Abstract: A piston for an internal combustion engine is provided. The piston includes a piston bowl defined by a floor surface and a rim wall extending from an outer periphery of the floor surface in a system vertical direction to circumferential surround the floor surface. The piston bowl includes a center portion that extends above the floor surface. A plurality of protrusions extend radially from the center portion and from the floor surface and are spaced apart such that a spray guide is formed between each of the spaced apart plurality of protrusions. Each of the plurality of protrusions and spray guides are tapered so to terminate prior to the rim wall such that a continuous radius portion is formed from a portion of the rim wall and a portion of the floor surface beyond a respective terminating portion of each of the plurality of protrusions and spray guides.

Abstract: A piston for an internal combustion engine is provided. The piston includes a piston bowl defined by a floor surface and a rim wall extending from an outer periphery of the floor surface in a system vertical direction to circumferential surround the floor surface. The piston bowl includes a center portion that extends above the floor surface. A plurality of protrusions extend radially from the center portion and from the floor surface and are spaced apart such that a spray guide is formed between each of the spaced apart plurality of protrusions. Each of the plurality of protrusions and spray guides are tapered so to terminate prior to the rim wall such that a continuous radius portion is formed from a portion of the rim wall and a portion of the floor surface beyond a respective terminating portion of each of the plurality of protrusions and spray guides.

Abstract: A method for a model-based determination of a cylinder charge of a combustion chamber of an internal combustion engine as well as an internal combustion engine in a computer program product. The method utilizes a neuronal network having at least three input values. A pressure quotient is used as one of the input values. The pressure quotient is determined as the ratio of the pressure of the air set by the engine over the operating pressure of the engine. The pressure of the air set by the internal combustion engine may be determined by utilizing a measured value, a computed value, and/or a value determined from a characteristic map. It is also possible to include a combination of these in the pressure quotient.

Abstract: A method of desulfurizing a lean NOx trap (LNT) of an exhaust purification system provided with the LNT and a selective catalytic reduction (SCR) catalyst includes determining whether a desulfurization feasibility condition of the LNT is satisfied, determining whether a desulfurization demand condition of the LNT is satisfied, and performing desulfurization of the LNT if both of the desulfurization feasibility condition of the LNT and the desulfurization demand condition of the LNT are satisfied, wherein the desulfurization of the LNT is performed by repeating a desulfurization lean mode and a desulfurization rich mode according to whether a mode switching condition due to a desulfurization temperature is satisfied and whether a mode switching condition due to generation of H2S is satisfied.

Abstract: A process and a system for preventing pre-ignition in an internal combustion engine (ICE) includes detecting an ionization level of a combusted gas from a cylinder of the ICE during gas exchange and for a given combustion cycle i. When the ionization level is greater than a reference ionization level a pre-ignition countermeasure prior to and/or during an immediate subsequent combustion cycle i+1 is executed. The ionization sensor may be part of a spark initiating device of the ICE or be a separate ionization sensor.

Abstract: The centrifugal mass arrangement for the balancing of rotational accelerations of an engine housing of a reciprocating-piston engine, such as an internal combustion engine, is equipped with a hollow cylindrical housing provided for fastening to the engine housing and has a circumferential wall with an inner side, and with a centrifugal mass carrier arranged rotatably in the housing and coupled to the drive shaft for co-rotation therewith. The centrifugal mass carrier has at least two diametrically oppositely situated ends. A roller disk with a circumferential surface is arranged on each end of the centrifugal mass carrier. Each roller disk is mounted rotatably on the respective end of the centrifugal mass carrier and is supported by the circumferential surface against the inner side of the circumferential wall of the housing and, during rotation of the centrifugal mass carrier, rolls on the inner side of the circumferential wall of the housing.

