Abstract: A cooling system for an internal combustion engine comprises a fluid circuit having an intercooler, a main cooler and a precooler. The intercooler is configured for receiving coolant and configured for heat exchange relation between the coolant and engine compressed air. The main cooler is configured for receiving the coolant from the intercooler and the internal combustion engine and configured for selectively delivering a first portion of the coolant from the main cooler to the precooler. The precooler is configured to deliver a flow of the coolant to the intercooler. The main cooler and the precooler are configured for cooling the coolant by heat exchange with at least one cooling flow.

Abstract: Systems, apparatus, and methods are disclosed that include a divided exhaust engine with at least one primary exhaust gas recirculation (EGR) cylinder and a plurality of non-primary EGR cylinders. The systems, apparatus and methods control the fueling to the at least one primary EGR cylinder in response to EGR fraction reduction conditions.

Abstract: A method of operating a split intake D-EGR (dedicated exhaust gas recirculation) engine having at least one D-EGR cylinder and a number of non-EGR cylinders. If the engine is in a low load operating condition, either of two cylinder deactivation modes may be performed. In first cylinder deactivation mode, the D-EGR cylinder(s) are deactivated by disabling fuel delivery to the D-EGR cylinder(s), closing a D-EGR throttle, closing a D-EGR valve, and operating a three-way valve on the main exhaust line such that no exhaust from the D-EGR cylinder(s) is exhausted. In a second cylinder deactivation mode, the non-EGR cylinders are deactivated by disabling fuel delivery to the non-EGR cylinders, opening the D-EGR throttle, closing the D-EGR valve, and operating the three-way valve such that no exhaust from the main cylinders is exhausted.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, during a cold start, a method may include adjusting a position of a first valve disposed in an exhaust gas recirculation (EGR) passage based on an engine operating condition, the EGR passage coupled between the first exhaust manifold coupled to a first set of exhaust valves and the intake passage, upstream of a compressor. As one example, the engine operating condition may include an engine temperature or a temperature of a catalyst disposed in the exhaust passage.

Abstract: The present invention relates generally to techniques for improving fuel efficiency of a vehicle powered by an internal combustion engine capable of operating at various displacement levels. An autonomous driving unit or cruise controller selects when possible an engine torque output that corresponds to a fuel efficient displacement level. The resultant vehicle speed profile and NVH level is acceptable to vehicle occupants.

Abstract: An internal combustion engine includes a number of cylinders and a controller operably connected to interpret operating parameters related to the operation of the number of cylinders. A cylinder torque adjustment for each cylinder is determined from the operating parameters to provide a torque balancing response that reduces noise, vibration and/or harshness in engine operation.

Abstract: Methods and systems are provided for water injection into an engine and adjusting engine operation based on engine dilution demand and engine knock. In one example, a method may include injecting water into an intake manifold via a port water injector or a manifold water injector and adjusting engine operation. Further, the method may include adjusting engine operation based on a change in engine dilution or knock.

Abstract: An apparatus for cooling intake air temperature of a vehicle may include a vortex tube receiving high pressure air discharged from an intercooler of a vehicle and then separating the high pressure air using centrifugation into high temperature air and low temperature air; a first bypass line connecting the vortex tube with a compressor, allowing the low temperature air to move therethrough, and selectively opened/closed by a first check valve; a second bypass line connecting the vortex tube with an exhaust line of the vehicle and allowing the high temperature air to move therethrough as a second check valve is opened/closed; and a controller controlling to open or close the first and second check valves.

Abstract: Methods and systems are provided for operating an engine in a two-valve diagonal blow-through mode during which a majority of blow-through is directed via a first intake valve positioned diagonally across a first exhaust valve in order to increase a distance of flow path from the intake valve to the exhaust valve.

Abstract: An internal combustion engine includes a number of cylinders and a controller operably connected to interpret operating parameters related to the operation of the number of cylinders. A cylinder torque adjustment for each cylinder is determined from the operating parameters to provide a torque balancing response that reduces noise, vibration and/or harshness in engine operation.

