Abstract: An apparatus for diagnosing failure of a piston cooling jet of an engine includes an oil line for a piston cooling jet arranged in a cylinder block in a longitudinal direction, a piston cooling jet mounted at the oil line for the piston cooling jet to inject oil to a piston, a solenoid valve mounted at an inlet of the oil line for the piston cooling jet to selectively allow an injection operation of the piston cooling jet, an oil pressure detecting means mounted at the oil line for the piston cooling jet after the solenoid valve to detect oil pressure, and a control unit configured to receive a detection signal of the oil pressure detecting means and determine whether the solenoid valve is in a failure state.

Abstract: A combustion pre-chamber assembly for a reciprocating internal combustion engine includes a body that defines a combustion pre-chamber, a plurality of orifices that extend through the body and effect fluid communication between the combustion pre-chamber and a main combustion chamber of the reciprocating internal combustion engine, a fuel inlet conduit, and a fluidic oscillator flow path with an oscillator inlet in fluid communication with an outlet of the fuel inlet conduit, and an oscillator outlet in fluid communication with the combustion pre-chamber. An ignition device is operatively coupled to the combustion pre-chamber. The fluidic oscillator flow path includes a plurality of oscillator conduits fluidly coupled to one another in parallel. Each oscillator conduit effects fluid communication between the oscillator inlet and the oscillator outlet.

Abstract: A combustion chamber of diesel engine. The diesel engine includes a cylinder head, a cylinder sleeve, and a piston. The cylinder head, the cylinder sleeve, and the piston form the combustion chamber. The combustion chamber includes a headspace; a central part; and a collision belt. The collision belt includes a collision surface, an upper guide surface, and a lower guide surface. The collision belt is configured to connect the headspace and the central part. The collision surface is an inclined surface, a convex surface, or a concave surface. The first tapered surface includes a second inclined surface, a second curved surface, and a third inclined surface; the second tapered surface includes a fourth inclined surface, a third curved surface, and a second concave surface; the first curved surface includes a second convex surface and a third concave surface.

Abstract: A control apparatus is configured, after a torque increase request to increase an engine torque is made, to perform an air supply operation using an electric compressor where it is predicted that a pressure ratio of a turbo-compressor will become less than 1 after a throttle valve is opened accompanying the torque increase request, and, on the other hand, not to perform the air supply operation where it is predicted that the pressure ratio will not become less than 1 after the throttle valve is opened.

Abstract: An apparatus for operating a recirculation valve for a turbocharged engine includes a bypass line connected between an intake line, which is connected to an inlet side of a compressor for a turbocharger, and an intake line which is connected to an outlet side of the compressor; and a recirculation valve openably and closably mounted in the bypass line. A vacuum pump for operating a brake is connected to the recirculation valve such that the recirculation valve is opened by negative pressure of the vacuum pump.

Abstract: A single-shaft dual expansion internal combustion engine includes an engine block, a cylinder head, a single crankshaft, a control shaft and first, second and third multi-link connecting rod assemblies. First and second power cylinders and an expander cylinder are formed in the engine block. First and second power pistons are moveable in the first and second power cylinders and are connected to respective first and second crankpins of the crankshaft. An expander piston is moveable in the expander cylinder and is connected to a third crankpin of the crankshaft. First and second multi-link connecting rod assemblies are coupled to first and second swing arms of the control shaft. A third multi-link connecting rod assembly is coupled to a third swing arm of the control shaft.

Abstract: Systems and methods are provided for determining the length of a traction mechanism that is part of a traction drive of an engine. In one example, a method includes determining a position of a movable tensioning device relative to a traction mechanism drive using measuring technology, determining an actual length LAS? of a traction mechanism computationally using the position of the tensioning device, determining a length change ?L with respect to a predefinable setpoint length LAS computationally using the computationally determined actual length LAS?, and adjusting one or more operating parameters based on the length change.

