Abstract: The invention provides a method for regenerating an exhaust gas aftertreatment device of a vehicle having an internal combustion engine selectively operable to provide power to at least one driven wheel. The internal combustion engine is operated with a user-operable ignition control in an ON-mode. A user input is received to change the ignition control out of the ON-mode. The following sequence is performed in response to the user input to the ignition control: disconnecting a power transmission path between the engine and the at least one driven wheel, regenerating the exhaust gas aftertreatment device, and ceasing ignition of the internal combustion engine.

Abstract: Systems and methods for abating NOx in an exhaust stream are provided. System using a lean NOx trap, an air injector and optional catalysts and filters are described. The emissions treatment system is advantageously used for the treatment of exhaust streams from diesel engines and lean burn gasoline engines.

Abstract: An apparatus for distributing fluids in an exhaust system of an internal combustion engine. The apparatus includes an injection device, wherein a combination of a plurality of individual measures for achieving a uniform mixing of the fluids with the exhaust gas and a complete vaporizing of the fluids in the exhaust gas is provided. The individual measure comprises at least one of at least one swirl-generating device and at least one mixing apparatus. The individual measure also includes at least one catalyst. The individual measure further includes an injection nozzle of the injection device which is arranged at a predefined spacing from a wall of the exhaust tract.

Abstract: An internal combustion is configured such that a hydrocarbon supply valve (15) and an exhaust gas purification catalyst (13) are arranged in an engine exhaust gas passage and such that NOx contained within exhaust gas is purified by spraying hydrocarbon from the hydrocarbon supply valve (15) at predetermined intervals. When SOx is to be released from the exhaust gas purification catalyst (13), the air-fuel ratio of exhaust gas which flows into the exhaust gas purification catalyst (13) is enriched by generating, within a cylinder, combustion gas having a rich air-fuel ratio, and after that the air-fuel ratio of exhaust gas which flows into the exhaust gas purification catalyst (13) is enriched by supplying hydrocarbon from the hydrocarbon supply valve (15).

Abstract: Exhaust aftertreatment assemblies and methods of manufacturing and operating exhaust aftertreatment assemblies. The exhaust aftertreatment assembly includes a reductant delivery device, a reductant source fluidly coupled to the reductant delivery device, a mixing chamber positioned between the reductant delivery device and the reductant source and thereby fluidly coupling the reductant source to the reductant delivery device, and a compressed air source fluidly coupled to the mixing chamber upstream of the mixing chamber with respect to the reductant delivery device. The compressed air source provides compressed air to mix with reductant in the mixing chamber.

Abstract: The present disclosure relates to a device for mounting an injector to an exhaust pipe. The device includes an injector mounting structure having an exterior surface configured for mounting the injector. The injector mounting structure also includes an interior surface arrangement defining an interior volume and a port for allowing the injector to inject a reductant into the interior volume. The interior surface arrangement is configured to prevent swirling of exhaust within the interior volume.

Abstract: A mixing system is provided. The mixing system includes a housing defining a boundary of a mixing conduit including an expansion section with an injector mount and a reductant diverter extending into the conduit upstream of the injector mount in the expansion section. The mixing system further includes an atomizer with openings positioned in the housing and a helical mixing element positioned in the housing.

Abstract: A method for controlling dosing of a diesel exhaust fluid includes providing a diesel engine and an exhaust system. The exhaust system includes an exhaust aftertreatment device and is coupled to the diesel engine. An injection device is provided in the exhaust system for dosing the diesel exhaust fluid into the exhaust system according to a predetermined routine. A water condensation content of the exhaust aftertreatment device is determined. A dosing event, directed by the predetermined routine, is precluded so that the injection device is not operated to provide diesel exhaust fluid to the exhaust aftertreatment device when the water condensation content of the exhaust aftertreatment device is determined to be above a specified threshold value.

Abstract: A method of estimating a mass flow rate of nitrogen oxides in exhaust gas includes sensing a mass flow rate of a flow of exhaust gas from the engine. A nitrogen oxides base concentration for when the engine is operating at a reference state is defined, and a nitrogen oxides ratio for a current operating state of the internal combustion engine is calculated. The mass flow rate of the flow of exhaust gas, the nitrogen oxides base concentration, and the nitrogen oxides ratio for the current operating state of the engine are multiplied together to define an estimated value of the current mass flow rate of nitrogen oxides in the flow of exhaust gas from the engine. The estimated value of the mass flow rate of nitrogen oxides may be compared to the output from a nitrogen oxides sensor to determine proper functionality of the nitrogen oxides sensor.

