Abstract: An engine system having donor cylinders and non-donor cylinders is disclosed. The engine system may have a first intake manifold configured to distribute air into the non-donor cylinders, and a second intake manifold separate from the first intake manifold and configured to distribute air into the donor cylinders. The engine system may also have a first exhaust manifold configured to discharge exhaust from the non-donor cylinders to the atmosphere, and a second exhaust manifold separate from the first exhaust manifold and configured to recirculate exhaust from the donor cylinders to the first intake manifold.

Abstract: An issue of the present invention is to provide an engine device which is provided with an exhaust gas purification device, and which can be efficiently disposed in an engine installation space. A diesel engine 1 is provided with an exhaust gas treatment case 2 that treats exhaust gas, and an exhaust gas purification device 2 is disposed at an upper face side of the diesel engine 1. In addition, the engine device has a structure in which either the diesel engine 1 or the exhaust gas purification device 2 is provided with a temporary locking body 90, while the other one is provided with a temporary locking notch 92, in which a temporary locking body 87 or the temporary locking notch 92 is disposed below an attachment part of the diesel engine 1.

Abstract: An attachment assembly for coupling a turbocharger heat-shield to an exhaust manifold heat-shield is provided. The turbocharger heat-shield includes a flange portion extending therefrom. The attachment assembly includes a bracket and a coupling mechanism. The bracket defines through holes. The bracket is in contact with the flange portion of the turbocharger heat-shield. The coupling mechanism includes a number of fastening members. The fastening members are received through the through holes of the bracket and corresponding holes of the flange portion and the exhaust manifold heat-shield respectively. Therefore, the coupling mechanism sealably couples the bracket with the flange portion and the exhaust manifold heat-shield.

Abstract: An air-cooled engine capable of enhancing detection precision of a temperature sensor includes a crankcase, a crankshaft, a fan case, and an engine cooling fan. The installation direction of the crankshaft defines the front and rear direction. The fan case is provided in a front part of the crankcase, and the engine cooling fan is accommodated in the fan case. The air-cooled engine includes a cooling wind passage, a wind passage terminal end wall, an oil splashing device, and a temperature sensor. The wind passage terminal end wall is provided in a rear end of the cooling wind passage, the oil splashing device is provided on the rear side of the wind passage terminal end wall and formed to splash engine oil in the crankcase onto the wind passage terminal end wall, and the temperature sensor is attached to a front part of the wind passage terminal end wall.

Abstract: A turbomachine includes a compressor configured to compress air received at an intake portion to form a compressed airflow that exits into an outlet portion. A combustor is operably connected with the compressor, and the combustor receives the compressed airflow. A turbine is operably connected with the combustor, and the turbine receives combustion gas flow from the combustor. The turbine has a turbine casing. A cooling system is operatively connected to the turbine casing. The cooling system includes a plurality of heat pipes attached to and in thermal communication with the turbine casing. The plurality of heat pipes are operatively connected to one or more manifolds. The plurality of heat pipes and the one or more manifolds are configured to transfer heat from the turbine casing to a plurality of heat exchangers.

Abstract: A fresh air inlet system includes an inlet panel defining first windows and second windows, offset from the first windows. An inlet baffle is below the inlet panel and an outlet baffle is opposite the inlet panel from the inlet baffle. The outlet baffle at least partially defines an outlet plenum providing air-flow communication to an induction duct. A longitudinal flow section is defined between the inlet baffle and the inlet panel. A first vertical flow section is defined by the first windows and a second vertical flow section is defined by the second windows. The first vertical flow section is substantially perpendicular to the longitudinal flow section and the second vertical flow section is substantially perpendicular to the longitudinal flow section. Therefore, intake air flows successively from the longitudinal flow section to the first vertical flow section, to the second vertical flow section, and to the induction duct.

Abstract: Methods and systems are provided for a phase change material (PCM) integrated radiator. In one example, a method may include adjusting a radiator control valve into a first position to flow coolant only through a first zone of a radiator containing phase change material (PCM) and not through a second zone of the radiator not containing phase change material. The method may further include adjusting the radiator control valve into a second position to flow coolant only through the second zone of the radiator and not the first zone.

