Abstract: A method for supplying gaseous fuel from a liquid state to an internal combustion engine includes employing a second internal combustion engine as a source of energy, pumping the gaseous fuel in the liquid state by transforming energy from the source of energy into mechanical work for the pumping, exchanging waste heat from the second internal combustion engine in a first heat exchange fluid circulating through the second internal combustion engine to a second heat exchange fluid, vaporizing the gaseous fuel pumped from the liquid state with heat from the second heat exchange fluid, and delivering the gaseous fuel vaporized from the liquid state to the internal combustion engine. Pressure of the gaseous fuel delivered to the internal combustion engine is maintained within a predetermined range of tolerance by the pumping.

Abstract: In starting the engine, if it is determined that large cams are not completely prepared for all driving cams, valve closing timings of all intake valves are changed by driving the VVT so that all of the cylinders have equal in-cylinder filling efficiency. A fuel injection amount of each cylinder is determined by a feedforward control assuming that the large cams are completely prepared for all of the driving cams. When the valve closing timing of all of the intake valves are changed by driving the VVT to equalize the in-cylinder filling efficiencies of all of the cylinders, all of the cylinders have substantially equal in-cylinder air-fuel ratios.

Abstract: An engine-driven electricity generation system can selectively use diesel and LNG as fuel by recycling a diesel engine from a scrapped vehicle and heats intake air with an electric heater to start an engine using LNG and then heats the intake air using heat from a high-temperature exhaust gas after starting the engine, thereby accelerating ignition of LNG.

Abstract: Methods and systems are provided for an exhaust gas recirculation valve. In one example, a system may include a valve being cleaned following a delay subsequent an engine shut-down.

Abstract: Provided are a valve stop mechanism capable of switching intake valves and exhaust valves of deactivated cylinders between an openable/closable state and a closed state, and an engine speed control unit which controls the engine speed. The engine speed control unit controls the engine speed in such a manner that the amount of change in the engine speed with respect to time is reduced, as compared with a case in which a specific condition is not satisfied, when the specific condition that switching by the valve stop mechanism is not completed, and that connection between an engine and a power transmission unit is released is satisfied after issuance of a switching request from one of a reduced-cylinder operation and an all-cylinder operation to the other thereof.

Abstract: A crankshaft seal flange has a support made at least partially of a plastic material. The support has a passage with an inner wall. The support has at least one dynamic seal that extends about a circumference of the inner wall of the passage. At least one sensor is provided that detects crankshaft rotary speed and crankshaft position. The at least one sensor encompasses an electronic component group that is integrated into the plastic material of the support.

Abstract: A control system for a vehicle includes a first vehicle system including a plurality of components and a controller. The controller monitors diagnostic data for the plurality of components of the first vehicle system and outputs a two-state status indicator for each of the components of the first vehicle system. States of the two-state status indicator include a failing state and a not failing state. A control module is configured to receive the two-state status indicator and the diagnostic data from the first vehicle system and to convert the two-state status indicator into a three-state status indicator. The three-state status indicator includes a pass state, a fail state and an indeterminate state. The control module is further configured to alter an engine operating parameter based on the three-state status indicator.

Abstract: Methods for preventing a premature ignition of a cylinder charge in advance of a planned ignition point in an internal combustion engine are provided. In one method, a pressure in a crankcase of the internal combustion engine is adjusted so as to prevent lubricating oil constituents from being transported from the crankcase to a combustion chamber of a cylinder of the internal combustion engine due to a pressure ratio between the crankcase and the combustion chamber. In another method, an ignition point for a cylinder of the internal combustion engine is adjusted in a given operating range of the internal combustion engine in such a way that the adjusted ignition point brings about a knocking combustion in the cylinder. Internal combustion engines having a device for preventing a premature ignition of a cylinder charge in advance of a planned ignition point are also provided.

Abstract: An engine system is provided. The engine system includes a rotatable intake port circumferentially surrounding at least a portion of a stem of an intake valve coupled to a cylinder, the rotatable intake port having a first curved section extending inward toward or outward from a rotational axis of the rotatable intake port. The engine system further includes an intake port actuator coupled to the rotatable intake port configured to rotate the rotatable intake port about the rotational axis based on engine operating conditions.

Abstract: A method is disclosed for operating an internal combustion engine having a turbocharger and an exhaust gas recirculation pipe fluidly connecting an exhaust system to an air intake system upstream of a compressor of the turbocharger. A first value of a parameter indicative of the density of a mixture of fresh air and exhaust gas in the air intake system is determined. A flowing of exhaust gas through the exhaust gas recirculation pipe is interrupted if the first value is lower than a first reference value thereof.

Abstract: A method for controlling engine revolution per minute (RPM) includes: a frequency deriving process for deriving a frequency from change in engine RPM detected by a detector by a controller during driving of the engine; a frequency conversion process for converting a derivation frequency derived in the frequency deriving process into a conversion frequency via a predetermined conversion process by the controller; a frequency comparison process for comparing an amplitude of the conversion frequency at which engine RPM is to be changed among conversion frequencies converted in the frequency conversion process with an amplitude of a reference frequency pre-inputted to the controller; and a fuel injection amount adjusting process for deriving a correction value based on a result derived in the frequency comparison process, for applying the derived correction value, and for controlling an injector by the controller to adjust a fuel injection amount.