Abstract: An abnormality diagnosis apparatus for an exhaust gas purification apparatus including a selective catalytic reduction NOx catalyst (SCR catalyst) and a sensor which detects NOx and ammonia in exhaust gas flowing out from the NOx catalyst and at which NOx and ammonia react with each other. The abnormality diagnosis apparatus calculates, based on concentrations of NOx and ammonia which flow out from the SCR catalyst, an amount of decline in output of the sensor due to a reaction between NOx and ammonia at the sensor, and performs an abnormality diagnosis of the SCR catalyst based on the calculated amount of decline in output of the sensor.

Abstract: A muffler comprises an outer shell, an outlet pipe, and a restraining mechanism. A restraining mechanism restrains a height of spout of a liquid that flows inside the outlet pipe through a designated vent hole, the designated vent hole is at least one vent hole facing against a bottom surface of the outer shell among the at least one vent hole that the outlet pipe comprises.

Abstract: In a single-cylinder internal combustion engine fitted with a knock sensor, a temperature increase of the knock sensor is suppressed and prevented and the reliability of the knock sensor is improved. The engine includes a crankcase accommodating a crankshaft, a cylinder block connected to the crankcase and including a cylinder provided therein, a cylinder head connected to the cylinder block, a sensor mounting boss provided on the cylinder block, a knock sensor arranged to detect knocking and mounted to the boss, a fan to guide air to at least the sensor mounting boss, and an air shroud.

Abstract: A method of modifying the oil cooling system of a diesel engine includes the steps of removing the original equipment liquid-to-liquid heat exchanger and installing a manifold having a configuration adapted to match the mounting configuration of the oil passages of the original equipment liquid-to-liquid heat exchanger. The manifold has an oil outlet port directed to a remotely mounted oil cooler. The manifold also has a water passage having a configuration that is adapted to match the mounting configuration of the water passages of the original equipment liquid-to-liquid heat exchanger. The water passage causes the entirety of the flow of water to be discharged back to the water cooling system of the engine where it is circulated by the water pump through the water cooling passages in the engine.

Abstract: A fluid regulator for an engine coolant system includes a thermostat. The thermostat is configured to route engine coolant through an engine and a radiator in one mode and through the engine to bypass the radiator in another mode.

Abstract: A solenoid valve for a pre-chamber of an internal combustion engine is provided. The solenoid valve may include a valve body defining an inlet port fluidly coupled with a fuel line, an outlet port fluidly coupled with the pre-chamber, and a passage fluidly coupling the inlet port with the outlet port. A valve stem may be slidably disposed in the passage between a first position and a second position. The valve stem may be configured to engage the outlet port in the first position to thereby prevent fluid communication therethrough. A biasing member may be disposed in the passage and configured to actuate the valve stem to the first position. A solenoid may be coupled with the valve body and configured to actuate the valve stem to the second position to thereby allow fluid communication therethrough.

Abstract: A portable on-demand hydrogen supplemental system is provided for producing hydrogen gas and injecting the hydrogen gas into the air intake of internal combustion engines. Hydrogen and oxygen is produced by an electrolyzer from nonelectrolyte water in a nonelectrolyte water tank. The hydrogen gas is passed through a hydrogen gas collector. Nonelectrolyte water mixed with the hydrogen gas in the hydrogen gas collector is passed back thru the tank for distribution and water preservation. The system can be powered by the vehicles alternator, a standalone battery, waste heat or solar energy. The system utilizes an onboard diagnostic (OBD) interface in communication with the vehicle's OBD terminal, to regulate power to the system so that hydrogen production for the engine only occurs when the engine is running. The hydrogen gas is produced it is immediately consumed by the engine. No hydrogen is stored on, in or around the vehicle.

Abstract: An electrical architecture of a hybrid motor vehicle including a combustion engine driving an alternator that recharges a low-voltage on-board battery connected to a starter of and to a vehicle on-board network, an electric traction machine powered by a high-voltage traction battery, and a hybrid transmission including a coupling mechanism that can occupy at least a first position in which the combustion engine is uncoupled from the drive train connecting the electric machine to vehicle wheels, a second position in which the wheels are driven by the combustion engine with or without top-up from the electric machine, and a third position in which the combustion engine and the electric machine are coupled to combine their respective torques, bound for the wheels. The combustion engine and the alternator constitute an electricity generator configured to supply energy requirements of the traction electric machine in an electric mode.