Abstract: A multi-cylinder gasoline engine is provided. The engine includes an engine body having a plurality of cylinders, an exhaust manifold through which exhaust gas discharged from each of the cylinders of the engine body passes, and a controller for controlling various instruments provided to the engine body and the exhaust manifold. The engine body includes a switch mechanism. The exhaust manifold includes a plurality of independent exhaust passages, a gathering section, a negative pressure generating device, bypass passages, and openable-and-closable flow switch valves. The controller controls the injector, the ignition plug, the switch mechanism, and the flow switch valve so that a CI combustion is performed within a predetermined first operating range and an SI combustion is performed within a second operating range set on a higher engine load side than the first operating range.

Abstract: A cylinder structure satisfies the following conditions: 12%?d/a?27%, where d is a distance between a cylinder inner surface 12a and an exhaust valve member 20b, and a is a diameter of the exhaust valve member; 40%?c/b?50%, where c is a length of a non-guided portion of the exhaust valve 20 located below a lower end of a sleeve 26 when the exhaust valve 20 is closed, and b is a diameter of a cylinder bore; and 0.5%?e/S?0.8%, where e is a gap between an exhaust valve rod 20a and the sleeve 26 and S is a diameter of the exhaust valve rod 20a.

Abstract: A multi-cylinder internal combustion engine is provided with a variable valve actuating system. At a startup of the engine, a controller performs: causing an initial exhaust valve opening timing of a first combustion cylinder to approach bottom dead center; and setting a second valve overlap period greater than a first valve overlap period, wherein the first valve overlap period is a period from an initial intake valve opening timing of the first combustion cylinder to an initial exhaust valve closing timing of the first combustion cylinder, and wherein the second valve overlap period is a period from an initial intake valve opening timing of a second combustion cylinder to an initial exhaust valve closing timing of the second combustion cylinder immediately after an initial combustion event of the second combustion cylinder after an initial combustion event of the first combustion cylinder.

Abstract: Two-stage exhaust apparatus for a reciprocating internal combustion engine having one or more cylinders each with at least one piston and at least one exhaust port, the apparatus including a first-stage jet port in each cylinder, the jet port configured to open to release high-pressure exhaust gas to a high-pressure motor prior to exhaust-port opening.

Abstract: The present disclosure relates to methods, apparatuses and systems to manage exhaust gas expelled from cylinders of an internal combustion engine. An exemplary system may comprise at least one cylinder of the engine configured to operate as a dedicated exhaust gas recirculation (EGR) cylinder, and wherein substantially all exhaust gas expelled from the dedicated EGR cylinder is recirculated to an intake system of the engine. In one embodiment, the system may include a flow restrictor configured and arranged to restrict a flow of the recirculated exhaust gas to the dedicated EGR cylinder without restricting a flow of the recirculated exhaust gas to the remaining cylinders of the engine. In another embodiment, exhaust gas may be expelled from the dedicated EGR cylinder in pulsations, and the intake system may be configured to reduce an amplitude of the pulsations of the exhaust gas expelled from the dedicated EGR cylinder.

Abstract: A method using exhaust gas recirculation (EGR) in an internal combustion engine. The engine has at least one “dedicated EGR cylinder”, whose entire exhaust is recirculated back to all the engine cylinders. The dedicated EGR cylinder is operated at a rich air-fuel ratio, and the other cylinders are operated stoichiometrically so that a conventional three way catalyst may be used to treat the exhaust. A fuel injector is used to inject fuel into the combustion chamber of the dedicated EGR cylinder after initiation of the main combustion event. This post injection method overcomes flammability limits of a dedicated EGR cylinder, and increases the hydrogen (H2) and carbon monoxide (CO) in its exhaust.

Abstract: A method for controlling valve actuation in an engine is provided. The method includes initiating combustion operation in a first cylinder, opening, via a first cam, a first exhaust valve coupled to the first cylinder for a first opening duration. The method further includes opening, via a second cam, a second exhaust valve coupled to the first cylinder for a second opening duration not equivalent to the first opening duration.

