Rotary internal combustion engine with phasing gear

In one aspect, described is a rotor of a rotary internal combustion engine, including a phasing gear with an annular meshing section including a plurality of radially inwardly oriented teeth and an annular attachment section connected to the meshing section and coaxial therewith, the attachment section being offset axially inwardly from the teeth and having at least a portion thereof located radially inwardly of the teeth, and a fastener apparatus connecting the phasing gear to the rotor body, the fastener apparatus engaging the rotor body radially inwardly of the teeth.

Two-stage precombustion chamber for large bore gas engines

In certain embodiments, a two-stage precombustion chamber may be used to reduce engine NOx levels, with fueled precombustion chambers, while maintaining comparable engine power output and thermal efficiency. One or more fuel admission points may be located in either the first prechamber stage or the second prechamber stage. A more efficient overall combustion characterized by low levels of NOx formation may be achieved by a two-stage precombustion chamber system while generating very high energy flame jets emerging from the second prechamber stage into the main combustion chamber. A first prechamber stage may be substantially smaller than a second prechamber stage. The volumes and aspect ratios of the two prechamber stages, along with the location of the electrodes within the first stage prechamber, the holes patterns, angles and the separate fueling, may be selected to create a distribution of fuel concentration that is substantially higher in the first stage prechamber compared to the second prechamber stage.

Internal combustion engine

An internal combustion engine including at least one cylinder with a piston moveable therein in an engine block in which microwaves are introduced into a combustion chamber through a microwave window, wherein the combustion chamber is formed by a piston base and a cylinder head, characterized in that the combustion chamber includes a combustion chamber wall which functions as a microwave window at least in portions wherein the combustion chamber wall is made from a wall layer that is made from a ceramic material in which wall layer at least one annular circumferential hollow conductor cavity is arranged with at least one inlet opening for the microwave and which includes at least one outlet opening for the microwave that is run in the annular hollow conductor cavity of the wall layer. In general the invention provides safe ignition of lean fuel air mixtures.

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

Intake holes at the opposite ends are opened and closed by first intake valves. The middle intake hole is opened and closed by a second intake valve. A control device includes an intake variable valve device. First branch channels are connected to the intake holes and produce a normal tumble flow. A second branch channel is configured such that the flow rate of intake air passing through the middle intake hole is relatively greater on the side closer to the outer periphery of the combustion chamber. Where increasing the flow coefficient is given a higher priority, a three-valve drive mode is selected. Where the strength of the normal tumble flow is enhanced, a two-valve drive mode is selected. Where production of the normal tumble flow is reduced, a one-valve drive mode is selected. 1. A control device for an internal combustion engine that includes:a spark plug disposed at a combustion chamber top surface of a cylinder;a fuel injection valve configured to supply a fuel into the cylinder;three intake holes formed in the combustion chamber top surface, the area of a middle intake hole of the three intake holes being smaller than the sum of the areas of intake holes at opposite ends;at least one exhaust hole formed in the combustion chamber top surface;first intake valves configured to open and close the intake holes at the opposite ends;a second intake valve configured to open and close the middle intake hole;at least one exhaust valve configured to open and close the at least one exhaust hole;an intake variable valve device configured to separately control opening and closing of the first intake valves and opening and closing of the second intake valve; andan intake channel that includes first branch channels and a second branch channel, the first branch channels being connected to the intake holes at the opposite ends and being configured to produce a normal tumble flow that ascends on an intake side and descends on an exhaust side in the cylinder, and the second ...

Engine with continuous gas exchange during momentum stroke

An internal combustion engine may include an engine block, a cylinder defining a combustion chamber, and a piston in the cylinder. The piston may travel in a first stroke from one end to an opposite end of the cylinder, and may be sized relative to the cylinder to enable an expansion stroke portion of the first stroke while the piston travels under gas expansion pressure, and a momentum stroke portion of the first stroke for the remainder of the first stroke following the expansion stroke portion. A piston rod portion may be connected to the piston and extend from a location within the combustion chamber to an area external to the cylinder. A recess in the piston rod portion may form a passageway to continuously communicate gas flow between the combustion chamber and the area external to the cylinder when the piston is in the momentum stroke portion.

Engine with compression and momentum stroke

An engine may include a cylinder having a first combustion chamber at one end thereof and a second combustion chamber at an opposing end thereof, first and second cylinder heads at an end of the first combustion chamber and the second combustion chamber, respectively, and a double-faced piston slidably mounted within the cylinder. The piston may be configured to move in a first stroke from the first end to the second end of the cylinder. The piston and the cylinder may be configured such that the first stroke includes an expansion stroke portion during which chemical energy from combustion in the first combustion chamber is converted into mechanical power of the piston, and a momentum stroke portion during which the piston continues to move to the second end of the cylinder and gases are exchanged between the first combustion chamber and a location outside the cylinder.

Auxiliary chamber gas supplying device for gas engine

In an auxiliary chamber gas supplying device for a gas engine including an auxiliary chamber gas supply path through which fuel gas is supplied to an auxiliary chamber, the auxiliary chamber gas supply path is connected to a fuel gas supply source through a solenoid valve, and when the solenoid valve is opened, the fuel gas, in an amount corresponding to an opened period of the solenoid valve, is supplied from the fuel gas supply source to the auxiliary chamber through the auxiliary chamber gas supply path, and the opened period of the solenoid valve is set in such a manner that a predetermined amount of fuel gas is supplied to the auxiliary chamber, and a restriction unit that extends the opened period of the solenoid valve is formed in the auxiliary chamber gas supply path.

Hydraulic antivibrating device

Vibration damping device comprising two frames and an elastomer body that connects armatures together and which delimits a first hydraulic chamber that communicates with a second hydraulic chamber that can be deformed by a constricted passage. A sealed box, integral with the second frame, contains a control device and an actuator. The box is sealed and comprises at least one flexible wall separating from the atmosphere, the interior space of the box.

ETHANOL-BASED FUEL AND USE THEREOF

An ethanol-based fuel is disclosed that includes 40 to 90% by volume ethanol and 60 to 10% by volume castor oil. The fuel may also include one or more additives in a total amount of up to 10 wt. % of the total weight of the ethanol and castor oil. The ethanol-based fuel may be used for operating an internal combustion engine, and may be used as a switch-over fuel, in between using different fuels that are incompatible with each other. 1. An ethanol-based fuel , consisting of 40 to 90% by volume ethanol and 60 to 10% by volume castor oil , and including at least one additive in a total amount of up to 10 wt.-% of the total weight of the ethanol and castor oil.2. The fuel of claim 1 , wherein the ethanol content is 70 to 90% by volume and the castor oil content is 30 to 10% by volume.3. The fuel of claim 1 , wherein the ethanol content is 80 to 90% by volume and the castor oil content is 20 to 10% by volume.4. The fuel of claim 1 , wherein the ethanol content is 85 to 90% by volume and the castor oil content is 15 to 10% by volume.5. The fuel of claim 1 , wherein the ethanol content is 40 to 80% by volume and the castor oil content is 60 to 20% by volume.6. The fuel of claim 1 , wherein the ethanol content is 45 to 65% by volume and the castor oil content is 55 to 35% by volume.7. The fuel of claim 1 , wherein the ethanol content is 45 to 55% by volume and the castor oil content is 55 to 45% by volume.8. The fuel of claim 1 , wherein the ethanol content is 48 to 52% by volume and the castor oil content is 52 to 48% by volume.9. The fuel of claim 1 , wherein the ethanol content is 50% by volume and the castor oil content is 50% by volume.10. The fuel of claim 1 , wherein the at least one additive is selected from the group consisting of thermal stabilizers claim 1 , aging stabilizers claim 1 , antioxidants claim 1 , coloring agents claim 1 , dyes claim 1 , odor modifying agents claim 1 , rust inhibitors claim 1 , inhibitors of gum formation claim 1 , metal deactivators ...

Two-stage precombustion chamber for large bore gas engines

In certain embodiments, a two-stage precombustion chamber may be used to reduce engine NOx levels, with fueled precombustion chambers, while maintaining comparable engine power output and thermal efficiency. One or more fuel admission points may be located in either the first prechamber stage or the second prechamber stage. A more efficient overall combustion characterized by low levels of NOx formation may be achieved by a two-stage precombustion chamber system while generating very high energy flame jets emerging from the second prechamber stage into the main combustion chamber. A first prechamber stage may be substantially smaller than a second prechamber stage. The volumes and aspect ratios of the two prechamber stages, along with the location of the electrodes within the first stage prechamber, the hole patterns, angles and the separate fueling, may be selected to create a distribution of fuel concentration that is substantially higher in the first stage prechamber compared to the second prechamber stage.

All-direction valve and handheld power tool having same

A handheld combustion powered fastening tool may include a driving system that drives fasteners into workpieces in response to combustion of fuel by the driving system. A fuel delivery system may supply fuel to the driving system. The fuel delivery system may include a fuel canister storing liquid fuel, such as liquid hydrocarbons such as propane, and all direction valve, supplying fuel from the fuel canister to the driving system for combustion. The valve may supply fuel to the driving system in a multiplicity of orientations of the valve/canister/tool, allowing the tool to be operable in a plurality of different orientations, including an upright orientation and an inverted orientation.

Micro-gasifier array networking

A collection of gasifier fueled engine systems is networked through a system of connecting pipes and valves in order to provide fast response to output power demands and to extend the range of power levels at which the system exhibits high conversion efficiency.

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

A control apparatus for an internal combustion engine includes an electronic control unit configured to i) perform a fuel introduction process, ii) calculate a total injection amount in the fuel introduction process, and control each of fuel injection valves based on a required injection amount per cylinder when the fuel introduction process is performed, and iii) perform a cylinder deactivation process for stopping fuel from being injected for one or some of cylinders, and controlling each of the fuel injection valves such that an amount of the fuel obtained by dividing the total injection amount is injected for a cylinder or cylinders other than the one or some of the cylinders for which the fuel is stopped from being injected, when the fuel introduction process is performed. 1. A control apparatus for an internal combustion engine including a plurality of cylinders; a plurality of fuel injection valves configured to supply fuel to the plurality of cylinders , respectively; an ignition device configured to perform spark discharge to burn , in the plurality of cylinders , an air-fuel mixture containing the fuel injected from the plurality of fuel injection valves; and a three-way catalyst that is provided in an exhaust passage , the control apparatus comprisingan electronic control unit configured toi) perform a fuel introduction process for causing the plurality of fuel injection valves to inject the fuel and causing the fuel that remains unburned to flow out from the plurality of cylinders to the exhaust passage, when combustion of the air-fuel mixture in the plurality of cylinders is stopped in a situation where a crankshaft of the internal combustion engine rotates,ii) calculate a total injection amount in the fuel introduction process, and control each of the plurality of fuel injection valves based on a required injection amount per cylinder that is obtained by dividing the total injection amount in accordance with the number of the fuel injection valves that ...

