Abstract: A method of controlling a spool valve through feedback and feedforward mechanisms is described. In one example, a method includes actuating a spool valve via a solenoid to advance and retard a hydraulic variable cam timing actuator coupled to a camshaft, and while commanded to a null position to maintain current cam timing, modulating the solenoid with a component at a frequency synchronous to engine firing frequency to counteract cam torque oscillations. In this way, a spool valve may be maintained in a null position despite high cam torque oscillation frequency, thereby retaining oil in a solenoid assembly and improving can timing position.

Abstract: In a valve timing control system for an internal combustion engine, brushes and slip rings are disposed within a space formed between each of an intake air side and an exhaust side device main frames and each of intake air side and exhaust side cover members and partitioned by means of the respective seal members and the respective cover members are configured to enable radial directional position adjustments by a predetermined quantity and are fixed to the internal combustion engine in a state in which the radial directional position adjustments of the respective cover members have been made.

Abstract: A control device of a vehicle engine comprises: an electric motor rotationally driving an engine to start the engine; a variable valve timing mechanism varying a valve timing of an intake valve of the engine; and an intermediate lock mechanism mechanically locking the valve timing at an intermediate position between a most delayed position and a most advanced position of the valve timing, if an output limitation of the electric motor is predicted at restart of the engine, the valve timing at the time of stop of the engine being locked at the intermediate lock position by the intermediate lock mechanism.

Abstract: A coil (4) for a solenoid valve (2) in particular for actuating a camshaft adjuster, including a coil carrier (6) with an underside, a pot (8) with a base on which the underside of the coil carrier (6) is placed and with a wall which forms an intermediate space (16) with respect to the coil carrier (6), and a yoke disk (10) which is placed on the pot (8) with coil carrier (6) and which covers the intermediate space (16), wherein the intermediate space (16) is open via a flow gap (34) between the yoke disk (10) and the coil carrier (6) and/or between the yoke disk (10) and the pot (8) and is provided for receiving a filler (36). The flow gap (34) is formed for the hardening of the filler (36).

Abstract: Provided is a valve timing adjustment system having improved control for achieving a target rotational phase. The valve timing adjustment system includes: a displacement mechanism unit that displaces a rotational phase of a camshaft relative to a crankshaft of an internal combustion engine; a locking mechanism unit that locks the rotational phase at an intermediate locked phase positioned within a displacement range of the rotational phase; a hydraulic pathway that hydraulically drives the displacement mechanism unit and the locking mechanism unit; and a control unit including a control system that controls operations of the hydraulic control valve. The control unit changes a temporal responsiveness of the control system based on a displacement force that displaces the rotational phase.

Abstract: An assembly clip for holding together a stationary hydraulic lash adjuster (SHLA) and a roller finger follower (RFF) in a valve train of an internal combustion engine (ICE) is provided. The SHLA has a pivot, and the RFF has a pivot cap configured to fit around the pivot. The assembly clip includes a first attachment section and a second attachment section configured to engage with the pivot cap and pivot, respectively, to attach the assembly clip to the RFF and SHLA, respectively. When assembled, the pivot and the pivot end are substantially located between the first attachment section and the second attachment section, the pivot cap covering at least a portion of the pivot. The assembly clip is made of an oil soluble material such that it may dissolve and break away after the valve train is assembled into the ICE, and the assembly clip no longer serves a function.

Abstract: Fuel conditioning modules that condition a combustible fuel prior to combustion are provided so that fuel to be conditioned is brought into contact with a fuel conditioning insert which includes a zeolite catalyst material comprised of a mixture of zeolite particulates and rare earth metal or metal oxide particulates in a solid resin binder disposed in a housing flow through passageway such that the fuel flowing in the passageway between inlet and outlet ends of the housing contacts the fuel conditioning insert assembly. The catalytic metal is most preferably at least one selected from the group consisting of copper, aluminum, stainless steel, titanium, magnesium, chromium, barium, calcium, platinum, palladium, nickel, bronze and iron. The zeolite catalyst material may be dispersed in the form of solid chips throughout a mass of metallic elements form of a catalytic metal.

Abstract: An internal combustion engine has an internal combustion engine body formed with a combustion chamber and an ignition device that ignites an air-fuel mixture in the combustion chamber. Repetitive combustion cycles, including ignition of the air-fuel mixture by the ignition device and combustion of the air-fuel mixture, are executed. The internal combustion engine further has an electromagnetic (EM) wave-emitting device that emits EM radiation to the combustion chamber; a plurality of receiving antennas located on a zoning material that defines the combustion chamber, where the antennas resonate to the EM radiation emitted to the combustion chamber from the EM wave-emitting device; and a switching means that switches the receiving antenna resonating to the EM radiation emitted to the combustion chamber from the EM wave-emitting device among the plurality of receiving antennas.

