Abstract: A turbine housing of the exhaust turbocharger, having an inlet, which is adjoined by a spiral; having an outlet; and having a coolant arrangement; wherein the coolant arrangement has a plurality of coolant ducts, which branch off from an inlet duct section and open into an outlet duct section.

Abstract: An exhaust heat recovery device 1, with a Rankine cycle for recovering and using exhaust heat of an engine 10 includes: a Rankine cycle 2 including a heater 22, an expander 23, a condenser 24, and a pump 25; a bypass flow passage 26 allowing the refrigerant to circulate while bypassing the expander 23; a bypass valve 27 opening and closing the bypass flow passage 26; and a control unit 4. When starting up the Rankine cycle 2, the control unit 4 executes start-up control of the Rankine cycle 2 in which the pump 25 is actuated with the bypass valve 27 open and then the bypass valve 27 is closed. Furthermore, the control unit 4 repeatedly executes the start-up control when the pressure difference between the high-pressure side and the low-pressure side of the Rankine cycle 2 after closing the bypass valve 27 does not reach the start-up completion determination value within a predetermined time.

Abstract: A method for operating a recirculating waste heat steam generator is provided, in which in a pressure stage of the recirculating waste heat steam generator, the feed water mass flow is guided on the basis of a specified desired value in order to control the water level in a drum. The method should give a recirculating waste heat steam generator a particularly high degree of efficiency and simultaneously a particularly high level of operational flexibility. For this purpose the thermal input introduced into an evaporator of the pressure stage is used as input variable in the determination of the desired value.

Abstract: This invention presents a method to improve the volumetric efficiency of a reciprocating internal combustion engine using a common transfer port between the exhaust and intake port. The engine employs a poppet valve as part of the intake and exhaust valve to control the flow from the transfer port into the combustion chamber. Two plate type valves outside of the combustion chamber are located at both ends of the transfer port to control the flow coming from the intake and out the exhaust. The timing for opening and closing of the poppet type valve is regulated to remain open for a longer duration which provides complete evacuation of air in the exhaust stroke. The ejector effect from the exhaust flow through the transfer port draws a vacuum into the cylinder. When the exhaust plate closes, the vacuum diverts the intake into the cylinder.

Abstract: A cam rocker lever comprises an annular piece with an inner diameter, a cam lobe, a first linear portion, and a second linear portion. The cam lobe is disposed within the inner diameter of the annular piece. The first linear portion extends from a first side of the annular piece, and a second linear portion extends from a second side of the annular piece opposite the first side. The first linear portion is configured to connect to a stem of a valve such that the valve is displaced when the first linear portion is displaced.

Abstract: A variable displacement pump includes an urging mechanism to urge a cam ring in an eccentric direction and to increase the urging force when an eccentricity is decreased, a first control chamber to apply a force to the cam ring in a direction decreasing the eccentricity, and a second control chamber to apply a force, to the cam ring, in a direction increasing the eccentricity. The variable displacement pump further includes a thermosensitive mechanism to control the supply and drain of a discharge pressure supplied into the second control chamber, and a control valve to be operated by the discharge pressure and to decrease the pressure in the second control chamber when the discharge pressure increases.

Abstract: Disclosed is a honeycomb catalyst support structure comprising a honeycomb body and an outer layer or skin formed of a cement comprising an amorphous glass powder with a multimodal particle size distribution applied to an exterior surface of the honeycomb body. The multimodal particle size distribution is achieved through the use of a first glass powder having a first median particle size and at least a second glass powder having a second median particle size. In some embodiments, the first and second glass powders are the same amorphous glass consisting of fused silica. The cement may further include a fine-grained, sub-micron sized silica in the form of colloidal silica. The cement exhibits a coefficient of thermal expansion less than 15×10?7/° C., and preferably about 5×10?7/° C. after drying.