Abstract: A two-cycle internal combustion engine having two swash plate mechanisms with multiple pistons sets disposed therebetween. With each piston set including an opposed piston arrangement and wherein torque reaction to the output torque is transmitted to a housing of the engine through bevel gears and wherein major loads generated during engine operation are carried by a bearing arrangement.

Abstract: The invention pertains to fluegas recirculation in gas turbines, and specifically to an intake section upstream of the inlet of a compressor of a gas turbine unit with fluegas recirculation. The intake section includes at least one section with a flow path defined by sidewalls in which the fresh airflow of the intake air is flowing along a principal airflow direction, including at least one mixing duct extending into the flow path from at least one sidewall. The mixing duct includes an intake at the at least one sidewall for receiving recirculated fluegas, as well as including at least one outlet opening distanced from said sidewall for blowing recirculated fluegas out of the mixing duct into the airflow.

Abstract: A gas turbine engine fuel nozzle apparatus includes: an annular outer body, the outer body extending parallel to a centerline axis, and having a generally cylindrical exterior surface extending between forward and aft ends, and having a plurality of openings passing through the exterior surface; an annular main injection ring disposed inside the outer body, the main injection ring including an annular array of fuel posts extending radially outward therefrom; a main fuel gallery extending within the main injection ring in a circumferential direction; a plurality of main fuel orifices, each main fuel orifice communicating with the main fuel gallery and extending through one of the fuel posts; and a suspension structure connecting the main injection ring to the outer body, the suspension structure configured to substantially rigidly locate the position of the main ring in axial and lateral directions while permitting controlled deflection in a radial direction.

Abstract: A piston has a closure face closing off a cavity defined radially inwardly and downstream of an upstream end. The closure face is spaced from the upstream end by a first distance. The piston has a cavity extending in a downstream direction away from an opposed side of the closure face to a second end. A piston diameter is defined to an outer periphery of a cylindrical portion forming a seal face. A ratio of the piston diameter to the first distance is between 3.05 and 6.31. A valve sleeve has windows formed to allow flow of fluid from a sleeve internal bore through the windows and to a downstream port. A ratio of the inner diameter to the axial dimension of the windows is between 0.91 and 1.02. A ratio of the inner diameter to a circumferential dimension of the windows is between 1.55 and 1.85.

Abstract: A gas turbine engine fuel supply system includes a primary gear pump and a secondary gear pump. The primary gear pump always actively delivers fuel to the downstream fuel system, and is sized to supply 100% of the burn flow needed at a select low demand condition. The secondary gear pump is sized to make up the remainder of the flow at high demand conditions, and actively delivers fuel to the downstream fuel system only during those conditions. To supply discharge fuel pressures in excess of gear pump capability, a supercharger pump is disposed upstream of the primary and secondary gear pumps. The supercharger pump is preferably activated only during high demand conditions as an additional energy conservation measure.

Abstract: A control device for a variable compression ratio internal combustion engine is equipped with a variable compression ratio device capable of changing an engine compression ratio of the internal combustion engine. The control device detects or estimates the temperature of an exhaust component (B11), and sets a target exhaust gas temperature based on the temperature of the exhaust component (B12). A mixing ratio and compression ratio set section (B13) sets a fuel mixing ratio and the engine compression ratio within such a range as not to exceed the target exhaust gas temperature such that energy loss becomes minimum.

Abstract: An engine system, comprising a first gaseous fuel source with a first gaseous fuel located therein coupled to one or more engine cylinders and an exhaust gas recirculation (EGR) system with a reform catalyst located therein, the reform catalyst reforming natural gas into a gas with a wider AFR operating range. The engine may thus operate at an AFR that may be outside of that available during natural gas combustion alone to allow for cooler engine operation.

Abstract: Various methods and system are described for a fuel system which includes a fuel composition sensor and a fuel lift pump disposed upstream of the sensor. The system may be operated in each of three different modes of operation. In each of the modes, a fuel lift pump voltage is adjusted responsive to a fuel capacitance output by the sensor, while a variable such as sensor temperature or fuel pump pressure is maintained depending on the mode of operation.

