Abstract: The invention relates to a fuel injector comprising an actuator module 2 arranged in a holding body 1, wherein the holding body 1 is braced by means of a tension nut 13 to a nozzle body 12 by means of at least one interposed intermediate body designed as a throttle plate 11, wherein the throttle plate 11 is penetrated by at least one high pressure channel 16, an inflow channel 18 having an inflow throttle, and an outflow channel 19 having an outflow throttle, and wherein a valve actuated by the actuator module 2, said valve having at least one valve pin 4 and a sealing sleeve 5, is arranged between the actuator module 2 and the throttle plate 11, forming a leakage chamber 21 facing the throttle plate 11. According to the invention, a fuel injector is provided, wherein the leakage discharge out of the leakage chamber 21 is ensured without impairing the tightness of the fuel injector in the areas adjacent to the throttle plate 11.

Abstract: The invention relates to a control and regulation method for an internal combustion engine (1) having a common rail system wherein the rail pressure (pCR) is regulated in normal operation in that an offset of the rail pressure (pCR) is calculated and a PWM signal (PWM) is determined for activating the control process via a pressure controller based on the offset, wherein a load rejection when the rail pressure (pCR) exceeds a limit and wherein upon recognition of the load rejection, the rail pressure (pCR) is controlled in that the PWM signal (PWM) is temporarily set to a PWM value that is higher compared to normal operation via a PWM parameter. The invention is characterized in that the threshold for activation of the temporary PWM parameter is calculated in dependence on the gradient of a power-determining signal.

Abstract: A control apparatus and a control method diagnose whether an internal-combustion engine is rotated in forward or reverse directions is being properly implemented. Specifically, based on a pulse width WIPOS of a rotation signal POS output by a crank angle sensor, it is determined whether a crankshaft is rotated in the forward or the reverse directions. Based on the determination of the rotating direction of the crankshaft, a counter CNTPOS, which denotes a count value of rotation signal POS, is updated. At the time of restarting the engine, counter CNTPOS is updated, using a value on counter CNTPOSz at the time of stopping the engine as an initial value. If the value on counter CNTPOS at a crank angle position determined after the starting of the engine differs from an expected value, then the function for determining the rotating direction of the crankshaft is diagnosed to be abnormal.

Abstract: A system for a vehicle includes a misfire indication module, a valve control module, and a fault indication module. The misfire indication module selectively indicates that misfire occurred within a cylinder of an engine. The valve control module controls lifting of a valve of a cylinder of the engine and, in response to the misfire indication module indicating that misfire occurred within the cylinder, transitions lifting of the valve from one of a low lift state and a high lift state to the other one of the low lift state and the high lift state. The fault indication module selectively indicates that a fault is present in a variable valve lift (VVL) mechanism of the cylinder based on whether the misfire indication module indicates that misfire occurred within the cylinder after the transition to the other one of the low lift state and the high lift state.

Abstract: A method for controlling a vehicle's exhaust gas recirculation system. The method controls the exhaust gas recirculation system in a manner that is suitable for a pedal tip-out transition while also being optimized for normal operating situations.

Abstract: A characteristics-detecting-portion analyzes a fuel injection condition based on a fuel pressure waveform which represents a variation in a detection value of the fuel pressure sensor and then detects the fuel-injection-characteristic value based on the analyzed fuel injection condition. The detected parameter is learned and stored in a memory in association with a fuel temperature detected by a fuel temperature sensor. A fuel-injection-rate model is established based on the learned detected parameters. A command-fuel-injection start time and a command-fuel-injection period are defined by use of the fuel-injection-rate model and the current fuel temperature.