Abstract: A ratio of an outer diameter of a fan hub at a leading edge of the blades to an outer tip diameter of the blades at the leading edge is greater than or equal to about 0.24 and less than or equal to about 0.38. The fan tip diameter is greater than or equal to about 84 inches (213.36 centimeters) and a fan tip speed is less than or equal to about 1050 ft/second (320.04 meters/second). A bypass ratio, a gear ratio and an AN2 value are also claimed. The fan drive turbine has between three and six stages.

Abstract: A gas turbine engine includes an air intake and propulsive fan that generates two airflows A and B. Gas turbine engine includes, in axial flow A, core including a compressor, first combustor, high pressure turbine including first turbine stage, second combustor, second turbine stage of the high pressure turbine, low pressure turbine and core exhaust nozzle including and divergent portions. Fan housing surrounds the core and fan and defines, in axial flow B, a bypass arrangement including the fan, a duct, a third combustor in the form of a duct burner and a bypass nozzle including a converging portion and a diverging portion. The bypass and core are arranged coaxially, such that the core flow A is exhausted annularly within the bypass flow. When the duct burner is in operation, the exhaust velocity of the bypass flow is greater than the exhaust velocity of the core flow.

Abstract: Embodiments of the invention relate to vaporizer systems including two-phase heat transfer devices for vaporizing liquids and methods of using the same.

Abstract: A shrouded fan assembly for use with a gas turbine engine includes a central hub and a plurality of variable-pitch fan blades coupled to and extending radially outward from the central hub. Each variable-pitch fan blade includes a radially outer tip is rotatable about a longitudinal axis extending therethrough. A shroud is coupled to each radially outer tip.

Abstract: An air-inlet duct includes an outer wall, an inner wall, and a splitter. The splitter cooperates with the outer wall to establish a particle separator which separates particles entrained in an inlet flow moving through the air-inlet duct to provide a clean flow of air to a compressor section of a gas turbine engine.

Abstract: A cooling system for a hot gas path component includes a substrate having an outer surface and an inner surface. The inner surface defines at least one interior space. A passage is formed in the substrate between the outer surface and the inner surface. An access passage is formed in the substrate and extends from the outer surface to the inner space. The access passage is formed at a first acute angle to the passage and includes a particle collection chamber. The access passage is configured to channel a cooling fluid to the passage. Furthermore, the passage is configured to channel the cooling fluid therethrough to cool the substrate.

Abstract: A hot gas path component includes a substrate having an outer surface and an inner surface. The inner surface of the substrate defines at least one interior space. At least a portion of the outer surface of the substrate includes a recess formed therein. The recess includes a bottom surface and a groove extending at least partially along the bottom surface of the recess. A cover is disposed within the recess and covers at least a portion of the groove. The groove is configured to channel a cooling fluid therethrough to cool the cover.

Abstract: A method for providing micro-channels in a hot gas path component includes forming a first micro-channel in an exterior surface of a substrate of the hot gas path component. A second micro-channel is formed in the exterior surface of the hot gas path component such that it is separated from the first micro-channel by a surface gap having a first width. The method also includes disposing a braze sheet onto the exterior surface of the hot gas path component such that the braze sheet covers at least of portion of the first and second micro-channels, and heating the braze sheet to bond it to at least a portion of the exterior surface of the hot gas path component.

Abstract: A turbofan gas turbine engine includes a first shaft for mounting and rotation of a fan, the first shaft including a single stage internal gear mounted on the first shaft aft of the fan. The turbofan engine further includes a second shaft for mounting and rotation of a low pressure compressor and a low pressure turbine, the second shaft including a pinion gear mounted thereon forward of the low pressure compressor. The pinion gear meshes with the single stage internal gear to drive the first shaft and fan. The second shaft is parallel and off-set from the first shaft.

Abstract: A gear including an inner bearing part; an outer part including a plurality of teeth; an intermediate part between the inner bearing part and the outer part, the intermediate part including a plurality of support members extending radially between the inner bearing part and the outer part, the plurality of support members being distributed along a longitudinal axis of the gear.

