Abstract: Presented is a method, system and apparatus for fuel flow control. An exemplary fuel flow control apparatus includes a fuel inlet operable to receive a flow, and a fuel shut-off valve fluidly connected to receive the flow from the fuel inlet, the fuel shut-off valve is operable to allow the flow in a first configuration and prevent the flow in a second configuration. The apparatus further includes a pressure regulator fluidly connected to receive the flow from the fuel shut-off valve, a flow control valve fluidly connected to receive the flow from the pressure regulator, the flow control valve comprising a position sensor operable to sense a position of the flow control valve, an injector fluidly connected in parallel to the flow control valve to receive the flow from the pressure regulator, and a fuel outlet.

Abstract: A circuit for preventing sparks. The circuit having a power storage component having a first power storage end and a second power storage end; a power source electrically connected to the power storage component, the power source having a first power source end and a second power source end; a first current directional component electrically connected to the power storage component and having a first current direction; a first power absorption component electrically connected to the power storage component and having a current direction, the first current directional component and the first power absorption component being electrically connected to the power storage component in parallel; and at least one switch electrically connected to the power storage component.

Abstract: A heated fuel injector includes a heated body, liquid fuel flowing through a fuel passage within the body, and a member that increases heat transfer from the heated body to the fuel within the fuel passage. The thermal efficiency of the fuel injector is increased separately or in combination by diverting the fuel flow along an inner circumferential contour of the heated body, by limiting the volume of fuel bypassing the heated inner surface of the body, by redirecting heat from the body to unheated portions of the fuel flow field within the fuel passage, and by increasing the available contact surface area for heat transfer. Improved heat transfer from the heated body to the fuel is achieved by integrating features that increase the contact surface area into the inside surface of the body or by positioning an insulating or a thermally conductive spacer within the fuel passage.

Abstract: A heater temperature closed-loop control circuit includes a basic Wheatstone bridge circuit with an integral heater element, an amplifier integrated circuit receiving a resultant bridge voltage and controlling an amplifier in correlation with the resistance of the heater element, and a supply voltage provided to the Wheatstone bridge circuit when said transistor is turned on. A thermistor may be integrated into the bridge circuit for compensation of ambient temperatures. While the closed-loop control circuit provides a simple and inexpensive method to provide temperature control and protection to any heater element having a positive temperature coefficient, the control circuit may be especially useful for applications in the automotive industry, for example, to control the temperature of a heated fuel injector or of a heated target that generates vapor from liquid fuel injected upon it.

Abstract: A heated fuel injector includes a heated body, liquid fuel flowing through a fuel passage within the body, and a member that increases heat transfer from the heated body to the fuel within the fuel passage. The thermal efficiency of the fuel injector is increased separately or in combination by diverting the fuel flow along an inner circumferential contour of the heated body, by limiting the volume of fuel bypassing the heated inner surface of the body, by redirecting heat from the body to unheated portions of the fuel flow field within the fuel passage, and by increasing the available contact surface area for heat transfer. Improved heat transfer from the heated body to the fuel is achieved by integrating features that increase the contact surface area into the inside surface of the body or by positioning an insulating or a thermally conductive spacer within the fuel passage.

Abstract: A heated fuel vaporizer is disposed in an intake component, such as a throttle valve or an intake manifold, of a fuel injected and spark-ignited internal combustion engine. The engine may be fueled by any liquid fuel, such as gasoline, diesel or by fuels much less volatile than gasoline, for example, alcohols such as ethanol, or mixtures of ethanol and gasoline. A configurable heating element is made from a single piece of sheet metal and includes one or two grids each formed by slots and segments. By controlling the geometry of the element, the power and surface area can be configured to any desired value. A single piece heater assembly is designed for installation in an intake component, such as throttle valve or intake manifold, of an internal combustion engine. The heater assembly includes a single-grid or dual-grid heating element that is over-molded with a high melting temperature polymer.

