuel based on the amount of air drawn into a cylinder of the internal combustion engine.

Abstract: A component unit is provided for a fuel system of an internal combustion engine, in particular for use in an internal combustion engine having direct injection, having at least one injector, which injects fuel, and/or at least one mounting, on which at least one injector, which injects fuel, is fixable, and having at least one fuel line, using which the injector or the mounting is connectable to a fuel distributor. It is provided that the injector or the mounting is connected to the fuel line using a plug connection. Furthermore, at least one positioning aid is provided, which holds the injector or the mounting in a specified location.

Abstract: A computer simulates a relationship between a fuel-rate of fuel which collides with the cavity of the piston and the fuel injection timing, and/or the relationship between the fuel-rate of fuel which collide with the cylinder inner wall and the fuel injection timing. A range of the fuel injection timing in which the combustion state is stable is computed based on the simulation results. This range of fuel injection timing may be defined as the measuring range in which the measure points are arranged. Furthermore, the fuel injection timing is varied gradually around an upper and lower limit values of the measuring range and the engine torque is measured. The measuring range is corrected so that the combustion state becomes stable.