Abstract: A powertrain arrangement for use with additized Dimethyl Ether (DME) fuel, the additized DME comprising DME and a lubricity additive, is provided. The powertrain arrangement includes a powertrain comprising an engine adapted for use with the additized DME fuel, a fuel tank, a conductivity sensor in the fuel tank; the conductivity sensor being arranged to transmit a signal, corresponding to a conductivity of fuel in the fuel tank, a temperature sensor in the fuel tank, the temperature sensor being arranged to transmit a signal corresponding to a temperature of the fuel in the fuel tank, and a controller configured to receive and process the conductivity signal and the temperature signal and to send a control signal to control functioning of the powertrain in response to the conductivity signal and the temperature signal. A measuring apparatus and method are also provided.

Abstract: A vehicle includes an electric machine, an engine, an engine mount, and a controller. The engine has a base speed that corresponds to a speed of the electric machine and an engine power demand. The engine mount is disposed between the engine and a vehicle structure such as a frame or unibody. The controller is configured to, in response to compression of the engine mount, increase an engine speed to a value that is greater than the base speed to reduce engine lugging.

Abstract: A valve train device includes a camshaft, a first valve actuating unit for actuating at least one first gas exchange valve, and a second valve actuating unit for actuating at least one second gas exchange valve. The first valve actuating unit has at least one first release element connected to the camshaft for conjoint rotation and the second valve actuating unit has at least one second release element connected to the camshaft for conjoint rotation. The release elements are coupled to each other.

Abstract: Provided is a knock detecting device capable of ensuring knock detection accuracy irrespective of fuel injection conditions even when a period during which injection-valve noise occurs overlaps with a knock determination period. An ECU 9 subjects signals output from a knock sensor, which detects vibrations of an internal combustion engine, to frequency analysis to calculate frequency components (501). The ECU 9 calculates a background level that indicates the average of the frequency components (503). The ECU 9 stores, in association with each other, the number of fuel injections, which indicates the number of fuel injections in a predetermined time period during one combustion cycle, with a learning value, which indicates a frequency-component correction amount (507).

Abstract: A method of operating a fuel injector of an internal combustion engine includes setting a value of a target fuel quantity to be injected by the fuel injector, initializing a value of a fuel quantity requested from the fuel injector to the value of the target fuel quantity, and correcting the value of the requested fuel quantity. A first learning cycle is performed to correct the value of the requested fuel quantity in which a difference between the target fuel quantity and the injected fuel quantity is calculated and added to the requested fuel quantity to provide a corrected value. The corrected value of the requested fuel quantity is used to determine a reference value of an energizing time that causes the fuel injector to inject a fuel quantity corresponding to the target fuel quantity. The fuel injector is operated based on the determined reference value of the energizing time.

Abstract: A method of estimating antiknock properties of a multi-fuel injection internal combustion engine includes: acquiring a first antiknock property-correlated parameter value while only a first fuel having a low octane rating is injected in a first load range; estimating a first antiknock property of the first fuel based on the first antiknock property-correlated parameter value; acquiring a second antiknock property-correlated parameter value while the first fuel and a second fuel which has a high octane rating higher than the low octane rating are injected in a second load range higher than the first load range; and estimating a second antiknock property of the second fuel based on the second antiknock property-correlated parameter value and the first antiknock property of the first fuel.

Abstract: A round bar output shaft is provided and fitted into an anti-slip member so as to rotate integrally with the anti-slip member. A recess is formed on the anti-slip member to make the stress generated on the anti-slip member by the output shaft fitted in non-uniform around a periphery of the anti-slip member. While the anti-slip member is being molded, a weld line is formed in a low-stress-generating portion.

Abstract: A fuel supply apparatus for a general purpose engine includes a carburetor provided in an air intake line extending from an air cleaner to the general purpose engine, a pressure reduction connection channel connected to a float chamber of the carburetor and the air cleaner, a control valve provided in the pressure reduction connection channel, a pressure reduction pump provided in the pressure reduction connection channel and sucking the float chamber to reduce the pressure therein, an air fuel ratio sensor detecting the air fuel ratio of an exhaust gas discharged from the general purpose engine, and a control unit controlling the opening degree of the control valve based on a detection signal of the air fuel ratio sensor.

Abstract: A method of regulating an internal combustion engine having a plurality of cylinders is provided, wherein each of the individual cylinders can be deactivated in accordance with a predeterminable pattern depending on a required power output, wherein the predeterminable pattern comprises a time sequence of commands for ignition and commands for skipping ignition, and wherein the predeterminable pattern is derived with a calculation specification in such a way that spacing between the individual cylinders intended for skipping in relation to a firing order is an odd number and is preferably in coprime relationship with the number of cylinders.

Abstract: Methods are provided for managing forcing function frequency profiles during operation of a multi-cylinder engine. A first stroke mode for a first cylinder is selected and comprises at least a sequential deactive operation of the opening and the closing of a first intake valve and a first exhaust valve during at least two reciprocations of a first reciprocating piston. The first stroke mode is operated on the first cylinder, a second stroke mode is operated on a second cylinder, and a third stroke mode is operated on the remaining cylinders to meet or exceed a required torque output and to form a first aggregate of forcing function frequency profiles that comprises primary forcing function frequency profiles that are less than or approximate in amplitude and less than or approximate in frequency value to one of the respective baseline of primary forcing function frequency profiles.

