Abstract: When a request for temperature increase of a three-way catalyst is made, a CPU executes dither control in which one of a plurality of cylinders is set as a rich combustion cylinder with a richer air-fuel ratio than a stoichiometric air-fuel ratio and the remaining cylinders are set as lean combustion cylinders with a leaner air-fuel ratio than the stoichiometric air-fuel ratio. When not executing the dither control, the CPU learns a rich learning value that is a learning value of a degree of a rich imbalance based on an upstream-side air-fuel ratio. When the rich learning value is greater than or equal to a predetermined value, the CPU prohibits the dither control.

Abstract: Exhaust gas systems includes an oxidation catalyst (OC) capable of receiving exhaust gas and oxidizing one or more of combustable hydrocarbons (HC) and one or more nitrogen oxide (NOx) species, a selective catalytic reduction device (SCR) disposed downstream from and in fluid communication with the OC, an upstream NOx sensor disposed upstream from the SCR, and a downstream NOx sensor disposed downstream from the SCR. Methods for controlling systems include providing exhaust gas to the OC and subsequently the SCR, measuring an upstream exhaust gas NOx concentration, measuring a downstream exhaust gas NOx concentration, determining a NOx differential by subtracting the downstream exhaust gas NOx concentration from the upstream exhaust gas NOx concentration; and comparing the NOx differential to a differential threshold to determine OC catalytic performance. The method is conducted under while OC is above a NOx to NH3 conversion yield threshold, and/or under rich conditions.

Abstract: A system includes a first diesel engine operable to drive a first device, a first diesel exhaust fluid (“DEF”) tank associated with the first engine and operable to provide DEF to the first diesel engine during operation, a second diesel engine operable to drive a second device, a second DEF tank associated with the second engine and operable to provide DEF to the second diesel engine during operation, and an external DEF tank arranged to contain a quantity of DEF that is coupled to the first DEF tank and the second DEF tank and operable to selectively deliver DEF from the external DEF tank to each of the first DEF tank and the second DEF tank.

Abstract: A diesel exhaust fluid transfer circuit providing a fluid transfer connector for securely connecting a port fitting of a diesel exhaust fluid device to a diesel exhaust fluid hose. The fluid transfer connector comprises an attachment nut attachable to a port fitting of the diesel exhaust fluid device. The fluid transfer connector further comprises a hose adapter including a fluid conduit and an annular wiper seal coaxially aligned with the fluid conduit. With the attachment nut attached to the port fitting, the fluid conduit is slidable over the port fitting and connectable to the attachment nut, and the annular wiper seal wipes any residue on the port fitting as the fluid conduit is slid over the port fitting.

Abstract: A catalytic converter includes: a tubular casing including at least a pair of holding tubular parts and a reduced diameter tubular part that integrally connects the holding tubular parts to each other; and a monolithic catalyst carrier accommodated in each of the holding tubular parts, the reduced diameter tubular part being obtained by press-forming a portion, between the holding tubular parts, of a casing material of a tubular shape that corresponds to that of the holding tubular parts. Flat parts are formed respectively in a plurality of places at intervals in a peripheral direction of the reduced diameter tubular part, a sensor being attached to at least one of the flat parts. Accordingly, a press load when press-forming the reduced diameter tubular part is suppressed from becoming large and unequal in the peripheral direction of the reduced diameter tubular part.

Abstract: Disclosed are a thermoelectric generation apparatus, a heat generation apparatus for fuel storage tanks, and a waste heat recovery system. The thermoelectric generation apparatus according to an embodiment of this disclosure includes a first piping through which a fluid flows, a second piping through which a cooling medium of a lower temperature than the fluid flows so as to radiate the heat of the fluid, a plurality of first radiating fins having one side in contact with air of a lower temperature than the fluid so as to radiate the heat of the fluid and the other side in contact with the second piping, and a thermoelectric generation module provided between the first piping and the second piping to produce electricity through a temperature difference between the first piping and the second piping.

