61 results about "Spark-ignition engine" patented technology

This disclosure relates to the use of di(alkyl substituted phenyl)amine antioxidants as additives in lubricant compositions having good oxidation properties in engine crankcase applications, especially in compression ignited engine and or spark ignited engine applications, where the antioxidant comprises from 0 to 10 mass% mono-C9-alkyl substituted diphenyl amine, and 90 to 100 mass% di-C9-alkyl substituted phenyl amines based upon the weight of the mono- and di-C9-alkyl substituted phenyl amines, preferably where tri-C9-alkyl substituted phenyl amines are minimized and ortho substituted di-C9-alkyl substituted phenyl amines are minimized.

This disclosure relates to the use of di(alkyl substituted phenyl)amine antioxidants as additives in lubricant compositions having good oxidation properties in engine crankcase applications, especially in compression ignited engine and or spark ignited engine applications, where the antioxidant comprises from 0 to 10 mass% mono-C9-alkyl substituted diphenyl amine, and 90 to 100 mass% di-C9-alkyl substituted phenyl amines based upon the weight of the mono- and di-C9-alkyl substituted phenyl amines, preferably where tri-C9-alkyl substituted phenyl amines are minimized and ortho substituted di-C9-alkyl substituted phenyl amines are minimized.

This disclosure relates to the use of di(alkyl substituted phenyl)amine antioxidants as additives in lubricant compositions having good oxidation properties in engine crankcase applications, especially in compression ignited engine and or spark ignited engine applications, where the antioxidant comprises from 0 to 10 mass % mono-C9-alkyl substituted diphenyl amine, and 90 to 100 mass % di-C9-alkyl substituted phenyl amines based upon the weight of the mono- and di-C9-alkyl substituted phenyl amines, preferably where tri-C9-alkyl substituted phenyl amines are minimized and ortho substituted di-C9-alkyl substituted phenyl amines are minimized.

According to an aspect of the present application, there is provided a radially deformable volume splitter (100; 200) for a fuel injection system (1) of a spark-ignition engine (2). The volume splitter (100; 200) can be tubular and elongate, extending along a longitudinal axis from a first end (102) to a second end (104). The volume splitter (100; 200) can comprise a deformable longitudinal slot (116) operable to deform the volume splitter (100; 200) radially from a first state for insertion into a cavity (18; 218) of the emulsion injection common rail (10) to a second state for use within the cavity (18; 218), and a set of slots (112a-112k) arranged on an outer surface (106) of the volume splitter (100; 200) to connect, in use, an inlet (20) of the cavity (18; 218) to one or more outlets (22a-22d) of the cavity (18; 218).

Spark plug for a spark-ignition engine. Spark plug (10) for a spark-ignition engine comprising: - a first electrode (1), - a second electrode (2), - a third electrode (13), - a fourth electrode (23), - a first inter-electrode gap (14) located between the first electrode (1) and the third electrode (13), - a second inter-electrode gap (24) located between the second electrode (2) and the fourth electrode (23), and - a base (8), particularly in the lower part of the spark plug, the third and fourth electrodes (13, 23) forming part of the base (8). Figure for the abbreviation: 1

The present invention addresses the problem of suppressing an excessive decrease in the output torque of an engine during execution of an inter-cylinder correction process. A drive control device is applied to a vehicle provided with a spark ignition engine having a plurality of cylinders. A first processing circuit of the drive control device executes inter-cylinder correction processing for correcting fluctuations in the magnitude of engine torque at the ignition timing of a plurality of cylinders and adjusting the amount of fuel supplied to the cylinders or the ignition timing for each of the plurality of cylinders. Lower limit protection is set for the amount of fuel supplied to the cylinder or the correction amount of ignition timing when the inter-cylinder correction process is executed.

The present invention discloses a Hydrogen Fuelled Enhanced Combustion (HFEC) technology bases spark ignition engine (1) for genset applications. The HFEC technology based spark ignition engine (1) includes a hydrogen gas cylinder (2), a H2-PNG blender (3), a gas-train assembly (5), an electronic fuel control valve (6), a gas-air mixer (7), and an ECU (9). The H2-PNG blender (3) blends the hydrogen gas with the PNG to form H2-PNG fuel. The gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3). The electronic fuel control valve (6) controls flow of the H2-PNG fuel to maintain an air-fuel ratio. The gas-air mixer (7) mixes the H2-PNG fuel with the air to form a gas-air fuel mixture. The ECU (9) maintains a fixed speed of an internal combustion engine (11) required to generate electrical output using the gas-air fuel mixture and generates a spark required for combustion.

