Class / Patent application number | Description | Number of patent applications / Date published |
123295000 | Combustible mixture stratification means | 79 |
20080202467 | METHOD FOR FACILITATING VAPORIZATION OF A FUEL FOR A DIESEL TYPE DIRECT-INJECTION INTERNAL-COMBUSTION ENGINE - A method facilitates vaporization of a fuel in a direct-injection four-stroke engine including at least one cylinder with a combustion chamber, at least one fluid intake with an intake pipe and a valve, at least one burnt gas exhaust with an exhaust pipe and a valve, a valve controller and fuel injector. The method includes, in the vicinity of the intake phase start, in opening the intake valve so as to allow the intake fluid into the combustion chamber, in opening exhaust valve so as to feed again into this chamber at least part of the burnt gas contained in exhaust pipe; prior to the end of the intake phase, in closing the exhaust valve; in the vicinity of the intake phase end, in closing the intake valve; and during this intake phase, in carrying out at least one fuel injection into the combustion chamber. | 08-28-2008 |
20080257302 | COMPRESSION IGNITION ENGINE HAVING FUEL INJECTION DEVICES AND PROCESSES FOR PROMOTING CLEANER BURNING LIFTED FLAME COMBUSTION - A mixing and combustion process for a compression ignition engine ( | 10-23-2008 |
20080257303 | DIRECT-INJECTION SPARK-IGNITION SYSTEM - A spark plug includes a center electrode substantially aligned with a longitudinal first axis and a surface-gap ground electrode radially aligned with the center electrode along a surface-gap electrode second axis substantially orthogonal to the longitudinal first axis and passing therethrough. The center electrode and the surface-gap ground electrode define a radial spark gap therebetween. The spark plug further includes a J-gap ground electrode radially aligned with the center electrode. The center electrode and the J-gap ground electrode define an axial spark gap therebetween. The J-gap ground electrode radial alignment has an angular separation from the surface-gap electrode second axis of no greater than about 30 degrees. | 10-23-2008 |
20080264380 | Method and apparatus for controlling combustion mode transitions in an internal combustion engine - A method to control operation of an engine during a transition from a first to a second combustion mode is provided. The engine includes a controllable throttle valve, a variable valve actuation system for controlling openings and closings of intake and exhaust valves, and, an intake and an exhaust. Mass airflow, intake manifold pressure, and cylinder volume to operate the engine in the second combustion mode and meet an operator torque request are determined. Current states for mass airflow, intake manifold pressure, and cylinder volume are determined. An opening position of the controllable throttle valve and the openings and the closings of the intake and exhaust valves are controlled during the transition to the second combustion mode based upon differences between the current states for mass airflow, intake manifold pressure, and cylinder volume, and, the mass airflow, the intake manifold pressure, and the cylinder volume. | 10-30-2008 |
20090194066 | CYLINDER INJECTION TYPE SPARK IGNITION INTERNAL COMBUSTION ENGINE - An engine provided with a fuel injector for directly injecting fuel into a cylinder, a spark plug positioning a spark gap in a flight path of fuel injected from the fuel injector, and a cavity formed in a piston top face, wherein at the time of stratified combustion, the fuel injector injects substantially all of the fuel in a direction merging with a tumble flow, swirling in a longitudinal direction along the cavity at the compression stroke, along the swirl direction of the tumble flow and uses the spark plug to ignite the fuel while the fuel at the end period of injection is passing through the spark gap. | 08-06-2009 |
20090272362 | LIGHT LOAD AND IDLE HCCI COMBUSTION CONTROL BY FUEL PRESSURE MODIFICATION - A method for controlling a homogeneous-charge compression-ignition capable engine, operating with spray-guided spark ignition stratified combustion at low load, includes monitoring a speed of the engine, monitoring a load of the engine, determining a desired fuel pressure based upon the speed of the engine and the load of the engine, and utilizing the desired fuel pressure to control fuel injection into the engine, wherein the desired fuel pressure is calibrated to the speed and the load based upon increased stability of the engine at lower fuel pressures and lower soot emissions from the engine at higher fuel pressures. | 11-05-2009 |
20090272363 | EXTENSION OF THE APPLICATION OF MULTIPLE INJECTION HCCI COMBUSTION STRATEGY FROM IDLE TO MEDIUM LOAD - A method for controlling an internal combustion engine includes monitoring an engine operating state and selectively operating the engine in a multiple-injection, multiple-ignition combustion mode comprising three injection events based upon the engine operating state. The selective operation includes controlling a first injection during a recompression period of the combustion cycle, controlling a second injection event effective to establish a homogeneous fuel charge prior to a main combustion, and controlling a third injection late in the compression phase of the combustion cycle. | 11-05-2009 |
20090320787 | METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE - In an internal combustion engine, at least one rotation variable characterizing the rotational movement of a crankshaft is ascertained cylinder-specifically. It is provided that, in an operating state in which differences and/or fluctuations of the rotation variable are basically a function of a combustion position, the instant of a fuel injection is adapted cylinder-specifically in order to reduce the differences and or fluctuations. | 12-31-2009 |
20090320788 | Homogeneous Charge Compressed Ignition Engine Operating Method - Compression ignition is induced by spark ignition to realize stable ignition, thereby expanding an operation range where the compression ignition is operable, even in an operating condition in which the compression ignition is hardly performed. Improvements of cycle efficiency and thermal efficiency and restraint of air-pollution substance emission can be realized by properly adjusting compression ignition timing in a cylinder. | 12-31-2009 |
20100000494 | Method for Improving Vaporization of a Fuel for an Internal Combustion Engine Notably of Direct Injection Type, in Particular an Autoignition Engin, and More Parcularly of Diesel Type - The present invention relates to a method for improving vaporization of a fuel used for an engine that can work according to a conventional mode and/or according to an at least partly homogeneous mode, said engine comprising at least one cylinder ( | 01-07-2010 |
