Abstract: A method for controlling an engine in response to an increase in a load on the engine is disclosed. The engine includes a cylinder with a piston slidably disposed therein between a top dead center position and a bottom dead center position. The cylinder and the piston define a combustion chamber. The method includes initiating a first injection event and a second injection event. The first injection event includes introducing a first predetermined quantity of fuel into the combustion chamber at least 5 degrees before the piston reaches the top dead center position. The second injection event includes introducing a second predetermined quantity of fuel into the combustion chamber not earlier than 30 degrees after the piston moves away from the top dead center position.

Abstract: The piston has a contoured combustion bowl with a radially inner shelf portion that is spaced axially away from the radially outer lip portion a first axial distance, and a swirl pocket that extends radially from the radially inner shelf portion and defines a lower axial extremity that is spaced axially away from the radially outer lip portion a second axial distance that is greater than the first axial distance. The swirl pocket defines a tangent extending in the radially outer direction, forming an acute angle with the radially outer lip portion ranging from 70 degrees to 80 degrees.

Abstract: The piston has a contoured combustion bowl with a radially inner shelf portion that is spaced axially away from the radially outer lip portion a first axial distance, and a swirl pocket that extends radially from the radially inner shelf portion and defines a lower axial extremity that is spaced axially away from the radially outer lip portion a second axial distance that is greater than the first axial distance. The swirl pocket defines a tangent extending in the radially outer direction, forming an acute angle with the radially outer lip portion ranging from 70 degrees to 80 degrees.

Abstract: A system for estimating engine performance is configured to receive, via a cylinder combustion model, a cylinder pressure of a cylinder associated with operation of an internal combustion engine. The system estimates a liner bending moment based at least in part on the cylinder pressure, generates a piston side load associated with the cylinder based at least in part on the liner bending moment, and estimates a piston friction value for a piston associated with the cylinder. The piston friction value may be based at least in part on the cylinder pressure and an engine speed of the internal combustion engine. The system receives, via a convective heat transfer model, an exhaust heat transfer value indicative of a cumulative heat transfer from an exhaust manifold, and estimates an engine torque value based at least in part on the exhaust heat transfer value.

Abstract: A system may include at least one processor configured to receive a fuel signal indicative of an amount of fuel supplied to a cylinder of an internal combustion engine, receive an air signal indicative of a quantity of air supplied to the cylinder, and estimate a mean effective pressure in the cylinder based at least in part on the fuel signal and the air signal. The system may estimate an exhaust gas temperature for exhaust gas entering an exhaust manifold associated with the internal combustion engine, generate a rate of temperature change value for the exhaust manifold based at least in part on the exhaust gas temperature, generate an estimated exhaust manifold temperature based at least in part on the rate of temperature change value for the exhaust manifold, and estimate an exhaust gas temperature for exhaust gas exiting the exhaust manifold and entering a turbine of a turbocharger.

Abstract: A system may include at least one processor configured to receive a fuel signal indicative of an amount of fuel supplied to a cylinder of an internal combustion engine, receive an air signal indicative of a quantity of air supplied to the cylinder, and estimate a mean effective pressure in the cylinder based at least in part on the fuel signal and the air signal. The system may estimate an exhaust gas temperature for exhaust gas entering an exhaust manifold associated with the internal combustion engine, generate a rate of temperature change value for the exhaust manifold based at least in part on the exhaust gas temperature, generate an estimated exhaust manifold temperature based at least in part on the rate of temperature change value for the exhaust manifold, and estimate an exhaust gas temperature for exhaust gas exiting the exhaust manifold and entering a turbine of a turbocharger.

Abstract: A method for estimating a peak cylinder pressure associated with operation of an internal combustion engine may include receiving, in a cylinder combustion model, a fuel signal and an air signal. The cylinder combustion model may be configured to estimate at a first crankshaft angle, a first mass fuel burn rate and a first burned fuel-air ratio associated with combustion. The cylinder combustion model may also be configured to estimate at a second crankshaft angle, a combustion ignition delay associated with the combustion, and estimate at the second crankshaft angle, a start of combustion associated with the combustion of the fuel and the air supplied to the cylinder. The cylinder combustion model may be further configured to estimate, based at least in part on the start of combustion, a peak cylinder pressure associated with the combustion of the fuel and the air supplied to the cylinder.

Abstract: A system for estimating engine performance is configured to receive, via a cylinder combustion model, a cylinder pressure of a cylinder associated with operation of an internal combustion engine. The system estimates a liner bending moment based at least in part on the cylinder pressure, generates a piston side load associated with the cylinder based at least in part on the liner bending moment, and estimates a piston friction value for a piston associated with the cylinder. The piston friction value may be based at least in part on the cylinder pressure and an engine speed of the internal combustion engine. The system receives, via a convective heat transfer model, an exhaust heat transfer value indicative of a cumulative heat transfer from an exhaust manifold, and estimates an engine torque value based at least in part on the exhaust heat transfer value.

Abstract: A method for estimating a peak cylinder pressure associated with operation of an internal combustion engine may include receiving, in a cylinder combustion model, a fuel signal and an air signal. The cylinder combustion model may be configured to estimate at a first crankshaft angle, a first mass fuel burn rate and a first burned fuel-air ratio associated with combustion. The cylinder combustion model may also be configured to estimate at a second crankshaft angle, a combustion ignition delay associated with the combustion, and estimate at the second crankshaft angle, a start of combustion associated with the combustion of the fuel and the air supplied to the cylinder. The cylinder combustion model may be further configured to estimate, based at least in part on the start of combustion, a peak cylinder pressure associated with the combustion of the fuel and the air supplied to the cylinder.

