Abstract: A method for determining cylinder blow-through air via engine volumetric efficiency is disclosed. In one example, the method provides a way to adjust cylinder blow-through to promote and control a reaction in an exhaust after treatment device. The approach may simplify cylinder blow-through calculations and improve engine emissions via providing improved control of constituents reaching an exhaust after treatment device.

Abstract: The present invention is an aero engine that is provided with compression combustion and weighs less than 725 lbs. The present invention is further a method of forming the aero engine.

Abstract: In an opposed-piston engine, two or more fuel injectors are mounted to a cylinder for direct side injection into the cylinder. The injectors are controlled so as to inject either a single fuel pulse or a plurality of fuel pulses per cycle of engine operation in order to initiate combustion during varying engine speeds and operating conditions.

Abstract: A step height is provided in an upper surface of a nozzle plate. Plural pairs of nozzle holes are provided in the nozzle plate, and thereby a liquid film is formed with fuel liquid columns injected from each pair of nozzle holes. In one nozzle hole, as the step height is placed in the vicinity of the nozzle hole, the direction of the fuel flow is changed to a direction along the surface of the step height, and a swirl flow is formed at its inlet. On the other hand, as the other nozzle hole is away from the step height, thereby a uniform inflow without swirl flow is formed. As a result, the shape of the liquid film is changed to a predetermined pattern liquid film by increase of the pressure.

Abstract: A fuel injection system includes a fuel tank configured to contain fuel, an injector fluidly connected to the fuel tank by a flow path, a pump disposed along the flow path and configured to deliver fuel to the injector, and a vapor relief passage in fluid communication with the flow path and the fuel tank. The vapor relief passage is fluidly connected to the flow path at an opening and allows vaporized fuel to return to the fuel tank from the flow path.

Abstract: A multi-fuel pre-mixed combustion system of an internal combustion engine includes a main fuel spray nozzle (2), which injects a mixed fuel of compression-ignition-suitable fuels, spark-ignition-suitable fuel, or a wide cut fuel to form a homogeneous primary pre-mixed gas. An auxiliary spray nozzle (4) injects a spark-ignition-suitable fuel to form a secondary mixed gas, which is ignited by the spark plug (3) by means of spray guiding or an ignition chamber (5), and the primary pre-mixed gas in the combustion chamber (1) is compression ignited. Consequently, the ignition point of the primary mixed gas is effectively controlled and knock is avoided, and a homogeneous pre-mixed compression ignition is achieved over the whole range of operating conditions. The combustion rate is controlled by exhaust gas recirculation or spray of water into a cylinder or intake port, and high thermal efficiency is ensured by a high expansion ratio.

Abstract: A system for an engine is provided. In one embodiment, the system includes a cylinder head, an engine block, and a gasket assembly sealing the cylinder head to the engine block. Further, the gasket assembly may include a plurality of apertures positioned between an inner beading region and an outer beading region to concentrate a clamping load.

Abstract: A dual fuel system includes a dual fuel injector that has disposed therein a gaseous nozzle chamber fluidly connected to a gaseous fuel inlet, and a liquid nozzle chamber fluidly connected to the liquid fuel inlet. The dual fuel injector also includes a hydraulic lock seal with an annular volume of liquid fuel surrounding a guide segment of a gas needle valve member for inhibiting migration of gaseous fuel into the liquid fuel. A liquid fuel common rail is fluidly connected to a liquid fuel inlet. A check valve is fluidly positioned between the gaseous fuel common rail and the gaseous nozzle chamber of the dual fuel injector for blocking liquid fuel leaked into a gaseous nozzle chamber through the hydraulic lock seal from entering the gaseous fuel common rail.

Abstract: An engine in which a fluctuation in the amount of fuel injection is reduced in the entire operating tolerance of the engine. The engine (1) has an engine body (5) provided with a turbocharger (7), an engine speed sensor (21), a turbo sensor (22), a boost sensor (23), and an ECU (20) for correcting the amount of fuel injection. A control means recognizes an engine speed, a supercharging pressure, a supercharger speed, a fuel injection amount and corrects the fuel injection amount.