Abstract: In a method for operating an internal combustion engine having at least one cylinder which includes a first exhaust valve and a second exhaust valve, the internal combustion engine is operated in a scavenging operating mode in that the closing times of the exhaust valves after an ejection stroke of a four-stroke operating cycle are situated after an opening time of an intake valve, and the second exhaust valve is opened with a time delay relative to the first exhaust valve in the scavenging operating mode.

Abstract: An internal combustion engine including an exhaust arrangement comprises a first exhaust duct and a second exhaust duct. A valve arrangement preferably comprising separate first and second exhaust valves associated with each cylinder, to selectively direct exhaust from engine to the first exhaust duct during a first exhaust period, and to the second exhaust duct during a subsequent second exhaust period. A turbine having an inlet is connected to the first exhaust duct; and a compressor drivingly connected to and driven by the turbine, has an inlet connected to second duct. The compressor, driven by the turbine extracting energy from the exhaust, reduces the back pressure in the exhaust system reducing pumping losses, with the second duct bypassing the turbine in the second exhaust period such that the turbine also does not increase the exhaust back pressure at least during the main second exhaust phase.

Abstract: Systems and methods for operating a twin flow supercharged engine are provided. The exhaust lines of engine cylinders are grouped into separate manifolds connected to respective inlet ducts of the twin-flow turbine. The inlet ducts of the twin-flow turbine are of different sizes, with different-sized cross sections and/or different-sized exhaust-gas volumes. The exhaust line of a manifold with a smaller exhaust-gas volume is connected to the larger inlet duct, and the exhaust line of a manifold with the larger exhaust-gas volume is connected to the smaller inlet duct.

Abstract: An engine having one of a plurality of exhaust valves in each cylinder that may be deactivated is disclosed. In one example, one exhaust valve of each cylinder is deactivated in response to engine speed. The engine may have improved engine torque at low engine speeds and reduced time to torque (e.g., turbo lag).

Abstract: A second exhaust poppet valve 9 is provided in a portion of a combustion chamber expanded out of a main cylinder 1. A valve cover 7 reciprocates within a sub-cylinder 4 and covers a bottom surface of the second exhaust poppet valve 9. A first exhaust valve 10 and an intake poppet valve 11 are provided so as to face an upper surface of a piston 2. After the second exhaust poppet valve 9 is opened and hot high-pressure burned gas starts to flow away, the first exhaust poppet valve 10 is opened. As a result, the temperature of the first exhaust poppet valve 10 is reduced and the compression ratio can be increased. Then, a work amount of the piston is increased. The increased work amount compensates an amount of cooling loss due to increasing a surface area of the combustion chamber.

Abstract: Improved exhaust gas recirculation system and methods that use one or more of the engine's cylinders as dedicated EGR cylinders. All of the exhaust from the dedicated EGR cylinders is recirculated back to the engine intake. Thus, the EGR rate is constant, but the EGR mass flow may be controlled by adjusting the air-fuel ratio of the dedicated EGR cylinders or by using various variable valve timing techniques.

Abstract: An engine having one of a plurality of exhaust valves in each cylinder that may be deactivated is disclosed. In one example, one exhaust valve of each cylinder is deactivated in response to engine speed. The engine may have improved engine torque at low engine speeds and reduced time to torque (e.g., turbo lag).

Abstract: An internal combustion engine having a reciprocating multi cylinder internal combustion engine with multiple valves. At least a pair of exhaust valves are provided and each supply a separate power extraction device. The first exhaust valves connect to a power turbine used to provide additional power to the engine either mechanically or electrically. The flow path from these exhaust valves is smaller in area and volume than a second flow path which is used to deliver products of combustion to a turbocharger turbine. The timing of the exhaust valve events is controlled to produce a higher grade of energy to the power turbine and enhance the ability to extract power from the combustion process.

Abstract: A system and method for fuel tuned variable valve timing is disclosed. The system includes a plurality of cylinders, each cylinder being further associated with at least two exhaust valves. A first exhaust valve operates according to a first valve lift curve that is tuned for combustion of gasoline. A second exhaust valve operates according to at least two different valve lift curves that are tuned for E85 fuel. The second lift curve is associated with high engine speeds and the modified second lift curve is associated with low engine speeds.