20100012079 | Homogeneous Charge Compressed Ignition Engine Operating Method - An aspect of the invention provides a method for operating a workable homogeneous charge compressed ignition engine in which a compression ignition operation is performed by spark ignition to shorten a load input time and a load cutoff time. In the homogeneous charge compressed ignition engine operating method, a mixture gas is burned by compression ignition in a combustion chamber, and fuel and air are previously mixed to produce the mixture gas. The homogeneous charge compressed ignition engine includes a spark ignition device | 01-21-2010 |
20100024766 | HOMOGENEOUS CHARGE COMPRESSION IGNITION ENGINE - An HCCI engine provides a negative overlap period in an operation during HCCI combustion. During the negative overlap period, an intake valve and an exhaust valve are both closed when a piston is in the vicinity of the top dead center in an exhaust stroke, so that burned gas remains inside a combustion chamber. The engine is provided with a throttle, a fuel valve and an ECU. The ECU controls the throttle during a switching period in which SI combustion is switched to the HCCI combustion so that the opening degree of the throttle increases to the opening degree at the time of steady HCCI operation from the opening degree at the time of steady SI operation, and at the same time, controls the fuel valve such that the amount of fuel supplied to the intake passage becomes greater than the amount at the time of the steady SI operation. | 02-04-2010 |
20100059015 | Multi-stroke internal combustion engine - An engine system and method of its operation are described. The method includes: operating the combustion chamber in a four stroke cycle by repeatedly opening a first exhaust valve of the combustion chamber once every four piston strokes while holding closed a second exhaust valve of the combustion chamber; after operating the combustion chamber in the four stroke cycle, operating the combustion chamber in a two stroke cycle by repeatedly opening the first exhaust valve once every four piston strokes and repeatedly opening the second exhaust valve once every four piston strokes during a different exhaust stroke than the first exhaust valve; and after operating the combustion chamber in the two stroke cycle, operating the combustion chamber in the four stroke cycle by repeatedly opening the second exhaust valve of the combustion chamber once every four piston strokes while holding closed the first exhaust valve of the combustion chamber. | 03-11-2010 |
20100065016 | Minimizing Alcohol Use in High Efficiency Alcohol Boosted Gasoline Engines - A number of systems and methods are disclosed which increase the replenishment interval for anti-knock fluid. This is especially important during activities which require a large amount of anti-knock fluid, such as towing. In some embodiments, the systems and methods are used to reduce anti-knock fluid consumption. For example, changes to engine operation, such as rich operation, spark retarding, upspeeding, and variable valve timing, all serve to reduce the amount of anti-knock fluid required to eliminate knocking. In other embodiments, the composition of the anti-knock fluid is modified, such as by using a higher octane fluid, or through the addition of water to the anti-knock fluid. In other embodiments, the replenishment interval is increased through a larger anti-knock fluid storage capacity. In one embodiment, a three tank system is used where the third tank can be used to store gasoline or anti-knock fluid, depending on the driving conditions. | 03-18-2010 |
20100147261 | GASOLINE ENGINE - A gasoline engine is provided that effectively uses two injectors to enhance homogeneity of mixture at the time of high-load for improving output power and to enable stable operation also when stratified or weak stratified combustion is performed. | 06-17-2010 |
20100180859 | FOUR-CYCLE ENGINE - A four-cycle engine including a blowdown pressure wave supercharging system ( | 07-22-2010 |
20100224166 | HOMOGENEOUS CHARGE COMPRESSION IGNITION ENGINE - An HCCI engine capable of switching combustion mode between SI combustion and HCCI combustion is disclosed. At least one swirl port and at least one tumble port communicate with a combustion chamber of the HCCI engine. In a first switching period in which the SI combustion is switched to the HCCI combustion, intake air is supplied to the combustion chamber solely through the swirl port. In a second switching period in which the HCCI combustion is switched to the SI combustion, the intake air is supplied to the combustion chamber through at least the tumble port. | 09-09-2010 |
20100263624 | PREMIXED COMPRESSION IGNITION DIESEL ENGINE - In a premixed compression ignition diesel engine | 10-21-2010 |
20100269783 | Internal combustion engine and operating method therefor - The present disclosure provides an internal combustion engine having an engine housing with at least one cylinder that has diameter less than about 3 inches. A fuel injector is provided and disposed at least partially within the at least one cylinder, and includes a plurality of outlet orifices having a diameter between about 50 microns and about 125 microns, or about 0.05 millimeters and about 0.125 millimeters. The injector may include more than one set of separately controllable fuel outlet orifices, at least one of which could have an average diameter between about 0.05 millimeters and about 0.125 millimeters. The disclosure further provides a method of operating an internal combustion engine. The method includes the steps of rotating an engine crank shaft of the engine at a speed greater than about 5000 revolutions per minute, injecting a quantity of fuel into each of the cylinders, and burning at least every fourth piston stroke a sufficient quantity of the injected fuel to yield a brake mean effective pressure of at least about 200 lbs. per square inch. | 10-28-2010 |
20100275877 | SYSTEM AND METHOD FOR CONTROLLING TRANSIENT SWITCHING BETWEEN HCCI MODE AND SI MODE OF AN ENGINE - A control system and method for operating an engine includes an HCCI mode control module operating an engine in a homogeneous charge compression (HCCI) mode. The control system also includes a difference module determining an actual difference between a desired torque amount and a spark ignition (SI) threshold. An SI mode control module operates the engine in a SI state when the actual difference is above a threshold band. A HCCI mode control module operates the engine in the HCCI mode for a predetermined time when the actual difference is within the torque threshold band. The HCCI mode control module operates the engine in the HCCI mode when the actual difference is below the torque threshold band. | 11-04-2010 |
