Abstract: A valve is configured to control an opening in a passage. A valve angle sensor is configured to send an electric signal according to a rotation angle of the valve. In a storing process, an actual measurement value of a valve angle at a mechanical full open position is stored as an actual full open valve angle. In a first setting process, a first output value at a mechanical full close position is set. In a second setting process, a second output value at the stored actual full open valve angle is set. The output characteristic is set as an angle to output value relation according to the first output value and the second output value.

Abstract: A ranking module determines N ranking values for N predetermined cylinder activation/deactivation sequences of an engine, respectively. N is an integer greater than or equal to two. A cylinder control module, based on the N ranking values, selects one of the N predetermined cylinder activation/deactivation sequences as a desired cylinder activation/deactivation sequence for cylinders of the engine. The cylinder control module also: activates opening of intake and exhaust valves of first ones of the cylinders that are to be activated based on the desired cylinder activation/deactivation sequence; and deactivates opening of intake and exhaust valves of second ones of the cylinders that are to be deactivated based on the desired cylinder activation/deactivation sequence. A fuel control module provides fuel to the first ones of the cylinders and disables fueling to the second ones of the cylinders.

Abstract: An engine control system of a vehicle includes a manifold temperature module, a runner temperature module. The manifold temperature module determines a first temperature of gas in an intake manifold of an engine. The runner temperature module determines a second temperature of gas in an intake runner associated with a cylinder based on the first temperature of the gas in the intake manifold. The engine control system further includes at least one of: a fuel control module that controls fueling of the cylinder based on the second temperature of the gas in the intake runner; and a spark control module that controls spark of the cylinder based on the second temperature of the gas in the intake runner.

Abstract: Based on a desired average number of activated cylinders per sub-period of a predetermined period including P sub-periods, a cylinder control module selects one of N predetermined cylinder activation/deactivation patterns. The selected cylinder activation/deactivation pattern corresponds to Q activated cylinders per sub-period, Q is an integer between zero and a total number of cylinders of an engine, inclusive, P is an integer greater than one, and the desired average number of active cylinders is a number between zero and the total number of cylinders of the engine.

Abstract: In an internal combustion engine that is capable of performing a fuel supply cut control (FC control), a performance of the FC control is suspended, in a case where, when the performance of the FC control is requested to initiate, a deviation between a solid solution of an active element in a carrier and a target solid solution is equal to or more than a predetermined upper limit value and a catalyst temperature is equal to or more than a predetermined upper limit temperature.

Abstract: The heat provided to a vehicle based SCR system may be managed by purposely increasing the load placed on the vehicle's engine such that the engine's exhaust gas temperature remains above a predetermined level. The energy generated by the extra load placed on the engine may be dissipated through an energy absorption device. The need for extra engine load may be anticipated to ensure adequate heat is provided to the SCR throughout various operating conditions.

Abstract: System for controlling the carburetion of an internal combustion engine comprising the following activities: a) starting the engine; b) determining the factor ?o using any known method; c) measuring the ionization current cio; d) modifying—from outside—the factor ? by a predefined amount equivalent to ?? bringing it to the value ?1=?o+??; e) repeating the measurement of the ionization current ci1; f) calculating the value of the difference of the ionization current A?ci1 equivalent to cio?Ci1; g) repeating operations d. and e. until the difference between the last value of the ionization current o,? and the second last value cin-1 is smaller than ?ci; where ?ci is a predefined value which is assumed to have no influence with respect to the carburetion.

Abstract: A heater control apparatus (1) includes a heater driver (51) which is turned on and off in accordance with a pulse drive signal PS, heater energization control means S33, S39 for outputting the pulse drive signal PS to the heater driver 51 so as to control the supply of electric current to the heater section (4), power supply voltage detection means S30, S35 for detecting a power supply voltage VB of the power supply BT, ideal electric energy obtaining means S31, S37 for obtaining an unit ideal electric energy WAi, actual electric energy calculation means S36 for calculating an unit actual electric energy WA, and duty ratio determination means S38 for determining a duty ratio DT(n+1) of the pulse drive signal PS such that the unit actual electric energy WA(n+1) becomes equal to the unit ideal electric energy WAi(n+1) in the next period T(n+1).

