Abstract: A ducted combustion system for an internal combustion engine includes a combustion chamber, a fuel injector, and a plurality of ducts. The combustion chamber is defined between a flame deck surface of a cylinder head and a piston crown of a piston disposed within a cylinder bore. Further, the fuel injector is configured to inject fuel into the combustion chamber as a plurality of fuel jets. The plurality of ducts is disposed within the combustion chamber between the flame deck surface and the piston crown. The plurality of ducts is disposed such that each of the plurality of fuel jets at least partially enters one of the plurality of ducts. The at least one of the plurality of ducts is configured to move to vary an angle of a corresponding at least one of the plurality of fuel jets relative to a longitudinal axis of the fuel injector.

Abstract: The engine control device comprises a basic target torque-deciding part for deciding a basic target torque based on a driving state of a vehicle, a torque reduction amount-deciding part for deciding a torque reduction amount based on a steering wheel operation state, an TCM for deciding a torque-down demand amount, based on a driving state of the vehicle other than the steering wheel operation state, and a final target torque-deciding part for deciding a final target torque, based on the decided basic target torque, the decided torque reduction amount and the decided torque-down demand amount, wherein the final target torque-deciding part is operable, when there is a torque-down demand, to restrict a change in the final target torque corresponding to a change in the torque reduction amount.

Abstract: A system according to the principles of the present disclosure includes an engine stall module and an actuator control module. The engine stall module identifies a potential engine stall based on a speed of an engine and a rate of change in the engine speed. The actuator control module selectively adjusts an actuator of a powertrain system to prevent the engine from stalling when a potential engine stall is identified.

Abstract: A fuel supply device includes a fuel pump, a filter case, a fuel passage, a discharge passage, and a residual pressure holding valve. A communication port opens at a shifted position of the fuel passage that is positionally shifted from the residual pressure holding valve toward the discharge passage. The fuel passage includes an outside passage part through which fuel flows from the communication port toward the discharge passage, and an inside passage part that throttles a flow of fuel flowing from the communication port toward the residual pressure holding valve more than the outside passage part. When a passage cross-sectional area of the inside passage part is converted into a passage cross-sectional area of a circular pipe, D which is a passage diameter of the circular pipe, and L which is a length of the inside passage part satisfy a relational expression of L/D?3.

Abstract: The Intelligent Fault Tolerant Throttle Body prevents unintended acceleration of vehicles. This invention solves this emergency by returning the throttle plate to a safe position when commanded by a driver Emergency Button or by brake actuation. The device is installed on a conventional throttle body and comprises an Emergency Button (EB) and a Throttle Motor Controller (TMC). The TMC is a micro controller contained inside the throttle body assembly that intercepts and modifies signals from the engine control unit (ECU) to the Throttle Body Motor (TBM) and monitors the brake switch signal and the throttle position sensor (TPS). The TMC has an internal accelerometer and a throttle pedal sensor input as well as other sensors which are used as additional confirmation of a true unintended acceleration condition and not resulting from ECU, wiring or sensor failures.

Abstract: An excentric pin for an electronic throttle control assembly, which is used to adjust the default position of at least one spring used to control the position of a valve plate, where the valve plate is located in an opening of a housing in the electronic control assembly. The excentric pin is used to adjust the default angle of the valve plate to have an angular tolerance of +/?0.10°. The excentric pin is slideably pressed into an aperture of the housing of the electronic throttle control assembly, and turned using some type of driver. The electronic throttle control assembly may be a one-spring design, or a two-spring design, where the two-spring design requires only one spring pin and the excentric pin. Also, the excenter pin may be used to adjust the position of the sector gear, e.g., function as the lower mechanical stop to provide a minimum opening angle for low leakage, and a minimum opening angle to avoid throttle plate corking into opening of the housing.

