Abstract: A reagent dosing system for dosing a reagent into the exhaust gas stream of an internal combustion engine includes a reagent tank for storing a supply of reagent; an injector module including an atomising dispenser and a positive-displacement metering pump which draws reagent from the reagent tank and delivers it to the dispenser; a supply line coupling the reagent tank to the injector module; a dosing control unit operable to control the injector module to inject reagent into the exhaust gas stream; and an additional priming pump arranged, in use, to urge reagent along the supply line toward the injector module under selected conditions.

Abstract: An exhaust gas flow concentration system for a catalyst includes an inlet that receives a flow of exhaust gas from an exhaust pipe of an exhaust system, a stationary tube in communication with the inlet and disposed upstream from the catalyst, and an extension tube in communication with the stationary tube and disposed upstream from the catalyst, where the extension tube includes a cross-sectional area less than a cross-sectional area of the catalyst. A displacement device is coupled to the extension tube and is configured to (i) displace the extension tube relative to the stationary tube downstream towards the catalyst as a temperature in the exhaust system decreases away from a light-off temperature of the catalyst and (ii) retract the extension tube relative to the stationary tube upstream away from the catalyst when the temperature in the exhaust system reaches the light-off temperature of the catalyst.

Abstract: A vehicle exhaust system includes a mixer and a doser that sprays a reducing agent into the mixer to be thoroughly mixed with engine exhaust gases prior to introduction of the mixture into a downstream exhaust component. The mixer includes an upstream baffle with at least one inlet opening and a downstream baffle with at least one outlet opening. An outer peripheral wall surrounds the upstream and downstream baffle and includes a doser opening. A doser is mounted at the doser opening and is configured to spray a reducing agent into an area between the upstream and downstream baffles. A deflector is positioned between the inlet opening and the doser opening to protect spray at the doser opening from direct impact with exhaust gas from the inlet opening, and an impactor is positioned adjacent the deflector and faces the doser opening.

Abstract: A motor vehicle operating liquid tank, in particular for storing aqueous urea solution, with a tank shell surrounding a tank volume and with a tank opening extending through the tank shell, wherein a planar heating device in the tank volume is provided with an electrical resistance heating track arranged sandwiched between two plastic films that oppose one another in a planar manner and encase the resistance heating track, the plastic films opposing one another in a planar manner and each have a layer of compatible, thermoplastic plastics at least on their surfaces facing one another which are connected to one another locally at least along a seam track surrounding the electrical resistance heating track, wherein slot areas are provided inside this seam track in which plastic film sections lie opposite one another in an unconnected manner without the intermediate arrangement of a section of a resistance heating track between them.

Abstract: A power plant can provide increased power from fossil fuels with reduced increase of the carbon burden. The plant is moveable and is located in a fossil fuel field, either a new field or a “depleted” field.” The CO2 generated from the plant is compressed to a concentrated fluid and is re-injected into the underground strata from which the fossil fuel is extracted. This reduces the CO2 emissions from the plant and uses the CO2 to enhance production from the fuel field. Enormous amounts of oil and natural gas can be recovered from fields considered “depleted.” The infrastructure required to build and operate such carbon neutral moveable power plants can use known components. For “depleted” fields enhanced oil (or gas) recovery (EOR) procedures are highly developed and used throughout the world. The concentrated fluid can be a liquid that is re-injected.

Abstract: An exhaust mixer includes, a plurality of outwardly oriented vanes having planar surfaces, and a plurality of inwardly oriented vanes alternately positioned perimetrically between the plurality of outwardly oriented vanes, and a core flow area defined inwardly of inner most portions of the plurality of inwardly oriented vanes, the exhaust mixer being configured such that a minority of the total flow through the exhaust mixer travels through the core flow area when the exhaust mixer is employed during a mixing operation.