Abstract: A system and method for fuel tuned variable valve timing is disclosed. The system includes a plurality of cylinders, each cylinder being further associated with at least two exhaust valves. A first exhaust valve operates according to a first valve lift curve that is tuned for combustion of gasoline. A second exhaust valve operates according to at least two different valve lift curves that are tuned for E85 fuel. The second lift curve is associated with high engine speeds and the modified second lift curve is associated with low engine speeds.

Abstract: In an internal combustion engine includes an intake valve port that opens into a combustion chamber on one side of a plane containing the axis of a cylinder bore. An exhaust valve port opens into the combustion chamber on the other side of the plane. A spark plug has a tip end that fronts a substantially central portion of the combustion chamber. The spark plug is disposed between the intake valve and the exhaust valve. In order to restrain the blow-by of an unburned fuel-air mixture, and to suppress the bulging of the cylinder head to the intake system side, the operation axis of an intake valve is set to be substantially parallel to the axis of the cylinder bore. In addition, one side surface of a cylinder head is formed to be substantially parallel to the axis of the cylinder bore.

Abstract: A multi-piece exhaust manifold includes a ring seal between separate portions. The separate portions have generally cylindrical sealing surfaces formed thereon to mate with the ring seal. The ring seal may include a metal sheath filled with graphite or other sealing material.

Abstract: A control apparatus for a four-stroke premixed compression ignition internal combustion engine opens an exhaust valve to discharge burned gas from a combustion chamber at a first exhaust-valve opening timing, and reopens the exhaust valve at a second exhaust-valve opening timing that is retarded with respect to the intake-valve opening timing. Thus, burned gas discharged from the combustion chamber flows back into the combustion chamber through the exhaust port. The control apparatus retards the second exhaust-valve opening timing as the load on the engine increases. This obviates the need to decrease the lift of the exhaust valve to decrease the amount of burned gas that is reintroduced into the combustion chamber and prevents increases in the resistance against the flow of burned gas into the combustion chamber.

Abstract: A piston engine (10), in particular in a motor vehicle, has a plurality of cylinders (3) whose combustion chambers (4) are connected to a fresh gas system (5). The fresh gas system (5) has two gas paths, namely a full-load path (9) and a partial-load path (10), for at least one of the cylinders (3), through which the fresh gas (6) can be supplied to the respective combustion chamber (4). To this end, a valve arrangement (11) at the intake end is provided for controlling the fresh gas stream through the gas paths (9, 10) into the respective combustion chamber (4).

Abstract: A V-engine (10) having two banks of cylinders (30) each comprising at least one cylinder (20) and a cylinder head (40) is envisaged, wherein the banks of cylinders (30) each comprise at least one inlet valve (12) and also at least one outlet valve (14) for each cylinder (20), while the at least one inlet valve (12) and the at least one outlet valve (14) are arranged in pairs opposite one another on opposite sides of the cylinder head (10), and each cylinder head (10) and its connections to the other engine components are constructed such that it can be mounted in a first position relative to the respective bank of cylinders (30) and in a position rotated through 180° relative to the first position on the same bank of cylinders (30).

Abstract: A method to control valve patterns in a cylinder operating in a multi-stroke cylinder mode. Valves are controlled to improve drivability and emissions.

Abstract: Otto cycle internal combustion engine, comprising a cylinder block including at least one cylinder having a longitudinal axis, a piston movable within said cylinder and having a recess open on a head surface of the piston, a head fastened to said cylinder block and having a surface facing said cylinder, a plurality of valves movable along respective rectilinear directions and co-operating with respective valve seats situated in said head, and a combustion chamber delimited at one side by a portion of the surface of the head facing the cylinder and, at the other side, by the surface of said recess of the piston. The engine comprises a single intake valve and two exhaust valves. The intake valve has significantly larger diameter than that of the two exhaust valves.

Abstract: A system and method to control engine valve timing of an internal combustion engine. Electromechanical valves are controlled to improve engine fuel economy. Further, the method can adjust valve operation to provide air-fuel charge motion and increase combustion stability.

