Abstract: A method of controlling the injection of fuel into cylinders of an internal combustion engine provides a method of distributing injection of fuel among cylinders of the engine so as to inject a quantity of fuel which is reliable and accurate, even when the quantity of fuel for each cylinder is close to the minimum quantity which can reliably and accurately be injected. The method may be applicable to injection of fuel for combustion in the engine or injection of fuel which is timed to be injected so as to pass through the cylinder without combusting.

Abstract: A pressure-measuring glow plug device includes a module housing, a glow plug configured to ignite a combustion mixture in a combustion chamber of an internal combustion engine, and a pressure-measuring device. The pressure-measuring device has a pressure sensor configured to detect the pressure in the combustion chamber. The glow plug is connected to the module housing by a flexurally elastic membrane. The force acting on the glow plug in the combustion chamber is transferred to the pressure sensor, which is supported on a supporting element by a preloading force. The supporting element is fastened rigidly to the module housing by a sensor housing. The glow plug device further includes a separate loading sleeve that is connected at one end to the pressure-transferring piece and at the other end to the supporting element. The loading sleeve is configured to apply the preloading force for the pressure sensor.

Abstract: An apparatus for controlling an air system of a diesel engine in a steady state. The air system comprises a waste gas recycling system and a turbocharging system.

Abstract: In order to address turbo lag at altitude, a vehicle boosts output torque of an internal combustion engine with electric motor torque generated from a battery. The residual charge of the battery is increased at altitude to provide a sufficient reserve for the corresponding increase in turbo lag. The invention is typically applied to a parallel hybrid vehicle.

Abstract: A first computer-implemented diagnostic method can run in response to an imminent deceleration fuel cutoff (DFCO) event. A second computer-implemented diagnostic method can run on engine shutdown. Both diagnostic methods involve controlling fuel injectors and a fuel pump to make the fuel rail pressure change from a desired minimum to a desired maximum. Measurements from the fuel rail pressure sensor at these endpoints can then be used to detect a fault of the fuel rail pressure sensor. One or both diagnostic methods can be implemented.

Abstract: To simplify a configuration of a plasma generation device that generates plasma by means of an electromagnetic wave using thermal electrons as a trigger. The plasma generation device 30 includes: a thermal electron emission member 14 that emits thermal electrons when heated; a heating device 13 that heats the thermal electron emission member 14 by means of an electromagnetic wave; and an electric field concentration member 61 that concentrates in the vicinity of the thermal electron emission member 14 an electric field of the electromagnetic wave generated by the heating device 13. The plasma generation device 30, while causing the heating device 13 to heat the thermal electron emission member 14, causes the electric field concentration member 61 to concentrate the electric field of the electromagnetic wave in the vicinity of the thermal electron emission member 14, thereby generating plasma in the vicinity of the thermal electron emission member 14.

Abstract: A valve seat member shared by an outlet valve and a pressure relief valve is provided between a pressurizing chamber and a high pressure path. A valve seat of the relief valve is provided on the side of the pressurizing chamber of the valve seat member. A valve seat of the outlet valve is provided in the valve seat member on the side of the high pressure path. One end of a relief path whose other end is open in the valve seat of the pressure relief valve is connected with the high pressure path, and one end of an outlet path whose other end is open in the valve seat of the outlet valve is connected with the pressurizing chamber.

Abstract: An internal combustion engine 2 is started by being cranked by an electric motor. An internal combustion engine start control device performs a feedback-control of an intake air amount of the internal combustion engine to a target idle intake air amount, learns a feedback correction amount applied in a feedback control, and performs a learning control using a learnt value in parallel with the feedback control. An engine rotation speed is converged to a target idle rotation speed in an early stage by setting an allowable correction range of a feedback correction amount applied before a start of learning of the intake air amount wider than the allowable correction range of the feedback correction amount applied after the start of the learning of the intake air amount.

Abstract: A control apparatus, which is for an internal combustion engine with a spark plug having a center electrode and a ground electrode disposed so as to form a spark discharge gap therebetween, includes a voltage applying section for applying a voltage to the spark discharge gap, a constant-voltage path including a constant-voltage element parallel-connected to the spark discharge gap of the spark plug for preventing the spark discharge gap from being applied with a voltage higher than a set voltage, and an operation control circuit for controlling an operating condition of the internal combustion engine. The operation control circuit is configured to measure a current-flowing time during which a current flows through the constant-voltage path when a voltage higher than the set voltage is applied to the constant-voltage path, and change the operating condition of the internal combustion engine in accordance with the measured current-flowing time.

Abstract: Methods and systems are described for diagnosing degradation of a vacuum actuator in an engine system. An example method comprises indicating degradation of the vacuum actuator based on an estimate of flow of air into and out of a vacuum reservoir. The estimate is further based on flow of air generated via each of an aspirator in the intake system, an actuation of the vacuum actuator, and leakage during the actuation of the vacuum actuator.

Abstract: A tank ventilation valve has a housing (21), a closing member (4), a sealing seat (5) and a first space (17). A second space (18) is connected to the first space (17) via a control opening (19) that surrounds the sealing seat (5). A spring (6) pretensions the closing member (4) against the sealing seat (5) and closes the control opening (19). The closing member (4) opens as a function of a pressure difference between the first and second spaces (17, 18). The opened closing member (4) opens the control opening (19) so that the first space (17) is connected to a first line (2) connects to fresh air. The second space (18) is connected to a second line (3) that is attachable to a filter. Structure is provided to exert a further negative pressure on the closing member (4) to move the closing member (4) into the open position.

