Abstract: An apparatus for discharging water in exhaust fluid is disclosed. The apparatus includes a body having an inlet disposed on an exhaust path for exhausting exhaust fluid exhausted from a fuel cell stack to the outside and through which the exhaust fluid is introduced, an outlet communicating with the outside, an interior space allowing the inlet and the outlet to communicate each other, and a discharge passage communicating with the outside to discharge water in the interior space. The apparatus further includes a first resistance unit disposed on a flow path along which the exhaust fluid flows in the interior space and having first fine holes through which at least a portion of the exhaust fluid passes, and a second resistance unit disposed on a discharge path along which the water in the interior space is discharged through the discharge passage and having second fine holes through which the water passes.

Abstract: A method for evaluating an effective component content (C) of a reducing agent for engine exhaust gas processing arranged in a container (205) in which a heat transfer provision arrangement (240) is provided, including steps of: determining (s410; s420) a prevailing volume (V) and temperature (T1) of the reducing agent in the container (205); determining (s430) a prevailing temperature (T2) of the heat transfer provision arrangement (240); determining (s440) a prevailing temperature (T3) of a medium surrounding the container (205); for a predetermined time period, determining (s450) a mean temperature change rate (Tprim) for the reducing agent; and determining (s460) the effective component content (C) of the reducing agent on the basis of the above determined parameters.

Abstract: A method for execution with an exhaust-gas particle filter which is operated with an exhaust-gas aftertreatment system, wherein the exhaust-gas particle filter has a filter wall along which exhaust gas is conducted for filtering purposes; wherein the method includes a regeneration phase with the steps: a) setting a soot load on the exhaust-gas particle filter, wherein the set soot load effects the formation of a soot layer on ash deposited on the filter wall; and b) subsequently mobilising the deposited ash by burning off the formed soot layer during the course of an active regeneration of the exhaust-gas particle filter.

Abstract: The invention relates to an engine assembly (1) comprising a turbine (2) and an exhaust system removing the gasses from the engine and comprising a first pipe (4) leading from a first manifold (5) and a second discharge pipe (6) leading from a second manifold (7), the turbine (2) comprising a casing (2c) surrounding it and an energy-recovering impeller, the first pipe (4) opening into a main expansion passage housing the impeller. The second pipe (6) opens into at least one bypass portion (8) internal to the casing (2c) and bypassing the main expansion passage, the main expansion passage and said at least one bypass portion (8) meeting at an outlet face (2b) of the casing (2c), the main expansion passage comprising, inside the turbine (2), a valve for regulating the flow of exhaust gas passing through it.

Abstract: A method includes determining, by a controller, a total emissions amount from a plurality of engines; comparing, by the controller, the total emissions amount to a predetermined threshold, wherein the predetermined threshold includes an alert value, an adjustment value, and a deactivation value, the deactivation value being greater than the adjustment value, which is greater than the alert value; deactivating, by the controller, at least one engine in response to the total emissions amount being at or greater than the deactivation value; adjusting, by the controller, operation of at least one engine in the plurality of engines in response to the total emissions amount being at or greater than the adjustment value but less than the deactivation value; and providing, by the controller, an alert in response to the total emissions amount being at or greater than the alert value but less than the adjustment value.

Abstract: A method for operating an exhaust gas purification system connected to an internal combustion engine of a motor vehicle is disclosed. The purification system includes an SCR catalyst for catalyzed reaction of nitrogen oxides contained in the exhaust gas of the internal combustion engine with ammonia. The method includes adding a reducing agent containing ammonia to the exhaust gas upstream of the SCR catalyst at a predeterminable dosage rate and determining a pressure value correlating with an absolute pressure in the exhaust gas purification system on the input side of the SCR catalyst. The dosage rate is specified at least as a function of the pressure value.

Abstract: A method for diagnosing a quality signal (26). The quality signal (26) is provided by a quality sensor (24) used in a reagent metering system (10). The reagent metering system (10) meters a urea/water solution (14) stored in a tank (12), the quality of which is checked by the quality sensor (24), upstream of an SCR catalytic converter (20).

Abstract: An immersion heater including an encapsulated, semi-conductive, heating element. The heating element may be a non-metallic, carbon-based material in the form of a monofilament, a yarn or bundle of semi-conductive fibers which may be twisted, braided fibers or yarns, or the like. The encapsulation may be in the form of a tube of one or more layers of encapsulation material(s) with the heating element inserted therein. Alternately, the heating element may be thermoplastic with semi-conductive carbon additive, and the heating element may be coated with one or more external layers of insulating encapsulation material(s). The encapsulation material may be a rubber or thermoplastic material with sufficient chemical resistance to be immersed in a reservoir of fluid subject to freezing or thickening at low temperatures, such as DEF. The heater may be thermoformed into a predetermined fixed shape.