Abstract: A flange plate for a manifold of an exhaust-gas system for internal combustion engines, which flange plate can be fixed via at least one holding device to an exhaust-gas outlet connecting piece of the internal combustion engine by a first outer layer, formed as a mounting layer, which can be placed at least partially directly or indirectly against the exhaust-gas outlet connecting piece via a seal, and the flange plate can be applied to the holding device by a second outer layer, formed as a holding layer, in order to generate a holding force F, acting at a right angle to the mounting layer, for sealingly placing the mounting layer against the exhaust-gas outlet connecting piece, and the flange plate having at least a first intermediate layer which is arranged, relative to the holding force F, between the mounting layer and the holding layer.

Abstract: An apparatus for improving efficiency of an alternator for a vehicle includes a controller connected to the alternator by LIN communication to determine whether the alternator enters a high temperature condition. The controller operates a cooler to cool an inside of an engine room if it is determined that the alternator enters the high temperature condition.

Abstract: A control method for a vehicle provided with a water-cooling intercooler apparatus, includes: detecting a coolant temperature of the water-cooling intercooler apparatus; detecting a rotation speed and a power consumption amount of an electric water pump (EWP) included in the water-cooling intercooler apparatus; calculating an efficiency value of the water-cooling intercooler apparatus based on the detected coolant temperature and air temperatures at an inlet and an outlet of an intercooler, respectively, included in the water-cooling intercooler apparatus; and determining whether the water-cooling intercooler apparatus is in a failure state based on the detected coolant temperature, the detected rotation speed and power consumption amount, and the calculated efficiency value.

Abstract: A compression ignition internal combustion engine includes: a cylinder block and a cylinder head; a piston including a cavity that defines a combustion chamber in cooperation with the cylinder block and the cylinder head; and a nozzle for injecting fuel into the combustion chamber.

Abstract: The object of the present invention is to provide a compact engine. An engine has a two-stage turbocharger provided with a high-pressure turbocharger and a low-pressure turbocharger. The high-pressure turbocharger and the low-pressure turbocharger are separately disposed on the gear case side and the flywheel side in along direction of a main body respectively. An intake pipe and an exhaust pipe connecting the high-pressure turbocharger with the low-pressure turbocharger are separately and respectively disposed on right side and left side in a transverse direction of the main body.

Abstract: A system provides multiple voltage buses on a single vehicle having a combustion engine. The system includes at least one turbine disposed in flow communication with an exhaust flow of the combustion engine productive of exhaust gases; at least one generator operably connected to a respective one of the at least one turbine to produce respective AC electrical power in response to operation of the at least one turbine; a first inverter operably connected to the at least one generator to produce first electrical power in response to a presence of the respective AC electrical power; and a second inverter operably connected to the at least one generator to produce second electrical power in response to a presence of the respective AC electrical power. The first electrical power and the second electrical power have different voltages.

Abstract: The invention relates to an assembly (1) for an air circuit of a heat engine, which includes: a first duct (11) capable of conveying fluid; a second duct (12) extending between an inlet (13) and an outlet (14) in the first duct (11), such as to form a bypass of a portion of the first duct (11), the second duct (12) including a pressure-variation source (15); and a system for routing (10) the fluid in either the second duct (12) or said portion of the first duct (11), the routing system (10) having a first configuration allowing the fluid to flow mostly into said portion of the first duct (11), the routing system including: a holding member exerting a force configured to hold or move said routing system (10) into the first configuration; and either an area blocking all or part of the inlet of the second duct in said first configuration or an area blocking all or part of the outlet of the second duct in said first configuration, the routing system being arranged such as to enter a send configuration allowing th

Abstract: An engine system for controlling an exhaust gas flow includes an intake line arranged to draw in outdoor air, an engine combusting the outdoor air supplied through the intake line and fuel in a combustion chamber of the engine to generate torque, an exhaust line for exhausting exhaust gas from the combustion in the combustion chamber of the engine, a turbocharger having a turbine operated by the exhaust gas passing through the exhaust line and a compressor for compressing the outdoor air in the intake line, a catalyst unit arranged on a downstream side of the turbocharger for reducing harmful components of the exhaust gas, a bypass line branched from the exhaust line on the downstream side of the turbocharger and joined to the exhaust line on a downstream side of the catalyst unit, and a bypass valve arranged on the bypass line for selectively opening/closing the bypass line.

