Abstract: A fuel injector comprises a supply means for high pressure fuel, an injection nozzle including a valve needle engageable with a valve needle seating to control fuel delivery from the injector, a first filling flow path providing flow from the supply means into a control chamber, and a control valve for controlling fuel pressure within the control chamber. The control valve comprises a control valve member slidable within a guide bore of a valve housing. The injector further comprises a drain flow path including a drain restriction and permitting flow from the control chamber to a second valve chamber when the control valve member is in a second state, and a second filling flow path permitting flow from a first valve chamber into the control chamber when the control valve member is in a first state, wherein the second filling flow path bypasses the drain restriction.

Abstract: A method and system for actively controlling the fuel pressure in the fuel rails of a fuel injection system is disclosed for providing wideband fuel rail control. An active pressure control circuit controls the pressure control valve over the entire range of engine operating conditions and in the frequency domain. Implementation of a closed-loop feedback control is effective for attenuating fuel pressure fluctuations in the fuel rail assembly.

Abstract: A method, comprising: during engine cylinder operation with fuel from a first injector and not a second injector: increasing a rail pressure of a fuel rail coupled to the second injector in response to a temperature increase of a tip of the second injector. In this way, by raising the rail pressure of a fuel rail coupled to the second injector in response to a temperature increase of a tip of the second injector, the method may be utilized to prevent a vapor space from forming within the tip of the second injector which is exposed to the heat of combustion within the engine cylinder. By preventing a vapor space from forming, the method may be used to prevent fuel distillation in the tip of the second injector during periods where the engine cylinder is operating with fuel from a first injector and not the second injector.

Abstract: If a relative rotational phase between a first rotor drivably connected to a crankshaft and a second rotor drivably connected to a camshaft is not an intermediate lock phase when an engine is started, a fuel injection starting timing is delayed more than that of the time when the relative rotational phase is the intermediate lock phase. The delay time is determined according to the working oil temperature of a valve timing mechanism during the engine start or the same oil temperature at the previous stop time of the engine, for example. As a result, the start of the engine can be completed as soon as possible while retaining the startability of the internal combustion engine.

Abstract: A piston engine intakes, at the compression stage, lean gas-air mixture from a cylinder to the ignition chamber. The residual gases are at 500° C. to 700° C., and are composed of: carbon dioxide 6.7% to 5.6%, oxygen 6.6% to 8.8%, water vapor 12.8% to 19.8% with the air excess factor 1.5 to 1.8, are preserved in the ignition chamber and are used for initiating, at the contact, and mixing with the gas-air mixture, the reactions of combined conversion of the lowermost alkanes (methane, ethane, propane, butane, etc.), into hydrogen and carbon monoxide; intensifying reactions of combined conversion in the compression cycle, by increasing pressure and, therefore, temperature of the gas-air mixture in the cylinder and in the ignition chamber, up to 5-5.5 MPa and 500-600° C., at the moment of the spark. The ignition chamber can be made of catalytic material, e.g., nickel heat-resistant steel.

Abstract: The fuel injection valve (1) for the intermittent injection of fuel into the combustion chamber of an internal combustion engine has a valve housing (12) that defines a longitudinal axis (14) and is provided with a high-pressure chamber (16). The connecting part (20) of the valve housing (12) has two identically formed high-pressure connections (22, 24) for high-pressure fuel lines. The two identically formed high-pressure connections (22, 24) are arranged in a common connecting face (30?) in such a way that said high-pressure connections are oriented in the same direction and the connection axes (22?, 24?) thereof run parallel to each other. In the interior of the valve housing (12), the high-pressure connections (22, 24) are connected to each other and to the high-pressure chamber (16).

Abstract: Methods and systems for operating an engine that includes a low pressure EGR passage and a selective reduction catalyst are disclosed. In one example, an actuator is adjusted in response to a NOx mass flow rate in the low pressure EGR passage.

Abstract: A premixed charge of air and a low reactivity fuel is created in a combustion chamber space by the time at which a piston comes substantially to top dead center at which time a high reactivity fuel is directly injected into a central zone of the combustion chamber space which is bounded partially by a central bowl cavity in the piston head which is itself surrounded by an upright intermediate wall. The high reactivity fuel combusts by conventional diesel combustion and creates a flame front which propagates into an outer zone of the combustion chamber space which is bounded partially by the upright intermediate wall and an outer bowl cavity in the piston head to initiate combustion of the premixed air-fuel charge in the outer zone of the combustion chamber space.

