Abstract: The operational state of the engine is detected and the target value of the motor is computed corresponding to the operational state (step S1); a current value of the motor is obtained (step S2); and the width of a stop target area that is a determination parameter is selected based on the target value and the current value (step S3). The stop target area is obtained based on the selected width of the stop target area and the target value (step S4). If the current value falls within the stop target area, then a motor control signal is determined so as to maintain the current value, and if the current value is beyond the stop target area, then the motor control signal is determined so as to draw the current value toward the target value (steps S6 and S7).

Abstract: An engine (10) having a control system (24) that executes a control strategy (44) for limiting engine fueling upon deactivation of an engine retarder. Upon deactivation of the retarder, the strategy immediately shuts off fueling by setting the maximum fueling limit MFLMX to zero via setting of a latch function (42). Fueling continues to be shut off so long as the difference between a desired pressure for the hydraulic fluid used to force fuel into the engine combustion chambers and actual pressure of the hydraulic fluid (ICP_ERR) equals or exceeds a value (ICP_VRE_ERR) from a map (48) correlated both with the speed (N) at which the engine is running and with governed engine fueling (MFGOV) appropriate for the load on the engine at the engine running speed. Once that difference ceases to equal or exceed a value from the map (48), the latch function is reset, and the limit value for fueling provided by the strategy increases withtime according to a map (54).

Abstract: A theft prevention device for inhibiting expulsion of gases from the exhaust of the vehicle to stall to the motor of the vehicle. The theft prevention device includes a housing being designed for coupling to an exhaust system of the vehicle whereby the housing is for permitting exhaust to selectively pass through the housing. A valve assembly is positioned in the housing. The valve assembly is designed for selectively restricting flow of exhaust from a motor of the vehicle to a muffler of the vehicle for stalling the motor of the vehicle when the valve assembly restricts flow of the exhaust from the motor of the vehicle.

Abstract: A method of controlling an internal combustion engine when the engine is operating in an engine braking mode is provided. The engine operates in the engine braking mode and an exhaust valve for the cylinder is prematurely opened to dissipate power. The method includes controlling airflow to at least one cylinder based on a comparison of a desired mass airflow rate and an actual mass airflow rate such that the actual mass airflow rate tracks the desired mass airflow rate.

Abstract: A control strategy for mitigation of the effect of increased engine back-pressure on fuel injectors (22) when an engine retarder is activated to slow the engine (10) of a motor vehicle. The strategy attenuates injection control pressure ICP of hydraulic fluid for the fuel injectors to a defined dwell pressure ICP_VRE_DWL, and once that dwell pressure has been attained, keeps the injection control pressure from exceeding it for the length of a dwell time ICP_DWL_TM. Upon elapse of the dwell time, the injection control pressure gradually increases above the dwell pressure using a pressure versus time map (54). When engine operating conditions call for greater injection control pressure while the retarder is activated, the strategy provides for greater injection control pressure using a pressure versus speed map (42).

Abstract: An engine brake control system for a vehicle drive train including an internal combustion engine with an exhaust system and a turbocharger includes a variable inlet turbine in the exhaust system as part of the turbocharger which has a nozzle inlet control, a turbine wheel inlet and variable inlet nozzle vanes in the turbine wheel inlet of the variable inlet turbine and coupled with the nozzle inlet control. Further, a controller controls the variable inlet nozzle vanes through a number of positions from fully open to fully closed. Inputs to the controller affecting its operation include a speed sensor, a drive coupling sensor, a gear selection sensor, an overdrive gear sensor, an engine speed sensor, a throttle sensor, a pressure sensor and a warm-up sensor. A user interface both receives and sends information from and to the controller. The engine brake control system not only includes modulation of the engine brake, but also provides for control of a torque converter, automatic transmission and overdrive.

Abstract: A control system for an exhaust brake which operates to impede exhaust flow from a turbocharged combustion engine when the engine throttle is closed. The control system includes means for delaying application the exhaust brake only when the vehicle throttle is closed to allow the rotational speed of the turbo charger to drop thereby reducing wear to seal components.