Abstract: A method and apparatus is provided for operating a piston driven, internal combustion engine (10) including a the piston (40) translating in a cylinder (30). The engine (10) has an intake stroke, followed by a partial exhaust stroke, followed by a compression stroke, followed by a power stroke and then an exhaust stroke, all of which are sequentially repeated. The compression stroke has a stroke length that is less than the stroke length of the power stroke.

Abstract: A supercharged internal combustion engine includes at least two exhaust-gas turbochargers arranged in series, wherein a first exhaust-gas turbocharger serves as a low-pressure stage and a second exhaust-gas turbocharger serves as a high-pressure stage. A second turbine of the second exhaust-gas turbocharger may be present upstream of a first turbine of the first exhaust-gas turbocharger, and a second compressor of the second exhaust-gas turbocharger may be arranged in an intake system downstream of a first compressor of the first exhaust-gas turbocharger and a first bypass line may branch off upstream of the second turbine and join back at a junction point between the first turbine and the second turbine. The supercharged engine also includes an exhaust-gas recirculation arrangement and at least one exhaust-gas aftertreatment system between the first turbine and the second turbine.

Abstract: Methods and systems are provided for a pressure-charged combustion engine having at least one cylinder head comprising at least two cylinders. In one example, a system may include each cylinder having at least one outlet port, at least two cylinders configured to form two groups each comprising at least one cylinder, exhaust lines joined together to form an overall exhaust line which provides an exhaust manifold, the exhaust lines connected to an exhaust turbocharger and equipped with rotor blades wherein each rotor blade comprises a first inlet edge facing the flows and a second inlet edge facing the flows connected to one another at a connection point forming an inflection.

Abstract: Systems and methods are provided for controlling boost pressure in an engine system with a parallel turbocharger. One example method includes, responsive to a first condition, deactivating a first compressor of a first turbocharger, activating each first exhaust valve of each cylinder of an engine, and deactivating each second exhaust valve of each cylinder of the engine to flow exhaust gas from the engine to a second turbocharger. The method further includes, responsive to boost pressure exceeding a threshold, maintaining deactivation of the first compressor, reactivating each second exhaust valve to flow exhaust gas from the engine to both the first turbocharger and second turbocharger, and driving an electric assist device via a first turbine of the first turbocharger.

Abstract: The inventive rotary engine comprises a cylindrical chamber inside a casing wherein there is a concentric rotatable power shaft and a rotatable asymmetric main wheel mounted eccentrically enough as such to avoid contact with the wall of cylindrical chamber. Additionally two bars traversing the main wheel radially further having a wiping contact with the cylindrical chamber wherein one bar is fixed with power shaft and other bar is hinged with said power shaft. A combustion process is in action within a demarcated combustion chamber whereby the combustion chamber rotatably travels from a bottom dead volume to a top dead volume and hence a power, generated during this path of rotational travel, is subsequently available for delivery at the concentric power shaft.

Abstract: A rotary engine that includes at least two sets of baffles that are arranged between a cylinder body and a rotor, and are in seal fit with the inner wall of the cylinder body to form at least two sealed cavities in the cylinder body; at least one set of the baffle is a movable baffle, and can rotate around the center of the cylinder body; a one-way rotation mechanism is arranged between the movable baffle and the rotor, and drives the rotor to rotate in one direction. The rotary engine has the benefits that the sealed cavities are formed by the movable baffle and the cylinder body; four working strokes including air suction, compression, ignition and exhaust are carried out in each sealed cavity; the movable baffle rotates under acting and counter-acting forces, drives the one-way rotation mechanism to rotate, and then drives the rotor to rotate.

Abstract: A solid fuel power source that provides at least one of thermal and electrical power such as direct electricity or thermal to electricity is further provided that powers a power system comprising (i) at least one reaction cell for the catalysis of atomic hydrogen to form hydrinos, (ii) a chemical fuel mixture comprising at least two components chosen from: a source of H20 catalyst or H20 catalyst; a source of atomic hydrogen or atomic hydrogen; reactants to form the source of H20 catalyst or H20 catalyst and a source of atomic hydrogen or atomic hydrogen; one or more reactants to initiate the catalysis of atomic hydrogen; and a material to cause the solid fuel to be highly conductive, (iii) at least one set of electrodes that confine the fuel and an electrical power source that provides a short burst of low-voltage, high-current electrical energy to initiate rapid kinetics of the hydrino reaction and an energy gain due to forming hydrinos, (iv) a product recovery systems such as a condenser (v) a reloading sy

Abstract: A combustion chamber for an opposed-piston engine has an elongated asymmetrical shape in longitudinal section that runs along a chamber centerline, between diametrically-opposed openings of the combustion chamber through which fuel is injected. The asymmetry apportions combustion chamber volume to provide additional clearance on a side of the chamber centerline toward which swirl is directed, thereby giving a fuel plume space to swing without hindrance in response to swirl.