Abstract: An internal combustion engine includes an internal combustion engine body formed with a combustion chamber, and an ignition device to ignite an air-fuel mixture in the combustion chamber. Repetitive combustion cycles, including the ignition of the air-fuel mixture by the ignition device and combustion of the air-fuel mixture, are executed. The internal combustion engine further has an electromagnetic (EM) wave-emitting device that emits EM radiation to the combustion chamber; a plurality of receiving antennas located on an outer circumference side of the zoning material that defines the combustion chamber; antenna which resonate with to the EM radiation that is emitted into the combustion chamber from the EM-wave-emitting device; and a control means which controls the EM-wave-emitting device such that the radiating antenna emits EM radiation into the combustion chamber while a flame caused by the ignition of the air-fuel mixture propagates.

Abstract: The invention relates to a corona ignition device for igniting fuel in a combustion chamber of an engine by means of a corona discharge, said corona ignition device comprising an insulator, a center electrode, which is held in the insulator, a housing, in which the insulator is held, and coil turns, which are disposed in a cylindrical main part of the housing and are connected to the center electrode. According to an aspect of this disclosure, the housing widens on the side of the main part remote from the insulator and further coil turns are disposed there, in a wider housing part.

Abstract: A laser spark plug configured to be installed into a plug shaft of an internal combustion engine, and to focus laser ignition energy into the combustion chamber via combustion chamber-side, and thus proximal end, of the laser spark plug has, at a distal end of the laser spark plug opposite to the proximal end, a connecting unit for detachable mechanical and thermal connection to a cooler, the connecting unit being designed to permit the connecting and the disconnecting of the cooler when the laser spark plug is installed in the plug shaft.

Abstract: It is possible to determine the presence or absence of the degradation and abnormality of a glow plug with high reliability using a relatively simply procedure.

Abstract: A fresh air supply device for an internal combustion engine may include a suction module for conducting supercharged fresh air and a charge air cooler arranged in the suction module for cooling the supercharged fresh air. The suction module includes a housing with a charge air inlet for uncooled charge air and a charge air outlet for cooled charge air. The housing has a cooler shell, which may include the charge air inlet containing the charge air cooler and an assembly opening. With respect to a flow direction of the charge air the assembly opening may be arranged downstream of the charge air cooler and through which the charge air cooler is inserted into the cooler shell. The housing has a connecting shell, which includes the charge air outlet and which in the region of the assembly opening is attached to the cooler shell in an air-tight manner.

Abstract: Provided are a resin molding mold enabling an intake manifold made of a resin to be manufactured at low cost, an intake manifold, and a method for molding a resin for an intake manifold. The resin molding mold for an intake manifold includes a slide mold provided at an end of a surge tank and a plurality of combination-type core molds molding an inner surface of the surge tank. The core molds include a first core member capable of a relative movement in advance of another core member after resin molding, and a second core member capable of moving with utilizing an inner space formed by the relative movement of the first core member. The first core member and the second core member are configured to be extractable through a space inwardly of a resin-molded flange.

Abstract: Various systems for reducing noise, vibration, and harshness in an intake manifold are provided. In one example, an intake manifold includes one or more runners, a plenum fluidically coupled to the one or more runners, an inlet having a wall thickness, and a first and a second indentation, where the first indentation protrudes radially inward at a first inflection point in a first direction, the second indentation protrudes radially inward at a second inflection point in a second direction substantially anti-parallel to the first direction, and the wall thickness is maintained at the first and second inflection points. In this way, noise, vibration, and harshness associated with the intake manifold and its inlet may be reduced without additional weight, cost, or complexity.

Abstract: According to one embodiment, an internal combustion engine includes a cylinder and liner. The cylinder includes a mid-stop formed in a side wall of the cylinder. The mid-stop includes a first contact surface and an undercut between the first contact surface and the side wall. The liner is positioned within the cylinder and includes a seat having a second contact surface. The second contact surface is supported on the first contact surface.