Abstract: Exhaust purification system and methods for the reduction of emissions from an exhaust stream, including an upstream catalyst coupled with a passive NOx adsorber catalyst; means to contact the exhaust stream with ozone, to react NO in the exhaust stream with the ozone to produce NO2; and an SCR catalyst.

Abstract: An exemplary embodiment includes a blending chamber having a urea inlet, a blending chamber gas inlet, and a blending chamber outlet. A urea source provides a pressurized urea solution to the urea inlet at a urea injection pressure, and a pressurized gas source transmits pressurized gas to the blending chamber gas inlet via a passageway. The passageway is configured to decrease pressure of the pressurized gas transmitted along its length from a first pressure of gas received from the pressurized gas source to a second pressure of gas provided to the blending chamber gas inlet. The first pressure of gas received from the pressurized gas source is greater than the urea injection pressure and the second pressure of gas provided to the blending chamber gas inlet is less than the urea infection pressure.

Abstract: A retention system for use with an aftertreatment module is disclosed. The retention system may include a first support mat disposed on at least one surface of the at least one catalyst substrate. The retention system may also include at least one support plate having a corrugated portion disposed on the first support mat. The retention system may further include a second support mat disposed on the corrugated portion.

Abstract: Systems, devices, methods and programs for reducing emissions from engines are provided. For example, one system for reducing emissions from engines comprises a heating controller coupled to an energy storage device (ESD). The heating controller is configured to control a heating element to heat one or more components of an after-treatment system using energy from the ESD under a first condition and to control the heating element to stop heating the one or more components of the after-treatment system when a second condition is satisfied. Additionally, another system for reducing emissions from engines comprises a controller detecting a decrease in a demanded torque from an engine and an ISG. The controller is then configured to operate a clutch to disengage the engine from the ISG, if after removing fuel from the engine, the sensed speed of the engine is above a threshold.

Abstract: A catalytic converter includes a cylindrical catalyst substrate and a detection device monitoring the integrity of the catalyst substrate. The detection device monitoring the integrity of the catalyst substrate is a band formed on an outer circumference of the catalyst substrate.

Abstract: An internal combustion engine fluidly coupled to an exhaust aftertreatment system that includes an exhaust purifying device is described. A pressure monitoring device is disposed to monitor a pressure differential between an inlet and an outlet of the exhaust purifying device. A method of monitoring the exhaust purifying device includes monitoring a pressure differential between an inlet and an outlet thereof, and determining an exhaust gas flowrate associated with operation of the internal combustion engine. A raw flow resistance is dynamically determined based upon the pressure differential and the exhaust gas flowrate, and an estimated flow resistance is determined based upon the raw flow resistance. The exhaust purifying device is evaluated based upon the estimated flow resistance.

Abstract: A sensing device (100) senses a physical quantity of a fluid having a high temperature. A tube-like element (110) surrounds at least a part of a MI-cable (102) between a sensing end of the MI-cable and a sealing flange element (106) attached to the MI-cable. A major part of the inner surface of the tube-like element is at a predefined distance from the outer surface of the Mineral Insulated cable forming a gap (112) between the mineral insulated cable and the tube-like element. The tube-like element and gap increases robustness against thermal expansions and thermal shock due to rapid temperature change of the fluid.

Abstract: The present disclosure provides a method of producing an insulation preform having graded porosity for an exhaust treatment component of a vehicle. The method includes obtaining a first granular insulating material having a first diameter, a second granular insulating material having a second diameter less than the first diameter, an inorganic binder, and water. The method further includes producing a slurry comprising the first granular insulating material, the second granular insulating material, the inorganic binder, and water. The slurry is introduced into a mold having at least one surface adapted for vacuum extraction. A liquid phase of the slurry is evacuated from the mold using vacuum extraction to produce a moist preform. The moist preform has graded porosity such that a greater concentration of the second insulation material is adjacent to the at least one surface than the first insulating material. The moist preform is heated to produce the insulation preform.

