Abstract: A fuel pressure regulator includes a fuel inlet; a fuel outlet; a seating surface; and a valve member assembly. The valve member assembly includes a poppet and also includes a sealing member which is made of an elastomer material and which is annular in shape and including a sealing member surface. The sealing member is supported by the poppet. The valve member assembly is moveable between 1) a closed position in which the sealing member surface engages the seating surface, thereby preventing fuel flow from the fuel inlet to the fuel outlet and 2) an open position in which the sealing member surface is spaced apart from the seating surface, thereby allowing fuel flow from the fuel inlet to the fuel outlet.

Abstract: A valve gear includes a gear portion configured to rotate by drive torque transmitted from an actuator, a boss portion provided on the gear portion and having a cylindrical outer wall, and one or more extension portions extending in an axial direction from the gear portion on a radial outer side of the boss portion. A coiled spring including a first hook provided at end portion on a gear portion side, and a second hook provided at end portion on an opposite side to the gear portion so that the first hook and the second hook are respectively locked to each other on opposite sides in a circumferential direction of the extension portion. A valve gear subassembly formed by assembling the valve gear and the spring is housed in a valve gear accommodating chamber of the body, and the second hook of the spring is locked to the body.

Abstract: Systems and methods for optimizing a performance variable for an engine system. The method includes applying constraints of manipulated variables as well as performance variables, mechanical constraints and other engine responses to response models. The response models each represent a piecewise linear relationship between the manipulated variables and other engine responses including performance variables and constraints. The method also comprises determining an optimal target for each of the manipulated variables by using a quasi-simplex optimization process on the response models. The optimal targets of the manipulated variables correspond to an optimal value of the performance variable.

Abstract: An ignition control apparatus, e.g., for an internal combustion engine, includes a rotational speed calculation unit that calculates a rotational speed of an alternating current generator. A rotor of the alternating current generator is driven to rotate in synchronization with reciprocating motion of a piston of the internal combustion engine. An ignition timing determination unit determines an ignition timing of the internal combustion engine based on the rotational speed calculated by the rotational speed calculation unit. An ignition control unit supplies electric power to an ignition coil such that the internal combustion engine is ignited at the timing determined by the ignition timing determination unit.

Abstract: Provided is a fuel injection control device that controls a fuel injection amount at higher accuracy. The fuel injection control device includes: a base waveform acquisition section 823 that generates a control current S9 for controlling a fuel injector 400; an A/D converter 824 that acquires a drive current P for the fuel injector 400 (controlled based on the control current S9) at each of measurement timings t1 to t6 based on a counter cycle; and an arithmetic operation section 821 that, based on a drive current P1 at a first measurement timing t1 and a drive current P2 at a second measurement timing t2 later than the first measurement timing t1, both acquired by the base waveform acquisition section 823, predicts a drive current P3 at a third measurement timing t3 later than the second measurement timing.

Abstract: An engine device includes an engine including an in-cylinder injection valve and a spark plug, an exhaust gas control device, and a controller. The controller is configured to perform a last fuel injection from the in-cylinder injection valve in an expansion stroke and to set a fuel injection amount for the last fuel injection in expansion stroke injection driving, based on a coolant start temperature, post-start time, and volumetric efficiency. The expansion stroke injection driving is a control that is performed by performing the ignition by the spark plug in synchronization with the fuel injection in the expansion stroke.

Abstract: An ECU opens a valve element to inject fuel in conjunction with energization of a fuel injection valve provided for an engine. The ECU includes an injection control unit, a characteristic acquisition unit, and a fuel injection correction unit. The injection control unit implements a partial-lift injection during which the valve element does not reach a full-lift position to open the fuel injection valve by an energization time. The characteristic acquisition unit acquires an actual lifting behavior of the valve element as an actual lift characteristic when the partial-lift injection is implemented. The fuel injection correction unit compares the actual lift characteristic acquired by the characteristic acquisition unit with a predetermined reference characteristic and corrects a fuel injection quantity in the partial-lift injection based on a result of the comparison.

Abstract: A centrifugal pump for conveying a fluid includes a housing having an inlet and an outlet for the fluid. An impeller is arranged in the housing for rotation in an axial direction to convey the fluid from the inlet to the outlet, a shaft extends in the axial direction for driving the impeller, and a stationary guide device for guiding the fluid from the impeller to the outlet is connected to the housing. A resilient compensating element is disposed between the housing and the guide device, is arranged around the shaft, and holds the guide device in a centered position to the impeller during a radial relative movement to the housing.

Abstract: Methods and systems are provided for diagnostics of a fuel system configured with a three-way isolation valve and a four port canister. An example method includes, during a refueling event, indicating degradation of the three-way isolation valve based on pressure in the fuel tank during depressurization followed by refueling.

Abstract: A method of predicting vehicle engine torque using an artificial neural network is provided. A data-based artificial neural network model is applied to more accurately calculate torque and reduce development costs for calibration and logics.

Abstract: An injection control device for a fuel injection valve includes: a current detection unit of the fuel injection valve; a current area correction control unit that performs current area correction for an area correction amount of an energization time to equalize the integrated current value of the energization current profile and an integrated current value of the detected current; and an information correction unit that learns and stores a reference attainment time, from a start of energization to an attainment of each of the plurality of reference currents, in a storage unit, and corrects information related to the current area correction based on a difference between the reference attainment time and an actual attainment time from the start of energization to the attainment of each reference current.

