Abstract: A fuel injector assembly in one embodiment includes a nozzle, at least one needle, and at least one actuator. The nozzle includes at least one cavity in fluid communication with nozzle openings. The at least one needle is movably disposed within the at least one cavity, and prevents flow through the nozzle openings in a closed position. The at least one actuator is configured to move the at least one needle within the cavity. The at least one actuator is configured to move the at least one needle to at least a first fuel delivery configuration and a second fuel delivery configuration. A first amount of fuel is delivered through the nozzle openings with the at least one needle in the first fuel delivery configuration, and a second amount of fuel is delivered through the nozzle openings with the at least one needle in the second fuel delivery configuration.

Abstract: An impingement insert for HGP component may include a hollow body having a longitudinal extent, an exterior surface and an interior surface. The hollow body may include a first side wall, a second side wall contiguous with the first side wall at a first end of each, the second side wall is flexibly movable relative to the first side wall. A spring element is contiguous with a second end of each of the first side wall and the second side wall, and extends along at least a portion of the longitudinal extent of the hollow body and into the hollow body between the first side wall and the second side wall. The spring element biases the side walls to an expanded position from a compressed position of the hollow body. Cooling passages pass between the exterior surface and the interior surface of the hollow body in both side walls.

Abstract: Operating an internal combustion engine system includes advancing a prechamber piston in a fuel delivery igniter to push a main charge of fuel from a prechamber into a cylinder, and advancing the prechamber piston to compression-ignite a pilot charge within the prechamber. Combustion gases of the pilot charge are conveyed into the cylinder to ignite the main charge. Operation of the engine system provides sparkless gaseous fuel ignition.

Abstract: A fuel rail retention bracket for a fuel rail assembly having a fuel rail fluidly coupled to a fuel line includes a main body, a first connecting end configured to couple to the fuel rail, and a second connecting end configured to couple to the fuel line. The main body and first and second connecting ends are configured to prevent relative displacement between the fuel line and the fuel rail to maintain the coupling between the fuel rail and the fuel line.

Abstract: A mixed fuel amount control system applying active purging includes: a fuel tank in which biofuel and fossil fuel are mixed and stored, an active purging device to supply an evaporated gas evaporated in the fuel tank to an intake pipe, and a concentration sensor to sense a mixing ratio of the biofuel stored in the fuel tank changes. In particular, the flow rate and the concentration of the evaporated gas of the fuel tank flowing into the intake pipe are changed according to a mixing ratio of biofuel and fossil fuel.

Abstract: Calibration techniques for forced-induction engines having low pressure cooled exhaust gas recirculation (LPCEGR) systems include commanding an EGR to a fully-closed position, after the EGR valve has reached the fully-closed position, commanding the engine to operate at fixed steady-state conditions for a calibration period, wherein the fixed steady-state conditions comprise at least a fixed throttle valve angle, a fixed injected fuel mass, and a fixed cylinder air/fuel ratio (AFR), during the calibration period, increasingly opening the EGR valve and monitoring a AFR of exhaust gas produced by the engine, calibrating an EGR fraction estimation and EGR transport delay model based on previously measured and/or modeled total engine flow and the monitored exhaust gas AFR during the calibration period, and storing the calibrated model at a memory of a controller of the engine for future usage to improve engine operation.

Abstract: In at least some implementations, a method of maintaining an engine speed below a first threshold, includes: (a) determining an engine speed; (b) comparing the engine speed to a second threshold that is less than the first threshold; (c) allowing an engine ignition event to occur during a subsequent engine cycle if the engine speed is less than the second threshold; and (d) skipping at least one subsequent engine ignition event if the engine speed is greater than the second threshold. In at least some implementations, the second threshold is less than the first threshold by a maximum acceleration of the engine after one ignition event so that an ignition event when the engine speed is less than the second threshold does not cause the engine speed to increase above the first threshold.

Abstract: A diesel exhaust fluid (DEF) control system includes: a target module configured to determine a target rate of injection of a DEF by a DEF injector; an adjustment module configured to determine an adjustment based on a concentration of urea in the DEF; an adjusting module configured to adjust the target rate based on the adjustment to produce an adjusted rate of injection of the DEF by the DEF injector; and an injector control module configured to control injection of the DEF by the DEF injector based on the adjusted rate.

Abstract: There is provided an engine working machine capable of suppressing functional disorder of an exhaust catalyst and decline of engine performance. If, during input of a dummy load to an engine, fuel supply volume of a fuel supply device reaches a predetermined dummy load cutoff determination value as a result of elevation of a total load for an engine including the dummy load and a work load, then an electronic control device switches a load switching device to cut off the dummy load; and if, during input of the work load without including the dummy load to the engine, the fuel supply volume of the fuel supply device reaches a predetermined dummy load re-input determination value as a result of decline of the work load, then the electronic control device switches the load switching device to re-input the dummy load.

Abstract: Methods and systems are provided for optimizing engine climate control performance and fuel economy in engines configured with start/stop capabilities. Climate control inhibits of start/stop actions are adjusted as a function of operator driving habits and climate control inputs and preferences. The approach enables climate performance to be improved while also allowing for frequent idle-stop operation.

Abstract: A pump module includes a pump section that discharges evaporated fuel generated in a fuel tank to an intake path of an internal combustion engine. The pump module also stores correction information for correcting a rotation speed of the pump section based on a difference between a reference discharge characteristic of a reference pump section at a predetermined rotation speed and a discharge characteristic of the pump section at the predetermined rotation speed.

