Abstract: A control apparatus is disclosed for operating a fuel injector of an internal combustion engine. The control apparatus includes an Electronic Control Unit configured to: perform a first calculation task in order to calculate a set of Start Of Injection values (SOIi) of a train of injections, calculate an angular position (DIAngPos) of the crankshaft defining the start of a second calculation task, and perform the second calculation task in order to calculate a set of values (ETi) of the energizing time of the injections of the train. The angular position (DIAngPos) is calculated as a function of the Start Of Injection value (FirstSOI) of the first injection of the train as calculated by the first calculation task.

Abstract: The present disclosure relates to dual compression engine boosting systems utilizing both a turbocharger and a supercharger and control systems relating to relative activation and deactivation of the boosting devices. Various Exhaust Gas Recirculation (EGR) configurations are also disclosed for the dual compression engine boosting systems.

Abstract: Additional approaches for the reduction of particulate emissions in gasoline engines using optimized port+direct injection are described. These embodiments include control of the amount of directly injected fuel so as to avoid a threshold increase in particulates due to piston wetting and reduction of cold start emissions by use of air preheating using variable valve timing.

Abstract: A fuel injector for an engine includes a connection to a fuel source, a nozzle which provides an outlet from the fuel injector, a fuel path from the fuel source to the nozzle, a valve between the fuel path and the nozzle, and a gas injection mechanism configured to insert a gas core into the fuel.

Abstract: In one embodiment, a method of determining correct engine phase in an internal combustion engine without a cam sensor, the engine having a plurality of piston-cylinders that cause rotation of a crankshaft and a fuel delivery assembly associated with each of the plurality of piston-cylinders, the method comprising monitoring an engine parameter, modifying an amount of fuel delivered to a known piston-cylinder, advancing a spark time one of the plurality of piston-cylinders, and determining an actual engine phase based on a change in the engine parameter.

Abstract: A fuel injection controller has terminals which can be connected to the coil of the fuel injector. A first valve-open control portion supplies the valve-opening voltage to the terminals for opening the fuel injector. The first valve-open control portion stops supplying the electric supply to the coil before the fuel injector is positioned at a full-open position. Before the fuel injector is fully closed, a small injection quantity can be obtained. A demagnetization portion forms a demagnetization circuit for demagnetizing the magnetism remaining in the coil. A normal-injection portion controls the fuel injector at full-open position.

Abstract: A variable displacement controller for deactivating one or more cylinder assemblies of a vehicle engine can include a processor for performing various operations and the operations can include: receiving data indicative of a requested torque and vehicle speed, determining a torque variable timer threshold value based on the received data indicative of requested torque and vehicle speed, initiating a timer, comparing the timer value to the variable timer threshold value, and selectively activating/deactivating at least one of the engine cylinder assemblies based on the comparison between the timer value and the variable timer threshold value. At least one of the engine cylinder assemblies is activated if the timer value is less than the variable timer threshold value, and at least one of the engine cylinder assemblies is deactivated if the timer value is greater than or equal to the variable timer threshold value.

Abstract: A method is provided for determining the fuel temperature in the high-pressure zone of a fuel injection system of a motor vehicle. The fuel injection system has at least one injector operated by a servo valve which is actuated by means of a piezo actuator. After an injection process has been carried out, the piezo actuator is discharged after the injection has ended in such a way that the servo valve can close, but a non-positive connection remains between the piezo actuator and the servo valve. This condition of reduced charge is maintained. The pressure oscillation of the actuator voltage resulting from this is recorded and from this the hydraulic natural frequency of the enclosed high-pressure volume of fuel is deduced. The prevailing fuel temperature can be determined from the natural frequency.

Abstract: A auto-stop/start vehicle with an engine and a battery includes at least one controller that calibrates an engine auto-stop delay time based on a state of charge (SOC) of a battery. The calibrated engine auto-stop delay time increases as the SOC of the battery decreases, and decreases as the SOC of the battery increases. The controller further initiates shutdown of an engine upon expiration of the calibrated engine auto-stop delay time.

Abstract: In a fuel injection valve, a first injection hole and a second injection hole having reference inside diameters Dn1, Dn2 different from each other are formed as a plurality of injection holes. In such a configuration, an L/D value obtained by dividing the flow channel length Ln1 of the first injection hole by the reference inside diameter Dn1 of the first injection hole agrees to an L/D value obtained by dividing the flow channel length Ln2 of the second injection hole by the reference inside diameter Dn2 of the second injection hole.