Abstract: A method for operating an internal combustion engine involves using an injection valve to post-inject fuel into at least one cylinder of the internal combustion engine in order to help regenerate a particulate filter that is arranged in an exhaust system of the internal combustion engine, downstream of an oxidation catalyst. A closing moment of a discharge valve of a cylinder of the internal combustion engine is advanced when the temperature of the oxidation catalyst is in a first temperature range, and the post-injections are performed when the temperature of the oxidation catalyst is in a second temperature range, an upper limit of the first temperature range having a lower value that an upper limit of the second temperature range.

Abstract: Filter for application in motor vehicles in general, urban or rural use, terrestrial, aquatic or aerial use, such as car, motorcycle, truck, bus, train, boat, ship, vessel, airplane, jet ski, snowmobile, tractor, any vehicle or machine powered by a combustion engine, electric, hybrid, hydrogen, gasoline, methanol, ethanol, butanol, diesel, kerosene, or any other technology or fuel, which can also be applied to any equipment using a combustion engine, like generators or turbines for stationary power generation, large water pump and agricultural equipment use, and aircraft powered by turbo-jets, turbo-fans, turbo propellers, piston engines or others, and may also provide versions for residential, commercial, industrial and hospital use, among others, with the addition of a power supply (transformer) on the power input and a possible adjustment in a cabinet with appropriate design for each use.

Abstract: An ammonia storage cartridge includes an ammonia storage member having a storage material capable of absorbing or adsorbing ammonia. The storage member extends along a longitudinal axis. A heating element heats the storage member, and a hermetic tank houses the storage member. A tubular ammonia circulation element is arranged coaxially to the storage member, and includes a first surface at least partially delimiting, with an element chosen from among the heating element and the hermetic tank, a circulation duct for the fluid ammonia. A second surface is arranged at least partially in contact with the storage member, and at least one orifice passes radially through, allowing the circulation of fluid between the circulation duct and the storage member.

Abstract: A gas treatment system for a vehicle contains: a gas charging unit, a gas exhausting unit, and a tail gas treating unit. The gas charging unit includes a plurality of air inlets arranged on a roof and a peripheral side of the vehicle and communicating with a body of the vehicle, the plurality of air inlets also connect with an air inlet channel for charging fresh air. The gas exhausting unit includes a gas discharge channel for discharging waste gas, and the gas discharge channel has an outlet segment arranged on an upper side thereof and extending out of a top surface of a tail end of the vehicle. The tail gas treating unit includes an electrode absorber disposed on a lower end of the outlet segment of the gas discharge channel to treat the waste gas from the gas discharge channel.

Abstract: An exhaust gas processing device for an engine, capable of securely warming a combustion catalyst, is provided. A combustion catalyst burning gas is produced when a warming end condition for the combustion catalyst is established, which signifies the establishment of either one of a first condition or a second condition. In the first condition, an inlet temperature of a combustion catalyst is equal to or higher than an activation requirement temperature of the combustion catalyst, and further, an outlet temperature of the combustion catalyst is equal to or higher than an activation confirmation temperature of the combustion catalyst in excess of the inlet temperature of the combustion catalyst. In the second condition, the outlet temperature of the combustion catalyst exceeds a warming confirmation temperature of the combustion catalyst that is set to be higher as an engine speed is lower, for a predetermined period of time.

Abstract: An exhaust gas aftertreatment device provided to an upper portion of an engine includes a right and left pair of first and second aftertreatment units, into which exhaust gas from the engine dividedly flows, each including a first exhaust gas emission control system on an upstream side, a second exhaust gas emission control system on a downstream side and a communication pipe through which the first and second systems are in communication with each other, the first and second systems, while being arranged side by side in a right-and-left direction, being oriented so that a flow direction of the exhaust gas flowing therein is parallel with a front-and-rear direction. When the device is seen in the front-and-rear direction, an outer linear envelope tangent to the first system and the communication pipe of each of the units extends upward while tilting toward a right-and-left center of the engine.