20100282206 | Internal-combustion engine - The Internal-Combustion Engine is set forth, in which when in use there is no lateral component of the force on the piston which is taken up by the slider rolling by the bearings. As a result of this the cylinder compression is improved, power losses on friction are reduced and wear out of the cylinder is decreased. Also due to the absence of the lateral component of the force on the piston, the latter can be made in a relieved version, e.g. without a skirt and with two compressing rings in one groove. | 11-11-2010 |
20100288225 | Clean air reciprocating internal combustion engine - A method is provided for achieving low NOx operation of homogeneous charge, lean burn reciprocating internal combustion engines. The method incorporates providing a fuel-air compression charge having a lean fuel-air ratio of less than the lean flammable limit, compressing the fuel-air compression charge to raise the adiabatic flame temperature to a predetermined value above the lean flammable limit, and igniting the compressed charge for combustion. A non-platinum oxidation catalyst may be included to control carbon monoxide emissions in the exhaust. | 11-18-2010 |
20100288226 | High efficiency reciprocating internal combustion engine - A method is provided for operating a lean-burn homogeneous charge reciprocating internal combustion engine that includes providing an unthrottled fuel-air compression charge having a lean fuel-air ratio, passing the fuel-air compression charge to fill no more than sixty percent of a cylinder within the internal combustion engine, compressing the fuel-air compression charge within the cylinder, igniting the compressed fuel-air compression charge for combustion, and passing exhaust resulting from the combustion to a NOx removal system. A non-platinum oxidation catalyst may be used to control carbon monoxide emissions in the exhaust Engine power may be varied by controlling the engine speed with a continuously variable transmission, by varying the applied engine load to charge a hybrid system battery, or by varying the amount of the lean fuel-air mixture charged. | 11-18-2010 |
20100313845 | SYSTEMS AND METHODS FOR STABILIZING TORQUE DURING MODE TRANSITION IN DIRECT INJECTION ENGINES - An engine mode control system for an internal combustion engine includes a transition control module and an intake cam phaser control module. The transition control module controls a transition from a first engine mode to a second engine mode and determines a desired air mass. The engine is operated at a first air/fuel ratio (AFR) in the first engine mode and at a second AFR in the second engine mode. The desired air mass is based on the second AFR. The intake cam phaser control module adjusts the intake cam phaser based on the desired air mass during the transition. | 12-16-2010 |
20100326401 | Two Mode Dual Crankshaft Engine - A variable displacement engine comprises two engine modules fed from a common fuel source, each engine module having an individual crankshaft. The first engine module has a high compression ratio (e.g., greater than 13:1), while the second module has a typical compression ratio for a gasoline engine (e.g., between 9:1 and 11:1). In one embodiment, the first engine module operates through high efficiency optimized alcohol fuel combustion when the fuel content exceeds a minimum alcohol content. In an alternative embodiment, the first engine module operates at high efficiency through gasoline HCCI combustion when conditions permit. When operating conditions do not permit the first engine module to operate at high efficiency, the second engine module operates as the primary engine module, with the first engine module available to provide supplemental power (at less than optimal efficiency) if needed to meet driver demand. | 12-30-2010 |
20110023818 | COMMON RAIL FUEL SYSTEM WITH INTEGRATED DIVERTER - An internal combustion engine includes a fuel system having a first fuel rail with an integrated diverter portion coupled to a high-pressure pump and separated from a common rail portion by a flow restriction device. The first fuel rail includes a pressure sensor coupled to the diverter portion at one end and a control valve coupled to the common rail portion at the other end of the same fuel rail. In V-engine embodiments, a second fuel rail communicates with the integrated diverter portion of the first fuel rail. In one embodiment, components including the first and second fuel rails, a pressure sensor, and a pressure or volume control valve are externally mounted outside the engine valve cover. | 02-03-2011 |
20110030653 | FUEL MANAGEMENT SYSTEM FOR VARIABLE ETHANOL OCTANE ENHANCEMENT OF GASOLINE ENGINES - 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. | 02-10-2011 |
20110073067 | Method for starting a self-igniting internal combustion engine at low temperatures - In a method for starting a self-igniting internal combustion engine at low temperatures, a first fuel amount is injected into the combustion chamber during a compression stroke of the internal combustion engine by a fuel pre-injection, so as to form a partially homogenous pre-mixture in the combustion chamber; a main fuel amount is then injected into the combustion chamber during a main injection and the fuel/air mixture is combusted by self-ignition, the injection start of the pre-injection being selected such that the partially homogenous pre-mixture can be ignited after a very short ignition delay, and an injection start of the main injection is selected such that the main fuel amount is injected into the combustion chamber either during a combustion phase or directly after a combustion phase of the ignited pre-injection mixture | 03-31-2011 |
20110079193 | DIAGNOSTIC SYSTEMS AND METHODS FOR FUEL INJECTORS IN HOMOGENOUS CHARGE COMPRESSION IGNITION ENGINE SYSTEMS - An engine control system for a homogenous charge compression ignition (HCCI) engine includes a fuel injector temperature determination module and a fuel injector control module. The fuel injector temperature determination module determines a temperature of a tip of a fuel injector based on a first temperature model when the HCCI engine is operating in an HCCI combustion mode, and determines the temperature of the tip of the fuel injector based on a second temperature model when the HCCI engine is operating in a spark ignition (SI) combustion mode. The fuel injector control module controls a fuel injector pulse width based on the determined temperature and a predetermined temperature threshold, wherein the fuel injector pulse width increases when the determined temperature is greater than the predetermined temperature threshold. | 04-07-2011 |