Abstract: A compression release engine brake apparatus and method for an internal combustion engine includes an exhaust gas recirculator that is connectable between the exhaust outlet and the intake manifold of the engine. The exhaust gas recirculator is operative during operation of the engine brake apparatus to recirculate at least a portion of exhaust gases from the exhaust outlet to the intake manifold to increase charging of the cylinders of the engine prior to the compression stroke. Preferably there is an exhaust restrictor downstream of the exhaust outlet. The engine preferably includes a turbocharger downstream of the exhaust outlet. The exhaust restrictor may be a restrictive turbocharger. Preferably there is an exhaust gas cooler connectable between the exhaust outlet and the intake manifold. This process optimizes engine brake performance and is an effective control for exhaust pressure and temperature and for turbocharger speed.

Abstract: A method of engine braking includes a initial step of determining whether fuel injector tip temperatures are at or above a pre-determined temperature. If the injector tip temperatures are below the pre-determined temperature, then the electronic control module commands performance of dual event engine braking. If the injector tip temperatures are at or above the pre-determined temperatures, then the electronic control module commands the performance of single event engine braking. Such a strategy can achieve higher overall engine braking horsepower without risking the potential catastrophic dangers associated with injector tip overheating.

Abstract: A valve that includes a wall, a closure member, a motive force device, a coupling member, and a spacer. The wall defines a flow passage that is disposed along a longitudinal axis. The closure member is disposed in the flow passage and includes a first shaft that extends along a first axis that is oblique to the longitudinal axis. The closure member is rotatable on the first axis between a first position that substantially prevents flow through the flow passage and a second position that generally permits flow through the flow passage. The motive force device rotates the closure member between the first position and the second position, and includes a second shaft that is rotatable on a second axis. The coupling member connects the first and second shafts to convey rotation from the device to the closure member. The coupling member is resilient with respect to the first and second shafts.

Abstract: An engine brake control system that is integrated with service brakes for a diesel engine powered vehicle. Three manually selectable modes of operation include an operation with the engine brake control system disabled, an operation with engine braking activated by a zero throttle application and engine braking power level determined by manually actuated dashboard switches or the like, and an operation with engine braking activated by a brake pedal and engine brake power level being proportional to brake pedal displacement and limited by the manually actuated dash-mounted switches or the like.

Abstract: A controlled exhaust brake for an engine comprises an exhaust restrictor located in an exhaust system downstream of an exhaust manifold of an engine. An actuator operably associated with the restrictor adjusts the restrictor. A pressure sensor operably associated with the exhaust manifold senses pressure in the exhaust manifold. A controller determines a set pressure in the exhaust manifold correlated with speed of the engine. The controller is in communication with the pressure sensor and the actuator, and causes adjustment of the restrictor in order to achieve and maintain the set pressure in the exhaust manifold.

Abstract: An exhaust manifold for a vehicle engine constructed of two stamped halves joined together along a longitudinal weld seam to form a compactly configured manifold. The assembled manifold includes exhaust tubes in communication with the combustion chambers of the engine and a collector chamber for directing exhaust from the tubes to the exhaust system. The individual exhaust tubes are configured for a compact installation and the collection chamber facilitates efficient flow of exhaust through the manifold.

Abstract: A method and apparatus for controlling the speed of an engine having a plurality of cylinders and a compression brake operable on one or more of the cylinders is disclosed. The method includes determining a speed of the engine, comparing the engine speed to a first threshold, and activating the compression brake for at least one of the cylinders in response to the engine speed exceeding the first threshold.

Abstract: An engine brake for a supercharged internal combustion engine for driving a motor vehicle is operated such that the working gas compressed during engine braking, prior to the end of the expansion cycle, is drawn at least partially from the working chambers of the engine through at least one throttle valve, with an exhaust turbocharger of the engine having an exhaust turbine with variable turbine geometry. The engine braking power is regulated based upon the travel of the throttle valve and/or an intake cross section of the exhaust turbine as a function of the operating parameters of the internal combustion engine and the vehicle driving speed. Upon issuance of a signal indicating a braking performance requirement from the driver, the required braking power is applied at least preferably through the engine brake.