Abstract: A seal retention assembly is disclosed. The seal retention assembly includes a cover defining an aperture along a longitudinal axis. The seal retention assembly further includes a seal coupled to the cover adjacent to the aperture. The seal retention assembly also includes a retention device cooperating with the cover and the seal to secure the seal in engagement with the cover. In addition, a seal is disclosed. The seal includes a body portion, with the body portion including a first side and a second side opposing each other along a longitudinal axis. The body portion also includes an outer periphery disposed between the first and second sides and faces away from the longitudinal axis. The seal further includes a first retainer extending from at least one of the outer periphery and the first and second sides for securing the body portion to a cover.

Abstract: The present invention relates generally to fastening systems, and more specifically, to high tensile or high strength studs. The studs are adapted to be utilized in original manufacture or in the repair or retrofit of internal combustion engines. The improved stud technology can be utilized in the fabrication of new engine builds to improve reliability, extend product life, and the like. Likewise, the stud technology can be used to repair and/or upgrade a failed, compromised, or questionable cylinder head to engine block fastening system. Additionally, a repair or retrofit a kit can be assembled with the improved studs at its foundation. Optionally, any combination of additional items or components useful in the cylinder head to engine block fastener modification can be added to such a kit.

Abstract: Returning engine oil to the primary oil sump from outboard locations in a flat engine can be a challenge. In the present disclosure, the pressure fluctuations occurring at the underside of the piston, due to reciprocation of the piston, are used to pump the oil from outboard locations to the primary oil sump. To prevent backflow of oil during periods of negative pressure difference, a check valve is placed in the oil drain passage. The check valve allows flow from the outboard location to the primary oil sump and no flow from the primary oil sump to the outboard location by opening and closing as driven by pressure fluctuations due to piston reciprocation. Such a check valve also prevents backflow of the oil to one of the outboard locations when the engine is tilted.

Abstract: A motorcycle engine comprises an oil pump and a cam chest cover. The cam chest cover comprises a crankshaft pinion bearing and a camshaft bearing. The engine is configured and adapted such that the oil pump supplies pressurized oil to the crankshaft pinion bearing and the camshaft bearing. The engine is also adapted to receive both a crankshaft position sensor and, alternatively, a camshaft position sensor. The cam chest cover also comprises a pressure relief valve that diverts excess oil into a scavenge oil passageway that leads out of the engine. Still further, the engine comprises at least one check valve that allows air to pass from the wheel chest to the cam chest, but not the reverse.

Abstract: A direct-injection engine combustion chamber structure including, at a top surface of a piston, an inclined surface and an orthogonal surface. The inclined surface, continuous with an inner peripheral wall surface of a cavity, extends outward in a radial direction of the piston and becomes shallower toward an outer side in a radial direction of the piston. The orthogonal surface, continuous with an outer periphery of the inclined surface, without a gap, extends to an outer peripheral surface of the piston and is orthogonal to a central axis of the piston.

Abstract: When an alcohol mixed fuel is supplied to an internal combustion engine, the magnitude of the alcohol concentration (more specifically, ethanol concentration Cetha) is determined (step 1005), and the magnitude of an operation state temperature (more specifically, cooling water temperature THW) is determined on the basis of said determination (step 1015). When the alcohol concentration is high and the operation state temperature is low, the generation of intermediate products (more specifically, aldehydes), which are alcohol oxides contained in unburned alcohol mixed fuel, is promoted, and the intermediate products generated are trapped in an intake passage by opening an intake valve in the expansion stroke of the internal combustion engine (step 1055).

Abstract: Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency or the engine.

Abstract: A direct injection engine includes an ignition assistance section applying energy to fuel injected into a cylinder using an injector to assist auto-ignition combustion of the fuel when the engine is within an auto-ignition combustion operation range. A start time of fuel injection is set within a period from a terminal stage of a compression stroke to a compression top dead center. The energy is applied to the fuel injected into the cylinder in a period from start of the fuel injection to an initial stage of an expansion stroke such that a time of a specific crank angle when an increase rate of in-cylinder pressure, which is a ratio of a change in the in-cylinder pressure to a change in a crank angle in motoring the engine, reaches a negative maximum value overlaps a combustion period when a combustion mass percentage of the fuel ranges from 10% to 90%.

Abstract: An injector of a diesel engine has a first injection valve and a second injection valve disposed to face each other with respect to the center of a combustion chamber. Assuming that a straight line passing through the first injection valve and the second injection valve is a symmetrical line, one of two regions obtained by dividing a planar region of a combustion chamber (3) into two along the symmetrical line is a first region, and the other of the two regions is a second region, the first injection valve injects fuel toward the first region, and the second injection valve injects fuel toward the second region. A cavity portion is formed in the top surface of a piston. The first injection valve and the second injection valve respectively have injection holes at radially inner positions than the periphery of the cavity portion in plan view.