Abstract: A fuel injector for heating fuel to be injected into an internal combustion engine. A cylindrical barrel extends between a solenoid and an injection tip for passage of fuel. The outer surface of the barrel supports a suitable circuit pattern formed of an electrically resistive material for generating heat which is passed through the wall of the barrel to warm the fuel which may be stationary or flowing. The electrically resistive material has a positive thermal coefficient, permitting voltage to be applied continuously across the heater causing a current to flow through the heater, the current being inversely proportional to the temperature of the heater. Thus, the heater is self-regulating, the current automatically increasing under cold conditions and diminishing as the fuel injector warms up after starting of the engine. Desirably, the heater is outside both the engine firing chamber and the flow path of the fuel.

Abstract: A fuel injector for heating fuel to be injected into an internal combustion engine. A cylindrical barrel extends between a solenoid and an injection tip for passage of fuel. The outer surface of the barrel supports a suitable circuit pattern formed of an electrically resistive material for generating heat which is passed through the wall of the barrel to warm the fuel which may be stationary or flowing. The electrically resistive material has a positive thermal coefficient, permitting voltage to be applied continuously across the heater causing a current to flow through the heater, the current being inversely proportional to the temperature of the heater. Thus, the heater is self-regulating, the current automatically increasing under cold conditions and diminishing as the fuel injector warms up after starting of the engine. Desirably, the heater is outside both the engine firing chamber and the flow path of the fuel.

Abstract: A fuel vapor generator disposed in the intake manifold of an internal combustion engine. The vapor generator enriches air passing through the manifold to the individual cylinders to enhance engine starting capability, especially at low ambient temperatures. A dedicated fuel injector dispenses atomized fuel onto the surface of an electrically-heated element spaced apart from the nozzle of the fuel injector. The element is positioned within the manifold such that evaporated fuel is immediately swept from the generator by intake air and mixed with air in the manifold. In one aspect of the invention, the location for the heating element is immediately downstream of the manifold air intake throttle valve. The invention is especially useful for spark-ignited engines.

Abstract: A system for determining the angular position of a rotating element such as an engine crankshaft. An encoder wheel is divided into a plurality of equal-angle segments, each comprising a peripheral tooth extending radially over a central angle representing an angular percentage of each segment. The total angle in each segment is a tooth dwell angle and a gap dwell angle. The ratio of the tooth dwell angle to the total segment angle is the duty cycle. A prime segment is given a first tooth dwell angle. Each segment has a unique tooth dwell angle. As the wheel rotates, a sensor begins timing at a first tooth rise and determines the time to the first tooth fall and the time to the second tooth rise. Since each duty cycle is unique, for a wheel having 45 degree segments the system can determine the segment being interrogated within 90 rotational degrees.

Abstract: A method for reducing computational time for calculating a noise-filtered average approximation of a throttle position in an automotive environment. During controller initialization, an initial average value for N samples is established by conventional averaging. The sum obtained is retained for future use as a previously-retained sum. When an updated average value is required, the oldest sample value and the last output calculation are both subtracted from the previously-retained sum, and the newest sample value is added twice to the previously-retained sum, as well as being stored in sequence in the buffer. The new sum is then divided by the number of sample values to obtain a new noise filtered average approximation of throttle position, which again is retained for use in the next update. The new output value obtained by the throttle position sensor is weighed more heavily to decrease the deviation from the average approximation of throttle position.

Abstract: A variable valve actuation mechanism includes a control shaft assembly and a body. The control shaft assembly is pivotable relative to a pivot axis. The body is pivotally disposed on the control shaft assembly, and includes an input cam follower and at least one output cam surface. The input cam follower engages an input cam lobe, and the output cam surface engages a corresponding output cam follower. A spring engages the body and biases the input cam follower into engagement with the input cam lobe.