Abstract: A thermoelectric power generator includes a pipe in which a first fluid flows, and a power generation module including a thermoelectric conversion element. The thermoelectric power generator includes a holding member that is in contact with a one side part of the power generation module, such that heat of a second fluid that is higher in temperature than the first fluid transfers to the one side part of the power generation module. The holding member holds the power generation module and the pipe in a heat transferable state, such that the pipe is in contact with the other side part of the power generation module. The thermoelectric power generator includes a heat conductive component to define a heat transfer course through which heat transfers from the second fluid to the first fluid, at upstream of the thermoelectric conversion element in a flowing direction of the second fluid.

Abstract: An aftertreatment assembly includes a selective catalytic reduction (SCR) device having a catalyst and configured to receive an exhaust gas. A controller is operatively connected to the SCR device. The controller having a processor and a tangible, non-transitory memory on which is recorded instructions for executing a method of model-based monitoring of the SCR device. The method relies on a physics-based model that may be implemented in a variety of forms. The controller is configured to obtain at least one estimated parameter, and at least one threshold parameter based at least partially on a catalyst degradation model. The catalyst degradation model is based at least partially on a predetermined threshold storage capacity (?T). A catalyst status is determined based on a comparison of the estimated and threshold parameters. The operation of the assembly is controlled based at least partially on the catalyst status.

Abstract: An object of the disclosure is to provide a technology that enables abnormality diagnosis of an NOx trap catalyst to make the diagnosis that the NOx trap catalyst is abnormal even if the degree of deterioration of the NOx trap catalyst, is relatively small yet. When performing abnormality diagnosis of an NOx trap catalyst, a system according to the disclosure performs a lean temperature raising process, which is the process of raising the temperature of the NOx trap catalyst to or above a predetermined temperature while keeping the air-fuel ratio of the exhaust gas flowing into the NOx trap catalyst at a lean air-fuel ratio. The system diagnoses abnormality of the NOx trap catalyst on the basis of the NOx storage efficiency of the NOx trap catalyst or a parameter correlating with that NOx storage efficiency after the completion of the lean temperature raise process.

Abstract: The invention relates to a method for determining a performance of a particulate filter of an engine, comprising: determining at least one exhaust gas temperature upstream of said particulate filter; determining an exhaust gas temperature downstream of said particulate filter; determining an exhaust gas mass flow upstream of said particulate filter; determining a modelled temperature on the basis of said at least one exhaust gas temperature upstream of said particulate filter and said exhaust gas mass flow upstream of said particulate filter; determining a residual value on the basis of said exhaust gas temperature downstream of said particulate filter and said modelled temperature; and determining an equivalent hole size of said particulate filter from a predetermined function regarding a relation between said residual value and equivalent hole size as a basis for considering said performance of said particulate filter.

Abstract: A regeneration control device for an exhaust gas treatment device includes: a DOC blockage risk state determination part configured to determine whether the DOC is in a blockage risk state which is a state where blockage of the DOC is likely to occur, on the basis of comparison between a counter value and a threshold related to an operation time of the diesel engine; a DOC temperature increase execution part configured to execute a blockage recovery process for increasing a temperature of the DOC to a first temperature, if it is determined that the DOC is in the blockage risk state; a DPF forced regeneration condition determination part configured to determine whether a forced regeneration execution condition for, the DPF is satisfied; a DPF forced regeneration execution part configured to execute a forced regeneration process for increasing a temperature of the DPF to a second temperature and increasing the temperature of the DOC to the first temperature, if the forced regeneration execution condition is sat

Abstract: A method of expecting N2O generation according to oxidation of NH3 in an SDPF according to an exemplary embodiment of the present invention may include measuring an initial NH3 absorption amount in the SDPF, determining a first middle NH=3 absorption amount by subtracting an NH3 slip amount in the SDPF from the initial NH3 absorption amount in the SDPF, determining a second middle NH3 absorption amount by subtracting an NH3 amount oxidizing to NOx and N2 from the first middle NH3 absorption amount, determining N2O generation amount in the SDPF, and determining a final NH3 absorption amount in the SDPF by subtracting the N2O generation amount from the second middle NH3 absorption amount.