Abstract: The present disclosure is related to a flow limiting system for a dual fuel engine is disclosed. The flow limiting system includes a first valve configured to regulate a flow of a liquid fuel therethrough based on a pressure difference across the first valve. The flow limiting system further includes a second valve configured to regulate a flow of a gaseous fuel therethrough based on a pressure difference across the second valve. The second valve includes a valve body movably provided within a valve chamber. The valve body includes a control orifice extending therethrough. The valve body also includes grooves defined on an outer surface thereof.

Abstract: A fuel injection system for an internal combustion engine may include at least one distributor unit to supply liquid fluid and a plurality of preheating systems each connected to the distributor unit. The respective preheating systems may have a preheating chamber and at least one heating element. A plurality of connection nozzles may each be connected to respective preheating systems. A fuel path may lead from the distributor unit through the respective preheating chambers to the respective injection nozzles of the plurality of preheating systems. The respective preheating systems may include a housing having an inlet and an outlet. The housing may be connected via a plug-in connection on the inlet to the distributor unit and via a plug-in connection on the outlet to the respective injection nozzle.

Abstract: Intake apparatus for an engine comprising: injection means for injecting fuel into a flow stream of intake gas through the apparatus; and heating means for heating intake gas passing through the apparatus, the apparatus being operable to inject fuel into the flow stream of intake gas by means of the injection means such that when intake gas flows through the apparatus at a first flow rate injected fuel impinges on the heating means; and when intake gas flows through the apparatus at a second flow rate greater than the first a flowpath of injected fuel is deflected by intake gas such that substantially no fuel impinges on the heating means.

Abstract: A device for injecting fuel into the combustion chamber of an internal combustion engine comprising at least one injector. The injector includes an injector body, a high-pressure accumulator integrated into the injector body, an injection nozzle, a high-pressure bore, and a feed bore. The injection nozzle defines a nozzle chamber and has a nozzle needle configured to be guided in an axially movable manner and that is surrounded by the nozzle chamber. The high-pressure bore is connected to the high-pressure accumulator and the nozzle chamber. The feed bore is configured to feed high-pressure fuel to the high-pressure accumulator. Additionally, the feed bore has a lance connection positioned laterally on the injector body, is formed as a bore separate from the high-pressure bore, and connects the lance connection directly to the high-pressure accumulator.

Abstract: A propulsion device for vehicles includes a device for the partial oxidation of fuel, a fuel tank and a diesel internal combustion engine. The device for the partial oxidation of fuel is in fluid connection with the fuel tank and the diesel internal combustion engine, with the result that at least some of the fuel carried in the vehicle is taken for partial oxidation before combustion in the diesel internal combustion engine. A method for operating such propulsion devices using partially oxidized fuel in the propulsion devices reduces soot emissions.

Abstract: A method of controlling injection rate shape of gaseous fuel in a dual fuel injector of an engine is disclosed. The dual fuel injector comprises a gaseous fuel needle check, a gaseous fuel control chamber, and a spring chamber. The method includes determination of an injection rate shape based on current operational characteristics of the engine. On the basis of the determined injection rate shape, liquid fuel pressure of the liquid fuel to be supplied to the gaseous fuel control chamber and the spring chamber is determined. The liquid fuel at the determined liquid fuel pressure, is delivered to the gaseous fuel control chamber and the spring chamber. The gaseous fuel needle check is lifted to inject the gaseous fuel based on the determined injection rate shape.

Abstract: A fuel system for an engine is disclosed. The engine may have a crankshaft and a plurality of cylinders. The fuel system may have a plurality of plungers separately connectable to the crankshaft and a plurality of fuel injectors associated with the plurality of cylinders. The fuel system may also have a common rail configured to store pressurized fuel. The fuel system may additionally have a plurality of first conduits, each first conduit fluidly connecting a barrel associated with a respective one of the plurality of plungers to the common rail. The fuel system may also have a plurality of second conduits, each second conduit fluidly connecting the common rail to a respective one of the plurality of fuel injectors.

Abstract: A common rail single fluid injection system includes fuel injectors ramp shaped injection curves at both the front and back ends of an injection event. This is accomplished by including a check speed control device fixed in position within the check control chamber of a fuel injector. The check speed control device controls the speed of a check by restricting fuel flowing into and out of the check control chamber.

