Abstract: A self-igniting internal combustion engine includes at least one cylinder and a piston, which can be moved back and forth in the cylinder and which bounds a combustion chamber together with the cylinder and which has a piston recess facing the combustion chamber, said piston recess having flow cross-sections that vary in a circumferential direction of the cylinder and of the piston, and comprising an injector arranged centrally above the piston recess for injecting fuel into the piston recess, wherein the injector has a plurality of injection openings. In order to reduce the emissions and in particular the soot emissions of the internal combustion engine, at least some of the injection openings have different opening cross-sections, wherein the injection openings having the different opening cross-sections are directed at areas of the combustion chamber recess having different flow cross-sections.

Abstract: An air admission device for combustion equipment includes a hollow tubular housing having two ends respectively provided with an air intake and an air outlet. The housing has its interior provided with a plurality of partition boards spaced apart and respectively bored with at least one air hole, the air holes of adjacent partition boards being staggered in arrangement. The air admission device is connected to combustion equipment. When operated, the combustion equipment will produce negative pressure to guide outside air to get into the housing to dash against the partition boards to increase collision probability between gas molecules for enhancing kinetic energy of gas molecules via collision and friction, thus attaining combustion-supporting effect, making combustion more complete and lowering waste gas emission.

Abstract: Systems and methods for managing cold-crank events. In an embodiment, a method may include detecting a cold-crank event and setting a switching circuit to a non-conductive state, where the switching circuit is configured to couple a first regulator to a memory circuit such that setting the switching circuit to the non-conductive state de-couples the memory circuit from the first regulator. The method may also include setting the switching circuit to a conductive state in current limitation mode during a recovery period following the cold-crank event to re-couple the memory circuit to the first regulator. In another embodiment, an electronic device include a switching circuit, a first regulator coupled to a first terminal of the switching circuit, a second regulator coupled to a second terminal of the switching circuit, a logic circuit coupled to the switching circuit, and a memory circuit coupled to the second terminal of the switching circuit.

Abstract: An autonomous glow driver system for radio controlled (RC) engines. Aspects of the system include a connector that securely attaches to the glow plug to maintain good electrical contact with the glow plug and reduce signal noise and using a current and differential amplifiers to determine the temperature of the glow element and the RPMs of the glow engine from a voltage signal (obtained via the connector) that varies with the temperature as induced changes in the resistance of the glow element occur. Using the data of temperature, non-running RPM, and running RPM to control operation of the glow driver leads to a very reliable approach to automatically activating the glow driver to maintain the combustion chamber temperature of the glow engine at a selected level because RPM is indicative of a rotating engine whereas temperature is not.

Abstract: A method, comprising: setting an engine intake airflow parameter based on an engine oil viscosity index. In this way, engine operating conditions that depend on engine friction and engine intake airflow, such as engine idling speed and engine friction torque, may be determined and implemented with an increased consistency. This in turn may decrease the possibility of engine stalls and improve engine performance, particularly at low temperatures.

Abstract: An exhaust gas recirculation apparatus including an engine; a suction line; an exhaust line; a post-processing unit which is disposed in the exhaust line to reduce hazardous substances contained in the exhaust gas; a first circulation line which guides a part of the exhaust gas, which is guided to the exhaust line, to the suction line; a second circulation line which guides a part of the exhaust gas, which is guided to a downstream side of the post-processing unit, to the suction line; and a bypass line which branches off from an upstream side of the second circulation line, and merges with a downstream side of the second circulation line, wherein ammonia slip, which is discharged from the post-processing unit, is prevented from being guided to the suction line.

Abstract: In an automatically stopped internal combustion engine, a rotation speed at next and subsequent ignition timings is predicted at every ignition timing of the internal combustion engine after the internal combustion engine is stopped automatically. Whether self-restorable restarting is allowed is determined according to a comparison result of the predictive rotation speed and a self-restoration determination rotation speed, so that self-restorable restarting is performed in a reliable manner.

Abstract: A nozzle for a prechamber assembly of an engine includes a hollow nozzle body having an outer surface, defining first and second outer openings, and an inner surface, defining an interior chamber and first and second inner openings. The nozzle body defines first and second orifices in communication with the interior chamber. The first orifice extends in a first orifice configuration between the first outer opening and inner opening and defines a first entry path projection extending from the first inner opening into the interior chamber. The second orifice extends in a second orifice configuration between the second outer opening and inner opening and defines a second entry path projection extending from the second inner opening into the interior chamber. The first and second entry path projections intersect at an impingement region in the interior chamber, which is radially offset from a central longitudinal axis of the nozzle.

Abstract: There is obtained a throttle learning control apparatus that raises the reliability of throttle fully closed and opened learning even when a self-shutoff delay abnormality occurs and can suppress various defects that occur when a throttle fully closed learning value or a throttle fully opened learning value is not updated. After a self-shutoff delay abnormality occurs, an electronic control unit implements fully closed learning 1 and fully opened learning 1 while the engine is operated in a non-engine-stall period and implements fully closed learning 2 and fully opened learning 2 for compensating the fully closed learning 1 and fully opened learning 1. Fully closed learning is completed when the fully closed learning 1 or the fully closed learning 2 has once been implemented; similarly, fully opened learning is completed when the fully opened learning 1 or the fully opened learning 2 has once been implemented.

Abstract: Methods and systems are provided for closed loop operation of a high pressure fuel pump connected to the direct injectors of an internal combustion engine. During operation of the high pressure pump a dead zone may exist where a substantial change in the pump duty cycle does not correspond to a substantial change in the fuel rail pressure. To operate outside the dead zone, a relationship between the pump duty cycle and fuel rail pressure is learned upon completion of several pump and engine conditions, thereby improving high pressure pump operation and reducing pump degradation.

