Abstract: A fuel injection system of an internal combustion engine delivers fuel into a fuel rail via a high-pressure pump. The quantity of the delivered fuel is influenced by a quantity control valve operated by an electromagnetic operating device.

Abstract: An engine fuel pump control apparatus is provided. The engine fuel pump control apparatus is connected to an engine and a transmission. A fuel pump is interposed in a fuel conduit between a fuel tank and the engine and the fuel pump has a selectively variable fuel delivery rate. A fuel pump controller is configured to adjust a fuel delivery rate from the fuel pump to the engine in which the fuel pump controller is configured to increase the fuel delivery rate as a rotational speed of the engine increases. The fuel pump controller is further configured to adjust the fuel delivery rate as a detected vehicle speed characteristic varies.

Abstract: A resin gear has a concave portion formed on a gear body at a position radially inward of a boundary region between a toothed portion and a non-toothed portion. During a molding process, a welded portion is formed at the non-toothed portion by merger of flow of the molten resin along a first path and flow of the molten resin along a second path. The first path detours the concave portion and passes through the side of the toothed portion, and the second path detours the concave portion and passes through the side of the non-toothed portion.

Abstract: A recirculation device includes an air intake duct (3) which is followed by a manifold (6), means for introducing recycled exhaust gases, for mixing same with the fresh air let in. This device is designed to inject the exhaust gases by forming two counter-rotating adjacent vortices (14, 15), owing to a twin tubular mixer nozzle (10, 11) in communication with a common exhaust gas supply duct, positioned tangentially with respect to the two nozzles, placed side by side. The two vortices (14, 15) are self-sustaining to the outlets (7) of the manifold (6). Such a recirculation device is applied, in particular, to an air intake duct (3) of oblong cross section and/or to a manifold (6) with a flattened inlet (5) and/or a flattened plenum (8), in particular for a motor vehicle engine.

Abstract: A judging device comprises a catalyst, an upstream air/fuel ratio sensor having an air/fuel ratio sensing element covered with a diffusion resistance layer, and a downstream air/fuel ratio sensor. The judging device performs main feedback control to equalize the air/fuel ratio indicated by the output value of the upstream air/fuel ratio sensor to an upstream target air/fuel ratio and sub-feedback control to equalize the output value of the downstream air/fuel ratio sensor to a downstream target value. The judging device acquires “an imbalance judging parameter” which increases with “the increase of the difference between the amount of hydrogen contained in the exhaust gas before the exhaust gas passes through the catalyst and that after the exhaust gas passes through the catalyst” according to the sub-feedback amount. When the imbalance judging parameter is larger than an abnormality judgment threshold, the judging device judges that an air/fuel ratio imbalance among the cylinders has occurred.

Abstract: A control device includes: a first phase changing portion retarding a first intake valve phase relative to a second intake valve phase; a throttle valve adjusting an intake air amount of the engine, and a control portion configured to perform an intake valve phase control which controls the first phase changing portion to retard the first intake valve phase relative to the second intake valve phase such that an air amount in the cylinder of the engine is reduced to a target value to perform rich combustion, and the control portion configured to perform a throttle valve closing control which controls the throttle valve such that the air amount in the cylinder is the target value or smaller after the air amount in the cylinder is not reduced to the target value or smaller by the intake valve phase control performed by the first phase changing portion.

Abstract: In a method of a start-stop control for an internal combustion engine including briefly stopping and starting the internal combustion engine using an electric machine as a starter, the internal combustion engine is switched off by an engine control when switch-off conditions obtain, and the start-stop control queries whether a start signal exists on the basis of switch-on conditions. In order to ensure that a restart of the internal combustion engine is able to be performed more quickly, the start-stop control acts on the internal combustion engine using an operating strategy within a time period t until the internal combustion engine comes to a standstill.

Abstract: A method of controlling an evaporative emissions system of a vehicle includes determining that a refueling event has been requested by a vehicle occupant, detecting a pressure inside a fuel tank, and impeding opening of a fuel tank inlet if the pressure is above a limit value. After the refueling event, an open/closed status of a fuel inlet access door is monitored, a fuel level inside a fuel tank is monitored, and a vehicle engine an operating condition is monitored. Pressure buildup within the fuel tank is disabled if a) the open/closed status has not changed from closed to open, and b) the fuel level has increased, and c) the vehicle engine is operating. An operator alert may be generated, and/or a fault code may be set in a vehicle diagnostic system.

Abstract: A method for controlling a direct-injection internal combustion engine includes monitoring internal combustion engine operational parameters, determining a start of injection in response to the engine operational parameters, monitoring an intake air flow comprising a residual gas component, monitoring an exhaust gas flow, monitoring a fuel flow, determining a time constant corresponding to an intake air flow reaction time based upon the intake air flow, the exhaust gas flow, and the fuel flow, modifying the start of injection with the time constant, and operating the engine subject to the modified start of injection.

Abstract: An engine control system for an auto-stop/start vehicle includes an auto-stop/start module and an actuator control module. The auto-stop/start module selectively generates an auto-stop command for shutting down an engine while an ignition is in an ON state. The actuator control module disables fuel to the engine when the auto-stop command is generated and closes a throttle valve to a predetermined throttle opening when the auto-stop command is generated.

Abstract: A method for controlling a hybrid powertrain system including an internal combustion engine includes controlling operation of the hybrid powertrain system in response to a preferred minimum coolant temperature trajectory for the internal combustion engine.