Abstract: A sliding gate exhaust brake assembly comprising a gate located within an housing, the gate being moveable between an open position and a closed position to open and close an exhaust outlet. A first closeable pressure relief passage is provided for relieving exhaust gas pressure on the gate during opening of the gate and a second closeable pressure relief passage is provided for reducing exhaust gas pressure on the gate during closing of the gate. In a preferred embodiment the housing is divided into an input chamber and an exhaust chamber by a partition wall having an aperture closeable by the gate. The first pressure relief passage is provided by an closeable aperture through the gate and the second pressure relief passage is provided by a second closeable aperture in the partition wall.

Abstract: An improved exhaust gas control device that has a hollow diverter pipe to divert exhaust around the muffler and in which a gate valve is slidably mounted to open and close the hollow pipe thus either forcing the exhaust gas through the muffler or diverting it to the atmosphere.

Abstract: A decelerator device obtains constant and maximal decelerating power includes by controlling the gas pressure upstream of the valve by balancing the efforts at the pressure-relief valve. The decelerator device (1) includes a balancing device (20) incorporated in the gate (2) body (4) and has a leakage conduit (21) controlled by a calibrated check valve (22). When the valve (7) is closed and, based on a counter-pressure threshold predetermined by the calibration of the compression spring (27) provided at the check valve (22) rear, the latter is lifted from its seat (25) and communicates the channel (5) upstream of the valve (7) with the leakage duct (21) generating an exhaust gas leakage. Beyond the threshold, the calibrated check valve (22) remains open, thereby ensuring constant and maximal counter-pressure whatever the engine speed. The invention is applicable to combustion engine vehicles and in particular industrial vehicles.

Abstract: A decelerator device for obtains constant and maximal decelerating power whatever the engine speed, by controlling the pressure of the gases upstream of the valve by balancing the efforts at the actuator cylinder rod. The decelerator device (1) includes a balancing device (25) incorporated in the actuator cylinder (9), cylinder rod (12) dissociated from the piston (11) and a calibrated spring member (26) mounted between them. When the valve (7) is closed and, based on a counter-pressure predetermined by the spring member calibration, the actuator rod (12) moves back by stroke C′ which causes the valve (7) to open by an angle ∝ generating a leakage of the exhaust gases. Beyond the. threshold, the valve (7) reopening angle varies according the exhaust gas pressure thereby ensuring a constant and maximal counter-pressure whatever the engine speed. The invention is applicable to combustion engines and in particular to industrial vehicles.

Abstract: An exhaust pressure control system for a diesel engine includes a device for adjusting exhaust pressure of gas exhausted from an exhaust manifold, and an engine control unit for controlling the device according to an engine operation state. The device includes a rotational valve for opening and closing the exhaust pipe , a motor for rotating the rotational valve according to a signal from the engine control unit, and an encoder for detecting an opening state of the exhaust pipe and transmitting a corresponding signal to the engine control unit.

Abstract: An exhaust control valve assembly for a two-cycle engine is formed to effectively dissipate heat. The exhaust control valve includes a pair of valve elements disposed on opposite sides of a reinforcing wall. The reinforcing wall laterally bisects an opening of the exhaust port in a vertical direction. A valve stem is connected to bosses of the valve elements. The valve stem is supported in a rotatable manner by a pouch-shaped hole at one end and a through-hole at its other end. A drive system is coupled to an end part of the valve stem protruding outwards from the through-hole. The whole of the bosses of the valve elements is offset from the center of the reinforcing wall towards the through-hole. This arragnement allows heat, resulting from the exhaust gases passing by the valve elements, to be dissipate without overheating the valve stem on the pouch-shaped hole side.

Abstract: A combustion engine has a line (20) for feeding exhaust gases back from the outlet system (3, 3) to the inlet system (2), an EGR valve (17) in the line (20), an exhaust brake valve (50) in the outlet system to increase the pressure in the outlet system upstream therefrom, and a control system (32) for controlling the degree of opening and closing of the valves (17, 50) on the basis of signals which represent the engine's operating state. The control system (32) holds the EGR valve (17) open and the exhaust brake valve (50) in a position which substantially throttles the exhaust gas flow so long as a first signal indicates that the engine has, during its starting, not yet reached a steady operating state. The result is a particularly simple way of appreciably shortening the time the engine takes to reach a steady operating state from a cold start and a corresponding reduction in discharge of emissions.