Abstract: A diesel engine enhancement assembly, including a microprocessor connected to the ECM, a control interface, a pump assembly connected to the microprocessor, an injector connected in fluidic communication the pump assembly and to an engine and the microprocessor, and a tank assembly connected to the pump assembly. The microprocessor initiates injection of predetermined amounts of combustion enhancing fluid into the engine when predetermined conditions are met.

Abstract: At a time of start of an internal combustion engine, vaporization or atomization of a fuel for initial explosion is promoted, and thereby, discharge of HC can be restrained. The internal combustion engine includes a fuel injection valve which injects a fuel into an intake port, and an exhaust valve which can be stopped in a closed state for each cylinder. When the cylinder before initial explosion is in an exhaust stroke, the exhaust valve of the cylinder is stopped in a closed state. Subsequently, the fuel injection valve of the cylinder in which the exhaust valve is stopped in the closed state in the exhaust stroke is caused to inject the fuel for initial explosion so that an injection time is before opening timing of an intake valve or coincides with the opening timing.

Abstract: A vehicle fuel tank arrangement is provided for a fuel that includes at least a first fluid and a second fluid. The tank arrangement includes a tank and a partition wall arranged inside the tank in order to create at least a first compartment for storing the first fluid and a second compartment for storing the second fluid. The position of the partition all inside the tank can be changed to set the volume of the first compartment and the second compartment to predetermined values.

Abstract: A connecting element for fuel injection systems is used for connecting a fuel injector to a fuel-carrying component, in particular a fuel distributor rail. A base body having a receiving space is provided for this purpose. The base body has an opening, via which a fuel fitting of the fuel injector is insertable into the receiving space of the base body. Furthermore, a first annular element is provided in the receiving space, which in the installed state on the one hand interacts with the fuel fitting inserted into the receiving space and on the other hand interacts with the base body. Furthermore, a second annular element is provided in the receiving space of the base body, the first annular element and the second annular element abutting against an outside of the fuel fitting in the installed state.

Abstract: A dual fuel system for an internal combustion engine includes a gaseous fuel subsystem and a liquid fuel subsystem. A plurality of fuel injectors each define a gaseous fuel passage fluidly connected to a gaseous fuel manifold of the gaseous fuel subsystem, a liquid fuel passage fluidly connected to a liquid fuel manifold of the liquid fuel subsystem, and a liquid fuel leak path from the liquid fuel passage to the gaseous fuel passage. A liquid fuel purging mechanism includes a drain conduit and at least one valve positioned fluidly between the drain conduit and the gaseous fuel manifold, and being adjustable to fluidly connect the drain conduit to the gaseous fuel manifold, to drain leaked liquid fuel to a low pressure outlet.

Abstract: This disclosure relates generally to the use of gas clathrates. More particularly, this disclosure relates to systems, methods, and apparatuses related to the use of gas clathrates as a fuel source for automobiles. The gas clathrates may first be dissociated into at least one gas and the at least one gas delivered to the prime mover of a vehicle or the gas clathrates may be directly utilized by the prime mover as a fuel source.

Abstract: A cylinder head for an internal combustion engine is configured to be operated with fuel, such as gaseous or liquid fuel, to provide a more complete combustion of the fuel/air mixture. The cylinder head has at least one fuel guiding section, which includes a fuel inlet valve casing for accommodating a fuel inlet valve configured to control a fuel flow rate, a fuel/air mixing chamber for mixing the fuel with air, and a fuel guiding portion connecting the fuel inlet valve casing to the fuel/air mixture chamber. The fuel guiding portion is integrally formed with the cylinder head and defines at least a first fuel feeding passage and at least a second fuel feeding passage. The first fuel feeding passage and the second fuel feeding passage extend from the fuel inlet valve casing to the fuel/air mixing chamber.

Abstract: A fuel delivery system for a direct injection internal combustion engine having two fuel rails and a plurality of fuel injectors attached to and fluidly connected with each fuel rail. A first fuel pump has its output connected with the first fuel rail while a second fuel pump has its output connected with the second fuel rail. A crossover pipe fluidly connects the outlets of both the first and second pumps. Both the first pump and the second pump each have an intake stroke and a pumping stroke. Furthermore, the intake stroke of the first pump coincides with the pumping stroke of the second pump and vice versa.

