Abstract: A method of operating an engine is provided. Output of an engine speed sensor, a mass air flow sensor, an exhaust gas temperature sensor, and an engine torque estimator are monitored with an electronic control module. It is determined if the engine is operating in one of either a transient condition and a non-transient condition based upon output of at least one of the sensors and the torque estimator. Fuel injection timing is set based upon if the engine is operating in a transient condition. An exhaust gas recirculation valve position is set upon if the engine is operating in a transient condition. An intake throttle position is set based upon if the engine is operating in a transient condition. The fuel injection timing, exhaust gas recirculation valve position, and the intake throttle position are set to minimize NOx emissions when the engine is operating in a transient condition.

Abstract: An internal combustion engine has at least one engine cylinder which is closed at an end by a cylinder head and within which a piston reciprocates. The cylinder head has a plunger receptacle and the piston has a plunger which, when the piston is reciprocating within the engine cylinder over an engine cycle's range between BDC and an intermediate position spaced from both TDC and BDC, fully opens the plunger receptacle to the interior of the engine cylinder, and which, when the piston is reciprocating over an engine cycle's range between the intermediate position and TDC position, enters the plunger receptacle to compress an air-fuel mixture at higher compression ratio in the plunger receptacle where it is ignited and subsequently used to ignite the rest of the mixture during piston downstroke.

Abstract: Systems and methods for compensating for nozzle coking in fuel injection system include creating expected fuel flow rate formula for selected fuel injection nozzle, operating selected fuel injection nozzle for a time, measuring fuel pressure and injector control valve on-time of fuel injection nozzle during operation, determining expected fuel flow rate for measured fuel pressure and injector control valve on-time, measuring actual fuel flow rate of fuel injection nozzle, determining coking condition of fuel injection nozzle, and automatically altering injector control valve on-time to compensate. Expected fuel flow rate formula is determined as function of fuel pressure and injector control valve on-time, while actual fuel flow rate is measured by flow rate sensor attached to injection system. Sometimes, coking condition determination is based on difference between actual fuel flow rate and expected flow rate.

Abstract: A method of providing hydrocarbons to an engine exhaust for regenerating a diesel particulate filter within an exhaust system of a diesel engine. A mass flow rate of exhaust gas within an exhaust system is determined. A mass flow rate of oxygen within the exhaust gas entering the diesel oxidation catalyst is determined. A set point indicative of an allowable mass flow rate of oxygen within the exhaust gas exiting the diesel oxidation catalyst is received. A hydrocarbon threshold that may be injected into the exhaust system is calculated. Hydrocarbons are injected into the exhaust system upstream of the diesel oxidation catalyst, wherein the injected hydrocarbons do not exceed the calculated threshold amount of hydrocarbons.

Abstract: An exhaust gas turbocharger housing (10) for an engine includes a main turbine housing portion (14) and a throat portion (12) defining an exhaust gas passageway (20) that is in upstream fluid communication with the main turbine housing. The exhaust passageway (20) communicates exhaust gases (EG) to the main turbine housing portion (14). A flow divider (22) generally bisects the exhaust gas passageway (20) forming a first inlet passageway (24A) and a second inlet passageway (24B). A flow hole (26) is disposed through the flow divider (22) for permitting the fluid communication of exhaust gas (EG) from the first inlet passageway (24A) to the second inlet passageway (24B).

Abstract: When the difference by which pressure in an engine exhaust manifold exceeds pressure in an engine intake manifold becomes less than a selected difference while an intake valve operating mechanism is closing cylinder intake valves at a selected time in the engine cycle, while an EGR system is conveying the engine exhaust component of an air/exhaust mixture from an exhaust system to an intake system, and a certain quantity of NOx is present in engine exhaust entering the exhaust manifold, the quantity of NOx present in engine exhaust entering the exhaust manifold is reduced below that certain quantity by causing the intake valve operating mechanism to close the cylinder intake valves earlier in the engine cycle than the selected time.