Abstract: The invention relates to a method for adjusting at least one control parameter (KP) of an internal combustion engine (200) by means of at least two setting parameters (SP), having the following steps: determining an optimum steady-state combination (110) of the at least two setting parameters (SP) in order to obtain the setpoint value (104) under steady-state boundary conditions, producing a functional dynamic relationship (120) between the control error (100), a setting expenditure (130) for the at least two setting parameters (SP) and the determined steady-state combination (110), optimizing the dynamic relationship (120) in order to determine an optimum dynamic combination (140) of the at least two setting parameters (SP), and using the optimum dynamic combination (140) for the following adjustment step during the adjustment of the at least one control parameter (KP).

Abstract: Disclosed are a method of determining a correcting logic for a reacting model of an SCR catalyst, a method of correcting parameters of the reacting model of the SCR catalyst and an exhaust system to which the methods are applied. The reacting model of the SCR catalyst is defined by m parameters and has n input variables, where m and n are natural numbers with n smaller than m. The reacting model of the SCR catalyst may be adapted to predict nitrogen oxide (NOx) concentration at a downstream of the SCR catalyst at the least.

Abstract: The invention relates to an internal combustion engine (1) having a settable variable compression ratio and having a connecting rod (3), which connecting rod has an adjustment mechanism (4) for the adjustment of the settable variable compression ratio, a first hydraulic line (5), a second hydraulic line (6), a hydraulic outflow duct (47) and a switching module (21) for the switching of the adjustment mechanism (4), wherein the switching module (21) is arranged on the connecting rod (3) and a first position of the switching module (21) corresponds to a first compression ratio and a second position of the switching module (21) corresponds to a second compression ratio that differs from the first compression ratio, wherein the switching module (21) has a switching element (22) and a sleeve (23) surrounding the switching element (22), wherein the switching element (22) and the sleeve (23) are movable relative to one another, and the switching element (22) has a recess (36) and an edge region (37) bordering the re

Abstract: Disclosed are a method of correcting a control logic of a selective catalytic reduction (SCR) catalyst and an exhaust system. The control logic may be adapted to calculate an injection amount of a reducing agent for the SCR catalyst at the least. The method may include detecting input variables including temperature of the SCR catalyst and exhaust flow rate, discretizing the input variables, standardizing the discretized input variables, determining whether the discretized input variables are within a correction range, and correcting the control logic of the SCR catalyst if the discretized input variables are within the correction range.

Abstract: The invention is related to a compressor system (10) for a combustion engine (40), comprising a drive train (11), a compressor (12) and a first electric machine (20) mechanically coupleable by the drive train (11) with the combustion engine (40). Further the invention is related to a combustion engine (40) with a compressor system (10).

Abstract: A switching valve for an internal combustion engine, which has an adjustable compression ratio, namely to control a hydraulic oil flow particularly for an eccentric adjustment mechanism, having a control piston, which can be shifted by a switching mechanism similar to a ballpoint pen mechanism, wherein the control piston controls the hydraulic oil flow dependent on the switch position thereof, wherein the switching mechanism comprises at least one actuation element and a detent element, and wherein at least the control piston, the actuation element and the detent element are nested in each other so that they are implemented in a concentrically overlapping manner, at least in sections, when viewed in the shifting direction of the control piston.

Abstract: Method for adjusting the air-fuel ratio in the exhaust gas of a direct injection internal combustion engine, wherein the combusting fuel injection is divided into a plurality of individual injections, and wherein the air-fuel ratio in the exhaust gas of the internal combustion engine for a given load (PMI) is predictively adjusted by at least one model, by adjusting the position of the centroid of heat release conversion rates and the injection amount of the total combusting fuel injection, to a value that is necessary for the regeneration of an NOx storage catalytic converter in the exhaust system of the internal combustion engine.