Abstract: A holding device for retaining an exhaust pipe of an exhaust system with a mounted supporting device includes a carrying portion for accommodating the supporting device, and a fastening portion for fastening the holding device to a vehicle. In an embodiment, the fastening portion has a spring member with a snap-in hook for forming a snap-in connection.

Abstract: Examples of techniques for adjusting a flow control valve during a mode change of a main rotary valve in a vehicle cooling system for an internal combustion engine are disclosed. In one example implementation, a method includes detecting, by a processing system, a start of the mode change for the main rotary valve in the vehicle cooling system. The method further includes closing, by the processing system, the flow control valve based at least in part on detecting the start of the mode change. The method further includes opening, by the processing system, the flow control valve based at least in part on the mode change being completed.

Abstract: A coolant control system for a vehicle, including: a coolant control valve including a radiator valve; an actuator connected to the coolant control valve; and a control unit. Upon shutdown of the vehicle: the control unit is arranged to generate a control signal based upon a prediction of an ambient temperature and transmit the control signal to the actuator; and the actuator is arranged to receive the control signal and rotate a portion of the radiator valve according to the control signal.

Abstract: A system for controlling enriched prechamber stoichiometry includes a prechamber ignition device, and an ignition control system that includes a sensor structured to measure an amount of at least one of CO2 or O2 in a prechamber, an engine timing sensor, a fuel quality sensor, and an electronic control unit. The electronic control unit is structured to receive signals from each of the sensors and determine an air-fuel ratio of the prechamber for comparison with a target air-fuel ratio, and produce a fuel delivery signal based on the comparison.

Abstract: Methods and systems for supplying fuel to a diesel engine during a cycle of a cylinder are described. In one example, a cylinder is supplied fuel via two fuel injectors having different fuel flow rates. The two fuel injectors may be arranged opposed to each other or in a way that fuel spray from one injector intersects and collides with fuel spray from the other injector.

Abstract: A cooling module for use with an internal combustion engine having separate cooling circuits, the cooling module having a cuboid shaped structure having walls defining an internal open portion, at least one of the walls comprising a low-temperature heat exchanger circuit and one of the walls comprising a high-temperature heat exchanger circuit and a fan located within the open portion of the structure and enclosed by the walls. The fan is configured to act as a sucker fan to draw air from outside the structure through the at least one low-temperature heat exchanger circuit and to act as a blower fan by redirecting the air out of the structure through the at least one high-temperature heat exchanger circuit. The cooling module has increased fan efficiency, reduced noise, and optimal functional heat exchanger face area per given space.

Abstract: Methods and systems are provided for adjusting an active casing treatment of a compressor responsive to a predicted engine condition. In one example, a controller may actuate a sleeve of a variable geometry compressor casing to a position selected based on each of a compressor pressure ratio and a mass flow through the compressor, as well as driver behavior and predicted road conditions; and adjust each of an EGR actuator and a boost actuator based on the selected position to maintain the compressor pressure ratio during the actuating.

Abstract: In a control device for an internal combustion engine, when a target pre/post compressor pressure ratio calculated by a target pre/post compressor pressure ratio calculation part is more than a turbine-limit-time pre/post compressor pressure ratio calculated by a turbine-limit-time pre/post compressor pressure ratio calculation part, an upper limit of the target pre/post compressor pressure ratio is limited by the turbine-limit-time pre/post compressor pressure ratio, and a change rate of the target pre/post compressor pressure ratio is limited by a change rate limit value during a change rate limitation period after upper limit limitation processing starts, thereby preventing the target pre/post compressor pressure ratio from being suddenly fluctuated by a sudden fluctuation in a compressor passage flow rate, and suppressing the occurrence of the over rotation of the turbine and the control hunting.

Abstract: Methods and systems are provided for controlling a turbocharged engine. In one example, a method may include concurrently adjusting an exhaust recirculation gas flow and a turbine flow while adjusting geometry of a compressor to compensate for disturbance caused by the compressor adjustment.

