Abstract: Methods and systems are provided for operating an engine fuel system including a low pressure pump and a high pressure pump. During conditions when direct injection is not requested, a fuel rail pressure is maintained by the low pressure pump and fuel is port injected. Further, a stroke amount of the high pressure pump is adjusted to maintain an outlet pressure of the high pressure pump just below the fuel rail pressure. By maintaining fuel flow within the high pressure pump when high pressure pump operation is not required, and without flowing fuel from the high pressure pump outlet into the fuel rail, the high pressure pump may be cooled and lubricated without affecting the fuel rail pressure.

Abstract: Fuel systems and methods for cold environments which includes a fuel pump having at least one solenoid coil in an unlaminated magnetic circuit, the fuel pump being disposed in a fuel tank, and a pump drive and pulsing system, the pump drive providing pump actuation current to the solenoid coil and the pulsing system providing short current pulses to the solenoid coil to cause Eddy current losses in the unlaminated magnetic circuit. The method includes, before cranking the engine for starting the engine, providing short, successive current pulses to the solenoid coil to cause eddy current heating in the unlaminated circuit and heating of the fuel in and around the fuel pump, turning on the fuel pump to commence fuel flow to the engine, and cranking the engine for starting after the fuel pump has been turned on. Various features are disclosed.

Abstract: An air-fuel ratio control apparatus for an internal-combustion engine includes an air-fuel-ratio sensor, a control-input calculator, an air-fuel-ratio controller, and a gain calculator. The air-fuel-ratio sensor is disposed in an exhaust channel in the internal-combustion engine and is configured to detect an air-fuel ratio in exhaust gas. The control-input calculator is configured to calculate a control input in accordance with an output value of the air-fuel-ratio sensor. The air-fuel-ratio controller is configured to perform a feedback control using the control input such that the output value of the air-fuel-ratio sensor reaches a target value. The gain calculator is configured to calculate a gain in accordance with the output value when the output value is leaner than the target value. The gain is to be used in calculating the control input.

Abstract: A fuel injection control apparatus of the invention includes: a temperature acquisition portion that estimates the present temperature of a catalyst and the convergence temperature of the catalyst; an increase value calculation portion that calculates a base OT increase value that is an increase value for the fuel injection amount that a fuel injection valve provided in an internal combustion engine needs to inject, on the basis of the present temperature and the convergence temperature of the catalyst estimated by the temperature acquisition portion; a correction portion that calculates an OT increase correction-reflected value by correcting the base OT increase value on the basis of the present temperature and the convergence temperature if the present temperature is lower than the convergence temperature; and an increase value determination portion that selects one of the base OT increase value and the OT increase correction-reflected value as the OT increase value for the fuel injection amount that the fu

Abstract: A high pressure fuel pump (20) that pressurizes and supplies a fuel by driving a cam (21) such that a plunger (23) reciprocates, the high pressure fuel pump (20) comprises a lifter guide (25) having a guide hole (25A), a lifter (22) that is disposed between the cam (21) and the plunger (23) and is fitted into the guide hole (25A) to be free to slide so as to transmit a driving force from the cam (21) to the plunger (23), an oil collection portion (27) that is provided above the guide hole (25A) so as to surround a periphery of the lifter (22), and stores a lubricating oil for lubricating a sliding portion between the lifter (22) and the guide hole (25A), and an oil supply passage (25C) for supplying the lubricating oil to the oil collection portion (27). As a result, a reduction in a lubricating performance with regard to the lifter (22) in a position away from an opening portion of the oil supply passage (25C) is suppressed.

Abstract: An internal combustion engine comprises a cylinder configured to operate on a four-stroke combustion cycle, a dedicated EGR cylinder configured to operate on a two-stroke combustion cycle and an EGR supply conduit extending between an exhaust port of the dedicated EGR cylinder and the cylinder configured to operate on a four-stroke combustion cycle for delivery of exhaust gas exiting the dedicated EGR cylinder to the cylinder configured to operate on a four-stroke combustion cycle for combustion therein.

Abstract: The working gas circulation engine includes a circulation route capable of circulating gas containing the working gas from an exhaust side to an intake side of a combustion chamber and resupplying to the combustion chamber and provided with a removing device to remove a product generated with a reaction from the circulating gas, a supplying device capable of supplying plural kinds of reactant gas to the combustion chamber or the circulation route, a pressure detecting device capable of detecting pressure in the circulation route, and a control unit that controls supply amount of at least one kind of the reactant gas to be supplied from the supplying device based on the pressure in the circulation route detected by the pressure detecting device, and performs pressure control to adjust the pressure in the circulation route.

Abstract: A control apparatus for a supercharged internal combustion engine, which can achieve a target torque accurately even if the target torque contains a high-frequency vibration component. The control apparatus determines a target air quantity and a target boost pressure from a target torque, operates an actuator for air quantity control according to the target air quantity, and operates an actuator for boost pressure control according to the target boost pressure. The target torque is formed to contain a low-frequency torque component that is set at all times based on a torque requirement from a driver and a high-frequency torque component that is set as necessary for a specific type of vehicle control. When the target torque contains only the low-frequency torque component, the target boost pressure is formed using a pressure component corresponding to the low-frequency torque.

Abstract: An internal combustion, compression ignition engine for use with a pressurized low viscosity fuel includes an engine power cylinder with its associated gas flow path, a valve system for opening fluid communication between the engine power cylinder and the gas flow path, and an engine management system (EMS). The engine management system is adapted to provide a pre-starting mode in which an open fluid communication between the engine power cylinder and the gas flow path is established in such a manner that any fuel present inside said engine power cylinder is prevented from reaching the fuel ignition temperature for the fuel.

