Abstract: A battery backup system for providing uninterrupted power to components within a vehicle electronic control module (ECM). The backup system comprises a header connector with a recessed region for the battery. A connector plug is plugged into the header connector over the battery to cover the battery and shield the battery. The backup battery is disposed within the recessed region in contact with electrical contacts extending from the housing of the ECM, the electrical contacts providing a connection between the backup battery and an electronic component needing a backup power supply. Additional terminals on the connector plug can be used to provide power to the backup battery. The backup battery can be in a closed circuit with the electronic component, or the backup battery circuit can be switched to form a closed circuit with the electronic component when the electronic component no longer receives power from the primary power source.

Abstract: A battery backup system for providing uninterrupted power to components within a vehicle electronic control module (ECM). The backup system comprises a header connector with a recessed region for the battery. A connector plug is plugged into the header connector over the battery to cover the battery and shield the battery. The backup battery is disposed within the recessed region in contact with electrical contacts extending from the housing of the ECM, the electrical contacts providing a connection between the backup battery and an electronic component needing a backup power supply. Additional terminals on the connector plug can be used to provide power to the backup battery. The backup battery can be in a closed circuit with the electronic component, or the backup battery circuit can be switched to form a closed circuit with the electronic component when the electronic component no longer receives power from the primary power source.

Abstract: A signal is received (201, 301) via a wireless communication channel, which signal requests initiation of pre-cycle warm-up for one or more components of an internal combustion engine. It is determined (203, 303) whether at least one of the one or more components requires pre-cycle warm-up. When at least one of the one or more engine components requires pre-cycle warm-up, the at least one of the one or more components is warmed up (205, 207, 305, 307).

Abstract: A signal is received (201, 301) via a wireless communication channel, which signal requests initiation of pre-cycle warm-up for one or more components of an internal combustion engine. It is determined (203, 303) whether at least one of the one or more components requires pre-cycle warm-up. When at least one of the one or more engine components requires pre-cycle warm-up, the at least one of the one or more components is warmed up (205, 207, 305, 307).

Abstract: An apparatus for and method of utilizing the temperature of one electronic component (203) reduces pre-cycle warm-up of another component (107 or 113). For example, a temperature sensor (205) for a driver (203) of an electronic component (107 or 133), such as a glow plug or fuel injector coil, is utilized to determine when a temperature condition is exceeded. When that temperature condition is exceeded (305), pre-cycle warm-up for the electronic component associated with the component is reduced (311).

Abstract: A diagnostic tool (10) for testing fuel injectors (50) and their driver circuits (IDM), including associated wiring harnesses, in a fuel injection system of an engine in a motor vehicle. The tool has a driver-connection port (16) for connection to the driver circuits and an injector-connection port (18) for connection to the fuel injectors via jumper wiring harnesses. The tool can perform 1) a fuel injector test, by connecting an ohmmeter to the tool to measure injector coil resistance, 2) a driver-injector test, by connecting an oscilloscope to the tool to observe traces of electric current waveforms applied to the fuel injector, 3) a driver circuit test, by connecting the respective driver circuit to a load that simulates the load imposed by the respective fuel injector, and 4) a cylinder contribution test, by selectively disconnecting certain fuel injector actuators from their driver circuits while leaving the remaining fuel injector actuators connected to their driver circuits.

Abstract: An apparatus for and method of utilizing the temperature of one electronic component (203) reduces pre-cycle warm-up of another component (107 or 113). For example, a temperature sensor (205) for a driver (203) of an electronic component (107 or 133), such as a glow plug or fuel injector coil, is utilized to determine when a temperature condition is exceeded. When that temperature condition is exceeded (305), pre-cycle warm-up for the electronic component associated with the component is reduced (311).