Abstract: A hybrid powertrain includes an internal combustion engine, a load coupled to the internal combustion engine via a mechanical transmission for transmission of a first shaft power therebetween, a turbine fluidly coupled to an exhaust of the internal combustion engine, a generator operatively coupled to the turbine for transmission of a second shaft power therebetween, and electrically coupled to an electric battery, a motor-generator operatively coupled to the mechanical transmission for transmission of a third shaft power therebetween, and electrically coupled to the electric battery; and a controller operatively coupled to the internal combustion engine. The controller is configured to adjust a relative proportion of the third shaft power compared to the first shaft power by adjusting at least one of a combustion timing of the internal combustion engine and an exhaust valve timing of the internal combustion engine.

Abstract: A crankshaft bearing part (11) has a pair of main bearing metals (41), and lubricating oil is guided from an oil gallery to an inner circumferential oil groove (43) through an in-block oil passage (33) and a first oil hole (42). Some of the lubricating oil is supplied to a control shaft bearing part (17) via a second oil hole (44) and an in-cap oil passage (34). Lubricating oil is guided from a third oil hole (46) in a pair of control shaft bearing metals (45) to an inner circumferential oil groove (47). The oil groove (43) in the crankshaft bearing part (11) functions also as an oil passage for supplying lubricating oil to the control shaft bearing part (17), thereby achieving a simple configuration.

Abstract: A vehicle engine speed display device is provided with an engine speed detection unit which detects an engine speed, an engine speed display unit which displays an engine speed, and a display control unit which controls the engine speed display unit on the basis of the detected engine speed. The display control unit determines whether a phase of a gear shift operation is an inertia phase when gear shift control of an automatic transmission is executed, and sets display responsiveness of a tachometer with respect to the detected engine speed higher than display responsiveness to be set when the phase is not the inertia phase, when the phase of the gear shift operation is determined to be the inertia phase.

Abstract: A device comprising a combustion toroid for receiving combustion-induced centrifugal forces therein to continuously combust fluids located therein and an outlet for exhaust from said combustion toroid.

Abstract: Various embodiments include a system having: at least one computing device configured to tune a set of gas turbines (GTs) by performing actions including: commanding each GT in the set of GTs to a base load level, based upon a measured ambient condition for each GT; commanding each GT in the set of GTs to adjust a respective output to match a nominal mega-watt power output value, and subsequently measuring an actual fuel flow value and an actual emissions value for each GT; adjusting at least one of a fuel flow or a water flow for each GT to an adjusted water/fuel ratio in response to the actual emissions value deviating from an emissions level associated with the base load level, while maintaining the respective adjusted output; and adjusting an operating condition of each GT in the set of GTs based upon a difference between the respective measured actual fuel flow value and a nominal fuel flow value at the ambient condition, while maintaining the adjusted water/fuel ratio.

Abstract: An air guiding device for an aircraft engine, characterized in that it has at least one valve element which is moveable between a first position, in particular an open position, and a second position, in particular a closed position, wherein in the first position of the at least one valve element, through a combined effect with at least one first air guiding element that is arranged inside the air flow, a cooling air flow can be guided from an air flow into a hollow space between the housing and the core engine of the aircraft engine, and the at least one first air guiding element is aligned at least approximately in parallel to the air flow for the purpose of reducing flow resistance. The invention also relates to an aircraft engine comprising at least one air guiding device.

Abstract: The invention relates to a jet pump type ejector for a turbomachine, including a duct through which a secondary ventilation air flow passes, and a first end of which forms an air intake and a second end of which forms an air outlet, the two nozzles for spraying a primary air flow being mounted in the duct which defines a mixer and a diffuser downstream from the nozzle, said two nozzles being parallel and adjacent to one another, the mixer including two substantially planar longitudinal walls, bottom and top respectively, connected to one another by two side walls having a semicircular cross-section, in which the radius of curvature R2 is centred on the axis of a nozzle, the centre-to-centre distance nozzles being substantially equal to ?/2 times R2 or (?/2)R2.

