Abstract: A fuel efficiency estimation system includes: a velocity profile calculation unit to calculate a velocity profile indicating a change in velocity of a motor vehicle traveling a traveling route; a velocity disturbance calculation unit to calculate, based on disturbance information indicating a disturbance event occurring on the traveling route and traveling history information collected from the motor vehicle traveling the traveling route, an attenuation factor, which is a ratio of attenuation of the velocity of the motor vehicle traveling the traveling route, as a velocity disturbance correction coefficient; and a fuel efficiency calculation unit to calculate fuel efficiency of the motor vehicle traveling the traveling route by using the velocity profile and the velocity disturbance correction coefficient.

Abstract: A control device for a high pressure fuel pump (33) for fuel injection (14) in which values of at least seven parameters of an engine speed, an engine load, a lubrication oil temperature, an amount of fuel supplied to the high pressure fuel pump (33), a temperature of intake air fed into the engine, a temperature of fuel discharged from the high pressure fuel pump (33), and a vehicle speed are acquired, and a learned neural network learned in weights using acquired values of the seven parameters as input values of the neural network and using as training data the temperature of fuel discharged from the high pressure fuel pump (33) acquired after a fixed time period from when acquiring the values of the seven parameters is stored, At the time of an engine operation, the temperature of fuel discharged from the high pressure fuel pump (33) after the fixed time period is estimated by using the learned neural network from the current estimated temperature of fuel discharged from the high pressure fuel pump (33).

Abstract: An electromagnetic switch for a starting device of an internal combustion engine may include a coil carrier having a carrier wall enclosing a cavity, a coil winding, a piston, and a ferromagnetic bypass body. During operation, the coil winding may provide a magnetic field within the cavity. The piston may be disposed in a passive position and may be adjusted axially in a direction of a core. The coil winding may have a coil wire which may be wound around the carrier wall in a first winding direction and an opposing second winding direction. The ferromagnetic bypass body may surround the cavity and may be arranged radially between the cavity and the coil winding. In the passive position of the piston, the bypass body may axially overlap the axial gap. At least one winding of the second winding section may axially overlap the bypass body.

Abstract: A controller for controlling a fuel injection valve and a fuel pressure adjustment mechanism integrates a deposition amount of deposits per unit time, and estimates a deposition amount of deposits on an injection hole of the fuel injection valve. The controller causes the fuel pressure adjustment mechanism to increase a fuel pressure, when the estimated deposition amount exceeds a predetermined value, and corrects the unit deposition amount acquired by the deposition amount estimation according to the set fuel injection timing of the fuel injection valve. The controller corrects such that as compared with the unit deposition amount when the fuel injection timing is set to a first timing away from a top dead center of the piston by a first period, the unit deposition amount decreases when the fuel injection timing is set to a second timing away by a second period longer than the first period.

Abstract: A combustion control device for an engine includes a plurality of cylinders, a surge tank disposed in an intake path to the cylinders, an independent intake passage connecting the surge tank and an intake port of each of the cylinders, a fuel injection valve that is disposed for each of the cylinders and that supplies fuel into each of the cylinders, and a control unit that controls a fuel injection amount of each of the fuel injection valves according to an engine operating state. The control unit corrects a target fuel injection amount of each of the cylinders, the target fuel injection amount being determined according to the engine operating state, based on a re-intake correction amount set in each of the cylinders according to a re-intake amount of intake air from the intake port in internal EGR in each of the cylinders.

Abstract: An evaporated fuel processing device that includes a pump configured to supply purge gas, which includes evaporated fuel in a fuel tank, to an intake passage of an engine through a purge passage; a controller configured to control the pump; and a detecting unit configured to acquire a gas amount introduced to the intake passage while the pump is being driven in a stable state where an air amount introduced from open air to the intake passage is stable, and configured to detect, by using change in the acquired gas amount, a state where the purge gas is unable to be normally supplied from the purge passage to the intake passage.

Abstract: An internal combustion engine includes combustion chambers, each having a controllable intake valve opening and closing an intake port, a controllable exhaust valve opening and closing an exhaust port, a piston displaceable back and forth in the combustion chamber between a top dead center and a bottom dead center, and a fuel injector. The engine further including an intake manifold connected to the intake port of each combustion chamber. The engine can be operated in a low load mode, wherein each combustion chamber is driven in four-stroke operation including a 720 crank angle degrees cycle, and opens the intake port during the exhaust stroke, the intake port starting to open in 610-690 CAD, closing the exhaust port during the exhaust stroke, becoming fully closed in 630-710 CAD, forcing exhaust gas into the intake manifold by the piston, and mixing fuel and exhaust gas in the intake manifold.

Abstract: Systems and methods for operating an internal combustion engine that includes an oxygen sensor are described. In one example, a voltage that is applied to a heating element of an oxygen sensor is integrated to determine a resistance of the heating element. The resistance of the heating element is the basis for adjusting voltage applied to the heating element during subsequent engine starts.

Abstract: An ignition device includes: a primary coil including a first winding and a second winding connected in series to the first winding; a secondary coil connected to a spark plug and magnetically coupled to the primary coil; a first switch that opens or closes the electrical path between the first terminal and the ground; a second switch that opens or closes the electrical path between the power source and the second terminal; a third switch that opens or closes the electrical path between the power source and the connection point; a fourth switch that opens or closes the electrical path between the second terminal and the ground; and a switch control unit that controls the opening and closing of each switch to open or close each electrical path.