Abstract: In an ignition device, a second circuit energizes a primary coil from its negative side in a first direction to thereby maintain energization of a second coil in a second direction during spark discharge started by a first circuit. The maintained energization continuously supplies energy to a spark plug, thus performing a continuation of the spark discharge. The first direction is opposite to a direction of energization of the primary coil carried out by the first circuit, and the second direction is the same as a direction of energization of the second coil that has been started based on the first circuit. A humidity detection unit detects humidity of intake air into an engine. The control section controls the first circuit to advance start timing of the spark discharge generated by the first circuit in accordance with an increase in the humidity of the intake air.

Abstract: A method for operating an engine system 200 comprising an engine 208 configured to consume a fuel, having at least a two flowmeters 214, 216, is provided. The method includes the step of operating an engine 208 disposed between a supply flowmeter 214 of the at least two flowmeters and a return flowmeter 216 of the at least two flowmeters. A first fuel density in the supply flowmeter 214 and a second fuel density in the return flowmeter 216 are measured. The fuel density measurements 317 between the supply flowmeter 214 and return flowmeter 216 are compared and a differential density measurement value, ?? 319, based on a difference in the second fuel density and the first fuel density is determined. The ?? 319 is compared to a range of theoretical differential fuel density values, ??t, and potential fuel contamination is indicated if the ?? lies outside a range of ??t values by a predetermined threshold.

Abstract: An engine control method includes determining an intention of a driver for acceleration during vehicle traveling, stopping fuel supply to an engine when a determination is made that the driver does not have the intention for acceleration, detecting a speed of the vehicle during inertial traveling, with fuel supply to the engine kept stopped, permitting restart of the engine when a determination is made that the driver has the intention for acceleration after stopping the fuel supply to the engine, prohibiting the restart of the engine until an engine rotational speed drops to or below a predetermined rotational speed threshold, even when the restart of the engine is permitted, restarting the engine after the engine rotational speed drops to or below the predetermined rotational speed threshold, and changing the rotational speed threshold depending on the detected speed. The rotational speed threshold increases with increase in the detected speed.

Abstract: The present disclosure relates to internal combustion engines. The teachings thereof may be embodied in methods and devices for controlling the combustion processes taking place in the cylinders of an internal combustion engine. A method for controlling a combustion process in an internal combustion engine may include: measuring an actual camshaft position; measuring the actual rail pressure; calculating a phase correction value based on the measured actual rail pressure and a mass of fuel to be injected; calculating corrected actual camshaft positions based on the measured actual camshaft position and the respective phase correction value; calculating a mass of air depending on the determined corrected actual camshaft position; and calculating a fuel injection mass based on the mass of air determined for each cylinder.

Abstract: A control apparatus for a vehicle includes a determination unit that determines whether or not a start condition is established, the start condition including a torque converter is in a non-lock-up state and the vehicle is starting; and a display control unit that causes a virtual number of rotations to be displayed on a tachometer instead of an actual number of rotations when it is determined by the determination unit that the start condition is established. The display control unit calculates an acting number of rotations by referring to the actual number of rotations and a number of rotations on a driving wheel side relative to the torque converter in an automatic transmission, and causes the acting number of rotations to be displayed on the tachometer as the virtual number of rotations.

Abstract: A controller is provided that performs first injection that executes fuel injection with lower injection rate and subsequently performs second injection with higher injection rate. The controller configured to determine a target value for fuel pressure drop amount or difference between pressure of fuel within a fuel injection valve at starting point of the first injection and pressure of fuel within the fuel injection valve while the first injection is performed, and stop supply of command signal to the fuel injection valve once fuel pressure drop amount in the first injection becomes greater than target value for the fuel pressure drop amount, and supply command signal once the fuel pressure drop amount in the first injection becomes smaller than the target value for the fuel pressure drop amount.

