36results about "Liquid fuel engines" patented technology

A turbocharger system for an internal combustion engine includes a turbocharger with a utility pedestal extending between the turbocharger and the hard point associated with the cylinder block. The utility pedestal includes a mounting pad for attaching the combined turbocharger and pedestal assembly to an engine, as well as oil and coolant supply passages for supplying the turbocharger with coolant and lubricating oil under pressure. An internal, isolated, turbocharger oil drainback passage conducts waste oil from the turbocharger to a crankcase sump without permitting the waste oil to contact the engine's moving parts.

A neat-fuel direct-injected compression ignition engine having a thermal barrier coated combustion chamber, an injection port injects fuel that satisfies a stoichiometric condition with respect to the intake air, a mechanical exhaust regenerator transfers energy from exhaust gas to intake compression stages, an exhaust O2 sensor inputs to a feedback control to deliver quantified fuel, a variable valve actuation (VVA) controls valve positions, an exhaust gas temperature sensor controls exhaust feedback by closing the exhaust valve early according to the VVA, or recirculated to the chamber with an exhaust-gas-recirculation (EGR), heat exchanger, and flow path connecting an air intake, a load command input, and a computer operates the EGR from sensors to input exhaust gas according exhaust temperature signals and changes VVA timing, the load control is by chamber exhaust gas, the computer operates a fuel injector to deliver fuel independent of exhaust gas by the O2 signals.

A turbocharger system for an internal combustion engine includes a turbocharger with a utility pedestal extending between the turbocharger and hard point associated with the cylinder block. The utility pedestal includes a mounting pad for attaching the combined turbocharger and pedestal assembly to an engine, as well as internal oil and coolant supply passages for supplying the turbocharger with coolant and lubricating oil under pressure.

An internal combustion engine comprises includes a turbo-compound and the known Föttinger-coupling is replaced by a torsion vibration damper. The Föttinger-coupling, which is used to transmit power, has high losses in power when it is necessary to have a differential rotational speed between the input side and the output side, that is, the appearance of a slip. The losses are not used in a torsion vibration damper which has at least the same quality as a Föttinger-coupling.

An internal combustion engine comprises a turbo-compound and the known Föttinger-coupling is replaced by a torsion vibration damper. The Föttinger-coupling, which is used to transmit power, has high losses in power when it is necessary to have a differential rotational speed between the input side and the output side, i.e., the appearance of a slip. The losses are not used in a torsion vibration damper which has at least the same quality as a Föttinger-coupling.

The present invention generally relates to providing an air supply for components associated with an engine. More particularly, the present invention relates to a system and method for using compressed air generated by a split-cycle engine to power components such as valves or air springs associated with the split-cycle engine.

A compression-ignition low octane gasoline engine. The engine uses low octane gasoline and a compression-ignition method, does not require a spark plug, and compared with ordinary gasoline engines, increases thermal efficiency by approximately 40% and reduces green-house effects caused by emissions by approximately 45%. The “compression-ignition” of the low octane gasoline engine is a diffusion charge compression-ignition, differing from a homogeneous charge compression-ignition. The compression ratio in a cylinder can be 14 to 22, while an ordinary gasoline engine has a compression ratio of 7 to 11. The low octane gasoline engine has a simple structure, easy combustion control, a low noise level, and a low failure rate. As the low octane gasoline can be free of aromatic hydrocarbons, and not require the addition of antiknock agents such as MTBE and MMT, the present novel gasoline engine is a highly efficient, clean, and environmentally friendly internal combustion engine.

The present disclosure is directed toward implementations of internal combustion engines. The disclosure describes various embodiments of internal combustion engines where most of the internal elements rotate. Such engines allow for more efficient transfer of the energy created by combustion to the motive components of a vehicle such as wheels or propellers. One specific embodiment includes a rotating cylinder with a single piston which both reciprocates and rotates. The rotating motion of the piston is transferred to the cylinder, which in turn is connected to a driveshaft. Various embodiments of the invention employ differing numbers and configurations of pistons. All embodiments have the advantage of decreasing engine volume and increasing efficiency over traditional internal combustion engines.

