Abstract: Described herein are embodiments of systems and methods for determining remaining useful life (RUL) of an electro-mechanical device. The methods may include providing a compiler and providing an external network communicatively connected with the compiler. The compiler determines forecasted reliability of the part, determines actual reliability of the part, divides forecasted reliability by actual reliability to determine forecasted useful operation time, Tx, and subtracts total operation time T from forecasted useful operation time Tx to determine RUL.

Abstract: Described herein are embodiments of systems and methods for determining remaining useful life (RUL) of an electro-mechanical device. The systems may include a compiler and an external network communicatively connected with the compiler. The compiler determines forecasted reliability of the part, determines actual reliability of the part, divides forecasted reliability by actual reliability to determine forecasted useful operation time, Tx, and subtracts total operation time T from forecasted useful operation time Tx to determine RUL.

Abstract: A high torque mechanism connected to a piston arranged within a cylinder and connected to a connecting rod for an engine may include features of a triangular link and a guide arm. The high torque mechanism may provide an upgrade to the conventional hardware with new elements that provide higher torque and thus allowing a reduction of fuel consumption versus a conventional engine of the same power. The high torque mechanism may include a triangular link, a crankshaft, and a guide arm. The connecting rod may be connected to the piston and a first joint on the triangular link. The guide arm may be connected to a second joint on the triangular link and a guide pivot point. The crankshaft may be connected to a third joint on the triangular link and a crank pivot point. The triangular link and the guide arm make the engine torque considerably higher in various crank ranges where the in-cylinder combustion pressure is high.

Abstract: A scanner monitors a vehicle engine module's performance, such as, for example, a vehicle engine powertrain by creating and compiling performance data either in real time or based on a data post-processing schedule. A preventive maintenance or repair is suggested if the critical boundaries of a probable failure are reached.

Abstract: A high torque mechanism connected to a piston arranged within a cylinder and connected to a connecting rod for an engine may include features of a triangular link and a guide arm. The high torque mechanism may provide an upgrade to the conventional hardware with new elements that provide higher torque and thus allowing a reduction of fuel consumption versus a conventional engine of the same power. The high torque mechanism may include a triangular link, a crankshaft, and a guide arm. The connecting rod may be connected to the piston and a first joint on the triangular link. The guide arm may be connected to a second joint on the triangular link and a guide pivot point. The crankshaft may be connected to a third joint on the triangular link and a crank pivot point. The triangular link and the guide arm make the engine torque considerably higher in various crank ranges where the in-cylinder combustion pressure is high.

Abstract: A Diesel Emissions Fluid (DEF) Thawing arrangement is provided for use with a vehicle having an engine, an Engine Control Module (ECM), an exhaust system, and an SCR catalytic device. A DEF injection system is connected to the exhaust system and to the ECM. A DEF tank is connected to the DEF injection system. An exhaust pipe branch is connected to the exhaust system. A heat exchanging apparatus is connected to the exhaust pipe branch and is configured to exchange heat from exhaust gas within the exhaust pipe branch to the DEF in the DEF tank. The heat exchanging apparatus may be an exhaust gas to DEF heat exchanger located at least partially within the DEF tank, or may be an exhaust gas to coolant heat exchanger connected to an engine coolant circuit and a coolant to DEF heat exchanger located at least partially within the DEF tank.

Abstract: An Engine with Isochoric Combustion has pistons arranged within cylinders, connecting rods connected to the pistons and to upper joints of triangle links, and a crankshaft with crankpins offset from the centerline of the crankshaft by crank arms. The triangle links are connected to the crankpins at additional joints of the triangle links. Radius links are pivotally connected to the engine by pivot pins at one end and to the triangle links at a further joint of the triangle links at their other end. By way of geometry of the linkages defined by the crank arms, the triangle links, the radius links, and the connecting rods, and by way of the relative positions of the crankshaft, the cylinders, and the pivot pins, during a crank angle segment, the Cylinder Volume during the combustion event is characterized by an extended dwell.