FUEL-INJECTION SYSTEM HAVING A FUEL-CONDUCTING COMPONENT, A FUEL INJECTOR AND A SUSPENSION MOUNT

A suspension mount for fuel-injection systems is used to connect a fuel injector to a fuel distributor. A connecting body having an accommodation space is provided, a fuel connector of the fuel injector being able to be disposed at least partially in the accommodation space. In addition, a joining body is provided that is disposed, at least in sections, partially in at least one recess of the connecting body, the recess being connected to the accommodation space, and on which the fuel connector is able to be supported along a longitudinal axis of the accommodation space. The joining body also has an elastically deformable element, the elastically deformable element being disposed in such a way that the joining body permits elastic support of the fuel connector on the connecting body at least along the longitudinal axis. A fuel-injection system having such a suspension mount is also indicated. 111-. (canceled)12. A suspension mount for a fuel-injection system and for connecting a fuel injector to a fuel-conducting component , comprising:a connecting body including an accommodation space, a fuel connector of the fuel injector being able to be disposed at least partially in the accommodation space; and the fuel connector is able to be supported on the joining body along a longitudinal axis of the accommodation space,', 'the joining body includes an elastically deformable element, and', 'the elastically deformable element is disposed in such a way that the joining body permits an elastic support of the fuel connector on the connecting body at least partially along the longitudinal axis., 'a joining body situated, at least in sections, partially in at least one recess of the connecting body, the recess being connected to the accommodation space, wherein13. The suspension mount as recited in claim 12 , wherein the elastically deformable element is disposed in such a way that the joining body permits elastic support of the fuel connector on the connecting body at least ...

VALVE IGNITION PRECHAMBER

Disclosed is a valve ignition prechamber for an internal combustion engine which includes a combustion chamber in which a main load more or less diluted with a neutral gas is ignited, the prechamber including a lamination cavity into which an ignition unit opens and in which a lamination injector can inject under pressure an easily flammable pilot load, a lamination valve being able to close all or part of the lamination duct, in particular under the effect of the pressure of the gases prevailing in the combustion chamber. 11234530. A valve ignition prechamber () for an internal combustion engine () which comprises a cylinder head () which caps a cylinder () to form a combustion chamber () in which a main load can be burned () , the valve ignition prechamber comprising:{'b': 6', '3', '5', '7', '8', '6', '9', '10', '9, 'at least one lamination cavity () which is arranged in the cylinder head () and is connected to the combustion chamber () by a lamination duct () and which also receives a lamination injector () which can directly or indirectly inject into said cavity () a pilot load () previously pressurized by compression means (), said load () consisting of a combustive agent-AF fuel mixture easily flammable by means of a spark;'}{'b': 11', '6', '9, 'ignition means () which open into the lamination cavity () and which can ignite the pilot load ();'}{'b': 13', '7', '14', '6', '15', '11', '13', '7', '6', '5', '5', '6, 'a lamination valve () which can close all or part of the lamination duct () and which exposes both a cavity side face () subjected to the pressure of the gases prevailing in the lamination cavity (), as well as a chamber side face () subjected to the pressure of the gases prevailing in the combustion chamber (), said lamination valve () being able to translate with respect to said duct () under the effect of the pressure of the gases, either towards the lamination cavity () when said pressure prevailing in the latter is lower than the pressure ...

Heating Device for an Exhaust System of an Internal Combustion Engine

A heating device for an exhaust system of an internal combustion engine; the heating device has: a first tubular body wherein a combustion chamber is obtained; a fuel injector to inject fuel into the combustion chamber; an inlet opening, which is obtained through the first tubular body and can be connected to a fan to receive an air flow, which is directed into the combustion chamber; a hot air outlet opening to let hot air out of the combustion chamber; an outlet duct, which originates from the outlet opening; a spark plug which is mounted through a side wall of the first tubular body to trigger the combustion of a mixture of air and fuel; and a labyrinth, which surrounds a side wall of the tubular body, starts from the inlet opening, ends in the combustion chamber, and the air must necessarily flow out of the inlet opening until reaching the combustion chamber. 16126) A heating device () for an exhaust system () of an internal combustion engine (); the heating device () comprises:{'b': ['12', '7'], '#text': 'a first tubular body () where a combustion chamber () is obtained on the inside;'}{'b': ['9', '14', '12', '7'], '#text': 'a fuel injector (), which is mounted through a first base wall () of the first tubular body () so as to inject fuel into the combustion chamber ();'}{'b': ['18', '8', '7'], '#text': 'at least one inlet opening (), which can be connected to a fan () so as to receive an air flow, which is directed into the combustion chamber () and mixes with the fuel;'}{'b': ['17', '7', '17', '15', '12', '14'], '#text': 'a hot air outlet opening () to let hot air out of the combustion chamber (), which outlet opening () is obtained at a second base wall () of the first tubular body () opposite the first base wall ();'}{'b': ['11', '17'], '#text': 'an outlet duct (), which originates from the outlet opening ();'}{'b': ['10', '16', '12'], '#text': 'a spark plug (), which is mounted through a side wall () of the first tubular body () so as to trigger the ...

Six-Stroke Combustion Cycle Engine and Process

A fuel introduction system introduces fuel to an internal combustion engine operating on a six-stroke combustion cycle including a first compression stroke, a first power stroke, a second compression stroke, and a second power stroke. The fuel introduction system includes a first orifice set for introducing a first fuel charge to a combustion chamber of the engine during the first compression stroke and/or power stroke and a second orifice set for introducing a second fuel charge to the combustion chamber during the second compression stroke and/or power stroke. Combustion of the second fuel charge can assist in burning particulate matter left in the combustion chamber from combusting the first fuel charge. The first and second orifice sets can be configured to differentiate the first and second fuel charges by, for example, fuel quantity or spray pattern.

Combustion control device for compression autoignition engine

A combustion control device for a compression autoignition engine includes an engine, a state quantity setting device, a spark plug, a controller, and a sensor. The spark plug receives a control signal from the controller and ignites air-fuel mixture at predetermined ignition timing such that the ignited air-fuel mixture is combusted by flame propagation and then unburned air-fuel mixture in a combustion chamber is combusted by autoignition. The controller outputs a control signal to an injector such that, in a compression stroke, fuel is injected at specific timing at which a line obtained by extending an axis of each hole of the injector overlaps with a specific portion including an opening edge of a cavity in an upper surface of a piston.

Cylinder head assembly

A cylinder head assembly for an internal combustion engine has a housing ( 12 ) in which a plurality of elements ( 18, 44 ) are arranged. An optical duct ( 24 ) is formed in the housing ( 12 ) and is assigned to at least one of the elements ( 18 ). The optical duct ( 24 ) is assigned an infrared detector ( 28 ) that is designed to detect infrared radiation ( 30 ) from the at least one element ( 18 ) through the optical duct ( 24 ) to determine a temperature (T) of the at least one element ( 18 ).

Ducted fuel injection

Various technologies presented herein relate to enhancing mixing inside a combustion chamber to form one or more locally premixed mixtures comprising fuel and charge-gas to enable minimal, or no, generation of soot and/or other undesired emissions during ignition and subsequent combustion of the locally premixed mixtures. To enable sufficient mixing of the fuel and charge-gas, a jet of fuel can be directed to pass through a bore of a duct causing charge-gas to be drawn into the bore creating turbulence to mix the fuel and the drawn charge-gas. The duct can be located proximate to an opening in a tip of a fuel injector. The various technologies presented herein can be utilized in a number of combustion systems, such as compression-ignition (CI) reciprocating engines, spark-ignition (SI) reciprocating engines, gas-turbine (GT) engines, burners and boilers, wellhead/refinery flaring, etc.

PARTIAL GAS SEPARATION TECHNIQUE FOR OXYGEN AND NITROGEN ENRICHMENT OF ATMOSPHERIC AIR

The specification and drawings present a new apparatus and method for a partial gas separation technique which can be used, e.g., for continuously providing, using a predefined atmospheric air (normally atmospheric air comprises 78% of nitrogen Nand 21% of oxygen O), oxygen-enriched gas/air and/or nitrogen-enriched gas/air in fossil-fueled combustion devices/systems to a combustion area/chamber and the like for improving combustion, exhaust and related properties of the apparatus. The partial gas separation technique can be based on forming a predefined directional pattern of a gas mixture of a plurality of gases, using a direction forming element, subsequently moving an output gas from the direction forming element at least along/against one surface of a gas separation element to spatially separate in part the plurality of gases having different molecular weights. 1. An apparatus , comprising at least one gas/air separator which comprises:an input port for entering a gas mixture of a plurality of gases having different molecular weights;a direction forming element, configured to intake the gas mixture to form a predefined directional pattern of the gas mixture;a gas separation element having at least one surface, so that an output gas from the direction forming element is provided at least along the at least one surface to spatially separate in part the plurality of gases, where gases with a larger molecular weight out of the different molecular weights are concentrated closer to the at least one surface due to conservation of momentum, so that, in a statistical process, molecules of gases having the larger molecular weight when pushed against the at least one surface attain a slower speed than molecules of gases with a smaller molecular weight when pushed against the at least one surface;at least one collector gate, configured to collect a first gas mixture enriched with a first gas (a first enriched gas) near the at least one surface, the first gas having a ...