Abstract: A snowmobile comprised of a frame having a centerline in a front to rear direction, an engine supported by the frame, the engine having a body defining at least one combustion chamber and having a crankshaft extending generally perpendicular to the centerline and arranged to drive a snow-engaging drive member is disclosed. The engine of the snowmobile has an exhaust system including an exhaust passage extending through the body from the combustion chamber, an exhaust pipe leading from the exhaust passage along a first side of the engine, a valve member movably mounted with respect to the body for controlling the timing of the flow of exhaust through the passage, and a drive for moving the valve, the drive including a motor positioned on an opposite side of the centerline of the snowmobile from the exhaust pipe.

Abstract: An internal combustion engine has a variable flow passage, e.g. an exhaust passage, in communication with the cylinder of the engine. A valve is positioned in the passage, restricting the passage to reduce the flow therethrough. A control mechanism varies the position of the valve by making use of positive and negative pressure, which can be supplied from the engine crankcase or an independent source. The control of positive or negative pressure supply can be based on engine speed, engine load or throttle position. The control mechanism can include a diaphragm located in a pressure chamber to which the positive and negative pressure is supplied.

Abstract: A method for operating a four-stroke internal combustion engine which allows the combustion-chamber pressure to be equalized in a cylinder-selective manner consistent with the cycle, in which the quantity of exhaust gas retained with valve closure overlap selected is controlled or preset as a function of the engine speed and load by an exhaust throttle valve affecting all the combustion chambers, and the pressure in the individual combustion chambers when the inlet members are opened is equalized by corresponding cylinder-selective activating injection in a manner consistent with the cycle.

Abstract: A shut-off or throttle valve comprises a housing defining a flow passage and a valve flap to be pivoted about an axis of rotation extending across the flow cross-section of the valve. The valve flap in its closed position is located in a closing plane containing said axis of rotation and extending transversely to the direction of fluid flow and is spaced at its edges in all positions from the housing such that the respective spacing cannot be overcome by thermal expansions to be expected in operation. The peripheral portions of the valve flap cooperate with abutment edges serving as a front seal. The flap surface is subdivided by the axis of rotation into a pair of sections. Each section has associated therewith an abutment edge extending towards the axis of rotation such that the abutment edges are positioned on opposite sides of the valve flap.

Abstract: An exhaust brake for an internal combustion engine is disclosed. The exhaust brake includes a main valve and a bypass valve for restricting the flow of exhaust gas. The main valve may be selectively closed, while the bypass valve is biased into a closed position with a selective biasing force. Closing the main valve may cause exhaust back pressure to build against the bypass valve until the biasing force is overcome. When the biasing force is surpassed by the exhaust back pressure, the bypass valve opens to relieve the back pressure. The bypass valve closes when back pressure falls below the biasing force. The biasing force may be varied to operate the exhaust brake at a maximum back pressure for a given engine speed and/or engine condition. A method of operating the exhaust brake is also disclosed.

Abstract: An exhaust restriction device for an internal combustion engine is disclosed. The exhaust restriction device includes a main valve and a bypass valve for restricting the flow of exhaust gas. The main valve is located in a main passage and may be selectively closed. The bypass valve is located in a bypass passage and is biased into a position closing a port connecting the main passage and the bypass passage. Closing the main valve may cause exhaust back pressure to build against the bypass valve and an actuator therefor until the biasing force is overcome. When the biasing force is surpassed by the exhaust back pressure, the bypass valve opens to relieve the back pressure. The bypass valve closes when back pressure falls below the biasing force. A method of operating the exhaust restriction device is also disclosed.