Abstract: A fuel supplying system includes a primary circuit for delivering fuel from a fuel tank to a primary circuit outlet. The system also includes a first supply circuit connected to the primary circuit outlet, the first supply circuit comprising a first supply circuit pump configured to pump fuel from the primary circuit outlet to engine fuel nozzles. The system further includes a second supply circuit also connected to the primary circuit outlet. The second supply circuit includes at least one actuating device configured to receive power from hydraulic pressure of the fuel. The second supply circuit also includes a second supply circuit pump configured to pump fuel from the primary circuit outlet to an actuating device, wherein the second supply circuit pump is independent from the first supply circuit pump.

Abstract: A gas turbine engine according to an example of the present disclosure includes, among other things, a fan and a turbine section having a fan drive turbine rotor, and a compressor rotor. A gear reduction effects a reduction in a speed of the fan relative to an input speed from the fan drive turbine rotor. The compressor rotor has a number of compressor blades in at least half of a plurality of blade rows of the compressor rotor. The blades are configured to operate at least some of the time at a rotational speed. The number of compressor blades in the at least half of the blade rows and the rotational speed is such that the following formula holds true for each row of the at least half of the blade rows of the compressor rotor: (the number of blades×the rotational speed)/60 s?about 5500 Hz.

Abstract: A gas turbine engine comprises a compressor driven by a shaft, and a reference starting schedule, the compressor having a reference stability boundary, with the reference starting schedule defining a reference working line. A method of starting the gas turbine engine is described in which the method comprises the steps of: (i) accelerating the rotational speed of the shaft towards an engine idle speed; (ii) defining for the compressor, as the rotational speed increases, an operational working line; and (iii) modifying at least one operating parameter of the gas turbine engine as the rotational speed increases such that for a rotational speed, an operational working line is closer to the reference stability boundary than the reference working line is to the reference stability boundary.

Abstract: A turbomachine intermediate casing including an internal hub designed to accept a turbomachine compressor shaft, an outer shell ring, and a plurality of radial arms connecting the hub and the shell ring, one of the arms including an internal housing of radial shaft for driving auxiliary machines, the casing further includes a bevel gearbox for the radial shaft arranged in the outer shell ring, the gearbox being formed as one with the outer shell ring, and the bevel gearbox includes a housing for gears between a radial shaft and an accessories gearbox, said the housing including an opening opening to the periphery of the outer shell ring.

Abstract: A turbofan engine includes a fan rotatable about an axis and a compressor section including a high pressure compressor and a low pressure compressor. A turbine section includes a high pressure turbine, an intermediate turbine and a fan drive turbine. The high pressure turbine is coupled to drive the high pressure compressor. A fan drive gear system is driven by the fan drive turbine for driving the fan and a compressor drive gear system is driven by the intermediate turbine for driving the low pressure compressor.

Abstract: A gas turbine engine is disclosed comprising a shaft driven by a turbine, the turbine directly driving a lower speed compressor via a shaft and driving a higher speed compressor via the shaft and a multiplier power gearbox. The gearbox comprises a ring gear, a plurality of planet gears and planet carrier and a sun gear. The input from the turbine to the gearbox is to the carrier and the output from the gearbox to drive the higher speed compressor is from the sun gear or the ring gear.

Abstract: Various embodiments include a system having: at least one computing device configured to tune a set of gas turbines (GTs) by performing actions including: commanding each GT in the set of GTs to a base load level, based upon a measured ambient condition for each GT; commanding each GT in the set of GTs to adjust a respective output to match a nominal mega-watt power output value, and subsequently measuring an actual fuel flow value for each GT; and adjusting an operating condition of each GT in the set of GTs based upon a difference between the respective measured actual fuel flow value and a nominal fuel flow value at the ambient condition.