Abstract: An engine cylinder has a feed duct and a charge movement duct, which are each led adjacent to one another to an inlet valve in the cylinder head of the engine cylinder. A through flow of the two ducts is regulated by a common throttle valve extending in the or over the two ducts or their inflow openings, with which the end portions of the two ducts remote from the combustion chamber or their inflow openings can be closed.

Abstract: A diesel-gasoline hybrid engine is constructed with an exhaust gas recirculation (EGR) system, without a design change. As a combustion space of a combustion chamber is stratified into a high-concentration EGR space and a relatively low-concentration EGR space, an ignition quality of a low-speed and low-load region is secured to improve combustion, and simultaneously, knocking in a high-low region is suppressed. Furthermore, the amount of NOX generated during gasoline premixed combustion and smoke generated during diesel combustion are significantly reduced.

Abstract: New strategies for control and feeding of air/fuel homogenous mix for internal combustion engines, mainly for fuel injection engines. This new strategies are to get an air/fuel mixture homogeneous and of adequate volume. Fuel in contact with air for a sufficient length of time required for better physical combination prior to the time of ignition at the spark plug and of a volume such that the combustion flame can reach the entire mixture admitted. Strategies to prevent the problem known as “wet wall”. This consisting of a new intake manifold, new fuel injectors, injector nozzles and new algorithms and strategies in the control software program of the ECU or MCU controlling the internal combustion engines.

Abstract: An arrangement for mixing a first and a second gas flow, for example, an inlet flow with an exhaust gas return flow in a diesel engine. An air conduit has an inlet for the first flow and an inlet for the second flow, in order to achieve the mixing. A valve body is arranged to be displaced in the longitudinal direction of the air conduit at the inlet for the second flow in order to achieve a variable venturi effect and in this way a variable suction effect and mixture of the mixed flow. One or more fuel injectors inject fuel into the air conduit to pre-mix fuel with the first and second gas flows before reaching the engine cylinders for combustion.

Abstract: An intake apparatus of an engine provided with a fuel supplying device for supplying fuel into an intake passage, includes: a guide body having multiple holes disposed in the intake passage located downstream from the fuel supplying device. The guide body has a stepped portion extending in a direction intersecting with a direction of a flow of intake air.

Abstract: A system for controlling combustion in a diesel engine having one or more combustion chambers in which fuel is injected and air is compressed for combustion of the fuel. The system includes a hydrogen injector for injecting a first predetermined volume of hydrogen into the combustion chamber prior to combustion of the fuel, and an oxygen injector for injecting a second predetermined volume of oxygen into the combustion chamber prior to combustion of the fuel.

Abstract: The present invention provides a two solenoid valve relay with a two-phase fuel injection valve for a diesel engine, which is installed on a valve itself to enable injection at pressure greater than opening pressure, at which the fuel enters into a fuel valve, thereby improving fuel injection performance, and which is configured to enable adjustment of an injection timing at the opening pressure within the valve, wherein injection timings through a solenoid valve is provided for low load and high load, respectively, such that a distinct difference exists between the injection timings to open the nozzle hole of the nozzle in a differential manner at pressure higher than the pressure, at which the fuel enters to the fuel valve and internal spring opening pressure, thereby injecting fuel at high pressure even at low load to facilitate vaporization, and wherein, in case of a high speed operation or high load, low pressure/high pressure needle valves are opened at the same time to quickly inject fuel of a high vol

Abstract: In a method to determine the temperature of a fuel in a common rail injection system of an engine, the fuel temperature at one place of the common rail injection system is calculated from a fuel temperature at another place of the common rail injection system.

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 Wankel engine system having an insert in the peripheral wall of the rotor body, the insert being made of a material having a greater heat resistance than that of the peripheral wall, having a subchamber defined therein and having an inner surface bordering the cavity, the subchamber communicating with the cavity through at least one opening defined in the inner surface and having a shape forming a reduced cross-section adjacent the opening, a pilot fuel injector having a tip received in the subchamber, an ignition element having a tip received in the subchamber, and a main fuel injector extending through the housing and having a tip communicating with the cavity at a location spaced apart from the insert.