FUEL REFORMING SYSTEM FOR VEHICLE INTAKE AND EXHAUST LINE

A fuel reforming system for a vehicle intake and exhaust line that reforms fuel in a vehicle intake and exhaust line including an exhaust gas recirculation (EGR) apparatus that recirculates a portion of an exhaust gas of an engine and a recirculation line that transfers an exhaust gas that is recirculated by the exhaust gas recirculation apparatus to supply as an intake gas of the engine, may include a fuel reformer that mixes an exhaust gas that passes through the recirculation line with fuel and that reforms fuel that is mixed in the exhaust gas, wherein an insulation material is coated at a wall surface of the fuel reformer. 1. A fuel reforming system for a vehicle intake and exhaust line that reforms fuel in the vehicle intake and exhaust line having an exhaust gas recirculation (EGR) apparatus that recirculates a portion of an exhaust gas of an engine and a recirculation line that transfers the exhaust gas that is recirculated by the exhaust gas recirculation apparatus to supply as an intake gas of the engine , the fuel reforming system comprising:a fuel reformer that mixes an exhaust gas that passes through the recirculation line with fuel and that reforms fuel that is mixed in the exhaust gas,wherein an insulation material is coated at a wall surface of the fuel reformer, andwherein a thickness of the coated insulation material is 100 μm to 300 μm.2. The fuel reforming system of claim 1 , wherein the insulation material contains aerogel of 15 wt. % or more.3. The fuel reforming system of claim 1 , wherein the fuel reformer includes:an inlet that receives an exhaust gas that passes through the recirculation line;a mixing portion that mixes an exhaust gas that is entered into the inlet with fuel;a reforming portion that reforms fuel that is mixed with an exhaust gas in the mixing portion; andan outlet that discharges an exhaust gas that passes through the reforming portion to the recirculation line.4. The fuel reforming system of claim 3 , wherein in the mixing ...

ENGINE CONTROL APPARATUS

Engines fuelled with gaseous fuel stored in liquefied form comprise different strategies and controls for managing gaseous fuel compared to other systems, previously resulting in an ad hoc arrangements of controllers. An engine control apparatus comprises an internal combustion engine fuelled with a gaseous fuel stored in liquefied form and a control unit programmed with a fuel system module, for monitoring gaseous fuel pressure and actuating a fuel injection apparatus for introducing gaseous fuel into a combustion chamber, and a liquefied gaseous fuel module, for monitoring the quantity of liquefied gaseous fuel remaining in a storage vessel and controlling a pumping apparatus that pumps liquefied gaseous fuel from the storage vessel to a vaporizer. The fuel system control module and the liquefied gaseous fuel control module cooperate to introduce gaseous fuel in the combustion chamber at a predetermined pressure as a function of engine operating conditions. 1. An engine control apparatus comprising an internal combustion engine fuelled with a gaseous fuel stored in liquefied form comprising: a fuel system module for monitoring gaseous fuel pressure and actuating a fuel injection apparatus for introducing gaseous fuel into a combustion chamber of said internal combustion engine; and', 'a gaseous fuel module for monitoring the quantity of liquefied gaseous fuel remaining in a storage vessel and controlling a pumping apparatus that pumps liquefied gaseous fuel from said storage vessel to a vaporizer;, 'a control unit programmed withwherein said fuel system control module and said gaseous fuel control module cooperate to introduce gaseous fuel in said combustion chamber at a predetermined pressure as a function of engine operating conditions.2. The engine control apparatus of claim 1 , wherein said fuel injection apparatus introduces gaseous fuel directly into said combustion chamber.3. The engine control apparatus of claim 1 , wherein said fuel injection apparatus ...

Combustion control device for compression autoignition engine

A control device for a compression autoignition engine includes an engine, a state quantity setting device, a spark plug, a controller, and a sensor. The spark plug receives a control signal from the controller and ignites air-fuel mixture at predetermined ignition timing such that the ignited air-fuel mixture is combusted by flame propagation and then unburned air-fuel mixture in a combustion chamber is combusted by autoignition. The controller outputs a control signal to an injector such that preceding injection and succeeding injection are performed in a compression stroke.

Piston machine

A piston machine including: a crankshaft; a cylinder defining an internal chamber; a piston positioned in the chamber, the piston being connected to the crankshaft and being configured to reciprocate inside the chamber; a head attached to the cylinder and closing the chamber at an end opposing the piston. The head includes at least one port group including ports for allowing fluid communication between the chamber and a respective manifold; and for each port group, a valve arrangement coupled to the head, each valve arrangement including, a valve for operatively controlling fluid flow through the respective port and a bridge coupled to the valves, wherein movement of the bridge relative to the head causes synchronised operation of the valves; and, an actuator for causing the bridge to move based on the reciprocation of the piston.

BOUGIE D'ALLUMAGE A ELECTRODE-NAVETTE

A spark plug with shuttle electrode is provided for an internal combustion engine which includes a combustion chamber in which a main charge diluted with a neutral gas is ignited, the spark plug housing a lamination cavity in which a central electrode opens and in which a lamination injector is able to inject under pressure a pilot charge consisting of an easily flammable combustive-AF fuel mixture, the cavity being connected to the combustion chamber by a lamination duct, while a shuttle electrode is interposed between the central electrode and a ground electrode and can translate in the lamination duct. 1121673451151121617151818. A spark plug with shuttle electrode () for an internal combustion engine () , said spark plug () comprising at least electrodes ( , ) and a ceramic insulator () housed in a metal base () which has a base threading () , said spark plug () also comprising a lamination cavity () connected to a combustion chamber () included in the internal combustion engine () through a lamination duct () while a lamination injector () can directly or indirectly inject into said cavity () a pilot charge () previously pressurized , said charge () consisting of an combustive-AF fuel mixture easily ignited by a spark , further comprising:{'b': 6', '15, 'at least one central electrode () which opens into the lamination cavity ();'}{'b': 20', '16', '20', '6', '7', '21', '7', '11', '22', '6', '15', '20', '16', '15', '11', '11', '15, 'at least one shuttle electrode () which is wholly or partly made of an electrically conductive material and which is partially or entirely housed with a small clearance in the lamination duct (), said shuttle electrode () being interposed between the central electrode () and a ground electrode () and having both a chamber-side end () which faces the ground electrode () and which is exposed to the pressure prevailing in the combustion chamber () as well as a cavity-side end () which faces the central electrode () and which is exposed ...

TWO-STROKE INTERNAL COMBUSTION ENGINE WITH A SPHERICAL CHAMBER

An internal combustion heat engine, of which the architecture of one elementary “cylinder” includes 4 identical mobile couplings distributed about the Z axis of the engine, consisting of a segmented “piston” driven by the crank pin of a crankshaft and guided by a roller rolling in a slide. The crankshafts, which are parallel and synchronised by a gear mechanism, perform one revolution per cycle. Each piston includes a sliding surface that nearly touches the cylinder face of the adjacent piston, but on which the segmentation slides in sealed contact. The concave shape of the 4 overlapping faces encloses a chamber volume that changes cyclically: at a minimum, having a quasi-spherical shape during combustion, reducing the heat losses at the walls, and at a maximum, uncovering the ports allowing intake and exhaust via transfer units and manifolds with the possibility of more economical Miller/Atkinson distribution, via rotary plates. 1. A heat engine , internal combustion , alternating , having a fixed chassis assembly , comprising: [ [ [{'b': '51', 'one cylinder face (), with its surface ruled all over and generally concave according to a sliding axis W referenced relative to the piston assembly, and around which it is curved, with this axis being perpendicular to axis Z of the motor,'}, {'b': 52', '51', '53, 'one sliding surface () whose intersection with one edge of the cylinder face () is a sharp edge line, known as front edge () and'}, {'b': '52', 'one sealing device comprising the sliding surface (),'}], 'A piston assembly, consisting of at least, {'b': 30', '39, 'a cyclic drive and orientation mechanism (), consisting of at least one drive shaft (), in cyclic and monotone rotation, which drives and positions the piston assembly relative to the chassis assembly, according to a movement in a plane P that is perpendicular to axis Z of the motor,'}], 'A whole number N, where N is greater than or equal to 3, of moving parts that are likewise distributed at regular ...

METHOD OF A CONTROLLED ENGINE, ENGINE AND VARIANTS

An internal combustion engine and a method of controlling an internal combustion engine are provided, that are more efficient than existing engines. The internal combustion engine includes a combustion chamber, and the engine is configurable to operate in: a compressionless operating mode where the engine is driven by combustion of fuel and oxidant in the combustion chamber without compression of the fuel and oxidant; and a compression generating operating mode where the engine is used to compress fluid in the combustion chamber. 1. An internal combustion engine comprising a combustion chamber , the engine configurable to operate in:a compressionless operating mode where the engine is at least partly driven by combustion of fuel and oxidant in the combustion chamber without compression of the fuel and oxidant by a compression stroke of the engine; anda compression generating operating mode where the engine is at least partly used to compress fluid in the combustion chamber.2. The internal combustion engine of claim 1 , wherein the engine is configurable to switch between the compressionless operating mode and the compression generating operating mode while the engine is running.3. The internal combustion engine of claim 1 , wherein in the compression generating operating mode the contents of the combustion chamber does not include a fuel.4. The internal combustion engine of wherein in the compressionless operating mode the engine is configured to:initially provide the fuel and the oxidant into the combustion chamber, such that at least one of the fuel and oxidant is provided at a level significantly higher than stochiometric proportions, to thereby act as a buffer for initial combustion of the fuel and oxidant;ignite the fuel and oxidant in the combustion chamber of the engine to thereby drive the engine; andsubsequent to igniting the fuel and oxidant, provide further fuel and/or oxidant into the combustion chamber, such that levels of fuel and oxidant in the ...

COMBUSTION CHAMBER ASSEMBLY WITH ADAPTED MIXED AIR HOLES

The proposed solution relates to a combustion chamber assembly of an engine (T), in which an overrun of a spark plug is defined with a specific outer cone and a specific inner cone, and mixing air holes of a first arrangement and of at least one second arrangement that lie at least partially in a partial region of the overrun of the spark plug, said overrun being defined by the outer cone and the inner cone and extending downstream of the spark plug as far as an inner apex point (Si) of the inner cone, are formed with a flow cross section which is different from a flow cross section which the mixing air holes adjoining in the circumferential direction (U) of the respective arrangement have. 2. The combustion chamber assembly according to claim 1 , wherein claim 1 , depending on whether the access hole of the spark plug is sealed by at least one seal or whether there is a leakage gap (g) between an inner lateral surface of the access hole and the spark plug claim 1 , the flow cross section of the mixing air holes lying at least partially in the partial region of the overrun is increased or reduced in relation to the mixing air holes of the respective arrangement.3. The combustion chamber assembly according to claim 2 , wherein claim 2 , when a spark plug is provided in a sealed access hole claim 2 , a flow cross section of at least one mixing air hole present in the partial region of the overrun is increased in such a manner that claim 2 , by means of the increased flow cross section claim 2 , it is possible to compensate for between 10% and 100% claim 2 , in particular between 33% and 100% claim 2 , of a quantity of mixing air by which a mixing air flow is reduced in the region of the sealed access hole in relation to regions of the combustion chamber wall adjoining in the circumferential direction (U) without a spark plug.4. The combustion chamber assembly according to claim 3 , wherein a flow cross section of a mixing air hole which at least partially lies in the ...