Abstract: In a process for adjusting an exhaust gas turbocharger having a variable turbine geometry in the engine braking operation, engine operating parameters are measured for determining an actuating signal influencing the position of the turbine geometry. In order to provide a brake performance maximum for all rotational speed ranges of the engine, the charging pressure in the intake pipes and the exhaust gas counterpressure in the exhaust gas pipes are measured as engine operating parameters in front of the exhaust gas turbocharger, a total pressure is determined as the sum of the charging pressure and the exhaust gas counterpressure, and the turbine geometry is adjusted to such an extent that the total pressure corresponds to a maximal pressure.

Abstract: Device for controlling the engine braking power of an internal combustion engine (1) in a motor vehicle, which is equipped with a compression braking device arranged in brake mode to open the exhaust valves at the end of the induction stroke, at the end of the compression stroke or only at the latter, and an exhaust-driven turbocompressor unit (3) with a turbine portion (30), which has variable geometry to vary the degree of charge of the compressor (8). Restrictor valve elements (42) are arranged in the exhaust conduit (41) upstream of the turbine portion (30).

Abstract: An apparatus and method of restricting flow of exhaust gas in an exhaust gas duct of a machine having an internal combustion engine is disclosed. The apparatus includes a closure member pivotably mounted relative to the exhaust gas duct within the exhaust gas duct interior. The closure member is pivotable between a first position wherein the exhaust gas duct is substantially unblocked by the closure member and a second position wherein the exhaust gas duct is substantially blocked by the closure member. An actuator is operatively connected to the closure member, moving the closure member between the first and second positions. A machine speed sensor and a throttle position sensor are provided, as is a manually operable switch.

Abstract: A method and apparatus for carrying out variable timing exhaust gas recirculation is disclosed for use during both positive power and retarding operation of an internal combustion engine. Motion or energy is derived from an engine component and stored as potential energy. The stored energy is selectively applied to a valve actuator to carry out exhaust gas recirculation in an engine cylinder. The energy derived from the engine may be stored and selectively applied to the valve actuator with an electronically controlled trigger valve. The valve actuator may be a slave piston having an inner core and an outer sleeve capable of opening the valve of the cylinder in response to independent exhaust gas recirculation and compression release hydraulic systems.

Abstract: An exhaust control mechanism is provided for use in a model engine system having a source of engine exhaust. The exhaust control mechanism includes first and second tubes and a valve movable in one of the first and second tubes. The first tube includes an upper portion, a lower portion, and a first passage extending through the upper portion and lower portion. The upper portion of the first tube is adapted to couple to a source of engine exhaust. The second tube is coupled to the first tube and the second tube is formed to include a second passage that intersects the first passage formed in the first tube at an intersection region. The valve is movable in one of the first and second tubes to extend into the intersection region.

Abstract: A method and apparatus of carrying out exhaust gas recirculation and compression release retarding is disclosed for use during both positive power and retarding operation of an overhead cam internal combustion engine. Energy is derived from an engine component and stored as potential energy. The stored energy is selectively applied to a valve actuator to carry out exhaust gas recirculation in an engine cylinder. The energy derived from the engine may be stored in the form of a compressed hydraulic fluid and selectively applied to the valve actuator with an electronically controlled trigger valve. The valve actuator may be a slave piston having an inner core and an outer sleeve capable of opening the valve of the cylinder in response to independent exhaust gas recirculation and compression release hydraulic systems.

Abstract: An exhaust timing valve control for an exhaust timing valve of an engine powering a watercraft is disclosed. The engine has an exhaust port leading from a combustion chamber for routing exhaust products therefrom and an exhaust timing valve cooperable with the exhaust port and movable between a first position for delaying the closing of the exhaust port and a second position for advancing the closing of the exhaust port. The engine includes a coil member providing a pulsed output when the engine is running. The exhaust timing valve control controls the position of the exhaust timing valve, the exhaust timing valve control including an engine speed detector which detects the speed of the engine based upon the output of the coil member.

Abstract: A shut-off or throttle valve comprises a housing (12) defining a flow passage and a valve flap (18) to be pivoted about an axis of rotation (20) extending across the flow cross-section of the valve. The valve flap (18) in its closed position is located in a closing plane containing said axis of rotation and extending transversely to the direction of fluid flow and is spaced at its edges in all positions from the housing such that the respective spacing cannot be overcome by thermal expansions to be expected in operation. The peripheral portions of the valve flap (18) cooperate with abutment edges (34, 36) serving as a front seal. The flap surface is subdivided by the axis of rotation (29) into a pair of sections. Each section has associated therewith an abutment edge (34, 36) extending towards the axis of rotation (20), such that the abutment edges (34, 36) are positioned on opposite sides of the valve flap (18).