Abstract: An apparatus and method for supplying gaseous fuel from a tender car to an internal combustion engine on a locomotive comprising storing the gaseous fuel at a cryogenic temperature in a cryogenic storage tank on the tender car; pumping the gaseous fuel to a first pressure from the cryogenic storage tank; vaporizing the gaseous fuel at the first pressure; and conveying the vaporized gaseous fuel to the internal combustion engine; whereby a pressure of the vaporized gaseous fuel is within a range between 310 bar and 575 bar.

Abstract: A method for controlling natural gas injection in a cylinder of an engine through a gas admission valve is provided. The method comprises determination of an amount of substitution, which varies between 30%-85% of a combustible mixture. Duration of injection is determined based on the amount of substitution. Based on the duration of injection, a first crank angle and a second crank angle, selected from a range of 325 degrees to 420 degrees, are determined to start and stop the injection, respectively. The natural gas is injected for the determined duration of injection, by opening the gas admission valve at the first crank angle and closing the gas admission valve at the second crank angle. The amount of substitution of the natural gas is modulated to maintain engine operating parameters at optimal. Based on the modulated duration of injection, the duration of injection for the natural gas is tuned.

Abstract: A method, comprising: operating an engine cylinder with fuel from a first injector and not a second injector and activating the second injector in response to a rail pressure increase of a fuel rail, the fuel rail coupled to the second injector. In this way, degradation of the second injector may be reduced by activating the second injector and allowing fuel flow through the second injector to reduce the pressure and temperature of the fuel rail.

Abstract: A system to lower fuel viscosity prior to fuel combustion includes at least one fuel heating system and a pressure pump system. The pressure pump system and the at least one fuel heating system are in fluid communication with the a fuel injection system to accommodate for the fuel circulation, where the at least one fuel heating system heats up the ambient temperature fuel from the fuel injection system prior to combustion. A plurality of valves that is electronically connected with an ECU functions within the pressure pump system, the at least one fuel heating system, and the fuel injection system for the optimized performance of the pressure pump system and the at least one fuel heating system.

Abstract: A method is provided for detecting a leakage in a fuel supply system of an internal combustion engine. The fuel supply system includes a fuel line system with fuel line sections and a pressure monitoring system with monitoring segments, a set of valves, and a pressure sensor. The method includes detecting a leakage between the fuel line sections and the pressure monitoring system when the set of valves are opened to fluidly connect the monitoring segments. The method also includes performing at least two pressure measurements for at least two selected sets of neighboring monitoring segments for providing pressure behaviour information for the selected sets of neighboring monitoring segments. The method further includes comparing the pressure behaviour information of the selected sets of neighboring monitoring segments, and identifying a leaking monitoring segment based on the comparison.

Abstract: A composite power cycle engine may include a fuel injector that injects fuel into air that is or is to be supplied into a combustion chamber, a high temperature medium injector that injects a high temperature medium into the combustion chamber to increase pressure of the combustion chamber, a low temperature medium injector that injects a low temperature medium into the combustion chamber to reduce pressure of the combustion chamber, and a piston that may be disposed in the combustion chamber to slidably move therein and that transforms gas expansion or contraction energy into kinetic energy, wherein the high temperature medium injector or the low temperature medium injector increases or reduces the pressure of the combustion chamber so as to generate power.

Abstract: Systems and methods for fuelling a plurality of cylinders of an internal combustion engine are disclosed. The system includes a dedicated exhaust gas recirculation system for recirculating exhaust gas flow from at least one dedicated cylinder of an engine into an intake system prior to combustion. The system further includes a fueling system to provide a first flow of fuel to each of the plurality of cylinders and a second flow of fuel to each of the dedicated cylinders that is in addition to the first flow of fuel.

Abstract: A fuel injection system comprising an injector-igniter and a fuel tank in fluid communication with the injector-igniter. The injector igniter includes an injector housing and a valve assembly. The valve assembly includes a valve and a valve seat electrode located within the injector housing. The valve seat electrode forms an annular spark gap between the electrode and an electrode portion of the injector housing. An actuator, such as a piezoelectric actuator, is disposed in the housing and connected to the valve. In some embodiments, the system further comprises a thermochemical reactor operatively coupled to the injector-igniter to provide a supplemental supply of hydrogen for combustion enhancement. In other embodiments, a hydraulic stroke amplifier is disposed between the actuator and valve.