Abstract: In response to activation of a compression release brake when a motor vehicle having a turbocharged internal combustion engine is operating at some elevation above sea level and a turbocharger compressor is operating in a region of an operating map which is creating boost air in an engine intake manifold which would cause the compression release brake to decelerate the vehicle more slowly at that elevation than it would at sea level for the same operating conditions of the vehicle and engine other than altitude, the compression release brake decelerates the vehicle less slowly by operating a valve mechanism to reduce flow through a charge air cooler and increase flow through a charge air cooler by-pass.

Abstract: A method is performed by a controller on a vehicle. The method includes determining a rotational speed of a crankshaft of an internal combustion engine of the vehicle. In response to confirming occurrence of at least one first condition, the controller determines whether the rotational speed is within a first range. Upon determination by the controller that the rotational speed of the crankshaft is within the first range, the controller initiates engagement of a clutch to result in coupling of the crankshaft with a rotor of a generator. While the clutch is engaged, the controller determines whether the rotational speed of the crankshaft is within a second range. The controller adjusts the throttle of the internal combustion engine upon determination by the controller that the rotational speed of the crankshaft is not within the second range, to bring the rotational speed of the crankshaft into the second range.

Abstract: The inventive subject matter provides apparatus, systems and methods for treating a fuel prior to ignition in a combustion engine in order to improve efficiency. In one aspect of the invention a throttle valve system that entrains a flow of gas, which can include a fuel, into a structured flow pattern via the inclusion of topological on a surface of the valve body and/or the flow chamber. The topological features can be arranged in a pattern configured to produce movement and/or structured turbulence in a stream of gas that is introduced to the throttle valve. An excitation source that ionizes or cracks species in the gas stream can be optionally utilized.

Abstract: A pulsed electrical charge or voltage may be applied to a pulsed fuel stream or combustion reaction supported by the fuel stream. The pulsed charge or voltage may be used to affect fuel mixing, flame trajectory, heat transfer, emissivity, reaction product mix, or other physical property of the combustion reaction.

Abstract: A carburetor for a hand-guided power tool has a carburetor housing and a carburetor rotor supported rotatably in the carburetor housing about an axis of rotation. A needle is disposed on the carburetor rotor and projects into a fuel opening of the carburetor. An adjusting element is operatively connected to the needle so as adjust a position of the needle relative to the carburetor rotor. The adjusting element has an engagement contour that is to be engaged by a tool for adjusting the adjusting element. A securing contour that is fixedly connected to the carburetor rotor is provided. The securing contour, at any point of the securing contour, has a spacing to the axis of rotation of at least approximately 10 mm.

Abstract: A gas fuel system for an engine is disclosed. The gas fuel system includes a fuel tank configured to supply cryogenic fuel. A cryogenic pump is configured to pressurize the cryogenic fuel received from the fuel tank. A heat exchanger is configured to receive the pressurized cryogenic fuel and an engine coolant. Further, the engine coolant flows through the heat exchanger to vaporize the pressurized cryogenic fluid. The gas system further includes a controller configured to receive a signal indicative of temperature of the engine coolant. Further, the controller sends a signal to impose one or more parasitic loads on the engine based on the temperature of the engine coolant.

Abstract: A vehicle fuel delivery system, includes: a first line configured to deliver fuel from a fuel tank to an internal combustion engine (ICE); a second line configured to return fuel from the ICE to the tank or the first line; a heat exchanger in thermal communication with the second line; and a latent material in the heat exchanger configured to change from a solid state to a liquid state when fuel in the second line reaches a predetermined temperature.

Abstract: A fuel injection nozzle includes: a nozzle body having a plurality of injection holes; and a needle accommodated in the nozzle body to inject a DME fuel containing dimethyl ether as a main component. The nozzle body has a seat part to which the needle seated or from which the needle separated, and a tip end chamber arranged downstream of the seat part in a flow of the DME fuel to communicate with the plurality of injection holes. The DME fuel in the tip end chamber is heated with combustion heat in a combustion chamber of an internal combustion engine to have a supercritical state.

Abstract: A combustion method for reciprocating internal combustion engines, in particular diesel engines, whose fuel injection system operates with pre-injection involves two pre-injections during a cold start phase, which are carried out prior to reaching top dead center of a piston. A first pre-injection is performed at approximately 25° CA before top dead center and a second pre-injection is performed at approximately 5° CA before top dead center. A crank angle interval ? of approximately 20° CA between the individual pre-injections and a crank angle interval ? of approximately 5° CA between the second pre-injection and a main injection, are maintained independently of the rotational speed.