Abstract: An exhaust system for use with a combustion engine is disclosed. The exhaust system may have an exhaust passageway, a reduction catalyst, a reductant injector, and a controller. The controller may have a NOX/reductant relationship map, and be configured to receive a first input relating to an amount of NOX within the exhaust passageway upstream of the reduction catalyst, and reference the NOX/reductant relationship map to determine an initial amount of reductant that should be directed into the exhaust passageway based on the first input. The controller may also be configured to receive a second input relating to performance of the reduction catalyst, determine an adjustment to the initial amount of reductant based on the second input, and regulate operation of the reductant injector to direct an adjusted amount of reductant into the exhaust passageway. The controller may further be configured to update the NOX/reductant relationship map based on the determined adjustment.

Abstract: A method and an exhaust-gas treatment device for regenerating an exhaust-gas purification component include charging at least one capacitor and heating at least one sub-volume of the exhaust-gas purification component to at least 900° C. by supplying at least a part of the energy stored in the capacitor. A particle burn-off reaction can be started from the at least one sub-volume for a large volume of exhaust-gas purification components. Exhaust-gas purification components in an exhaust system of an internal combustion engine can thus be completely regenerated in an energy-efficient manner. A vehicle having the exhaust-gas treatment device and carrying out the method is also provided.

Abstract: A honeycomb structure constituted by honeycomb segments, where a honeycomb segment has a first end and second end surfaces of a quadrangular shape; the second end surface having an area larger than that of the first one, a first pair of two side surfaces facing each other in parallel, and a second pair of two side surfaces facing each other make side surfaces become gradually narrow from the second end surface toward the first end surface, where a plurality of honeycomb segments are disposed in such a manner that the honeycomb segments are aligned to form rows in parallel in a predetermined direction, so as to make adjacent honeycomb segments directed opposite to each other in first end surfaces bonded to each other with one of side surfaces of the second pair of side surfaces.

Abstract: A marine propulsion device has an internal combustion engine that discharges exhaust gases, a driveshaft housing that is located vertically below the engine, and a catalyst that is sandwiched between opposing castings of the device that face each other at a split-line. The exhaust gases flow through the catalyst parallel to the split-line.

Abstract: An exhaust after-treatment system for treating an exhaust produced by an engine, including an exhaust passage in communication with the engine; an injector for dosing an exhaust treatment fluid into the exhaust passage, a mixing device positioned downstream from the injector, the mixing device operable to intermingle the exhaust treatment fluid and the exhaust; an irregularly-shaped exhaust treatment substrate positioned downstream from the mixing device; and a dispersion device positioned between the mixing device and the irregularly-shaped exhaust treatment substrate. The dispersion device includes a plurality of dispersion members each being operable to direct an exhaust stream flowing through the dispersion device into a plurality of different directions to disperse the exhaust flow over substantially an entire surface of the irregularly-shaped exhaust treatment substrate.

Abstract: The disclosure provides a waste heat recovery system with a system and method for calculation of the net output torque from the waste heat recovery system. The calculation uses inputs from existing pressure and speed sensors to create a virtual pump torque sensor and a virtual expander torque sensor, and uses these sensors to provide an accurate net torque output from the WHR system.

Abstract: A method is disclosed for regulating an exhaust after-treatment (AT) system having a diesel particulate filter (DPF) in fluid communication with a diesel engine. The method includes detecting operation of the diesel engine during which the engine generates a flow rate of particulate matter (PM) directed into the DPF. The method also includes detecting a flow rate of PM exiting the DPF in response to the flow rate of PM directed into the DPF. The method additionally includes tracking the detected flow rate alongside a predicted PM flow rate for monitoring and comparison thereof. The method also includes pausing in time the tracking of the predicted flow rate, if the detected flow rate has experienced a decline. Furthermore, the method includes resuming tracking the predicted flow rate when the detected flow rate returns to a value before the decline and using such value to regulate operation of the AT system.

Abstract: A DEF injector cooling system may include a mechanical pump, an electric pump, and a controller. The mechanical pump may be rotatably coupled to an engine so as to be driven by the engine. The mechanical pump may be fluidly connected to the engine, a DEF injector, and a heat exchanger, and configured to pump coolant through these components. The electric pump may be fluidly connected to the DEF injector and configured to pump coolant through it. The controller may be configured to receive an ambient temperature signal indicative of an ambient temperature and power the electric pump after a shutdown of the engine for a period of time, the duration of the period of time based on the ambient temperature signal.