Abstract: Provided is a bi-fuel engine including a pressure supply passage extending from a crankcase chamber, and branching into a first branch passage and a second branch passage at a branching portion, a gas fuel valve provided in the gas fuel supply passage and connected to the first branch passage so that the gas fuel supply passage may be opened when pressure is supplied to the gas fuel supply passage, and may be closed when pressure is not supplied to the gas fuel supply passage, a liquid fuel pump provided in the liquid fuel supply passage and configured to feed the liquid fuel under pressure to the intake system by a pulsating pressure supplied via the second branch passage, and a switch valve provided in the branching portion to switch between the first and second branch passages for conducting pressure supplied from the pressure source via the pressure supply passage.

Abstract: A system and method are provided for estimating the operating speed of a turbocharger. A first pressure value corresponds to pressure at or near the air inlet of the compressor, and a second pressure value corresponds to pressure at or near the air outlet of the compressor. A temperature value corresponds to a temperature at or near the air inlet of the compressor, and a flow rate value corresponds to a flow rate of air entering the air inlet of the compressor. The operating speed of the turbocharger is estimated as a function of the first pressure value, the second pressure value, the temperature value and the flow rate value.

Abstract: An engine system and method for operating an engine including a central throttle and a port throttle is disclosed. In one example, the central throttle and port throttle are adjusted to improve transitions between throttle control modes. The approach may be particularly beneficial for turbocharged engines.

Abstract: Methods and systems for operating an engine during conditions where ambient humidity changes over time are presented. In one non-limiting example, an engine airflow is adjusted to increase engine airflow during high humidity conditions such that an engine may provide equivalent torque output during the high humidity conditions as compared to when the engine is operated during low humidity conditions.

Abstract: A control device for an internal combustion engine provided with an evaporated fuel processing device arranged to temporarily store an evaporated fuel generated in a fuel tank, to purge the evaporated fuel during drive of the engine, and to introduce the evaporated fuel to an intake system, and a variable compression ratio mechanism arranged to vary a mechanical compression ratio, the control device includes: a section configured to sense a state in which the evaporated fuel is accumulated in the evaporated fuel processing device, during a drive of the engine after a warming-up of the internal combustion engine is finished, the control device being arranged to purge the evaporated fuel by decreasing the mechanical compression ratio by the variable compression ratio mechanism when it is sensed that the evaporated fuel is accumulated.

Abstract: A system according to the principles of the present disclosure includes an error count module and a sensor diagnostic module. The error count module increases an error count when an actual air/fuel ratio generated by an oxygen sensor monitoring an exhaust system of an engine is different than a desired air/fuel ratio. The error count module selectively adjusts a rate at which the error count is increased based on an ambient temperature. The sensor diagnostic module diagnoses a fault in the oxygen sensor when the error count is greater than a first predetermined count.

Abstract: A method for actuating a piezoelectric actuator and a piezo injector of a fuel injection system having a nozzle needle which can be moved between the closed position and an open position by the piezoelectric actuator are disclosed. Current is applied to the piezoelectric actuator from a source for the duration of a charging time as a function of a required quantity of fuel, in order to move the nozzle needle into its opened position for a time period which is dependent on the required quantity of fuel. The charging time is selected according to the following relationships: tcharge(p)=tnom,charge (p) for TI>tEP,p and tcharge (p, TI)?Ti for TI?tEP,p.

Abstract: A method, comprising: during engine cylinder operation with fuel from a first injector and not a second injector: increasing a rail pressure of a fuel rail coupled to the second injector in response to a temperature increase of a tip of the second injector. In this way, by raising the rail pressure of a fuel rail coupled to the second injector in response to a temperature increase of a tip of the second injector, the method may be utilized to prevent a vapor space from forming within the tip of the second injector which is exposed to the heat of combustion within the engine cylinder. By preventing a vapor space from forming, the method may be used to prevent fuel distillation in the tip of the second injector during periods where the engine cylinder is operating with fuel from a first injector and not the second injector.

Abstract: Methods and systems are provided for operating a fuel system configured to deliver a gaseous fuel to an engine. Following tank refilling, the fuel composition is selectively updated based on fuel tank pressure, temperature, and air content data. When the engine is subsequently restarted, the fuel rail is primed for a duration based on the updated composition.