The present invention relates to the use of a fuel composition for reducing deposits in internal parts of a spark ignition engine, the fuel composition comprising at least three additives: a quaternary ammonium salt, a non-quaternary polyisobutylene succinimide, and a Mannich base different from the other additives. The composition is such that the mass ratio of the amount of the first additive to the amount of the second additive is in the range of 0.2:1 to 2.5:1.

A method of removing deposits in a direct injection spark ignition engine, the method including combusting in the engine a gasoline fuel composition having a quaternary ammonium salt additive wherein the quaternary ammonium salt additive includes the quaternised reaction product of a hydrocarbyl substituted succinic acid derived acylating agent and a compound able to react with said acylating agent and which includes a tertiary amine group; in which each molecule of the hydrocarbyl substituted succinic acid derived acylating agent includes on average at least 1.2 succinic acid moieties

This method for heating a pollution control catalyst in a direct-injection spark-ignition engine comprising a piston cylinder driven between a top dead center (H) position and a bottom dead center (B) position by a rotating crankshaft includes, during each fuel injection cycle: - a stratified injection stage (17) of fuel into the cylinder, beginning between 0° and 90° crankshaft angle after the piston has passed its top dead center (H), and during an expansion phase (D) in the cylinder; and - an ignition stage (19), beginning between 2° and 15° crankshaft angle after the end of the stratified injection stage (17). Figure for the abbreviation: Fig. 5

The invention relates to an arrangement (20) comprising a cylinder head (3) and a spark plug (4) which comprises an opening (46) opening into an internal volume (400) of the spark plug, a hole (45) capable of opening into a combustion chamber (23), and a channel (47) capable of providing a fluid connection between the opening (46) and the hole (45), the arrangement (20) comprising a circuit (5) for supplying a flow of cooling air (FR), making it possible to circulate the flow towards the internal volume (400), a pump (6) and at least one means (7) for regulating the circulation of the flow.

Systems and methods for spark ignition in a combustion engine are provided. The spark ignition system includes a terminal, a magnetic body, an insulating body, and a grounding body. The spark ignition system further includes a center electrode electrically connected to the terminal and protruding into a combustion chamber. The grounding body includes a body section and an inclined section. The spark ignition engine includes a combustion chamber and a spark ignition system. The method includes applying a voltage to a spark ignition system, thereby generating a spark.

A radially deformable volume splitter of an emulsion injection common rail for a fuel injection system of a spark ignition engine. The volume splitter may be tubular and elongate, extending along a longitudinal axis from a first end to a second end. The volume splitter may comprise: a deformable longitudinal slot operable to radially deform the volume splitter from a first state for insertion into a cavity of the emulsion injection common rail to a second state for use inside the cavity; and a set of grooves, arranged on an outer surface of the volume splitter, for connecting an inlet of the cavity to one or more outlets of the cavity, in use.

The present disclosure relates to assemblies for engines such as pre-combustion chamber assemblies for spark ignition engines. In one example, a pre-combustion chamber assembly includes an ignition chamber adapted to contain at least one electrode of a spark generator. The ignition chamber being adapted to communicate with a main engine combustion chamber via a plurality of pre-chamber ports. The ignition chamber communicates for removal therefrom of exhaust gas residuals to a distinct storage chamber via at least one transfer port. The ignition chamber includes a single substantially cylindrical entrance channel leading from said pre-chamber ports in a direction towards an ignition region of the ignition chamber. The ignition region having a larger cross-section than the entrance channel.