Abstract: An arrangement for fitting an exhaust cleaning unit (2) in an exhaust passage (1b): An annular resilient component (7) is fitted around the exhaust cleaning unit (2) at a distance from a gasket (5). The annular resilient component (7) has a first contact portion (7a) which comes into contact with a wall surface (3) of the exhaust cleaning unit (2) and a second contact portion (7b) which comes into contact with a wall surface (1b) of the exhaust passage when the exhaust cleaning unit (2) is in a fitted state in the exhaust passage. The annular resilient component (7) keeps the exhaust cleaning unit (2) in a centered position in the exhaust passage with a spring force.

Abstract: An exhaust manifold for an exhaust system of a combustion engine includes an internal pipe system having a plurality of pipe sections and an outer shell which is disposed in spaced-apart surrounding relationship to the internal pipe system and joined to an outlet flange. The outlet flange includes a neck portion, an outer flange portion adjacent to the neck portion, and an inwardly directed shoulder portion which extends from the neck portion outwards, with the outer shell being joined at the shoulder portion to the outlet flange.

Abstract: An apparatus for controlling air flow to an engine room of a vehicle may include vertical support units provided as a pair, a plurality of flaps provided to be unfolded or folded in the vertical support units, a delivery unit configured to selectively fold or unfold the flaps, a rotary unit configured to selectively rotate the flaps, and a controller configured to control operations of the delivery unit and the rotary unit according to operational states of a vehicle.

Abstract: A cooling water control valve apparatus capable of independently controlling flow rates of cooling water in two lines with a single apparatus for cooling water control and capable of achieving cost reduction. A cooling water control valve apparatus which adjusts a flow rate of cooling water for cooling an object to be cooled includes two inlet ports through which cooling water is introduced, an electrical control valve which is arranged at a first passage communicated with one of the inlet ports and which adjusts a flow rate of cooling water flowing through the first passage with electronic control, and a thermosensitive valve which is arranged at a second passage communicated with the other of inlet ports and which adjusts a flow rate of cooing water flowing through the second passage owing to displacement of a temperature detecting medium with temperature.

Abstract: The present invention provides an air intake structure of an engine capable of cooling intake air compressed by a supercharger by reducing pressure loss. An air intake structure of an engine (13) having a supercharger (20) supercharging air and an air intake chamber (22) receiving the air supercharged by the supercharger (20) and sending the supercharged air to the engine, wherein a throttle body (23) is connected to the air intake downstream side of the air intake chamber (22), wherein an air intake port (131a) of a cylinder head (131) of the engine (13) is connected to the air intake downstream side of the throttle body (23), wherein a liquid cooling type intercooler (30) is provided in the air intake chamber (22).

Abstract: A system including a turbocharger, comprising a turbocharger bearing housing supporting a turbocharger drive shaft; an oil drain including an inlet in fluidic communication with the turbocharger bearing housing and an outlet in fluidic communication with an oil sump; and a coolant jacket enveloping the oil drain. The coolant jacket envelopes the oil drain and is positioned to provide coolant to the turbocharger bearing housing and draw heat from the oil draining through the oil drain to prevent coking of hot oil within the oil drain.

Abstract: Methods and systems are provided for reducing exhaust energy delivered to a turbine of a turbine-generator coupled to a split exhaust engine system in order to reduce turbine over-speed conditions and/or to reduce a generator output. In one example, a method may include deactivating a blowdown exhaust valve utilized to deliver a blowdown portion of exhaust energy to the turbine.

