Abstract: Methods and systems are provided for condensate management in an EGR cooler of an engine system. In one example, an exhaust gas recirculation (EGR) system with an EGR cooler is coupled to an exhaust system and to an intake system of an engine. The EGR cooler includes an inlet coupled to the exhaust system, a first outlet coupled to the exhaust system, and a second outlet coupled to the intake system, the second outlet positioned vertically higher than the first outlet.

Abstract: A delay module, based on a base request received for a first loop, sets a delayed base request for a second loop. A first period between the first and second loops corresponds to: a first delay period of an oxygen sensor; and a second delay period for exhaust to flow from a cylinder of an engine to the oxygen sensor. A closed loop module determines a closed loop correction for the second loop based on: the delayed base request for the second loop; a measurement from the oxygen sensor; the closed loop correction for the first loop; and the closed loop correction for a third loop. A second period between the second and third loops corresponds to the first delay period of the oxygen sensor. A summer module sets a final request for the second loop based on the base request plus the closed loop correction for the second loop.

Abstract: A method of operating an internal combustion engine, and more particularly a fuel injector is disclosed. The fuel injector is commanded to inject a fuel requested quantity. The fuel requested quantity is adjusted by closed-loop for controlling an engine speed to match a target value thereof. A value of a first parameter indicative of an amount of electrical energy supplied to an electric battery by an electric generator coupled to the internal combustion engine is measured. A value of a voltage generated by the electric battery and a value of the engine speed are measured. A reference value of the fuel requested quantity is calculated on the basis of the voltage value, the engine speed value and the value of the first parameter. A difference between the value of the adjusted fuel requested quantity and the reference value is calculated and used to control the internal combustion engine.

Abstract: A method for calibrating post-injections in a fuel injection system, including a fuel accumulator, of an internal combustion engine, in particular of a motor vehicle, in which it is provided in particular that the calibration of at least one post-injection takes place based on the pressure drop in the fuel accumulator caused by the fuel injection.

Abstract: When the starting timing of a negative valve overlapping (NVO) period exists at the delayed-angle side of the starting timing of a first NVO period, fuel injection into a cylinder is not started; when the starting timing of an NVO period exists between the starting timing of the first NVO period and the starting timing of the second NVO period, fuel injection into the cylinder is started at a given timing that includes the exhaust top dead center; when the starting timing of an NVO period exists between the starting timing of the second NVO period and the starting timing of the third NVO period, fuel injection into the cylinder is started at a given timing that does not include the exhaust top dead center, and that exists at both the advanced-angle and delayed-angle sides of the exhaust top dead center.

Abstract: The invention pertains to a valve, particularly an exhaust gas recirculation valve, said valve comprising a conduit (4) for circulating a cooling fluid having a wall (10) intended to come in contact with a circulation flange of said cooling fluid, said wall (10) having a plurality of grooves (16) and ribs (14) configured to limit contact between said flange and said wall (1) at said ribs (14), said ribs (14) being formed by machining and said grooves (16) being produced from molding the valve.

Abstract: The present invention relates to a method for controlling the performance of an engine, comprising the steps detecting an ion current in the form of a first signal analysing said first signal to determine at least one property determining a knock index based on said first signal and preferably on said at least one property combining said knock index with a plurality of factors related to properties of the engine or the operation of the engine to arrive at a engine index, and comparing said engine index with a sensitivity map of the engine to determine a correction required to improve the operation of the engine, and correcting the operation of the engine in accordance with the correction determined. The invention also relates to a system for controlling the performance of an engine.

Abstract: Methods and system are provided for distinguishing fuel tank vacuum generation due to canister purge valve degradation from vacuum generation due to canister vent valve degradation. A fuel tank vacuum level is monitored after sealing the fuel tank from the atmosphere following an engine pull-down. If there is an ensuing change in fuel tank vacuum, canister purge valve degradation is determined, else, canister vent valve degradation is determined.

Abstract: A fuel tank containing a fuel and oil mixture is managed to determine if the fuel and oil mixture contains the correct ratio for a motor. The fuel tank containing a fuel and oil mixture is monitored. A fuel to oil ratio is selected for the motor. A combined viscosity of the fuel and oil mixture is calculated with respect to the fuel to oil ratio, and the temperature of the fuel and oil mixture. The combined viscosity is used to determine a predetermined range of the combined viscosity. The viscosity of the fuel and oil mixture within the fuel tank is measured as a measured viscosity. If the measured viscosity of the fuel and oil mixture does not correspond with the predetermined range, then a user may be alerted that the measured viscosity does not correspond with the predetermined range.

Abstract: The compressor of a forced induction device is provided in the intake passage of an internal combustion engine. An introduction passage for introducing purge gas into the intake passage is connected to the intake passage. A bent portion is provided at a position of the intake passage that is upstream of the compressor. The curvature of the bent portion in the direction in which the intake passage extends is greater than the curvatures of the portions of the intake passage that are located upstream and downstream of the bent portion. The introduction passage is connected to a part of the bent portion that is on the inner side of the bending direction.