Abstract: A method, comprising: operating an engine cylinder with fuel from a first injector and not a second injector and activating the second injector in response to a rail pressure increase of a fuel rail, the fuel rail coupled to the second injector. In this way, degradation of the second injector may be reduced by activating the second injector and allowing fuel flow through the second injector to reduce the pressure and temperature of the fuel rail.

Abstract: The invention includes systems and methods for power cogeneration. In certain embodiments the cogeneration systems include one or more units that are modularized; in some of these embodiments, the modules contain components that are integrated and ready for use with a control system that optimizes a result for the cogeneration plant. In some cases, the cogeneration system is part of a network of cogeneration systems.

Abstract: A thrust reverser for a turbojet engine nacelle includes a movable cowl, cascade vanes and a portion forming a movable variable nozzle. The cowl translates between a closing position and a maintenance position which is located beyond a thrust reversal position. In the maintenance position, the cowl opens a passage within the nacelle and allows access the inside of the nacelle. The variable nozzle is translated by an actuator between reduced ejection section and increased section positions. In particular, the cascade vanes move between retracted and active positions and are housed in an envelope formed by a fan casing and an outer cowl in the retracted position. In the active position, the cascade vanes are displaced downstream by an actuator through a passage open by the movable cowl in the nacelle. The actuator of the cascade vanes is dissociable from the actuator driving the variable nozzle.

Abstract: A solid fuel grain suitable for use in hybrid propulsion systems has a generally cylindrical shape and defines a center port. The solid fuel grain is formed as a series of concentric layers arrayed around the center port. When incorporated into a rocket, an oxidizer is introduced into the solid fuel grain along a pathway defined by the center port, with combustion occurring along the exposed surface area of the solid fuel grain section adjacent to the center port. Each concentric layer has a surface pattern that serves to increase the surface area for combustion, a surface pattern that persists even as the fuel burns. To achieve such a construction, the concentric layers of the solid fuel grain are preferably manufactured using any one of several available freeform-fabrication machines capable of fabricating articles in a polymeric material suitable for a hybrid propulsion system.

Abstract: A hybrid propulsion system for a vehicle comprises a propellant tank for providing a supply of propellant, a propellant heater, and an exhaust nozzle. The propellant tank is in fluid communication with the propellant heater and is configured for providing a flow of propellant to the propellant heater. The propellant heater is in fluid communication with the propellant tank and the nozzle and initially comprises a supply of oxidizer that is configured for reacting chemically with the propellant to produce heat. The propellant heater is further configured for receiving a beam of microwave energy and facilitating transmission of the beam of microwave energy to the propellant. The nozzle is in fluid communication with the propellant heater and is configured for receiving a flow of propellant from the propellant heater, for accelerating the propellant, and for expelling the propellant so as to produce thrust.

Abstract: A method for operating an engine is disclosed. In one example, internal EGR is increased during conditions where cooled EGR is at a higher concentration during a decreasing engine load so that homogeneous compression ignition may be initiated at lower engine loads.

Abstract: Provide is a construction machine allowing an air cleaner to be located entirely low while securing dust-discharge function thereof, with no risk of adverse effects such as diffusion of dusts and complication in structure. The construction machine includes an engine and an air cleaner connected to an intake-side portion of the engine to filter intake air. The air cleaner includes an air-cleaner main body which filters the intake air and an evacuator which discharges dusts separated from the intake air and protrudes downward beyond the air-cleaner main body. The air-cleaner main body is placed on an air-cleaner placement surface, the evacuator protruding downward beyond the air-cleaner placement surface at a position deviated outward from the air-cleaner placement surface.

Abstract: A duel fuel system includes a plurality of fuel injectors that have a non-injection configuration, a liquid fuel injection configuration, a gaseous fuel injection configuration and a combined fuel injection configuration. Each of the fuel injectors is fluidly connected to a gaseous fuel common rail and a liquid fuel common rail. Each of the fuel injectors includes a three way gas control valve and a three way liquid control valve that move along a common centerline. A gas control chamber of each fuel injector is fluidly connected to the liquid fuel common rail by two passages in parallel when the gas control valve member is in a first position corresponding to the non-injection configuration. The liquid control chamber of each fuel injector is also fluidly connected to the liquid fuel common rail by two passages in parallel when the liquid control valve is in a first position, again corresponding to the non-injection configuration.