A two-stroke spark-ignition engine with through scavenging, exhaust valves (7), an injection nozzle (5) and sparking plug (6) in the cylinder head is characterized by higher volume efficiency and higher volume output with the possibility of gradual change of timing of air inlet into the engine cylinder (2) from the idle run to the full power. The use of a charger or turbocharger is convenient. Higher volume efficiency is achieved by a limitation of flow of exhaust gas back to the suction part through a gradual change of the inlet section to the engine cylinder (2) and by ensuring a higher air pressure before the inlet section. The change of the inlet section is achieved by a rotary bushing (4) on the cylinder (2) or insert of the engine cylinder (2), the bushing (4) being controlled with a control rod (14) from the throttle pedal.

The invention relates to a prechamber (1) for an internal combustion engine (2), comprising a surface (3) that is situated in the interior (5) of the prechamber (1) and that is impinged by a flow during the operation of the prechamber (1). According to the invention, the surface (3) has at least one first surface region (7) and at least one second surface region (9), wherein the first surface region (7) has a defined texture (11), whereas the second surface region (9) is untextured (11).

A fuel valve (50) for injecting e.g. a low flashpoint liquid fuel into the combustion chamber of a large slow running two-stroke turbocharged self-igniting internal combustion engine. The fuel valve (50) comprises an elongated fuel valve housing (52), a nozzle (54) with a closed tip (59) and a hollow interior that forms a chamber (55) connected to nozzle holes (56), a fuel inlet port (53) for connection to a source (60) of pressurized liquid fuel, an actuation liquid port (92), a pump piston (80) received in a first bore (81) with a pump chamber (82) in the first bore (81) on one side of the pump piston (80), an actuation piston (83) received in a second bore (84) in the valve housing (52) with an actuation chamber (85) in the second bore (84) on one side of the actuation piston (83), the pump piston (80) being connected to the actuation piston (83) to move in unison therewith, the actuation chamber (85) being connected to the actuation liquid port (92), a valve member with an axially displaceable shaft (67) that is received in a longitudinal bore (77), the valve member having a closed position and an open position, the axially displaceable shaft (67) is provided with a closure member (65) that rests on a valve seat (69) in the closed position and has lift from the valve seat (69) in the open position and the axially displaceable shaft (67) is biased towards the closed position by a spring (66), a conduit (57, 77) between the pump chamber (82) and the valve seat (69), the valve seat faces the chamber (55) in the nozzle (54), and the closure member (65) is at least partially disposed in the chamber (55) in the nozzle (54).

The invention discloses an oxygen-injection double-stroke internal combustion engine and a running method thereof. The oxygen-injection double-stroke internal combustion engine comprises a high-pressure oxygen pipe and a pressure stabilizing device; a high-pressure nozzle, a spark plug, an oil injector and an exhaust valve are fixed to the top end of the cylinder; the high-pressure oxygen pipe isconnected with the high-pressure nozzle; a pipeline where the high-pressure oxygen pipe is connected with the high-pressure nozzle is provided with the pressure stabilizing device; when the rotation angle of a crank is changed from 230 degrees to 360 degrees, a piston is sequentially subjected to compression, oil injection and spark plug ignition processes; and when the rotation angle of the crankis changed from 0 to 230 degrees, the piston sequentially does work and executes an exhausting process. According to the oxygen-injection double-stroke internal combustion engine disclosed by the invention, an existing four-stroke internal combustion engine is changed into a double-stroke internal combustion engine, a gas feed stroke is canceled, a compression stroke and an exhaust stroke of theoriginal four-stroke internal combustion engine are integrated as one stroke, thus zero emission of NOx is realized, and the emission load of HC is remarkably reduced.

The invention relates to a method of operating an internal combustion engine (11) in six-stroke mode; said engine comprising at least one cylinder (20) with a reciprocating piston (21), each cylinder having at least one intake and exhaust gas valves (22, 23), wherein the method includes performing: a first stroke, wherein gas comprising at least air is introduced from the intake duct (25) into a combustion chamber (24); a second stroke, wherein the gas and the injected fuel is compressed; the third stroke, in which the compressed fuel / gas mixture expands with ignition; the fourth stroke, in which the combusted exhaust passes through the catalyst body (26) and is expelled into the first exhaust duct (27 ); the fifth stroke, wherein pressurized fuel and pressurized heated water are injected into the combustion chamber (24) to expand; and the sixth stroke, wherein the vapor and gaseous fuel mixture passes through the catalyst body (26) is discharged into the second exhaust duct (28).