Abstract: A variable valve timing controller includes an intake-valve and an exhaust-valve. When the engine is started, the intake-valve and the exhaust-valve are operated in a first mode in which the exhaust-valve is closed before top dead center and then the intake-valve is opened. When a first predetermined condition is met, the intake-valve and the exhaust-valve are operated in a second mode in which the opening time of the intake-valve in the first mode is advanced before top dead center.

Abstract: A system and method to control engine valve timing of an internal combustion engine. Electromechanical valves are controlled in a manner to increase fuel economy. Further, the method can adjust valve operation to regulate valve temperature.

Abstract: A multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust gas flow has at least two exhaust valves (2,3) and one intake valve per cylinder. A first exhaust valve (2) is connected to a first exhaust manifold which leads to the turbine of the compressor, while a second exhaust valve (3) is connected to a second exhaust manifold which opens downstream of the turbine. The charging pressure in the engine can be regulated by virtue of the opening periods of the exhaust valves (2,3) being varied in relation to one another in order to adapt the flow through the exhaust turbine to a value which provides the desired charging pressure in the engine. By opening the second exhaust valve (3) increasingly earlier, an increasingly lower charging pressure can be achieved.

Abstract: In a Diesel engine with variably actuated valves, the cam controlling each inlet valve is shaped to provoke the opening of the respective inlet valve during the engine's normal exhaust phase and thus realize exhaust gas recirculation within the engine, due to the fact that during the normal exhaust phase, part of the exhaust gas passes from the cylinder into the inlet port, from where it returns to the cylinder during the next induction phase, while part of the exhaust gas that had previously passed into the exhaust port returns to the cylinder during the induction phase due to the additional opening of the exhaust valve, in consequence of which the exhaust gas charges that return to the cylinder are subjected to further combustion in the next engine cycle.

Abstract: In a center injection type of direct engine, since it has an ignition plug and an injector arranged in proximity, there occurs the problem that a sprayed liquid fuel directly strikes the ignition plug and causes the plug to misfire. A notch is to be provided at a portion of the injector end so as to form a coarse-grained portion and a dense portion in sprays of fuel, and the injector is disposed so that the coarse-grained portion is directed towards the ignition plug. It is possible to avoid the misfiring of the ignition plug and thus prolong the life of the plug, by preventing a liquid fuel from directly striking the plug.

Abstract: The present invention provides a piston for a diesel engine that reduces emissions generated during the combustion of fuel in a combustion chamber and a head that allows more air to flow into and out of the combustion chamber. The piston includes an igniter that ignites fuel injected into the combustion chamber and a piston bowl. The piston bowl agitates air in the combustion chamber to quickly mix the fuel and air before the igniter ignites the fuel and to reduce carbon build-up from unburned fuel in the combustion chamber. By igniting the fuel shortly after it is injected into the combustion chamber, the igniter reduces the time between injection and combustion of the fuel in the combustion chamber. Thus, the amount of NOx produced during combustion is reduced. Furthermore, injection of the fuel can commence when the piston is closer to top dead center and thus more power can be generated.

Abstract: A multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust gas flow has at least two exhaust valves (2,3) and one intake valve per cylinder. A first exhaust valve (2) is connected to a first exhaust manifold which leads to the turbine of the compressor, while a second exhaust valve (3) is connected to a second exhaust manifold which opens downstream of the turbine. The charging pressure in the engine can be regulated by virtue of the opening periods of the exhaust valves (2,3) being varied in relation to one another in order to adapt the flow through the exhaust turbine to a value which provides the desired charging pressure in the engine. By opening the second exhaust valve (3) increasingly earlier, an increasingly lower charging pressure can be achieved.

Abstract: An object of the present invention is to improve fuel economy by means of lean combustion, and in particular to improve fuel economy on a low load side and during idling. Burned gas discharged from an exhaust stroke side preceding cylinder of a pair of cylinders having an overlapping exhaust stroke and intake stroke is introduced as is into an intake stroke side following cylinder through an intercylinder gas channel, and only the gas which is discharged from the following cylinder is led into an exhaust passage. Particularly during low loads and idling, combustion is performed in the preceding cylinder at an ultra-lean air-fuel ratio of at least three times the stoichiometric air-fuel ratio, and in the following cylinder, combustion is performed by spark ignition at a substantially stoichiometric air-fuel ratio by feeding fuel to the burned gas introduced from the preceding cylinder. In the following cylinder, combustion is performed through compression ignition in accordance with increases in the load.