Abstract: Combustion equipment includes annular combustion chamber having an annular upstream wall structure. Annular outer casing surrounds and is spaced from annular combustion chamber and annular inner casing is within and spaced from annular combustion chamber. Ogee shaped annular cowl is positioned upstream of annular upstream wall structure and a stage of compressor outlet guide vanes is positioned upstream of annular cowl. Pre-diffuser extends in downstream direction from stage of compressor outlet guide vanes, pre-diffuser is positioned upstream of cowl. Stage of compressor outlet guide vanes is connected to outer and inner casing. Outer fairing extends radially inwardly from outer casing such that annular outer casing, outer fairing and pre-diffuser define annular outer cavity and outer fairing is spaced from cowl or inner fairing extends radially outwardly from inner casing such that annular inner casing, inner fairing and pre-diffuser define an annular inner cavity and inner fairing is spaced from cowl.

Abstract: A reverse-core turbofan engine including a propulsor section including a fan and a fan-tip turbine configured to deliver air to a core duct, including a first portion, disposed aft of the propulsor section, and direct air aft, toward an inlet of a reverse-core gas generator, and a second portion, configured to receive air from an exit of the gas generator and direct the air forward and radially outward of the propulsor, toward the fan-tip turbine in the propulsor, thereby driving the propulsor.

Abstract: The present disclosure relates generally to an aircraft with counter-rotating pusher props powered by a gas turbine engine having a power turbine disposed substantially perpendicular to the compressor, combustor and turbine gas generator power core axis, as well as to the aircraft longitudinal axis.

Abstract: A gas turbine engine including a core engine and a variable pitch fan arranged in flow communication with the core engine is provided. The variable pitch fan includes a plurality of blades coupled to a disk, the blades and disk configured to rotate together about an axial direction of the engine. A rotatable front hub may be provided over a front end of the variable pitch fan, including the disk. The gas turbine engine additionally includes a plurality of trunnion mechanisms coupling each of the plurality of fan blades to the disk. Each trunnion mechanism includes a bearing having one or more components formed of a non-ferrous material, decreasing a weight of the respective trunnion mechanism and allowing for, e.g., a smaller front hub.

Abstract: A method of supplying a bearing compartment with fluid includes the steps of pumping a fluid from a main reservoir to a bearing compartment through a main supply passage which includes one or more passage segments. During a positive gravity condition, the pumping step is performed using a main pump arranged in the main supply passage. The main reservoir includes upper and lower portions. The main supply passage is in fluid communication with the lower portion. Fluid is provided from the main reservoir to the bearing compartment through a secondary supply passage that is fluidly connected to at least one segment of the main supply passage in response to a negative gravity condition. The secondary supply passage is in fluid communication with the upper portion.

Abstract: A turbomachine includes a compressor configured to compress air received at an intake portion to form a compressed airflow that exits into an outlet portion. A combustor is operably connected with the compressor, and the combustor receives the compressed airflow. A turbine is operably connected with the combustor. The turbine receives combustion gas flow from the combustor. The compressor has a compressor casing. A cooling system is operatively connected to the compressor casing. The cooling system includes a plurality of heat pipes attached to and in thermal communication with the compressor casing. The plurality of heat pipes are operatively connected to one or more manifolds. The plurality of heat pipes and the one or more manifolds are configured to transfer heat from the compressor casing to a plurality of heat exchangers.

