Abstract: A dual chamber fuel tank protector valve has a transversely oriented divider defining a plurality of apertures for fluid flow between a first port and a second port. Each chamber has a seal disk therein. The first seal disk is normally biased to an open position by a first biasing member. The second seal disk is normally biased to a closed position by a second biasing member having a preselected biasing force set to a preselected pressure differential that allows movement to its open position before the first seal disk moves to its closed position. When the first seal disk and the second seal disk move to their respective closed positions, the direction of movement is toward one another.

Abstract: A vent shut-off assembly configured to manage venting on a fuel tank configured to deliver fuel to an internal combustion engine includes a first liquid vapor discriminator (LVD), a main housing, a poppet valve assembly, a pump and an actuator assembly. The first LVD is disposed in the fuel tank. The main housing selectively vents to a carbon canister. The poppet valve assembly has a poppet valve arranged in the main housing. The pump selectively pumps liquid fuel from the main housing. The actuator assembly is at least partially housed in the main housing and includes a cam assembly having a cam shaft that includes a first cam and a second cam. The first cam has a profile that one of opens and closes a poppet valve fluidly coupled to the first LVD. The second cam has a profile that actuates the pump.

Abstract: A method of compensating fuel for each cylinder of an engine during purging may include, compensating a fuel injection time for each cylinder depending on an amount of intake air for each cylinder, an injection pressure of the injector, and an internal pressure of a combustion chamber of the engine; pressurizing a vaporized gas adsorbed into a canister and injecting the pressurized vaporized gas into the intake pipe by operating an active purge pump; and estimating an amount of vaporized gas reaching each combustion chamber and converting the fuel injection time depending on the estimated amount of vaporized gas.

Abstract: The systems and methods are generally directed to engine combustion modeling of an engine having a combustion chamber. In one embodiment, a method includes determining the thermodynamic state of the engine combustion chamber based on received engine parameters. The laminar flame speeds of the combustible mixture are determined based on tabulated measurement results or from correlations available in the literature. The dynamics of the turbulent flame brush thickness are calculated using a 1D nonlinear ordinary differential equation. The mass fraction burned ratio is found by tracking the motion of a presumed truncated spherical flame front as it propagates through the combustion chamber using the mass continuity equation. One or more engine control calibration efficiency factors are then determined based on the resultant mass fraction burned ratio. One or more efficiency factors control at least one aspect of the engine.

Abstract: A method of detecting a valve opening or closing event in a solenoid operated reductant injector valve includes applying a voltage to the solenoid to actuate the valve, the voltage having a chopped waveform. A resultant current through the solenoid is sampled at local maxima and minima. Values of a difference between the local maxima and subsequent local minima or between local minima and subsequent local maxima are determined. A rate of change of the difference values are determined and a valve opening or closing event based on the rate of change is determined.

Abstract: The invention relates to a pressurized-air supply unit for an air-jet cooling device cooling an outer casing of a turbomachine turbine. This unit is notable in that it is monobloc, in that it comprises: —a body which has an interior wall provided with air-ejection perforations, an exterior wall and outlet ducts which are configured to be coupled to cooling lines of the cooling device, —an elbowed air-conveying pipe coupled by its outlet opening to said exterior wall of the body, and in that said unit comprises at least one air-distribution partition, arranged in the outlet opening and connecting the internal face of the portion of the air-conveying pipe that is situated facing the body to the internal face of the opposite portion of the air-conveying pipe.

Abstract: A fuel tank isolation solenoid valve for a vehicle includes: a plunger disposed in the isolation solenoid valve to be vertically moved and has first vent holes for releasing overpressure or over-negative pressure; a valve body disposed in the isolation solenoid valve to be vertically moved and has second vent holes for releasing overpressure or over-negative pressure.

