A composite intake system and method of operating a rotary engine with variable intake manifold is provided. The system includes two switching valves in a secondary intake switching tube to change the intake method. When the rotary engine works under low speed conditions, it adopts the long intake manifold and the side-intake mode. When the rotary engine works under medium and high speed conditions, it uses the short intake manifold and the composite-intake mode. When the rotary engine works under ultra high speed conditions, it takes the short intake manifold and the peripheral-intake mode.

A cooling device configured to cool, using a coolant, an injection valve that injects an additive includes a rotary member surrounding an outer periphery of the injection valve and extending along the injection valve. The rotary member is supported to be rotatable around the injection valve. A clearance between an outer peripheral surface of the injection valve and an inner peripheral surface of the rotary member defines a passage through which the coolant flows. The rotary member has a rotation imparting part that causes the rotary member to rotate about the injection valve in response to a flow of the coolant.

In order to provide a gas fueling method capable of suppressing overheating of a tank immediately after a start of fueling, in the gas fueling method, an accumulator and a hydrogen tank are coupled to each other with a gas flow passage. In a main fueling control at and after the timing t2, a sensor-based value MAT of a temperature parameter of a measurement position Q1 is calculated on the basis of a detection value of a first station temperature sensor, and the fueling control is performed on the basis of the sensor-based value MAT. In an initial fueling control at the timing t0 to t2, a prediction value MAT_pred of the temperature parameter is calculated at the timing t2 on the basis of an ambient temperature value, a mass flow rate value, and a heat capacity. The fueling control is performed on the basis of the prediction value MAT_pred.

In order to provide a gas fueling method capable of suppressing overheating of a tank immediately after a start of fueling, in the gas fueling method, an accumulator and a hydrogen tank are coupled to each other with a gas flow passage. In a main fueling control at and after the timing t2, a sensor-based value MAT of a temperature parameter of a measurement position Q1 is calculated on the basis of a detection value of a first station temperature sensor, and the fueling control is performed on the basis of the sensor-based value MAT. In an initial fueling control at the timing t0 to t2, a prediction value MAT_pred of the temperature parameter is calculated at the timing t2 on the basis of an ambient temperature value, a mass flow rate value, and a heat capacity. The fueling control is performed on the basis of the prediction value MAT_pred.

An object of a control method to control a direct injection internal combustion engine that directly injects fuel in a cylinder is to reduce an increase in PN caused by attachment of the fuel to a fuel injection valve distal end. The control method cools the fuel before a fuel temperature when the fuel passes through an injection hole on a fuel injection valve reaches a temperature at which an amount of attached fuel to the fuel injection valve distal end increases.

An object of a control method to control a direct injection internal combustion engine that directly injects fuel in a cylinder is to reduce an increase in PN caused by attachment of the fuel to a fuel injection valve distal end. The control method cools the fuel before a fuel temperature when the fuel passes through an injection hole on a fuel injection valve reaches a temperature at which an amount of attached fuel to the fuel injection valve distal end increases.

A temperature-controllable engine fuel supply device is used to feed fuel into a fuel inlet (40) of an engine (40). The temperature-controllable engine fuel supply device includes a fuel tank (1) for receiving the fuel, a cooling unit (2) and a nozzle (3). The cooling unit (2) communicates with the fuel tank (1) to cool the fuel. The nozzle (3) is disposed corresponding to the fuel inlet (40) to jet the fuel toward the fuel inlet (40). A cooling path (P) through which the fuel passes is from the cooling unit (2), through the nozzle (3), to the fuel inlet (40). A temperature sensor (21), (23) is installed on the cooling path (P) to detect temperature of the fuel, so temperature of the fuel is controlled to be within an ideal range before the fuel enters the engine (4).

Methods and systems are provided for continuously estimating a direct injector tip temperature based on heat transfer to the injector from the cylinder due to combustion conditions, and heat transfer to the injector due to flow of cool fuel from the fuel rail. Variations in the injector tip temperature from a steady-state temperature are monitored when the direct injector is deactivated. Upon reactivation, a fuel pulse width commanded to the direct injector is updated to account for a temperature-induced change in fuel density, thereby reducing the occurrence of air-fuel ratio errors.

An injector includes a nozzle body extending along a longitudinal axis and at least one spray hole extending through a portion of the nozzle body to output a fluid from the injector. The spray hole includes at least one groove. The groove is configured to facilitate efficient mixing of the fluid with air or other surrounding materials for enhanced performance of the injector and/or other components associated with the injector.

An injector includes a nozzle body extending along a longitudinal axis and at least one spray hole extending through a portion of the nozzle body to output a fluid from the injector. The spray hole includes at least one groove. The groove is configured to facilitate efficient mixing of the fluid with air or other surrounding materials for enhanced performance of the injector and/or other components associated with the injector.