SPLIT-CYCLE ENGINE

the present disclosure is related to an engine with entry ignition, comprising a compressor coupled to a pressure reservoir, wherein the pressure reservoir comprises a conduit connected to a mixing chamber wherein the mixing chamber comprises a fuel injector, and wherein the mixing chamber is coupled to a combustion chamber, a valve at the opening of the combustion chamber, wherein the valve is configured to open and close one or more channels between the mixing chamber and the combustion chamber, an exhaust valve at the opening of the combustion chamber. and a valve actuator connected to the exhaust valve. 1. An engine with entry ignition , comprising:a compressor coupled to a pressure reservoir, wherein the pressure reservoir comprises a conduit connected to a mixing chamber;wherein the mixing chamber comprises a fuel injector, and wherein the mixing chamber is coupled to a combustion chamber;a valve at the opening of the combustion chamber, wherein the valve is configured to open and close one or more channels between the mixing chamber and the combustion chamber,an exhaust valve at the opening of the combustion chamber, anda valve actuator connected to the exhaust valve.2. The engine of claim 1 , wherein the conduit connecting the pressure reservoir to the mixing chamber comprises a baffle.3. The engine of claim 1 , further comprising a thermal insulation layer for at least one of: the pressure reservoir claim 1 , the conduit connecting the pressure reservoir to the mixing chamber claim 1 , the mixing chamber claim 1 , and combinations thereof.4. The engine of claim 1 , wherein the compressor comprises an isothermal compressor and wherein a heat exchanger couples the isothermal compressor to the pressure reservoir.5. The engine of claim 1 , further comprising two or more compressors claim 1 , wherein one or more intercoolers connects the two or more compressors to each other.6. The engine of claim 1 , wherein the mixing chamber further comprises means for a cold ...

A Cylinder Head With Valve Deactivators

To improve fuel efficiency, some gasoline engines are equipped with valve deactivators in some of the cylinders so that at low torque conditions only a subset of the total number of cylinders are active. In prior art engines, particularly when they have four valves per cylinder, space is tight. It is known to provide a cam carrier in the head between the cylinder head and the camshaft. The cylinder head bolts pass through the head under the cam carrier. According to the present disclosure, the cam carrier, and its associated disadvantages, is obviated by widening the bearings for the camshafts, using smaller diameter head bolts, and putting the orifices tor the head bolts directly through the bearings. 112-. (canceled)13. A method to assemble an engine , comprising:casting a cylinder head that comprises combustion chamber tops and a plurality of cam towers, the cam towers having bearing surfaces each having an orifice defined in the bearing surfaces;bolting the cylinder head to an engine block with bolts passing through the orifices in the bearing surfaces of the cam towers; andinstalling followers in the cylinder head, at least one-quarter of the followers being deactivatable followers.14. The method of claim 13 , further comprising:installing two intake poppet valves and two exhaust poppet valves into ports formed in each of the combustion chamber tops in the cylinder head.15. The method of claim 13 , further comprising:installing a plurality of non-deactivatable followers in the cylinder head.16. The method of wherein:the cylinder head has four combustion chamber tops;each combustion chamber top has two intake valves and two exhaust valves disposed therein;half of the intake valves and half of the exhaust valves are provided with the deactivatable followers.17. The method of claim 13 , further comprising:placing camshafts in the cam towers; andinstalling cam caps onto cam towers of the cylinder head to thereby capture the camshafts.18. The method of wherein the ...

ENGINE

An engine provided with a combustion chamber includes a cylinder head in which a bulkhead is provided so as to extend toward the combustion chamber and an intake port is formed so as to bifurcate at the bulkhead, a bulkhead member that is provided with a partition plate intersecting the bulkhead and that divides the intake port into a first flow passage and a second flow passage with the partition plate provided between the first and second flow passages. The bulkhead of the cylinder head has a cutout formed and the partition plate of the bulkhead plate has an auxiliary wall that fills the cutout. 1. An engine comprising:a combustion chamber;a cylinder head in which a bulkhead is provided so as to extend toward the combustion chamber and an intake port is formed so as to bifurcate at the bulkhead; anda plate member that is provided with a partition plate intersecting the bulkhead and that divides the intake port into a first flow passage and a second flow passage, the partition plate being provided between the first and second flow passages,wherein a cutout is formed in the bulkhead of the cylinder head and an auxiliary wall is provided in the partition plate of the plate member in such a manner as to fill the cutout.2. The engine according to claim 1 ,wherein the auxiliary wall projects from both sides of the partition plate.3. The engine according to claim 1 ,wherein the intake port bifurcates at the bulkhead into a first port and a second port;wherein the cylinder head comprises a first port inner wall that constitutes an inner wall of the first port in such a manner as to face the bulkhead and a second port inner wall that constitutes an inner wall of the second port in such a manner as to face the bulkhead; andwherein the plate member comprises a first engaging member that engages a groove formed in the first port inner wall and a second engaging member that engages a groove formed in the second port inner wall.4. The engine according to claim 2 ,wherein the ...

Internally cooled internal combustion engine and method thereof

An internal combustion engine is equipped with a water injector for cooling the internal combustion engine by a spray of atomized water into the intake track or combustion chamber prior to ignition. The atomized water spray may be in the intake manifold or directly in the cylinder. The water is injected at a volume of between a ratio of about 95% fuel to about 5% water and about 50% fuel and about 50% water. The temperature of the internal combustion engine is maintained at between about 95° C. and about 200° C. during operation.

STRUCTURE OF COMBUSTION CHAMBER FOR DIRECT INJECTION ENGINE

A fuel injection valve is shifted, with respect to the bore center of a cylinder, toward one end of an engine's output shaft. A top surface of a piston has inclined surfaces, and is raised by the inclined surfaces. A cavity is formed by hollowing out portions of the inclined surfaces, and faces the injection axis of the fuel injection valve. In a vertical cross section taken along the plane passing through a particular location in an intake other-side region of a combustion chamber and the location of the fuel injection valve, the distance from an injection tip of the fuel injection valve to the wall surface of the cavity at the particular location is longer than that from the injection tip to the wall surface at a diametrically opposed location to the particular location. 1. A structure of a combustion chamber for a direct-injection engine , the structure comprising:a piston inserted into a cylinder and having a cavity formed by recessing a top surface of the piston;a surface of a cylinder head forming a ceiling portion of the combustion chamber and having an intake-side inclined surface and an exhaust-side inclined surface, the ceiling portion being configured to define, along with the cylinder and the piston, a pent-roof-shaped combustion chamber, the intake-side inclined surface being provided with openings of two intake ports arranged side by side along an engine's output shaft, the exhaust-side inclined surface being provided with an opening of an exhaust port; anda fuel injection valve arranged on a ridge line of a pent roof at which the intake-side and exhaust-side inclined surfaces intersect with each other, the pent roof forming the ceiling portion of the cylinder head, the fuel injection valve being shifted, with respect to a bore center of the cylinder, toward one end of the engine's output shaft, the fuel injection valve having an injection axis that extends along an axis of the cylinder, the fuel injection valve being configured to inject fuel through ...

SYSTEMS AND METHODS FOR CATALYST HEATING DURING COLD-START WITH AN ACTIVE PRE-CHAMBER

Methods and systems are provided for operating a cylinder of an engine including a pre-chamber ignition system during a cold start condition. In one example, a method may include performing a post-injection in the cylinder, and then performing a pre-chamber combustion during an exhaust stroke of the cylinder. In this way, a temperature of a catalyst of the engine may be increased, which may decrease vehicle emissions during the cold start condition. 1. A method , comprising:during a cold start condition, injecting an amount of post-injection fuel in each of a cylinder and a pre-chamber during an exhaust stroke of the cylinder to heat a catalyst, the amount based on an air-fuel ratio (AFR) of a first pre-chamber air-fuel mixture and an AFR of a first cylinder air-fuel mixture;combusting the first pre-chamber air-fuel mixture in the pre-chamber during a compression stroke of the cylinder to ignite the first cylinder air-fuel mixture; andcombusting a second pre-chamber air-fuel mixture in the pre-chamber during the exhaust stroke of the cylinder.2. (canceled)3. The method of claim 1 , wherein combusting an air-fuel mixture in the pre-chamber of the cylinder includes:delivering air for the air-fuel mixture via a pre-chamber air injector;delivering fuel for the air-fuel mixture via a pre-chamber fuel injector; andigniting the air-fuel mixture via a pre-chamber spark plug.4. The method of claim 1 , wherein injecting the amount of post-injection fuel in the cylinder during the exhaust stroke of the cylinder includes delivering fuel for a post injection via a cylinder fuel injector.5. The method of claim 1 , wherein the AFR of exhaust gas from each combustion cycle is substantially stoichiometric.6. The method of claim 1 , wherein the AFR of the first pre-chamber air-fuel mixture is rich relative to the AFR of the first cylinder air-fuel mixture.7. The method of claim 1 , wherein the cold start condition is indicated responsive to a duration after an engine start.8. The ...

MANAGING SHIFT ENERGY IN A TRANSMISSION OF A VEHICLE

A method and apparatus for continually and rapidly adjusting the output torque of an engine according to a torque demand uses an active tappet to vary the instant air charge in a combustion chamber, so as to modulate engine torque during an automatic change of speed ratio. The invention allows substantially efficient combustion throughout the engine operating map. Various methods of changing the charge of air are disclosed. 118-. (canceled)19. A method of managing the torque output of an engine during a step change of speed ratio in an associated automatic transmission , said engine including at least one active tappet for an inlet valve , the method comprising:detecting commencement of a change of a current speed ratio in said transmission;commanding said active tappet to reduce a volume of air available for combustion in said engine;detecting engagement of a subsequent speed ratio; andcommanding said active tappet to increase the volume of air available for combustion in said engine.20. A method according to claim 19 , wherein the engine comprises a plurality of cylinders and the at least one active tappet comprises an active tappet for an inlet valve of each of the cylinders.21. A method according to claim 20 , wherein the commanding is performed for each active tappet independently by an electronic control unit of said engine to change the volume of air available for combustion in a respective cylinder for successive combustion events in the respective cylinder.22. A method according to claim 19 , wherein detecting commencement of a change of current speed ratio comprises detecting de-clutching of the engine.23. A method according to claim 19 , wherein detecting engagement of a subsequent speed ratio comprises detecting re-clutching of the engine.24. A method according to claim 19 , wherein the engine comprises a spark ignition engine claim 19 , and the method comprises determining a timing of commencement of combustion by an ignition spark.25. A method ...