Abstract: A fuel injector for an internal combustion engine includes: an injector body of substantially elongate form and defining an injector body axis; an injector nozzle disposed at one end of the injector body; and a plurality of element connectors for providing fluid and/or electrical connection into and/or out of the fuel injector wherein at least some of the element connectors are arranged to be rotatable relative to one another about the injector body axis.

Abstract: A fuel rail assembly for supplying pressurized fuel to at least one fuel injector of an engine includes a hollow fuel rail extending along a fuel rail axis. The fuel rail includes an inlet for introducing the pressurized fuel into the fuel rail and at least one outlet for dispensing the pressurized fuel from the fuel rail. The fuel rail assembly also includes a bracket for attaching the fuel rail assembly to the engine. The bracket includes a fuel rail portion defining a first passage extending therethrough in the same direction as the fuel rail axis for receiving the fuel rail therewithin. The bracket also includes a mounting portion adjacent to the fuel rail portion and defining a second passage extending therethrough in the same direction as the fuel rail axis. The mounting portion is configured to receive a fastener for securing the fuel rail assembly to the engine.

Abstract: An injector has an inlet and an outlet and an armature tube having passage structure and having a distal end spaced from the outlet. The passage structure communicates with the inlet. A movable, magnetic armature is coupled to the armature tube. An electromagnetic coil is associated with a stator and with the armature. A first spring is constructed and arranged, when the coil is not activated, to bias the armature tube so that the distal end engages in a sealing manner with a first seat to limit leakage of the gaseous fuel from the outlet. A second valve is movable in a valve body. A second spring is constructed and arranged, when the coil is not activated, to bias the second valve so that a seating surface thereof engages a second seat to close the outlet.

Abstract: A piezoelectric component (1), which serves in particular as a piezoelectric sensor or a piezoelectric actuator, comprises a main body (2). The main body (2) has a first ceramic layer (15), a second ceramic layer (16) and an inner electrode layer (17). An outer metallization (5) is provided here, applied to an outer side (3) of the main body (2) and contacting the inner electrode layer (17). The main body (2) has a removal of material (4), the removal of material (4) separating the outer metallization (5) from an end-face outer electrode (7), which is formed by a metallization (7) of an end face (6) of the main body (2). A method for producing a piezoelectric component (1) is also provided.

Abstract: A direct injection, solenoid fuel injector includes at least one current sensing function capable of detecting a current draw of the solenoid and a controller function. The controller is capable of determining a fully open time of the direct fuel injector solenoid based on the application of a slope inflection filter and a slope discrimination filter to a derivative of the current draw.

Abstract: A system and method for controlling a fuel supply system of an engine is disclosed in which an engine driven high pressure fuel pump is operated whenever possible at one of an optimum demand level providing optimum pump efficiency for the current engine speed or at a zero demand level to reduce the fuel used by the engine to drive the high pressure fuel pump. The operating mode used is dependent upon at least one of the amount of fuel currently stored in a high pressure fuel accumulator and whether a current fuel demand Fd exceeds an optimum quantity Po of fuel that can be provided by the high pressure fuel pump when operating at the current engine speed.

Abstract: A connection device for connecting a first power supply and a second power supply to an ignition plug has a first power supply side line which establishes electrical connection between the ignition plug and the first power supply and which is electrically connected to the second power supply, and a second power supply side line which establishes electrical connection between the ignition plug and the second power supply. The first power supply side line includes a first diode which prevents a current inflow from the second power supply into the first power supply or a current inflow from the first power supply into the second power supply, and an inductor disposed between the first diode and the ignition plug. The inductor is disposed around the second power supply side line while being separated from the second power supply side line. Thus, noise can be suppressed.

Abstract: The presence or absence of degradation and abnormality is determined with high reliability by measuring a resistance value of a glow plug, which is in an operating state, as a latest resistance value. A method then determines whether or not the rate of the change of the latest resistance value with respect to an initial resistance value of the glow plug exceeds a first predetermined value. The method also determines whether or not the rate of the change of the latest resistance value with respect to a last resistance value that is a resistance value of the glow plug, which has been recently measured at the time of the acquisition of the latest resistance value, exceeds a second predetermined value when the rate of change of the latest resistance value with respect to the initial resistance value of the glow plug exceeds the first predetermined value.