Abstract: A gas sensor includes: a sensor element including a bottomed tubular solid electrolyte, a detection electrode, and a reference electrode; and a heater for heating the solid electrolyte. The reference electrode includes an inner detection section on an entire periphery in a circumferential direction at an endmost position on a tip side on the reference electrode, an inner connecting section on an entire periphery in the circumferential direction at an endmost position on a base end side on the reference electrode, and an inner lead section on a part in the circumferential direction at a position where the inner detection section is connected to the inner connecting section. A formation region in the circumferential direction of the inner lead section is reduced stepwise from the inner detection section toward the inner connecting section.

Abstract: An insulator for a corona igniter, referred to as a barrier discharge ignition (BDI) device, for use in an internal combustion engine, is provided. A central electrode is disposed in a slot of the insulator and an electrode tip is spaced from a round insulator tip by insulating material. A shell formed of metal surrounds a portion of the insulator. The insulator has a thickness tapering between a shell firing surface and the insulator tip. The tapering insulator thickness is unidirectional and thus does not increase between a start of the taper and the insulator tip. A method of manufacturing an insulator for a corona igniter is also provided. Equations can be used to determine if a taper in the insulator thickness is needed to encourage corona propagation along a core nose projection of the insulator, and if so, the location and size of the taper.

Abstract: A method is provided for achieving final air gap and parallelism of a control valve of a fuel injector, the control valve having a body defining an transverse top face and including a thick disc magnetic armature having a planar transverse upper face. The method includes a) measuring the actual position from the armature upper face and the body top face and, determining the actual parallelism error between said faces; and b) ablating the armature to generate an ablated upper face parallel to the body top face, the distance from the ablated upper face to the body top face being a final air gap.

Abstract: A method for controlling the ignition energy of a sparkplug electrode of an ignition system comprises: providing a base current (Ibase) and a base duration (Dbase) which corresponds to the current and duration, respectively, of a physical model at a fixed engine operating point; multiplying the base current (Ibase) and the base duration (Dbase) with a sparkplug state indicator (SSI) based correction factor and with an engine operating state (EOS) based factor for achieving a final global current (Iglo) and a final global duration (Dglo), respectively; and communicating the final global current (Iglo) and the final global duration (Dglo) to a control unit for controlling the ignition energy and ignition duration of the sparkplug electrode. Further executing real-time energy control based on misfire flag status and, in the end, making sure that the optimum energy is into application by realizing optimum energy tests.

Abstract: Methods and systems are provided for a spark plug of an internal combustion engine. In one example, a spark plug includes a housing section having a first groove and an opposing, second groove. A tool including a first protrusion and second protrusion may couple with the first and second grooves of the spark plug in order to drive the spark plug to either of only two coupled positions with a cylinder head.

Abstract: An engine control device is provided, which includes an engine body where a cylinder is formed, an exhaust passage through which exhaust gas discharged from the engine body circulates, a NOx sensor disposed in the exhaust passage and configured to detect a concentration of NOx in the exhaust gas, an injector configured to change an air-fuel ratio inside the cylinder, an in-cylinder temperature changer configured to change a temperature inside the cylinder, and a controller configured to control the injector and the exhaust shutter valve. The controller controls the injector based on a detection value of the NOx sensor to variably set the air-fuel ratio inside the cylinder, and when a particular condition that the air-fuel ratio inside the cylinder is leaner than a preset upper limit is satisfied, and causes the in-cylinder temperature changer to raise the temperature inside the cylinder.

Abstract: Methods and systems are provided for adjusting a steering torque threshold for automatically stopping and starting a vehicle engine. In one example, a method may include, while the engine is running, determining a first steering torque threshold for inhibiting stop-start of the engine based on a steering wheel angle, and, while the engine is auto-stopped, determining a second steering torque threshold for inhibiting the stop-start based on the steering wheel angle and whether a static stop-start event is present or a rolling stop-start event is present. In this way, a non-linear hysteresis is provided for automatically stopping and starting the engine.

Abstract: Operating an engine includes injecting a first charge of liquid fuel using a first set of nozzle outlets in a fuel injector, and injecting a second charge of liquid fuel using a second set of nozzle outlets in a fuel injector. The first charge is autoignited in a first engine cycle, and the second charge is autoignited in a second engine cycle, and may be used to pilot ignite a charge of gaseous fuel. Operating the engine further includes limiting errors in targeting of the second charge of liquid fuel caused by transitioning the engine from a first combination to a second combination of speed, load, and boost, by varying an injection pressure of the liquid fuel from the first engine cycle to the second engine cycle.

Abstract: The present invention relates to a method for producing an internally pressurized component (1), having the steps of: providing a main body (2) with a longitudinal cavity (3) and with an attachment flange (6) for attachment of the internally pressurized component (1), providing a (80), introducing a through-bore (7) that extends longitudinally through the attachment flange (6) and has two opposite openings (70, 71) with respect to the longitudinal axis (L7), inserting the pin (80) into the through-bore (7) such that the pin (80) is arranged flush with the attachment flange (6) on the side of one of the openings (70) and extends from this opening (70) through the through-bore (7) and through the other opening (71) in order to project from the attachment flange (6), materially bonding the pin (80) to the attachment flange (6), and introducing a longitudinal bore (81) into the pin (80) to form an attachment sleeve (8). The invention also relates to a corresponding internally pressurized component (1).