Abstract: Various embodiments include a system having: at least one computing device configured to tune a set of gas turbines (GTs) by performing actions including: commanding each GT in the set of GTs to a base load level, based upon a measured ambient condition for each GT; commanding each GT in the set of GTs to adjust a respective output to match a nominal mega-watt power output value, and subsequently measuring an actual emissions value for each GT; and adjusting an operating condition of each GT in the set of GTs based upon a difference between the respective measured actual emissions value and a nominal emissions value at the ambient condition.

Abstract: Various embodiments include a system having: at least one computing device configured to tune a set of gas turbines (GTs) by performing actions including: commanding each GT in the set of GTs to a base load level, based upon a measured ambient condition for each GT; commanding each GT in the set of GTs to adjust a respective output to match a nominal mega-watt power output value, and subsequently measuring an actual emissions value for each GT; adjusting an operating condition of each GT in the set of GTs based upon a difference between the respective measured actual emissions value and a nominal emissions value at the ambient condition; and calculating a degradation for each GT in the set of GTs over a period.

Abstract: Various embodiments include a system having: at least one computing device configured to tune a set of gas turbines (GTs) by performing actions including: commanding each GT in the set of GTs to a base load level, based upon a measured ambient condition for each GT; commanding each GT in the set of GTs to adjust a respective output to match a nominal mega-watt power output value, and subsequently measuring an actual emissions value for each GT; adjusting an operating condition of each GT in the set of GTs based upon a difference between the respective measured actual emissions value and a nominal emissions value at the ambient condition; and further adjusting an operating condition of each GT in the set of GTs based upon a determined emissions measurement error.

Abstract: Various embodiments include a system having: at least one computing device configured to tune a set of gas turbines (GTs) by performing actions including: commanding each GT in the set of GTs to a base load level, based upon a measured ambient condition for each GT; commanding each GT in the set of GTs to adjust a respective output to match a nominal mega-watt power output value, and subsequently measuring an actual fuel flow value for each GT; adjusting an operating condition of each GT in the set of GTs based upon a difference between the respective measured actual fuel flow value and a nominal fuel flow value at the ambient condition; commanding each GT in the set of GTs to a part load level, the part load level representing a fraction of the base load level, and subsequently measuring an actual fuel flow value for each GT at the part load level; and calibrating the set of GTs based upon a difference between the measured actual fuel flow value at the part load level and the measured actual fuel flow value

Abstract: A linear variable differential transformer (LVDT) for monitoring engine valve position is disclosed. The system includes a valve guide having an elongated recess through it. The engine valve has a valve head and a valve stem with two adjacent materials having different magnetic properties meeting at an interface. The valve stem fits and moves linearly within the valve guide, and the valve head closes an engine combustion chamber. It also includes monitoring coils within the valve guide that create a signal related to the position of the interface within the valve guide. An engine control unit (ECU) is coupled to the monitoring coils and receives and analyzes the signal from the monitoring coils to determine operation of the valve.

Abstract: A method for adapting valve timings of an internal combustion engine, includes selecting multiple instantaneous operating points of the internal combustion engine by comparison to specified operating points, ascertaining a cylinder charge of at least one cylinder of the internal combustion engine at each of the selected operating points, ascertaining a charge error for each selected operating point from the difference of each ascertained cylinder charge from an expected value of the cylinder charge for the particular operating point, comparing the ascertained charge errors to expected charge errors, and ascertaining an adaptation value of the valve timings from the result of the comparison.

Abstract: A method for fuel injection of an engine system may include detecting driving information, including a combustion pressure in a combustion chamber, a heat generation amount in the combustion chamber, a crank angle, and a pressure/temperature/air amount of an intake manifold and an exhaust manifold, setting a fuel amount and injection timing with respect to a pilot injection as map data from an internal temperature, determining whether a maximum combustion pressure change rate is greater than a predetermined pressure change rate, determining generation timing of the maximum combustion pressure change rate, when the maximum combustion pressure change rate is greater than the predetermined pressure change rate, and decreasing a fuel amount of the pilot injection when the maximum combustion pressure change rate is generated during the pilot injection.