Abstract: A method for controlling an engine in response to an increase in a load on the engine is disclosed. The engine includes a cylinder with a piston slidably disposed therein between a top dead center position and a bottom dead center position. The cylinder and the piston define a combustion chamber. The method includes initiating a first injection event and a second injection event. The first injection event includes introducing a first predetermined quantity of fuel into the combustion chamber at least 5 degrees before the piston reaches the top dead center position. The second injection event includes introducing a second predetermined quantity of fuel into the combustion chamber not earlier than 30 degrees after the piston moves away from the top dead center position.

Abstract: A method for calculating exhaust gas temperature indirectly at points in or around an engine exhaust after treatment system for use in determining an amount of unburned hydrocarbons resident therein at a given point in time.

Abstract: A system and method configured to model an engine cylinder system is disclosed. The engine cylinder system having a plurality of components including a cylinder and a piston slideably positioned within the cylinder. The method including operating the piston to move within the cylinder, sensing a first at least one engine operating parameter during operation of the piston, and calculating a second at least one engine operating parameter based on the first at least one engine operating parameter. Based on the first at least one engine operating parameter and the second at least one engine operating parameter, a heat flux for at least one of the plurality of components and an operating cylinder pressure are calculated.

Abstract: A method for calculating exhaust gas temperature indirectly at points in or around an engine exhaust after treatment system for use in determining an amount of unburned hydrocarbons resident therein at a given point in time.

Abstract: A system for controlling flow of exhaust gas into a turbocharger of an engine is provided. The system includes an exhaust manifold having a first outlet port and a second outlet port. A valve element is pivotally coupled between the first and the second outlet ports. The system includes a control module that determines a value of load condition of the engine. The control module actuates the valve element from a first position to a second position when the value of the load condition is less than a threshold. In the first position, the valve element directs exhaust gas received from a first set of cylinders and a second set of cylinders to the first outlet port and the second outlet port, respectively. In the second position, the valve element allows the exhaust gas to enter one of the first outlet port and the second outlet port.

Abstract: A piston for reduced production of particulate matter during combustion of a fuel directly injected after a top dead center position includes a piston body defining a piston body diameter of about 263 mm, and a combustion face upon the first axial body end. The combustion face includes a combustion bowl, and an annular piston rim extending circumferentially around the combustion bowl. Inner and outer rim surfaces together comprise a horizontal width of the rim in a ratio of about 1:1 to about 2:1. The inner rim surface includes a chamfer sloping from about 9° to about 11°, such that a profile of the rim is relieved to limit deflection by the piston of the directly injected fuel toward a cylinder wall.

Abstract: A piston for an internal combustion engine includes a piston body having an outer cylindrical surface defining a longitudinal piston axis, a combustion face defining a compound combustion bowl, and a compound rim extending radially outward from the compound combustion bowl to the outer cylindrical surface. The compound combustion bowl includes a convex inner bowl surface defining a conical projection and a concave outer bowl surface. The compound rim includes a flat outer rim surface adjoining the outer cylindrical surface, and a convex inner rim surface adjoining the compound combustion bowl. The convex inner bowl surface transitions smoothly to the concave outer bowl surface, and the convex inner rim surface transitions abruptly to the concave outer bowl surface at an edge of the compound combustion bowl.

Abstract: A piston for a compression ignition internal combustion engine includes a piston body having a combustion face defining a combustion bowl, and the combustion face including a compound bowl surface and a compound rim surface. The combustion face is profiled to balance a combustion efficiency property of the piston with emissions properties of the piston. A ratio of a diameter of the combustion bowl to a diameter of the cylinder bowl bore is from 0.68 to 0.74. Other dimensional and proportional features of the piston support low smoke and NOx production during operation.

Abstract: A piston for an internal combustion engine includes a piston body having an outer cylindrical surface defining a longitudinal piston axis, a combustion face defining a compound combustion bowl, and a compound rim extending radially outward from the compound combustion bowl to the outer cylindrical surface. The compound combustion bowl includes a convex inner bowl surface defining a conical projection and a concave outer bowl surface. The compound rim includes a flat outer rim surface adjoining the outer cylindrical surface, and a convex inner rim surface adjoining the compound combustion bowl. The convex inner bowl surface transitions smoothly to the concave outer bowl surface, and the convex inner rim surface transitions abruptly to the concave outer bowl surface at an edge of the compound combustion bowl.

Abstract: A piston for a compression ignition internal combustion engine includes a piston body having a combustion face defining a combustion bowl, and the combustion face including a compound bowl surface and a compound rim surface. The combustion face is profiled to balance a combustion efficiency property of the piston with emissions properties of the piston, and includes a profile of rotation defining a convex curve segment bisected by the longitudinal axis, and a plurality of concave curve segments outboard of the convex curve segment. The profile of rotation further includes a compound rim profile defining a plurality of convex curve segments corresponding to an inner rim surface. The convex curve segment of the compound bowl profile defines a relatively small radius of curvature, and the plurality of convex curve segments corresponding to the inner rim surface define a relatively large radius of curvature.

Abstract: A piston for reduced production of particulate matter during combustion of a fuel directly injected after a top dead center position includes a piston body defining a piston body diameter of about 263 mm, and a combustion face upon the first axial body end. The combustion face includes a combustion bowl, and an annular piston rim extending circumferentially around the combustion bowl. Inner and outer rim surfaces together comprise a horizontal width of the rim in a ratio of about 1:1 to about 2:1. The inner rim surface includes a chamfer sloping from about 9° to about 11°, such that a profile of the rim is relieved to limit deflection by the piston of the directly injected fuel toward a cylinder wall.