Abstract: A turbomachine includes a compressor including an intake portion and an outlet portion. The compressor compresses air received at the intake portion to form a compressed airflow that exits into the outlet portion. A combustor is operably connected with the compressor, and the combustor receives the compressed airflow. A turbine is operably connected with the combustor. The turbine receives combustion gas flow from the combustor. An intercooler is operatively connected to the compressor, and at least a portion of the intercooler is placed in an inter-stage gap between rotor blades and stator vanes of the compressor. The intercooler has a plurality of heat pipes that extend into the inter-stage gap. The plurality of heat pipes is operatively connected to one or more manifolds. The plurality of heat pipes and the one or more manifolds are configured to transfer heat from the compressed airflow to a plurality of heat exchangers.

Abstract: A turbomachine includes a compressor configured to compress air received at an intake portion to form a compressed airflow that exits into an outlet portion. The compressor has a plurality of rotor blades and a plurality of stator vanes, and a compressor casing forming an outer shell of the compressor. A combustor is operably connected with the compressor, and the combustor receives the compressed airflow. A turbine is operably connected with the combustor, and the turbine receives combustion gas flow from the combustor. The turbine has a turbine casing. A cooling system is operatively connected to the compressor casing. The cooling system includes a plurality of heat pipes located in at least a portion of the plurality of stator vanes. The heat pipes are configured to be in thermal communication with the compressor casing. The heat absorbed by the plurality of heat pipes is transferred to the compressor casing.

Abstract: A turbomachine includes a compressor having an inter-stage gap between adjacent rows of rotor blades and stator vanes. A combustor is connected to the compressor, and a turbine is connected to the combustor. An intercooler is operatively connected to the compressor, and includes a first plurality of heat pipes that extend into the inter-stage gap. The first plurality of heat pipes are operatively connected to a first manifold, and the heat pipes and the first manifold are configured to transfer heat from the compressed airflow from the compressor to heat exchangers. A cooling system is operatively connected to the turbine, and includes a second plurality of heat pipes located in the turbine nozzles. The second plurality of heat pipes are operatively connected to a second manifold, and the heat pipes and the second manifold are configured to transfer heat from the turbine nozzles to the heat exchangers.

Abstract: A turbomachine includes a compressor configured to compress air received at an intake portion to form a compressed airflow that exits into an outlet portion. A combustor is operably connected with the compressor, and receives the compressed airflow. A turbine is operably connected with the combustor, and receives combustion gas flow from the combustor. The turbine has a plurality of wheels and a plurality of buckets, and the turbine receives compressor bleed off air to cool at least one of the wheels. A cooling system is operatively connected to the turbine, and includes a plurality of heat pipes attached to or embedded within at least one of the wheels. The compressor bleed off air is configured to impinge onto at least one of the wheels or the heat pipes. The heat pipes and the compressor bleed off air are configured to cool the wheels.

Abstract: A turbomachine includes a compressor, combustor and a turbine. An intercooler is operatively connected to the compressor. The intercooler includes a first plurality of heat pipes that extend into the inter-stage gap of the compressor, and the heat pipes are operatively connected to a first manifold. The heat pipes and the manifold are configured to transfer heat from the compressed airflow to one or more heat exchangers. A first cooling system is operatively connected to the turbine. The first cooling system includes a second plurality of heat pipes attached to or embedded within at least one of the plurality of wheels. The compressor bleed off air is configured to impinge onto at least one of the plurality of wheels or the second plurality of heat pipes. The second plurality of heat pipes and the compressor bleed off air are configured to cool at least one of the plurality of wheels.

Abstract: The invention relates to a non-faired propeller turbo-engine comprising a gas generator (12) and a propulsion unit (14) which is separated from the gas generator (12) by an intermediate housing (40), the turbo-engine (10) including a housing (100) and a radially internal ferrule (44) which are coaxial, which are connected by hollow radial arms (50), said housing (100) also defining in part a gas flow duct (48) of a secondary gas flow, 1wherein each radial arm (50) is hollow and is traversed by at least one service (54) of the turbo-engine, characterised in that at least one arm (50) is traversed by a ventilation gas circulation duct (56) from the secondary gas flow and which leads to at least one component from among in particular a power turbine and a mechanical transmission of said propulsion unit.

Abstract: A buffer air cooler system for gas turbine engines disposed in a bypass duct of the engine, includes a housing for containing the buffer air cooler therein and an inlet portion attached to the housing. In one embodiment, the inlet portion has a double-skin configuration in at least one region of a top, bottom and sides of the inlet portion.

