Abstract: Predetermined torque characteristics are obtained by multiplying by a predetermined ratio that is less than 100%, the upper value of engine output torque from the engine output torque line, for at least part of the range of engine rotation speed. Torque upper value information defines the upper value of engine output torque that changes in conformance with vehicle speed and tractive farce. When predetermined conditions for determination are satisfied, an engine output torque control part controls engine output torque based on torque upper value information. The predetermined conditions for determination at the least include that a travel condition is forward travel, that a work condition is laden condition and that a raise operation is being performed by the working machine. When the predetermined conditions for determination are not satisfied the engine output torque control part controls engine output torque based on predetermined torque characteristics.

Abstract: Passageways are provided within the combustion chamber of a fuel injected internal combustion engine to convey injected fuel to desired positions within the combustion chamber. The fuel-conveying passageways may be either open-sided or closed, and are positioned within the combustion chamber in substantial alignment with a respective spray jet of fuel, enabling optimum distribution of the fuel through the combustion chamber for enhanced mixing with air prior to combustion.

Abstract: A method for the injector-individual adaption of the injection time of motor vehicles is based on linking the IIC method and the MFMA method. Before starting to drive, the IIC method is carried out, and while driving MFMA measurements are carried out. The measurement points obtained are used as subsequent measurement points for the IIC function. Thus injector-individual characteristic fields can be determined, in which deviations due to manufacturing and also aging and wear of the components during the service life are considered.

Abstract: A method for controlling a direct-injection fuel injector for an internal combustion engine includes identifying linear and non-linear fuel mass delivery regions corresponding to predefined ranges of injection duration, monitoring an operator torque request, determining a total desired fuel mass associated with the operator torque request, identifying a fuel mass delivery region corresponding to the total desired fuel mass, and commanding a plurality of partial injection events having injection durations corresponding to the linear fuel mass delivery region to inject the total desired fuel mass when the total desired fuel mass corresponds to the non-linear fuel mass delivery region.

Abstract: An operation control system for an engine having at least one piston includes an engine control unit which drives a fuel pump for supplying fuel to an injector. The engine control unit is configured to perform a control function to cut the electric power supply to the fuel pump when the piston arrives at a position in the vicinity of compression top dead center in the cylinder of the engine.

Abstract: Methods and systems are provided for reducing variability in air-fuel control due to variations in brake booster vacuum levels at an engine start. A throttle position is adjusted during an engine start based on the vacuum availability in the brake booster to control a rate of intake aircharge flow. By allowing aircharge to enter the intake manifold at a more consistent rate, air-fuel control is improved and exhaust emissions are reduced.

Abstract: A device, which detects information about a hydrogen concentration level, includes an air-fuel ratio sensor, an air-fuel ratio controller, and a detecting portion. The detecting portion calculates either a ratio of response periods or a difference between the response periods to detect the hydrogen concentration level. One of the response periods is a period from the time the air-fuel ratio controller switches the target air-fuel ratio from rich to lean to the time the air-fuel ratio sensor detects this. The other of the response periods is a period from the time the air-fuel ratio controller switches the target air-fuel ratio from lean to rich to the time the air-fuel ratio sensor detects this. This allows the decisions of a variation between cylinders and an exhaust purifying catalyst degradation.

Abstract: In order to provide a carburettor unit for motorized equipment, in particular hand-operated motorized equipment such as a chain saw, a trimmer, a lawn-cutting appliance, a foliage clearing appliance or suchlike, having a housing , in which a throttle valve and a choke valve are held so as to be movable respectively between a closed position and an open position, which overcomes the disadvantages of the prior art and in which an incorrect position between the throttle valve and the choke valve is avoided, it is proposed that a locking element is provided, which is adjustable through the movement of the throttle valve and cooperates with the choke valve such that a movement of the choke valve into the closed position is locked when the motorized equipment is set in operation.

Abstract: When a driving region of an engine is in a specified self-ignited combustion region, a valve timing is controlled in such a manner as to establish a negative valve overlap period in which an exhaust valve and an intake valve are closed. During the negative valve overlap period, a direct injection is performed to reform a fuel. After the direct injection, a port injection is performed to control an output. Thereby, a self-ignited combustion control is performed. During the self-ignited combustion control, a fuel reform degree of the fuel injected by the direct fuel injection is detected, and a self-ignited combustion condition in a present combustion cycle is estimated based on the fuel reform degree detected in the present combustion cycle. A fuel injection quantity of the intake port fuel injection is corrected according to the estimated self-ignited combustion condition in order to stabilize the self-ignited combustion condition.

Abstract: A number of systems and methods are disclosed which increase the replenishment interval for anti-knock fluid. This is especially important during activities which require a large amount of anti-knock fluid, such as towing. In some embodiments, the systems and methods are used to reduce anti-knock fluid consumption. For example, changes to engine operation, such as rich operation, spark retarding, upspeeding, and variable valve timing, all serve to reduce the amount of anti-knock fluid required to eliminate knocking. In other embodiments, the composition of the anti-knock fluid is modified, such as by using a higher octane fluid, or through the addition of water to the anti-knock fluid. In other embodiments, the replenishment interval is increased through a larger anti-knock fluid storage capacity. In one embodiment, a three tank system is used where the third tank can be used to store gasoline or anti-knock fluid, depending on the driving conditions.

Abstract: The present invention relates to a method for adjusting a mass flow of an exhaust gas return of an internal combustion engine, taking into consideration a NOx behavior, wherein a controlling system provides a coupling of a virtual NOx determination with a real NOx control. Furthermore, an internal combustion engine with appropriate controlling means is proposed.