Abstract: A method of controlling a fuel system includes determining the opening of a pressure relief valve and initiating a reseat strategy for the valve. The fuel system comprises a source of high pressure fuel and a pressure relief valve having at least one inlet fluidly coupled to the source of high pressure fuel and at least one outlet. The pressure relief valve has a closed position and at least one open position in which fuel is able to pass from the inlet to the outlet. The method comprises the steps of continuously measuring the pressure of the fuel in the fuel source, determining whether the pressure relief valve is in an open position, and generating an open signal if it is determined that the pressure relief valve is in an open position.

Abstract: In the start mode of a fuel supply apparatus, a subtraction value of an electric power is obtained in view of an SCV characteristic. Furthermore, a common correction value is employed as the subtraction value in order to increase an actual fuel discharge amount when the internal combustion engine is started, whereby a fuel pressure in an accumulator agrees with the target value even if an individual pump unit shows a lowest limit in the variations of the discharge amount. The common correction value is shared among the individual pump units. Even if a starting characteristic is not acquired for each of the individual supply pumps, the internal combustion engine can reliably be started.

Abstract: An individual difference index is obtained based on the slope of variation ratios between a plurality of actual injection quantity and a target injection quantity. The individual difference index is stored as a learning value. An individual difference correction of the fuel injector is conducted based on the individual difference index. By using the individual difference index, a shot-dispersion is removed and individual-difference correction of the fuel injector can be conducted.

Abstract: A fuel injection system for a fuel system of a compression-ignition engine is disclosed. In the current disclosure, the fuel injection system includes a common rail, at least one control valve, and a controller. The common rail may be configured to receive fuel from a fuel pump of the fuel system. The at least one control valve may be in fluid communication with the common rail and at least one fuel nozzle of the fuel system. The at least one control valve may be configured to receive fuel from the common rail. Further, the at least one control valve may be configured to supply fuel to the at least one fuel nozzle. The controller may be configured to control the at least one control valve.

Abstract: A linear alternator assembly is provided that includes a block defining a cylinder. The cylinder block has inlet ports at which fluid enters the cylinder, exhaust ports at which fluid is exhausted from the cylinder, and a fuel port. Energizable coils surround the cylinder. A first and a second magnetic or magnetizable piston are contained within the cylinder and are positionable within the cylinder in response to energization of selective ones of the coils and combustion of fuel within the cylinder to selectively establish a four-stroke working cycle having an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, producing at least one of compressed gas and electrical energy. The four-stroke working cycle may be varied to adapt to changes in power demanded, thereby balancing required output power with efficiency considerations.

Abstract: The invention relates to an unheated fuel-line assembly, in particular for use in a motor vehicle, where an inner tube is provided as a fuel line and an outer tube is provided that surrounds the inner tube with a spacing therefrom. The inner surface of the outer tube that faces toward the inner tube is formed with a plurality of grooves that extend at least over a portion of the length of the outer tube longitudinally of the outer tube.

Abstract: A method for controlling an internal combustion engine, an internal combustion engine, and a vehicle equipped with the same which reduce roll vibrations due to a power plant including a multi-cylinder internal combustion engine and a support apparatus during start of the internal combustion engine without impairing its startability. A control apparatus of a multi-cylinder internal combustion engine includes: a device for determining whether or not a rotational speed of the engine is within a resonance-rotational-speed region around a resonance rotational speed at which resonance occurs due to the rotational speed, a power plant including the engine, and rubber mounts of the power plant; and a device for controlling injectors such that fuel injection amounts of respective cylinders become uneven when the rotational speed is within the resonance-rotational-speed region.

Abstract: A control unit for an internal combustion engine includes a load detector to detect a load on the engine, an injection volume calculator to calculate a cylinder injection volume indicating a volume of fuel injected from a direct injector, a first controller to perform a first control for increasing the frequency of the injection by the direct injector upon a reduction in the cylinder injection volume, a second controller to perform a second control for increasing a port injection volume indicating a volume of fuel injected from a port injector upon a reduction in the cylinder injection volume, and a switching controller to switch between the first control with the first controller and the second control with the second controller depending on the load.

