Abstract: An engine system is disclosed. The engine system may have an engine including at least one cylinder. The engine system may also have a first source configured to supply fuel for combustion in the engine. The engine system may have a second source configured to supply ignition promoter material for combustion in the engine. The engine system may also have a droplet generator configured to generate droplets of the ignition promoter material. In addition, the engine system may have a controller. The controller may be configured to determine an engine parameter. The controller may also be configured to determine a number of the droplets based on the engine parameter. Further, the controller may be configured to determine droplet sizes of the droplets based on the engine parameter. In addition, the controller may be configured to adjust the droplet generator to generate the number of the droplets having the droplet sizes.

Abstract: A fuel cup including a central longitudinal axis and being fixable to an injector via a holder comprises a fuel cup body and a fixing element. This fuel cup is wherein said fixing element is a stamped tab affixed to said fuel cup body, and in that said stamped tab is designed to be engaged to said holder.

Abstract: In response to a switching demand from an all-cylinder operation to a reduced-cylinder operation, the amount of air to be taken into each of cylinders 2A to 2D is made larger than the amount of air during the all-cylinder operation in a normal state. Preparatory control of changing the ignition timing of ignition device to a timing on the retard side with respect to the ignition timing during the all-cylinder operation in the normal state is executed. After termination of the preparatory control, the reduced-cylinder operation is started. During execution of the preparatory control, the valve closing timing of an exhaust valve 9 is changed to a timing on the advance side with respect to the valve closing timing thereof during the all-cylinder operation in the normal state so as to reduce the amount of internal EGR gas in at least a part of an operating range C.

Abstract: A cooling system for an internal combustion engine is disclosed which includes a coolant pump for circulating a coolant in a coolant circuit and a radiator disposed in the coolant circuit. A charged-air cooler is disposed in the coolant circuit downstream of the radiator, and a long-route exhaust-gas-recirculation cooler disposed in the coolant circuit downstream of the charged-air cooler and upstream of the radiator.

Abstract: Methods and systems for accurate and precise fuel supply control for continuous-flow of gaseous fuel to an internal combustion engine over a large dynamic power range, including a dual-stage valve that allows optimal control—a first stage in the form of a voice-coil driven electronic pressure regulator, and a second stage in the form of a voice-coil-driven choked-flow valve; monitoring the pressure of the fuel intermediate the two stages and making appropriate adjustments to the first stage via a pressure actuator loop; feeding the gaseous fuel mixture through a unitary block assembly into the second stage; monitoring the pressure of the air/fuel mixture and making appropriate adjustments to the second stage via a valve actuator control loop.

Abstract: A filter assembly is configured to prevent water from infiltrating a fuel tank and/or engine. The filter assembly may include a housing having a fuel inlet line and a fuel outlet line. The housing defines an internal chamber in fluid communication with the fuel inlet line and the fuel outlet line. Fuel passes into the internal chamber through the fuel inlet, and filtered fuel passes out of the internal chamber to the fuel tank and/or the engine through the fuel outlet line. A filtering frame may be secured within the internal chamber, and may include a coalescing frame portion that is configured to allow water to coalesce thereon and sink toward a bottom of the internal chamber, and a hydrophobic frame portion that is configured to repel the water from a valve coupled to the fuel outlet line. A flow restrictor is configured to float on the water toward the valve.

Abstract: An ignition device for an internal combustion engine (1) includes a superpose voltage generation circuit (47) that, after the initiation of a discharge with the application of a discharge voltage by a secondary coil, applies a superpose voltage between electrodes of an ignition plug (29) in the same direction as the discharge voltage to continue a discharge current, and performs a superposed discharge in a superposed discharge activation range of high exhaust recirculation rate. Upon shift from the superposed discharge activation range of high exhaust recirculation rate to a superposed discharge deactivation range of low exhaust recirculation rate, the deactivation of the superposed discharge is delayed by a delay time ?T. Although the exhaust gas recirculation rate becomes temporarily increased with decrease in intake air after the closing of an exhaust gas recirculation control valve, the superposed discharge is continued for the delay time ?T so as to avoid misfiring.

