Abstract: An assembly includes a first plate member with a first generally planar abutting surface and a second plate member with a second generally planar abutting surface. The first abutting surface being generally planar and having a plurality of micro reservoirs for storing brazing material. The first abutting surface and the second abutting surface being positioned adjacent each other and being joined by brazing material from the plurality of micro reservoirs.

Abstract: A system for selectively intensifying fuel for injection utilizing a fuel injector having an intensifier piston connected to a drain and a pressurized fuel source. The intensifier piston includes a control chamber co-axially positioned opposite from an intensification chamber, and a pressurization chamber co-axially positioned between the control chamber and the intensification chamber. The control chamber selectively fluidly communicates with the pressurized fuel source and the drain. The intensification chamber fluidly communicates with the pressurized fuel source and the pressurization chamber fluidly communicates with the pressurized fuel source and a nozzle assembly.

Abstract: A fluid control valve assembly controls the flow of actuation fluid to and from a fuel injector. The fluid control valve assembly includes at least one solenoid actuator attached to a valve body. The solenoid actuator includes a stator and an armature comprised of a soft magnetic material. At least one of the armature and the stator include an impact surface. The impact surface is coated with a relatively hard, nonmagnetic material coating. Thus, the relatively hard, nonmagnetic material coating will protect the relatively soft, magnetic material comprising the stator and the armature, and increase the durability of the solenoid actuator and the fluid control valve assembly.

Abstract: An internal combustion engine is provided that includes a high pressure feed line, and a plurality of fuel injectors fluidly connected to the high pressure feed line, each being operable to inject a fuel into the engine. The engine further includes an electronically controlled flow disabler disposed between the high pressure feed line and each one of the fuel injectors. Each of the flow disablers includes an actuator operable to move a valve member toward a closed position at which the flow disabler blocks a fuel flow to the respective fuel injector.

Abstract: An engine valve actuation system may include an intake valve moveable between a first position that blocks a flow of fluid and a second position that allows a flow of fluid. The system may also include a cam assembly configured to move the intake valve between the first position and the second position. An electromagnetic actuator may be configured to selectively modify a timing of the intake valve in moving from the second position to the first position.

Abstract: It is known that performance of actual fuel injectors tends to deviate from performance of a nominal injector as a function of rail pressure and on-time, due to such factors as machining tolerances of fuel injector components. In addition, performance characteristics of fuel injectors tend to change after they have been broken in. These changes can lead to unexpected inconsistencies with other engine components. For example, for those engines which utilize smoke limiting maps, when the injectors are not performing as expected, the injection adjustments that result from use of the smoke limiting maps can sometimes become fruitless. Therefore, the present invention includes two in-chassis strategies for evaluating fuel injector performance, including a bare acceleration test and a loaded fuel injector performance test.

Abstract: A pump has a housing defining at least one pumping chamber, and a plunger slidably disposed within the at least one pumping chamber. The plunger is movable between a first and second spaced apart end positions to pressurize a fluid. The pump also has a driver operatively engaged with the plunger to move the plunger between the first end position and the second end position. The pump further has a high-pressure outlet in fluid communication with the at least one pumping chamber. The high pressure outlet passes pressurized fluid during movement of the plunger between the first end position and the second end position. The passing of pressurized fluid through the high-pressure outlet terminates before the plunger completes movement from the first end position to the second end position.

Abstract: An engine valve actuation system is provided that includes an engine valve that is movable between a first position where the engine valve prevents a flow of fluid and a second position where the engine valve allows a flow of fluid. A cam assembly is operatively connected to the engine valve to move the engine valve between the first position and the second position in a predetermined actuation pattern. A valve actuator having a piezo electric device is operable to change the movement of the engine valve from the predetermined actuation pattern. A controller is adapted to control the piezo electric device to achieve a desired valve actuation pattern.

Abstract: One strategy for reducing undesirable emissions from internal combustion engines relates to finding ways to better mix fuel and air prior to combustion. One such method is commonly referred to as homogenous charge compression ignition (HCCI); however, that strategy is problematic in both controlling ignition timing and avoiding overstressing the engine at higher speeds and loads. The present invention addresses these issues by mixing air and fuel vapor within an injector instead of within the engine cylinder. The air/fuel mixture is then injected into the engine cylinder at some desired timing and over some desired duration. Such a strategy permits for lower emissions due to better mixing of air and fuel, while also permitting control over some aspects of combustion timing and duration not apparently possible with a conventional HCCI strategy. The present invention is generally applicable to all internal combustion engines, but especially applicable to diesel engines.