Abstract: An Engine with Isochoric Combustion has pistons arranged within cylinders, connecting rods connected to the pistons and to upper joints of triangle links, and a crankshaft with crankpins offset from the centerline of the crankshaft by crank arms. The triangle links are connected to the crankpins at additional joints of the triangle links. Radius links are pivotally connected to the engine by pivot pins at one end and to the triangle links at a further joint of the triangle links at their other end. By way of geometry of the linkages defined by the crank arms, the triangle links, the radius links, and the connecting rods, and by way of the relative positions of the crankshaft, the cylinders, and the pivot pins, during a crank angle segment, the Cylinder Volume during the combustion event is characterized by an extended dwell.

Abstract: A compression ratio varying arrangement of an engine is adapted to work with a crankshaft having at least one crankpin offset from the centerline of the crankshaft. An eccentric has an internal bore engaged with the crankpin, and an external cylindrical surface that has a centerline that is offset from the centerline of the internal bore. A connecting rod is engaged with the external cylindrical surface of the eccentric, and a piston is connected to the connecting rod. An eccentric lever is attached to the eccentric. A compression ratio adjustment link is connected to the eccentric lever. A compression ratio adjustment mechanism is connected to the compression ratio adjustment link. The compression ratio adjustment mechanism controls the orientation of the connecting rod eccentric, and thereby the compression ratio of the engine, by extending or retracting the compression ratio adjustment link.

Abstract: A compression ratio varying mechanism of an engine includes an upper link connected to the piston, and a lower link connected to the crankshaft and to the upper link. A control link is connected to the lower end of the upper link and/or to the upper end of the lower link. A lever arm is connected to a lever control shaft, and is controlled in its orientation thereby. The control link is connected to the lever arm, and is substantially the same length as the lever arm. The crankpin offset, the length of the lower link, and the position of the lever control shaft are such that the position of the connection between the control link and the upper and lower links coincides with the position of the lever control shaft at the Bottom Dead Center position of the piston and crankshaft.

Abstract: A compression ratio varying arrangement of an engine is adapted to work with a crankshaft having at least one crankpin offset from the centerline of the crankshaft. An eccentric has an internal bore engaged with the crankpin, and an external cylindrical surface that has a centerline that is offset from the centerline of the internal bore. A connecting rod is engaged with the external cylindrical surface of the eccentric, and a piston is connected to the connecting rod. An eccentric lever is attached to the eccentric. A compression ratio adjustment link is connected to the eccentric lever. A compression ratio adjustment mechanism is connected to the compression ratio adjustment link. The compression ratio adjustment mechanism controls the orientation of the connecting rod eccentric, and thereby the compression ratio of the engine, by extending or retracting the compression ratio adjustment link.

Abstract: A compression ratio varying mechanism of an engine includes an upper link connected to the piston, and a lower link connected to the crankshaft and to the upper link. A control link is connected to the lower end of the upper link and/or to the upper end of the lower link. A lever arm is connected to a lever control shaft, and is controlled in its orientation thereby. The control link is connected to the lever arm, and is substantially the same length as the lever arm. The crankpin offset, the length of the lower link, and the position of the lever control shaft are such that the position of the connection between the control link and the upper and lower links coincides with the position of the lever control shaft at the Bottom Dead Center position of the piston and crankshaft.

Abstract: An injector boss (114) for mounting an injector (110) that injects liquid reductant (U) into a flow of exhaust gas (EG) in an exhaust pipe (116) includes at least one sidewall (124) and a boss foundation (126). The boss foundation (126) is generally perpendicular to the at least one sidewall (124), and the at least one sidewall and the boss (114) define an internal area (120). A spray guard (132) extends from the boss foundation (126) into the internal area (120). The spray guard (132) h a first opening (138) for receiving liquid reductant (U) from the injector (110), and a second opening (140) for emitting liquid reductant into the internal area (120).

Abstract: A control system for an engine having an in-cylinder pressure sensor and a selective catalytic reduction device comprises an electronic control module and an in-cylinder pressure sensor. The electronic control module has a processor and a memory. The in-cylinder pressure sensor is disposed in fluid communication with a cylinder of an engine. The incylinder pressure sensor is disposed in communication with the electronic control module. The in-cylinder pressure sensor generates an output indicative of a pressure within the cylinder of the engine. The processor of the electronic control module is programmed to generate an estimate of an amount of NOx produced during combustion, and calculate an amount of reductant required to react with the NOx to limit NOx emissions to a predetermined level.

