The method for controlling valve timing of an engine includes: classifying control regions; applying a maximum duration to an intake valve and a long duration to an exhaust valve in a first control region; advancing Intake Valve Closing timing, applying the long duration to the exhaust valve, and maintaining a maximum valve overlap in a second control region; applying the long duration to the exhaust valve and advancing the IVC timing and Exhaust Valve Closing timing in a third control region; applying a short duration to the exhaust valve and controlling the EVC timing in a fourth control region; controlling a throttle valve, applying the short duration to the exhaust valve, and retarding Exhaust Valve Opening timing in a fifth control region; and controlling the throttle valve and the EVC timing, applying the long duration to the exhaust valve, advancing the EVO timing in a sixth control region.

A combustion engine is provided having combustion chambers with reciprocating pistons, intake ports and exhaust ports. Transfer ports may be provided between adjacent combustion chambers to provide a transfer channel that closes during a high load mode of operation of the engine and opens during a partial load mode of operation. Also provided are embodiments in which exhaust ports of adjacent combustion chambers are joined into a common exhaust channel that communicates with an exhaust header of the engine through valve means that open during the high load mode of operation of said engine and close during a partial load mode of operation.

A combustion engine is provided having combustion chambers with reciprocating pistons, intake ports and exhaust ports. Transfer ports may be provided between adjacent combustion chambers to provide a transfer channel that closes during a high load mode of operation of the engine and opens during a partial load mode of operation. Also provided are embodiments in which exhaust ports of adjacent combustion chambers are joined into a common exhaust channel that communicates with an exhaust header of the engine through valve means that open during the high load mode of operation of said engine and close during a partial load mode of operation.

A combustion engine is provided having combustion chambers with reciprocating pistons, intake ports and exhaust ports. Transfer ports may be provided between adjacent combustion chambers to provide a transfer channel that closes during a high load mode of operation of the engine and opens during a partial load mode of operation. Also provided are embodiments in which exhaust ports of adjacent combustion chambers are joined into a common exhaust channel that communicates with an exhaust header of the engine through valve means that open during the high load mode of operation of said engine and close during a partial load mode of operation.

A combustion engine is provided having combustion chambers with reciprocating pistons, intake ports and exhaust ports. Transfer ports may be provided between adjacent combustion chambers to provide a transfer channel that closes during a high load mode of operation of the engine and opens during a partial load mode of operation. Also provided are embodiments in which exhaust ports of adjacent combustion chambers are joined into a common exhaust channel that communicates with an exhaust header of the engine through valve means that open during the high load mode of operation of said engine and close during a partial load mode of operation.

The present disclosure relates to a 2-cycle engine with a valve system that generates power during every one crankshaft rotation. The 2-cycle engine of the present disclosure includes the valve system opening and closing an air intake valve and an exhaust valve and includes a turbocharger. In the turbocharger, the air intake valve and the exhaust valve are respectively opened and closed once during one crankshaft rotation, and the valve system is configured to control the turbocharger using difference between an air intake pressure and an exhaust pressure. Accordingly, a current air intake reaches a target air intake.

An internal combustion engine inducts no air from outside atmosphere and it discharges no gas into outside environment. The engine receives hydrocarbon fuel and oxygen, and its combustion gas consists mostly of carbon dioxide and water vapor. Carbon dioxide is captured, stored and subsequently sequestered by using it with water to create a hydrocarbon fuel that can be supplied back to the engine. In that way, the engine fuel is repeatedly regenerated and reused, and the engine operates in a carbon neutral mode of operation. Some of the combustion gas is used as a diluent gas in the engine. High specific heat and high density of that gas permit operation in high-efficiency overexpanded cycle without an increase in the engine size. Various methods of the engine control and operation are described, including methods to reduce pumping loss. Various modes of in-cylinder diluent gas formation are considered.

Methods and systems are provided for controlling operating of a split exhaust engine system including a scavenge exhaust gas recirculation system based on a composition of constituents within a total flow through the scavenge exhaust gas recirculation system. In one example, a method may include adjusting an engine operating parameter in response to individual flows of each of burnt gases, fresh air, and fuel to an intake passage, upstream of a compressor, from a scavenge manifold coupled to scavenge exhaust valves, the individual flows of each of the burnt gases, fresh air, and fuel determined based on a valve opening overlap between the scavenge exhaust valves and intake valves of the engine.

The present disclosure relates to a 2-cycle engine with a valve system that generates power during every one crankshaft rotation. The 2-cycle engine of the present disclosure includes the valve system opening and closing an air intake valve and an exhaust valve and includes a turbocharger. In the turbocharger, the air intake valve and the exhaust valve are respectively opened and closed once during one crankshaft rotation, and the valve system is configured to control the turbocharger using difference between an air intake pressure and an exhaust pressure. Accordingly, a current air intake reaches a target air intake.

The present invention provides a system and method for providing a wheel fuel efficiency improvement of at least 30% in a gasoline internal combustion engine, the system including a two-stroke engine, a crank case and oil pump in fluid communication with said two-stroke engine but independent of the fuel system of the engine and at least one of a turbocharger and/or another means of providing compressed air in fluid communication with a combustion chamber in said two-stroke engine, wherein camshafts are required to rotate at the same number of revolutions per minute as the crankshaft and that the gasoline can be injected directly into the combustion chamber and will not enter the combustion chamber via an intake manifold.