Abstract: A bearing device includes a plurality of pairs of bearing parts for supporting shafts to each of which a plurality valves are attached and connecting parts for connecting the bearing parts. Each connecting part is elastically deformable and includes a bent portion in a bent shape to absorb the force that will act in at least one of an axial direction and a radial direction of the shafts when the shafts are rotated.

Abstract: A method provides for detecting deviations of injection quantities for injections into internal combustion engines, as carried out for example by common-rail systems. At least one deviation of at least one injection quantity is detected by determining at least one deviation, from a predefined value in each case, of at least one value of at least one variable controlling an actuator of the injector and/or indicating at least one state of the actuator.

Abstract: The present subject matter relates to arrangements and uses for engine speed governors. In particular, an automatic idle system for a small engine can include an engine speed governor for connection to a small engine with a governor shaft rotatable in response to a speed of the engine. A governor linkage can include a first portion for connection to the governor shaft and a second portion for connection to a throttle control of the engine, the first portion being movably connected with or to the second portion. An actuator can be connected to the second portion of the governor linkage, the actuator being movable in response to a load on the engine to move the second portion relative to the first portion. In this configuration, when the engine is in a low-load state, the second portion can be moved relative to the first portion toward a throttle-closed position.

Abstract: An internal combustion engine includes an intake passage structure. The engine is configured such that a cylinder head is formed integrally with an intake manifold portion. A cylinder central axis is oriented parallel to an extending direction of an intake passage, when viewed in a side view. An injector is arranged such that it does not interfere with peripheral components, including the intake passage and a throttle body. The injector is disposed in the intake manifold portion such that a leading end thereof is oriented towards the intake valve of the cylinder head. The intake passage on the upstream side of an injector attachment position is offset from the injector in a width-direction of the internal combustion engine.

Abstract: A four-cycle engine (1) structured to introduce fresh air into a cylinder (1a) via an intake port (1d) opened/closed by intake valves (IN1, IN2) and suck exhaust gas back into the cylinder (1a) via an exhaust port opened/closed by exhaust valves (EX1, EX2), wherein the exhaust port has a first exhaust port (1p) and a second exhaust port (1e), and the exhaust gas is sucked in back from the first exhaust port (1p) and secondary air is sucked in from the second exhaust port (1e) to form, in the cylinder (1a), a first temperature layer (T1) at a high temperature mainly composed of the exhaust gas and a second temperature layer (T2) at a temperature lower than that of the first temperature layer (T1) mainly composed of the secondary air.

Abstract: In a method and a device for the pressure control of a common rail injection system of an internal combustion engine, typically a volume flow control valve regulating mode is carried out. During the performance of the volume flow control valve regulating mode, a pressure control valve regulating mode is activated, if necessary, and temporarily carried out in order to achieve improved pressure control behavior in this way, particularly during dynamic processes.

Abstract: A hybrid drive has at least one internal combustion engine having at least two cylinders, as well as at least one electric machine having at least one electric motor function and at least one generator function. The hybrid drive is arranged so as to operate all the cylinders of the at least one internal combustion engine in a full-load operation and so as to shut down at least one of the at least two cylinders in at least one part-load operation, at least one additional one of the at least two cylinders of the at least one internal combustion engine being operated. In the at least one part-load operation, the at least one shut-down cylinder has pressure applied to it, e.g., an overpressure by a combustion mixture that was combusted last.

Abstract: A method for controlling air supply in a cylinder of a four-stroke internal-combustion engine with controlled ignition includes steps of: determining, in a phase prior to a suction phase, an estimate of mass of desired air to be sucked into the cylinder during the suction phase; determining, in a phase prior to the suction phase, a forecast of suction pressure during the suction phase; determining, in a phase prior to the suction phase, programming of suction of air as a function of the estimate of the mass of the desired air to be sucked into the cylinder during the suction phase and of the forecast of the suction pressure during the suction phase; and controlling, until an end of an exhaust phase, the suction of air into the cylinder by piloting a control device for implementation of an intake valve according to the programming of the suction of air.

Abstract: A valve control apparatus is provided for an internal combustion engine. The apparatus includes a variable phase angle mechanism configured to continuously change a valve opening phase angle of a valve, a variable valve mechanism configured to continuously change at least one of a valve opening duration and a valve lift of the valve, and a controller configured to control the variable phase angle mechanism and the variable valve mechanism. The variable phase angle mechanism is configured to set the valve opening phase angle at a retarded phase angle in a startup operation as compared with a normal phase angle in a normal operation. After an engine stop command is generated, the controller controls the variable valve mechanism such that an integrated valve opening value is increased to be larger than an idle state integrated valve opening value in an idle state.

Abstract: A common rail single fluid injection system including fuel injectors with the ability to produce multiple injection rate shapes. This is accomplished by including auxiliary filling orifices which selectively provide pressurized fluid to the check needle control chamber during injection events. In so doing, the speed and movement of the check needle is manipulated and differing injection rates may be achieved.

Abstract: A system for supply of LPG/ammonia for direct-injection petrol or diesel engine includes an electronic control unit where the control unit governs a petrol/diesel pump, a supplementary petrol/diesel pump, a petrol/diesel-delivery solenoid vale, LPG/ammonia-return solenoid valve, LPG/ammonia pump, a supplementary LPG/ammonia pump, a LPG/ammonia-delivery solenoid vale and a LPG/ammonia injector, such that only one of LPG/ammonia and petrol/diesel is fed to the engine at any point in time, and a combination of i) LPG and petrol, ii) LPG and diesel, iii) ammonia and petrol, and iv) ammonia and diesel is never fed to the engine.