System and Method for Rotational Combustion Engine

A rotational combustion engine that generates force from the reciprocal motion and centripetal motion of one or more pistons that is then converted into rotational motion of a first cam and second cam wherein the cams are separated by a 2-3 degree horizontal offset and an angle of 60 degrees as well as camshaft assembly and driving shaft to provide power to an entity such as an automobile. 1. A machine comprising:a first cam arranged at an angle on the vertical plane;a connector attached to the first cam;a second cam attached to the connector arranged at an angle on the vertical plane at a horizontal offset compared to the first cam, the first cam and the second cam configured to rotate in unison;one or more cylinders with an intake valve and an exhaust valve, the one or more cylinders attached to the first cam; anda piston attached to and movable within each cylinder of the one or more cylinders, the pistons configured to move as the first and the second cam rotate.2. The machine of claim 1 , wherein the horizontal offset is a 2 to 3-degree horizontal offset.3. The machine of claim 2 , wherein there is an acute angle between the first cam and the second cam.4. The machine of further comprising: a driving shaft mounted for rotation about an axis connected to the second cam wherein the driving shaft and the second cam are configured to rotate in unison.5. The machine of claim 4 , wherein the connector is a ball and socket fastener.6. The machine of claim 5 , wherein the pistons each have a connecting rod claim 5 , the connecting rods having one or more rod connectors connected to the second cam.7. The machine of claim 6 , wherein the first cam has a plurality of apertures wherein the one or more cylinders are positioned within the plurality of apertures.8. The machine of claim 7 , wherein the first cam is connected to a first gear mounted to the center of first cam claim 7 , the first gear configured to move in unison with the first cam.9. The machine of claim 8 , ...

APPARATUS AND SYSTEM FOR DUAL IGNITION SOURCES FOR A VEHICLE

Apparatuses, methods, and systems for igniting fuel for an internal combustion engine, an ignition system include a first ignition device associated with a pre-combustion chamber of a cylinder and a second ignition device associated with a main combustion chamber of the cylinder. An engine control unit is operably connected to both the engine and the ignition system to ignite fuel for the cylinder with the first ignition device independently of igniting fuel with the second ignition device. The engine control unit determines an occurrence of a combustion condition and in response thereto (i) ignites fuel for combustion with both the first and the second ignition devices or (ii) ignites fuel for combustion only with the second ignition device. The engine control unit determines a second combustion condition and in response thereto ignites fuel only with the first ignition device. 1. A method comprising:determining a first combustion condition of an internal combustion engine including an ignition system including a first ignition device for igniting fuel in a pre-combustion chamber of a cylinder and a second ignition device for igniting fuel in a main combustion chamber of the cylinder, and an engine control unit configured to initiate ignition with the first ignition device independently of the second ignition device; andin response to the first combustion condition, (i) igniting fuel with the first ignition device and the second ignition device or (ii) igniting fuel with the second ignition device without igniting fuel with the first ignition device, to operate the engine.2. The method of claim 1 , further comprising:determining an occurrence of a second combustion condition associated with operation of the internal combustion engine; andin response to the second combustion condition, igniting fuel with only the first ignition device to operate the engine.3. The method of claim 2 , wherein the first combustion condition includes at least one of a cold engine start ...

HOMOGENOUS CHARGE ELECTROMAGNETIC VOLUME IGNITION INTERNAL COMBUSTION ENGINE AND ITS IGNITION METHOD

A homogenous charge electromagnetic volumetric ignition (HCEMVI) internal combustion engine (ICE) and its ignition method are disclosed in the present invention. The HCEMVI ICE includes a control module of the engine, an electromagnetic wave source, an electromagnetic wave coupling module and the cylinders of the ICE. Its ignition method is stated as: the control module of the engine controls the electromagnetic wave generation and, when the piston of a cylinder containing an air-fuel mixture moves to the preset ignition advance angle, the electromagnetic wave source is commanded to generate an electromagnetic wave at a frequency in accordance with the resonant frequency of the cylinder head at the advance angle. The electromagnetic wave is transmitted into the cylinder by the coupling module to create a strong electric field through electromagnetic resonance in the cylinder head and initiate volumetric ignition and bulk combustion of the air-fuel mixture inside the cylinder of the engine.

Vertical engine

Even in the case where a crankshaft extends in a substantially vertical direction, it is possible to reduce a situation that sprays of fuel injected from injectors may adhere to inner wall surfaces of intake passages, and it is possible to make the fuel supply to combustion chambers stable. Provided is a vertical engine including: a pair of intake passages ( 911 a and 911 b ) which are arranged in an up and down direction with the interposition of a central axis of a cylinder ( 241 ) therebetween; a pair of intake valves ( 41 L 1 and 41 L 2 ) which open and close the pair of intake passages; and fuel injectors ( 70 L 1 and 70 L 2 ) which inject fuel to the pair of intake passages; wherein: the fuel injectors are arranged so that fuel injection directions by the fuel injectors can go not toward valve stems ( 411 ) of the intake valves provided in the upper and lower intake passages respectively but toward the backs of valve heads of the intake valves on a central axis (C 1 ) side of the cylinder and the fuel injectors are disposed so that a central axis (FC 2 ) of injection of the fuel injector into the lower intake passage can be closer to the central axis side of the cylinder than a central axis (CF 1 ) of injection of the fuel injector into the upper intake passage.

SENSOR FOR DETECTING ELECTRICALLY CONDUCTIVE AND/OR POLARIZABLE PARTICLES, SENSOR SYSTEM, METHOD FOR OPERATING A SENSOR, METHOD FOR PRODUCING A SENSOR OF THIS TYPE AND USE OF A SENSOR OF THIS TYPE

A sensor for detecting electrically conductive and/or polarizable particles, in particular for detecting soot particles, includes a substrate and at least two electrode layers, a first electrode layer and at least one second electrode layer, which is arranged between the substrate and the first electrode layer. At least one insulation layer is formed between the first electrode layer and the at least one second electrode layer and at least one opening is formed in both the first electrode layer and the at least one insulation layer. At least some sections of the opening in the first electrode layer and of the opening in the insulation layer are arranged one above the other, such that at least one passage is formed to the second electrode layer. 143.-. (canceled)44. A sensor for detecting soot particles , the soot particles being electrically conductive or polarizable , the sensor comprising:a substrate,a first electrode layer and a second electrode layer, the second electrode layer arranged between the substrate and the first electrode layer;a first insulation layer disposed between the first electrode layer and the second electrode layer; anda first opening disposed in the first electrode layer and a second opening disposed in the first insulation layer;wherein the first opening and the second opening are aligned to form a first passage to the second electrode layer.45. The sensor as claimed in claim 44 , wherein the first passage is in a form of an elongate depression.46. The sensor as claimed in claim 44 , wherein the first opening is formed at a distance from a peripheral region of the first electrode layer and the second opening is formed at a distance from a peripheral region of the first insulation layer.47. The sensor as claimed in claim 44 , wherein the first electrode layer or the second electrode layer comprises a metal claim 44 , a metal alloy claim 44 , a high-temperature-resistant metal claim 44 , a high-temperature-resistant alloy claim 44 , a ...

Internal Combustion Engine Control Device

Optimum fuel consumption and a stable combustion state are obtained by performing control to keep ignition always at an optimum timing such that ignition timing becomes MBT, without changing an EGR amount or an EGR rate that can realize the optimum fuel consumption rate. Therefore, in an internal combustion engine control device for controlling an internal combustion engine connected with a humidity sensor configured to detect humidity in an atmosphere and an ignition device configured to ignite an air-fuel mixture in a combustion chamber, the internal combustion engine control device includes a moisture amount calculation part configured to calculate an amount of moisture contained in intake air flowing into the combustion chamber according to a detection value of the humidity sensor; and an ignition timing control part configured to control ignition timing of the ignition device. In the internal combustion engine control device, the ignition timing control part controls the ignition timing of the ignition device so as to move in an advance direction as the amount of moisture in intake air calculated by the moisture amount calculation part increases. 1. An internal combustion engine control device for controlling an internal combustion engine connected with a humidity sensor configured to detect humidity in an atmosphere and an ignition device configured to ignite an air-fuel mixture in a combustion chamber , the internal combustion engine control device comprising:a moisture amount calculation part configured to calculate an amount of moisture contained in intake air flowing into the combustion chamber according to a detection value of the humidity sensor; andan ignition timing control part configured to control ignition timing of the ignition device, whereinthe ignition timing control part controls the ignition timing of the ignition device so as to move in an advance direction as the amount of moisture in intake air calculated by the moisture amount calculation ...

INTERNAL COMBUSTION ENGINE AND CONTROL METHOD OF INTERNAL COMBUSTION ENGINE

An electronic control unit of an internal combustion engine is configured to control the fuel injection valve and to control a spark plug if necessary such that fuel is combusted by pre-mixture compression ignition combustion or flame propagation combustion. The electronic control unit is configured to perform homogeneous combustion in a flame ignition operation range when switching failure has not occurred, the homogeneous combustion being combustion in which fuel homogeneously diffused into the combustion chamber is ignited using the spark plug and is combusted by flame propagation combustion. The electronic control unit is configured to perform spray-guided stratified combustion in a second operation range when the switching failure has occurred, the spray-guided stratified combustion being combustion in which fuel in the fuel injection path is ignited using the spark plug and is combusted by the flame propagation combustion. 1. An internal combustion engine comprising:an engine body;a fuel injection valve configured to directly inject fuel into a combustion chamber of the internal combustion engine;a spark plug, an electrode portion of the spark plug being disposed in one of the inside of a fuel injection path and the vicinity of the fuel injection path;a characteristic switching mechanism configured to switch a lift characteristic between a first lift characteristic and a second lift characteristic, the first lift characteristic being a lift characteristic of an exhaust valve of opening the exhaust valve in an exhaust stroke, the second lift characteristic being a lift characteristic of the exhaust valve of opening the exhaust valve in the exhaust stroke and an intake stroke; andan electronic control unit configured to control the fuel injection valve and the spark plug such that fuel is combusted by one of pre-mixture compression ignition combustion and flame propagation combustion,the electronic control unit being configured to switch the lift characteristic ...