Abstract: The present invention has a problem aiming to provide a heat engine that emits neither carbon dioxide nor nitrogen oxide and is capable of achieving a simplified structure, and another problem aiming to provide a power generation system using the heat engine. To solve the problems, a heat engine according to the present invention is an internal combustion engine 1a (1b) including a fuel inlet for introducing oxyhydrogen gas (or a mixture with an existing fuel) into a combustion chamber, a spark plug for igniting the oxyhydrogen gas (the mixture) in the combustion chamber at a predetermined time, a piston that moves in accordance with a pressure change in the combustion chamber before and after ignition, and a motion conversion mechanism to change the motion of the piston to rotational motion of an output shaft 7.

Abstract: In a gas engine system, air fed through a turbocharger is mixed with fuel gas flowing through a fuel gas supply line and supply into a combustion chamber is controlled. In case that the fuel gas has a low calorie or the engine output power is high, a portion of the fuel gas is diverged from the fuel gas supply line, and the flow rate thereof is set to a constant rate less than that of the diverged side fuel gas. The diverging fuel gas is fed into the combustion chamber through a divergence control valve while the remainder of the fuel gas is fed into the fuel flow control valve. In case that the fuel gas has a high calorie or the engine output power is low, the divergence control valve is closed so as to feed the fuel gas only into the gas supply main pipe.

Abstract: A method of operating a power system is disclosed. The power system may include an engine. The engine may include a combustion chamber, a drive member, and a fuel system with a fuel injector. The method may include selectively operating the fuel system to supply fuel from the fuel injector to the combustion chamber and combusting the fuel in the combustion chamber to drive the drive member. The method may also include selectively operating the fuel system to generate parasitic losses without supplying fuel to the combustion chamber to drive the drive member. Operating the fuel system to generate parasitic losses may include generating pressure in a component of the fuel system with power derived from the engine and dissipating at least a portion of the generated pressure without delivering fuel from the fuel injector to the combustion chamber.

Abstract: The filter is made of a flat wire with a generally rectangular cross section that has two long sides and two short sides. The flat wire is formed into a generally cylindrical helix defined by successive loops of wire stacked adjacent to one another. For any two successive wire loops, the long sides of the wire loop are set at a predetermined distance from the long side of an adjacent wire loop. Additionally, the short sides of successive wire loops are substantially aligned.

Abstract: A fuel injection apparatus includes: an adsorbent disposed in an internal space of a leading end portion of a fuel injector, the adsorbent being capable of selectively adsorbing an alcohol component in the blended fuel of gasoline and alcohol; fuel pressure controller capable of achieving states in which a pressure of fuel to be supplied to the fuel injector is set to a low or high pressure range having a small or large adsorbed amount of alcohol on the adsorbent; and split injection controller that makes the fuel injector inject fuel for one cycle in a plurality of times, when the pressure of fuel to be supplied to the fuel injector is set to the high pressure range.

Abstract: A fuel supply system may include a fuel tank that is filled with fuel, a fuel pump supplying an engine with the fuel in the fuel tank, a suction line connecting the fuel tank to the fuel pump, a supply line connecting the fuel pump to the engine, and a jet nozzle disposed in the suction line to inject a portion of fuel that is supplied from the fuel pump in a flowing direction of the fuel supplied from the fuel tank.

Abstract: An internal combustion engine is disclosed, having at least one combustion chamber disposed in an engine casing. At least one fuel injector is mounted to the engine casing for supplying fuel to the at least one combustion chamber. The at least one fuel injector has at least one fuel supply inlet. A fuel supply assembly is mounted to the at least one fuel injector. The assembly is mounted adjacent to the at least one fuel injector for supplying the fuel to the fuel injector. The assembly has at least one fuel supply outlet. The assembly is mounted to the at least one fuel injector by a cooperative fit, such that the at least one fuel supply inlet and the at least one fuel supply outlet align in a sealed relationship to allow fluid communication therebetween. A method of assembling an engine is also disclosed.