Abstract: A control device for an internal combustion engine is provided. The internal combustion engine includes a plurality of cylinders. The internal combustion engine is configured such that when an intake valve of one cylinder on a compression stroke among the plurality of cylinders is open, an intake valve of each of the remainder of the plurality of cylinders is closed. The control device includes an electronic control unit configured to: (i) determine an open-closed state of the intake valve of each of the plurality of cylinders; and (ii) adjust an opening degree of a throttle valve to a first opening degree that is larger than a second opening degree corresponding to an idling operation, when the electronic control unit determines that the intake valve of any one of the plurality of cylinders is open at the time of startup of the internal combustion engine, to reduce compression torque and vibrations.

Abstract: Systems, apparatus, and methods are disclosed that include an internal combustion engine having a plurality of cylinders operable by a valve actuation mechanism. Staging of engine operating conditions is disclosed to facilitate exit from and/or entrance into a cylinder deactivation event.

Abstract: A fuel system is provided that includes a boost stage, a positive displacement pump and a first bypass valve configured to bypass fuel to one of the boost stage and the positive displacement pump. A second bypass valve is configured to bypass fuel to the other of boost stage and the positive displacement pump.

Abstract: Various systems and methods are described for controlling pre-ignition in a boosted engine in a newly manufactured vehicle. One method comprises, during a pre-delivery phase of the vehicle, operating the boosted engine in a pre-delivery calibration with a first, higher enrichment, in response to a pre-ignition event. The pre-delivery calibration is deactivated during a post-delivery phase and the boosted engine is operated with a second, lower enrichment in response to a pre-ignition event.

Abstract: A piston for an engine may include a piston body. The piston body may include a piston crown disposed symmetrically about a central longitudinal axis of the piston. A combustion bowl may be recessed into the piston body and may be offset axially inwardly with respect to the piston crown. A central bowl apex may protrude axially from the combustion bowl and may be offset axially inwardly with respect to the piston crown. A first bowl apex may protrude axially from the combustion bowl and may be disposed radially inwardly with respect to the piston crown. A second bowl apex may protrude axially from the combustion bowl and may be disposed radially inwardly with respect to the first bowl apex and may be radially between the first bowl apex and the central bowl apex. The second bowl apex may be offset axially inwardly with respect to the central bowl apex.

Abstract: A water-cooled exhaust gas recirculation (EGR) cooler may include tubes positioned within a housing at a predetermined interval, which forms an exhaust gas passage that exhaust gas passes therethrough, and a tube bonded portion that seals internally and externally the tube is provided at a first side of the tube; and supporters interpose the tubes to define a predetermined interval between the tubes and positioned within the housing wherein a coolant passage which a coolant flows between the tubes is formed, wherein an external surface of a first side of the supporter is bonded to an external surface of the tubes to form a reinforcing bonded portion wherein the supporter covers and seals the tube bonded portion.

Abstract: An ignition apparatus for an internal combustion engine includes: a spark plug; a first ignition coil and a second ignition coil; a battery; a booster circuit that boosts a voltage supplied from the battery; a power transistor that conducts and interrupts a primary current flowing to a primary coil included in the first ignition coil; a MOSFET that applies and interrupts the voltage boosted by the booster circuit to a primary coil included in the second ignition coil; and an ECU that starts electric discharge by the spark plug by controlling the power transistor, and repeatedly applies and interrupts the voltage boosted by the booster circuit by the MOSFET so that the electric discharge that is started is maintained.

Abstract: A boost-control valve in a turbocharger system can be configured to update a wastegate status. The wastegate can discharge exhaust gases from a turbine chamber in the turbocharger, for example based on a pressure detected in a compressor chamber of the turbocharger. In an example, a processor circuit can be coupled to an OEM ECU, and can receive a first control signal from an OEM ECU. The first control signal can include a PWM signal having a first frequency and a first duty cycle. The processor circuit can generate a second control signal for controlling the boost-control valve. The second control signal can have the same first duty cycle and a different second frequency. In an example, the different second frequency is greater than the first frequency. In an example, the second control signal includes a DC signal having a variable amplitude.