Abstract: A system according to the principles of the present disclosure includes an engine actuator control module and at least one of a valve lift control module and a cylinder activation module. The valve lift control module adjusts a target lift state of a valve actuator of an engine to adjust an amount by which at least one of an intake valve of a cylinder of the engine and an exhaust valve of the cylinder is lifted from a valve seat. The cylinder activation module determines a target number of activated cylinders in the engine. The engine actuator control module that controls a first actuator of the engine at a present time based on at least one of the target lift state at a future time and the target number of activated cylinders at the future time. The first actuator is different than the valve actuator.

Abstract: A mechanical fuel lockout switch for a dual fuel engine includes a mechanical fuel valve actuateable between a first position and a second position to selectively control fuel flow to the dual fuel engine from a first fuel source through a first fuel line and a second fuel source through a second fuel line. The mechanical fuel lockout switch also includes a fuel lockout apparatus coupled to the mechanical fuel valve. The mechanical fuel lockout switch communicates the first fuel source to the dual fuel engine and prevents communication between the second fuel source and the dual fuel engine when the mechanical fuel valve is in the first position, and communicates the second fuel source to the dual fuel engine and interrupts the first fuel source communication with the dual fuel engine when in the second position.

Abstract: An engine assembly includes an internal combustion engine with an engine block having at least one cylinder and at least one piston moveable within the at least one cylinder. A crankshaft is moveable to define a plurality of crank angles (CA) from a bore axis defined by the cylinder to a crank axis defined by the crankshaft. A controller is operatively connected to the internal combustion engine and configured to receive a torque request (TR). The controller is programmed to determine a desired combustion phasing (CAd) for controlling a torque output of the internal combustion engine. The desired combustion phasing is based at least partially on the torque request (TR) and a pressure-volume (PV) diagram of the at least one cylinder.

Abstract: A control system of a vehicle includes: an engine; a plurality of accessories including an air conditioner; a battery; a generator; and an ECU configured to automatically stop the engine, control the generator to charge or discharge the battery, inhibit the engine from being automatically stopped, calculate a first stop time as a length of time for which the engine can be automatically stopped, during operation of the air conditioner, calculate a first electric quantity as an estimated quantity of electricity consumed, calculate a second stop time as a length of time for which the vehicle is predicted to be stopped in the future, calculate a second electric quantity as an estimated quantity of electricity consumed, and determine the SOC target value, based on the first electric quantity and the second electric quantity.

Abstract: Systems and methods are for controlling internal combustion engines having a plurality of piston-cylinders that cause rotation of a crankshaft. A crankshaft sensor is configured to sense rotational speed of the crankshaft. A controller is configured to calculate an acceleration for each piston-cylinder based upon the rotational speed of the crankshaft and then balance the accelerations of the respective piston-cylinders by modifying a combustion input to one or more of the piston-cylinders in order to reduce engine vibration.

Abstract: The described embodiments relate generally to skip fire control of internal combustion engines and particularly to mechanisms for determining a desired operational firing fraction. In some embodiments, a firing fraction determining unit is arranged to determine a firing fraction suitable for delivering a requested engine output. The firing fraction determining unit may utilize data structures such as lookup tables in the determination of the desired firing fraction. In one aspect the desired engine output and one or more operational power train parameters such as current engine speed, are used as indices to a lookup table used to select a desired firing fraction. In other embodiments, additional indices to the data structure may include any one of: transmission gear; manifold absolute pressure (MAP); manifold air temperature; a parameter indicative of mass air charge (MAC); cam position; cylinder torque output; maximum permissible manifold pressure; vehicle speed; and barometric pressure.

Abstract: A system according to the principles of the present disclosure includes a target area module and a throttle actuator module. The target area module determines a target opening area of a throttle valve of an engine based on a first target pressure within an intake manifold of the engine when the engine is starting. The throttle actuator module actuates the throttle valve based on the target opening area.

Abstract: There is disclosed system and methods that maintain efficiency of an aftertreatment component during a motoring event or condition of an internal combustion engine while also lowering oil consumption and particulate number emissions.