Abstract: A turbine housing includes: a main body portion; an insertion hole, which is formed in the main body portion, and has one end opened to an outside of the main body portion of the turbine housing and another end communicated to the turbine scroll flow passage; a pipe member, which is formed separately from the main body portion, is arranged in the insertion hole, and has a communication flow passage having an inflow port as an inlet for exhaust gas and being opened to the turbine scroll flow passage; and step surfaces (step portions), which are formed on the pipe member and the insertion hole, and are opposed to each other.

Abstract: In certain embodiments, Lube Oil Controlled Ignition (LOCI) Engine Combustion overcomes the drawbacks of known combustion technologies. First, lubricating oil is already part of any combustion engine; hence, there is no need to carry a secondary fuel and to have to depend on an additional fuel system as in the case of dual-fuel technologies. Second, the ignition and the start of combustion rely on the controlled autoignition of the lubricating oil preventing the occurrence of abnormal combustion as experienced with the Spark Ignition technology. Third, LOCI combustion is characterized by the traveling of a premixed flame; hence, it has a controllable duration resulting in a wide engine load-speed window unlike the Homogeneous Charge Compression Ignition technology where the engine load-speed window is narrow. Adaptive Intake Valve Closure may be used to control in-cylinder compression temperature to be high enough to realize the consistent auto ignition of the lubricating oil mist.

Abstract: A method is provided for producing an assembly of an eccentric rod (15, 16) and a piston (20, 21) of a connecting rod of an internal combustion engine having an adjustable compression ratio. The method includes providing an eccentric rod (15, 16) having a first end (36, 37) for attachment to an eccentric lever of an eccentric adjusting device of the connecting rod and a second end (38, 39) for attachment to a piston (20, 21) that can be guided in a hydraulic chamber of the connecting rod. The method then includes arranging the second end (38, 39) of the eccentric rod (15, 16) in the piston (20, 21); introducing an injection-molding tool (47) into the piston (20, 21); and injection-molding a circumferentially closed retaining ring (43) between the piston (20, 21), the second end (38, 39) of the eccentric rod (15, 16) and the injection-molding tool (47).

Abstract: In a power generation system, exhausted fuel gas exhausted from a solid oxide fuel cell (SOFC) is used as a fuel of a first combustor or a second combustor of a gas turbine, and at the same time, a part of compressed air compressed by a compressor of the gas turbine is used to drive the SOFC. The gas turbine includes the first combustor for burning fuel gas which is different from the exhausted fuel gas, a first turbine configured to be driven by combustion gas supplied from the first combustor, the second combustor for burning at least a part of the exhausted fuel gas, and a second turbine coupled with the first turbine and configured to be driven by combustion gas supplied from the second combustor.

Abstract: A fan section for a gas turbine engine according to an example of the present disclosure includes, among other things, a fan rotor having fan blades, and a plurality of fan exit guide vanes positioned downstream of the fan rotor. The fan rotor is configured to be driven through a gear reduction. A ratio of a number of fan exit guide vanes to a number of fan blades is defined. The fan exit guide vanes are provided with optimized sweep and optimized lean.

Abstract: A gearbox for an aircraft engine including first and second gears in driving engagement through planet gears supported by a carrier. Selective application of a brake and a blocking member permit operation in a speed change configuration and a direct drive configuration.

Abstract: The present disclosure relates to systems and methods useful for power production utilizing direct combustion of a solid fuel, such as coal, biomass, or the like. The systems and methods can combine a first power producing cycle that is an open loop or semi-closed loop cycle with a second power producing cycle that is a closed loop cycle utilizing a recycled working fluid, preferably CO2. At least one stream from the open loop or semi-closed loop cycle can be used in a heating member to provide heat to the working fluid in the closed loop cycle. The solid fuel can be combusted at conditions facilitating easier removal of solids before a gaseous stream is treated and, optionally, at least partially recycled to the combustor as a recycle stream, preferably include CO2.