Abstract: A method of calculating a nitrogen oxide (NOx) mass reduced from a lean NOx trap (LNT) during regeneration includes calculating a C3H6 mass flow used to reduce the NOx among a C3H6 mass flow flowing into the LNT of an exhaust purification device, calculating a NH3 mass flow used to reduce the NOx among a NH3 mass flow generated in the LNT, calculating a reduced NOx mass flow based on the C3H6 mass flow used to reduce the NOx and the NH3 mass flow used to reduce the NOx, and calculating the reduced NOx mass by integrating the reduced NOx mass flow over a regeneration period.

Abstract: A method of calculating a nitrogen oxide (NOx) mass adsorbed in a lean NOx trap (LNT) of an exhaust purification device includes calculating a NOx mass flow stored in the LNT, calculating a NOx mass flow thermally released from the LNT, calculating a NOx mass flow released from the LNT at the rich air/fuel ratio, calculating a NOx mass flow chemically reacting with the reductant at the LNT, and integrating a value obtained by subtracting the NOx mass flow thermally released from the LNT, the NOx mass flow released from the LNT at the rich air/fuel ratio, and the NOx mass flow chemically reacting with the reductant at the LNT from the NOx mass flow stored in the LNT.

Abstract: A ship engine includes a first turbocharger, a first intercooler, a second turbocharger, and a second intercooler. The first turbocharger is arranged at one end of the ship engine with respect to a crank axis direction. The first intercooler and the second turbocharger are arranged in an end portion of the ship engine with respect to a device width direction. The first intercooler and the second turbocharger are arranged side by side in the crank axis direction. The second intercooler is arranged at the other end (at the side opposite to the side where the first turbocharger is arranged) of the ship engine with respect to the crank axis direction.

Abstract: A method of calculating an ammonia (NH3) mass generated in a lean NOx trap (LNT) of an exhaust purification device includes sequentially calculating a NH3 mass flow at a downstream of each slice from a first slice to an n-th slice, and integrating the NH3 mass flow at the downstream of the n-th slice over a predetermined time, wherein the calculation of the NH3 mass flow at the downstream of the i-th slice comprises calculating a NH3 mass flow flowing into the i-th slice, calculating a NH3 mass flow generated at the i-th slice, and adding the NH3 mass flow generated at the i-th slice to a value obtained by subtracting the NH3 mass flow used to reduce the NOx and the O2 at the i-th slice from the NH3 mass flow flowing into the i-th slice.

Abstract: A method of regenerating a lean NOx trap (LNT) of an exhaust purification system provided with the LNT and a selective catalytic reduction (SCR) catalyst may include: determining whether a regeneration release condition of the LNT is satisfied; determining whether a regeneration demand condition of the LNT is satisfied; and performing regeneration of the LNT if the regeneration release condition of the LNT and the regeneration demand condition of the LNT are satisfied. In particular, the regeneration release condition of the LNT is satisfied if all of an engine operating condition, an LNT state condition, and a lambda sensor synchronization condition are satisfied.

Abstract: A method of determining suitability of correction for a control logic of a selective catalytic reduction (SCR) catalyst, may include determining a suitability function of the correction based on a previous error and a current error when the correction has been performed, determining a suitability coefficient based on the suitability function of the correction, determining whether the correction may be suitable based on the number of corrections and the suitability coefficient, and resetting the control logic when the correction may be not suitable.

Abstract: A method of regenerating a lean NOx trap (LNT) of an exhaust purification system provided with the LNT and a selective catalytic reduction (SCR) catalyst may include: determining whether a regeneration release condition of the LNT is satisfied; determining whether a regeneration demand condition of the LNT is satisfied; and performing regeneration of the LNT if the regeneration release condition of the LNT and the regeneration demand condition of the LNT are satisfied. In particular, the regeneration demand condition of the LNT is satisfied if a NOx adsorption in the LNT is larger than or equal to a threshold NOx adsorption, and the threshold NOx adsorption is set to a minimum value of a target NOx adsorption in the LNT which changes according to a maximum NOx adsorption in the LNT in cold starting and a NOx purification efficiency of the SCR catalyst.