Abstract: Electronic controls for compression release engine retarders of internal combustion engines which provide electronic signals to control hydraulic valves assembled in the hydraulic actuators of the retarders, to open engine exhaust valves to provide compression release events. The electronic controls may produce signals for both opening and/or closing the controlled valves. The electronic controls may monitor various engine operating conditions and/or parameters with one or more sensors distributed in the engine and vehicle in which the engine is installed. The timing of valve actuation, particularly that for compression release events, can be automatically modified responsive to the level of engine operating conditions and parameters. Various operating routines for the electronic controls are also disclosed.

Abstract: A system and method for controlling a vacuum operated exhaust brake. A vehicle may be provided with service brake assistance and an exhaust brake, each of which may be driven by a common vacuum source. In the event the available vacuum is likely to be insufficient to meet the demand of the service brake assistance system, the exhaust brake may be selectively isolated from the vacuum source. Exhaust brake isolation may be responsive to a sensed vacuum parameter, such as the magnitude of the vacuum and/or the rate of change of the vacuum. Vacuum communication between the exhaust brake and the vacuum source may be reestablished responsive to the sensed vacuum parameter.

Abstract: An engine control apparatus for a hybrid vehicle reduces a shock and improves the fuel consumption rate when an engine is under a fuel cut control at the time of reducing a speed through an operation of a brake pedal. In case that all conditions are fulfilled, that is, the fuel cut control, the speed reduction of not less than a predetermined level, and the non-full charge state of a battery, the program locks an intake valve and an exhaust valve in full open position and carries out a regenerative control with a generator 14. This procedure enables a cylinder to be connected with an intake air conduit and an exhaust conduit via the passages of the intake valve and the exhaust valve, thereby preventing compression of a gas in the cylinder and effectively reducing friction.

Abstract: An exhaust port controlling arrangement for an internal combustion engine having both main and auxiliary exhaust ports. A main control valve cooperates with the main exhaust port for varying the timing at which the exhaust port opens in response to engine speed. An on/off auxiliary control valve is positioned in a passage leading from the auxiliary exhaust port for opening and closing the flow through the auxiliary exhaust passage in response to an engine condition. Means retard the opening of the main exhaust port upon opening of the auxiliary exhaust ports to improve the power and torque curves of the engine.

Abstract: An exhaust controller includes an exhaust control valve. The exhaust controller is capable of adjusting an exhaust timing of a spark ignition type, two stroke internal combustion engine depending upon the rotational speed of the engine. The exhaust control valve has a structure and operation which greatly reduces exhaust leakage past the exhaust control valve. As a result, the scavenging efficiency and the charging efficiency are improved and the compression ratio of the engine is better maintained. In operation, the exhaust control valve maintains a relatively consistent cross-section throughout the exhaust gas flow passage. As a result, exhaust pressure is decreased, resulting in an increase in the output and efficiency of the engine.

Abstract: An exhaust brake for an internal combustion engine is disclosed. The internal surfaces of the exhaust brake are aerodynamically shaped and sized to reduce the incidence of turbulent flow through the exhaust brake. The shape of the internal passage through the brake housing may be dictated by the requirement of maintaining as close to a laminar flow through the passage as possible when the brake valve is open. The ideal brake housings of the internal passage may be determined for exhaust brakes of various shapes and sizes. The ideal shapes may be typified as having non-uniform wall thicknesses. The ideal shapes of the internal brake surfaces, including that of the valve, may also be typified by the elimination of square edges (which trigger turbulence). Ideal flow through the exhaust brake may also be obtained by the reduction of bulk in the exhaust flow (minimization of the profile of the valve in the flow when the valve is open).