Abstract: An injection control device includes: a drive control unit that controls energization by correcting an energization instruction time when injecting the fuel by executing the current-drive, and includes an energization time correction amount calculation unit that calculates an energization time correction amount by performing area correction on a current flowing through the fuel injection valve; an abnormality determination unit that determines an abnormality in a control system of the drive control unit; and a correction amount subtraction setting unit that stops a calculation of the energization time correction amount when the abnormality determination unit determines an abnormality, and controls the drive control unit to directly or stepwise reduce the energization time correction amount at an abnormality determination.

Abstract: A torque monitoring device monitors the occurrence of an abnormal torque state causing an estimated torque as an estimated value for an actual torque of an internal combustion engine to differ from an engine-requested torque required of the internal combustion engine and includes: a discrete value setup unit configured to increase a discrete value correspondingly to increase in a difference quantity between the estimated torque and the engine-requested torque; an accumulation unit configured calculate an accumulation value of the discrete value; and a determination unit configured to determine that the abnormal torque state occurs when the accumulation value becomes larger than or equal to a predetermined abnormality determination threshold value.

Abstract: Provided is a technique for identifying a variation in an injection amount by estimating a valve opening start timing in an extremely small injection region of a half lift region. Therefore, a fuel injection control device according to the present invention estimates a valve opening start timing of a fuel injection valve by referring to a characteristic of a reference fuel injection valve acquired in advance.

Abstract: A system and method of managing an on-demand electrolytic reactor for supplying hydrogen and oxygen gas to an internal combustion engine. The system minimizes reactor's power consumption and parasitic energy loss generally associated with perpetual reactors. The system comprises a plurality of sensors coupled to the reactor measuring a plurality of reactor parameters, an electronic control unit coupled to the plurality of sensors and the engine, and a reactor control board coupled to the reactor and the electronic control unit. The electronic control unit: monitors the plurality of reactor parameters and the plurality of engine parameters; determines a reactor performance level; determines an engine performance level; determines a change in the engine performance level to forecast a future engine demand level; and determines an ideal reactor performance level corresponding to the engine performance level or the future engine demand level.

Abstract: A vehicle control system for a powertrain including an internal combustion engine having an intake valve and an exhaust valve in a vehicle includes an electronic control unit (ECU) operable to control a continuously variable valve duration (CVVD) of the intake and exhaust valves in the engine, a communicator operable to receive an input data from at least one input system, and a storage device having predetermined calibration value. The ECU of the vehicle control system is configured to reference the predetermined calibration values based on a received input data, determines to adjust the CVVD of the intake and exhaust valves, and send a signal to the engine for changing an overlap area of the CVVD. The vehicle control system operates a process for controlling the CVVD of the engine as a method.

Abstract: An engine system capable of controlling an intake air flow includes a combustion chamber, an ignition plug, an intake air flow control valve, and a controller. The controller performs, in at least a part of an operating range, SPCCI combustion in which after jump-spark ignition combustion of a portion of a mixture gas inside the combustion chamber by a jump-spark ignition of the ignition plug, compression ignition combustion of the remaining mixture gas is carried out by a self-ignition. The controller strengthens, at least in a part of the operating range of SPCCI combustion, the intake air flow inside the combustion chamber by controlling the intake air flow control valve. The controller controls, in a middle-load range of the operating range where SPCCI combustion is performed, the intake air flow control valve so that the intake air flow becomes weaker than in a high-load range and a low-load range.

Abstract: A system for supplementing a fixed fuel source for an engine includes a motor-generator set connected to a mechanical load device and a controller. The motor-generator set includes a motor and a generator. The engine is configured to provide a first torque from a fixed fuel source from an independent variable flow input. The fixed fuel source is independent of the engine and set external to the engine. The mechanical load device is driven by the engine and configured to require a second torque defined by an independent flow device. The controller is configured to compare the first torque and the second torque, provide a first control signal to the motor to provide power to the engine when the second torque exceeds the first torque and provide a second control signal to the generator to draw power from the engine when the first torque exceeds the second torque.

Abstract: The present invention provides a high-efficiency and highly-reliable fuel injection control device that controls a fuel injection valve of an internal combustion engine and can perform injection amount control in accordance with a deterioration degree of the fuel injection valve. A fuel injection control device controlling a fuel injection valve of an internal combustion engine includes a deterioration determination unit that determines a deterioration state of the fuel injection valve, an injection amount learning unit that learns the injection amount of the fuel injection valve, and a learning frequency change unit that changes the learning frequency of the injection amount learning unit in accordance with the deterioration state of the fuel injection valve.

Abstract: A method of adjusting operation of an internal combustion engine includes injecting fuel into cylinders of the internal combustion engine (first fuel operation); obtaining a first fuel exhaust temperature profile during the first fuel operation; injecting two fuels into the cylinders in a duel fuel operation; obtaining a duel fuel exhaust temperature profile; and adjusting the injection quantity and/or an injection timing of one fuel in a cylinder(s), based on a difference between the first fuel exhaust temperature profile and the duel fuel exhaust temperature profile. Other methods of operating with single fuel and using sensors other than exhaust temperature sensors are disclosed.