Abstract: Embodiments as described herein provide a simplified turbo recharger for an efficient, reliable, low-cost system that delivers good performance for improving efficiency of a vehicle using electric power. Embodiments as described herein may be used with electric motor, combustion engine hybrid vehicles to improve the fuel efficiencies of such vehicles. A turbine may be positioned in an exhaust stream of a vehicle that is coupled to a generator to recharge the battery of a vehicle. The turbine may include a wastegate to permit the exhaust stream to enter or bypass the turbine depending on the charge of the battery, the rate of rotation of the turbine, pressure within the turbine, the speed of the engine, or a combination of the above.

Abstract: A control device for a hybrid vehicle having a drive-train with a hybrid drive unit including an internal combustion engine and an electric machine. A clutch is connected between the internal combustion engine and the electric machine. An automatic or automated transmission is connected between the hybrid drive unit and a drive output. When the hybrid vehicle has been driving and comes to a standstill with its internal combustion engine stopped, the control device automatically determines, on the one hand, a starting mode for the subsequent re-starting of the internal combustion engine when the hybrid vehicle is at rest, and the control device, on the other hand, automatically changes at least the transmission and the clutch connected between the internal combustion engine and the electric machine of the hybrid drive unit to a condition appropriate for the starting mode determined by emitting appropriate control signals.

Abstract: The present disclosure related to a method for manufacturing a structure with cellular cores that can be used in a structural panel of a turbojet nacelle, including at least one block of cellular cores. The at least one block of cellular cores includes a central portion with core honeycomb cells, and two side portions each including side honeycomb cells. The side honeycomb cells have edge honeycomb cells situated on edges of a side part of a block, and adjacent honeycomb cells. In particular, the method includes: A) forming junction walls on the side honeycomb cells by opening the edge honeycomb cells, the junction walls being capable of interacting for forming a junction area; B) unfolding the junction walls thus formed in step A; and C) joining the junction walls thus unfolded in step B and belonging to two different side portions end-to-end.

Abstract: An apparatus including an internal combustion engine receiving air from an air particle separator is disclosed. The air particle separator has an air intake capable of receiving air and a particulate matter conveyed by the air, the particle separator being capable of filtering the particulate matter from the air to produce a clean flow and a dirty flow. The clean flow is provided to the inlet of the internal combustion engine. A bladed component is in fluid communication with the dirty flow and includes a plurality of members operable to assist the dirty flow in being conveyed from the particle separator. The bladed component rotates about an axis and has an annular construction disposed radially outward of the plurality of members configured to receive a circumferential force to cause the bladed component to rotate about the axis.

Abstract: The invention discloses a method for operating a gas turbine with sequential combustion, which gas turbine includes a compressor, a first combustor with a first combustion chamber and first burners, which receives compressed air from the compressor, a second combustor with a second combustion chamber and second burners, which receives hot gas from the first combustor with a predetermined second combustor inlet temperature, and a turbine, which receives hot gas from the second combustor. The CO emission for part-load operation is reduced by reducing the second combustor inlet temperature for base-load operation of the gas turbine, and increasing the second combustor inlet temperature when decreasing the gas turbine load (RLGT) from base-load to part-load.

Abstract: A method of starting a turbine engine, including a re-try performed if a main injector has not ignited when a shaft has reached a first predetermined speed value, the re-try including: a stopping during which a starter and the ignitor device are stopped; a second ignition during which fuel is injected into the combustion chamber, the ignitor device being actuated, the second ignition being performed when a speed of rotation of the shaft reaches a second predetermined speed value; and a second starting during which the starter is actuated once more to drive the shaft in rotation.

Abstract: A gas turbine engine variable bleed apparatus includes a variable bleed valve door disposed in a bleed inlet in a transition duct, rotatable about two or more separate pivot points, operable to open and close an aft bleed slot extending outwardly from transition duct, and operable to open and close a forward bleed slot extending inwardly into transition duct. Door is operable to transition between a first position with aft bleed slot open and forward bleed slot closed to a second position with aft bleed slot closed and forward bleed slot open without fully closing door. Door is rotatable about an axis translatable between the two or more separate pivot points. Transition duct having a transition duct conical angle at least about 10 degrees greater than a booster conical angle of a booster outer shroud upstream of transition duct.

