Abstract: The present utility model relates to the technical field of engines, in particular to a low-emission cylinder with an external scavenging duct, wherein cylinder side covers are mounted on two opposite side walls of a cylinder body, a top surface of the cylinder body is a top surface of the uppermost cooling fin and a bottom surface thereof is a mounting surface, an exhaust port is provided in an inner cylinder bore of the cylinder body, an exhaust outlet is provided on a side wall of the cylinder body corresponding to the exhaust port, scavenging ports are respectively provided on two side walls in the inner cylinder bore adjacent to the exhaust port, a scavenging bore is provided in the side wall opposite to the exhaust port in an axial direction, a scavenging duct inlet is provided on the mounting surface corresponding to the side wall of the scavenging bore, scavenging grooves are respectively provided outside the side walls corresponding to the scavenging ports, and scavenging duct is formed between the c

Abstract: There is provided a bearing apparatus of a crankshaft for an internal combustion engine. The bearing apparatus includes a crankshaft having a plurality of journal portions and a plurality of crank pin portions; a main bearing supporting the crankshaft; and a bearing housing holding the main bearing. The plurality of journal portions include a first journal portion having a lubricating oil passage and a second journal portion not having the lubricating oil passage. The first and second journal portions and are supported by the first and second main bearings and. The bearing housing includes an Al alloy upper housing and an Fe alloy lower housing. The groove depth of the oil groove of the upper half bearing of the second main bearing is one half or less than the groove depth of the oil groove of the upper half bearing of the first main bearing.

Abstract: To obtain a fuel rail that maintains low hardness and good formability before being formed into a tube stock, can be made to easily form a thin absorbing wall surface, and has a high hardness and pressure resistance so as to be usable not only at a fuel pressure of 400 kPa or less, but also at a relatively high fuel pressure of 400 kPa or more. A fuel rail for port injection that is provided with a fuel pressure absorbing wall surface 1 and is used at a fuel pressure of 200 kPa to 1400 kPa. The fuel rail comprises an iron alloy that includes chemical components of C, Si, Mn, P, S, Nb, and Mo. The fuel rail has an internal volume of at least 60 cc and an amount of change in internal volume, when pressure is applied, of at least 0.5 cc/MPa. A bainitic structure can be precipitated by brazing the fuel rail in a furnace during manufacturing.

Abstract: A control device and method are provided for launch assistance for a motor vehicle having an internal combustion engine as drive engine. The control device is designed to predict a stall of the internal combustion engine of the motor vehicle on the basis of at least one signal, and, if a stall of the internal combustion engine is predicted, to output a signal for initiating launch assistance. The control device is designed to predict the stall of the internal combustion engine on the basis of the engine rotational speed of the internal combustion engine and the gradient of the engine rotational speed of the internal combustion engine before the clutch-engagement rotational speed is reached. If a stall of the internal combustion engine is predicted, the control device is designed to output a signal for initiating an increase of the engine torque demand of the internal combustion engine.

Abstract: Systems and methods are described for reducing friction within a transmission and an internal combustion engine including a PCV system. A gaseous fuel source is fluidly coupled to the transmission via a flow control valve and the transmission, in turn, is fluidly coupled to an air inflow line of the PCV system. The flow control valve is configured to control a flow of gaseous fuel into the transmission and there on into the PCV system and crankcase.

Abstract: A forged fuel rail for a motor vehicle includes a tubular base body, an inlet formed in one piece on the base body and made of a same material as the base body. Further formed in one piece on the base body and made of a same material as the base body are a plurality of injector mounts and, a support element for securement of the fuel rail to a further motor vehicle component. A reinforcement member extends between a corresponding one of the injector mounts and the support element and is formed in one piece on the base body and made of a same material as the base body. The reinforcement member is hereby formed from a flash created during a forging process.