Abstract: An engine device executes the control of the opening degree of a main throttle valve when engine load is in a low load area. In contrast, when the engine load is in a medium-to-high load area, the engine device sets the main throttle valve to a predetermined opening degree and executes the control of the opening degree of an air supply bypass valve.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, operation of all of an engine's port fuel injectors may be adjusted in response to degradation of a sole port fuel injector so that an engine may operate as desired with a plurality of direct fuel injectors.

Abstract: A system according to the principles of the present disclosure includes a firing fraction module, an engine speed module, and an actuator control module. The firing fraction module determines a target firing fraction corresponding to a target number of activated cylinders out of a first number of cylinders in a firing order of an engine. The first number is a denominator of the target firing fraction. The engine speed module determines a plurality of periods based on a crankshaft position signal, with each of the periods corresponding to a predetermined amount of crankshaft rotation. The engine speed module determines the speed of the engine based on the plurality of periods and the target firing fraction. The actuator control module controls an actuator of at least one of the engine and a torque converter based on the engine speed.

Abstract: There is provided a control device for an automatic transmission capable of outputting a torque reduction signal for reducing the driving torque of a driving source during a transmission shift, in which, when a shift signal for an upshift is input with an accelerator opening equal to or more than a threshold and a transmission shift is performed, the torque reduction signal for reducing the driving torque of the driving source is output so that an inertial torque acting on an input shaft of a continuously variable transmission mechanism is canceled while a transmission shift ratio is changed and, before the transmission shift ends, a vehicle driving force is reduced to a vehicle driving force after the transmission shift.

Abstract: A method of operating a Selective Catalytic Reduction on Diesel Particulate Filter or SDPF is disclosed. During a SDPF regeneration; temperature values are obtained for the SDPF inlet and SDPF outlet. The temperature values are used to calculate a rate of increase of SDPF outlet temperature and a rate of increase of SDPF inlet temperature. A ratio between the rate of increase of SDPF outlet temperature values and the rate of increase of SDPF inlet temperature values is calculated, and if the ratio is greater than a threshold thereof, the exhaust gas composition is modified in some manner.

Abstract: When switching an operation mode from a stoichiometric mode to a lean mode, a rich spike that supplies excessive fuel relative to a theoretical air-fuel ratio is executed. If the temperature of the SCR is greater than or equal to an upper limit temperature at a time of the switching, after execution of the rich spike, the switching to the lean mode is executed after executing transient control that makes the EGR rate higher than EGR rate in the lean mode and makes the in-cylinder air-fuel ratio an air-fuel ratio between the theoretical air-fuel ratio and the air-fuel ratio in the lean mode.

Abstract: According to first quantity of state control, a rich spike is executed while actuating a WGV so as to decrease turbocharging pressure, and after completion of the rich spike, the WGV is actuated to raise the turbocharging pressure again, the combustion air-fuel ratio is adjusted to the theoretical air-fuel ratio while suppressing an air amount by a throttle so as not to vary shaft torque until the turbocharging pressure is restored, and upon the turbocharging pressure being restored the air amount is increased by the throttle and the combustion air-fuel ratio is returned to a lean air-fuel ratio. According to second quantity of state control, a rich spike is executed while actuating the WGV so as to maintain the turbocharging pressure, and after completion of the rich spike, the air amount is increased by the throttle and the combustion air-fuel ratio is returned to a lean air-fuel ratio.

Abstract: Systems and methods for improving operation of a stop/start vehicle are presented. In one example, an engine throttle position is adjusted in response to whether or not a starter engages a flywheel during engine stopping. The throttle may be adjusted to a more open position if the starter engages the flywheel or to a more closed position if the starter does not engage the flywheel.

Abstract: An engine control apparatus includes an engine information detector for detecting engine information including an engine speed, a fuel amount, an air amount, a boost pressure, injection timing, an intake air temperature, an atmospheric pressure, and an atmospheric temperature, a combustion pressure sensor for detecting a combustion pressure of an engine, and a controller performing an IMEP control for adjusting a main injection amount and a combustion noise control for adjusting a pilot injection amount by using the engine information detected by the engine information detector and the combustion pressure detected by the combustion pressure sensor, and calculating a final main injection correction amount and a final pilot injection correction amount by using an IMEP pilot correction amount and an IMEP correction amount outputted from the IMEP control and a combustion noise correction amount outputted from the combustion noise control.