Abstract: An exhaust control apparatus for a high level engine output and engine efficiency for obtaining a stable operation from a low speed to a high operating speed in a spark-ignition two-stroke internal combustion engine with an exhaust timing that can be adjusted. A spark-ignition two-stroke internal combustion engine is equipped with an exhaust channel that opens via an exhaust port into the cylinder, and an exhaust control valve that is supported for reciprocation along the cylinder centerline direction along the exhaust port and that allows at least the portion of the exhaust port on the cylinder head side to be blocked. A valve body depression forms a hollow from the cylinder head side to the crank side in the exhaust control valve by a bottom wall, side walls, and a control wall. A housing depression is provided that allows the above-mentioned exhaust control valve to be withdrawn from the abovementioned exhaust channel.

Abstract: A method and apparatus for carrying out variable timing exhaust gas recirculation is disclosed for use during both positive power and retarding operation of an internal combustion engine. Motion or energy is derived from an engine component and stored as potential energy. The stored energy is selectively applied to a valve actuator to carry out exhaust gas recirculation in an engine cylinder. The energy derived from the engine may be stored and selectively applied to the valve actuator with an electronically controlled trigger valve. The valve actuator may be a slave piston having an inner core and an outer sleeve capable of opening the valve of the cylinder in response to independent exhaust gas recirculation and compression release hydraulic systems.

Abstract: An apparatus is provided for controlling a compression brake on an internal combustion engine. the apparatus includes means for automatically disabling the compression brake once the vehicle speed falls below a predetermined value.

Abstract: A control system for and exhaust retarder in and exhaust pipe of an engine to which a mixer and throttle valve are connected including terminating means for terminating fuel feed into the engine upon receipt of an exhaust retarder shutter operation signal, an oxygen richness sensor on the exhaust pipe and a control system for operating an actuator for the exhaust retarder shutter when sensed oxygen density in the exhaust pipe deviates from a predetermined oxygen range.

Abstract: In a method for braking a four-stroke internal combustion engine having cylinders each having a combustion chamber and at least one outlet valve connected to an outlet system and controlled by an engine camshaft, wherein the outlet system comprises a choke device, the flow of exhaust gas in the outlet system is choked with the choke device such that the exhaust gas upstream of the choke device is subjected to a pressure increase. The outlet valve is opened intermediately with the pressure increase in the exhaust gas such that the exhaust gas flows back into the combustion chamber. The outlet valve is positively maintained in a part-open position with a control device, operating independently of the engine camshaft and incorporated into an outlet valve actuating mechanism, during a subsequent compression stroke of the engine for a period of time ending at the latest when the engine camshaft acts on the outlet valve in order to fully open the outlet valve.

Abstract: An exhaust gas control device is provided in an internal combustion engine. In the device, a valve which comprises a valve head and a valve stem is provided in a body the axis of which is inclined at 45 degrees with respect to a horizontal exhaust pipe. The valve is moved up and down in the body by compressed air and a coil spring. When the valve is engaged on a valve seat in the exhaust pipe, the exhaust pipe is closed, so that exhaust gas flows through a by-pass pipe. When the exhaust pipe is opened, exhaust gas flows through the exhaust pipe, thereby improving engine performance.

Abstract: An exhaust brake for an internal combustion engine has a valve body with an exhaust gas conduit therethrough. The conduit has a center, an upstream portion and a downstream portion. The upstream portion is smaller in cross-section than the downstream portion. There is a butterfly valve member in the conduit of the valve body between the upstream portion and the downstream portion. The valve member has a cross-section and is positioned to closely fit the upstream portion when the valve member is closed. The valve member has a center and is pivotally mounted on a pivot which is offset with respect to the center of the conduit and offset from the valve member, whereby gas pressure in the upstream portion of the conduit acting against the valve member can rotate the valve member about the pivot.

Abstract: The invention relates to a method and device for cold starting of piston-type combustion engines. During a first step, the blocking of the fuel supply to the engine's combustion chambers is ensured during cranking of the engine, whereby air is compressed in the engine for the purposes of warming up the engine's combustion chambers by generated compression heat. During a second step, fuel supply is effected during further cranking until ignition occurs, whereby the first step is continued for a predetermined number of revolutions of cranking of the engine.