20110079194 | COMBUSTION TIMING PREDICTION METHOD FOR COMPRESSION SELF-IGNITION INTERNAL COMBUSTION ENGINE, CONTROL METHOD FOR COMPRESSION SELF-IGNITION INTERNAL COMBUSTION ENGINE, AND COMPRESSION SELF-IGNITION INTERNAL COMBUSTION ENGINE SYSTEM - A combustion timing prediction method for a compression self-ignition internal combustion engine includes the steps of: specifying types of a plurality of hydrocarbon components contained in a hydrocarbon fuel and proportions of the respective types in the hydrocarbon fuel; calculating, on the basis of a temperature in a combustion chamber of the internal combustion engine, a value of a first function serving as a function of the temperature for each of the types; calculating, on the basis of the proportion and the first function relating to each of the types, a value of a second function, which is a function that increases in value in response to an increase of the value of the first function and/or the proportion, for each of the types; integrating the values of the second function relating to the respective types; and predicting, on the basis of the integrated value of the values of the second function, the combustion timing of the hydrocarbon fuel in the internal combustion engine to be steadily later as the integrated value increases. As a result, the combustion timing of the hydrocarbon fuel in the compression self-ignition internal combustion engine can be predicted with maximum accuracy. | 04-07-2011 |
20110132316 | SYSTEMS AND METHODS FOR EXHAUST GAS RECIRCULATION CONTROL IN HOMOGENEOUS CHARGE COMPRESSION IGNITION ENGINE SYSTEMS - An engine control system for a homogeneous charge compression ignition (HCCI) engine includes a position determination module, a position correction module, and a valve control module. The position determination module determines an initial position of an exhaust gas recirculation (EGR) valve based on a predetermined function of a desired EGR flow, intake manifold pressure, exhaust manifold pressure, and exhaust gas temperature. The position correction module determines a position correction for the EGR valve based on pressure in a cylinder of the HCCI engine. The valve control module commands the EGR valve to the initial position during a transition from spark ignition (SI) combustion to HCCI combustion, and commands the EGR valve to a final position within a predetermined period after the transition, wherein the final position includes a sum of the initial position and the position correction. | 06-09-2011 |
20110132317 | SYSTEMS AND METHODS FOR HEATING INTAKE AIR DURING COLD HCCI OPERATION - A system for controlling intake airflow of an engine includes a mode determination module, a throttle valve control module, and a valve actuation module. The mode determination module generates a mode signal based on an engine speed signal and an engine load signal. The mode signal indicates one of a spark ignition mode and a homogeneous charge compression ignition mode. The throttle valve control module generates a valve control signal based on the mode signal, a temperature signal, and a plurality of valve position signals that indicate positions of first and second throttle valves. The throttle valve control module controls the positions of the first and second throttle valves to regulate flow rates of intake air into an intake manifold of the engine via a heat exchanger based on the valve control signal. The valve actuation module actuates the first and second throttle valves based on the valve control signal. | 06-09-2011 |
20110132318 | HCCI MODE SWITCHING CONTROL SYSTEM AND METHOD - A control system and method for operating an engine includes a threshold determination module that determines a plurality of combustion mode thresholds based on the engine speed and engine temperature. The control module also includes a transition module that compares the engine load and the plurality of combustion mode thresholds and changes a combustion mode of the engine in response to comparing the engine load and the plurality of combustion mode thresholds. | 06-09-2011 |
20110168130 | METHOD FOR CONTROLLING COMBUSTION MODE TRANSITIONS IN AN INTERNAL COMBUSTION ENGINE - An engine is transitioned from a first combustion mode to a second combustion mode. Phase and lift of the intake and exhaust valves are sequentially adjusted corresponding to intake air cylinder volume and residual gas cylinder volume corresponding to the first and second combustion modes. | 07-14-2011 |
20110180035 | METHOD FOR OPERATING A DIRECT-INJECTION SPARK-ASSISTED COMPRESSION-IGNITION ENGINE - A compression-ignition internal combustion engine includes a plurality of combustion chambers operating in a four-stroke combustion cycle and is configured to operate at a geometric compression ratio greater than 10:1. A method for operating a the engine includes forming a fuel/air charge by injecting fuel into each combustion chamber during a compression stroke, wherein the injection is completed prior to any combustion within the combustion chamber. The method further includes operating the engine to manage temperature of the fuel/air charge in the combustion chamber below an auto-ignition point of the fuel/air charge, and providing a spark discharge in the combustion chamber subsequent to injecting the fuel and in advance of the fuel/air charge achieving an auto-ignition temperature. | 07-28-2011 |
20110192373 | METHOD FOR MANAGING TRANSITIONS IN INTERNAL COMBUSTION ENGINES WITH A HYBRID DRIVE POWERTRAIN - Combustion mode transitions in a hybrid powertrain are managed by coordinated control of engine valve train, engine fueling and electric machine torque generation. | 08-11-2011 |
20110220058 | OVER-COMPRESSED ENGINE - A system and method are disclosed for fabricating and running an engine in two modes. The first mode is an efficiency mode having a high compression ratio and efficiency for low to medium loads. The second mode is a power mode having high power density for higher loads. The system may use a lean mixture in the efficiency mode, which mixture is made richer for more power in the power mode. The system may also use ignition timing to allow the efficiency mode and the high power mode to be at the same mixture. | 09-15-2011 |
20110232601 | COMPRESSION IGNITION ENGINE WITH BLENDED FUEL INJECTION - An engine includes an electronically controlled mixing ratio control valve with a first inlet fluidly connected to a source of gasoline, and a second inlet fluidly connected to a source of compression ignition fuel, such as distillate diesel fuel. An outlet from the mixing ratio control valve is fluidly connected to a fuel inlet of at least one fuel injector. The mixing ratio control valve varies a mixture ratio of gasoline to compression ignition fuel responsive to a control signal communicated from an electronic controller. The blended fuel may be pressurized to injection levels in the fuel injector, and injected directly into the engine cylinder. The compression ignition fuel is compression ignited, which in turn ignites the gasoline to produce a lower and better combination of undesirable emissions as a result of the combustion process. | 09-29-2011 |