Abstract: A device and method for catalytic reduction of NOx in gaseous products of combustion by directing the products of combustion through a particulate filter (32) and then into a mixing zone (28) through separate flow passages (34, 36) at respective velocities greater than that at which products of combustion leave the filter, by causing an injector (38) to introduce urea solution through a nozzle (40) aimed toward the mixing zone along a slant direction (42) to, and across, flow entering the mixing zone through a first (34) of the separate flow passages and ultimately toward a far wall (44) of the mixing zone relative to the nozzle while directing exhaust flow entering the mixing zone through a second (36) of the separate flow passages to enter the mixing zone between the first flow passage and far wall, and by directing flow leaving the mixing zone through an SCR catalyst (48).

Abstract: A method for injection reductant into an exhaust gas and for evaporating and decomposing the reductant at an elevated temperature includes providing an exhaust pipe having an interior surface and disposing the pipe in fluid communication with and upstream of a catalyst. The method includes the steps of disposing an internal cone within the pipe generally parallel to the pipe, mounting an injector to the exterior of the pipe in fluid communication with the cone, injecting the reductant into the cone, and directing the exhaust gas in a passage between the interior surface of the pipe and the cone. The exhaust gas is directed within the cone. The flow of exhaust gas has an elevated temperature compared to an ambient. A further step includes creating a drag force on the injected reductant to increase travel time of the injected reductant from the injector to the catalyst.

Abstract: A method for injection of a liquid reductant (17) into an exhaust gas (30) and for evaporating and decomposing the liquid reductant at an elevated temperature includes providing an exhaust pipe (12) having an interior surface (18) and disposing the exhaust pipe in fluid communication with and upstream of a catalyst (38). The method also includes the steps of disposing an internal cone (20) within the exhaust pipe (12) generally parallel to the exhaust pipe, mounting an injector (14) to the exterior of the exhaust pipe in fluid communication with the internal cone, injecting the liquid reductant into the internal cone, and directing the exhaust gas (30) in a passage between the interior surface (18) of the exhaust pipe and the internal cone. The exhaust gas (30) is also directed within the internal cone (20). The flow of exhaust gas (30) has an elevated temperature compared to an ambient.

Abstract: An exhaust gas aftertreatment system (10) for a vehicle having an engine (14) includes a fluid passageway (20) extending from the engine to an ambient (18) for fluidly communicating exhaust gas (F). A diesel particulate filter (24) is disposed on the fluid passageway (20) downstream of the engine (14). At least one exhaust throttle valve (30A-30D) is located downstream of the engine (14) on the fluid passageway (20). When the exhaust throttle valve (30A-30D) is actuated, the valve obstructs the flow of exhaust gas (F) and increases the temperature of the exhaust gas. The heated exhaust gas (F) causes regeneration at the diesel particulate filter (24).

Abstract: An exhaust valve actuation system (30) for initiating a regeneration event at a diesel particulate filter (24) includes an engine control module (42) associated with an engine (14). A plurality of exhaust valves (32) correspond to a plurality of engine cylinders (C1-C6). When either a predetermined amount of back pressure or a predetermined temperature, or both, are communicated to the engine control module (42), the engine control module actuates at least one exhaust valve (32) to open. Gas or gas-fuel mixture is compressed and heated inside of the cylinder (C1) corresponding to the opened exhaust valve (32). At least one exhaust valve (32) is not opened by the engine control module (42), which permits combustion inside the corresponding cylinder (C2).

Abstract: A device and method for catalytic reduction of NOx in gaseous products of combustion by directing the products of combustion through a particulate filter (32) and then into a mixing zone (28) through separate flow passages (34, 36) at respective velocities greater than that at which products of combustion leave the filter, by causing an injector (38) to introduce urea solution through a nozzle (40) aimed toward the mixing zone along a slant direction (42) to, and across, flow entering the mixing zone through a first (34) of the separate flow passages and ultimately toward a far wall (44) of the mixing zone relative to the nozzle while directing exhaust flow entering the mixing zone through a second (36) of the separate flow passages to enter the mixing zone between the first flow passage and far wall, and by directing flow leaving the mixing zone through an SCR catalyst (48).