Abstract: A fuel delivery assembly for an internal combustion engine, including an injector cup, a fuel injector received therein, and a spring clip is disclosed. The injector cup has a circumferential wall with an external shoulder. The fuel injector has a shoulder which is axially spaced apart from the injector cup. The spring clip has a base portion with two radially compliant webs bearing against the shoulder of the circumferential wall and being in force-fit engagement with the circumferential wall. The spring clip has an axially compliant portion bearing against the shoulder of the fuel injector and being elastically deformable to bias the fuel injector in axial direction from the upper end towards the lower end.

Abstract: Methods and systems are provided for reducing direct injector fueling errors due to injection variability in a transition region of a direct injector map. Fuel injection, including usage of one or more direct and port injected fuel pulses, may be planned based on engine operating conditions including engine temperature and driver demand. Responsive to any of the direct injected fuel pulses having a pulse-width that lies in a high variability transition region of the direct injector, the fuel injection may be adjusted via adjustments to a number and/or split ratio of the injections so as to not operate in the transition region.

Abstract: The present disclosure relates to internal combustion engines. The teachings thereof may be embodied in injection valves with servo-valve control for injecting fuel into the combustion chamber. For example, an injection valve may include a valve pin connected to a valve body and an actuator preloaded by an actuator spring. The valve pin is fitted with a very small clearance to form a sealing gap between the valve pin and the valve body which includes bores. The lower end of the valve pin forms a coupling volume between the valve pin and the valve body, connected via the sealing gap and the bores to the valve chamber. The sealing gap provides a fluidic connection between the coupling volume and the valve chamber, but, during the short time of valve actuation, practically no exchange of fluid can take place between coupling volume and valve chamber so that the coupling volume does not substantially change in said short time.

Abstract: A method is presented, wherein a fuel vapor canister heating element is activated during a first condition, which includes an engine-off condition, and atmospheric air is directed through the fuel vapor canister and into an engine intake. Degradation of the fuel vapor canister heating element is indicated based on an output of an engine intake air temperature sensor. In this way, the integrity of the fuel vapor canister heating element can be determined without relying on canister temperature sensors, which may be confounded by the cooling of the fuel vapor canister during fuel vapor desorption.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, port fuel injection timing is adjusted to reduce particulate matter formation in the engine so that particulate filter loading may be reduced until a time when the particulate filter may be purged.

Abstract: A method for adjusting an actual value of a quantity of fuel injected into an internal combustion engine of a motor vehicle to a target value is provided, wherein a deviation of the actual quantity of fuel injected from the target value is determined based on a ratio of the component of the combusted quantity of gas in the induction system to the concentration of oxides of nitrogen in the exhaust system and the injected quantity of fuel is readjusted according to the deviation. Furthermore, an arrangement for carrying out the method is provided.

Abstract: Methods and systems are provided for a crankshaft damper cover for a crankshaft damper of a crankshaft in an engine. In one example, a crankshaft damper cover shaped to fit within a cavity of a crankshaft damper and including an inset and an annular ring embedded within the inset, where the annular ring includes tabs adapted to mate with an inner surface of the crankshaft damper. As one example, the inset may be comprised of a damping material, such as plastic or foam.

Abstract: Methods and systems are provided for mitigating the effects of a leaky fuel injector during vehicle idle stop conditions. In one example, a method may include identifying the cylinder with a leaky fuel injector, and at or during engine shutdown, positioning the engine to a selected position based on the identified cylinder such that an exhaust valve of the identified cylinder is at least partly open.

Abstract: Methods and systems are provided for diagnosing a knock sensor of an engine system by actively inducing knock in an engine cylinder. A laser ignition device is operated in an engine cylinder located closest to the knock sensor while the engine is at rest and with the cylinder parked with an intake valve and an exhaust valve closed to generate and trap heat in the cylinder. Spark timing is advanced in the cylinder on the subsequent restart, which in combination with the trapped heat induces knock, and elicits a response from a functional knock sensor.

Abstract: A fuel pipe of a fuel supply device includes: a first side wall having a mounting surface to which an injector cup and a bracket are attached; and a second side wall to which the injector cup and the bracket are not attached. A peripheral wall of the injector cup extends at least from a position on a bottom-end side relative to a centerline in a mounting surface to a position on an upper-end side relative to the centerline, and is fixed to the mounting surface at a part of the mounting surface on the bottom-end side relative to the centerline and at a part thereof on the upper-end side relative to the centerline.

Abstract: Methods and systems are provided for maintaining a desired engine coolant level and a relative glycol amount in the engine coolant by using water sourced from on-board vehicle systems. In one example, a method may include supplying water to the engine coolant reservoir in response to the engine coolant level decreasing below a threshold. Also, a relative glycol amount in the coolant may be maintained at a threshold amount by adding water to the coolant in response to a relative glycol increasing above the threshold.