Abstract: One variation may include a method of controlling exhaust gas flow in an internal combustion engine system, and products and systems using same.

Abstract: A corona igniter comprises an electrode with a central extended member extending along a central axis and a crown extending radially outwardly from the central extended member. The central extended member has an extended length and the crown has a crown length. The extended length is greater than the crown length such that the extended member approaches a piston more closely than the crown. In addition, the firing tips of the crown each present a first spherical radius which is less than a second spherical radius of the central extended member. Thus, if arcing occurs, it forms from the central extended member, rather than from the crown. Accordingly, the firing tips of the crown experience less wear and remain sharp. In addition, due to the sizes of the spherical radii, corona discharge is more likely to form from the firing tips than from the central extended member.

Abstract: A fuel supply device includes a return fuel utilization buffer jar that conducts fuel into a fuel inlet port of a first three-way valve including a one-way check valve to allow the fuel to flow, uni-directionally, from the fuel inlet port to a fuel outlet port. Return fuel from an engine is conducted in through a return fuel inlet port of the return fuel utilization buffer jar. Fuel vapor in the return fuel utilization buffer jar is guided from a gas inlet port of a second three-way valve through a gas outlet port to a fuel tank. Vapor pressure in the return fuel utilization buffer jar is regulated by a ventilation port that is mounted in the second three-way valve and includes a one-way check valve in a direction toward the gas inlet port.

Abstract: A combustion control apparatus for an internal combustion engine includes a spark plug for performing spark ignition of an air-fuel mixture in the combustion chamber, a plurality of coil pairs for generating spark discharge in the spark plug, and a fuel injection valve capable of injecting atomized fuel. Atomized fuel is injected into the intake passage, and a homogeneous lean air-fuel mixture is formed in the combustion chamber. The air-fuel ratio of the air-fuel mixture in the combustion chamber is controlled to be leaner than a predetermined lean air-fuel ratio. A spark discharge start timing and a spark discharge continuation time period are controlled using the plurality of coil pairs. The spark discharge start timing is set to a timing advanced from the spark discharge start timing for igniting a stratified lean mixture, such that the air-fuel ratio in the vicinity of the spark plug is relatively small.

Abstract: A vehicle system, includes a battery state monitoring module including a battery state monitoring device for measuring a current monitor voltage value that varies according to a current value flowing through a current detecting resistance coupled to power supply terminals of a battery, and an arithmetic circuit that determines a state of the battery based on the current monitor voltage value measured by the battery state monitoring device and transmits the determination result at a request from a high-order system, and a central control unit for outputting an internal ignition signal that directs start and stop of a engine to an electronic load circuit for controlling the engine and a starter, the battery state monitoring device carries out a short-circuit test operation for testing a short circuit state between two external terminals coupled to two ends of the current detecting resistance, and a current monitoring operation of measuring.

Abstract: An aftertreatment system comprises an exhaust reductant storage tank and a SCR system including a catalyst fluidly coupled thereto. The aftertreatment system also includes a controller configured to interpret an output signal indicative of a catalytic efficiency of the catalyst. The output signal is filtered using a fast filter to obtain a fast filter response signal, and also using a slow filter to obtain a slow filter response signal. It is determined if the fast filter response signal exceeds a first threshold and if the slow filter response signal exceeds a second threshold. In response to determining that the fast filter response signal exceeds the first threshold, and the slow filter signal response exceeds the second threshold, an indication is provided that an improper exhaust reductant is present in the storage tank.