Abstract: Disclosed is a fuel injector device having a body with a leading edge and a trailing edge and defining a streamwise direction from the leading edge to the trailing edge, the fuel injector device body having a first wall and a second wall opposite the first wall, each wall extending between and including the leading edge and the trailing edge and the walls conjoining each other at the leading edge and the trailing edge, each wall having a streamwise extent and a crosswise extent, the walls further enclosing an internal space, at least one fluid plenum being provided within the internal space, the fluid plenum at least at one of an upstream end and/or a downstream end being delimited by an internal wall structure, wherein at least one surface of the wall structure is an inclined surface which forms an angle with the streamwise direction which is smaller than or equal to a maximum angle, wherein the maximum angle is 60°.

Abstract: An example turbofan engine starting system includes a core nacelle housing a compressor and a turbine. The core nacelle is disposed within a fan nacelle. The fan nacelle includes a turbofan. A bypass flow path downstream from the turbofan is arranged between the two nacelles. A controller is programmed to manipulate the nozzle exit area to facilitate startup of the engine. In one example, manipulates the nozzle exit area using nozzles, in response to an engine shutdown condition. The nozzles open and close to adjust the nozzle exit area.

Abstract: Air Turbine Starter (ATS) systems are provided, as gas turbine engines including ATS systems. In one embodiment, a gas turbine engine includes an accessory gearbox (AGB) and an integrated Air Turbine Starter (ATS) system. The AGB includes a gearbox gear train within a gearbox housing. The integrated ATS system is removably installed on the AGB and includes an ATS having an air turbine and an output shaft coupled thereto. An ATS clutch module is coupled to the ATS output shaft. The ATS clutch module is further within the gearbox housing and mechanically couples the ATS output shaft to the gearbox gear train when the integrated ATS system is installed on the AGB.

Abstract: A gas turbine engine includes, among other things, a fan section, a core engine, a bypass passage, and a bypass ratio defined as the volume of air passing into the bypass passage compared to the volume of air passing into the core engine, the bypass ratio being greater than or equal to about 8 at cruise power. A gear arrangement is configured to drive the fan section. A compressor section includes both a first compressor section and a second compressor section. A turbine section is configured to drive the gear arrangement, and may have a low pressure turbine with four stages and a low pressure turbine pressure ratio greater than about 5:1, and a high pressure turbine with two stages. An overall pressure ratio is provided by the combination of a pressure ratio across the first compressor section and a pressure ratio across the second compressor section, and greater than about 40, measured at sea level and at a static, full-rated takeoff power.

Abstract: A method for setting an accelerator response for a vehicle includes acquiring current load information of the vehicle and setting the accelerator response of the vehicle according to the current load information.

Abstract: An engine system is disclosed. The engine system may have an engine including at least one cylinder. Further, the engine system may have a nozzle configured to selectively inject gaseous fuel into the at least one cylinder of the engine. The engine system may also have an intake port configured to direct air for combustion to the at least one cylinder. In addition, the engine system may have exhaust valves associated with the at least one cylinder. The exhaust valves may be configured to direct exhaust from the cylinder to an atmosphere. The exhaust valves may also be configured to close at different times.

Abstract: A control device for an engine provided in a vehicle includes a controller. The engine includes an intake valve and a variable valve mechanism. The variable valve mechanism changes an opening/closing timing while maintaining a valve opening period of the intake valve. The controller sets an advance amount of the closing timing of the intake valve at the time when the engine is started, such that a first closing timing is earlier than a second closing timing of the intake valve. The first closing timing is the closing timing when a trip in which an operating period of the internal combustion engine is equal to or less than a predetermined period continues a predetermined number of times. The second closing timing is the closing timing before the number of continuous trips reaches the predetermined number of times. The trip is a period from activation to stop of the vehicle.

Abstract: An internal combustion engine 100 comprises an air-fuel ratio control device. The air-fuel ratio control device controls the amount of fuel fed to the combustion chamber by feedback control so that the air-fuel ratio detected by the upstream side air-fuel ratio sensor matches the target air-fuel ratio when a blow-through amount of air blown from the intake passage through a cylinder to the exhaust passage due to an occurrence of valve overlap is a reference blow-through amount or less. The air-fuel ratio control device sets the target air-fuel ratio of the inflowing exhaust gas based on the air-fuel ratio detected by the downstream side air-fuel ratio sensor and, without performing the feedback control, feeds the amount of fuel calculated from the target air-fuel ratio to the combustion chamber when the blow-through amount is greater than the reference blow-through amount.