Abstract: A method for producing a corrosion resistant metal substrate and corrosion resistant metal substrate provided thereby. The method involves forming a plated substrate including a metal substrate provided with a nickel layer or with a nickel and cobalt layer followed by electrodepositing a molybdenum oxide layer from an aqueous solution onto the plated substrate, which is subsequently subjected to an annealing step in a reducing atmosphere to reduce the molybdenum oxide in the molybdenum oxide layer to molybdenum metal in a reduction annealing step and to form a diffusion layer which contains nickel and molybdenum, and optionally cobalt.

Abstract: An auxiliary machine-driving device is provided for a vehicle. The auxiliary machine-driving device has a first roller, a second roller, a third roller, a fourth roller and a fifth roller. The first roller rotates integrally with a rotary shaft of an engine. The second roller rotates integrally with a rotary shaft of a motor/generator. The third roller rotates integrally with a rotary shaft of an auxiliary machine. The fourth roller is provided between the first roller and the second roller. The fifth roller that always contacts the second roller and the third roller. The actuator switches the fourth roller between a contact state with the first and second rollers and a separation state from the first and second rollers.

Abstract: A coolant control valve includes a cam rotating by rotational force; a pivot arm disposed under the cam, one end of the pivot arm moving in an up and down direction by rotation of the cam; a valve installed at another end of the pivot arm and disposed outside an outer diameter of the cam, the valve moving as the pivot arm moves; and a pivot arm support hinge for supporting the pivot arm and enabling vertical movement of the pivot arm when the cam rotates.

Abstract: A system for determining a remaining useful life of a cooling component operatively connected to a prime mover. A controller performs a thermal strain analysis that includes determining the power output of the prime mover based upon sensor signals, determining a temperature output of the prime mover based upon the power output, determining a temperature at each of the plurality of analysis locations based upon the temperature output, determining a temperature difference based upon the temperature at each respective one of the plurality of analysis locations, and determining a thermal strain based upon the temperature difference. The controller repeats the thermal strain analysis at time intervals over a period of time, determines an accumulated damage for the cooling component based upon the thermal strain from each thermal strain analysis, and determines a remaining useful life of the cooling component based upon the material characteristics and the accumulated damage.

Abstract: The present invention relates to a combustion chamber structure of an engine configured to inject fuel in a predetermined operation range in a period from a second half of a compression stroke until a first half of an expansion stroke to perform ignition after a compression top dead center. The combustion chamber structure includes: a piston including a cavity; a fuel injection valve provided at a middle portion of the piston; and a spark plug provided at a radially outer side of the middle portion of the piston and an upper side of the cavity. The cavity is formed by a curved surface having curvature that becomes larger as the curved surface extends toward the radially outer side. A tangential direction of an edge end portion of the curved surface intersects with a combustion chamber ceiling radially outward of the spark plug.

Abstract: An internal combustion engine, especially a diesel internal combustion engine, having at least one intercooler, at least one control unit, at least a first and a second cooling circuit, whereby the cooler of the first cooling circuit is flow-connected to a cooling circuit of the internal combustion engine, while the cooler of the second cooling circuit of the internal combustion engine is flow-connected to the intercooler.

Abstract: Methods and systems are provided for selecting a location for water injection during a water injection event based on ambient temperature and humidity, as well as engine operating conditions. In one example, a method may include injecting water upstream of a charge air cooler in response to operating the cooler in heater mode and injecting water downstream of the cooler in response to operating the cooler in cooler mode. Further, the method may include operating the cooler in heater mode based on dry, cold ambient conditions and a dilution demand and operating the cooler in cooler mode based on engine boost conditions and engine knock.

Abstract: A supercharger assembly comprises a housing, a rotor bore with an outer wall, an outlet in an outlet plane, an inlet in an inlet plane perpendicular to the outlet plane, and an outlet divider wall. The supercharger assembly comprises a first recess, a first perforated material covering the first recess, and an outlet resonator. The first recess is separated from the outlet by the outlet divider wall. The first recess is located between the outer wall and the first perforated material.