Abstract: After a system-off state has continued for a preset, time period since a system-off operation, on satisfaction of abnormality diagnosis prerequisites including a condition that a warm-up determination parameter indicating a degree of warm-up of an engine at a system-off time is equal to or greater than a predetermined value, characteristic abnormality diagnosis is performed to determine whether a characteristic abnormality occurs in a fuel pressure sensor. For a time period from a system-on operation to a system-off operation, the warm-up determination parameter is incremented when the engine is in operation, while being decremented after satisfaction of a predetermined condition when the engine is not in operation.

Abstract: A control apparatus (100) controls a diesel engine (10). A glow plug (32) which can detect cylinder pressure is provided on the engine (10). An ECU (70) computes a parameter related to a change in cylinder pressure obtained from the glow plug (32). The ECU (70) controls fuel injection timing such that the parameter falls within a target range when combustion in the engine (10) is switched from premixed combustion to diffusion combustion.

Abstract: A method to control a fuel pump for a direct injection system provided with a common rail comprising the steps of calculating the objective fuel flow rate to be fed by the high pressure pump to the common rail instant by instant to have the desired pressure value inside the common rail; comparing the objective fuel flow rate with the maximum flow rate that can be delivered by the high pressure pump; and, based on the comparison between the objective fuel flow rate and the maximum flow rate that can be delivered by the high pressure pump, controlling the high pressure pump so as to alternate operating cycles of the high pressure pump with the maximum flow rate that can be delivered and idle operating cycles of the high pressure pump.

Abstract: Unique apparatuses, methods, and systems including engine-out emissions controls are disclosed. One embodiment is a system including an internal combustion engine system including at least one fueling actuator and at least one air handling actuator and an electronic controller.

Abstract: A fuel injector (100) for an internal combustion engine is disclosed. The fuel injector is particularly suitable for use as a dual fuel injector, and comprises a generally tubular outer valve needle (130), an inner valve needle (140) slidably received in the outer valve needle (130), and a nozzle body assembly (112) comprising a tip part (120) and a needle guide part (118). The tip part (120) defines a seating region (120f) for the outer valve needle (130), and the needle guide part (118) comprises a guide bore (118e) for slidably receiving the outer valve needle (130). In one embodiment, the tip part (120) and the needle guide part (118) are made from different materials, and a biasing spring (148) for the outer valve needle (130) is housed in the nozzle body assembly (112).

Abstract: Systems and methods are provided for increasing the accuracy of air charge estimation for a cylinder that is selectively deactivatable. A controller may deactivate the cylinder in accordance with a firing pattern selected based on torque demand. An air charge estimate of the firing cylinder is then adjusted based on whether the cylinder was fired or skipped on a previous engine cycle when operating according to the selected firing pattern.

Abstract: Controlling a marine engine includes operating the engine according to an initial set of mapped parameter values to achieve a first target fuel-air equivalence ratio, determining a first actual fuel-air equivalence ratio, and using a feedback controller to minimize a difference between the first target and actual ratios. Feedback controller outputs are used to populate an initial set of adapt values to adjust combustion parameter values from the initial set of mapped parameter values. The method includes transitioning to operating the engine according to a subsequent set of mapped parameter values to achieve a different target fuel-air equivalence ratio. The method includes determining a second actual fuel-air equivalence ratio, using the feedback controller to minimize a difference between the second target and actual ratios, and using feedback controller outputs to populate a subsequent set of adapt values to adjust combustion parameter values from the subsequent set of mapped parameter values.

Abstract: A control apparatus for an internal combustion engine is configured, during a slightly stratified-charge lean-burn operation, to: calculate a basic total fuel injection amount based on a required torque; calculate a compression stroke injection amount based on an ignition delay index value; calculate, as a basic main injection amount, a value obtained by subtracting a compression stroke injection amount from the basic total fuel injection amount; calculate, based on an output value of an in-cylinder pressure sensor, an actual specified combustion index value that represents a main combustion speed or a combustion fluctuation rate; calculate a main injection correction term based on a result of a comparison between a target specified combustion index value or a tolerable specified combustion index value, and the actual specified combustion index value; and calculate a main injection amount by adding the main injection correction term to the basic main injection amount.

Abstract: A PCM (60) as an engine control device comprises a torque controlling unit (65) configured to control an engine torque based on an accelerator actuated amount. The torque controlling unit (65) is configured, after an accelerator actuated amount is started to increase, and when a rolling movement is being produced in a power train (PT) which includes at least an engine fixed to a vehicle body by an engine mount, to control for limiting increase in the engine torque so as to make an actual increase rate of the engine torque smaller than a nominal increase rate of the engine torque according to an increase in the accelerator actuated amount, in order to suppress the rolling movement.