Abstract: A control device for a multicylinder spark-ignition engine includes a flow path switching unit for switching intake and exhaust flow paths between a two-cylinder interconnect configuration and an independent cylinder configuration and an air-fuel ratio control unit. In a low-load, low-speed operating range, the flow path switching unit switches the engine to the two-cylinder interconnect configuration, and the air-fuel ratio control unit produces a lean mixture having an air-fuel ratio larger than the stoichiometric air-fuel ratio by a specific amount in preceding cylinders by injecting fuel thereinto and an air-fuel ratio approximately equal to the stoichiometric air-fuel ratio in following cylinders by supplying fuel together with burned gas of a lean mixture state discharged from the preceding cylinders into the following cylinders to perform combustion in special operation mode.

Abstract: Self-ignition control in a four-stroke internal-combustion engine, comprising several intake means and several exhaust means per cylinder. In order to reduce nitrogen oxide emissions during part-load operation, the exhaust means of each cylinder open (1 and 2) respectively during the exhaust phase so as to discharge the burnt gases from the cylinder and during the intake phase so as to reintroduce burnt gases into the cylinder, the time of opening (3) of an intake means being deferred so to allow fresh gas to pass into the cylinder after partial filling thereof with the burnt gases.

Abstract: A method of influencing the mixture formation and charge movement in the cylinders of a piston internal combustion engine, having at least one gas intake valve and at least one gas outlet valve per cylinder. Each of the valves is provided with a fully variable, preferably electrimagnetic, valve drive and is controllable via an electronic control device that is configured such that within predetermined speed ranges and/or for predetermined load conditions, at least some of the gas intake valves and/or the gas outlet valves can be moved, respectively in dependence on the piston stroke, with a stroke course that is variable, relative to the opening and closing moments and/or the opening time, the opening width and/or the opening duration and/or the movement speed.

Abstract: In the present apparatus, a bypass exhaust pipe which communicates between the cylinder bore and the exhaust passage is disposed in the region of bottom dead center of the piston in an engine that comprises a piston that performs a reciprocating motion between top dead center and bottom dead center inside a cylinder bore, electromagnetic actuators which use an electromagnetic force to open and close an intake valve and an exhaust valve that open and close a combustion chamber, and an exhaust passage. As a result, in an engine in which the intake and exhaust valves are opened and closed by an electromagnetic driving mechanism, the opening and closing of the exhaust valve by an electromagnetic urging force can be securely and accurately performed at a specified timing without increasing the size or cost of the apparatus.

Abstract: The present invention seeks to provide further methods to generate swirl and reduce cross flow in spark ignition internal combustion engines having two inlet and two exhaust valves per cylinder head, without the use of additional moving parts.

Abstract: A multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust flow has at least two exhaust valves and one intake valve per cylinder. A first exhaust valve is connected to a first exhaust manifold which leads to the turbine of the compressor, while a second exhaust valve is connected to a second exhaust manifold which opens downstream of the turbine. In the top dead center position of the piston, the second exhaust valve and the intake valve are open at the same time for a period. The synchronization between these valves is such that the length of the period during which they are open together increases with the engine speed when the engine is driven at high load. In this way, the possibilities are improved of the engine providing good torque over a wide engine speed range.

Abstract: The present invention provides a fuel injector mounted on a side of a combustion chamber and delivers an ovalized fuel spray toward an oblong piston bowl of the chamber. The ovality of the spray is selected in relation to the oblong piston bowl and the motion of the combustion chamber air charge during the piston compression stroke to maintain the fuel charge within the piston bowl volume (including the space above the bowl) during compression and combustion of the fuel charge in the chamber. The shape of the oval spray may be adjusted as desired. In a specific embodiment, the ovality of the fuel spray indicated by the ratio of the major dimension to the minor dimension is in the range of about 2/1 to 4/1 for delivery into an oblong piston bowl with an ovality of about 1.2/1 to 1.5/1.