Abstract: While an engine is an idling state and an EGR opening degree is increased stepwise from a specified opening degree, a variation in engine speed (a standard deviation in engine speed) is repeatedly computed. After that, a specified step amount is successively reduced from the EGR opening degree and the variation in engine speed is successively computed until the EGR opening degree becomes less than or equal to a specified value. Then, a maximum value of the EGR opening degrees where the variation in engine speed becomes minimum is learned as the full-close position.

Abstract: Proposed is a method for monitoring a passive pressure limiting valve (11) via which fuel is discharged from the rail (6) of a common rail system into the fuel tank (2), in which method, upon the detection of a defective rail pressure sensor (9), a switch is made from a rail pressure regulation mode into an emergency mode, wherein in the emergency mode, the rail pressure is successively increased until the pressure limiting valve (11) reacts, in which method, in the emergency mode, the pressure limiting valve (11) is set as open when the starting phase of the internal combustion engine has additionally been detected as having ended, and in which method, in addition, the opening duration of the pressure limiting valve (11) is monitored.

Abstract: A technique for correcting injector characteristics is provided. In particular, a micro control unit is configured to generate a control pulse for controlling the operation of an injector; and a driving semiconductor is configured to detect and calculate a driving characteristic of the injector and compensating for injection timing of the control pulse in accordance with a deviation in injection timing of the injector.

Abstract: An injector driver and a method of controlling the injector driver are provided. A defect of a driving channel is detected by enabling an identification of safety inspection for each channel in a driving semiconductor during an idle mode. The injector driver includes a plurality of driving switches that operate an injector and a driving semiconductor that drives of the driving switches. In addition, the driving semiconductor determines a short defect of the injector during an idle mode and detects and stores the defective short in a channel unit.

Abstract: An injector driver module applies power to a fuel injector of an engine for a fuel injection event. A voltage measuring module measures first and second voltages at first and second electrical connectors of the fuel injector. A parameter determination module determines a maximum value based on a first difference between the first and second voltages, determines a minimum value based on the first difference between the first and second voltages, and determines a second difference between the maximum and minimum values. A diagnostic module, based on the second difference between the maximum and minimum values, indicates whether the fuel injector injected fuel in response to the application of power.

Abstract: A system and method for recuperating energy from a motor vehicle is described in which during an engine overrun period kinetic energy from the slowing motor vehicle is used to drive a high pressure fuel pump at a high demand level so as to store fuel at high pressure in a fuel accumulator for later use by an engine of the motor vehicle.

Abstract: A device for correcting injector characteristics includes: an injector-characteristic detection unit that outputs a selection signal by detecting drive characteristics of injectors in response to a selection control signal; a selection control unit that outputs the selection control signal for selecting a factor for deviation correction to the injector-characteristic detection unit; a selection confirmation unit that confirms a variation value of the factor corresponding to the selection signal; a deviation correction unit that calculates a deviation compensation value corresponding to the injector characteristics in response to an output signal of the selection confirmation unit, and thus output a correction signal; a control unit that generates a correction clock in response to the correction signal; and an output drive unit that controls driving of the injectors in response to the correction clock.

Abstract: An exhaust heat recovery device includes: a heating part for exchanging heat between a heating fluid and a working fluid; and a condensing part for exchanging heat between the working fluid evaporated by the heating part and a heated fluid to thereby condense the working fluid. The heating part has a tube in which the working fluid flows and whose upper end portion in a vertical direction is opened and whose lower end portion in the vertical direction is closed. The heating part has a storing part provided on an upper side in the vertical direction thereof, the storing part having a tube joint part to which the upper end portion in the vertical direction of the tube is joined and storing the working fluid condensed by the condensing part. The storing part has a condensed liquid holding part for holding the condensed working fluid.

Abstract: An assembly includes a suspension pylon and a thrust reverser which has vanes for deflecting flow and a cowl able to move between an open position and a closed position by an actuator. The thrust reverser further includes rails able to slide in slideways. In particular, the actuator is disposed in line with a corresponding rail. The actuator may be an actuator having a rotating nut connected to an endless screw or an actuator suitable for pulling on the corresponding rail or on the corresponding slideway.