INTERNAL COMBUSTION ENGINE/GENERATOR WITH PRESSURE BOOST

This invention relates to improvements in internal combustion engines. More particularly it relates to increased levels of usable electrical energy production and fuel efficiency within a relatively fixed speed, cam-track style Engine/Generator when combined with the secondary injection or injections of a rapidly expanding medium (usually water) into the engines combustion chambers during and after the combustion process has been initiated. The injection of said medium causing reduced fuel consumption, increased cylinder pressure, an extended usable piston stroke length, and increased usable energy production, while reducing the temperature of the combustion gases in order to control or eliminate the production of the pollutant, NOx and to further reduce thermal pollution exhausted into the atmosphere. 1. A method of improving the performance and efficiency of an internal combustion engine during its compression and power strokes , comprising the steps of:providing at least one cylinder with a piston movable coaxially within said cylinder;moving said piston within said cylinder in said compression stroke;dwelling said piston at a predetermined position near top dead center;increasing the pressure within said cylinder by combusting an air and fuel mixture;introducing a rapidly expanding medium into said cylinder, whereby said medium transforms into an increased-volume gas to further increase the pressure within said cylinder, reduce the temperature within said cylinder, and provide additional power for said power stroke; andreleasing the position of said piston based upon at least one parameter, whereby said piston initiates said power stroke.2. The method of claim 1 , wherein said piston is dwelled at a position after top dead center to eliminate negative rotational forces associated with early ignition.3. The method of claim 1 , wherein said piston is dwelled using an endless cam track structure.4. The method of claim 1 , wherein the acceleration and deceleration ...

CONTROL SYSTEM FOR COMPRESSION-IGNITION ENGINE

A compression-ignition engine control system is provided, which includes an intake phase-variable mechanism and a controller. The controller controls the intake phase-variable mechanism to form a gas-fuel ratio (G/F) lean environment in which burnt gas remains inside a cylinder and an air-fuel ratio is near a stoichiometric air-fuel ratio, and controls the spark plug to spark-ignite the mixture gas to combust in a partial compression-ignition combustion. The controller controls the intake phase-variable mechanism to retard, as an engine speed increases at a constant engine load, an intake valve close timing on a retarding side of BDC of intake stroke and an intake valve open timing on an advancing side of TDC of exhaust stroke, and controls the intake phase-variable mechanism so that a change rate in the intake valve open timing according to the engine speed becomes larger in a high engine speed range. 1. A control system for a compression-ignition engine including a cylinder , an intake passage , an exhaust passage , an intake port communicating the intake passage to the cylinder , an intake valve configured to open and close the intake port , an exhaust port communicating the exhaust passage to the cylinder , an exhaust valve configured to open and close the exhaust port , an injector configured to inject fuel into the cylinder , and a spark plug configured to ignite a mixture gas containing the fuel injected by the injector and air , the engine executing partial compression-ignition combustion in which the mixture gas is spark-ignited with the spark plug to be partially combusted by spark ignition (SI) combustion and the remaining mixture gas self-ignites to be combusted by compression ignition (CI) combustion , comprising:an intake phase-variable mechanism configured to simultaneously change an open timing and a close timing of the intake valve; anda controller including a processor configured to control parts of the engine, including the intake phase-variable ...

TWO-STROKE ENGINE HAVING FUEL/AIR TRANSFER PISTON

A two-stroke engine includes an engine block which defines a fuel/air transfer cylinder and a combustion cylinder. A piston is operative within the combustion cylinder in a two-stroke power producing manner while a fuel/air transfer piston is operative within the fuel/air transfer cylinder to inject fuel/air mixture into the combustion cylinder. The engine further includes a cylinder head which supports a plurality of movable valves to control the flow of air and fuel through the engine. 1an engine block defining a combustion cylinder bore and a transfer cylinder bore;a cylinder head supported upon said engine block overlying said combustion cylinder bore and said transfer cylinder bore defining a first cylinder head volume aligned with said combustion cylinder bore and a second cylinder head volume aligned with said transfer cylinder bore, an intake port extending from said second cylinder head volume, an exhaust port extending from said first cylinder head volume, and a transfer port extending between said first cylinder head volume and said second cylinder head volume;a first intake valve supported within said cylinder head providing closure of said transfer port;an exhaust valve supported within said cylinder head providing closure of said exhaust port;a fuel igniter supported within said cylinder head and extending into said first cylinder head volume;a second intake valve supported within said cylinder head providing closure of said intake port;a crankshaft rotatably supported upon said engine block having first and second eccentric crankshaft lobes;a combustion cylinder piston movable within said combustion cylinder bore and a first connecting rod coupling said combustion cylinder piston to said first eccentric crankshaft lobe;a transfer cylinder piston movable within said transfer cylinder bore and a second connecting rod coupling said transfer cylinder piston to said second eccentric crankshaft lobe; anda camshaft rotatably coupled to said crankshaft ...

INTERNAL COMBUSTION ENGINE/GENERATOR WITH PRESSURE BOOST

This invention relates to improvements in internal combustion engines. More particularly it relates to increased levels of usable electrical energy production and fuel efficiency within a relatively fixed speed, cam-track style Engine/Generator when combined with the secondary injection or injections of a rapidly expanding medium (usually water) into the engines combustion chambers during and after the combustion process has been initiated. The injection of said medium causing reduced fuel consumption, increased cylinder pressure, an extended usable piston stroke length, and increased usable energy production, while reducing the temperature of the combustion gases in order to control or eliminate the production of the pollutant, NOx and to further reduce thermal pollution exhausted into the atmosphere. 1. A method of improving the fuel efficiency of an internal combustion engine during its power stroke using a dwell , comprising the steps of:providing an internal combustion engine with at least one piston; and increasing the fuel efficiency of said engine by dwelling said at least one piston at a predetermined position near top dead center before the initiation of said power stroke based on at least one parameter, andfurther comprising the step of using the transformation of a rapidly expanding medium comprising liquid water into an increased-volume gas to extend a power stroke length of said piston.2. An internal combustion engine having improved efficiency during its power stroke using a dwell , comprising:at least one piston, said piston capable of dwell at a predetermined position near top dead center before the initiation of said power stoke based on at least one parameter, and wherein power stroke length of said piston is extended by using transformation of a rapidly expanding medium comprising liquid water into an increased-volume gas.3. An internal combustion engine having improved performance and efficiency during its compression and power strokes , ...

Process for the addition of ferrocene to fuels or to petrol

Oil heating apparatus for internal combustion engine

Disclosed is an oil heating apparatus for an internal combustion engine, in which a heating unit for heating an oil is arranged adjacent to an oil pump on an oil path which extends from an oil pan to the oil pump of the internal combustion engine and allows the oil to pass therethrough, and energization of the heating unit is controlled by a heating control unit. When an oil having a high viscosity due to a low temperature is heated to increase the viscosity thereof, the load on the oil pump is reduced to allow an easy starting operation of the internal combustion engine at a low temperature.

Catalytic converter to clean exhaust gases

Operating diesel engine with nitrogen oxide buffer store - blocks buffer store during operation at low nitrogen oxide content per time unit

The buffer store is passed by the engine exhaust gas and is fluently regenerated. The buffer store is predominantly closed to the exhaust gas during running operation of the diesel engine. The blocking is targetted at a mean low nitrogen dioxide content in the exhaust gas flow per time unit and/or in thrust phases and/or idling phases of the engine. Pref. the blocking duration takes place at min. 50 %, pref. 75 %, when an average nitrogen dioxide content per time unit etc. is present in the exhaust gas flow. For the regeneration of the nitrogen dioxide buffer store a fuel may be supplied to it by suitable nozzles.

Diesel engine with nitrous oxide storage catalyser - has exhaust gas diverted along by-pass line during regeneration of catalyser by fuel injected into preceding electrically-heated catalyser

The diesel engine has a catalyser (7) inserted in the exhaust gas line for removal of nitrous oxides, with the exhaust gas selectively directed along a bypass line in parallel with the catalyser by operation of a pivoted control flap (203) during regeneration of the catalyser. The regeneration is effected by heating the catalyser to a temp. of 300 degrees C by injection of fuel in a preceding electrically-heated catalyser (214) so that the fuel is oxidised.

Mowing machines

A rotatable cylinder type mowing machine is provided with a blade cylinder (10) engaged by a bottom blade (18) the opposite ends of which are carried by respective pivoted levers (20), means being provided for adjusting the positions of the levers so that the bottom blade can be adjusted towards or away from the blade cylinder. So that the bottom blade (18) can move away from the blade cylinder (10) if a large foreign object is fed into the machine, the levers (20) are normally held in engagement with respective positive stops (25) by respective hydraulic rams (22) to hold the bottom blade in its operative position. <IMAGE>

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Knocking control method and apparatus for internal combustion engine

For suppression of knocking in an internal combustion engine, an engine vibration level is periodically generated at predetermined time intervals on the basis of an output signal of a knocking sensor which is installed for detecting the engine vibration, the engine vibration level thus generated being compared with a preset sensor failure level. When the vibration level remains lower than the preset sensor failure level successively throughout a period corresponding to a predetermined number of engine cycles, a knocking sensor failure indication signal is generated to thereby allow knocking control to be precautionarily performed for the safety of the engine operation.

Mowing and like machines

Mowing &c machines

Fuel metering method and device

A fuel supply control system for an internal combustion engine is disclosed. The system comprises a means connecting to an air control apparatus, regulating flow of air into the engine, at least one chamber in fluid communication with the cylinders of the engine fuel delivery means, the fuel delivery means terminating in an aperture such that said fuel, when forced through said aperture forms a continuous stream.