Abstract: The present invention relates to a method for diagnosing sticking in a cylinder deactivation apparatus, the method comprising: an intake valve sticking determining step of determining whether the intake valve is stuck closed or stuck open by detecting the amount of variation of intake pressure in each intake manifold cylinders in an operation-off mode of the cylinder deactivation apparatus and comparing the amount of variation with a predetermined value; and an exhaust valve sticking determining step of determining whether the exhaust valve is stuck closed or stuck open by detecting the state of the air-fuel ratio in exhaust gas if it is determined whether the intake valve is stuck closed or stuck open in the intake valve sticking determining step, thereby sensing the stuck closed or the stuck open state of the intake valve and the exhaust valve so as to diagnose failure of the cylinder deactivation apparatus.

Abstract: A movable electrical generation system includes a generator operable to produce a supply of electrical energy, a prime mover operable to drive the generator, and a first fuel supply selectively deliverable to the movable electrical generation system in a first pressure range. A second fuel, different from the first fuel is selectively deliverable to the prime mover in a second pressure range. A controller is operable to automatically deliver the second fuel to the prime mover in response to the first fuel having a pressure outside of the first pressure range.

Abstract: A fuel supply apparatus is constructed such that an engine fuel to be supplied by injection to an internal combustion engine can be selectively switched to a first fuel or a second fuel. The fuel supply apparatus is equipped with a control unit that performs air-fuel ratio learning related to the injection amount of the engine fuel such that the actual air-fuel ratio detected by an air-fuel ratio sensor installed in the internal combustion engine agrees with a target air-fuel ratio. During the operation with the first fuel, the control device permits the switching of the engine fuel from the first fuel to the second fuel after a condition that includes the completion of the air-fuel ratio learning related to the first fuel is met.

Abstract: On the basis of a decrease in a high-pressure detection value and a low-pressure detection value during fuel control using a CNG injector, an electronic control unit automatically switches the combustion control to combustion control using a gasoline injector even when the amount of CNG remaining is insufficient. When the first shutoff valve is forcibly switched to an closed state by inputting a forcible shutoff command of a first shutoff valve to a terminal and the combustion control using the CNG injector is performed, a switching process to the combustion control using the gasoline injector is inhibited regardless of the decrease in the high-pressure detection value and the low-pressure detection value.

Abstract: A method of estimating antiknock properties of a multi-fuel injection internal combustion engine includes: acquiring a first antiknock property-correlated parameter value while only a first fuel having a low octane rating is injected in a first load range; estimating a first antiknock property of the first fuel based on the first antiknock property-correlated parameter value; acquiring a second antiknock property-correlated parameter value while the first fuel and a second fuel which has a high octane rating higher than the low octane rating are injected in a second load range higher than the first load range; and estimating a second antiknock property of the second fuel based on the second antiknock property-correlated parameter value and the first antiknock property of the first fuel.

Abstract: The invention relates to a method for adjusting at least one control parameter (KP) of an internal combustion engine (200) by means of at least two setting parameters (SP), having the following steps: determining an optimum steady-state combination (110) of the at least two setting parameters (SP) in order to obtain the setpoint value (104) under steady-state boundary conditions, producing a functional dynamic relationship (120) between the control error (100), a setting expenditure (130) for the at least two setting parameters (SP) and the determined steady-state combination (110), optimizing the dynamic relationship (120) in order to determine an optimum dynamic combination (140) of the at least two setting parameters (SP), and using the optimum dynamic combination (140) for the following adjustment step during the adjustment of the at least one control parameter (KP).

Abstract: Rev-matching techniques that do not require a gear position sensor or a clutch position sensor are provided for a manual transmission of a vehicle. The techniques include predicting an intent of a driver to shift gears of the manual transmission based on whether the vehicle is accelerating or decelerating; predicting a shift of the manual transmission from a current gear to a different target gear based on the predicted driver intent; and detecting a trigger condition indicative of the predicted shift of the manual transmission based on a position of a clutch pedal configured to control engagement/disengagement of a clutch of the manual transmission. In response to detecting the trigger condition, a torque request for the torque generating system is modified to obtain a modified torque request, and the torque generating system is controlled based on the modified torque request.