Abstract: A combustion system controller controls an operation of a combustion system including an internal combustion engine. The combustion system controller includes a mixing ratio acquisition portion and a control portion. The mixing ratio acquisition portion acquires the mixing ratios of various components included in a fuel. The control portion controls the operation of the combustion system based on the mixing ratios acquired by the mixing ratio acquisition portion.

Abstract: A method and apparatus for operating an internal combustion engine is disclosed. A signal generated by the oxygen concentration sensor is converted into a first signal indicative of an air/fuel ratio in the engine cylinder. A second signal indicative of an expected air/fuel ratio in the engine cylinder due to a fuel injection is generated and filtered to obtain a filtered signal and used to operate the engine. The filtered signal is obtained by sampling values of the first and second signals. A time constant is calculated based on the sampled values of the first and second signals and a value of the first signal sampled during a preceding control cycle. A value of the filtered signal is calculated based on the calculated time constant, the sampled value of the second signal and a value of the filtered signal calculated during the preceding control cycle.

Abstract: According to the present invention, by providing control whereby a rising slope or a descending slope of step-up current flowing to a step-up coil is detected, and corrections are made to step-up switching control, the step-up upper and lower limit current values of the step-up circuit can be controlled within intended current threshold values regardless of constant modifications or change in characteristics due to fluctuations of the battery power supply voltage or degradation of step-up circuit elements over time; heat emission by step-up circuit elements can be kept to a minimum; and the step-up recovery time can be adjusted to a constant value regardless of the slope of the step-up current.

Abstract: An abnormality detecting device of an internal combustion engine, has a heat generation amount calculating portion for calculating a heat generation amount on the basis of an in-cylinder pressure detected by an in-cylinder pressure sensor, a combustion mass percentage calculating portion for calculating a combustion mass percentage on the basis of the heat generation amount, a fuel injection amount calculating portion for calculating a fuel injection amount on the basis of a crank angle period from ignition timing of a spark plug to when the combustion mass percentage reaches a first value, an ignition timing calculating portion for calculating the ignition timing on the basis of a crank angle when the combustion mass percentage reaches a second value, and an abnormality cause discriminating portion for discriminating a cause of abnormality on the basis of the fuel injection amount, the in-cylinder pressure, and the heat generation amount.

Abstract: An abnormality flag is set when a first abnormality determination condition is established in an abnormality diagnosis of a fuel pressure sensor and it is determined that an abnormality occurs. In a case where the abnormality flag is kept cleared, when a fuel pressure detection value of the fuel pressure sensor is kept fixed for a prescribed time T2 or more and a second abnormality determination condition is established, a partial lift injection is prohibited, such that an injection control of a fuel injection valve is performed so as to perform a fuel injection without performing the partial lift injection.

Abstract: A diesel engine is provided with a fuel injector which injects fuel into a combustion chamber. An ECU is provided with a kinematic viscosity obtaining portion which obtains a kinematic viscosity of the fuel, a fuel-density obtaining portion which obtains a density of the fuel, a component computing portion computing at least one of a carbon content and a hydrogen content contained in the fuel, based on the kinematic viscosity of the fuel and the density of the fuel, a fuel injection quantity determining portion determining whether a shortage or an overage of the actual fuel injection quantity arises relative to a required fuel injection quantity based on at least one of the carbon content and the hydrogen content, and a correction portion correcting the fuel injection quantity according to the shortage or the overage when the fuel injection quantity determining portion determines that the shortage or the overage of the actual fuel injection quantity arises.

Abstract: A diesel engine is provided with a fuel injector which injects fuel into a combustion chamber. An ECU includes a parameter obtaining portion which obtains multiple property parameters indicative of a property of the fuel, and a molecular-weight computing portion which computes multiple molecular-weights based on the multiple property parameters in view of a correlation data which defines a correlation between the multiple property parameters and the multiple molecular-weights of the fuel. Further, the ECU includes a combustion-condition computing portion which computes a combustion parameter indicative of a combustion condition of the diesel engine based on the multiple molecular-weights, and a control portion which performs a combustion control based on the combustion parameter.