Abstract: A heat-conducting element having known length D is disposed at a first end in a first region having a first temperature T1 to be inferred. The second end of the element is disposed in a second region having a measureable second temperature T2 different from the first temperature. The element is well-insulated between the first and second regions. Heat flows along the element from the higher temperature region to the lower temperature region, and the temperature of the element at any point along the element is proportional to the temperature difference between the two regions and the distance from either one of the regions. By measuring the second temperature and also a third temperature T3 at a point along the element, and knowing accurately the position Dn of that point with respect to the first and second ends of the element, the first temperature can be inferred by proportionality.

Abstract: A variable valve actuation mechanism includes a control shaft assembly and a body. The control shaft assembly is pivotable relative to a pivot axis. The body is pivotally disposed on the control shaft assembly, and includes an input cam follower and at least one output cam surface. The input cam follower engages an input cam lobe, and the output cam surface engages a corresponding output cam follower. A spring engages the body and biases the input cam follower into engagement with the input cam lobe.

Abstract: A heat-conducting element having known length D is disposed at a first end in a first region having a first temperature T1 to be inferred. The second end of the element is disposed in a second region having a measureable second temperature T2 different from the first temperature. The element is well-insulated between the first and second regions. Heat flows along the element from the higher temperature region to the lower temperature region, and the temperature of the element at any point along the element is proportional to the temperature difference between the two regions and the distance from either one of the regions. By measuring the second temperature and also a third temperature T3 at a point along the element, and knowing accurately the position Dn of that point with respect to the first and second ends of the element, the first temperature can be inferred by proportionality.

Abstract: An assembly having first and second coaxially-related elements oscillatingly-rotatable about a mean angular relationship therebetween. An axial well in one element is threaded and an axial well in the other element is splined. A pin having threads on a first end and splines on the second end is disposed on both the threads and splines of the two elements. A Hall-effect magnetic field strength sensor is disposed coaxially adjacent to the assembly. A permanent magnet mounted on an end of the pin adjacent the Hall-effect sensor creates a magnetic response therein. As the angular relationship between the two elements changes, the pin turns with the splined element, the threads simultaneously displacing the pin and magnet axially of the assembly, thereby changing the intensity of the field experienced by the sensor and the signal output therefrom in proportion to the relative angular position of the two elements.

Abstract: A noise reduction system reduces noise associated with an input signal provided to a control system, while substantially minimizing the adverse affect on the responsiveness and stability of the control system. The noise reduction system includes a processor, a memory subsystem and processor executable code. The processor executable code causes the processor to perform a number of steps. Initially, the processor determines an input signal level of an input signal at an input of a noise reduction system. Next, the processor determines an output signal level of an output signal at an output of the noise reduction system. The processor then determines a magnitude of a difference signal which is the difference between the input signal level and the output signal level. When the magnitude of the difference signal is less than a predetermined noise limit, the input signal is provided to an input of a control system.

Abstract: A vane-type cam phaser wherein a realtime method of measuring the axial position of the phaser's locking pin is provided. A magnet is fixed to the nose portion of the locking pin. A Hall-effect sensor is attached to the stator of the phaser in proximity to the magnet. As the locking pin moves through its range of travel, the magnet moves either toward or away from the sensor resulting in a proportional increase or decrease in sensor output voltage. By reading the voltage output, the axial position of the locking pin can be determined.

Abstract: A noise reduction system reduces noise associated with an input signal provided to a control system, while substantially minimizing the adverse affect on the responsiveness and stability of the control system. The noise reduction system includes a processor, a memory subsystem and processor executable code. The processor executable code causes the processor to perform a number of steps. Initially, the processor determines an input signal level of an input signal at an input of a noise reduction system. Next, the processor determines an output signal level of an output signal at an output of the noise reduction system. The processor then determines a magnitude of a difference signal which is the difference between the input signal level and the output signal level. When the magnitude of the difference signal is less than a predetermined noise limit, the input signal is provided to an input of a control system.