Abstract: A control apparatus is provided for an internal combustion engine equipped with compression ratio variable and variable valve mechanisms and includes first and second sub control apparatuses and a main control apparatus. The first sub control apparatus has a first microcomputer controlling the compression ratio variable mechanism, the second sub control apparatus has a second microcomputer controlling the variable valve mechanism, and the main control apparatus has a third microcomputer that calculates a target value of a top dead center of a piston and a target value of a valve timing of an intake valve, and outputs the target values. The main control apparatus changes a variable range of the target valve of the top dead center of the piston according to the valve timing of the intake valve, and the first sub control apparatus changes a control range of the top dead center of the piston.

Abstract: Methods and systems are provided for controlling a vehicle engine to deliver desired torque to a power take off device coupled to the engine. In one example, the method may include, learning a filtered PTO torque demand during vehicle acceleration, and steady state operation, and during transition in engine states using the learned PTO torque demand to adjust engine speed in order to deliver a desired engine torque output for optimal operation of the PTO device.

Abstract: A method for an engine is presented, wherein purge air is routed through a fuel vapor canister during a first condition such that desorbed fuel vapor traverses a canister purge port en route to an engine intake, and wherein purge air is routed through a fuel vapor canister during a second condition such that desorbed fuel vapor traverses a canister load port en route to the engine intake. Bypassing the canister purge port during a canister purge event allows for cleaning adsorbed fuel vapor from the canister even if flow through the canister purge port is restricted. In this way, vehicle emissions may be mitigated during conditions where a carbon dust filter at the canister load port is clogged.

Abstract: A fuel injection control method for an internal combustion engine includes instantaneous injection that injects fuel to a predetermined cylinder is executed immediately when it is determined that a predetermined condition is satisfied after cranking of the engine is started. A leaning influence ratio which is a ratio of a time period during which vaporized fuel supplied to the predetermined cylinder becomes lean to a instantaneous injection time period which is a time period over which fuel is injected by the instantaneous injection is estimated. A threshold value is set based on temperature of the engine. When the leaning influence ratio is larger than the threshold value, the instantaneous injection is inhibited.

Abstract: A drive system includes an engine, an alternator coupled to the engine, the alternator being configured to power at least one auxiliary load, a traction motor system operatively coupled to drive wheels of the vehicle, the traction motor system being configured for receiving primary electrical power from the alternator and for propelling the vehicle in response to the primary electrical power, and a motor electrically connected to the traction motor system and mechanically coupled to the engine. The motor is configured to receive electrical power from the traction motor system in a dynamic braking mode of operation of the traction motor system and to communicate power to the engine during the dynamic braking mode.

Abstract: An internal-combustion-engine electronic control system according to the present invention is provided with a power switching device that applies or shuts off a primary current of an ignition coil of an internal combustion engine so that at the secondary side of the ignition coil, there is generated a voltage for making an ignition plug of the internal combustion engine produce a spark discharge; and a control unit that turns on or off the power switching device. The internal-combustion-engine electronic control system is characterized in that the control unit is provided with a circuit unit that makes the power switching device softly shut off so as to prevent the ignition plug from producing the spark discharge, and in accordance with the characteristics of the power switching device, the control unit changes the characteristics of the soft shutoff halfway through the shutoff operation.

Abstract: Various systems and methods are described for generating vacuum within an engine intake. A system may comprise an intake throttle including a slidable throttle valve, where the throttle valve may comprise a hollow interior passage, which in turn may be coupled to a vacuum consumption device. When vacuum is demanded by the vacuum consumption device, the throttle valve may be displaced downstream within the throttle to decrease airflow through the throttle and vacuum may be generated at tip of the throttle valve by flowing intake air between the throttle valve and a throttle fixture.

Abstract: A fuel evaporative emission processing system suitable for a hybrid vehicle includes a fuel vapor passage, a shut-off valve, a purge passage, a first purge control valve, and a second purge control valve. The shut-off valve selectively opens and closes the fuel vapor passage communicating between a fuel tank and a canister. The first purge control valve opens and closes the purge passage communicating between the canister and an intake air passage of an internal combustion engine. The second purge control valve selectively opens or closes the tank opening passage communicating between the purge passage on an upstream side of the first purge control valve and the fuel tank. When purging the canister, by opening the second purge control valve, the evaporative fuel inside the fuel tank is directly processed by the internal combustion engine, so that increase in the amount of adsorption in the canister can be suppressed.

Abstract: The present invention is a compression-ignition direct-injection internal-combustion engine comprising at least a cylinder (10), a cylinder head (12) carrying fuel injection means (14), a piston (16) sliding in this cylinder, a combustion chamber (34) having on one side an upper face (44) of the piston comprising a projection (48) extending in the direction of the cylinder head and located at the center of a concave bowl (46). The engine comprises an injector projecting fuel in at least two fuel jet sheets with sheet injection angles (A1, A2), a lower sheet (36) of jet axis C1 and an upper sheet (38) of jet axis C2, at least two mixing zones (Z1, Z2) of the combustion chamber. According to the invention, one of the zones comprises a toroidal volume (64) of center B into which fuel jets (40) of the lower jet are injected in such a way that axis C1 of the lower jet is contained between center B and projection (48).

