Abstract: The method for controlling the operation of an internal combustion engine comprises at least two operating modes. In a first operating mode, the intake valve is closed at a first predetermined crank angle, in accordance with the Miller cycle, before the piston reaches bottom dead center during the intake stroke for reducing pressure in the cylinder, and fuel is injected using first fuel injection means optimized for large amounts of fuel. In a second operating mode the intake valve is closed at a second predetermined crank angle, in accordance with conventional intake valve closing timing, after or slightly before the piston has passed bottom dead center, and fuel is injected using second fuel injection means optimized for small amounts of fuel. The invention also concerns an internal combustion engine.

Abstract: Provided is a configuration which prevents an engine from being unable to start in the state in which dew condensation occurred in a fuel injection pump and froze. The present invention relates to a fuel injection pump which is provided with a pump body and a hydraulic head and driven by an engine, and is characterized in that while the engine is in operation, the temperature of the hydraulic head is increased to a dew-point temperature or higher. Consequently, it is possible to increase the temperature of the hydraulic head and remove water in the fuel injection pump while the engine is in operation. Accordingly, the engine can be prevented from being unable to start in the state that dew condensation occurred in the fuel injection pump and froze.

Abstract: A fuel separation system includes a fuel separator configured to receive a fuel stream and separate the fuel stream, based on a volatility of the fuel stream, into a vapor stream defined by a first auto-ignition characteristic value and a first liquid stream defined by a second auto-ignition characteristic value, the second auto-ignition characteristic value greater than the first auto-ignition characteristic value; and a heat exchanger fluidly coupled between a fuel input of the fuel stream and the fuel separator, the heat exchanger configured to transfer heat from the vapor stream to the fuel stream, and output a heated fuel stream to the fuel separator and a second liquid stream defined by the first auto-ignition characteristic value.

Abstract: A gas injector for the direct injection of gaseous fuel into a combustion chamber of an internal combustion engine, including a valve seat, a valve needle, which in response to a lift releases a first cross-sectional area at the valve seat, and a gas control region, which is situated at the valve needle and defines a second cross-sectional area together with a component surrounding the valve needle, and in response to a lift, a change in the first cross-sectional area at the valve seat differs from a change in the second cross-sectional area at the gas control region.

Abstract: The present invention refers to a method for controlling a piston cooling circuit of an internal combustion engine wherein said circuit comprises at least a circulation pump and means for emitting cooling oil connected to the delivery of the pump. According to the method, said pistons are cooled by a jet generated by said emitting means only during the upward stroke of said pistons from the bottom dead center to the top dead center.

Abstract: An injection valve has a moveable nozzle needle that controls a dosing of fluid and a solid-state actuator that actuates the nozzle needle. To operate the injection valve, values of a characteristic for a load state of the actuator are detected at a predetermined sampling rate. A start reference time and end reference time are determined correlating in chronological terms to an operating phase in which the solid-state actuator is discharged to a predetermined reference state by absorbing the energy in a discharging resistor. A correction reference value is determined based on a detected value of the characteristic correlating to an end of the operating phase, and a predetermined reference value. A correction value pattern is determined based on the end reference time, the start reference time, and the correction reference value. The detected values of the characteristic for the load state are determined based on the correction value pattern.

Abstract: A fuel injection system in the present invention is provided with a fuel injection valve (10) which incorporates a heater (20) for heating fuel before being injected. The temperature of the heater (20) is estimated on the basis of the resistance value RHtr of the heater (20). The temperature of the heater (20) estimated at or after the time of occurrence of a point of inflection in the resistance value RHtr of the heater (20) is corrected in order to reduce to zero the difference between the nucleate boiling start point temperature and the estimated temperature value of the heater (20) at the time of occurrence of the point of inflection.

Abstract: In an exhaust gas flow control system for an internal combustion engine, with a first exhaust gas duct and a second exhaust gas duct, through both of which exhaust gas from the internal combustion engine can flow to a turbine of an exhaust gas turbocharger with an exhaust gas recirculation line branching off the first exhaust gas duct, a shut-off element is provided which is adjustable between a closed position in which exhaust gas is prevented from flowing into the exhaust gas recirculation line and directing it via a communication passage into the second exhaust gas duct, and at least a first open position in which exhaust gas is directed out of the first exhaust gas duct into the exhaust gas recirculation line while blocking the communication passage between the first and second exhaust gas ducts and a second open position wherein both the first and the second exhaust gas ducts as well as the communication passage between the two ducts is open but the recirculation line is closed.

Abstract: A fuel system is provided, including a fuel tank isolation valve comprising an actuation coil and a latchable valve shaft at least partially disposed within the actuation coil. A controller may be configured to indicate a position of the valve shaft based on a measured current-voltage relationship between the first and second terminal wires during a condition in which the magnetic field generated by actuation coil current has a flux density below a threshold required to adjust a position of the latchable valve shaft. In this way, the position of the latchable valve shaft may be indicated without moving the valve shaft, and without requiring a dedicated valve position sensor.