20110232602 | Internal-Combustion Engine and Homogeneous Charge Compression Ignition Process - An internal-combustion engine can be operated in a homogeneous charge compression ignition mode at least under certain operating conditions. The combustion mixture present in the combustion chamber reaches auto-ignition conditions and ignites itself. The internal-combustion engine includes a triggering unit for triggering the auto-ignition during the homogeneous charge compression ignition mode before the auto-ignition conditions have been reached. The triggering unit is constructed as a corona ignition system and can be operated for triggering the auto-ignition during the homogeneous charge compression ignition mode, particularly by generating a non-thermal plasma. | 09-29-2011 |
20120085315 | METHOD FOR CONTROLLING LOW TEMPERATURE COMBUSTION - A method for adjusting fuel injection of an engine is disclosed. In one example, fuel injection timing is adjusted to account for fuels having different cetane numbers. Operation of the engine may be improved especially during conditions where combustion phase may vary. | 04-12-2012 |
20120111301 | SPARK IGNITION INTERNAL COMBUSTION ENGINE - A spark ignition internal combustion engine is equipped with a fuel pressure sensor for detecting a viscosity of fuel supplied to a fuel injector based on a variation in a fuel pressure. In a case of stratified combustion by a spray guided injection, an ECU advances a fuel injection start timing of the fuel injector 4 according to the detected viscosity of the fuel. Thus, even if the viscosity of the fuel is significantly high, the fuel-rich area is well formed at a vicinity of the discharge electrode so that a preferable combustion condition can be maintained. | 05-10-2012 |
20120260887 | COMBUSTION CONTROL DEVICE - For providing a combustion control device capable of decreasing unburned HC caused by a fuel attaching to a bore wall of a cylinder and unburned HC/CO produced by excessive diffusion of the fuel in premixed charge compression ignition combustion, an injector control unit controls an injector so as to start an initial fuel injection when a crank angle corresponds to an initial fuel injection start time when a piston arrives at such a position that the fuel injected from the injector reaches a lip but falls short of reaching a bore wall face of a cylinder, and terminate a final injection when the crank angle corresponds to a final fuel injection end time, when the piston arrives at such a position that the fuel injected from the injector reaches the lip but falls short of reaching a region below the lip in a cavity. | 10-18-2012 |
20130000599 | Control Device of Direct Injection Engine - Provided is a control device of a direct injection engine, the control device that can prevent the amount of emission of soot from increasing and the exhaust performance from worsening when a restart request is made before an engine is stopped after an idle stop condition is satisfied. When a restart request is made before an engine is stopped after an idle stop condition is satisfied, at least one of the number of fuel injections in one combustion cycle and the air/fuel ratio of an air fuel mixture used for combustion is changed for each cylinder according to a piston position at that time. | 01-03-2013 |
20130074800 | PROCESS FOR CONTROLLING THE COMBUSTION OF AN INTERNAL COMBUSTION ENGINE WITH GASOLINE DIRECT INJECTION, IN PARTICULAR WITH CONTROLLED IGNITION - The present invention concerns a process for controlling the combustion of an internal combustion engine with controlled ignition and liquid fuel direct injection in which the engine comprises at least one cylinder ( | 03-28-2013 |
20130174805 | SPARK IGNITION TO HOMOGENOUS CHARGE COMPRESSION IGINITION TRANSITION CONTROL SYSTEMS AND METHODS - A system for a vehicle includes a mode control module and a valve control module. The mode control module selectively sets an ignition mode for an engine to one of a spark ignition (SI) mode and a homogenous charge compression ignition (HCCI) mode. In response to the ignition mode transitioning from the SI mode to the HCCI mode during a first engine cycle, the valve control module operates an exhaust valve in a high lift mode during a second engine cycle, operates an intake valve in a low lift mode during the second engine cycle, and operates the exhaust and intake valves in the low lift mode during a third engine cycle. The first engine cycle is before the second engine cycle, and the second engine cycle is before the third engine cycle. | 07-11-2013 |
20130180498 | HIGH-PRESSURE SPARK AND STRATIFICATION IGNITION DEVICE FOR AN INTERNAL COMBUSTION ENGINE - The high-pressure spark and stratification ignition device ( | 07-18-2013 |
20130199494 | HIGH-PRESSURE SPARK-IGNITION AND STRATIFICATION DEVICE FOR AN INTERNAL COMBUSTION ENGINE - A high-pressure spark-ignition and stratification device ( | 08-08-2013 |
20130213349 | High-Efficiency Internal Combustion Engine and Method for Operating Employing Full-Time Low-Temperature Partially-Premixed Compression Ignition with Low Emissions - An engine system and a method of controlling a combustion process in an internal combustion engine are disclosed. The combustion process is based on compression ignition of a stratified air-fuel mixture using a high octane fuel such as gasoline. Multiple fuel injections may be used in a given combustion cycle. Fuel injection timing, EGR, exhaust rebreathing, late intake valve closing, and intake boost are controlled to enable autoignition over essentially the entire speed and load operating range of the engine, while providing reduced emissions, low noise, and low fuel consumption. | 08-22-2013 |
20130233275 | APPLIED-IGNITION INTERNAL COMBUSTION ENGINE WITH CATALYTICALLY COATED INJECTION DEVICE, AND METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE OF SAID TYPE - Systems and methods are provided for reducing coking residues on an injection device of an applied-ignition, direct injection engine. An example system comprises an injection device; an electric heating device integrated with the injection device; a catalytic coating on a surface of the injection device; and a controller suitable to initiate a cleaning mode of the injection device wherein the electric heating device raises the temperature of the injection device. Heating the injection device allows coking residues on the injection device to oxidize in the presence of the catalytic coating. | 09-12-2013 |