Abstract: A controller is configured to perform a control process including steps of: setting a learning execution flag to be on when a learning process has not been completed in a present trip, an engine is in a fuel cut state, and a transmission gear position is a second or lower gear position; setting the learning execution flag to be off when the transmission gear position is in a third or higher gear position; controlling to bring the engine into the fuel cut state when the engine is not in the fuel cut state, an accelerator pedal is in an accelerator off state, and the transmission gear position is the second or lower gear position; and setting the learning execution flag to be on.

Abstract: A cylinder block including: a plurality of cylinders; a cylinder head attached on the cylinder block and including, for each of the cylinders, an intake port extending from a combustion chamber upward and obliquely relative to an axis of the cylinder; a direct injector disposed at a position on an outer side of the intake port in a cylinder radial direction and directly injecting fuel into the combustion chamber; a port injector disposed at a position on a same side as the direct injector relative to the intake port, and injecting fuel into the intake port are provided. The intake port includes: a valve seat provided at an intake air inlet opened to the combustion chamber; and an arc portion protruding downward in a center area of the intake port on an upstream side of the valve seat, and an injection direction of the port injector is orientated in a direction in which the fuel injected from the port injector passes through a lower area of the arc portion.

Abstract: A method for an engine employing an after-treatment (AT) system with an AT device for treating an engine exhaust gas includes detecting an actual concentration of a pollutant in the exhaust gas upstream of the AT device. The method additionally includes treating the exhaust gas via the AT device and directing the treated gas to an exhaust gas passage. The method also includes recirculating a portion of the treated exhaust gas from the exhaust gas passage to the engine's intake passage and determining efficiency of the AT device, after recirculating the portion of the treated exhaust gas, using the detected actual pollutant concentration. Furthermore, the method includes maintaining operation of the AT system when the determined AT device efficiency is at or above a predetermined value and activating a sensory signal indicative of the AT device having malfunctioned when the determined AT device efficiency is below the predetermined value.

Abstract: A control device includes first and second level ratio calculators and an adjuster. The first level ratio calculator calculates a first level ratio of an amount of a first fuel stored in a first tank to a full tank capacity of the first tank. The second level ratio calculator calculates a second level ratio of an amount of a second fuel stored in a second tank to a full tank capacity of the second tank. An octane number of the second fuel is higher than an octane number of the first fuel. The adjuster adjusts a first fuel ratio of the first fuel in a supplied fuel which is supplied to an internal combustion engine and a second fuel ratio of the second fuel in the supplied fuel such that a deviation ratio of the first level ratio and the second level ratio is within a predetermined range.

Abstract: When an abnormality judgement section judges that there is a failure of an energy inputting circuit, an energy inputting line, through which electrical energy is inputted from the energy inputting circuit to a primary winding, is changed over to a disconnected state by output halt switching means. As a result, since inputting of electrical energy to the primary winding is thereby halted, problems arising due to continuation of inputting electrical energy to the energy inputting circuit can be prevented, even in the event of a failure of the energy inputting circuit, so that reliability can be enhanced.

Abstract: An evaporated fuel processing device includes a flow control valve that is used as a valve to be installed in a pathway connecting a canister and a fuel tank. The device includes an inner pressure sensor configured to detect a pressure in an interior space of the fuel tank as an inner pressure, a valve-opening start position determination means configured to calculate a second order differential value of the inner pressure after a valve opening operation of the flow control valve is started and to determine a valve opening position of the flow control valve as a valve-opening start position when the second order differential value is equal to or greater than a first predetermined value, and a learning means configured to store the valve-opening start position as a learned value that is used when a valve-opening control of the flow control valve is performed.

Abstract: Various methods and systems are provided for health assessments of a fuel system. In one example, a fuel system includes a low-pressure pump operable to pump fuel from a fuel source at a first pressure, a high-pressure pump operable to increase the first pressure to a second pressure, a valve positioned between the low-pressure pump and the high-pressure pump and operable to control fuel flow to the high-pressure pump, a common fuel rail fluidly coupling the high-pressure pump to a plurality of fuel injectors coupled to cylinders of an engine, and a controller. The controller is operable to adjust an amount of valve electrical current supplied to the valve to reach a commanded pressure of the common fuel rail during cylinder firing conditions, the supplied valve electrical current adjusted based on a valve pre-firing correction factor for the valve obtained based on valve electrical current prior to cylinder firing commencing.

Abstract: Provided are an electromagnetic valve control unit and a fuel injection control device using the same that can precisely detect a change of an operating state of an electromagnetic valve, that is, a valve opening time or a valve closing time of the electromagnetic valve, precisely correct a drive voltage or a drive current applied to the electromagnetic valve, and appropriately control opening/closing of the electromagnetic valve, with a simple configuration. In an electromagnetic valve control unit for controlling opening/closing of an electromagnetic valve by a drive voltage and a drive current to be applied, the drive voltage and the drive current applied to the electromagnetic valve are corrected on the basis of a detection time of an inflection point from time series data of the drive voltage and the drive current when the electromagnetic valve is opened/closed.

Abstract: An internal combustion engine includes a port injector that injects fuel into an intake port and a direct injection injector that injects fuel directly into a combustion chamber. When the internal combustion engine is in a low load condition while requiring fuel injection, a controller stops fuel injection through the port injector so that an entire required fuel injection amount is injected through the direct injection injector. As a result of this processing, the fuel pressure of the direct injection injector is reduced quickly in the low load condition.

Abstract: Methods and systems for operating an engine that includes an electrically operated throttle are disclosed. In one example, mitigating actions are taken in response to degradation of the electrically operated throttle so that the engine may be operated in a way that allows a driver to reach a service area.