Abstract: A system, method, and engine control module for energy ignition management of a combustion engine. The method may be performed by the system or the engine control module. The method includes determining operating conditions of the combustion engine, setting ignition energy characteristics for a dedicated EGR cylinder and a non-dedicated EGR cylinder based on the operating conditions. The ignition energy characteristics include at least one of magnitude of energy, current, voltage, and ignition energy duration. At least one characteristic of the ignition energy characteristics for the non-dedicated EGR cylinder is different than a corresponding characteristic for the dedicated EGR cylinder. The method also includes energizing ignition aid plugs based on the ignition energy characteristics.

Abstract: A fuel system is provided for supplying pressurized fuel, in particular dimethyl ether (DME) or a blend thereof, to an internal combustion engine. The fuel system includes a fuel pump, which has a pumping mechanism arranged partly in a housing containing lube oil, a drain line connected to the housing and suitable for draining at least fuel vapor from an interior of the housing, a lube oil supply line connected to the housing, a lube oil supply valve installed in the lube oil supply line, a seal installed between the pumping mechanism and the housing for preventing at least lube oil leakage to the outside of the housing, and a drain valve installed in the drain line, wherein both the drain valve and lube oil supply valve are controlled to be closed during an engine non-running state for preventing fuel vapor leakage from the housing.

Abstract: An injection device for an internal combustion engine is proposed having at least one injection valve system for injecting fuel into an intake manifold of the internal combustion engine and at least one heating device for pre-heating fuel injected by the injection valve system, the injection valve system including a first injection valve for injecting fuel in the direction of a first inlet opening of a combustion chamber of the internal combustion engine and a separate, second injection valve for injecting fuel in the direction of a second inlet opening of the combustion chamber.

Abstract: Methods and systems are provided for identifying and rejecting asymmetric faults that cause engine emissions to be biased rich or lean. In one example, a method for an engine system comprises generating a UEGO sensor feedback set-point adjustment based on slower and faster time components within an outer loop of a catalyst control system; generating an inner-loop bias-offset correction from the slower time component; and indicating degradation of the engine system based on a comparison of the bias-offset correction to a degradation threshold. In this way, the total outer-loop control authority is increased while maintaining drivability and noise, vibration, and harshness (NVH) constraints and meeting emission standards in the presence of an air-to-fuel ratio biasing fault.

Abstract: An ignition control device according to one embodiment of the present invention is configured to, based on a pulse signal to be induced in an ignition coil in accordance with rotation of an internal combustion engine, cause a voltage to be supplied to an ignition plug included in the internal combustion engine, to be generated in the ignition coil. The ignition control device includes: a switching element configured to energize the ignition coil; a biasing unit configured to bias control terminals of the switching element so that the switching element is turned on when the pulse signal is induced; a state detecting unit configured to detect a biased state of the switching element; and a control unit configured to set a timing for controlling de-energization of the ignition coil in response to a result of detection performed by the state detecting unit, and to control the switching element to be turned off in accordance with the timing.

Abstract: A method for monitoring an internal combustion engine includes monitoring thermal efficiency in a heat exchanger of an exhaust gas recirculation (EGR) system with a flow control valve commanded to a first, open state and monitoring thermal efficiency in the heat exchanger with the flow control valve commanded to a second, closed state. The flow control valve is evaluated based upon the monitored efficiencies.

Abstract: A coolant control valve that selectively supplies an EGR cooler with coolant may include a cylinder head having a first water jacket and a second water jacket, an EGR cooler that is disposed at one side of the cylinder head and is disposed on an EGR line that recirculates exhaust gas from an exhaust side to an intake side, a heater that is disposed at another side of the cylinder head and heats air through coolant that is supplied to the heater, and a coolant control valve that respectively controls coolant that is supplied from the first water jacket and the second water jacket, supplies the heater with the coolant, and selectively supplies the EGR cooler with the coolant depending on a temperature of the coolant.

Abstract: A method for determining the quantity of fuel flowing through a fuel injector. The fuel injector has an electric heating device for heating the fuel and a temperature-measuring device for measuring the temperature of the heated fuel. The method includes (a) applying a predetermined electrical heating power to the electric heating device, (b) measuring an increase in the temperature of the fuel as a consequence of the heating power, and (c) determining the quantity of fuel flowing through the fuel injector on the basis of the applied electrical heating power and the measured increase in the temperature. A method for equalizing the fuel feed at at least two cylinders of an internal combustion engine utilizes the method for determining the quantity of fuel flowing through a fuel injector. An engine controller and a computer program carry out the specified methods.

Abstract: A control apparatus for operating a fuel injector is provided. The control apparatus includes an electronic control unit configured to: identify when the engine is running under a fuel cut-off condition, and then perform a learning procedure to determine an actual value of energizing time that causes the fuel injector to inject a target fuel quantity. The learning procedure provides for the electronic control unit to perform several test injections with different energizing time values and measure an engine torque value caused by the test injection. The measured engine torque values and their correspondent energizing time values are used to extrapolate the actual value of the energizing time as the value that corresponds to a reference value of engine torque that is consistent with the target fuel quantity.