Abstract: The present invention relates to a device for controlling the amount of air fed to the intake of a supercharged internal-combustion engine, said engine comprising two exhaust gas outlets (32, 36) connected each to an exhaust manifold (30, 34) of a group of at least one cylinder (121, 122, 123, 124), said device comprising a supercharging device (38) including a turbocharger with a dual-inlet (50, 52) turbine (40) connected to said exhaust gas outlets, as well as an outside air compressor (44), and at least one duct for partial transfer of the compressed air from the compressor to the two turbine inlets. According to the invention, the partial transfer duct opens into the cylinder head at the exhaust valves and it comprises throttling means (74, 76) controlling the compressed air circulation in this duct.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, the split exhaust engine system may include a first set of exhaust valves fluidly coupled to the exhaust passage, upstream of a turbocharger turbine, a first emission control device (ECD), and a second ECD disposed within the exhaust passage, the second ECD positioned downstream of the first ECD. The system may further include a second set of exhaust valves fluidly coupled to the intake passage and the exhaust passage, between the first ECD and the second ECD.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, in response to flowing the exhaust gas recirculation and blowthrough air from the first exhaust manifold to the intake passage via a first set of exhaust valves, a first set of swirl valves coupled upstream of a first set of intake valves may be adjusted to at least partially block intake air flow to the first set of intake valves. Each engine cylinder may include two intake valves including one of the first set of intake valves and two exhaust valves.

Abstract: A flue gas recirculation combustor includes a combustor chamber configured such that fuel and combustion gas are injected therein to cause combustion and having a nozzle-side end and a combustor outlet, a nozzle can connected to the nozzle-side end of the combustor chamber, a plurality of nozzles disposed in the nozzle can and configured such that an injection direction thereof is directed to a side of the combustor chamber, and a sleeve disposed in a premixing space defined between the nozzle can and the nozzle-side end of the combustor chamber, the sleeve including a recirculation pathway to recirculate combustion air from the combustor chamber to the premixing space.

Abstract: An improved electrocatalytic system utilizes an Organic Rankine cycle system to take advantage of exhaust fume heat to convert a working fluid to steam used in a steam expander to generate electricity. The generated electricity is then used in electrolyzing water to produce hydrogen gases used as a supplemental fuel in an internal combustion (IC) engine. Thereby, the improved electrocatalytic system provides an efficient, less costly and retrofittable system for reducing harmful emissions and fossil fuel consumption in vehicles.

Abstract: A gas turbine engine that comprises an engine core having a compressor, a turbine, a combustor, and a rotation axis. The engine further comprising a fan case wall having a radially-inner surface, a by-pass duct between the fan case wall and around the engine core, a plurality of struts circumferentially distributed and extending across the by-pass duct, a surface cooler adjacent to the radially-inner surface of the fan case and configured to be exposed to a by-pass air flow through the by-pass duct during operation of the gas turbine engine, the surface cooler fluidly communicating with a fluid circuit of the engine requiring cooling for of a fluid, and a recirculation conduit extending between an inlet in the radially-inner surface of the fan case disposed downstream of the surface cooler and an outlet in the radially-inner surface of the fan case wall disposed upstream of the surface cooler.

Abstract: A cooling assembly comprises a cooling chamber disposed inside a turbine assembly. The cooling chamber is configured to direct cooling air inside one or more of a combustion chamber or an airfoil of the turbine assembly. An orthogonally converging diffusing (OCD) conduit is fluidly coupled with the cooling chamber. The OCD conduit is configured to direct at least some of the cooling air out of the cooling chamber outside of an exterior surface of the one or more of the combustion chamber or the airfoil. The OCD conduit is elongated along and encompasses an intersection between a constricting plane and a diffusing plane that are traverse to each other. The OCD conduit has an interior surface with a first distance between opposing first portions of the interior surface. The first distance increases in the diffusing plane at increasing distances along the intersection from the cooling chamber toward the exterior surface.

Abstract: An object includes a fluid chamber extending between a first surface and a vertically opposed second surface, the first surface including a fluid passage opening therethrough. A self-breaking support, initially configured to support the first surface, once broken creates a broken support disposed between the first surface and the vertically opposed second surface. The support includes: a base having a first end coupled to the first surface and a second opposing end. The first end of the base is wider than the second end, and a fluid passage extends through the first base for fluidly coupling the fluid chamber and the fluid passage opening in the first surface. A self-breaking link is disposed between the second opposing end of the first base and the second surface.

Abstract: The system for rapidly reactivating a turbine engine of an aircraft includes an electrical machine that is DC powered from an on-board electrical power supply network. The system also includes a switch interposed between the on-board network and the electrical machine, an additional set including a plurality N electrical energy storage elements, and a control unit for controlling a device for discharging the storage elements and adapted to enable a series circuit including at least some of the N electrical energy storage elements to be connected in parallel with the on-board network so that when the rapid reactivation system is in operation the electrical machine is powered by a voltage level higher than the voltage level of its nominal characteristics.