Abstract: A flap device for an internal combustion engine includes a flow housing comprising a flow channel, a bore arranged in the flow housing, an actuating shaft which protrudes outwards through the bore, a flap body arranged on the actuating shaft, a first bearing bush, and a sealing element radially surrounding the actuating shaft. The first bearing bush is arranged in the bore and has the actuating shaft mounted therein. An axial end of the first bearing bush protrudes beyond an end of the bore. The sealing element comprises at least one plate spring arranged between a first disc and a second disc. The first disc is secured on the actuating shaft and supports the at least one plate spring. The at least one plate spring rests against the second disc so that the second disc rests against the axial end of the first bearing bush which protrudes beyond the bore.

Abstract: The invention relates to a sliding mode controller for controlling a controlled object system by using the adaptive sliding mode control. Also, the invention relates to an internal combustion engine system control device for controlling an internal combustion engine system by using the adaptive sliding mode control. The invention is characterized by comprising adaptive law input term learning means for learning an adaptive law input term so as to transfer an offset of a reaching law input term in the adaptive sliding mode control to the adaptive law input term.

Abstract: A method, used with dual-fuel engine, of controlling the amount of diesel fuel delivered to the engine. The method compensates for the poor transient response of gaseous fueling. A controller receives a signal from the operator of the engine representing a desired torque, and based on this signal, determines a desired intake manifold state. It generates commands to various actuators to control the intake air and the intake gaseous fuel such that the desired intake manifold state will occur. The controller also receives sensor data from which the current in-cylinder state can be measured or estimated. It determines a current amount of diesel fuel based on the desired torque, the engine speed and the current in-cylinder state, and generates a diesel fueling command.

Abstract: An engine control device (1) for an engine provided with a supercharger (30), including a cylinder injection valve (11), a port injection valve (12), and a variable valve actuating mechanism (40). The device includes an injection controller (3) that controls injections of fuel through the cylinder injection valve (11) and through the port injection valve (12), on the basis of a load P on the engine (10), and a variable valve controller (5) that controls the variable valve actuating mechanism (40) on the basis of the load P. The variable valve controller (5) provides a valve overlap period in an operating state where the load P is equal to or greater than a first predetermined value P1.

Abstract: A compression ignition engine is fueled from common rail fuel injectors that predominately inject natural gas fuel that is compression ignited with a small pilot injection of liquid diesel fuel. Before and after a rapid load loss transient, the liquid and gaseous rail pressures are controlled toward respective pressures based upon engine speed and load. During the transient, the liquid rail pressure is controlled relative to the gas rail pressure in order to maintain the liquid rail pressure greater than the gas pressure during the transient to avoid migration gaseous fuel into the liquid fuel side of the system.

Abstract: Systems, methods and techniques for exhaust gas recirculation are provided. The system includes controlling the mixing of exhaust flow from at least one cylinder of an engine with air in an air intake system prior to combustion in response to an EGR fraction deviation condition. The exhaust flow from the at least one cylinder is accumulated prior to mixing and distributed into the intake air system in a controlled manner to mitigate or prevent the EGR flow from deviating from an expected EGR fraction.

Abstract: The invention relates to a control device applied to an engine including a controlled object and for controlling the operation state of the controlled object such that the controlled output from the controlled object corresponds to the target controlled output. In the invention, when the reference engine state parameter is maintained constant during the predetermined time period and it is predicted that the reference engine state parameter changes at the predetermined time period having elapsed, the primary or secondary predicted controlled output which satisfies the output control condition at the predetermined time period having elapsed assuming that the reference engine state parameter does not change during the predetermined time period is calculated as a look-ahead predicted controlled output and then, the target controlled output setting logic for performing the functions of the target controlled output setting architecture is corrected on the basis of the look-ahead predicted controlled output.

Abstract: System for controlling emissions of an engine is disclosed. The system includes a controller to determine one or more aging parameters of the engine, and to control one or more operating parameters of the engine, at least, based on the one or more aging parameters, such that the emissions from the engine are maintained to be substantially constant during a useful life of the engine. Method and non-transitory computer readable media for controlling emissions of an engine are also disclosed.