Ultrasonic atomizing apparatus

An ultrasonic atomizing apparatus including an ultrasonic vibration generator and an ultrasonic vibrator horn having a cylindrical section connected at one end to the ultrasonic vibration generator and having a flared portion connected to the other end of the cylindrical section. The flared portion is flared and enlarged in diameter towards the tip end of the horn and is adapted to atomize liquid material on the flared portion as the liquid material is supplied from a liquid material supply nozzle to the flared portion. A hollow recess is formed in the flared portion opening toward the tip end of the horn. The geometry of the hollow recess is such that the cross-sectional area of the flared portion of the horn in any plane perpendicular to the longitudinal axis of the horn is the same as the cross-sectional area of the flared portion in all other planes perpendicular to the longitudinal axis of the horn. The horn also has a single nodal point positioned above a boundary between the cylindrical section and the flared portion when the horn is ultrasonically excited.

An ultrasonic fuel injection nozzle

An ultrasonic fuel injection nozzle comprising a means to generate ultrasonic vibrations, a vibrator secured to the ultrasonic vibration generating means and a valve means for supplying fuel to the vibrator is disclosed. The vibrator is secured to the ultrasonic vibration generating means at one end, and is formed with a cavity in its other end portion for atomizing fuel therein. The vibrator has a fuel passage communicating with the interior of the cavity. A valve means for normally closing the passage and for opening the passage to discharge an amount of fuel depending upon the passage opening duration. The fuel atomizing portion serves to reduce the discharged fuel to minute particles through the effect of ultrasonic vibrations.

Fuel injection nozzle for an internal-combustion engine with a controllable fuel-spray characteristic

Einspritzdüse mit einer Düsenbohrung (13) und einer Düsennadel (11), und mit einem Antrieb (91) mit elektrischer Eingangsgröße sowie mit eine Antriebseinrichtung (96) für eine dem geöffneten Zustand der Einspritzdüse überlagerte wechselende Hubbewegung des Düsenteils (12), wobei die Antriebseinrichtung (96) mit elektrischer Eingangsfröße anregbar ist und konstruktiv so ausgebildet ist, daß mindestens eine solche kleine Periodendauer für die Wechsel der Hubbewegung verfügbar ist, die mehrfach kleiner als die vorgegebene Mindestöffnungszeit der Einspritzdüse ist. Injection nozzle with a nozzle bore (13) and a nozzle needle (11), and with a drive (91) with an electrical input variable and with a drive device (96) for an alternating lifting movement of the nozzle part (12) superimposed on the open state of the injection nozzle, the drive device (96) can be excited with an electrical input variable and is designed in such a way that at least one such small period is available for changing the stroke movement, which is several times smaller than the predetermined minimum opening time of the injection nozzle.

Ultrasonic fuel injection nozzle

An ultrasonic fuel injection nozzle comprises a generator for generating ultrasonic vibrations, a vibrator secured to the ultrasonic vibration generator and a valve for supplying fuel to the vibrator. The vibrator is secured to the ultrasonic vibration generator at one end and is formed with a cavity in its other end portion for atomizing fuel therein. The vibrator has a fuel passage communicating with the interior of the cavity. A valve is provided for normally closing the passage and for opening the passage to discharge an amount of fuel depending upon the passage opening duration. A fuel atomizing portion serves to reduce the discharged fuel to minute particles through the effect of ultrasonic vibrations.

An ultrasonic fuel injection nozzle

ONLINE MONITORING AND DIAGNOSTICS IN VEHICLE POWERTRAINS

Methods and systems for calculating a plurality of aging factors in a system operating an engine. The calculated aging factors may include one or more of fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. Mass flow throughout the system, and pressures and temperatures within the system, are observed in an approach that relies on mass preservation concepts to estimate fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. 1. A method of operating a system including an engine with an intake manifold , an exhaust manifold , and at least one fuel injector having an output subject to drift , the system also including a mas air flow (MAF) measurement device subject to bias and a fuel-air mix (FAM) measurement device; the method comprising:calculating a mass flow into the intake manifold, using an output of the MAF device;observing a ratio of fuel to air exiting the exhaust manifold using the FAM measurement device;determining an expected quantity of fuel from the fuel injector;determining an intake manifold pressure in the intake manifold;using the ratio of fuel to air exiting the exhaust manifold and the intake manifold pressure, estimating the drift of the fuel injector; andusing the ratio of fuel to air exiting the exhaust manifold and the intake manifold pressure, estimating the bias of the MAF device.2. The method of wherein the system further includes an exhaust gas recirculation (EGR) valve having a factor of effective area (FEA) indicating a degree of obstruction of the EGR valve claim 1 , the valve controlled by a control signal claim 1 , the method further comprising:using the ratio of fuel to air exiting the exhaust manifold, the intake manifold pressure, and a value of the control signal of the EGR valve, estimating the FEA of the EGR valve.3. The method of wherein the steps of estimating the drift of the fuel injector and estimating the bias of the MAF device further ...

Multidependent valve timing overlap control for the cylinders of an internal combustion engine

The oil pressure applied to a hydraulic device for controlling within a limited angular range of a cam shaft and its drive gear is controlled by a magnetic valve (35) which is switched between its open and closed position under control of the same microcomputer which controls engine ignition and/or fuel injection with reference to a predetermined function of some of the same engine operation parameters, namely engine speed and engine load, which are used to control ignition and/or fuel injection. The control function can advantageously also take account of rate of change of engine load or engine speed. A transducer (43) for reporting back the sleeve (22) which controls the mechanical rotary shift in response to oil pressure can be used to provide an actual value signal to the computer for generation of an error signal for controlling the magnetic valve so as to provide a continuous control of the overlap of the open periods of the intake and exhaust valves of the engine. The control function for the operation of the magnetic valve provides for hysteresis to prevent excessive switching back and forth.

Automatic variator valve overlap or timing and valve section

An automatic variator for use in an internal combustion engine and other engines which use valve-type distribution systems, to operate a twin set of double-effect distribution sequential valve shafts for the purpose of regulating the valve overlap or timing and the valve opening section or to operate a double overhead camshaft with poppet valves for the purpose of regulating valve overlap or timing while the engine is running. A motor reducer advances a spindle against the valve shaft with a grooved screw at one end of the same, causing the shaft to turn and move, thereby varying the valve overlap or the valve section and valve overlap.

DEVICE FOR CONTROLLING THE VALVES OF AN INTERNAL COMBUSTION ENGINE OVER A CAMSHAFT

Method and apparatus for precision pumping, ratioing, and dispensing of work fluid(s)

For conveying and for dispensing of degassed work liquid(s), an apparatus and a method for precision conveying and/or ratioing and/or mixing and/or dispensing of work liquids are presented using a pump of a positive displacement, high precision, piston/cylinder constant flush type with piston smaller than the chamber. The piston is programmably advanced along a stroke with tiny repeatable adjustable steps. Infinitely adjustable precision ratioing and/or programmable mixing of degassed materials may be provided downstream of the pump outlets when degassed liquids are presented to the inlets of two such pumps. The mixing occurs in a mixing chamber, the output of which is then used. The vacuum degassed work liquids may be dispensed in a system which features the creation and maintenance of a positive absolute pressure on the work liquids throughout, from the point of exiting a first degassing chamber to an end use at a dispensing outlet. This occurs whether the degassed liquid is moved along the flow path through the precision dispensing pumps or other types of pumps and prevents unwanted entrainment of gases. Available software and adjustable programmable precision hardware are used in the system, and features use of widely available personal computers. Precision relative location and/or movement of workpieces and dispensing outlet(s) are provided. Further degassing of the work liquid(s) may be provided by dispensing in a vacuum chamber.

[UNK]

FUELS FOR OTTO ENGINES.

LA INVENCION SE REFIERE A COMBUSTIBLE ESPECIFICOS PARA MOTORES OTTO, QUE CONTIENEN COPOLIMEROS DE OLEFINAS DE 2 A 40 ATOMOS DE CARBONO Y/O OTROS COMPUESTOS ALIFATICOS, TAL Y COMO SE DESCRIBE EN EL TEXTO DE LA INVENCION,CON UNA MASA TOTAL DE 500 20000 G POR MOL, DONDE LOS GRUPOS CARBOACILOS QUE FORMAN PARTE DE DICHOS COPOLIMEROS SE TRANSFORMAN BAJO LA ACCIOM DE LA ACCION DE UNA SAL ALCALINOFERROSA EN PRESENCIA DE ALCALI, MIENTRAS QUE EL RESTO DE LOS GRUPOS CARBOXILO SE TRANSFORMAN EN ALCOHOXIDOS POR LA ACCION DE LOS CORRESPONDIENTES GRUPOS AMINA Y/O SALES DE AMONIO THE INVENTION REFERS TO FUEL SPECIFIC FOR OTTO ENGINES, WHICH CONTAIN COPOLYMERS OF OLEFINS OF 2 TO 40 ATOMS OF CARBON AND / OR OTHER ALIPHATIC COMPOUNDS, AS DESCRIBED IN THE TEXT OF THE INVENTION, WITH A TOTAL MASS OF 500 POR MOL, WHERE THE CARBOACIL GROUPS THAT ARE PART OF THESE COPOLYMERS ARE TRANSFORMED UNDER THE ACTION OF THE ACTION OF AN ALKALINOFERROUS SALT IN THE PRESENCE OF ALCALI, WHILE THE REST OF THE CARBOXYLUS GROUPS ARE BROUGHT BY ALCOHOXIDOS BY THE ALCOHOXIDOS AND / OR AMMONIUM SALTS

Close coupled catalyst

Nitrogen oxide storage material and nitrogen oxide storage catalyst produced therefrom, process for its production and its use

Patent CS152370B2

Ignition-assisted fuel combustion system

Conventional direct injection internal combustion engines will not completely ignite and burn relatively lower-cetane-number fuels such as 100 percent methanol or ethanol because the fuel spray injection pattern usually cannot carry or propagate a flame to all the injected fuel which is typically made up of individual fuel streams which are separated by pockets of fuel-deficient intake air. The present fuel combustion system (10) includes a fuel ignition-initiating device (26) such as a glow plug (70) and apparatus (98, 102) for interconnectedly contacting and continuously bridging all of the individual fuel streams (66) with an auxiliary cloud (94) of well-atomized fuel. In this manner, a flame initiated by the fuel ignition-initiating device (26) is rapidly and completely propagated via the auxiliary cloud (94) of fuel to all the individual fuel streams (66).