Abstract: A gas turbine engine comprises a fan at an axially outer location, the fan rotating about an axis of rotation, delivering air into an outer bypass duct, a radially middle duct, and a radially inner core duct. Air from the inner core duct is directed into a compressor, and then flows axially in a direction back toward the fan through a combustor section, and across a core turbine section, and is then directed into the middle duct. A gear reduction drives the fan from a fan drive turbine section. A method of operating a gas turbine engine is also disclosed.

Abstract: An energy recovery system for an engine system is disclosed. The engine system includes an engine, an exhaust conduit configured to receive exhaust gases discharged from the engine, and a first turbocharger coupled to the exhaust conduit to receive exhaust gases from the engine and provides compressed air to the engine. The energy recovery system includes a bypass conduit, a second turbocharger, and an accumulator. The bypass conduit is coupled to the exhaust conduit upstream of the first turbocharger, and facilitates a portion of exhaust gases from the exhaust conduit to bypass the first turbocharger. The second turbocharger is coupled to the bypass conduit, and is driven by the portion of exhaust gases bypassing the first turbocharger to compress air received from an ambient to a first pressure. The accumulator is in fluid communication with the second turbocharger, and stores air received from the second turbocharger at the first pressure.

Abstract: A supply duct of a compressor of a turbine engine, formed from internal and external walls of revolution around an axis and opposite one another to define a circulation stream of a fluid, is provided. The stream allows the fluid to be routed from the inlet of the duct to the inlet of the compressor. The radius of the external wall at the inlet of the duct is greater than the radius of the duct at the inlet of the compressor. The duct includes a portion for which the radius of the external wall along the portion is less than the radius of the external wall at the inlet of the compressor, and the radius of the internal wall along the portion of the duct is less than the radius of the internal wall at the inlet of the compressor.

Abstract: A gas turbine engine includes a fan, an engine core, and an airflow duct assembly. The fan is mounted for rotation about a central axis of the gas turbine engine assembly to produce thrust for the gas turbine engine. The engine core is coupled to the fan and configured to drive the fan about the central axis. The airflow duct assembly defines a core passageway configured to conduct a first portion of air pushed by the fan into the engine core and a by-pass passageway configured to conduct a second portion air pushed by the fan around the engine core.

Abstract: A shut-off valve includes a float and a negative G control component. The float is configured to occlude a tank outlet at a first fluid level and 1 G and unocclude the tank outlet at a second fluid level and 1 G. The negative G control component is operatively connected to the float to limit fluid, e.g. liquid or gas, communication between a tank outlet and an ejector pump during negative G events. An ecology fuel return system includes a tank, an ejector pump, a float, and a negative G control component, as described above. The tank has an inlet and an outlet. The inlet is configured to be in fluid communication with components of an engine. The ejector pump is in fluid communication with the tank outlet and is configured to pump fuel from the tank to a fuel pump inlet of an engine.

Abstract: Acoustic structures in which acoustic septa are located in the cells of a honeycomb for reducing the noise generated from a source The honeycomb used to form the acoustic structure has walls that contain convex and concave contours which make the honeycomb flexible. The acoustic septa are formed by inserting planar acoustic inserts into the honeycomb cells to form a septum cap which is friction-locked within the cell and then permanently bonded in place. The planar acoustic septum is configured to match the unique shape of the cell contours to provide desired friction-locking when inserted into the cells and desired acoustic properties after being permanently bonded in place.

Abstract: Systems and methods for controlling a fluid based engineering system are disclosed. The systems and methods may include a model processor for generating a model output, the model processor including a set state module for setting dynamic states of the model processor, the dynamic states input to an open loop model based on the model operating mode, where the open loop model generates current state derivatives, solver state errors, and synthesized parameters as a function of the dynamic states and a model input vector, where a constraint on the current state derivatives and solver state errors is based a series of cycle synthesis modules. The series of cycle synthesis modules may include a flow module for mapping a flow curve relating a compressible flow function to a pressure ratio and for defining a solution point located on the flow curve and a base point located off the flow curve.