Abstract: A tertiary locking assembly for a thrust reverser includes a tertiary lock, a primary control line associated with the tertiary lock, and a secondary control line. The primary control line includes a primary electromechanical valve and a primary power supply line connected to the primary electromechanical valve. In addition, the secondary control line has a secondary electromechanical control valve and a secondary power supply line connected to the secondary electromechanical control valve. In particular, the secondary control line is provided with at least one manually controlled switch.

Abstract: The invention relates to an actuation device (1) for moving a movable cover of a thrust reverser. Said actuation device includes: —an actuator including a first element (4), such as a screw, and a second element (5), such as a nut, that engages with the first element such that rotation of the first element causes translation of the second element; —a locking portion (31) rotatable between a locked position, wherein the locking portion prevents the first element (4) from rotating, and an unlocked position, wherein the locking portion (31) allows the first element (4) to rotate; and —an inhibiting part (45) that is translatable between a first position, wherein the inhibiting part (45) allows the locking portion (31) to rotate, and a second position, wherein the inhibiting part (45) prevents the locking portion (31) from rotating into the locked position.

Abstract: The present invention discloses a dual-vortical-flow hybrid rocket engine, including a main body and a nozzle communicating with an end of the main body. The main body includes a plurality of disk-like combustion chambers arranged longitudinally, and a central combustion chamber formed along the axial portion and communicating the disk-like combustion chambers. Each of the disk-like combustion chambers is provided with a plurality of oxidizer injection nozzles at its inner circumference surface. Inside the disk-like combustion chambers, the oxidizer is injected in nearly the tangent directions of the circumference, and the injection directions are opposite for the neighboring disk-like combustion chambers, which creates vortical flows with opposite rotating directions so as to increase the total residence time of the combustion reactions of the oxidizer and the solid-state fuel in the disk-like combustion chambers of the present invention.

Abstract: A device for dosing inlet fluid in an engine and for regulating the temperature thereof is disclosed. The device has a dosing body on which a first and a second circulation channel are arranged. First and second movable flow dosage flaps are arranged in the circulation channels. The dosing body also includes an actuator motor and a kinematic capable of actuating the first and/or the second flap. The device additionally includes first and second tubes, at least one of the tubes having a means for modifying the temperature of the fluid. The kinematic is shaped so as to position at rest, if flap actuation is lost, the first flap of the cool channel being then in a fully open position and the second flap of the hot channel being then in a fully closed position.

Abstract: A method for injecting a gaseous medium, in particular a gaseous fuel, into an intake tract (1) of a gas engine or diesel-gas engine using an electromagnetically actuable gas valve (2). In order to increase the flow speed, the gaseous medium is injected into the intake tract (1) via at least two throttling points (3, 4) positioned in series.

Abstract: A method for operating a motor vehicle internal combustion engine that has an exhaust tract with an exhaust gas purification unit acting catalytically and/or by filtration with which combustion air supplemented by exhaust gas diverging from the exhaust tract is fed to the combustion chambers of the internal combustion engine by exhaust gas branching off from the exhaust tract at a total exhaust gas recirculation rate. The total exhaust gas recirculation rate has a low-pressure proportion diverging downstream from the exhaust gas purification unit and a high-pressure proportion diverging upstream from an exhaust gas turbocharger turbine arranged in the exhaust tract. An essentially decreasing low pressure proportion is set with at least approximately the same operating points of the internal combustion engine with an increasing operating period of the exhaust gas purification unit.

Abstract: An exhaust turbo pump of an internal combustion engine has multiple pairs of turbine and compressor wheels rotatable about a common axis, an inner pair of wheels being connected by a tubular shaft rotatable relative to a spindle connecting an outer pair of wheels. One pair of wheels comprises a turbocharger for inlet air, and another pair of wheels comprises a low pressure EGR pump.