Abstract: A rate based model predictive controller for air path control for a diesel engine regulates turbine lift and EGR valve flow rate to specified set points by coordinated control of intake manifold air pressure and EGR valve flow rate. The controller utilizes a rate-based reduced order linear model for model predictive control.

Abstract: A system according to the principles of the present disclosure includes a pump control module and a fuel vaporization module. The pump control module controls a first pump to deliver fuel from a fuel tank to a second pump through a fuel line. The pump control module controls the second pump to pressurize fuel from the fuel line and to deliver the pressurized fuel to a fuel rail. The fuel vaporization module determines whether fuel at an inlet of the second pump is vaporizing based on an engine operating condition. The pump control module increases an output of the first pump when fuel at the inlet of the second pump is vaporizing.

Abstract: A rate based model predictive controller and method for air path control for a diesel engine regulates intake manifold pressure (MAP) and EGR valve flow rate to specified set points by coordinated control of a variable geometry turbine (VGT) and EGR valve position. A decay and a flexible Lyapunov function is enforced on the rate based model predictive controller for a single step prediction and control arisen.

Abstract: A vehicular fuel system with onboard fuel characterization including an onboard combustion modifier source capable of supplying a combustion modifier agent, such as hydrogen, and a fuel tank capable of storing a fuel. An injector-igniter is operative to direct inject the fuel and a proportionate amount of the modifier agent into a cylinder of an internal combustion engine. An engine control unit is operatively connectable to the combustion modifier source and the injector. The system may further comprise a mixing valve operative to proportionately mix the fuel and modifier agent. The combustion modifier source may be a tank containing hydrogen or a thermo-chemical reactor, for example.

Abstract: A fuel supply system may include a fuel pump configured to supply fuel from a fuel tank to a target, a motor for driving the fuel pump, and a controller coupled to the motor. The controller may determine a duty ratio of a control signal through a feedback control and to output the control signal to the motor, so that a fuel pressure of the fuel supplied from the fuel tank approaches a target fuel pressure. The controller may estimate the duty ratio based on the target fuel pressure and information regarding a fuel pressure of the fuel supplied from the fuel tank, and may guard an upper limit of the duty ratio by an upper limit guard value. The upper limit guard value may be determined based on a rotational speed of the motor.

Abstract: A method for estimating a specific gravity of a gaseous fuel is described. The gaseous fuel may power an engine and the engine may include a cylinder, a gas valve configured to supply an intake port of the cylinder with the gaseous fuel, a gas rail configured to deliver the gaseous fuel to the gas valve, and a microprocessor adapted to perform the method. The method may comprise establishing a pressure wave in the gas rail by opening and closing the gas valve, wherein the pressure wave travels at the speed of sound in the gaseous fuel. The method may further comprise determining a frequency of the pressure wave in the gas rail, and estimating the specific gravity of the gaseous fuel based on the frequency of the pressure wave.

Abstract: A fuel injection system has a common rail storing fuel, a fuel injector injecting the fuel, a fuel-passage supplying the fuel to the fuel injector, and a fuel-pressure sensor detecting a fuel pressure. An ECU acquires a waveform of a fuel pressure representing a change of a fuel pressure based on the detected fuel pressure at the fuel injection. The ECU calculates a speed of a fuel pressure wave forming the waveform of the fuel pressure based on a period of a pulsation of the waveform of the fuel pressure and a fuel passage length, and a fuel density based on the speed of the fuel pressure wave. The ECU further calculates a fuel cetane number, and a kinematic viscosity of the fuel based on the fuel density and the fuel cetane number. The ECU judges fuel properties based on the kinematic viscosity of the fuel.

Abstract: In a compression ignition internal combustion engine 20that generates electromagnetic wave plasma by emitting electromagnetic waves to a combustion chamber 21 during a period of a preceding injection, a control device 10 for internal combustion engine controls a fuel injection device 24 to perform, before a main injection, a preceding injection less in injection quantity than the main injection, while controlling a plasma generation device 30 to generate electromagnetic plasma by emitting electromagnetic waves to the combustion chamber 21 during the period of the preceding injection. The control device 10 controls a condition of heat production due to combustion of fuel from the main injection by controlling the amount of energy of the electromagnetic waves emitted to the combustion chamber 21 during the period of the preceding injection according to the operating condition of the internal combustion engine main body 22.

Abstract: A fuel delivery pipe assembly for direct injection of fuel includes a fuel delivery pipe, a plurality of fuel injector sockets for containing a fuel injection valve, and a mounting bracket of sheet metal fixedly assembled with the fuel delivery pipe at a position adjacent each fuel injector socket. The mounting bracket has a mounting plate portion formed with a mounting hole for insertion of a bolt and a through hole for insertion of each fuel injector socket spaced from the mounting hole in the longitudinal direction of the delivery pipe. A reinforcement bracket is integrally assembled with the mounting bracket at the opposite side of the fuel injector socket in the longitudinal direction of the delivery pipe, and a reinforcement rib extended from an arm portion of the reinforcement bracket is provided on the mounting plate portion between the mounting hole and the through hole for the fuel injector socket.

Abstract: Various methods for inferring oil viscosity and/or oil viscosity index in an internal combustion engine are provided. In one aspect, a new control method comprises: after engine shutdown, learning engine oil viscosity based on time to drain the oil back into an engine sump and oil temperature during the draining, and correcting an engine operating parameter based on the learned oil viscosity.