Abstract: An internal combustion vehicle cold start control system method is provided. The method includes warming alcohol and air when a door handle is actuated, while the engine is cold and starting an electric turbine connected to an intake manifold. The method also includes actuating valves allowing recirculation of the warmed air through the intake manifold and actuating spark plugs providing an initial warm-up of electrodes and engine cylinders if the temperature is less than 30° C. The starter motor is driven by 2-4 turns of a crankshaft axle so that any cold air in an air filter at the cylinders' entrance is drawn inside and is expelled by the exhaust system. A small volume of the warmed alcohol fuel is maintained in the fuel injectors. The method also includes injecting the warmed alcohol, verifying the minimum air temperature; and deactivating the system after appropriate warm-up of the engine.

Abstract: Methods and apparatus are provided for electrostatic discharge mitigation for a fuel module. In one embodiment, the system includes a fuel pump having a power and ground connection for pumping fuel. A fuel filter in fluid communication with the fuel pump, the fuel filter including one or more components made of a non-conductive plastic and having a sulfonated surface covered with a conductive surface formed over the sulfonated surface. The conductive surface is electrically coupled to the vehicle ground plane. A method is provided for mitigation of electrostatic discharge in a fuel module. In one embodiment, the method includes sulfonating non-conductive plastic components of the fuel module to provide a sulfonated layer on the non-conductive plastic components and forming a conductive layer over the sulfonated layer to provide an electrical discharge path for electrostatic buildup resulting from fuel moving through the fuel module.

Abstract: The invention relates to an engine system comprising a fuel pump for compressing fuel. The fuel pump having at least two compression pistons, an eccentric chamber in which the at least two compression pistons are mounted in axially displaceable fashion, and a rotatably mounted eccentric for driving the at least two compression pistons is accommodated in the eccentric chamber, wherein the eccentric and the at least two compression pistons are operatively connected to one another such that the two compression pistons are axially displaced for the compression of fuel. Provision is made, here, for the eccentric chamber to be at least partially filled with lubricant.

Abstract: In order to provide a fuel pump capable of effectively suppressing a generation of fuel vapor by reducing heat which is transferred from the pump body to the fuel therein, the fuel pump includes a pump body in which a fuel introduction passage and a fuel pressurizing chamber are formed, and a pressurizing pump mechanism having an outer end lubricated by oil and operative to pressurize and discharge the fuel in the pressurizing chamber by a power inputted to the outer end. The pump body includes a fuel accommodation portion formed with at least part of the fuel introduction passage, and a barrier wall portion for regulating the oil from being introduced into the fuel accommodation portion.

Abstract: A method is disclosed for controlling a valve having a spring with a spring force, an actuator with an actuator force opposing the spring force, and a pin that is actuated by the actuator, a seal element that can be coupled with the pin, and a seal seat, the valve being closed when the seal element sits against the seal seat. The method includes determining an expected natural opening time when the seal element is lifted off the seal seat based on a pressure difference in front and behind the valve, impressing a specified current on the actuator at a point in time within a specified interval prior to the natural opening time, the seal element sitting against the seal seat at the point in time such that the pin contacts the seal element and the actuator force matches the spring force, which is reduced by a specified value.

Abstract: The invention relates to a method for operating a fuel system (1) of an internal combustion engine, wherein the fuel system (1) has a fuel tank (2) and a ventilation device (3) having at least one ventilation valve (9, 17) for ventilating the fuel tank (2) in the direction of a device (6, 16) that generates a negative pressure, at least intermittently. According to the invention, the magnitude of deformation caused by an internal pressure of the fuel tank (2) of a deformation area (18) of the fuel tank (2) is measured and, if the magnitude of deformation exceeds a threshold, the ventilation valve (17) is closed and/or a bypass (22) is opened. The invention further relates to a fuel system (1) of an internal combustion engine.

Abstract: Systems and methods for operating an engine with a fuel vapor recovery system are disclosed. In one example approach, a method comprises, during a diurnal condition, providing a first amount of venting to a fuel vapor canister, and during a purge condition, providing a second amount of venting to the fuel vapor canister, where the second amount is greater than the first amount.

Abstract: A method of engine control includes: determining and comparing actual and target supply amounts of EGR gas; sensing an open rate of an EGR valve to control the actual supply amount supplied to an intake line; if the actual supply amount is smaller than the target supply amount and if the EGR-valve open rate is at a maximum, fixing an open rate of a bypass valve installed at a bypass line that bypasses an electrodynamic turbocharger to a minimum open rate; and controlling the EGR-valve open rate in a state in which the bypass-valve open rate is fixed to a minimum open rate. Therefore EGR gas can be more precisely and stably supplied.