A method for controlling a multi-cylinder spark-ignition engine (10) including a monitored cylinder (11) and a plurality of unmonitored cylinders (12, 13, 14), wherein an in-cylinder pressure sensor (15) is arranged in the monitored cylinder (11), the method comprising: Monitoring the internal cylinder pressure for the monitored cylinder (11) during a combustion event for the monitored cylinder (11) via the pressure sensor (15); Determining a first ignition timing (209) for the monitored cylinder (11) based on a desired ignition timing (211) and the internal cylinder pressure; Controlling the ignition timing for the monitored cylinder (11) based on the first ignition timing (209); Monitoring the engine speed and the crankshaft speed via a rotational position sensor associated with the monitored cylinder (11) and the non-monitored cylinders (12, 13, 14); Determining a modal coefficient for the non-monitored cylinders (12, 13, 14) based on the engine speed and the crankshaft speed pulsations; Determining coefficient errors for the unmonitored cylinders (12, 13, 14) based on the modal coefficients; performing a compensation control to determine an ignition timing setting for each of the unmonitored cylinders (12, 13, 14) based on the coefficient error; Determining final ignition times for the non-monitored cylinders (12, 13, 14) based on the desired ignition timing (211) and the respective ignition timing setting; and Controlling the ignition timing for each of the non-monitored cylinders (12, 13, 14) based on the respective final ignition timing.

The present invention provides a relatively lightweight secondary ignition system by "replicating" the primary ignition system, providing ignition system redundancy when the primary ignition system fails. According to the system, the unmanned aerial vehicle can return to a base or land in a safe area, and greater loss is avoided. The invention provides an ignition system for a drone spark ignition engine, the ignition system comprising a primary ignition system providing a first spark energy and / or an ignition spark of a duration, and a secondary ignition system providing a second spark energy and / or an ignition spark of a duration, the secondary ignition system provides a second spark energy and / or an ignition spark of a duration in order to ignite the fuel-air mixture in the event that the primary ignition system is inoperative or partially operative, and the secondary ignition system provides an ignition spark of a second spark energy and / or duration in order to ignite the fuel-air mixture in the event that the primary ignition system is inoperative or partially operative. Wherein the second spark energy or duration is less than the respective first spark energy or duration.

A method of removing deposits in a direct injection spark ignition engine, the method including combusting in the engine a gasoline fuel composition having a quaternary ammonium salt additive wherein the quaternary ammonium salt additive includes the quaternised reaction product of a hydrocarbyl substituted succinic acid derived acylating agent and a compound able to react with said acylating agent and which includes a tertiary amine group; in which each molecule of the hydrocarbyl substituted succinic acid derived acylating agent includes on average at least 1.2 succinic acid moieties.

The invention relates to an integrated electric starting mechanism, an electric starting chain saw and a gardening tool powered by a spark ignition type engine to at least solve the problem that an electric starting mechanism of an existing electric starting mechanism is complex in assembly, the integrated electric starting mechanism comprises a shell, a driving motor is arranged in the shell, the driving motor is provided with an output end, and the output end of the driving motor is connected with the spark ignition type engine. The shell is provided with a coupling mechanism which can be used for being matched with a flywheel assembly on a tool to be started, and the coupling mechanism is in fixed or transmission connection with the output end.

A lubricant composition for a direct injected, boosted, spark ignited internal combustion engine that comprises one or more molybdenum-containing compounds and one or more calcium detergents is disclosed. This disclosure also relates to a method for reducing or preventing low speed pre-ignition (LSPI) in the course of at least one oil change interval.

An engine system includes a spark-ignited engine having at least one cylinder, and at least one piston to compress an intake charge therein and provide a variable compression ratio. The system includes a pent-roof cylinder head to induce a tumble flow of intake charge. The system includes an air handling system to control air flow through a turbocharger system via at least one actuator within at least one of an intake air throttle, a wastegate, or an exhaust gas recirculation system. The system includes at least one sensor to sense at least one of a temperature or a knock condition, and at least one controller to control at least one of a rate of flow of the intake charge or the at least one actuator based on the at least one of the temperature or the knock condition to satisfy an efficiency target of the engine.