20130263820 | INTEGRATED LEAN BURN STABILIZERS - An integrated lean burn stabilizer (ILBS) for initiating combustion in an internal combustion engine by generating and introducing active free radicals into a combustion chamber is provided. Engines equipped with the ILBS can achieve a fuel efficient clean combustion processes with a lean and/or diluted mixture otherwise incapable of auto ignition and provide a controlled start of combustion, in conjunction with early in-cylinder direct injection, late diesel-like in-cylinder direct injection, and mixed fuel functions allowing control of the composition and stratification of the mixture. Controlled aspects of the fuel mixture include the equivalent ratio and fuel reactivity combinations inside the main combustion chamber, thereby allowing the start of combustion and duration of combustion inside the main combustion chamber be optimized for maximum cycle efficiency and specific power output while minimizing emissions. The early direct injection function of ILBS can also address the potential issue of homogeneity of port injected low-volatility fuel mixture entering the combustion chamber. | 10-10-2013 |
20130312699 | Method and Devices for Process intensified Wall Integrated Operations for IC Engines - Many IC engine inefficiencies are linked to the relatively low mixture formation rates of current injection methods. Process intensification (PI) is excellent at high mixture formation rates, high mass transfer rates, and short residence times, therefore a wall integrated injection method and device featuring PI has been provided. It allows increased number of injection sites and interfacial surface area between fluid jets and the volume of the squash area, hence high mixture formation rates shorter Liquid Lengths and the use of micro nozzles to further intensify the mixing process by locally mixing fuel and oxidant. This allows high EGR and low compression ratios and better control of HCCI start of ignition. PI effectively achieves thermo and species stratification for extending the load range of the HCCI engine while permitting effective water addition for reciprocating and turbine for lower exhaust heat and less fuel burned hence less CO2 emissions. | 11-28-2013 |
20130312700 | RICH-LEAN BURNER - A rich-lean burner includes an inner cylinder to which lean gas, which is a mixture of gas and combustion air, is supplied, and an outer cylinder that is coaxially disposed around the inner cylinder such that rich gas, which is a mixture of gas and combustion air, is supplied between the inner cylinder and the outer cylinder. A burner head, which has small holes and whose diameter decreases toward the leading end, is provided on an opening of the inner cylinder. The burner head is obtained by forming a perforated metal, in which the small holes are arranged in a zigzag manner, into a conical shape. An interval between each of the small holes is two to three times the diameter of the small holes. The total area of the small holes is larger than the area of an upper end opening of an upper inner cylinder. | 11-28-2013 |
20130312701 | FUEL MANAGEMENT SYSTEM FOR VARIABLE ETHANOL OCTANE ENHANCEMENT OF GASOLINE ENGINES - 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 | 11-28-2013 |
20130333661 | METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE - In a method for operating an internal combustion engine with a plurality of combustion chambers, wherein a discrepancy between an actual operating performance and a target operating performance of at least one of the combustion chambers is detected, the ignition point is shifted in only the combustion chamber that has the discrepancy in order to influence combustion so as to compensate for the discrepancy. | 12-19-2013 |
20140000552 | METHOD AND SYSTEM FOR PRE-IGNITION CONTROL | 01-02-2014 |
20140000553 | METHOD OF OPERATING AN INTERNAL COMBUSTION ENGINE | 01-02-2014 |
20140000554 | CONTROL DEVICE FOR MULTI-CYLINDER INTERNAL COMBUSTION ENGINE | 01-02-2014 |
20140014062 | METHOD AND DEVICE FOR CONTROLLING A FOUR-STROKE INTERNAL COMBUSTION ENGINE - A system is disclosed for a four-stroke internal combustion engine comprising: at least two cylinders; a fuel direct injection device; a variable valve timing system; an engine controller to control valve timing according to load; wherein, below a lower load threshold, a first cylinder is deactivated, an injection of fuel takes place into a combustion chamber of the first cylinder and an inlet valve of the first cylinder is open during a compression stroke. The opening of the inlet valve during a compression stroke of the first cylinder when deactivated allows the substantially homogenous air-fuel mixture therein to escape into the intake manifold and be made available to the second and active cylinder. | 01-16-2014 |
20140014063 | Swirl-Conserving Combustion Chamber Construction For Opposed-Piston Engines - A combustion chamber construction for opposed-piston engines includes an elongated, bilaterally symmetrical shape referenced to a major axis and a pair of injection ports located on the major axis when the pistons are near respective top center positions. The combustion chamber is defined between a bowl in the end surface of a first piston of a pair of pistons and mirrored ridges protruding from the end surface of a second piston of the pair. Each ridge includes a central portion that curves toward a periphery of the end surface of the second piston and which transitions to flanking portions that curve away from the periphery. The ridge configuration imparts a substantially spherical configuration to a central portion of the combustion chamber where swirling motion of charge air is conserved. | 01-16-2014 |
20140026847 | System and Method for Adjusting Fuel Reactivity - A method of operating an internal combustion engine uses fuels having different reactivities obtained from the same fuel source. A first fuel having a first reactivity is stored in a fuel reservoir. A portion of the first fuel is converted to a second fuel having a second reactivity. The first fuel is introduced into a combustion chamber having a piston moving in a cylinder at a first time when the piston is relatively closer to a bottom dead center (BDC) position and the second fuel is introduced into the combustion chamber at a second time when the piston is relatively further from the BDC position. In an aspect, the convertor may be adjustable to alter the reactivity of the second fuel. In an aspect, the convertor may use a processing fluid associated with the engine to convert the first fuel to the second fuel. | 01-30-2014 |