Abstract: An engine valve actuation system is provided that includes an engine valve that is movable between a first position where the engine valve prevents a flow of fluid and a second position where the engine valve allows a flow of fluid. A cam assembly is operatively connected to the engine valve to move the engine valve between the first position and the second position in a predetermined actuation pattern. A valve actuator having a piezo electric device is operable to change the movement of the engine valve from the predetermined actuation pattern. A controller is adapted to control the piezo electric device to achieve a desired valve actuation pattern.

Abstract: A method and system for adjusting the application of map limits to compensate for injector variability in an electronically controlled fuel injection system is disclosed. Fuel quantity limiting maps are stored in memory within the electronic control module of an electronically controlled fuel injector system. The application of the fuel quantity limiting maps is adjusted for individual injector performance characteristics. If a fuel injector dispenses too much fuel at a particular on time, the quantity limited in the map limit is decreased. Similarly, if a fuel injector dispenses too little fuel at a particular on time, the quantity limited in the map limit is increased. As one result, limiting maps do not unduly limit fuel quantity for an injector dispensing too little fuel at that on time due to injector variability. As another result, limiting maps properly limit fuel quantity for an injector dispensing too much fuel at that on time due to injector variability.

Abstract: The minimum desired engine speed for engaging engine braking varies. The disclosed method includes determining a speed error by subtracting the desired engine speed from the actual engine speed, comparing the speed error to an error threshold, and generating a brake enable command if the speed error is greater than or equal to the error threshold.

Abstract: Engineers have determined that the ability to front end rate shape injection events can result in a number of advantages, including improved injector performance and a reduction in undesirable emissions. In addition, engineers have learned that it is desirable for the needle valve to open slowly at the beginning of an injection event and to close abruptly to end the injection event. Therefore, the present invention utilizes at least one orifice member that is movably positioned in an injector body such that fluid flowing away from the needle valve member closing hydraulic surface flows through a relatively restricted flow path and fluid flowing toward the needle valve member flow through a relatively unrestricted flow path.

Abstract: A method and system for adjusting the application of map limits to compensate for injector variability in an electronically controlled fuel injection system is disclosed. Fuel quantity limiting maps are stored in memory within the electronic control module of an electronically controlled fuel injector system. The application of the fuel quantity limiting maps is adjusted for individual injector performance characteristics. If a fuel injector dispenses too much fuel at a particular on time, the quantity limited in the map limit is decreased. Similarly, if a fuel injector dispenses too little fuel at a particular on time, the quantity limited in the map limit is increased. As one result, limiting maps do not unduly limit fuel quantity for an injector dispensing too little fuel at that on time due to injector variability. As another result, limiting maps properly limit fuel quantity for an injector dispensing too much fuel at that on time due to injector variability.

Abstract: A method and system for adjusting the application of map limits to compensate for injector variability in an electronically controlled fuel injection system is disclosed. Fuel quantity limiting maps are stored in memory within the electronic control module of an electronically controlled fuel injector system. The application of the fuel quantity limiting maps is adjusted for individual injector performance characteristics. If a fuel injector dispenses too much fuel at a particular on time, the quantity limited in the map limit is decreased. Similarly, if a fuel injector dispenses too little fuel at a particular on time, the quantity limited in the map limit is increased. As one result, limiting maps do not unduly limit fuel quantity for an injector dispensing too little fuel at that on time due to injector variability. As another result, limiting maps properly limit fuel quantity for an injector dispensing too much fuel at that on time due to injector variability.

Abstract: A method and system for adjusting the application of map limits to compensate for injector variability in an electronically controlled fuel injection system is disclosed. Fuel quantity limiting maps are stored in memory within the electronic control module of an electronically controlled fuel injector system. The application of the fuel quantity limiting maps is adjusted for individual injector performance characteristics. If a fuel injector dispenses too much fuel at a particular on time, the quantity limited in the map limit is decreased. Similarly, if a fuel injector dispenses too little fuel at a particular on time, the quantity limited in the map limit is increased. As one result, limiting maps do not unduly limit fuel quantity for an injector dispensing too little fuel at that on time due to injector variability. As another result, limiting maps properly limit fuel quantity for an injector dispensing too much fuel at that on time due to injector variability.

Abstract: A fuel injector is provided which has an injector body with a metallic tip having an outer surface. A non-metallic insulator, such as a ceramic, is attached to the tip and covers a portion of the outer surface. Injector tip overheating can be a problem, especially during sustained two-cycle boosted engine compression release braking. In addition, injector tip overheating can be a problem when an engine is experiencing simultaneous engine compression release braking and exhaust braking.