Title: Cylinder head for spark-ignition engine comprising a spark plug Cylinder head (3) for spark-ignition engine (2) comprising at least one spark plug well (30) below which the casting of the cylinder head delimits a first volume (300) in which a spark plug (4) and a movable pre-chamber (5) are arranged, configured to be moved in the first volume (300), relative to the spark plug (4), so as to allow the circulation of the flow of drain air in the first volume (300) and in an intermediate volume (550) of the pre-chamber (5). Abstract figure: Figure 1

The invention relates to an arrangement (20) comprising a cylinder head (3) and a spark plug (4) which comprises an opening (46) opening into an internal volume (400) of the spark plug, a hole (45) capable of opening into a combustion chamber (23), and a channel (47) capable of providing a fluid connection between the opening (46) and the hole (45), the arrangement (20) comprising a circuit (5) for supplying a flow of cooling air (FR), making it possible to circulate the flow towards the internal volume (400), a pump (6) and at least one means (7) for regulating the circulation of the flow.

The present invention relates to a fuel composition comprising: (i) 60 to 94% by mass of a hydrocarbon mixture comprising: (a) 35 to 55% by mass of aromatic compounds; (b) 30 to 50% by mass of a mixture of n-paraffins and iso-paraffins containing at least 5 carbon atoms, with a ratio of the amount of iso-paraffins to the amount of n-paraffins greater than or equal to 3; and (c) 5 to 15% by mass of naphtenes; (ii) 5 to 36% by mass of ethanol; and (iii) 1 to 10% by mass of butane. This composition is useful for fuelling a spark ignition engine in motor vehicles intended for use by the general public or in competition.

The present disclosure relates to a lubricating composition and a method of lubricating a spark ignition engine to effectively inhibit low speed pre-ignition (LSPI) events and maintain low foaming and / or low charge through selected silicon chemical compositions and processing rates.

This disclosure relates to the use of di(alkyl substituted phenyl)amine antioxidants as additives in lubricant compositions having good oxidation properties in engine crankcase applications, especially in compression ignited engine and or spark ignited engine applications, where the antioxidant comprises less than 0.1 mass% unsubstituted diphenylamine, from 0 to 20 mass% of mono-C9-alkyl substituted diphenyl amine and tri-C9-alkyl substituted diphenyl amine, and 80 to 100 mass% di-C9-alkyl substituted phenyl amines based upon the weight of the unsubstituted diphenylamine, and the mono-, di- and tri-C9-alkyl substituted phenyl amines.

A lubricant composition for a direct injected, boosted, spark ignited internal combustion engine that comprises one or more molybdenum-containing compounds and one or more calcium detergents is disclosed. This disclosure also relates to a method for reducing or preventing low speed pre-ignition (LSPI) in the course of at least one oil change interval.

A methane and hydrogen injection device is provided. The methane and hydrogen injection device includes a first methane injector, a second hydrogen injector, a single common injection pipe. The injectors are associated together so as to produce a mixture of methane and hydrogen with a variable concentration ratio, and the common injection duct is shaped to be operatively connected to an intake manifold of a spark-ignition internal combustion engine.

This method for heating a depollution catalyst of a direct injection spark ignition engine comprising a piston cylinder driven between a top dead center position (H) and a bottom dead center position (B) by a rotating crankshaft comprises during each fuel injection cycle: - a step (17) of injection, called stratified, of fuel into the cylinder, starting between 0° and 90° crank angle after the piston has passed its top dead center (H), and in an expansion phase (D) in the cylinder; and - an ignition step (19), starting between 2 and 15° crank angle after the end of the stratified injection step (17). Figure for the abstract: Fig. 5

A method of reducing emissions of particulate matter less than 2.5 microns in diameter in a direct injection spark ignition engine, the method comprising combusting in the engine a gasoline composition comprising one or more quaternary ammonium compounds as an additive.

This ignition system (1) comprising an internal combustion engine (2), an electric water pump coupled to the engine (2) and driven by an electric motor, a computer configured to control the speed of the electric water pump to control the water flow by controlling the electric motor by a water flow setpoint, an air intake circuit (2) and an exhaust circuit (15) associated with the internal combustion engine (2), a fuel supply circuit of the internal combustion engine (2), the internal combustion engine (2) being equipped with at least one knock sensor (11), the air intake circuit (2) comprising an intake manifold (10) equipped with a temperature sensor (Tcol),the computer being configured to be able to apply a water pump control logic in which a preventive knock correction factor greater than or equal to one is applied to the water flow setpoint as a function of the cooling water temperature of the internal combustion engine (2) and the intake gas temperature (Tcol). Figure for the abstract: [Fig 1],