20140102405 | INTERNAL COMBUSTION ENGINE WHICH CAN BE OPERATED WITH LIQUID AND WITH GASEOUS FUEL AND A METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE OF THIS KIND - The application describes a system for an engine comprising a direct injection nozzle for injecting gaseous fuel into a cylinder of an engine in a second operating mode; an intake injection nozzle for injecting liquid fuel into an intake port of the engine in a first operating mode; and a valve gear suitable to adjust timing of opening and closing of an inlet valve. Preferential injection of a gaseous fuel such as compressed natural gas directly into the cylinder increases efficiency and allows for reduced heat exposure to the lesser used liquid gas injectors mounted in the intake port, reducing coking of these injectors. | 04-17-2014 |
20140102406 | ENGINE COMBUSTION CONTROL VIA FUEL REACTIVITY STRATIFICATION - A compression ignition engine uses two or more fuel charges having two or more reactivities to control the timing and duration of combustion. In a preferred implementation, a lower-reactivity fuel charge is injected or otherwise introduced into the combustion chamber, preferably sufficiently early that it becomes at least substantially homogeneously dispersed within the chamber before a subsequent injection is made. One or more subsequent injections of higher-reactivity fuel charges are then made, and these preferably distribute the higher-reactivity matter within the lower-reactivity chamber space such that combustion begins in the higher-reactivity regions, and with the lower-reactivity regions following thereafter. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). | 04-17-2014 |
20140123934 | FUEL-STRATIFIED COMBUSTION CHAMBER IN A DIRECT-INJECTED INTERNAL COMBUSTION ENGINE - A combustion chamber is provided within an internal combustion engine, the chamber bounded by a cylinder bore, a primary end, and a secondary end. The secondary end reciprocates between a TDC position nearest the primary end and a BDC position. Induction and exhaust ports are timed to open and close to transfer air into, and gasses from, the chamber. The chamber becomes fuel stratified when the secondary end is positioned within a stratified distance of the primary end. When stratified, the chamber is comprised of a central region, a perimeter region, and a transfer passageway between regions. A fuel injector at the primary end injects fuel only into the central region and only prior to ignition. The perimeter region pumps air into the central region prior to ignition, creating tumble turbulence. Combustion is initiated near TDC in the central region and concluded near TDC in the transfer passageway. | 05-08-2014 |
20140123935 | FUEL INJECTION CONTROL DEVICE AND FUEL INJECTION CONTROL METHOD - A fuel injection control device of an in-cylinder direct injection spark ignition-type internal combustion engine | 05-08-2014 |
20140158087 | After-Treatment System and Method for Six-Stroke Combustion Cycle - An internal combustion engine operates on a six-stroke combustion cycle including a first compression stroke, a first power stroke, a second compression stroke, and a second power stroke. A first fuel charge is introduced to a combustion chamber of the engine at a first fuel rate during the first compression and/or first power stroke to produce lean exhaust gasses. A second fuel charge is also introduced to the combustion chamber during the second compression and/or second power stroke to normally produce lean exhaust gasses. Periodically, the second fuel charge can be increased to a second fuel rate to produce stoichiometric rich exhaust gasses. A lean nitrogen oxide trap can be disposed in an exhaust system associated with the engine to temporarily trap nitrogen oxides. Once saturated, the LNT can be periodically regenerated by production of the rich exhaust gasses. | 06-12-2014 |
20140196685 | METHODS FOR REDUCING RAW PARTICULATE ENGINE EMISSIONS - The methods described allow for reducing particulate emissions from a direction injection engine during a starting phase, while also maintaining the engine start phase within a predetermined threshold. In one particular example, the methods comprise adjusting at least one of a fuel release pressure threshold and enrichment factor based on an engine condition; activating a starting device to rotate a crankshaft coupled to an engine cylinder without injecting any fuel; supplying fuel to the cylinder based on the enrichment factor only when a fuel pressure exceeds the fuel release pressure threshold; and stratifying a cylinder charge while adjusting a fuel injection within a compression phase and/or expansion phase of the engine. In this way, an amount of fuel injected may be evaporated in the combustion chamber while preventing a combustion wall wetting, which allows for reduced particulate emissions, particularly at reduced temperatures. | 07-17-2014 |
20140216394 | CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE - When an alcohol mixed fuel is supplied to an internal combustion engine, the magnitude of the alcohol concentration (more specifically, ethanol concentration Cetha) is determined (step | 08-07-2014 |
20140216395 | FUEL MANAGEMENT SYSTEM FOR VARIABLE ETHANOL OCTANE ENHANCEMENT OF GASOLINE ENGINES - 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 or the engine. | 08-07-2014 |
20140238339 | ENGINE AND OUTBOARD MOTOR - An engine includes a catalyst disposed inside an exhaust passage that guides exhaust discharged from a combustion chamber and a controller programmed to control a throttle valve and a fuel injector. If the engine is overheating, the controller is programmed to control the opening degree of the throttle valve or the injection amount of fuel from the fuel injector to decrease the rotational speed of the crankshaft and to control the injection amount of fuel from the fuel injector to set a target air-fuel ratio to a value richer than a stoichiometric air-fuel ratio. | 08-28-2014 |
20140261301 | METHOD AND SYSTEM FOR VACUUM CONTROL - Methods and systems are provided for adjusting a fuel injection split between a direct injection and a port injection based on engine vacuum demand. When more intake manifold vacuum is required, relatively more direct injection is used to take advantage of the associated throttling for generating vacuum. The vacuum may then be used for canister purging, crankcase ventilation, or actuating an engine vacuum consumption device. | 09-18-2014 |