Abstract: A surface of a piston and/or a cylinder head and/or a cylinder bore of an internal combustion cylinder with selectively applied plasma transferred wire arc coating which acts as a thermal barrier improving fuel efficiency and reducing fuel emissions and a method of producing the plasma transferred wire arc coating on a surface of a piston and/or cylinder head and/or a cylinder bore of a compression ignition and/or spark ignition engine.

Abstract: A sliding element, such as a piston ring, for use in diesel or highly supercharged spark-ignition engines with iron-based mating running elements is provided. The sliding element includes a base material made of cast iron or steel and a coating. The coating includes a CrN layer, an Me(CxNy) layer, and a DLC layer extending from the inside to the outer side respectively. The DLC layer consists of a metal-containing substructure layer and a metal-free DLC top layer. The Me(CxNy) layer is crystalline and Me is tungsten (W), chromium (Cr), or Silicon (Si). The hardness of the metal-free DLC top layer is harder than the metal-containing substructure layer.

Abstract: Motion control of a hydraulic free-piston engine is achieved in order to enable advanced combustions such as low temperature combustion. To accomplish this, an active controller acts as a virtual crankshaft, which causes a piston to follow a reference trajectory using energy from a storage element. Given the periodic nature of free-piston engine motion, an advanced controller of the present invention is preferably of robust repetitive type that is capable of tracking periodic reference signals.

Abstract: Engine blocks and methods of forming engine blocks are disclosed. The engine block may include a cast aluminum body and a plurality of cast-in liners. Each cast-in liner may include (a) an outer layer of 2xxx-series aluminum molecularly bonded to the cast aluminum body and (b) an inner layer directly contacting the outer layer and forming at least a portion of an engine bore. The inner layer may be a wear-resistant coating, such as a steel coating. The method may include extruding an elongated 2xxx-series aluminum extrusion having an inner cavity bounded by an inner surface and applying a wear-resistant coating to the inner surface. The extrusion may be sectioned into a plurality of cylinder liners and the cylinder liners may be into an aluminum engine block such that each cast-in liner forms at least a portion of an inner surface of an engine bore in the engine block.

Abstract: The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration engine, including: classifying a plurality of control regions based on engine load and speed; applying a maximum duration to an intake valve and a long duration to an exhaust valve in a first control region; maintaining a maximum valve overlap in a second control region; advancing intake valve closing (IVC) timing and exhaust valve closing (EVC) timing in a third control region; applying a short duration to the exhaust valve and controlling the IVC timing to bottom dead center in a fourth control region; controlling a throttle valve to be fully opened, and controlling the IVC timing to an angle after BDC in a fifth control region; and applying the long duration to the exhaust valve, and controlling the IVC timing to prevent knocking in a sixth control region.

Abstract: A control device for an internal combustion engine is equipped with an electronic control unit. The electronic control unit is configured to: i) calculate amplitudes of respective waves, respectively, originating from a plurality of factors that causes fuel pressure pulsation within a low-pressure fuel passage, vibration frequencies of the respective waves within a crank angle range of 360 degrees, initial phases of the respective waves, and central fuel pressure values of the respective waves; and ii) predict a fuel pressure value at an arbitrary crank angle according to a model formula showing a synthesized wave obtained by synthesizing the respective waves, on a basis of the amplitudes, the vibration frequencies, the initial phases, and the central fuel pressure values of the respective waves calculated.

Abstract: A fuel injection control unit (engine controller 100) performs a main injection (72) over a period ranging from a last stage of a compression stroke to an initial stage of an expansion stroke, and also performs a preceding injection (71), injecting a smaller amount of a fuel than the main injection, over a period ranging from an intake stroke to a first half of the compression stroke, and also determines whether or not the fuel injected by the preceding injection causes a partial oxidation reaction during a second half of the compression stroke, and on determining that the fuel causes the partial oxidation reaction, performs a middle-stage injection (73). The middle-stage injection is performed at such a timing that allows the fuel injected by the middle-stage injection to ignite spontaneously on or after the fuel injected by the main injection has spontaneously ignited and before the partial oxidation reaction occurs.