Abstract: A combustion chamber comprises an upstream end wall, at least one fuel injector and at least one seal. Each fuel injector is arranged in a corresponding aperture in the wall. Each seal is arranged in a one of the apertures in the wall and around one of the fuel injectors. Each seal has a first portion, a second portion and a third portion. The second portion abuts the corresponding fuel injector. Each seal has a plurality of circumferentially spaced coolant passages extending longitudinally there-through from the upstream end to the downstream end of the seal to provide internal convective cooling of the seal to improve the working life of the seal.

Abstract: A spring return throttle actuator including: an electric, plural-coil DC motor having an output shaft, a throttle return spring, a gear transmission connected to the output shaft, a control unit adapted to control power supply to the DC motor, wherein the spring return throttle actuator has a movement range between closed throttle and fully opened throttle. The control unit includes a monitoring circuit adapted to monitor DC motor movement. The monitoring circuit is configured to receive signals from at least one voltage sensor adapted to sense voltage induced in at least one of the DC motor coils during a spring forced return of the throttle, and the monitoring circuit is configured to create a representation of DC motor movement based on said signals.

Abstract: A valve train for an engine of a motor vehicle and an engine assembly with such a valve train is provided. The valve train includes at least two inlet and/or outlet valves, and at least two motorized actuating units configured to independently control the maximum valve lifts of respective ones of the valves. A first actuating unit of the at least two actuating units is associated with a first valve of the at least two valves, and a second actuating unit is associated with a second valve of the at least two valves.

Abstract: An engine system for a vehicle includes an engine comprising X cylinders (X?4) and Y deactivation mechanisms (X/2<Y<X), each of the Y deactivation mechanisms being configured to deactivate a different one of the X cylinders and wherein the Y deactivation mechanisms are arranged an optimal Y of the X cylinders for a defined firing order of the X cylinders. The engine system further includes a controller configured to: determine a torque request for the engine, determine a set of potential firing fractions of the engine, each firing fraction representing a particular Z of the X cylinders being deactivated (0<Z?Y) based on the torque request, determine an optimal firing fraction of the set of potential firing fractions, based on the optimal firing fraction, command a corresponding Z of the Y deactivation mechanisms to deactivate the determined Z of the X cylinders, and command firing of a remainder the X cylinders.

Abstract: The present invention is a connected energy management (CEM) strategy for controlling the activation of a plurality of engine cylinders in the engine of a vehicle. A powertrain controller is operable for controlling the operation of the engine, and a second controller is in electrical communication with the powertrain controller. The second controller may be a telematics controller, or an autonomous driving vehicle controller. The second controller communicates at least one parameter to the powertrain controller, and the parameter is used to determine which of the plurality of cylinders are to be activated or deactivated. The powertrain controller then activates or deactivates one or more of the plurality of cylinders using the powertrain controller based on the parameter, which may include various road data, such as road curve shape or road grade. The parameter may also be based on a desired autonomous driving path.

Abstract: A control device for an internal combustion engine includes an electronic control unit configured to perform dither control processing for controlling the fuel injection valve based on a requested injection amount such that a part of cylinders among a plurality of cylinders becomes a lean combustion cylinder and cylinders different from the part of cylinders among the cylinders become a rich combustion cylinder, and restriction processing for, in a case where the requested injection amount is equal to or greater than a first injection amount, making no restriction on the dither control processing, and in a case where the requested injection amount is within a second injection amount range of an injection amount smaller than the first injection amount, restricting the dither control processing to a side where a leaning degree of an air-fuel ratio of a cylinder having a leanest air-fuel ratio among the cylinders decreases.

Abstract: A smoke amount estimation device includes a component amount acquisition unit and an estimation unit. The component amount acquisition unit acquires the amount of aromatic components contained in a fuel to be used for the combustion of an internal combustion engine, and acquires the amount of aromatic variable components that are components that decompose and polymerize before combustion to form aromatic components among components contained in the fuel. The estimation unit estimates the amount of smoke contained in the exhaust gas discharged from the internal combustion engine based on the amount of aromatic components and the amount of aromatic variable components acquired by the component amount acquisition unit.