Abstract: For an unmanned aerial vehicle (UAV) engine, an exhaust gas temperature control method is provided during operation of the UAV engine to protect exhaust components, particularly lightweight aluminium components, from overheating or melting. The engine is operated with a leaner than stoichiometric air-fuel ratio during low or part engine load conditions. Transition to a richer than stoichiometric air-fuel ratio is made as engine load or engine speed, or both engine load and engine speed, increase(s). At sufficiently low engine loads, the air-fuel ratio can be maintained in a lean ratio region. As demand on the engine causes engine speed and load to increase, the amount of excess air available reduces. The ability to operate lean is reduced and the exhaust gas temperature increases as the mixture becomes richer. In order to obtain the demand power, and keep exhaust temperature below an exhaust gas temperature limit, the air-fuel ratio is transitioned to a richer than stoichiometric region.

Abstract: A plurality of cylinders are provided. An in-cylinder pressure sensor is mounted on each of the plurality of cylinders. A combustion parameter (e.g., the amount of generated heat) is calculated from the output of the in-cylinder pressure sensor. The air-fuel ratio for a cylinder is enleaned by reducing a fuel injection amount until the combustion parameter coincides with a predetermined value. Each cylinder is subjected to fuel injection amount reduction control so that the combustion parameter coincides with the predetermined value. The air-fuel ratio for each cylinder is then calculated in accordance with the reduction amount of fuel injection amount. The calculated air-fuel ratios are compared to detect an air-fuel ratio imbalance between the cylinders.

Abstract: A fuel injection controller controls a fuel injector which injects a fuel directly into a cylinder of an engine. The fuel injection controller conducts a correction to increase a fuel injection quantity injected from the fuel injector according to a fuel-adhered quantity which is an amount of the fuel adhered to an opened intake valve. Thus, even when the fuel is adhered to the intake valve, an appropriate amount of the fuel can be injected into the cylinder.

Abstract: A method of operating an internal combustion engine is provided. An in-cylinder pressure within a cylinder of the engine is determined. A fuel injection pressure from a fuel injector disposed within the cylinder is determined. A ratio of the in-cylinder pressure within the cylinder and the fuel injection pressure is compared to a stored threshold value. The fuel injection pressure is adjusted based upon the comparison of the ratio of the in-cylinder pressure within the cylinder and the fuel injection pressure to the stored threshold value.

Abstract: In a method for controlling a valve which injects fuel into a combustion chamber of an engine and which has a valve member which closes a valve opening, and an electric actuator which drives the valve member to carry out strokes for releasing the valve opening and to which electrical control signals are applied for triggering valve member strokes of a defined stroke size, in order to compensate for an age-related stroke reduction of the valve member and deteriorated metering of the injected fuel related thereto, a stroke loss model into which temperature and temperature changes at the valve as well as the number of strokes carried out by the valve member are continuously incorporated is used to predict a reduction of the stroke size as a stroke loss and to correct the control signals using the predicted stroke loss.

Abstract: A method for function control of a high pressure pump (5) in a system for fuel injection in a combustion engine: The method is carried out during stationary operating conditions in the combustion engine, with a constantly requested reference value for the fuel pressure in an accumulator tank (6). A feeding pump (2) in a low pressure part (3) of the system is controlled so that the fuel pressure in the low pressure part at the inlet to the high pressure pump falls, and at the same time this fuel pressure is measured, as is the fuel pressure in the accumulator tank. The development of the measured fuel pressure in the accumulator tank is compared to the reference value during the pressure reduction in the low pressure part, for the generation of information about the high pressure pump's functionality.

Abstract: The disclosure provides a system and method to calculate an actual on-time of a fuel injector. The system may include one or more modules located in a control system. The control system uses information available before the fuel injection signal is transmitted to the fuel injector to model and predict a pressure profile in a fuel system that provides high-pressure fuel to the fuel injector, and uses that information along with a fueling command to calculate an actual on-time for the fuel injector.