Abstract: The aim of the invention is to improve the efficiency of an axial-piston motor comprising at least one working cylinder fed by a continuously operating combustion chamber comprising a pre-combustion chamber and a main combustion chamber. To this end, the axial-piston motor is provided with a pre-combustion chamber comprising a check valve.

Abstract: An exhaust gas recirculation device for an internal combustion engine includes: an opening command signal output unit 52 which outputs an opening command signal in relation to an EGR control valve on the basis of an operating condition of the internal combustion engine; a variation component separation unit 54 which separates the valve opening command signal from the opening command signal output unit 52 into a basic component and a variation component generated so as to be superimposed on the basic component; a variation component determination unit 56 which determines whether the EGR control valve is in a steady state or a transient state on the basis of a magnitude of the variation component separated by the variation component separation unit 54; and an EGR control valve diagnosis device 58 that performs an abnormality diagnosis on the EGR control valve when the variation component determination unit determines that the EGR control valve is in the steady state.

Abstract: A method (45) for determining the total pressure in a cylinder (Pcyl) of an engine as a function of the angular position (crk) of a crankshaft (14) and from a quantity of fuel to be injected in possibly several injections, includes: determining the pressure in the cylinder when there is no combustion, the pressure being called the pressure without combustion (Pcyl_m), determining, for each injection (inji), a curve of sub-variation of pressure (?Pcomb_i) caused by the combustion of the fuel quantity injected during the such injection (inji), the shape of the curve being estimated as a function of the quantity of fuel to be injected (MFi) and of the angular position for start of injection (SOIi) of the corresponding injection, determining the total pressure in the cylinder (Pcyl) by adding together the pressure without combustion (Pcyl_m) and the pressures given by the pressure sub-variation curves (?Pcomb_i) of each injection (inji).

Abstract: Provided is an end seal structure of a fuel rail for a gasoline direct injection engine, the end seal structure being characterized in that: a pressure receiving surface is formed on an inner wall surface of the end cap having the cap-nut shape, the pressure receiving surface defining a seat surface; a pressing surface is formed at an end of the rail body, the pressing surface defining a seat surface facing the pressure receiving surface; the end cap having the cap-nut shape and including the pressure receiving surface is screwed and fixed to the rail body; and the pressure receiving surface of the end cap is brought into pressure contact with the pressing surface of the rail body by an axial force created by tightening of the end cap having the cap-nut shape so as to seal the end of the rail body.

Abstract: The present disclosure relates to dual fuel internal combustion engines with multiple cylinder banks and/or cylinder subsets, and exhaust aftertreatment systems associated therewith. Systems and methods are disclosed that relate to engine operations involving fuelling control for fuel cutout of one or more of the cylinder banks and/or cylinder subsets in response to a fuel cutout event to increase gaseous fuel substitution on the other cylinder banks and/or cylinder subsets to satisfy the torque request and thermal management conditions of the aftertreatment system.

Abstract: A gaseous fuel delivery system includes a regulator valve having an inlet adapted to be connected with a high pressure source of a gaseous fuel such that the regulator valve lowers the pressure of the gaseous fuel from the high pressure source. A control valve has an inlet connected to the outlet of the regulator valve, and wherein the control valve is operable to control the flow of fluid between the inlet and outlet of the control valve. A cut off valve has an inlet connected to the outlet of the control valve, and wherein the cut off valve is operable between a first state, wherein flow of fuel is permitted to flow between the inlet and an outlet of the cut off valve, and a second state, wherein the flow of fuel is prevented from flowing between the inlet and the outlet of the cut off valve.

Abstract: Methods and systems are provided for performing rationality check of a hydrocarbon sensor in an evaporative emission control system. In one example, a method may include sensing fuel vapors vented from a fuel vapor canister to atmosphere via the sensor, and performing sensor rationality check by flowing desorbed hydrocarbons from the fuel vapor canister to an engine via the sensor during purging of the fuel vapor canister.