Abstract: In some embodiments, split-cycle engines are disclosed that are capable of operating in a normal firing mode in which a firing stroke is performed in the expansion cylinder only on every other rotation of the crankshaft. Fuel can be injected directly into the expansion cylinder during the non-firing rotation of the crankshaft over a period of time greater than what is possible with traditional split-cycle engines. A number of other advantages are associated with such engines. In some embodiments, two expansion cylinders can be provided such that a firing stroke is performed on every rotation of the crankshaft, even though each individual expansion cylinder only performs a firing stroke on every other rotation of the crankshaft. Air hybridized and/or Millerized variations of these engines, as well as various cylinder arrangements, are also disclosed herein.

Abstract: A fuel system is disclosed for use with an engine having a plurality of cylinders. The fuel system may have a fuel supply, and a fuel distributor configured to selectively connect the fuel supply with the plurality of cylinders. The fuel system may also have a fuel valve fluidly connected between the fuel supply and the fuel distributor. The fuel valve may be movable to affect a fueling parameter of individual cylinders of the plurality of cylinders.

Abstract: A housing for an engine is provided. The housing includes an intake manifold configured to supply air to at least one chamber defined within the housing, a fuel port configured to supply fuel to the at least one chamber, and a compression control port configured to control at least one of a pressure and a volume of a fuel-air mixture in the at least one chamber during a compression cycle of the engine. The compression control port includes a passage defined through the housing, and at least one valve disposed in the passage and configured to control a flow through the passage.

Abstract: An injection device for an internal combustion engine is described, which has a first fuel injector for injecting fuel having a first fuel composition based on ethanol, and a separate second fuel injector for injecting fuel having a second fuel composition, which differs from the first fuel composition, the injection device having a heating device for preheating exclusively the fuel having the first fuel composition and injected by way of the first fuel injector.

Abstract: In one example, a method for controlling a fuel system with fuel is provided. The method includes, in response to an engine shutdown, increasing communication between a fuel rail and a fuel tank to increase boiling of fuel in the rail, and then decreasing the communication after the fuel rail cools.

Abstract: A system and method for operating a fuel system that supplies fuel to a plurality of injectors in an internal combustion engine via a first pump and a second pump with a bypass circuit returning fuel from between the first and second pumps to a fuel tank, the pumps connected in series, is provided. The bypass circuit increases its restriction to increase injection pressure during selected conditions.

Abstract: When fuel is injected into a combustion chamber (2) of a cylinder (13) of an engine (30) of a vehicle (10), the fuel is injected in the form of multiple jets (3) with the aid of an injector (1). In this connection, a first plane is defined in which both the central axis (11) of the injector (1) and the central axis (12) of the cylinder (13) lie. Furthermore, a second plane is defined in which both the central axis (11) of the injector (1) and the surface normal of the first plane lie. The jets (3) are generated in such a way that for each jet pair, which is formed from two of the jets (3), an angle between the projections of the two central axes of the two jets of the jet pair into the second plane is smaller than 50°.

Abstract: Apparatus and methods for injecting gaseous fuel into a compression ignition engine are disclosed. A gaseous fuel injector includes a pintle valve and an intensifier. The pintle valve includes a pintle body defining a pintle bore therethrough, a first sealing surface disposed on a distal end of the pintle body, and a pintle disposed within the pintle bore. The pintle includes a shaft, a radially flared portion, and a second sealing surface disposed on a proximal face of the radially flared portion, such that the first sealing surface faces the second sealing surface. The intensifier includes an intensifier body defining a fuel pump chamber therein, the fuel pump chamber being fluidly coupled to a gaseous fuel supply and the pintle bore, a plunger having a distal end disposed in the fuel pump chamber, and an intensifier piston disposed on a proximal end of the plunger.

Abstract: A device for providing ignition of a fuel-air mixture using a transient plasma discharge is provided. The device includes an anode coupled to receive a voltage; and a cathode disposed in proximity to the anode and coupled to a ground, wherein at least one of the anode and the cathode includes a protrusion that enhances an electric field formed between the anode and the cathode, the protrusion forming a sharp edge defining a plurality of points, each point forming a path of shortest distance between the anode and the cathode.