Catalizzatore particolarmente per il trattamento dei gas di scarico di autoveicoli..e procedimento per la sua preparazione

窒化鋳鉄品及びその製造方法

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

低燃費低公害内燃機関

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

A METHOD FOR ADDING WATER VAPOR TO THE COMBUSTIBLE MIXTURE IN A COMBUSTION APPARATUS THAT HAS FORCED AIR INTAKE AND A APPARATUS TO CARRY OUT THE METHOD

Vapor intake system for internal combustion engines

A system including a water container, a connecting line from the top of the water container to the air intake of an internal combustion engine, a blower, and a line connected to receive positive air pressure from the blower and conduct it to a point below the surface of water in the water container.

Catalyst delivery system

A system for delivering a catalyst into a forced draft entry port of a chemical reaction chamber, such as a fossil fuel combustion chamber, includes a container having an aqueous solution of the catalyst. A suction line extends from an air space above the solution to the entry port. An intake line at atmospheric pressure enters the container and has an end submerged below the surface of the aqueous solution, the submerged end having a float for maintaining the end at a predetermined distance below the surface and thereby establishing a predetermined back pressure. A layer of oil floats on top of the aqueous solution and may contain a second dissolved catalyst. Air from the intake line bubbles up through the aqueous solution and the oil layer absorbing minute quantities of of the catalysts which are carried by the air into the reaction chamber. Platinum and manganese catalysts improve the efficiency of fossil fuel combustion such as that of the home oil burner.

Method and apparatus for utilizing alcohol of any purity as a fuel

Supplementary composition for and a method of combustion-burning of gasoline

In a preferred embodiment, the method includes admixing air, gasoline vapor, and vaporous droplets of a water solution of calcium hydroxide in the form of a vaporous mixture which is thereafter heated to a temperature of from about 135 and 145 degrees Fahrenheit, and thereafter mixing the admixture with a gasoline-air fuel mixture to form a final combustion fuel mixture in a heated state, and thereafter burning it in the fuel chamber of an internal combustion engine, where the method is accomplished by the passing of air through a gasoline automobile tank and the bubbling of the mixture of the air and gas vapor by passing through a water solution of the metal hydroxide that also preferably includes a metal chlorate at about 35 to 45 grams per gallon of the water solution of hydroxide, and the heating is accomplished by manifold vacuum drawing the mixture in isolation within a tube of copper through manifold space of an engine prior to admixing it with the gasoline-air fuel mixture. The preferred vaporous composition contains vapors and/or droplets of air, gasoline and a water-solution of a metal hydroxide having a metal chlorate added thereto.

Catalyst delivery system

A system for delivering a catalyst into a forced draft entry port of a chemical reaction chamber, such as a fossil-fuel combustion chamber, includes a container having an aqueous solution of the catalyst. A suction line extends from an air space above the solution to the entry port. An intake line at atmospheric pressure enters the container and has an end submerged below the surface of the aqueous solution, the submerged end having a float for maintaining the end at a predetermined distance below the surface and thereby establishing a predetermined back pressure. A layer of oil floats on top of the aqueous solution and may contain a second dissolved catalyst. The air from the intake line bubbles up through the aqueous solution and the oil layer absorbing minute quantities of the catalysts which are carried by the air into the reaction chamber. Rhenium and manganese catalysts improve the efficiency of fossil-fuel combustion such as that of the home oil burner and the automotive engine. Ethylene glycol serves as a surfactant and as an antifreeze agent. Group-1 chlorides in solution inhibit precipitation of the catalyst by the surfactant.

Valve system for automobile engine

내용 없음. No content.

Exhaust gas purification catalyst

By-combustion chamber-loaded internal

Polyfunctional detergent additive to petrols

A multi-functional gasoline detergent composition is disclosed providing a good balance of properties leading to reduced engine deposits, little or no valve stick, and without effect on Octane Requirement Increase (ORI). The compositions comprise the combination of an isobutenylsuccinimide detergent, a mono-end capped polypropylene glycol as the carrier oil, e.g. a polypropyleneglycol monoether, and a hydrocarbon solvent.

Propulsion controller in travelling car

Knocking controller for turbo-charger

Internal combustion engine

In an internal combustion engine, an injection hole is provided in the cylinder head to inject narrow streams of air towards the spark gap, particularly during idling and lowload running conditions. The injected air is 5 to 30% by weight of the intake fuel-air mixture provided via the intake manifold and creates a swirl or turbulence thereby increasing combustibility. The hole is connected via a sub-intake passage to the main air intake passage upstream of the venturi in the carburetor or between the venturi and throttle valve.

Internal combustion engine and method of its operation

FIELD: mechanical engineering; divided cycle engines. SUBSTANCE: combustion products from expansion cylinder and additional expansion cylinder are directed into turbine which drives a compressor. Processes of fuel combustion and partial expansion of combustion products in combustion cylinder are carried out with 180 crankshaft degree advance relative to processes of passage through valve and further expansion of combustion products in expansion cylinders. For this purpose engine is provided with additional expansion cylinder with expansion piston. Additional expansion cylinder is connected with combustion cylinder through bypass member in form of valve. Engine is furnished with turbine to drive compressor. Turbine is connected to one or two expansion cylinders. One or both pistons, if two expansion cylinders are used, and compression piston are coupled through connecting rods with corresponding cranks of crankshaft. Cranks of crankshaft engaging with expansion pistons are shifted through 180 degrees relative to crank engaging with combustion piston. EFFECT: enlarged operating capabilities. 3 cl, 4 dwg Е6зЗсз0с ПЧ Го РОССИЙСКОЕ АГЕНТСТВО ПО ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (19) (51) МПК8 ВИ” 2 082 891 ' 13) СЛ Е 02 В 33/22, 44/06, Е 02 © 3/02 12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ РОССИЙСКОЙ ФЕДЕРАЦИИ (21), (22) Заявка: 4895830/06 , 21.06.1991 (30) Приоритет: 22.06.1990 Ц$ 542433 06.06.1991 Ц$ 708837 (46) Дата публикации: 27.06.1997 (56) Ссылки: Заявка Великобритании М 1190948, кл. Е 02 В 41/06, 19170. (71) Заявитель: Бетти Джин Хэринг (Ц$), Роберт Томас Хэринг (ЦЗ) (72) Изобретатель: Джон МакМастер Хэрин[Ц$] (73) Патентообладатель: Бетги Джин Хэринг (ЦЗ), Роберт Томас Хэринг (ЦЗ) (54) СПОСОБ РАБОТЫ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ И ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ (57) Реферат: Использование: двигатели внутреннего сгорания с разделенным циклом. Сущность изобретения: продукты сгорания из цилиндра расширения и дополнительного цилиндра расширения перед выпуском направляют в турбину ...

Двигатель внутреннего сгорани с искровым зажиганием

Control system for secondary air feed for cleaning exhaust gas of internal combustion engine

Valve assembly for controlling pneumatic brake booster

Polyolefin-type nonwoven fabric and method of producing the same

A nonwoven fabric formed of highly spinnable heat bonded continuous filaments which is strong and soft and is superior in hand. The nonwoven fabric is formed by heat-bonding filaments of linear low density polyethylene so that the number of defects is not more than 0.01/kg, the weight is 10-100 g/m 2 , the percentage bond area is 7-20% and the total hand value is 4-300 g. The nonwoven fabric is produced by melt-extruding the above-mentioned linear low density polyethylene to form filaments which are drawn by air guns at a high speed so that they are deposited on a moving collection belt to form a web which is then heat treated at a temperature 15°-30° l C. lower than the melting point of the filaments. The nonwoven fabric an be formed of filaments of hollow or flat cross section. It is also possible to utilize bicomponent filaments having a sheath component made of linear low density polyethylene and a core component made of polyethylene terephalate.

Supply system for internal combumstion engine

Lean air/fuel mixture is supplied to the induction manifold of an Otto cycle engine through a heat exchanger heated by engine exhaust gases under normal running conditions, and under idling conditions mixture is supplied to an auxiliary induction manifold solely through an auxiliary duct. The auxiliary duct is wound with an electrical resistive heating element to preheat the mixture upon cold-starting of the engine for a time, typically 30-40 seconds, determined by a timer switch.

Polyolefin-type nonwoven fabric and method of producing the same

A nonwoven fabric formed of highly spinnable heat bonded continuous filaments which is strong and soft and is superior in hand. The nonwoven fabric is formed by heat-bonding filaments of linear low density polyethylene so that the number of defects is not more than 0.01/kg, the weight is 10-100 g/m 2 , the percentage bond area is 7-20% and the total hand value is 4-300 g. The nonwoven fabric is produced by melt-extruding the above-mentioned linear low density polyethylene to form filaments which are drawn by air guns at a high speed so that they are deposited on a moving collection belt to form a web which is then heat treated at a temperature 15°-30° C. lower than the melting point of the filaments. The nonwoven fabric an be formed of filaments of hollow or flat cross section. It is also possible to utilize bicomponent filaments having a sheath component made of linear low density polyethylene and a core component made of polyethylene terephthalate.

Piston for internal combustion engine

Method and apparatus for controlling fuel injection valves in an internal combustion engine

To eliminate unstable engine operation during idling of an internal combustion engine, the width of the pulses that activate the fuel injection valves for the engine are controlled in the form of ideal angles that depend on the engine-intake air flow, and the corresponding signals are related to the particular engine speed in a counter.

Catalyst compositions and methods of making the same

A method of making a catalyst composition comprising an activated alumina coating stabilized against thermal degradation includes applying a coating of alumina having one or more platinum group metal catalytic components dispersed thereon onto a carrier substrate and calcining the coating. The calcined coating is then impregnated with a solution of a thermal stabilizer-precursor and calcined again to provide a thermal stabilizer in the alumina. Bulk ceria, optionally an aluminum-stabilized bulk ceria, may also be added to the composition, preferably at specified minimum levels, including a high purity bulk ceria on which one or more non-rhodium platinum group metal catalytic components, e.g., platinum, optionally, are dispersed. A separate aspect of the invention provides for a method of making a catalyst composition including dispersing one or more platinum group metal catalytic components on an activated alumina and calcining the combined alumina and platinum group metal catalytic components. The steps are carried out under limited acidification conditions whereby at least minimum dispersions of the platinum group metal catalytic components are attained. The invention also provides for catalyst compositions resulting from either or both the foregoing methods.