Abstract: In at least some implementations, a charge forming device for a combustion engine includes a throttle body and a throttle valve. The throttle body has a throttle bore with an inlet through which air flows into the throttle bore and an outlet from which a fuel and air mixture exits the throttle bore. The throttle bore has a throat between the inlet and outlet and the throat has a reduced flow area compared to at least one of the inlet and outlet. The throttle valve has a valve head received within the throat of the throttle bore and movable relative to the throttle body between a first position and a second position wherein the flow area between the valve head and the throttle body is greater when the valve head is in the second position than in the first position.

Abstract: A gas control system of a non-road gas engine and a gas control method thereof are disclosed by the present disclosure. The gas control system includes a mixer, the mixer is provided with an air inlet, a gas inlet and a mixed gas outlet respectively, the air inlet is provided with a first pressure sensor, the gas inlet is provided with a second pressure sensor and a pressure regulating valve that are spaced apart, and the mixed gas outlet is provided with a third pressure sensor; the first pressure sensor, the second pressure sensor, the pressure regulating valve and the third pressure sensor are respectively electrically connected to a controller, and the controller controls an opening degree of the pressure regulating valve according to pressure information fed back by the first pressure sensor, the second pressure sensor and the third pressure sensor so as to adjust an air-gas ratio of the mixed gas. The system has a simple structure.

Abstract: An internal combustion engine has at least one cylinder wall forming a cylinder, and at least one knock sensor held on a housing element. The knock sensor is fixed to a fastening point of the housing element. An intermediate chamber is provided in the radial direction of the cylinder between at least one section of the cylinder wall and the fastening point of the housing element arranged on a side of the cylinder wall facing away from the cylinder, a distance extending at least in the radial direction of the cylinder being provided as a result. At least one sound transmission bridge extends in the intermediate chamber, bridging the distance from the cylinder wall continuously to the fastening point, via which vibrations, on the basis of which knocking combustion can be detected by the knock sensor, are transferrable from the cylinder wall to the fastening point.

Abstract: A method is provided for measuring exhaust gas recirculation (EGR) flow in. an engine system wherein turbo speed of a turbocharger, inlet pressure upstream of a compressor, boost pressure upstream of an engine, and engine intake temperature upstream of the engine are measured. Air mass flow into the engine system is calculated as a function of the turbo speed, inlet pressure, and boost pressure, exhaust mass flow is calculated as a function of the boost pressure, the engine intake temperature, volumetric efficiency of the engine, and engine size, and EGR flow is determined, by subtracting air mass flow from exhaust mass flow. A method for controlling emissions from an engine system, and an. engine system are also provided.

Abstract: An airfoil for a gas turbine engine according to an example of the present disclosure includes, among other things, an airfoil body defining a recessed region and including at least one rib dimensioned to loop about a respective pocket within a perimeter of the recessed region. At least one cover skin is welded to the airfoil body along the at least one rib to enclose the recessed region. The at least one cover skin is welded to the at least one rib along a respective weld path. The weld path defines a weld width, the at least one rib defines a rib width, and a ratio of the weld width to the rib width is equal to or greater than 3:1 for each position along the weld path. A method of forming a gas turbine engine component is also disclosed.

Abstract: A method actuates a starter of an internal combustion engine by way of a starter relay. The starter relay is configured to supply the starter optionally with current via an on-board electrical system. The method has the following steps: determining an error status of the internal combustion engine; commencing repeated actuations of the starter relay; determining a current status of the internal combustion engine, wherein the current status of the internal combustion engine displays at least one error status or at least one operating status; and, if the current status displays at least one operating status, ending the repeated actuation of the starter relay, otherwise once again determining the current status.

Abstract: A nonlinear disturbance rejection control apparatus and method for electronic throttle control systems are invented to control the electronic throttle system and to achieve a continuous finite-time disturbance rejection control goal. A control sub-apparatus and method are proposed with an observing sub-apparatus and method for controlling the opening angle of an electronic throttle valve. A mathematical model of the electronic throttle system is analyzed and a control-oriented model is presented with the formation of a lumped disturbance. With combination of the continuous terminal sliding mode control method and the output feedback control method, based on the finite-time high-order sliding mode observer, the preferred control performance is guaranteed, where both the dynamic and static performance of the system is effectively improved.