Abstract: A fuel removal method is for an internal combustion engine that has a closed- and open-loop control system and a lubricant circuit containing a lubricant. The closed- and open-loop control system has characteristic values for operation of the internal combustion engine. The method includes carrying out a load point shift starting from a first operating point of the internal combustion engine to a second operating point of the internal combustion engine with the aid of the closed- and open-loop control system. The load point shift is carried out when a fuel characteristic value, which characterizes a fuel quantity formed in the lubricant, is greater than or equal to a fuel threshold value. The second operating point having a second scavenging gradient which is greater than a first scavenging gradient of the first operating point.

Abstract: An exhaust cam non connection engine brake includes a housing body having a high pressure storing chamber which converts a low pressure oil to a high pressure oil and stores therein in order to allow the high pressure oil to flow toward an exhaust rocker arm so that the exhaust rocker arm presses an exhaust valve by the high pressure oil when an engine brake signal is applied.

Abstract: A high-pressure pump (2), which is used in particular as a radial or in-line piston pump for fuel injection systems of air-compressing, auto-ignition internal combustion engines (3), comprises a first pump assembly (8), a second pump assembly (9), and a drive shaft (6), which is used to drive the first pump assembly (8) and the second pump assembly (9). Furthermore, a first inlet valve (10) for a pump working chamber (11) of the first pump assembly (8) and at least one second inlet valve (14) for a pump working chamber (15) of the second pump assembly (9) are provided. The first inlet valve (10) is designed as a controlled inlet valve (10), wherein fuel pumping by the first pump assembly (8) can be at least substantially interrupted by the first inlet valve (10) in a partial-load operating mode. The invention further relates to a fuel injection system (1) having such a high-pressure pump (2).

Abstract: A method is provided for operating an internal combustion engine (10) that has at least one cylinder row (11a, 11b) with multiple cylinders (12a, 12b). Each cylinder row (11a, 11b) has a first exhaust-gas turbocharger (13a, 13b) and a second exhaust-gas turbocharger (14a, 14b). The method includes providing charge air for the cylinders (12a, 12b) of the internal combustion engine (10) either exclusively by the first exhaust-gas turbocharger (13a, 13b) of the cylinder row (11a, 11b) of the internal combustion engine (10) or by both the first exhaust-gas turbocharger (13a, 13b) of the cylinder row (11a, 11b) of the internal combustion engine (10) and the second exhaust-gas turbocharger (14a, 14b) of the cylinder row (11a, 11b) of the internal combustion engine (10) in a manner dependent on an operating mode demanded by a driver and/or by a controller for the internal combustion engine (10).

Abstract: A method for operating an internal combustion engine (10) that has at least one cylinder row (11a, 11b) with first and second exhaust-gas turbochargers (13a, 13b; 14a, 14b). Charge air is provided by the first exhaust-gas turbocharger (13a, 13b) in single-charger operation, but is provided by the first and second exhaust-gas turbocharger (13a, 13b; 14a, 14b) in two-charger operation. To switch from single-charger to two-charger operation above a load threshold value of the internal combustion engine (10), when a speed of the internal combustion engine (10) reaches or overshoots a threshold value, a charge pressure is increased to build up a torque reserve and a charge pressure reserve and to maintain a driver demand torque. When the charge pressure reaches or overshoots a threshold value, a switch is made from single-charger operation to two-charger operation, and subsequently, the torque reserve and the charge pressure reserve are eliminated.

Abstract: An engine control system operates to communicate via a sensor link with one or more sensors in a vehicle based on different communication protocols. The sensors alter communication protocols for communicating via the sensor link to an engine control unit to reduce or increase a current consumption according to one or more predetermined criteria. In response to a predetermine threshold of one or more of the predetermined criteria being satisfied, a sensor communicates in a first communication protocol as opposed to a second communication protocol while operating to communicate a current signal or a modulated current signal.