Abstract: An ignition control device having an Electronic Fuel Injection mode and a Capacitive Discharge ignition mode is described. The ignition control device comprises: an output for providing an output voltage, connected or connectable to a load, the load being a fuel injection actuator of an EFI system or an ignition capacitor of a CDI system; and a driver unit connected to the output, for driving the output voltage from a low level a high level and from the high level to the low level in dependence on an input signal, each transition of the output voltage from the low level to the high level having a low-to-high transition time which is longer for the CDI mode than for the EFI mode.

Abstract: There is provided a controller for an internal combustion engine that includes an exhaust gas recirculation device. The exhaust gas recirculation device includes an exhaust gas recirculation passage, which connects a portion of the intake passage located at a downstream side of the throttle valve with an exhaust passage, a recirculation valve, which opens and closes the exhaust gas recirculation passage, and an actuator, which drives and opens the recirculation valve. The controller includes a processor configured to execute a fuel cut-off process that stops fuel injection from the fuel injection valve, to open the recirculation valve when the fuel cut-off process is executed, and to execute a pressure increase process that increases pressure of the portion of the intake passage at the downstream side of the throttle valve before opening the recirculation valve.

Abstract: A diagnosis device for an engine, the diagnosis device includes an electronic control unit. The electronic control unit is configured to execute EGR diagnosis processing to diagnose whether or not the EGR device operates normally while a vehicle is being decelerated, execute air flow meter diagnosis processing to diagnose whether or not the air flow meter is normal while the vehicle is decelerated, execute the EGR diagnosis processing after starting the air flow meter diagnosis processing, and execute the EGR diagnosis processing when the air flow meter diagnosis processing has not been completed and predetermined conditions that a duration of deceleration of the vehicle being shorter than a diagnosis time that is required to execute the air flow meter diagnosis processing are fulfilled.

Abstract: A system includes a turbocharged engine, sensors, and a controller. The engine includes an engine intake manifold, air intake manifold, a compressor, a first aftercooler device, a throttle that admits cooled compressed air to the engine intake manifold, and cylinders. The sensors determine engine status signals and include a first manifold pressure (MAP) sensor positioned with respect to the first aftercooler device, a second MAP sensor positioned with respect to the engine intake manifold, a mass airflow (MAF) sensor positioned in the air intake manifold, a first manifold temperature (MAT) sensor positioned in the engine intake manifold, and a second MAT sensor positioned between the first aftercooler device and the throttle. The controller executes a method to calculate a cylinder air charge using an oxygen level of post-combustion gasses and the engine status signals, and controls an operation of the engine using the calculated air charge via engine control signals.

Abstract: Abstract In previous control systems for engines that fuelled with a conventional fuel and an alternative fuel, a conventional fuel controller controlled fuelling for both fuels. This required extensive modifications to both the conventional fuel controller and an alternative fuel controller. A control system for an engine comprises a first control unit programmed to generate a first pulse width to actuate a first fuel injector to introduce a first fuel; a second control unit programmed to generate a second pulse width to actuate a second fuel injector to introduce a second fuel; and a communication line between the first and second control units. The first control unit determines a total fuel energy amount to be introduced by the first and second fuel injectors. The second control unit determines a first fraction of the total fuel energy amount to be from the first fuel and a second fraction of the total fuel energy amount to be from the second fuel.

Abstract: An engine may comprise at least one cylinder having a combustion chamber disposed therein, a piston positioned for displacement within the cylinder, and at least one air intake port configured to allow an intake of air into the combustion chamber. The engine may further comprise a fuel injector configured to inject a fuel diluted with an inert substance into the combustion chamber for combustion with the air. The combustion with the air may occur at a lower temperature than a combustion of the fuel with the air when the fuel is undiluted.

Abstract: An exhaust gas recirculation (“EGR”) power module configured for a wire harness of an altimetric/barometric pressure sensor and/or an ambient air sensor of an EGR system for an engine includes a set of wires and a circuit. The set of wires is configured to match the wire harness on the altimetric/barometric pressure sensor and/or the ambient air sensor for the engine. The circuit provides a resistance or resistances to the wire harness through the set of wires.