Abstract: A high-pressure fuel pump actuator used in an engine, which is used in a fuel injection system of an engine, is mounted on between a driving cam and a fuel pump plunger. The pump actuator includes a guide sleeve, a U-shaped holder, and a pin shaft roller set. The U-shaped holder is formed by stamping the steel plate integrally. The guide sleeve uses a special windowing manner. Both ends of the pin shaft do not need riveting. The structure of the present invention has less number of parts and integrated functions, which can notably reduce the entire weight, the inertial force, the friction, and the abrasion. The operation is steady. The efficiency of the engine is improved.

Abstract: An engine system is provided. The engine system includes a first piston movable within a cylinder, a second piston movable within a hollow body of the first piston, the movement defining a boundary of a reservoir within the hollow body, a spring device coupled to the first piston and the second piston, and a vent passage fluidically connecting the reservoir to the cylinder.

Abstract: A method for an engine is presented, wherein during a first condition, pressurized gas from an engine coolant degas bottle to an ejector positioned in a vent line coupled to a fuel vapor canister; and the contents of the fuel vapor canister are purged to an engine intake. The ejector may draw atmospheric air into the fuel vapor canister, thus enabling purging of the fuel vapor canister even when an engine intake vacuum is below a threshold. In this way, boosted engines and other engines configured to operate with reduced intake vacuum may execute canister purging events that are independent of engine intake pressure.

Abstract: Methods and systems are provided for reducing vacuum at an outlet of an upstream first compressor when powering on a second compressor positioned downstream of the first compressor. In one example, a method may comprise, in response to a desired engine torque increasing above a threshold: powering on a second compressor positioned downstream of a first compressor in an intake of an engine system, and opening a compressor recirculation valve (CRV) positioned in a bypass passage coupled across the first compressor for a duration. As such, a portion of intake gasses from upstream of the first compressor may be routed to the second compressor.

Abstract: Methods and systems are provided for reducing idling torque imbalances between cylinders by actuating a common camshaft to which the cylinders are coupled. The camshaft may be adjusted within camshaft limits during each combustion event of each cylinder. In this way, idling NVH issues may be addressed.

Abstract: In response to decrease of a requested torque to a reference value or smaller, a value of a virtual air-fuel ratio that is used in calculation of a target air amount for achieving the requested torque is changed from a first air-fuel ratio to a second air-fuel ratio that is leaner than the first air-fuel ratio. The target air amount is calculated backwards from the requested torque by using the virtual air-fuel ratio. After the value of the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, the target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio. A target EGR rate is calculated by using the virtual air-fuel ratio. The target EGR rate is preferably determined by minimum value selection between a first target value of an EGR rate that is calculated by using the virtual air-fuel ratio, and a second target value of the EGR rate that is calculated by using the target air-fuel ratio.

Abstract: Rationality diagnostic techniques for an intake oxygen sensor are utilized to detect sensor malfunction. A non-intrusive diagnostic technique includes passively detecting when an exhaust gas recirculation (EGR) valve position crosses low/high position thresholds, whereas an intrusive diagnostic technique includes actively commanding the EGR valve to predetermined low/high positions. During a period after the EGR valve position reaches/crosses at least one of the low/high positions/position thresholds, respectively, maximum and minimum intake oxygen concentration is monitored. When the EGR valve position has crossed both the low/high positions/position thresholds and a difference between the maximum and minimum oxygen concentrations is less than a respective difference threshold, a malfunction of the intake oxygen sensor is detected. A malfunction indicator lamp (MIL) could be set to indicate the malfunction.

Abstract: A method for diagnosing a malfunction of a sensor system in an air system of an internal combustion engine, said sensor system comprising a first air state sensor, a second air state sensor and a third air state sensor, wherein a first value and a second value of a first comparison variable are ascertained in two different ways in an overall calculation step such that the result of a comparison between the first value and the second value is a function of each of the output variables of the first, second and third air state sensors and wherein in a fault detection step, said method recognizes as a function of the comparison between said first value and said second value of the comparison variable that a fault exists in the sensor system.

Abstract: Methods and systems are provided for adjusting engine operation based on estimated vaporized and condensed portions of water injected during a water injection event. In one example, a method may include injecting an amount of water into the intake manifold in response to engine conditions and inferring vaporized and condensed portions of the injected water based on the injected amount and a change in manifold temperature following the injection. Further, the method may include adjusting water injection and engine operating parameters in response the evaporated and/or condensed portion of water.

Abstract: A hold-down device for a fuel injection device includes at least one fuel injector and a fuel distributor line, the hold-down device being clampable between the fuel injector and the fuel distributor line, the hold-down device having a partially ring-shaped base element, from which two axially flexible hold-down clips extend, in which the partially ring-shaped base element and the two axially flexible hold-down clips are formed together by a single bent wire.

Abstract: A purge gas injection system for internal combustion engines is disclosed. The system comprises a purge gas container filled with a sufficient purge gas to interrupt the combustion cycle of the engine, equipped with a controllable flow device capable of initiating and terminating flow from the container upon demand, with tubing connected to the purge gas container to direct the purge gas to a nozzle mounted on the combustion air intake of the engine. The system can be operated whenever the undesired conditions of dieseling or engine run-on are experienced and the operator of the engine may cause the purge gas to flow into the combustion air intake to defeat the undesirable run-on conditions.