A piston for a diesel engine is prepared as a piston for a direct injection engine, a cavity face of the piston is grinded, and a squish face thereof is masked. Next, a high-purity aluminum coating is formed on the cavity face, and the masking of the squish face is removed and the entire area of the piston top face is subjected to an anodizing treatment. Thereafter, the cavity face is masked, and the squish face is subjected to a sealing treatment.

A direct injection diesel engine is provided with a fuel injection nozzle which is capable of performing a multistage injection. In a middle-or-high load region, in order to decrease soot, an after-injection is performed immediately after a main injection. In a case of fuel with a low Cetane number, the after-injection can cause a worsening of soot. Hence, an ignition delay interval (period of time) of the main injection is determined. In a case where the ignition time delay interval (period of time) is equal to or above a threshold value, the after-injection is inhibited.

A method of operating a combustion engine provided with at least one flushed prechamber, and the at least one prechamber is connected to a main combustion chamber of the combustion engine. During a compression phase immediately preceding the ignition in the main combustion chamberafter ignition has taken place in the prechamber, in a first transfer phase, gas transfers from the prechamber into the main combustion chamber. After the first transfer phase, an at least two-phase, incompressible mediumpreferably wateris introduced into the prechamber.

Methods, systems, and devices are disclosed for injecting and igniting a fuel using corona discharge for combustion. In one aspect, a method to ignite a fuel in an engine includes injecting ionized fuel particles into a combustion chamber of an engine, and generating one or more corona discharges at a particular location within the combustion chamber to ignite the ionized fuel particles, in which the generating includes applying an electric field at electrodes configured at a port of the combustion chamber, the electric field applied at a frequency that does not produce an ion current or spark on or between the electrodes.

The application describes a system for an engine comprising a direct injection nozzle for injecting gaseous fuel into a cylinder of an engine in a second operating mode; an intake injection nozzle for injecting liquid fuel into an intake port of the engine in a first operating mode; and a valve gear suitable to adjust timing of opening and closing of an inlet valve. Preferential injection of a gaseous fuel such as compressed natural gas directly into the cylinder increases efficiency and allows for reduced heat exposure to the lesser used liquid gas injectors mounted in the intake port, reducing coking of these injectors.

A control device for direct injection gasoline engines includes a fuel injection control part (engine control device) composed to control a fuel injection aspect of an injector. The fuel injection control part changes an injection mode of the injector by changing the lift amount of the injector and the injection interval of the fuel respectively. The fuel injection control part switches between a first injection mode, which includes multiple times of the fuel injection with the small lift amount of the injector and the small interval of the fuel injection, and a second injection mode, which includes multiple times of the fuel injection with the bigger lift amount of the injector and the larger interval of the fuel injection than those of the first injection mode, according to an operating state of the engine body.

A cylinder head includes: a cylinder head body; multiple fuel ports extending to cylinders from a sidewall surface of the cylinder head body, the sidewall surface being located on one side of a longitudinal axis, on which intake ports are disposed; multiple injection valve attachment bosses projecting from the sidewall surface, surrounding openings of the fuel ports, and adapted to attach cylinder fuel injection valves to the fuel ports; and multiple projections projecting from the sidewall surface and disposed adjacent to the corresponding injection valve attachment bosses. A cylinder block includes: a cylinder block body; and a sensor attachment boss projecting from a sidewall surface of the cylinder block body, the sidewall surface being located on the one side of the longitudinal axis, on which the sidewall surface of the cylinder head body is located. The sensor attachment boss is adapted to attach a knock sensor to the cylinder block.

A motor vehicle internal combustion engine has at least one combustion chamber delimited by at least one wall of the internal combustion engine, and at least one injector that is associated with the combustion chamber and that is at least partially accommodated in a receiving opening delimited by a first wall area of the wall extending at least essentially parallel to the axial direction of the injector The injector includes at least one injection opening that opens into the combustion chamber via the receiving opening, in the direction of the combustion chamber the first wall area being directly adjoined by a further wall area of the wall that extends at an angle to the axial direction and which delimits an at least essentially conical area of the receiving opening which expands toward the combustion chamber. Over its length relative to the radial direction of the injector, the further wall area is situated at a distance from the injector and in alignment with the injector, at least in places, and has a cone opening angle in a range of 50 degrees up to and including 90 degrees, the cone opening angle being smaller than a jet angle of the injection jet.

The disclosed technology relates to hydroxy functionalized ashless additives useful in engine oil compositions due to their ability to reduce deposits, particularly deposits seen in turbocharged direct injection (TDI) engines. The described additives include ashless saturated compounds having a long chain hydrocarbyl polymer terminated by a hydroxyl group. The disclosed technology also relates to lubricant compositions containing the described additives, processes of making the described additives, and methods of using the described additives.

A control device of a gasoline direct-injection engine is provided. The control device includes an engine body, an injector, and a controller. Within a high load operating range, the controller causes the injector to perform a pre-injection and a post injection. In the pre-injection, the fuel is injected to cause a fuel concentration within an in-cylinder radially peripheral section to be higher than a fuel concentration within an in-cylinder radially central section at a timing for the fuel to ignite. In the post injection, the fuel is injected to cause the fuel concentration within the radially central section to be higher than the fuel concentration within the radially peripheral section at a timing for the fuel to ignite. The timing for the fuel injected in the post injection to ignite is after an oxidative reaction of the fuel injected in the pre-injection occurs and after a compression top dead center.