Abstract: A fuel injection device is used in an internal combustion engine having a combustion chamber partitioned by a cylinder head, a cylinder, and a piston crown surface so that at least one of the amount of NOx, Pmax, and a thermal efficiency ? is maintained at a predetermined value. The fuel injection device includes a fuel injection change unit. The fuel injection change unit virtually divides the combustion chamber into N number of combustion zones where N is a natural number of 2 or more, and can change a fuel injection method according to the respective combustion zones. The fuel injection change unit divides the combustion chamber into the N number of combustion zones, thereby being capable of eliminating a difference of heat in the respective combustion zones, and precisely controlling an in-cylinder pressure P in the combustion chamber. As a result, the amount of NOx and the thermal efficiency can be optimized.

Abstract: A chambered sparkplug carrier and a natural gas engine management system are provided for reducing NOx emissions of pre-chambered combustion natural gas engines. A method for retro-fitting a pre-chambered combustion natural gas engine with a chambered sparkplug is also described.

Abstract: An engine control system of a vehicle includes a cylinder control module a first air per cylinder (APC) module, an adjustment module, and a fuel control module. The cylinder control module determines a target fraction of activated cylinders of an engine. The first APC module determines a first APC value based on an intake manifold pressure and an air temperature. The adjustment module determines an APC adjustment value based on the target fraction of activated cylinders. The first APC module also determines a second APC value based on the first APC value and the APC adjustment value. The fuel control module controls fuel injection based on the second APC value and a target air/fuel mixture.

Abstract: A fuel estimation apparatus includes a combustion characteristic acquisition portion and a mixing ratio estimation portion. The combustion characteristic acquisition portion acquiring a combustion characteristic value indicating a physical amount relating to a combustion of an internal combustion engine acquires the combustion characteristic values of the combustions executed in different combustion conditions. The mixing ratio estimation portion estimates the mixing ratios of various components included in a fuel, based on the combustion characteristic values acquired by the combustion characteristic acquisition portion.

Abstract: An engine assembly includes an internal combustion engine with an engine block having at least one cylinder. An intake manifold and an exhaust manifold are each fluidly connected to the at least one cylinder and define an intake manifold pressure (pi) and an exhaust manifold pressure (pe), respectively. A controller is operatively connected to the internal combustion engine and configured to receive a torque request (TR). The controller is programmed to determine a desired fuel mass (mf) for controlling a torque output of the internal combustion engine. The desired fuel mass (mf) is based at least partially on the torque request (TR), the intake and exhaust manifold pressures and a pressure-volume (PV) diagram of the at least one cylinder.

Abstract: An engine includes a fuel injector, a state determination unit, an atmospheric pressure sensor and an injection timing control unit. The state determination unit determines whether an engine state is a steady or transient state. The atmospheric pressure sensor detects the atmospheric pressure. The injection timing control unit performs a steady process for calculating a fuel injection timing in a steady state, a transient process for calculating the fuel injection timing in the transient state, and an atmospheric pressure correction process for correcting the fuel injection timing on the basis of the atmospheric pressure. The injection timing control unit changes either whether or not the atmospheric pressure correction process is performed or the contents of the atmospheric pressure correction process, depending on cases when the engine state is the steady or transient state.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, a port fuel injection window is shorted to provide time for scheduling a direct fuel injector pulse width so that the direct fuel injector pulse width may be adjusted so that a desired amount of fuel enters a cylinder.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, different duration port fuel injection windows are provided to maximize fuel injection amount and improve accuracy of an amount of fuel injected during a cylinder cycle via port and direct fuel injectors.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, a duration of a port fuel injection window is increased to improve engine performance and a direct fuel injector fuel pulse width is dynamically adjusted to improve accuracy of an amount of fuel delivered during a cylinder cycle.