Abstract: A system for a vehicle includes a knock indication module, a valve control module, and a fault indication module. The knock indication module selectively indicates that knock occurred within a cylinder of an engine. The valve control module controls lifting of a valve of a cylinder of the engine and, in response to the knock indication module indicating that knock occurred within the cylinder, transitions lifting of the valve from one of a low lift state and a high lift state to the other one of the low lift state and the high lift state. The fault indication module selectively indicates that a fault is present in a variable valve lift (VVL) mechanism of the cylinder based on whether the knock indication module indicates that knock occurred within the cylinder after the transition to the other one of the low lift state and the high lift state.

Abstract: A stop/start system of a vehicle autostops and autostarts an engine and, in response to an identification of a drive cycle destination indicating that the vehicle will remain parked for at least a predefined period of time, prevents autostopping of the engine during the drive cycle to increase a state of charge of the battery above a nominal target state of charge.

Abstract: A hand-operating starting device with clutch structure is mounted to one side of an engine and includes a driving portion and a driven portion. The driving portion includes a housing. A rotary member that is received in the housing and has a pull cord wounded thereon is provided with an elastic member and an axle having a positioning pin projecting therefrom. The driven portion includes a cover that covers the housing. The cover receives therein a sleeve for driving the engine. The sleeve includes a helical channel and is fit over the axle with the positioning pin received in and guided by the helical channel. A bearing arranged between the driving and driven portions for rotatably coupling with the axle and an O-ring is arranged around the bearing. The engine has a main shaft having an eccentric peg having a slope surface formed on an outer end thereof.

Abstract: An internal combustion engine including a piston in a cylinder, a cylinder head closing the cylinder, having intake and exhaust channels controlled by at least one intake and exhaust valve. The valves are actuable by a rocker arm or finger lever driven by a camshaft. A brake control device is provided having a hydraulic adjusting piston that opens the exhaust valve additionally and intermittently, a pressure source for hydraulic fluid is associated with the adjusting piston, and the supply to the adjusting piston is controlled by an electrically operable switching valve. A compression relief cam per cylinder/piston assembly is arranged on the camshaft, with the cam being operatively connected to a compression relief rocker arm or finger lever, and the adjusting piston is configured as a coupling pin for connecting the compression relief rocker arm or finger lever, to the rocker arm or finger lever of the exhaust valve.

Abstract: A method for controlling an exhaust gas recovery system for an engine includes generating a signal to control exhaust gas flow through an exhaust gas heat exchanger, and generating a diagnostic code based on a difference between coolant temperature downstream of the exhaust gas heat exchanger and coolant temperature downstream of the engine. A vehicle has an engine, and an exhaust heat recovery system with an exhaust gas heat exchanger, a first temperature sensor downstream of the engine, and a second temperature sensor downstream of the exhaust gas heat exchanger. A controller for the vehicle is configured to: (i) generate a signal to control exhaust gas flow through the exhaust gas heat exchanger, and (ii) generate a diagnostic code based on a difference between coolant temperature measured by the first and second temperature sensors.

Abstract: A fuel injector cradle mount assembly for a vehicle includes a fuel injector rail, a connective inlet assembly coupled to the fuel injector rail, a cradle coupled to the connective inlet assembly, and a fuel injector. The fuel injector includes a torso and a nozzle. The torso includes a base portion on a first end, and defines an inlet on a second end opposite the first end. The fuel injector is arranged between the connective inlet assembly and the cradle. The inlet of the fuel injector is coupled to the connective assembly, the base portion of the fuel injector rests on the cradle, and the cradle supports the fuel injector from the connective inlet assembly and the fuel injector rail.

Abstract: A method of controlling a low-pressure fuel pump for a GDI engine includes setting predetermined driving conditions that affect a drivability of the GDI engine in situations that are generated in a vehicle in which the GDI engine is mounted, open-loop controlling the low-pressure fuel pump when one or more of the predetermined driving conditions occur, and when none of the predetermined driving conditions occurs, close-loop controlling the low-pressure fuel pump according to a signal from a fuel pressure sensor such that a target fuel pressure provided from an engine controller is pursued.

