A method for operating an internal combustion engine having a cylinder, an intake valve, an air pipe, and a valve element disposed in the air pipe, includes detecting a signal for causing a fuel supply of the cylinder to switch off. The valve element is moved out of a first position into a second position triggering a lower flow cross-section while the fuel supply is still activated, where a first cam for actuating the intake valve is allocated to the intake valve. While the fuel supply is still activated, switching from the first cam to a second cam and via the second cam the intake valve is actuated such that the intake valve causes a reduced air intake. An exhaust cam shaft for actuating an exhaust valve is set in an advance direction such that a valve intersection of the intake valve and of the exhaust valve ceases.

An adaptive, any-fuel reciprocating engine using sensor feedback integration of high-speed optical sensors with real-time control loops to adaptively manage the electronic actuation schemes over a range of engine loads and fuels. The engine uses one or more optical sensors to collect specific types of gas property data via a spectroscopic technique to adaptively control various components within the engine.

Provided is an internal combustion engine control device capable of maintaining an activation temperature of a catalyst while suppressing deterioration of an exhaust gas in a hybrid engine. To this end, the internal combustion engine control device of the present invention controls an internal combustion engine in an engine for a hybrid vehicle. The internal combustion engine has a catalyst that purifies the harmful substances in the exhaust gas and a catalyst temperature detection unit that detects the temperature of the catalyst. Then, when the temperature of the catalyst detected by the catalyst temperature detection unit does not reach a predetermined temperature, the internal combustion engine control device performs a catalyst temperature rise control for increasing the temperature of the catalyst and performs motoring.

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

Systems and methods for cold starting an internal combustion engine are described. In one example, the two amounts of fuel are injected into an engine cylinder during a cycle of the engine cylinder. The first amount of fuel is combusted to generate torque to rotate a crankshaft of the engine and the second amount of fuel is at least partially combusted in an exhaust system of the engine to increase exhaust gas temperature.

A switching finger follower for an engine valve train utilizes an adjustable support assembly that eliminates potential for partial engagement during operation. A lever engagement member or latch is disposed for movement on the follower body and interacts with a lever to provide a constant contact geometry. The finger follower may be configured as a lost motion device and may include a biasing assembly and a travel limiter. The latch may support the lever in at least one precise position and may support the lever in a second position for partial lost motion, or permit the lever to pivot free of the latch for complete lost motion, as in cylinder deactivation applications.

A system and associated methods for controlling valve motion in internal combustion engines provide a pulsing component for energizing a solenoid control valve in pulsatile fashion to cause a transient pressure change in a hydraulic network linking the control valve to a common, paired set of intake and exhaust main event deactivation mechanisms, which may be provided in respective valve bridges. The pressure change results in hydraulic deactivation of main event motion of the exhaust valve while avoiding deactivation of main intake event motion and thereby preserving intake main event valve motion, and supporting use of the intake main event motion for additional braking or other operations. The systems and methods are particularly suited for engine environments that employ cylinder deactivation (CDA) combined with high-power density (HPD) engine braking.

Although internal combustion engines typically waste about 75% of their fuel energy, this invention provides 31% or more brake horsepower than the engine alone by using anhydrous organic racing engine coolant that can spiral around a combustion chamber until heated to over 250° C. without boiling while exceeding the boiling point of a separate working fluid that is heated by coolant then superheated by exhaust gas before entering a unique positive displacement vapor expander engine having a piston connected by a clutch to power a driveshaft that is also driven by the combustion engine thereby creating a high efficiency direct mechanical powertrain avoiding losses of about 15% had a generator charged a battery to power an electric motor-generator. An electric generator connected for regenerative braking charges batteries to power a vehicle. Highly elevated coolant temperatures reduce cylinder and gas temperatures to lower emission toxicity while preventing lubricant burnout.

The split cycle engine of the present disclosure comprises a compression cylinder (10) accommodating a compression piston (12), a combustion cylinder (20) accommodating a combustion piston (22), a recuperator (35) arranged to exchange heat between exhaust fluid (95) from the combustion cylinder and working fluid being supplied from the compression cylinder to the combustion cylinder via a crossover passage (30). A controller is configured to control operation of the engine based on an indication of a temperature of at least one of a material of the recuperator and the working fluid in the crossover passage.

A control method for an internal combustion engine, the internal combustion engine including a valve timing control mechanism on at least an intake side and configured to control an operation of the valve timing control mechanism on the intake side during acceleration, the method including, calculating a relational expression between an intake valve timing, the intake valve timing being an operation timing of an intake valve, and a cylinder air charge amount in a range in which the intake valve timing can be advanced or retarded within a predetermined calculation cycle from a current value, calculating a target air charge amount, the target air charge amount being a target value of the cylinder air charge amount during the acceleration, based on an operating state of the internal combustion engine, calculating a target value of the intake valve timing corresponding to the target air charge amount from the relational expression for each calculation cycle, and setting a command signal for the valve timing control mechanism on the intake side based on a calculated target value of the intake valve timing.