Abstract: A gas turbine startup method and device wherein low-pressure, medium-pressure, and high-pressure air bleed flow paths supply compressed air bled from low-pressure, medium-pressure, and high-pressure air bleed chambers, respectively, of a compressor as cooling air to a turbine. Low-pressure, medium-pressure, and high-pressure exhaust flow paths discharge the compressed air in the low-pressure, medium-pressure, and high-pressure air bleed flow paths, respectively to the turbine exhaust system, and the low-pressure, the medium-pressure, and the high-pressure exhaust flow paths are provided respectively with a low-pressure exhaust valve, a medium-pressure exhaust valve, and a high-pressure exhaust valve. When the gas turbine starts up, the high-pressure exhaust valve is opened before the startup state of the gas turbine reaches a region in which rotation stall occurs.

Abstract: A mount structure for mounting an ancillary engine unit to a gas turbine engine is provided. The mount structure has plural elongate struts which each extend from a connector portion at one end of the strut to a fastening portion at the other end of the strut. The housing of the ancillary engine unit is formed of a first material having a first coefficient of thermal expansion, and the elongate struts are formed of a second material having a second coefficient of thermal expansion. Each elongate strut extends away from its connector portion in a direction which is crosswise to the direction of the hypothetical differential thermal strain at that connector portion. The mount structure further has a containment bracket which is configured to contain each connector portion.

Abstract: In one aspect, a power generation system may include a core turbine engine, an electric generator, an electric motor, and an auxiliary compressor. The core turbine engine defines an axial direction, and may include a compressor and a turbine in serial flow relationship along the axial direction. The electric generator may be operatively coupled to and driven by the core turbine engine. In addition, the electric motor may be in electrical communication with the electric generator for receiving electrical power generated by the electric generator. Furthermore, the auxiliary compressor may be positioned upstream of the compressor of the core turbine engine, and the auxiliary compressor may be rotatable by the electric motor to compress a volume of air to be provided to the compressor of the core turbine engine.

Abstract: An adjustment device for adjusting several guide vanes of the engine, wherein the adjustment device includes at least one adjusting element that couples with the guide vanes and is mounted in an adjustable manner, a connection element that couples with the adjusting element, as well as a crank shaft for controlling an adjusting movement of the adjusting element, and the crank shaft has at least one coupling element which couples with the connection element and at which the connection element is hinged to transform a rotational movement of the crank shaft about a longitudinal axis of the crank shaft into an adjusting movement of the adjusting element for adjusting the guide vanes. The crank shaft has a modular design with at least two shaft modules that are arranged behind each other along the longitudinal axis of the crank shaft.

Abstract: A fuel system includes a fuel line configured to allow a fuel to flow therethrough and a fluoroscopy device attached to the fuel line such that the fluoroscopy device can input excitation radiation into the fuel line and receive fluorescent radiation emitted from the fuel in the fuel line.

Abstract: A variable combustion cylinder ratio control method variably controls a combustion cylinder ratio of an engine during an intermittent deactivation operation, in which cylinder deactivation is intermittently performed. The method includes, when setting N to an integer greater than or equal to 1, repeatedly performing a cylinder deactivation in a pattern in which combustion is consecutively performed in N cylinders in the order of cylinders entering a combustion stroke, and then a subsequent cylinder is deactivated. The method further includes changing the combustion cylinder ratio by changing the pattern such that the value of N is changed by one at a time.

Abstract: A valve actuation system is disclosed for an engine. The valve actuation system may have a variable valve actuator that is configured to engage a rocker arm and hold the valve at an open position regardless of motion of a cam lobe. The variable valve actuator may have a housing forming a chamber, a plunger disposed in the chamber, a control valve movable to control a flow of fluid into the chamber, and a relief valve configured to automatically open and release fluid from the housing when a pressure inside the chamber is below a predetermined pressure. The valve actuation system may further have a controller configured to cycle the control valve prior to start-up of the engine and to selectively move the control valve after start-up.