Abstract: A method for an evaporative emissions leak test, comprising: adjusting a pressure threshold based on a fuel volatility of a fuel contained in a fuel tank; and performing the evaporative emissions leak test based on the adjusted pressure threshold. By determining fuel volatility and adjusting a pressure threshold based on the fuel volatility, a more robust and accurate evaporative emissions leak test may be employed without adding additional components to a fuel system.

Abstract: Systems and methods for improving fuel vapor purging for a vehicle are presented. In one example, a fuel vapor storage canister vent valve is housed in a fuel vapor storage canister for the purposes of heating contents of the fuel vapor storage canister and venting the fuel vapor storage canister to atmosphere.

Abstract: Provided is a construction machine including an air cleaner having a cylindrical outer peripheral surface and an air intake pipe, wherein the assembly of the air cleaner and the air intake pipe can have a reduced width size in the front-rear direction. The air intake pipe has a returning portion and a downstream-side portion. The downstream-side portion has a cross section having a shape including a hypotenuse portion inclined toward the air cleaner, arranged in the state where at least a part of the hypotenuse portion is located in a space defined between the cylindrical outer peripheral surface of the air cleaner and an air-cleaner placement surface.

Abstract: The invention relates to a filter, especially a fuel filter, comprising a housing of a suitable plastic material, consisting of an upper part and a lower part, and a concertinaed filter element arranged in the housing. Said housing separates an inlet from an outlet. The upper part is connected to the lower part by welding or the like. The front sides of the filter element are directly connected to the opposing front walls of the housing.

Abstract: A method and apparatus pump fuel to a fuel injection system in an internal combustion engine. The method comprises steps of pumping a liquid fuel to a first pressure, using the liquid fuel at the first pressure as a hydraulic fluid for driving a gaseous fuel pump, and pumping a gaseous fuel to a second pressure with the gaseous fuel pump.

Abstract: Methods are provided for correct spill valve timing of a high pressure pump coupled to the direct injection system of an internal combustion engine. A method is needed to monitor and adjust spill valve timing on-board the vehicle, where spill valve timing error may result from sensors error and/or time between command signal and actuation response of the spill valve. To self-correct spill valve timing error on-board a vehicle, methods are proposed that involve monitoring and recording fuel rail pressures, high pressure pump duty cycles, and fractional liquid volume pumped values in order to find zero flow relationships.

Abstract: A four-stroke engine includes a cylinder head in which a combustion chamber, an intake port that communicates with the combustion chamber, and a housing hole that passes through the combustion chamber and through the intake port are provided, and a fuel injector that supplies a mist of fuel directly to the combustion chamber by jetting the mist of fuel toward the combustion chamber. The fuel injector includes at least a portion that is disposed at the intake port and at the housing hole.

Abstract: A marine propulsion device comprises an internal combustion engine that has a piston-cylinder. A fuel injector injects fuel into the internal combustion engine. A fuel rail conveys the fuel to the fuel injector. The fuel rail has an upstream inlet end that receives the fuel and a downstream outlet end that supplies the fuel to the fuel injector. A fuel hose has an upstream inlet end that receives the fuel from a fuel reservoir and a downstream outlet end that discharges the fuel to the inlet end of the fuel rail. A filter element axially extends into at least one of the fuel rail and the fuel hose. The filter element is configured to filter particulate materials from the fuel.

Abstract: A method for assessing an injection behavior of at least one injection valve of an internal combustion engine includes putting the internal combustion engine into a special operating mode defined by control parameters and operating the engine in the special operating mode during a diagnostic time period, at least one operating parameter of the internal combustion engine being determined at least during the diagnostic time period, and at least one quantity characterizing the injection behavior of the at least one injection valve being evaluated at least during a segment of the diagnostic time period and being evaluated on the basis of the at least one operating parameter.

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: A vehicle includes an engine having a crankshaft, a transmission having an input, and an electric machine mechanically coupled to the transmission input. The vehicle further includes a clutch configured to mechanically couple the electric machine and engine crankshaft, and at least one controller. The at least one controller, in response to an engine start condition and subsequent partial engagement of the clutch, outputs a torque command for the electric machine to increase the speed of the crankshaft to a speed of the electric machine before commanding fuel injection of the engine. The torque command is based on driver demanded torque and a change in speed of the crankshaft caused by changes in pressure to the clutch.