Abstract: A system and method for measuring fuel pressure decreases in a fuel accumulator caused by a fuel injector of an internal combustion engine is provided. The system includes the ability to stop a fuel flow to a fuel accumulator of the engine. Pressure signals are transmitted to a control system of the engine until the fuel pressure in the fuel accumulator drops by a predetermined amount, at which time fuel flow is re-enabled. The pressure signals are then analyzed to determine the amount or quantity of fuel delivered by each fuel injector. The system and method maintain engine and emissions performance by limiting the amount of fuel pressure decrease in the fuel accumulator.

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: A control system for an engine cylinder having a pre-chamber and a main chamber includes a pressure sensor being provided in the pre-chamber, and a processor coupled to the pressure sensor. The processor is configured to measure pre-chamber pressure using the pressure sensor, determine a peak pre-chamber pressure from the measured pre-chamber pressure, calculate an estimated main chamber pressure corresponding to the peak pre-chamber pressure from at least one cylinder condition at ignition, calculate a pressure ratio of the peak pre-chamber pressure to the estimated main chamber pressure, calculate a fuel parameter for at least one of the pre-chamber and main chamber from the pressure ratio to achieve a desired pressure ratio, and generate a control signal to provide fuel to at least one of the pre-chamber and main chamber in accordance with the fuel parameter.

Abstract: Methods and systems are described for monitoring air/fuel imbalance in cylinders of an engine. Engine speed signals are sampled and then run through a notch filter set to the sampling frequency. Based on a first frequency content of the resulting filtered engine speed, cylinder imbalance is detected and addressed.

Abstract: In a vehicle control device with an automatic engine stop function, when the engine is in a non-operating state and the shift lever is operated to the parking range, the engine is controlled to start to supply operating oil to a valve timing changing means. The valve timing changing means is thereupon caused to change the intake valve close timing (IVC) to a predetermined advance angle position and subsequently locked thereat. The engine is then controlled to stop.

Abstract: A control device for a compression ignition engine includes a controller configured to operate an engine body by compression ignition combustion when the engine body operates in a compression ignition range. When the engine body operates in a low load range with a load lower than a predetermined load in the compression ignition range, the controller sets a time of fuel injection with the fuel injection valve in a first half of a compression stroke or earlier, and allows the ozonator to introduce the ozone into the cylinder. When the engine body operates in the low load range, the controller controls an ozone concentration to be lower at a higher speed than at a low speed.

Abstract: When an operating condition including load and speed of an internal combustion engine is in a prescribed low-speed high-load region, i.e., an energy suppression region, having a possibility causing pre-ignition, energization time TDWLMIN for the energy suppression region is selected as a primary coil energization time. In other normal regions, normal energization time TDWL is selected. Normal energization time TDWL has a characteristic such that the normal energization time shortens, as the engine speed increases. In a low speed region, a given energization time that can fulfill a discharge energy required in a high exhaust gas recirculation region is provided. Energization time TDWLMIN for the energy suppression region is constant regardless of engine speeds and relatively short, and is set to a level such that a coil generated maximum voltage does not exceed a withstand voltage of a spark plug even when no-discharge occurs due to pre-ignition.

Abstract: An on-board vehicle computer system is configured to detect a condition of a vehicle; identify a de-rate cause for the vehicle in a hierarchical set of de-rate causes, wherein the de-rate cause is associated with the condition; select a de-rate type from a set of possible de-rate types based at least in part on the de-rate cause; select an initial de-rate level from a set of possible de-rate levels based at least in part on the de-rate cause; present an operator notification associated with the de-rate cause via an operator interface; activate a de-rate for the vehicle according to the de-rate type and the initial de-rate level; detect a change in the vehicle condition; and update the initial de-rate level based at least in part on the change in the vehicle condition.

Abstract: An auto-ignition engine system is provided. The auto-ignition engine system includes a cylinder having an intake valve and an exhaust valve coupled thereto, an opening in a cylinder head defining a portion of the boundary of the cylinder, a glow plug heating element extending through the opening into the cylinder, an insert at least partially surrounding a glow plug heating element and coupled thereto, and an adjustment mechanism configured to alter the position of the glow plug heating element and the insert in the cylinder.

Abstract: When a catalytic converter in an exhaust passage is in an un-activated state, an intake air amount is increased, as compared to when the converter is in an activated state under the same engine operation condition, and an ignition timing is retarded beyond a TDC of a compression stroke. The ignition timing is set such that a retard amount thereof from the TDC becomes larger as an external load causing a rotational resistance of an engine becomes lower. A valve opening start timing of an exhaust valve is set such that, when the external load is lower than a given reference load, the valve starts opening, before an in-cylinder pressure reaches a peak, according to combustion of an air-fuel mixture ignited at the above ignition timing, in a subsequent expansion stroke, wherein the in-cylinder pressure is based on an assumption that the valve is maintained in a valve-closed state.