Abstract: A method of setting actuator position of a variable geometry turbine linked to drive a compressor for a compression ignition engine using exhaust gas recirculation. The method includes detecting an engine transient event; determining current mass air flow through the compressor and exhaust temperature; resetting variable geometry turbine position to maximize mass air flow through the compressor; adding the maximum allowable quantity of fuel; determining exhaust temperature increase; adjusting exhaust pressure to allow an increase in mass air flow and exhaust temperature; and returning to the resetting step until a limit is reached.

Abstract: An engine system and various methods for controlling the outlet temperature of an EGR stream before entering an engine intake system are disclosed. In a system and the various methods, an exhaust gas recirculation (EGR) valve is positioned within an EGR passage fluidly connecting an engine exhaust stream and an engine intake stream, while a waste heat recovery (WHR) system is used to recover heat from the EGR stream. An engine control unit (ECU) is coupled to various sensors and valves to divert working fluid in the WHR system from cooling the EGR exhaust flow below a level which favors production of condensation in the engine intake system. The ECU operates to divert working fluid flow away from the EGR boiler when sensors indicate characteristics of either the exhaust flow or the intake stream which might lead to heavy condensation.

Abstract: An engine control system (32) apportions smoke and NOx in engine-out exhaust gas by a strategy (38) that corrects a target percentage for fresh air and a target percentage for exhaust gas to re-calculate a set-point for fresh air mass flow. The target percentage for fresh air mass flow is calculated as a function of engine speed (N) and an engine output torque request (TQI_DRIV).

Abstract: An engine oil system for an internal combustion engine comprises an electronic control module, an oil viscosity sensor, am engine oil cooler, and an oil cooler flow control valve. The oil viscosity sensor is disposed in communication with the electronic control module. The electronic control module determines a viscosity of oil within the engine oil system based upon an output of the oil viscosity sensor. The oil cooler flow control valve is disposed in communication with the electronic control module. The oil cooler flow control valve is positionable between an open and closed position to regulate coolant flow to the engine oil cooler based upon an output of the electronic control module. The electronic control module moves the oil cooler flow control valve based upon the determined viscosity of the oil.

Abstract: An engine has a controller for causing an EGR system to disallow EGR while concurrently executing a strategy for evaluating calibration of a mass airflow sensor in an intake system by operating the engine at each of different combinations of engine speed and engine load, and for each combination of engine speed and engine load, recording a corresponding output signal of the sensor and also calculating mass flow passing through an intake manifold as a function of intake manifold pressure, intake manifold temperature, speed of the engine, and volumetric efficiency of the engine. The output signal of the MAF sensor and the calculated mass flow passing through the intake manifold at least one combination of engine speed and engine load are used to evaluate the calibration the MAF sensor.

Abstract: An engine protection system and methods for preventing intake condensation are disclosed. In a system and various of the methods, an exhaust gas recirculation (EGR) valve is positioned within an EGR passage fluidly connecting an engine exhaust stream and an engine intake stream, while a waste heat recovery (WHR) system is used to recover heat from the EGR stream. An engine control unit (ECU) is coupled to various sensors and valves to divert working fluid from the WHR system from cooling the EGR exhaust flow below a level which favors production of condensation in the engine intake system. The ECU operates to divert working fluid flow when sensors indicate characteristics of either the exhaust flow or the intake stream which might lead to heavy condensation. A three-way valve is also used to divert the working fluid to a variable expansion valve fluidly coupled to the three-way valve in response to a signal from one of the sensors to prevent damage to the system turbine.

Abstract: A system for storage and dosing of ammonia includes solid ammonia storage material capable of binding and releasing ammonia reversibly by adsorption/absorption. The system includes a start-up storage unit and a main storage unit, both of which hold ammonia storage material. A start-up heating device is arranged to heat the start-up storage unit to generate gaseous ammonia by thermal desorption from the solid storage material. A main heating device arranged to heat the main storage unit to generate gaseous ammonia by thermal desorption from the solid storage material. A controller modulates operation of the heating devices such that the main and start-up heating devices are not simultaneously activated.