Abstract: A four-stroke engine includes a cylinder head in which a combustion chamber, an intake port that communicates with the combustion chamber, and a housing hole that passes through the combustion chamber and through the intake port are provided, and a fuel injector that supplies a mist of fuel directly to the combustion chamber by jetting the mist of fuel toward the combustion chamber. The fuel injector includes at least a portion that is disposed at the intake port and at the housing hole.

Abstract: A four-stroke engine includes a cylinder head, a cylinder body connected to the cylinder head, and a fuel injection valve. The cylinder head defines a combustion chamber, an intake port that communicates with the combustion chamber, and an exhaust port that communicates with the combustion chamber. The fuel injection valve is held by the cylinder head on a side extending from the exhaust port to the cylinder body. The fuel injection valve is arranged so as to supply a fuel mist directly to the combustion chamber by jetting the fuel mist toward the combustion chamber.

Abstract: A quill assembly includes a first quill tube and a second quill tube nested within the first quill tube. A first compression assembly includes a first piston operably coupled to the first quill tube and fluidly communicates with the first fuel rail to apply a first piston axial force against the first quill tube inlet end, and a first spring operably coupled to the first piston and configured to apply a first spring axial force against the first quill tube inlet end. A second compression assembly includes a second piston operably coupled to the second quill tube inlet end and fluidly communicates with the second fuel rail to apply a second piston axial force against the second quill tube inlet end, and a second spring operably coupled to the second piston and configured to apply a second spring axial force against the second quill tube inlet end.

Abstract: An injection device for an internal combustion engine is proposed having at least one injection valve system for injecting fuel into an intake manifold of the internal combustion engine and at least one heating device for pre-heating fuel injected by the injection valve system, the injection valve system including a first injection valve for injecting fuel in the direction of a first inlet opening of a combustion chamber of the internal combustion engine and a separate, second injection valve for injecting fuel in the direction of a second inlet opening of the combustion chamber.

Abstract: A piston for an internal combustion engine is located within a cylinder of the engine. The piston includes a dish-shaped depression in a surface of the piston exposed to a combustion chamber of the cylinder providing a recess from a nominal top of the piston. The depression includes a depression boundary located at the nominal top of the piston and proximate to an outer diameter of the piston, an apex, and inclined walls connecting the apex to the depression boundary.

Abstract: An engine-driven generator that controls fuel vapor flow is provided. The engine-driven generator includes an engine having an air intake, wherein the engine is configured to drive a generator. The engine-driven generator also includes a fuel tank coupled to the engine and configured to provide fuel to the engine. The engine-driven generator includes a valve coupled between the air intake of the engine and the fuel tank. The engine-driven generator also includes a control device configured to transition the valve between a first position and a second position. The first position allows fuel vapor to flow between the fuel tank and the air intake of the engine and the second position inhibits the fuel vapor from flowing between the fuel tank and the air intake of the engine.

Abstract: A fuel injection unit of an internal combustion engine includes at least an injector, an inlet opening, and an intake stroke injection device. A controller causes the intake stroke injection device to cause the injector to inject fuel in an intake stroke so that the fuel is introduced into an interior of a cylinder from the inlet opening. The fuel is injected from the injector into a range, which spreads in a width of an inside of the inlet opening when viewed from above of the cylinder, and which spreads in a width defined in a side of a center of the cylinder from a valve shaft in a state where the inlet valve is in a maximum lift-up level within the inside of the inlet opening when viewed from a lateral of the cylinder.

Abstract: A fuel system for an engine is provided herein. According to one embodiment, the fuel system includes a fuel supply coupled to a low pressure fuel pump, the low pressure fuel pump coupled to a high pressure fuel pump to provide fuel to a fuel rail. Further, the fuel system includes a plurality of injectors coupled to the fuel rail to provide fuel to a plurality of engine cylinders. Further still, the fuel system includes a first fuel return line coupling the fuel rail to the fuel supply and a thermal recirculation valve, the thermal recirculation valve further coupled to a low pressure pump intake line; a second fuel return line coupling the high pressure fuel pump to the first fuel return line; and a third fuel return line coupling the plurality of injectors to a high pressure pump intake line.