Abstract: An auto stop-start equipped vehicle power management system includes a primary power source supplying energy to an electrical starter to crank a vehicle engine and a secondary power source coupled in parallel to the primary power source. The secondary power source supplies energy to electric loads during an engine auto stop-start operation. The electrical loads maintain vehicle subsystem functionality during the engine auto stop-start operation. The energy supplied to the electrical loads is current limited during the engine auto stop-start operation. A controllable switch decouples the secondary power source from the primary power source and starter motor during the engine auto stop-start operation. Operating parameters of the electrical loads are monitored during the engine auto stop-start operation.

Abstract: Methods and systems are provided for delivering fuel to a port injector fuel rail in a port fuel direct injection (PFDI) engine. In one example, the port injector fuel rail may receive fuel from each of a compression chamber and a step chamber of a direct injection fuel pump coupled in the PFDI engine. In this way, pressurized fuel may be supplied to the port injector fuel rail during an entire cycle of the direct injection fuel pump.

Abstract: An apparatus and method for controlling a fuel injection system of an internal combustion engine is disclosed. Each fuel injector in the system is operated to perform a predetermined injection pattern per engine cycle. A signal representative of a fuel pressure within the fuel rail during the operation of the fuel injectors is sampled. A Fourier analysis of the fuel rail pressure signal is performed to determine one or more harmonic components thereof. The determined harmonic components of the fuel rail pressure signal are used to calculate a dynamic fuel quantity that flows through a fuel injector during an injection pulse of the injection pattern. A fuel quantity actually injected by the fuel injector during the injection pulse as a function of the dynamic fuel quantity is calculated.

Abstract: A driving force control system according to an embodiment of the present invention includes: an absolute bank angle detector configured to detect an absolute bank angle that is the absolute value of a vehicle's bank angle; a calculation circuit configured to calculate a relative bank angle that is the vehicle's relative angle with respect to a maximum absolute bank angle that is the maximum value of the absolute bank angle; and a controller configured to control driving force based on the relative bank angle.

Abstract: A coolant control system of a vehicle includes a pump control module and a coolant valve control module. The pump control module selectively activates a coolant pump. The coolant pump pumps coolant into coolant channels formed in an integrated exhaust manifold (IEM) of an engine. The coolant valve control module selectively actuates a coolant valve that controls coolant flow from the coolant channels formed in the IEM to a transmission heat exchanger based on a first temperature of a transmission and a second temperature of coolant within the integrated exhaust manifold of the engine.

Abstract: A system according to the principles of the present disclosure includes a cylinder activation module and a spark timing module. The cylinder activation module selectively deactivates and reactivates a cylinder of an engine based on a driver torque request. When the cylinder is deactivated, the spark timing module selectively increases an amount by which spark timing of at least one active cylinder of the engine is retarded based on noise and vibration generated by the engine when the cylinder is deactivated.

Abstract: A method and a system for improving operation of an automatically started engine are described. In one example, slip of a disconnect clutch is adjusted to limit an amount of engine torque transferred to vehicle wheels. The method and system adjust disconnect clutch slip in response to transmission input shaft speed and/or engine combustion events.

Abstract: Systems and methods for improving fuel injection of an engine that includes a cylinder receiving fuel from a direct fuel injector are disclosed. In one example, a transfer function or gain of a direct fuel injector is adjusted in response to an exhaust lambda value and a pulse width of a plurality of split fuel injections provided to an injector of the cylinder during a cylinder cycle.

Abstract: A fuel injector rail assembly for direct injection of fuel includes an elongate fuel distribution tube, a plurality of fuel injector sockets each formed to contain therein a fuel injection valve and being integrally secured to the fuel distribution tube, and a plurality of brackets each integrally secured to the distribution tube. The brackets each are made of pressed sheet metal and includes a mounting plate portion formed with a bolt hole for mounting the fuel distribution tube on an engine head and an opening for permitting each lower portion of the fuel injector sockets inserting therethrough, a pair of stationary arm portions extended in parallel from one side edge of the mounting plate portion at opposite sides of the respective fuel injector sockets and secured to the distribution tube. An outward flange formed at each lower end of the injector sockets is secured to an underside surface of the periphery of the opening for each injector socket.

Abstract: Various methods for operating a camshaft are provided. In one example, a method of operating a camshaft comprises: adjusting the camshaft based on a desired camshaft position, the desired camshaft position determined based on a camshaft position indicated by a camshaft sensor and a camshaft position indicated by a camshaft actuator.

Abstract: A control system for an internal combustion engine comprises pressure sensing means, memory means, processing means, and fuel injection control means. Pressure sensing means generate in-cylinder pressure data used to calculate total heat generated during combustion cycle. Memory means store predetermined crank angle data, such as CA50 crank angle data, for variety of engine operating conditions. A CA50 crank angle is a crank angle position where fifty percent of total heat is generated. Memory means additionally stores allowable start of injection crank angle data. Processing means determine an observed CA50 crank angle. Processing means conducts comparison of at least one of the predetermined CA50 crank angle data against the observed CA50 crank angle to generate a start of fuel injection crank angle which impacts the observed CA50 crank angle during subsequent combustion cycle. Fuel injection control means controls start of fuel injection crank angle generated by the processing means.