Abstract: An engine control system comprises a balancing arrangement together with a knock mitigation controller configured to implement a knock mitigation procedure wherein an offset input value (VI) is applied to the balancing algorithm. The offset input value (VI) may cause the balancing algorithm to adjust the control output (O1) for the respective one of the combustion chambers to progressively vary the fuel supply or ignition timing for the affected cylinder to mitigate the knock condition. Alternatively, the controller may generate an offset output value (VO) to more rapidly vary the fuel supply or ignition timing, with the offset input value (VI) being selected for example to compensate for the resulting change in the control input (I1) from the cylinder to the balancing algorithm, or to provide additional, more gradual adjustment to further mitigate the knock condition.

Abstract: A fuel injection control device has a valve opening control portion which opens a control valve by electrically charging a piezoelectric element, and a valve closing portion which closes the control valve. The valve opening control portion includes a first rising control portion, a pause control portion and a second control portion. The first rising control portion increases a charge amount of the piezoelectric element during a first rising period. The pause control portion pauses an increase in the charge amount of the piezoelectric element during a pause period after the first rising period. The second rising control portion increases the charging amount of the piezoelectric elements again during a second rising period after the pause period. The pause period includes a period of immediately before the control valve is opened.

Abstract: A combustion control system for an engine mounted on an automobile is provided, which includes an ignition plug, intake and exhaust passages, an EGR passage, an EGR valve, and a control device having a processor which controls the ignition plug and the EGR valve according to an engine operating state and reduces deposit being accumulated inside a combustion chamber. The control device performs a control in which an accumulating amount of the deposit is estimated, and a control in which the deposit is removed when the estimated accumulating amount becomes more than a given setting value. In the deposit removal control, a control of the ignition plug in which a mixture gas is caused to combust by igniting the mixture gas, and a control of the EGR valve in which an amount of exhaust gas introduced into the combustion chamber is decreased, are performed.

Abstract: The fuel vapor absorber includes, on a housing member and separately from an air inlet, an orifice for the circulation of fuel vapors coming from a tank. A pipe for supplying these vapors passes through the housing member via the orifice and forms a support for a pressure regulating valve, provided with a valve body and a closure member. The pipe, provided for adaptation between the valve and the housing, is fastened to the housing member, forming at least one annular sealing area surrounding the pipe. The valve, which is fastened by snap-fitting or the like, may be housed in the inside volume of the absorber, where an absorption product is stored. The pipe is typically mounted on the inner face side of the housing member and may be directly welded.

Abstract: A fuel injector includes an injector body, and a stack within the injector body, and having a nozzle supply passage therein. The stack includes a solenoid assembly having a solenoid housing piece with a fuel bore formed therein that includes a segment of the nozzle supply passage. The solenoid housing piece includes a solenoid housing material in a base state, and a solenoid housing material in a residual compressive stressed state, with the fuel bore being formed by the solenoid housing material in the residual compressive stressed state. Residual stresses may be imparted by ballizing, nitriding, carburizing, autofrettage, or still another technique.

Abstract: Embodiments of a gaseous or dual fuel electronic pressure regulation system (EPRS) for a multipoint fuel injection engine are described herein. Additionally, embodiments of a method for controlling the EPRS are provided. In particular, the EPRS employs an electronic pressure regulator (EPR) capable of accurately determining and controlling the mass flow of gaseous fuel into a fuel rail so as to avoid pressure droop and over- and under-pressurization of the gas admission valves (GAVs). By using the EPRS described above, mass flow is able to be distributed to the downstream manifold or engine cylinders very accurately, and the GAVs are able to be driven simultaneously in a pressure/pulse duration that is optimal for accurate and repeatable operation.