Abstract: Embodiments of the subject matter disclosed herein relate to controlling engine operating points and power for full throttle command in an off-highway vehicle, such as a diesel electric haul truck, to increase fuel efficiency. In one example, a system includes an engine and a controller. The controller is configured to determine a target engine horsepower and associated target engine speed, command the engine to operate at a first engine speed above the target engine speed, adjust a load placed on the engine to reach the target engine speed, and command the engine to operate at a second engine speed to reach the target engine horsepower.

Abstract: A pump unit for feeding fuel, in particular diesel fuel, to an internal-combustion engine; the pump unit comprising a head (2) inside which a cylinder (3) is formed along an axis; a pumping piston (4) housed inside the cylinder and comprising a head portion (24) inside the cylinder and an opposite foot portion (23) projecting outside the cylinder; wherein the piston is slidable inside the cylinder in a reciprocating manner between a first position and a second position where the foot projects from the cylinder by a greater or smaller amount respectively; and wherein the outer surface of the piston comprises a portion (16) with a surface finish so as to have less friction and a greater lubricant-retaining capacity than the remainder of the outer surface of the piston; the portion extending along the axis between the head of the piston and a first intermediate point (17) in the first position of the piston, the first intermediate point being inside the cylinder.

Abstract: Embodiments are directed to fuel injectors for internal combustion engines (e.g. engines with reciprocating pistons and with compression-ignition or spark-ignition, Wankel engines, turbines, jets, rockets, and the like) and more particularly to improved nozzle configurations for use as part of such fuel injectors. Other embodiments are directed to enabling fabrication technology that can provide for formation of nozzles with complex configurations and particularly for technologies that form structures via multiple layers of selectively deposited material or in combination with fabrication from a plurality of layers where critical layers are planarized before attaching additional layers thereto or forming additional layers thereon. Other embodiments are directed to methods and apparatus for integrating such nozzles with injector bodies.

Abstract: Methods and systems are provided for controlling fuel injection to cylinders of an engine in a vehicle. In one example, a method comprises monitoring an electrical energy profile associated with a fuel injector that has been commanded to inject a predetermined amount of a fuel into an engine cylinder, inferring a fuel injection pressure based on the electrical energy profile, and controlling a subsequent fuel injection based on the inferred fuel injection pressure. In this way, fuel injection may be controlled without relying on a pressure sensor in a fuel rail that supplies fuel to the fuel injector, under conditions where the fuel rail does not include the pressure sensor or where the pressure sensor is degraded.

Abstract: An engine includes an intake, an air-fuel path coupled to the intake, an accumulator configured coupled to the air-fuel path and configured to store an air-fuel mixture, and at least one valve configured to selectively provide the air-fuel mixture from the engine to the accumulator at a first time and store the air-fuel mixture within the accumulator at a second time. A controller may be configured to provide commands to the at least one valve. The plurality of commands may include an open command to release air and fuel mixture from the accumulator and a close command to store air and fuel mixture in the accumulator.

Abstract: A self-diagnosis method for an ignition coil includes receiving and confirming a current flag (C/F) signal through monitoring of primary current of an ignition coil; monitoring secondary current of the ignition coil upon receiving the C/F signal and confirming whether a fault flag (F/F) signal for determining whether misfire of the ignition coil occurs is input; and determining whether an abnormal signal of the ignition coil is generated based on the result of confirming the C/F signal and the F/F signal respectively.

Abstract: A disclosed method of automatically stopping and restarting a vehicle engine determines if one or more stop/start enablement condition has been met. If the stop/start enablement condition or conditions have been met, the method initiates an engine shutdown. If a restart request is made before the engine reaches a predetermined threshold speed, then a first restart sequence is initiated. If a restart request is made when the engine speed is less than the predetermined threshold speed but still greater than 0, then a second restart sequence is initiated.

Abstract: A fuel delivery system for an engine includes a fuel rail, a fuel injector, and a clip. The fuel rail has a cup that defines an opening. The fuel injector has an upper end that is disposed within the opening such that the cup and fuel injector are axially aligned. The clip is secured to the fuel injector and engages the cup to orient the fuel injector radially relative to the cup. The clip has a tab that extends outward relative to the fuel injector. The tab defines a central orifice that is configured to receive a fastener. The fastener is configured to mount a wire harness.

Abstract: Disclosed is a method for estimating a physical stoppage of an engine of a motor vehicle, subject to bounce-back, a target equipped with teeth being borne by the crankshaft and successive passes of the teeth past a sensor being detected, a first time count incrementing since a last detection of the passing of a tooth and being associated with a first time threshold with the first count being reset to zero when the time between passes of two successive teeth is below the first threshold. A second count associated with a second time threshold is performed, with this count being suspended when and for as long as a time between the passes of two successive teeth is below the second threshold, the engine being estimated to have stopped as soon as the counts have respectively reached the first and second thresholds.

Abstract: Methods and systems are provided for a fuel injector for an engine. In one example, the injector may be adapted with a plurality of nozzles configured to enhance atomization of fuel. The plurality of nozzles may have geometries that increase turbulence and rotation of fuel flow therethrough. In some examples, the injector may also include a multi-stage counterbore that reduces a likelihood of coking at the injector.

Abstract: A disclosed method of automatically stopping and restarting a vehicle engine determines if one or more stop/start enablement condition has been met. If the stop/start enablement condition or conditions have been met, the method initiates an engine shutdown. If a restart request is made before the engine reaches a predetermined threshold speed, then a first restart sequence is initiated. If a restart request is made when the engine speed is less than the predetermined threshold speed but still greater than 0, then a second restart sequence is initiated.