Abstract: An engine control system comprises a temperature control module and an engine disabling module. The temperature control module regulates a first temperature of an electrically heated catalyst (EHC) based on a first predetermined light-off temperature while an engine is shut down. The engine disabling module selectively disables start up of the engine when a second temperature of a passive catalyst is less than a second predetermined light-off temperature while a maximum torque output of an electric motor is greater than a desired torque output.

Abstract: A control unit of a vehicle electric power supply apparatus controls an opening and closing unit to set a switch to an OFF state and a voltage detection unit to detect an output voltage of a first power source and an output voltage of a second power source when a second electric load is to be driven, and the control unit inhibits driving of the second electric load when the absolute value of the difference between the output voltage of the first power source and the output voltage of the second power source detected by the voltage detection unit is a predetermined first threshold value or less over a predetermined length of time.

Abstract: A remote start control system is for a vehicle including a data communications bus extending through the vehicle, an engine, at least one vehicle brake being selectively operable based upon a parking brake command on the data communications bus, and a vehicle climate control system operable based upon a climate control command on data communications bus. The remote start control system may include a remote start transmitter to generate a remote start signal, and a vehicle remote start controller at the vehicle that may include a receiver to receive the remote start signal, and at least one processor cooperating with the receiver. The at least one processor, in response to the remote start signal, may generate the parking brake command on the data communications bus, generate the climate control command on the data communications bus, and start the engine.

Abstract: An internal combustion engine including a starter is shown. A method for monitoring the starter includes determining electrical energy consumed by pinion and motor solenoids operative to activate and rotate a pinion gear of an electrically-powered motor meshingly engageable to a starter ring gear portion of a flywheel of the engine during an engine starting event. Current ringing in the pinion and motor solenoids is monitored during the engine starting even, and a fault is identified in the pinion and motor solenoids based upon the current ringing and the electrical energy consumption of the starter during the engine starting event.

Abstract: A resonance inductor is connected with a charging path through which an ignition condenser is charged; a first switching device controls charging of the ignition condenser; discharging of the ignition condenser is controlled by a second switching device whose collector terminal is connected with the other end of the primary coil of an ignition coil unit and whose emitter terminal is connected with the negative-polarity terminal of the ignition condenser; a clamp diode is connected between the one end of the primary coil and the collector terminal of the second switching device.

Abstract: A glow plug control method of a diesel hybrid vehicle includes: determining an operation time of a glow plug based on a coolant temperature while the vehicle runs in an electric vehicle mode with an electric motor; determining whether the inside of an engine cylinder needs to be preheated based on the coolant temperature; comparing a driver-required power with a standard start power for determining whether to start a diesel engine; determining a glow plug operation time and a standard glow operation power, when the driver-required power is under the standard start power; operating the glow plug in advance, when the standard glow operation power is less than the driver-required power; and starting the diesel engine, when the driver-required power is higher than the standard start power.

Abstract: A hydraulic system for a machine is disclosed. The hydraulic system includes a hydraulic tank configured to store a liquid therein. The hydraulic system also includes a first conduit, a venturi, a fluid conduit and a second conduit. The first conduit is in fluid communication with the hydraulic tank and configured to receive the liquid from the hydraulic tank. The venturi is in fluid communication with the first conduit and configured to reduce a pressure of the liquid flowing therethrough. The fluid conduit is in fluid communication with the venturi and configured to supply a gaseous fluid into the venturi. The second conduit is in fluid communication with the venturi and configured to supply a mixture of the liquid and the gaseous fluid into the hydraulic tank in order to increase a pressure of the liquid in the hydraulic tank.

Abstract: A wave energy converter located on the seabed extracts the potential energy in a wave transiting over the wave energy converter. The converter includes a vessel arranged so that its longitudinal axis is located near seabed so that an upstream opening near one end sits below the crest of the wave when and a downstream opening near the other end sits below the trough of the wave. Repetitive waves flowing over the converter cause a cyclic difference in the weight of the water above the openings. This cyclic weight differential in turn creates a horizontal cyclic force acting on the piston, which in turn acts on a hydraulic cylinder to create a high-pressure hydraulic fluid. A vertical embodiment operating on similar principles is also disclosed.