Abstract: An ammonia abatement system and method for an exhaust system that includes a threeway catalytic converter (TWC) and a diesel particulate filter (DPF). Exhaust gas entering the TWC above the stoichiometric point (>1) may result in the formation of elevated levels of ammonia in the exhaust gas. To prevent the increased quantities of ammonia from skipping through the DPF, the DPF includes a catalyst to oxidize some of the ammonia and an acidic material to adsorb and store at least a portion of the excess ammonia. The acidic material may also release at least some of the adsorbed ammonia when a lean exhaust gas is present in the DPF. Additionally, an additive, such as copper or iron, may be added to the acidic material that may convert some of the NOx in the lean exhaust gas into nitrogen gas (or nitrous oxide) and water.

Abstract: A method is provided for operating an engine to limit soot emissions during fuel-enriched operation. The method includes operating the engine using a first fuel injection pattern and timing to inject fuel into a combustion chamber of the engine. The method further includes receiving a request for an increased engine power output and operating the engine using a second fuel injection pattern and timing to inject more fuel into the combustion in response to the request for the increased power output, where the second fuel injection pattern and timing is configured to minimize soot emissions during enriched fuel operations, such as during transient operations.

Abstract: A modular system for constructing a coolant core/cylinder head structure, is described. The system comprises a modular coolant core having an inlet and an outlet, a plurality of passageways within an interior space of the coolant core, the passageways fluidly connecting, which create a specific coolant flow pattern between the inlet and the outlet, wherein the coolant core has a single pattern geometry for assembling into the cylinder head core box. Use of the individual modular coolant cores permits construction of customized cylinder heads, which use the same tooling across multiple engine platforms, while providing more uniform coolant velocity and heat rejection from cylinder to cylinder and improved structure with more uniform clamping load between head bolts around the combustion chamber.

Abstract: Engine motor oil drawn from an oil sump by an oil pump is forced to flow through a primary flow path to moving engine parts at pressures spanning a first pressure range and a second pressure range which is greater than the first pressure range. When pressure is within the first pressure range, some engine motor oil flow may be diverted to a secondary flow path having piston cooling jets which spray engine motor oil toward undercrown surfaces of engine pistons. When pressure is within the second pressure range, some engine motor oil flow is diverted to the piston cooling jets and also to a tertiary flow path which may be a return to the oil sump.

Abstract: A catalytic hydrogen combustor is disclosed that is adapted to combust substantially all the hydrogen in the fuel cell exhaust gas during both steady state operation and for short duration higher hydrogen concentration pulses. Hydrogen combustion is catalyzed in two zones, a first zone in which a lower level of catalyst activity is used to catalyze combustion of a higher concentration hydrogen pulse as it moves through the zone and a second zone in which a higher level of catalyst activity is used to catalyze combustion of a lower concentration of hydrogen that is characteristic of steady state fuel cell operation.

Abstract: A modulating bypass valve includes a valve housing defining a modulating fluid passageway and a bypassing fluid passageway through the valve housing. The valve also includes a throttle plate assembly that is inserted through the valve housing and has a rotating shaft on an axis that is generally perpendicular to the modulating fluid passageway and the bypassing fluid passageway. A modulating throttle plate is attached to the shaft and located within the modulating fluid passageway. A bypassing throttle plate is attached to the shaft and located within the bypassing fluid passageway. An actuator rotates the shaft.

Abstract: A method of operating an internal combustion engine is provided. An air/fuel ratio of the internal combustion engine is determined. At least one of a fuel injection quantity and an intake air flow is adjusted to provide an air/fuel ratio between about 15 and about 18. A compression ratio within a cylinder of the engine is determined. Droplet size of fuel provided by a fuel injector is adjusted based upon the compression ratio determined within the cylinder of the engine.