Abstract: A diagnostic tool (10) for testing fuel injectors (50) and their driver circuits (IDM), including associated wiring harnesses, in a fuel injection system of an engine in a motor vehicle. The tool has a driver-connection port (16) for connection to the driver circuits and an injector-connection port (18) for connection to the fuel injectors via jumper wiring harnesses. The tool can perform 1) a fuel injector test, by connecting an ohmmeter to the tool to measure injector coil resistance, 2) a driver-injector test, by connecting an oscilloscope to the tool to observe traces of electric current waveforms applied to the fuel injector, 3) a driver circuit test, by connecting the respective driver circuit to a load that simulates the load imposed by the respective fuel injector, and 4) a cylinder contribution test, by selectively disconnecting certain fuel injector actuators from their driver circuits while leaving the remaining fuel injector actuators connected to their driver circuits.

Abstract: A fuel injector has a body containing a mechanism that is operable to cause fuel to be injected out of the body and into an engine combustion chamber. An electric actuator operates the mechanism to initiate fuel injection and to terminate fuel injection. The injector has an identity circuit that possesses an identity characteristic identifying a calibration category into which the fuel injector has been previously categorized based on data obtained from actual operation of the fuel injector. In some embodiments the identity circuit is electrically connected in shunt with the electric actuator and imposes no significant effect on the response of the fuel injector to the initiating and terminating electric signals. In others, it is connected between engine ground and one actuator terminal.

Abstract: An altitude compensating turbocharger wastegate control system operates by bleeding air from an intake air line extending from an intake manifold of an engine to a wastegate actuator to raise the intake manifold pressure at which the wastegate is opened when the engine is operating at high altitudes. The control system operates in response to a comparison of barometric air pressure sensed by a pressure sensor and a number of predefined ranges of sensed pressure in a memory of an engine controller to determine whether no, full, or an intermediate amount of bleeding should take place in order to maintain the desired turbocharger output at high altitudes.

Abstract: A fuel injector for an internal combustion engine. The injector body contains a variable volume control chamber to and from which control fluid is supplied and drained to operate an intensifier piston which repetitively injects fuel from an injection chamber within the body. An electric-operated supply valve selectively controls flow of control fluid through a supply passage to the control chamber, and an electric-operated drain valve selectively controls flow of control fluid through a drain passage from the control chamber. Each valve is selectively operable independent of the other, and flow through the supply passage is independent of flow through the drain passage, and vice versa.

Abstract: An internal combustion engine includes an exhaust gas recirculation control apparatus includes first and second normally closed valves having different flow areas which open to provide communication between a corresponding bank of an exhaust manifold and an intake manifold. Each valve is engaged to an actuator which reciprocates the valve between a fully open and fully closed position. Both actuators are independently operable under control of an ECU programmed to monitor operational parameters of a specific engine via sensors functionally engaged thereto to maintain the engine at a level of optimum performance, the ECU producing in response to sensor input, a no-flow level and an appropriate one of three possible active levels of recirculation.

Abstract: An internal combustion engine of the V-type configuration includes a balanced flow EGR control apparatus having a valve comprising a stem having two linearly aligned, substantially similarly plug valve bodies engaged thereto with a predetermined distance therebetween. The valve housing has separate ports for receiving exhaust flow from each cylinder bank and a common outlet passageway communicating with the intake manifold, the ports being in linear alignment. One valve body is disposed to plug the exhaust port from the exhaust port side while the other valve body plugs the other exhaust port from the intake outlet side. Each valve body is configured, sized and positioned over a respective port in a manner where pressure of flow against one valve body effectively cancels out the pressure of flow against the other valve body, producing a valve that is easily maintained in an appropriate seated position thereof and opened with minimum force.

Abstract: An exhaust gas recirculation flow control apparatus is proposed for use in an exhaust gas recirculation system of an electronically controlled engine where flow from each of two exhaust manifold banks converges into a common area incorporating a port therein communicating to a passageway of an intake manifold with flow from each of the exhaust banks being balanced. The valve seat in the valve housing port and the valve body are tapered to provide a side seal of the valve body and the tapered seat as the valve is moved linearly into the port from the exhaust manifold side to isolate the banks from one another, as well as to control flow through the communication port under direction of an ECU.