Abstract: A wind turbine and to a method for installing a generator for a wind turbine, in which a nacelle and a mainframe for installation of, e.g., a generator and a main shaft, is installed on top of a tower. The nacelle further has a nacelle cover extending over the main frame from the hub and to a rear end, covering components installed on the main frame. The nacelle cover has at least a first part and a second part, the first part having a interface for engagement with a corresponding interface on the second part, the second part of the nacelle cover housing a generator as one unit. By having the generator and the second part of the nacelle cover as a single unit, installation can be performed in one go and then only one hoist with a crane is needed.

Abstract: A rotor blade assembly for a wind turbine has a rotor blade. A strip-member blade accessory is mounted to one of the rotor blade surfaces that stretches under normal operating conditions of the wind turbine. The blade accessory has a base portion. An attachment layer connects the base portion to the rotor blade surface and has a lower shear modulus than the base portion to allow for shear slippage between the base portion and the underlying rotor blade surface.

Abstract: It includes a rotatable hub carrying blades and a device for attaching a portion of the blades to a portion of the hub. The attaching device includes bushings inside of which corresponding studs can be secured. At least some of the bushings are provided with at least one securing end adapted for providing the stud with a degree of rotation relative to the bushing. Bushings may include an inner receiving member for receiving a corresponding end of the stud. The receiving member can be rotated inside the bushing around an axis.

Abstract: A wind turbine blade has upper and lower shell members with a respective spar cap configured on an internal face of the shell members. A shear web extends between the spar caps along a longitudinal length of the blade. A connection assembly is configured between the transverse ends of the shear web and the spar caps and includes a channel structure configured on the spar cap. The channel structure includes side walls that extend from the spar cap along the longitudinal sides of the shear web. A pliant actuation line is attached between the side walls of the channel structure and bond paste is deposited in the channel structure. Movement of the transverse end of the shear web into the channel structure results in the actuation line pulling the side walls of the channel structure against the longitudinal sides of the shear web.

Abstract: One embodiment of the invention relates to a method for controlling a wind turbine, having the steps of detecting an internal fault signal which is generated in the first wind turbine and which indicates a disruption of the first wind turbine; receiving at least one external fault signal which is generated outside of the first wind turbine and which indicates a disruption of another wind turbine; and evaluating the internal fault signal dependent on the at least one external fault signal.

Abstract: Systems, apparatuses, and methods are provided for actuating one or more load management devices on a wind turbine and/or a wind turbine blade. Each actuator may exhibit one or more beneficial qualities including appropriate actuation speed/force characteristics, size and/or weight characteristics, and/or increased reliability and consistent operation in a variety of operating conditions. According to some aspects, the actuator may be a direct pneumatic actuator, a ramp slide pneumatic actuator, a scissor actuator, a linear induction actuator, a belt actuator, a closed cam follower actuator, a screw drive actuator, a solenoid actuator, a rack and pinion actuator, a cylindrical cam follower actuator, a Y-belt actuator, an offset rotary drive actuator, a tape style actuator, a rigid tape actuator, a deformable membrane actuator, a memory alloy actuator, and/or a crank slide actuator.

Abstract: A method is disclosed for controlling a wind turbine by optimizing its production while minimizing the mechanical impact on the transmission. The wind turbine comprises a nacelle provided with a rotor on which blades are fastened and an electrical machine linked to the rotor by a transmission in which pitch angle of the blades is controlled, comprising An aerodynamic torque setpoint and an electrical machine torque setpoint making possible maximizing the recovered power are determined from measurements of wind speed, of rotor speed and of electrical machine speed. At least one of the setpoints is modified by subtracting from it a term proportional to a difference between the measured speed of the rotor and the measured speed of the electrical machine. A pitch angle of the blades making possible production of the aerodynamic torque setpoint is determined. The blades are oriented according to the angle of inclination.