Abstract: A fuel system for a diesel engine has both a low pressure pump, which extracts fuel from the fuel tank, and a high pressure pump, which is fed by the low pressure pump and supplies fuel to fuel injectors. The fuel injectors supply fuel to the engine cylinders, with a small portion of fuel routed back into the fuel system. According to an embodiment of the present disclosure, the injector return fuel is routed into a low pressure fuel line between the low and high pressure fuel pumps, with return fuel from the fuel rails returned through a fuel cooler to the fuel tank. The low pressure fuel line has a filter disposed therein and the injector return fuel is returned to the low pressure fuel line upstream of the filter.

Abstract: In one example, a system for a vehicle travelling on a surface is described. The system includes an engine with a cylinder. The cylinder includes a fuel injector that is supplied with gaseous fuel and liquid fuel by a fuel delivery system. The fuel injector is mounted in the vehicle such that the fuel injector inlet faces at least partially toward the road surface. The orientation of the fuel injector enables a quick transition from liquid fuel to gaseous fuel because the gaseous fuel can rise to the injectors and be preferentially injected. Further, various approaches are described from transitioning operation between gaseous and liquid fuel injection.

Abstract: An intake apparatus of an engine includes: a first intake passage supplying fresh air to a cylinder; a second intake passage arranged near the first intake passage, and supplying fresh air to the cylinder; a first intake valve opening and closing the first intake passage at an aperture of the first intake passage; a second intake valve opening and closing the second intake passage at an aperture of the second intake passage. An opening timing of the first intake valve of the intake apparatus advances relative to a top dead center, and a valve lift amount of the first intake valve differs from that of the second intake valve, and there is a period while the valve lift amount of the first intake valve is larger than that of the second intake valve, in an intake stroke.

Abstract: A fuel separation device is configured to separate the first fuel from the mixed fuel to have a concentration of the high-octane fuel not more than a prescribed upper limit value. The prescribed upper limit is defined that a consumed amount of the high-octane fuel measured under a condition that the internal combustion engine is operated at an operation mode including a state in which a fuel injection amount from a first fuel injection valve for the first fuel is equal to a lower injection amount limit by using the first fuel and the second fuel separated by the fuel separation device is less than a consumed amount of the high-octane fuel measured under at the above operation mode by using the first fuel and the second fuel having the concentration of the high-octane fuel at 100% and 0%, respectively, by a prescribed amount or more.

Abstract: A check valve body (44) is disposed within the interior of a main body (32) of a fuel injector (30) and contains a continuous sealing ridge for sealing a perimeter of a cavity (124) between the proximal end face of the check valve body and the distal end face of an intensifier cartridge body (46). A spring cage (42) has a proximal end face disposed within the interior of the main body. An entry check (154) is disposed in an entry through-passage (132), and an exit check (156) is disposed in an exit through-passage (130). A continuous sealing ridge seals a perimeter of an exit cavity (140), and a discontinuous sealing ridge seals a portion of a perimeter of an entry cavity (144). The sealing ridges are asymmetric about a longitudinal axis AX.

Abstract: What is disclosed is a micro-pilot injection ignition type gas engine, whereby an air fuel ratio control in starting the engine is executed with enhanced precision, by means of introducing skip-firing intermittent operations which reflect the engine operation conditions, while an idling time span can be shortened or omitted.

Abstract: The invention relates to a method for operating an internal combustion engine and a combustion chamber for such an internal combustion engine. According to the method, a thinned base mixture is ignited by additionally injecting a pilot fuel at an injection point in time, wherein the injection point in time of the pilot fuel is selected such that the pilot fuel is not fully homogenized with the base mixture.