Abstract: An injection valve is indicated for internal combustion engines, having a sealing seat formed by a valve seat and a closing head of a valve needle, and having a plurality of spray holes situated downstream from the sealing seat. The spray holes, which are stepped in cross-section, each have at least one upstream hole inlet section having a very small hole cross-section and a hole inlet opening, and a downstream hole outlet section having a very large hole cross-section and a hole outlet opening. In order to prevent unwanted deposition of burnt fuel on the edges of the hole outlet openings, all the hole outlet sections are connected to one another by a groove having a groove opening that points downstream.

Abstract: The invention relates to a device for the injection of recirculated exhaust gases from a vehicle engine, in particular a diesel engine, the injection device comprising a plurality of injection ports (26.1, 26.2, 26.3, 26.4), provided in a portion of the material of the injection device, each injection port (26.1, 26.2, 26.3, 26.4) having a cross section and a height extending through the thickness of the material. According to the invention, the cross sections and/or the heights of at least two of the injection ports (26.1, 26.2, 26.3, 26.4) are different.

Abstract: A combustion method for reciprocating internal combustion engines, in particular diesel engines, whose fuel injection system operates with pre-injection involves two pre-injections during a cold start phase, which are carried out prior to reaching top dead center of a piston. A first pre-injection is performed at approximately 25° CA before top dead center and a second pre-injection is performed at approximately 5° CA before top dead center. A crank angle interval ? of approximately 20° CA between the individual pre-injections and a crank angle interval ? of approximately 5° CA between the second pre-injection and a main injection, are maintained independently of the rotational speed.

Abstract: A gas fuel system for an engine is disclosed. The gas fuel system includes a fuel tank configured to supply cryogenic fuel. A cryogenic pump is configured to pressurize the cryogenic fuel received from the fuel tank. A heat exchanger is configured to receive the pressurized cryogenic fuel and an engine coolant. Further, the engine coolant flows through the heat exchanger to vaporize the pressurized cryogenic fluid. The gas system further includes a controller configured to receive a signal indicative of temperature of the engine coolant. Further, the controller sends a signal to impose one or more parasitic loads on the engine based on the temperature of the engine coolant.

Abstract: A vehicle fuel delivery system, includes: a first line configured to deliver fuel from a fuel tank to an internal combustion engine (ICE); a second line configured to return fuel from the ICE to the tank or the first line; a heat exchanger in thermal communication with the second line; and a latent material in the heat exchanger configured to change from a solid state to a liquid state when fuel in the second line reaches a predetermined temperature.

Abstract: A fuel injection nozzle includes: a nozzle body having a plurality of injection holes; and a needle accommodated in the nozzle body to inject a DME fuel containing dimethyl ether as a main component. The nozzle body has a seat part to which the needle seated or from which the needle separated, and a tip end chamber arranged downstream of the seat part in a flow of the DME fuel to communicate with the plurality of injection holes. The DME fuel in the tip end chamber is heated with combustion heat in a combustion chamber of an internal combustion engine to have a supercritical state.

Abstract: The invention relates to a method that is intended for operating an internal combustion engine of a motor vehicle and that flushes the temporarily unused injection valves with fuel for the purpose of preventing and/or removing deposits. In order to make possible in a simple way a complete conversion of the undesired exhaust gas constituents in a catalytic converter of an exhaust gas aftertreatment system of the internal combustion engine when the internal combustion engine is running, the invention proposes flushing the temporarily unused injection valves with fuel during an overrun mode of the internal combustion engine.

Abstract: The required fuel supply amount of an internal combustion engine is reduced by limiting the throttle opening when a high-pressure fuel pump is required to discharge fuel that exceeds the fuel delivery capacity thereof. Further, when the throttle opening is limited, the operation of a return valve, through which fuel and vapor thereof can be discharged from the high-pressure fuel pump, is prohibited. By performing the abovementioned control, a reduction in the fuel delivery amount of the high-pressure fuel pump due to the operation of the return valve is prevented when there is a possibility that the fuel deliver amount of the high-pressure fuel pump runs short and the fuel supply amount of the internal combustion engine runs short.

Abstract: A valve assembly in an internal combustion engine fuel system includes a valve member movable within a valve body to contact a valve seat and block fluid communication between first and second passages. The valve seat and valve member each include a multi-layered coating having a harder metal nitride base layer and a softer metal nitride outer layer. The base layer is relatively incompliant to impacts between the valve member and the valve seat, and the outer layer is relatively compliant to the impacts and thereby deformable. Related methodology is disclosed.