Abstract: A method of controlling an internal combustion engine that includes an exhaust line fitted with a particulate filter, the method including: a) acquiring a charge parameter relating to a fill level of the particulate filter, b) comparing the charge parameter with at least one determined threshold, and c) bringing the internal combustion engine to a set operating point determined as a function of various criteria of differing levels of importance. Prior to c) and with one of the criteria being the mass flow rate of particles entering the particulate filter, a constraint level coefficient is determined as a function of the result of the comparing b) and applied to the particulate mass flow rate to weight importance of this criterion in determining the engine operating point.

Abstract: A method for regulating a fuel injection system of an internal combustion engine, wherein the fuel injection system includes a high-pressure pump which is associated with a quantity control valve having a solenoid valve electromagnetically operable by a coil for supplying fuel, the quantity control valve regulating the fuel quantity pumped by the high pressure pump and the coil of the solenoid valve being energized according to a setpoint current value in order to close the valve for supplying fuel to the high-pressure pump; when the solenoid valve closes, the setpoint current value is reduced from a first current setpoint value to a second current setpoint value so that an emission of audible noise generated when the solenoid valve closes during operation of the internal combustion engine is at least partially reduced.

Abstract: Provided is a spark-ignition internal combustion engine capable of ensuring engine output power while setting a geometric compression ratio of an engine body to a high value. In the spark-ignition internal combustion engine, each of a clearance between a top surface (3a) of a piston (3) located at a top dead center position and a lower surface (8a) of each of two intake valves (8) in a full-closed state, and a clearance between the top surface (3a) of the piston (3) located at the top dead center position and a lower surface (9a) of each of two exhaust valves (9) in a full-closed state, is set to 5 mm or more, and a stroke length S of the piston (3) is set to satisfy the following relation: S?0.977×B+18.2, where B is a bore diameter of a cylinder.

Abstract: A control device for an internal combustion engine provided by the present invention is a control device which can satisfy both a requirement relating to exhaust gas performance of the internal combustion engine and a requirement relating to operation performance by properly regulating a change speed of a required air-fuel ratio, in the internal combustion engine which uses torque and an air-fuel ratio as control variables. The control device receives the requirement relating to the exhaust gas performance of the internal combustion engine, and calculates an air-fuel ratio which satisfies the requirement as a required air-fuel ratio. When a predetermined reduction condition is not satisfied, an original required air-fuel ratio is directly determined as a final required air-fuel ratio.

Abstract: In order to create a starting device for at least one combustion engine, more preferably cable-operated starting device for at least one two-stroke or four-stroke engine with at least one cable disc or cable drum rotatably mounted in a housing, which for generating a drive rotational moment for an engine shaft which by means of at least one starting handle or pulling handle via at least one force transmission means more preferably via a starting cable or pulling cable can be rotated and via at least one elastic coupling link is connected with at least one driving link more preferably with at least one pawl driver by means of which the drive rotational moment can be transmitted to the engine shaft, the coupling link has two ends, wherein an end is engaged with the driver link and another end with the cable disc or the cable drum, it is proposed through direct operational connection of force transmission means and elastic link/coupling link to configure preferably easily that another end of the coupling link is

Abstract: This disclosure provides a method of controlling a diesel engine. The method includes adjusting an EGR ratio according to an engine load so that a cylinder O2 concentration decreases gradually to a predetermined load with an increase in the load of the engine, while the O2 concentration increases gradually above the predetermined load, operating the engine in a premix combustion mode where the fuel injection is terminated before a top dead center of a compression stroke in a low load operating range including the predetermined load where the O2 concentration is lowest and, after that, the fuel ignites and combusts, and operating in a diffusion combustion mode where the fuel injection is executed in parallel to the ignition and combustion of the fuel in an operating range where the load is higher than that of the operating range in the premix combustion mode and the O2 concentration is relatively high.

Abstract: Provided is a check valve structure capable of preventing soot accumulation in a check valve arranged in a pre-combustion chamber (4) due to incomplete combustion of fuel gas and preventing malfunction the check valve (6) for a gas engine having an pre-combustion chamber with a spark plug. An arrangement for supplying fuel gas to the pre-combustion chamber (4) has a multiple bore-cooling holes (11s) disposed around the spark plug (10) for cooling a gasket (10f) formed in a mounting hardware piece (13), the holes having an lateral bore-cooling hole (11a), and a lateral bore-cooling hole (11b) with the gasket (10f) therebetween. Each of the holes further has a multiple bore-cooling holes (11s) parallel to the center axis (10a) of the spark plug.

Abstract: An engine is driven by a starter including a pinion gear that can be engaged with a ring gear coupled to a crankshaft; an actuator causing, in a driven state, the pinion gear to be moved to a position where the pinion gear is engaged with the ring gear; and a motor causing the pinion gear to be rotated. The engine is provided with a rotation angle sensor for detecting rotation of the crankshaft. ECU detects the crank angle of the crankshaft based on a signal from the rotation angle sensor after the actuator is driven and the motor is driven.

Abstract: The invention relates to a method for igniting a fuel-air mixture in an internal combustion engine. An electric transformer excites an oscillating circuit connected to a secondary winding of the transformer. A capacitor is formed by an ignition electrode together with the wall of a combustion chamber through which it extends. The excitation of the oscillating circuit is controlled by generating a corona discharge igniting the fuel-air mixture. Before each ignition time the voltage applied to a primary winding of the transformer is incrementally increased, and the intensity of the current flowing in the primary winding is measured repeatedly at the same primary voltage. The variation of the values of the related primary current is determined, and the incremental increase in the primary voltage is aborted at a value thereof at which the variation of the primary current intensity reaches or exceeds a predetermined limit.