Abstract: An internal combustion engine includes a combustion chamber at least partially defined within a cylinder bore by a reciprocating piston having a piston crown. An intake plenum is fluidly connectable with the combustion chamber and at least one intake port is configured to fluidly connect the intake plenum with the combustion chamber. At least one intake valve is configured to selectively fluidly connect the intake plenum with the combustion chamber. The combustion chamber is configured to receive a lean air/fuel mixture therein to substantially fill the combustion chamber. The combustion chamber is further configured to receive a rich air/fuel mixture therein that yields a stratified total air/fuel mixture within the combustion chamber.

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

Abstract: A fuel injection valve includes a valve body and a valve member. The fuel injection valve is configured to control fuel supply by a movement of the valve member relative to the valve body. A slit that is configured to inject fuel having a first end portion opened in a sack portion of the valve body and a second end portion opened at an outer wall of the valve body is formed in the valve body. A through hole having a first end portion opened in the sack portion and a second end portion opened at the outer wall of the valve body is formed in the valve body.

Abstract: A fuel injection device includes a cylinder defining a pressure chamber at an end portion of a nozzle needle. In the cylinder, a floating plate is provided as a controlling member of fuel pressure. An orifice member and a nozzle body are lined by an annular positioning member, using a circular peripheral surface of the orifice member and a circular peripheral surface of the nozzle body as a reference surface. Thereby, radial locations of the nozzle body and the orifice member are defined. Furthermore, a location of the floating plate is defined by the nozzle body with the nozzle needle. Therefore, the floating plate can be located to a proper location relative to the orifice member.

Abstract: A fuel injection valve having a nozzle body having nozzle holes in a tip portion thereof, where fuel led into the nozzle body is injected from the nozzle holes, the fuel injection valve including a first swirl member for generating a first swirl flow in a part of the fuel in the nozzle body; and a second swirl member for generating a second swirl flow in a part of remaining fuel in the nozzle body, the first and second swirl members being mounted so that, as viewed along a center line of the nozzle hole, the first swirl flow is located on one side of an inlet opening of the nozzle hole, while the second swirl flow is located on the other side of the inlet opening, and the first and second swirl flows are formed as opposed flows passing each other across the nozzle hole from each other.

Abstract: The present disclosure is directed to integrated injector/igniters providing efficient injection, ignition, and complete combustion of various types of fuels. One example of such an injectors/igniter can include a body having a base portion opposite a nozzle portion. The base portion receives the fuel into the body and the nozzle portion can be positioned adjacent to the combustion chamber. The injector further includes a valve carried by the nozzle portion that is movable between a closed position and an open position. An actuator is coupled the valve and extends longitudinally through the body towards the base portion, and a driver is carried by the body and is movable between a first position and a second position. In the first position the driver does not move the actuator and in the second position the driver moves the actuator to move the valve to the open position.

Abstract: In a method for operating an internal combustion engine designed for operation with gaseous or liquid fuel, wherein gaseous fuel is introduced into an intake duct upstream of a combustion chamber of the internal combustion engine and liquid fuel is directly injected into the combustion chamber, the internal combustion engine is operated in a start-stop mode, wherein for starting the engine liquid fuel is injected into the combustion chamber of at least one cylinder so as to start the engine after shut-down with the first compression stroke of the internal combustion engine whereupon gaseous fuel is introduced into the intake duct for the second and all following engine strokes.

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

Abstract: The invention relates to a fuel injector comprising an actuator module 2 arranged in a holding body 1, wherein the holding body 1 is braced by means of a tension nut 13 to a nozzle body 12 by means of at least one interposed intermediate body designed as a throttle plate 11, wherein the throttle plate 11 is penetrated by at least one high pressure channel 16, an inflow channel 18 having an inflow throttle, and an outflow channel 19 having an outflow throttle, and wherein a valve actuated by the actuator module 2, said valve having at least one valve pin 4 and a sealing sleeve 5, is arranged between the actuator module 2 and the throttle plate 11, forming a leakage chamber 21 facing the throttle plate 11. According to the invention, a fuel injector is provided, wherein the leakage discharge out of the leakage chamber 21 is ensured without impairing the tightness of the fuel injector in the areas adjacent to the throttle plate 11.