Abstract: A method for controlling an engine variable valve timing of a hybrid electric vehicle, may include providing a cam position setting table of a fuel efficiency prioritized intake/exhaust cam control mode, and a cam position setting table of a normal intake/exhaust cam control mode, the cam position setting table of the fuel efficiency prioritized intake/exhaust cam control mode being differentiated from the cam position setting table of the normal intake/exhaust cam control mode; selecting one of the fuel efficiency prioritized intake/exhaust cam control mode and the normal intake/exhaust cam control mode by a canister loading amount and whether or not diagnosis of an intake cam and diagnosis of an exhaust cam are completed; and determining position control values of the intake and exhaust cams by using the cam position setting table and then controlling positions of the intake cam and the exhaust cam by the determined position control values.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, a flow of exhaust (e.g., exhaust gas recirculation) from engine cylinders to the intake passage, upstream of a compressor, via an exhaust gas recirculation (EGR) passage and the first exhaust manifold may be adjusted by adjusting a timing of a first set of cylinder exhaust valves coupled to the first exhaust manifold. Additionally, the first set of cylinder exhaust valves open at a different time than a second set of cylinder exhaust valves coupled to the exhaust passage.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, all intake valves of an engine cylinder may be deactivated, in response to engine load below a threshold, while operating a first exhaust valve coupled to the first exhaust manifold and a second exhaust valve coupled to the second exhaust manifold at different timings. As a result, intake air may be routed from the intake passage, through an exhaust gas recirculation passage coupled between the intake passage and the first exhaust manifold, and into the engine cylinder via the first exhaust valve.

Abstract: Methods and systems are provided for providing exhaust gas recirculation to a naturally aspirated internal combustion engine. In one example, exhaust gas is recirculated to an engine intake via a dedicated scavenging manifold and a scavenging exhaust valve. The exhaust gas and fresh air that has not participated in combustion may be recirculated to engine cylinders even at high engine loads since the exhaust gas and fresh air is returned to the engine air intake at a pressure greater than atmospheric pressure.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, an intake valve timing, exhaust valve timing of a first set of exhaust valves coupled to the first exhaust manifold, and a position of an exhaust gas recirculation (EGR) valve in an EGR passage may be adjusted in coordination with one another in response to a condition at a compressor. The EGR passage may be coupled between the intake passage, upstream of the compressor, and the first exhaust manifold.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, one or more valves of a set of first exhaust valves coupled to the second exhaust manifold may be deactivated in response to select engine operating conditions, while maintaining active all valves of a set of second exhaust valves coupled to the first exhaust manifold. The select engine operating conditions may include one or more of a deceleration fuel shut-off condition, a part throttle condition, and a cold start condition.

Abstract: An injector, including: a moveable armature having a bore and upper and lower control surfaces; a lower housing including a bore and upper and lower stationary control surfaces; and a flow geometry defined along an exterior of the armature. The armature includes a transverse flow path fluidly coupled with the armature bore and the flow geometry. The lower housing includes a transverse flow path fluidly coupled with the lower housing bore. Upon moving the armature from a first position to a second position, a first flow path is formed between the flow geometry and the lower housing transverse flow geometry through a space between the lower stationary control surface and the lower armature control surface, and a second flow path is formed between the armature bore and the lower housing transverse flow geometry through a space between the upper stationary control surface and the armature upper control surface.

Abstract: An engine having at least a primary and secondary fuel supplies is configured to operate by determining a fueling mode for each of first and second groupings of cylinders, independently. A method, therefore, for operating the engine includes monitoring engine operating parameters with an electronic controller, determining an engine operating point based on the engine operating parameters, calculating a first operating mode of a first cylinder grouping based on the engine operating point, calculating a second operating mode of a second cylinder grouping based on the engine operating point, and selectively activating at least one of a diesel injector, a gaseous fuel injector and a spark device in each engine cylinder separately and selectively for each cylinder of the first and second cylinder grouping based on the engine operating point.

Abstract: A dual fumigation homogeneous charge compression ignition (DF-HCCI) engine runs on low volatility internal combustion (IC) engine fuel such as diesel in combination with another IC engine fuel, both simultaneously fumigated in engine intake air stream. Both fumigated fuels mix with engine intake air and they are inducted together, at the same time, into engine combustion chamber where homogeneous charge compression ignition combustion takes place. Fumigation of two fuels, in which one fuel has low volatility, is done by a novel dual fuel fumigation system comprising of at least one ultrasonic atomizer. Combustion phasing control is done by varying proportions of fumigated fuels, EGR rate, and EGR temperature and additionally by controlling engine intake air temperature. Engine intake air is controlled to a desirable temperature by heat exchanger utilizing heat from engine and/or exhaust gas.

Abstract: Methods and systems are provided for learning a transport delay for individual cylinders that is associated with maldistribution of water among cylinders during a water injection event. Differences in knock intensity between individual cylinders, following a water injection, are used to identify water maldistribution. Differences in the amount and timing of an engine dilution effect following a manifold water injection are learned via an intake oxygen sensor and used to reduce cylinder-to-cylinder imbalance in water delivery.