Abstract: A fuel supply device includes a cover member attached to an opening of a fuel tank, a pump unit including a pump, and a connecting portion which connects the cover member and the pump unit. The pump unit is connected so as to be relatively movable with respect to the connecting portion when a connecting shaft which is formed as part of one of the connecting portion or the pump unit, is inserted into the connecting hole formed as part of the other of the two. The connecting hole has an elongated hole portion that allows the connecting shaft to move in the upward and downward directions, and allows the pump unit to be relatively movable with respect to the connecting portion. The pump unit includes an engagement portion abutting a lower terminal end of the connecting portion when the fuel supply device is attached to the fuel tank.

Abstract: In one aspect, a method is described. An operational engine torque is calculated. The engine is operated in a skip fire manner to deliver the operational engine torque. A reference engine torque is calculated using a torque model. The torque model involves estimating torque at a working chamber level. The reference engine torque is compared to the calculated operational engine torque to assess the accuracy of the operational engine torque calculation. Various embodiments of the present invention involve software, devices, systems and engine controllers that are related to one or more of the above operations.

Abstract: A combustion speed, for example, is estimated or evaluated, with a required accuracy, more simply than the conventional art, while reducing man-hours to produce a heat generation rate waveform of an internal combustion engine. An increase rate of a heat generation rate relative to a change in a crank angle in a heat generation rate increasing period (e.g., a first-half combustion period a) in which the heat generation rate increases after ignition of an air-fuel mixture is defined as a heat generation rate gradient b/a that is one of characteristic values of the heat generation rate waveform. The heat generation rate gradient is estimated based on a fuel density (e.g., fuel density ?fuel@dQpeak at heat generation rate maximum time) at a predetermined time set in advance in the heat generation rate increasing period so as to produce the heat generation rate waveform using the estimated heat generation rate gradient.

Abstract: A compression-ignition, opposed-piston engine using a low reactivity fuel as an ignition medium manages trapped temperature and trapped combustion residue within, and fuel injection into, the combustion chambers of the engine, and controls the compression ratio of the engine in order to realize reductions in emissions as well as improved fuel consumption efficiencies.

Abstract: A delay module, based on a base request received for a first loop, sets a delayed base request for a second loop. A first period between the first and second loops corresponds to: a first delay period of an oxygen sensor; and a second delay period for exhaust to flow from a cylinder of an engine to the oxygen sensor. A closed loop module determines a closed loop correction for the second loop based on: the delayed base request for the second loop; a measurement from the oxygen sensor; the closed loop correction for the first loop; and the closed loop correction for a third loop. A second period between the second and third loops corresponds to the first delay period of the oxygen sensor. A summer module sets a final request for the second loop based on the base request plus the closed loop correction for the second loop.

Abstract: A method of operating an internal combustion engine, and more particularly a fuel injector is disclosed. The fuel injector is commanded to inject a fuel requested quantity. The fuel requested quantity is adjusted by closed-loop for controlling an engine speed to match a target value thereof. A value of a first parameter indicative of an amount of electrical energy supplied to an electric battery by an electric generator coupled to the internal combustion engine is measured. A value of a voltage generated by the electric battery and a value of the engine speed are measured. A reference value of the fuel requested quantity is calculated on the basis of the voltage value, the engine speed value and the value of the first parameter. A difference between the value of the adjusted fuel requested quantity and the reference value is calculated and used to control the internal combustion engine.

Abstract: An engine synchronization apparatus includes: a crank shaft position sensor detecting a position of a crank shaft to detect a tooth and a missing tooth; a cam sensor detecting a position of a cam corresponding to an angle of rotation of each of an intake cam and an exhaust cam; and a controller synchronizing the engine to use a tooth detection signal from the crank shaft position sensor and a cam signal from the cam sensor. The controller carries out an engine synchronization by determining the position of the crank shaft and the position of the cam to select one cam between the intake cam and the exhaust cam and to detect the position of a unique part of the cam signal from a voltage level and a level length of the cam signal of the selected cam.

Abstract: The purpose of the present invention is to provide an engine with reforming cylinders which are fuel reforming devices capable of supplying a reformed fuel according to the outputs of outputting cylinders. The engine is provided with the outputting cylinders for burning the fuel and the reforming cylinders which are the fuel reforming devices for reforming the fuel through the reciprocating motions of pistons. The amount of reformed fuel supplied to all the outputting cylinders is changed according to the outputs of the outputting cylinders while maintaining the amount of supplied fuel and the amount of suctioned gas, which are supplied into one reforming cylinder.

Abstract: The disclosure describes a system for pressurizing a fluid. The system includes a source of liquid fuel, a pressure build chamber in fluid communication with the source of liquid fuel such that the pressure build chamber is configured to receive a volume of liquid fuel from the source, wherein the pressure build chamber is configured to heat a portion of the volume of liquid fuel to a sufficient temperature to convert the portion of the volume of liquid fuel into a gaseous fuel or supercritical fluid, and wherein the pressure build chamber is configured to increase a pressure of a fluid in the pressure build chamber to a threshold pressure to inject the gaseous fuel or supercritical fluid into an engine.