Abstract: A method for detecting defective injectors includes operating an internal combustion engine in an idling mode and deactivating mixture control of the internal combustion engine. The method also includes switching off selectively each injector of the respective injection group, detecting the change in the characteristic value when the respective injector is switched off, and checking a fault criterion. The fault criterion is satisfied when the change in the characteristic value for the respective switched-off injector exceeds or undershoots a predetermined amount. The method also includes detecting a defect in the respective injector in response to the fault criterion being satisfied.

Abstract: A method and a device for controlling an internal combustion engine, in particular of a motor vehicle, the internal combustion engine including components which are each operated in an operating mode established by an operating mode coordinator, and it being in particular provided that the operating mode coordinator carries out the aforementioned establishment of at least one operating mode based on further operating aspects of the components.

Abstract: A fuel control system for an engine includes a closing module and a purge control module. The closing module commands closing of a purge valve in response an engine speed transitioning from greater than a predetermined speed to less than the predetermined speed while the purge valve is in an open state. The predetermined speed is less than a predetermined target speed of the engine and is greater than zero. The purge control module transitions the purge valve from the open state to a closed state in response to the command.

Abstract: In a fuel injection controller, a first throttle opening TH0 is defined at a specific time P2. The P2 is a specific time later than the peak value of an intake pipe internal pressure PB of a previous cycle. In the cycle, P3 is a specific time that is set immediately before the calculation of the injection time. A second throttle opening TH2 is defined at P3. The fuel injection controller corrects a fuel injection amount based on variation in correction time ta0 at the first throttle opening TH0 to correction time ta1 at the second throttle opening TH1. The time P2 is later than time P1, which is the peak value of the intake pipe internal pressure of the previous cycle. Accordingly, the fuel injection amount correction is completely unaffected or only slightly affected by the intake pipe internal pressure, thus ensuring close-to-ideal correction.

Abstract: An internal combustion engine with a piston having a piston head with a resonance cavity opening onto the head, and where a fuel nozzle located in a cylinder head is positioned to inject a fuel such as natural gas into the combustion chamber where resonance formed within the resonance cavity will ignite the fuel without the need of a spark plug. Inlet and exhaust ports in the cylinder head allow for air and combustion gas enter or leave the combustion chamber.

Abstract: Methods and systems are provided for controlling the purging of a fuel vapor canister coupled to a vehicle fuel tank, configured for capturing and storing vapors emanating from the tank. In one example, two canister purge valves are coupled in series in a fuel vapor conduit between the fuel vapor canister and engine intake, one at the intake manifold and one at the fuel vapor canister, such that fine control over the introduction of fuel vapors into the engine is maintained via the purge valve at the intake manifold, while thorough purging of the fuel vapor canister may be regulated via the purge valve at the fuel vapor canister. In this way, fuel vapors in the fuel vapor canister may be effectively purged to intake, thus reducing the potential for undesired evaporative emissions.

Abstract: A carbon scraper, a method of manufacturing a system with a carbon scraper, and method of scraping carbon from a piston of an internal combustion engine are provided. The carbon escaper includes an outer annular metallic shell portion having an annular recess therein. The annular scraper also includes an inlaid thermal barrier coating portion positioned within the annular recess of the outer annular metallic shell portion such that the inlaid thermal barrier coating portion is concentric with an outer annular metallic shell portion.

Abstract: A system for controlling an engine based on piston temperature deviation includes a piston temperature estimation module that estimates a piston temperature based on engine operating conditions, a piston temperature deviation estimation module that estimates a deviation of the estimated piston temperature from a steady-state piston temperature, and an engine control module that determines an engine control parameter based upon the estimated piston temperature deviation.

Abstract: A controller may be configured to respond to an engine start condition that occurs while an SOC of the battery is within a first predetermined range by running an engine until first occurrence of the start condition ceasing or the SOC achieving a target. The controller may further be configured to respond to an engine start condition that occurs while the SOC is within a second predetermined range less than the first by running the engine until the SOC achieves the target.

Abstract: A method of operating an engine is provided. The method includes determining a temperature and a pressure of intake air, and a temperature and a pressure of exhaust generated by the engine. The method includes determining a work performed by the engine based at least on an engine speed of the engine, and determining heating losses of the engine. The method includes determining an enthalpy of the intake air based at least on the work, the heating losses, a heating value of a fuel used for combustion within the engine, and the temperature and the pressure of the exhaust. The method includes determining a humidity value of the intake air based on the enthalpy, temperature and pressure of the intake air and determining an amount of NOx based on the humidity value. The method further includes controlling an operation of the engine based on the determined amount of NOx.