Abstract: After off of an injection pulse of partial lift injection, a first filtered voltage Vsm1 being a negative terminal voltage of a fuel injection valve filtered by a first low-pass filter and a second filtered voltage Vsm2 being the negative terminal voltage of the fuel injection valve filtered by a second low-pass filter are calculated, and time from a predetermined reference timing to a timing when a difference Vdiff (=Vsm1?Vsm2) between the filtered voltages has an inflection point is calculated as voltage inflection time Tdiff. An averaged value Tdiff.ave of a predetermined frequency of data of the voltage inflection time Tdiff is obtained as a learning value of the voltage inflection time, and the injection pulse of the partial lift injection is corrected based on the learning value Tdiff.ave of the voltage inflection time.

Abstract: In an internal combustion engine that causes a predetermined gas flow in a combustion chamber, discharge plasma generated by a discharge device is caused to effectively absorb energy of an electromagnetic wave emitted from an electromagnetic wave emission device. At a time when a discharge operation and an emission operation are simultaneously performed so as to ignite a fuel air mixture, an emitting position of the electromagnetic wave on an antenna during the emission operation is located downstream of the discharge gap in a direction of the gas flow at the discharge gap so as to face toward the discharge plasma that has been drifted due to the gas flow.

Abstract: A method for vaporizing fuel is provided. The method comprises heating the fuel in a cylinder of an engine via radiation to vaporize the fuel without ignition. In this way, the fuel may be heated to increase vaporization efficiency prior to ignition.

Abstract: The internal combustion engine includes at least one cylinder, an exhaust gas tract having a measuring device, and a tank ventilation system having a purge air line, which provides pneumatic communication between the tank ventilation system and the cylinder. The purge air line has a sensor for ascertaining a hydrocarbon content of a gas flow from the tank ventilation system to the at least one cylinder. Fuel metering into the cylinder is controlled dependent on the ascertained hydrocarbon content. An exhaust gas characteristic of an exhaust gas flow that flows in the exhaust gas tract is detected by the measuring device and compared with a specified target value. If the ascertained difference between the detected exhaust gas characteristic and the specified target value exceeds a specified threshold, a test is carried out to determine whether the sensor has a malfunction.

Abstract: A method of calculating a nitrogen oxide (NOx) mass reduced from a lean NOx trap (LNT) during regeneration includes calculating a C3H6 mass flow used to reduce the NOx among a C3H6 mass flow flowing into the LNT of an exhaust purification device, calculating a NH3 mass flow used to reduce the NOx among a NH3 mass flow flowing into the LNT, calculating a reduced NOx mass flow based on the C3H6 mass flow used to reduce the NOx and the NH3 mass flow used to reduce the NOx, and calculating the reduced NOx mass by integrating the reduced NOx mass flow over a regeneration period.

Abstract: A method and system are provided for controlling a vehicle capable of operating in a fuel economy mode in which fuel is conserved by limiting operation of an engine. The method includes obtaining forecast temperatures for one or more dates and comparing the forecast temperature for each date to a threshold temperature. The method further includes generating a control signal if the forecast temperature for a given date meets a predetermined condition relative to the threshold temperature. The control signal is configured to disable fuel economy mode of the vehicle. The method further includes disabling the fuel economy mode of the vehicle in response to receiving the control signal. By disabling fuel economy mode at selected temperatures, the method and system allow the vehicle to preserve a sufficient state of charge in the vehicle battery for cold starts.

Abstract: An ignition coil for an internal combustion engine is provided which is equipped with a high-voltage connector terminal and a high-voltage output terminal. The high-voltage connector terminal is connected to a secondary coil. The high-voltage output terminal is to be joined to a spark plug. The high-voltage connector terminal has a tip portion with a rounded surface which elastically establishes an electrical contact with the surface of the high-voltage output terminal. The rounded surface serves to minimize the wear of the high-voltage connector terminal and the high-voltage output terminal which arises from rubbing therebetween during assembling or operation of the ignition coil, thus avoiding the adhesion of foreign objects to the contact surfaces and ensuring the stability of electric communication between the high-voltage connector terminal and the high-voltage output terminal.