Abstract: A method is disclosed for controlling compression-braking performance of an engine having a piston in a combustion cylinder. The method may include providing a valve in fluid communication with the combustion cylinder and at least one valve actuator operable to control the valve to perform compression-braking by opening the valve, which may include opening the valve to a first peak-valve-opening during a compression stroke of the piston and opening the valve to a second peak-valve-opening before a second half of an expansion stroke of the piston. The method may also include determining a target value for a stress in the at least one valve actuator. Additionally, the method may include designing the magnitude and timing of the first peak-valve-opening as a function of the target for the stress in the at least one valve actuator.

Abstract: An open or closed loop EFI system, integrated on a genset engine or any internal combustion engine, with an electrical sensor and crank position sensor is described. Since a genset engine's exhaust emissions and general performance are a function of spark timing, integration of electrical and crank position sensors on a genset engine provides optimal engine performance and efficiency when the electrical draws fluctuate. The electrical sensor and crank position sensor send data to the electronic control unit (ECU), and this data is used to determine the optimal air-to-fuel ratio (AFR) and optimal spark timing. The ECU varies the spark timing in accordance with the speed and load of the engine and actuates the fuel injector to send the correct amount of atomized fuel to mix with the air flow to be combusted allowing the engine to meet performance.

Abstract: Methods and systems are provided for controlling a vehicle system including an engine that is selectively deactivated during engine idle-stop conditions and selectively reactivated during engine restart conditions. One example method comprises, during an engine restart from an idle stop, performing a first combustion event in a cylinder with a piston at an engine crankshaft position that is after a crankshaft position at which said cylinder's exhaust valve opens, and before a crankshaft position at which the cylinder's intake valve closes, during a cycle of said cylinder. In this way, inaccuracies in cylinder aircharge estimation may be reduced, thereby also reducing air-fuel ratio errors and improving the quality and repeatability of engine restarts.

Abstract: A method for detection of abnormal combustion for internal combustion engines is disclosed. A physical model is chosen that describes, as a function of the angle ? of rotation of the engine crankshaft, the development of pressure in the cylinder during combustion without any pre-ignition phenomenon. The cylinder pressure Pe(?) is estimated using this model and the intake pressure is measured. The beginning of abnormal combustion is detected by comparing a first value of a variable calculated using the measurement of the cylinder pressure, to a second value of the variable calculated using the estimation of the cylinder pressure. The amplitude of the pre-ignition is determined by repeating these steps for a defined number of crankshaft angles. Then the progress of the abnormal combustion detected in the combustion chamber is controlled as a function of the amplitude of the pre-ignition phenomenon.

Abstract: A fuel conditioning system is applied to common rail direct injection or unit injector diesel engines. A liquid fuel is conditioned with gas for combustion in the combustion chambers. The system includes an elongate conditioning vessel, at least one fuel dispensing inlet, at least one carbon dioxide inlet port, and at least one conditioned fuel outlet port on the vessel. Carbon dioxide and diesel fuel are fed into the inlet portion of the vessel. The mixture travels a path of at least ten feet in the vessel to the outlet portion to cause the carbon dioxide gas to dissolve in the liquid fuel for forming a liquid/gas fuel solution. At least one high-pressure fuel pump feeds the liquid fuel/gas solution into fuel injectors.

Abstract: A control apparatus for an internal combustion engine that can suppress the emission of unburned HC accompanying start-up of an internal combustion engine. The control apparatus including a fuel supply control unit that initially supplies fuel to only some cylinders, and delays the start of fuel supply to delayed cylinders that are cylinders other than the aforementioned cylinders; an engine discharge gas HC amount predicting unit that calculates a relationship between a delayed cylinder starting engine speed that is a engine speed at a timing at which a cycle starts in which a delayed cylinder initially carries out combustion and a predicted value of an engine discharge gas HC amount; and a target engine speed calculating unit that calculates a target engine speed that is a target value of the delayed cylinder starting engine speed.

Abstract: In some cylinder deactivation modes (e.g. virtual V-four operation mode in which two cylinders of a V-six engine are deactivated), ignition/combustion may take place in operating cylinders at uneven intervals. In this case, the output torque varies between the immediately subsequent operating cylinders after the deactivated cylinders in the firing order and the other operating cylinders. A multicylinder engine includes an ignition timing adjustment unit. When the ignition takes place in the operating cylinders at uneven intervals during cylinder deactivation, the ignition timing adjustment unit adjusts ignition timing in each of the operating cylinders to smooth the output torque of the operating cylinders.

Abstract: Method and systems are provided for controlling a vehicle system including an engine that is selectively deactivated during engine idle-stop conditions. One example method comprises, adjusting a brake torque applied to a deactivated rotating engine after an engine restart request, the brake torque applied to slow the engine to at least a predetermined threshold speed without stopping the engine, and engaging a starter to the still rotating engine to increase the engine speed and restart the engine.

Abstract: A method for determining the phasing of the angular position of a four-stroke internal combustion engine with indirect injection and time-controlled sequential reinjection/sequential injection cutoff, characterized in that it includes, with the engine running, the following steps: observing the curve (3, 4) of engine speed (1) as a function of time (2) during a phase of sequential reinjection and/or sequential injection cutoff, performed in accordance with the expected oscillations of the transmission, discriminating, according to the shape of the curve (3, 4), a substantially linear shape (3) being indicative of correct phasing, whereas a substantially sinusoidal shape (4) is indicative of incorrect phasing.