20140261302 | FUEL INJECTION CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE - When injecting fuel from a direct injector and a port injector such that a requested fuel injection amount is obtained in an internal combustion engine, the direct injector is driven in the following manner. That is, after a target fuel injection amount for the fuel injection with the higher priority among fuel injection in the late stage of an intake stroke and fuel injection in the early stage of the intake stroke in the direct injector has been set on the basis of the engine operating condition, the target fuel injection amount for the fuel injection with the lower priority is set on the basis of the engine operating condition. Moreover, the direction injector is driven in such a manner that the target fuel injection amount for each of the abovementioned fuel injections set in this manner is obtained. | 09-18-2014 |
20150034045 | ENGINE COMBUSTION CONTROL AT LOW LOADS VIA FUEL REACTIVITY STRATIFICATION - A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke. | 02-05-2015 |
20150096531 | HYBRID COMBUSTION MODE OF INTERNAL COMBUSTION ENGINE AND CONTROLLER THEREOF, INTERNAL COMBUSTION ENGINE, AND AUTOMOBILE - A method for achieving a hybrid combustion mode of an internal combustion engine, a controller thereof, and an internal combustion engine. The hybrid combustion mode of an internal combustion engine comprises: directly injecting fuel in a cylinder; using homogeneous charge compression ignition combustion mode when the internal combustion engine is run; and when the internal combustion engine is low in load, or when it cannot be determined, that a compression ignition condition is met, switching a combustion control mode from ignition to compression ignition, if a compression ignition state can be switched to smoothly, maintaining the compression ignition combustion mode, and if the compression ignition state cannot be switched to smoothly and therefore the rotation speed of the engine decreases abnormally, quickly recovering the ignition combustion control mode. Cool start of low-octane gasoline internal combustion engine in a low-temperature environment can be implemented. | 04-09-2015 |
20150114341 | TECHNIQUES FOR CONTROLLING A DEDICATED EGR ENGINE - A system includes an internal combustion engine having a number of cylinders, with at least one of the cylinders plumbed to have a complete recycle of the exhaust gases from the cylinder. The system further includes the completely recycled cylinder having an EGR stroke cycle, and the non-recycled cylinders of the engine having an exhaust stroke cycle. The system includes the EGR stroke cycle being distinct from the exhaust stroke cycle. An amount and composition of the exhaust gases from the recycled cylinder are distinct from the amount and composition of the exhaust gases from the non-recycled cylinders, at least at certain operating conditions of the engine. | 04-30-2015 |
20150122217 | INTERNAL COMBUSTION ENGINE AND METHOD OF DIRECT FUEL INJECTION - A direct fuel injection method and an internal combustion engine provided with appropriate sensors and data input lines to an Engine Control Unit (ECU) for performing this method. The method includes inputting at least data inputs representing a piston position, a rotational speed of the internal combustion engine, and a torque demand into an ECU, calculating in the ECU a calculated start of injection (SOI) for the direct fuel injection that is next based on the data inputs, calculating based on the data inputs and the calculated SOI a desired fuel temperature prior to the direct fuel injection that is next, heating fuel with a system delay not to exceed 5 seconds to the desired heated fuel temperature prior to a direct fuel injection, injecting the heated fuel, and repeating the aforementioned method steps for subsequent direct fuel injections. | 05-07-2015 |
20150292391 | ENGINE COMBUSTION CONTROL VIA FUEL REACTIVITY STRATIFICATION - A compression ignition engine uses two or more fuel charges having two or more reactivities to control the timing and duration of combustion. In a preferred implementation, a lower-reactivity fuel charge is injected or otherwise introduced into the combustion chamber, preferably sufficiently early that it becomes at least substantially homogeneously dispersed within the chamber before a subsequent injection is made. One or more subsequent injections of higher-reactivity fuel charges are then made, and these preferably distribute the higher-reactivity matter within the lower-reactivity chamber space such that combustion begins in the higher-reactivity regions, and with the lower-reactivity regions following thereafter. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). | 10-15-2015 |
20150300240 | Internal Combustion Engine, In Particular for a Motor Vehicle, and a Method for Operating Such an Internal Combustion Engine - A motor vehicle internal combustion engine has at least one combustion chamber delimited by at least one wall of the internal combustion engine, and at least one injector that is associated with the combustion chamber and that is at least partially accommodated in a receiving opening delimited by a first wall area of the wall extending at least essentially parallel to the axial direction of the injector The injector includes at least one injection opening that opens into the combustion chamber via the receiving opening, in the direction of the combustion chamber the first wall area being directly adjoined by a further wall area of the wall that extends at an angle to the axial direction and which delimits an at least essentially conical area of the receiving opening which expands toward the combustion chamber. Over its length relative to the radial direction of the injector, the further wall area is situated at a distance from the injector and in alignment with the injector, at least in places, and has a cone opening angle in a range of 50 degrees up to and including 90 degrees, the cone opening angle being smaller than a jet angle of the injection jet. | 10-22-2015 |
20150315957 | Compression Ignition Engine with Staged Ignition - A compression ignition engine includes a piston having a barrier protruding axially therefrom. The barrier at least partly defines a combustion chamber having a first zone separated from a second zone by the barrier. An initial fuel charge is supplied into the combustion chamber, and a subsequent fuel charge is supplied into the first zone, the subsequent fuel charge having greater reactivity than the initial fuel charge. The fuel charges are compressed to induce ignition and combustion of the fuel charges, such that the subsequent fuel charge burns within the first zone to produce hot gases, and the hot gases flow across the barrier to effect combustion of the initial fuel charge within the second zone. | 11-05-2015 |
20170234249 | CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINE, INTERNAL COMBUSTION ENGINE AND METHOD OF CONTROLLING INTERNAL COMBUSTION ENGINE | 08-17-2017 |