Abstract: A method for operating a vehicle is provided with an electric machine connected to a battery of less than 150 volts and coupled to an internal combustion engine such that a crankshaft of the engine rotates at all times the electric machine operates to supply power from the battery and all times the electric machine operates to capture power for storage in the battery. Motive force is provided to the vehicle with power output by the internal combustion engine. During movement of the vehicle, ignition of the engine is ceased in response to an engine load below a specified threshold. Pumping losses and drive train drag are reduced by altering at least one mechanical property of the internal combustion engine.

Abstract: A drive control apparatus in which the target torque which is a target value of an output torque of the prime mover for driving a vehicle, is calculated, and the output torque control is performed so that the output torque of the prime mover coincides with the target torque, is provided. An estimated output torque which is an estimated value of the actual output torque of the prime mover, is calculated, and the torque difference accumulated value which approximates a time-integration value of a torque difference between the target torque and the estimated output torque, is calculated. It is determined that an abnormality has occurred in the output torque control when the torque difference accumulated value exceeds a determination threshold value which is set to a constant value.

Abstract: A method for propulsion of a vehicle (100): The vehicle (100) includes a combustion engine (101), and a gearbox (103) that can be adjusted to a number of gear ratios for transfer of force between the combustion engine (101) and at least one driving wheel (113, 114), at least one combustion chamber with at least one inlet for the supply of combustion gas and at least one outlet for the evacuation of an exhaust gas flow that has resulted from combustion in the combustion chambers and a turbocharger unit (203) for pressurizing the combustion gas.

Abstract: Methods and apparatuses are provided to reduce combustion time and/or combustion temperature in an internal combustion engine. In an exemplary embodiment, intake air and oxygen-rich gas are introduced upstream of a turbofan, wherein the amount of oxygen rich gas is controlled in proportion to the engine speed.

Abstract: A method for improving a change of fuel in a bi-fuel vehicle includes: a step of measuring an LPG level in an LPG fuel tank; a pressure reference driving step of continuing the driving of the vehicle using the LPG fuel; a pressure change rate reference driving step of continuing the driving of the vehicle using the LPG fuel when it is determined that the vehicle may be driven by the LPG fuel by comparing an LPG rail pressure change quantity and a pressure change quantity in the LPG fuel tank with a set reference value; and a fuel expanding step of continuing the driving of the vehicle using the LPG fuel when it is determined that the vehicle may be driven by the LPG fuel by comparing an injection quantity of LPG fuel and an accumulated value of mileage with a set reference value.

Abstract: An internal combustion engine (ICE) and method of control are provided to determine a value of a catalyst temperature and a value of a quantity of a reducing agent stored in the catalyst. The quantity of gas recirculated by an exhaust gas recirculation (EGR) system of the ICE is calculated on the basis of the value of the catalyst temperature and of the value of the quantity of the reducing agent stored in the catalyst. This solution makes it possible to adjust the quantity of gas recirculated by the EGR system on the basis of parameters linked to an efficiency of a selective catalytic reduction (SCR) system associated with the ICE, in order to reduce the global quantity of pollutants produced by the ICE and released in the environment.

Abstract: A two-stroke cycle, turbo-driven, opposed-piston engine with one or more ported cylinders and uniflow scavenging has no supercharger. The engine includes a high pressure EGR loop and a pump in the EGR loop to boost the pressure of the recirculated exhaust products.

Abstract: Various systems and methods are described for deactivation and reactivation of a cylinder bank in a V-engine. In one example, the cylinder bank is deactivated responsive to an indication of misfire based on crankshaft acceleration and exhaust air fuel ratio. The cylinder bank is reactivated sequentially based on exhaust catalyst temperature.

Abstract: A method of operating a gasoline engine having a first subset of cylinders and a second subset of cylinders includes providing a flow of compressed air from a single-sequential compressor to the engine, selectively deactivating the first subset of cylinders, and igniting gasoline mixed with the compressed air in the second subset of cylinders. The single-sequential compressor includes a dual sided impeller having a first blade arrangement in fluid communication with a first air inlet, and an opposing second blade arrangement in fluid communication with a second air inlet. Additionally, deactivating the first subset of cylinders includes sealing the first subset of cylinders such that the flow of compressed air is provided only to the second subset of cylinders.