Abstract: A corona ignition system for providing a corona discharge (24) includes an igniter (20) having an electrode (26) with an asymmetrical firing tip (28) relative to an electrode center axis (ae). The firing tip (28) includes a first surface area (A1) facing the fuel injector (42) which is greater than a second surface area (A2) facing a cylinder block (32). The first surface area (A1) presents a projection (60) having a sharp edge, and the second surface area (A2) presents a round outward surface (62). Accordingly, a radio frequency electric field emitted from the first surface area (A1) provides a robust corona discharge (24) in a flammable area at an outside edge (30) of the fuel spray. No electric field is emitted from the second surface area (A2), and no power arcing occurs between the second surface area (A2) and the cylinder block (32).

Abstract: Methods and systems are provided for use of a windshield wiper fluid having a reformulated composition including one or more non-ionic surfactants. The fluid is delivered to the windshield in response to an operator demand for wiping the windshield. The same fluid is also delivered to a cylinder in response to an indication of abnormal cylinder combustion.

Abstract: A diagnostic system for a vehicle includes a comparison module, a disabling module, and a fault indication module. The comparison module indicates whether a temperature of engine coolant is less than a first predetermined temperature. The disabling module disables the comparison module until the temperature of the engine coolant is greater than a second predetermined temperature. The fault indication module diagnoses a fault in response to the comparison module indicating that the temperature of the engine coolant is less than the first predetermined temperature.

Abstract: A fuel vapor purge device includes a canister connected to an internal combustion engine and a fuel tank via a purge passage to adsorb and hold a part of fuel vapor, a switch valve connected to the canister and to an atmosphere, and a pump connected to the switch valve via a pump passage and to the atmosphere via an atmosphere passage. The pump is capable of depressurizing or pressurizing an interior of the fuel tank, and the switch valve switches connection of the canister between with the atmosphere and with the pump. The fuel vapor purge device further includes a seal valve provided in the pump passage to open or close the pump passage depending on a pressure in the atmosphere passage.

Abstract: An inter-cylinder air-fuel ratio variation abnormality detection apparatus is disclosed. The apparatus determines imbalance of an air-fuel ratio among the cylinders based on a difference between index values correlated with crank angular velocities detected in a set of opposite cylinders belonging to different banks and having crank angles different from one another by 360°; and carries out an air-fuel ratio feedback process for controlling an amount of injected fuel for each of the banks, wherein the apparatus comprises a correction unit correcting, before determining the air-fuel ratio imbalance, the difference between the index values in a direction of combustion improvement for opposite cylinders that are opposite to cylinders belonging to a bank identical to a bank of a cylinder with the most deviating index value from a standard value among all the cylinders and being other than the cylinder with the most deviating index value.

Abstract: An intake apparatus of an engine includes: a first intake passage supplying fresh air to a cylinder; a second intake passage arranged near the first intake passage, and supplying fresh air to the cylinder; a first intake valve opening and closing the first intake passage at an aperture of the first intake passage; a second intake valve opening and closing the second intake passage at an aperture of the second intake passage. An opening timing of the first intake valve of the intake apparatus advances relative to a top dead center, and a valve lift amount of the first intake valve differs from that of the second intake valve, and there is a period while the valve lift amount of the first intake valve is larger than that of the second intake valve, in an intake stroke.

Abstract: The present invention provides an injector-ignition fuel injection system for an internal combustion engine, comprising an ECU controlling a heated catalyzed fuel injector for heating and catalyzing a next fuel charge, wherein the ECU uses a one firing cycle look-ahead algorithm for controlling fuel injection. The ECU may further incorporate a look-up table, auto-tuning functions and heuristics to compensate for the rapid rotational de-acceleration that occurs near top dead center in lightweight small ultra-high compression engines as may be used with this invention. The ECU may further ramp heat input to the injector in response to engine acceleration requests and, under such circumstances, may extend its look-ahead for up to four firing cycles.