Abstract: A method for operating an electrostatic soot sensor by a voltage supply, having a first electrode, a second electrode, and a guard electrode that are electrically insulated from one another. A first electrical potential is applied to the first electrode, and a second electrical potential is applied to the second electrode by the voltage supply, such that a voltage arises between the first and the second electrode. A guard potential is applied to the guard electrode. The measuring current flowing between the first the second electrode is measured with a current-measuring element. In order to determine readiness of the electrostatic soot sensor and with which measuring errors caused by leakage currents can be compensated, to measure leakage currents the first electrode is disconnected from the first electrical potential, and the leakage current flowing between the guard electrode and the second electrode is measured with the current-measuring element.

Abstract: Methods and systems are provided for indicating a presence or absence of a source of degradation stemming from one of an intake manifold, exhaust system, or engine of an engine system. In one example, a method comprises rotating the engine unfueled and indicating the source of degradation based on both an intake air flow and an exhaust flow, as compared to baseline intake air flow and baseline exhaust flow. In this way, a source of degradation may be pinpointed, which may increase a lifetime of a vehicle engine system, reduce undesired emissions, and which may increase customer satisfaction resulting from shorter time spent on diagnosing such a source of degradation.

Abstract: Fuel injection control of an internal combustion engine requires an optimized fuel amount that can be burned completely with oxygen in intake air to be supplied, but the oxygen concentration in the atmospheric air is affected by humidity. By separately calculating a dry air flow rate that directly affects the oxygen amount and a humidity flow rate that is a change factor of the oxygen concentration in the intake air of the internal combustion engine, the fuel can be supplied to the cylinder of the internal combustion engine at an optimized air-fuel ratio. In addition, highly precise control involving EGR for flowback of a part of the exhaust gas flowing in the exhaust pipe to the intake pipe can also be achieved.

Abstract: A control device of a fuel injection device improves stabilization in an opening operation of a valve element and stabilizes an injection amount. The control device includes a valve element to open a fuel passage by being separated from a valve seat, a movable iron core to perform an opening/closing operation of the valve element, and a fixed iron core to attract the movable iron core when a current flows to a coil. The control device includes a control unit which performs an intermediate energization in which the coil is energized again to attract the movable iron core to the fixed iron core and then the energizing to the coil is blocked and the movable iron core is displaced in a direction away from the fixed core. The control unit controls whether the intermediate energization is performed according to an injection interval of the fuel injection device.

Abstract: In some embodiments, a method includes: setting an actuation time based on a predefined injection quantity; detecting a duration of a resulting closing process; calculating an injection quantity based on the time and the duration; determining the difference of the injection quantity and the predefined quantity; and determining a corrected value of the actuation time based on the difference; and using the corrected value to control further actuation of the fuel injector. The injection quantities and the actuation time are on a characteristic diagram of the relationship between the actuation time, the duration of the closing process, and the injection quantity.

Abstract: A controller for an internal combustion engine is configured to execute a dither control process, a purge control process, and a limiting process. The dither control process operates the fuel injection valves such that at least one of the cylinders is a lean combustion cylinder, in which the air-fuel ratio is leaner than the stoichiometric air-fuel ratio, and at least another one of the cylinders is a rich combustion cylinder, in which the air-fuel ratio is richer than the stoichiometric air-fuel ratio. The purge control process controls the purge flow rate by operating the adjustment device. The limiting process limits the purge control process such that, when the dither control process is being executed, the purge flow rate is reduced as compared to a case in which the dither control process is not being executed.

Abstract: Methods and systems for supplying fuel to a diesel engine during a cycle of a cylinder are described. In one example, a cylinder is supplied fuel via two fuel injectors having different fuel flow rates. The two fuel injectors may be operated to provide pilot, main, and post combustion fuel injections during a cycle of a cylinder.

Abstract: This piston for internal combustion engines, which is capable of achieving high heat shielding properties and high durability, comprises: a base that is formed from aluminum or an aluminum alloy; a composite material part which is formed in a first region of the surface of the base, and which is formed from a composite material that is reinforced with inorganic fibers or whiskers; and an alumite coating film that is formed on the composite material part and a second region of the surface of the base, said second region being different from the first region.