Abstract: A welded high-pressure fuel pump roller tappet, which is used for the fuel injection system in an engine, includes a guide sleeve, a U-shaped holder and a pin-shaft-roller set. Symmetrical positions on the upper portion of left and right sidewalls of the guide sleeve are provided with inflexed flanges. Two sides of the flange are folded inwardly to form a limiting slot. The U-shaped holder includes a bottom plate and side plates located on left and right sides of the bottom plate. Symmetrical positions on two side plates are provided with axle holes. The pin-shaft-roller set is set up between two side plates of the U-shaped holder. Symmetrical positions on the upper portion of the flange are provided with opening slots. After assembly, the U-shaped holder is located between two flanges. Two side plates are located inside the limiting slots in the flanges.

Abstract: A rocker arm assembly includes an outer arm having first and second low lift lobe contacting surfaces, an inner arm, and a latch assembly. The inner arm includes first and second opposed sidewalls extending between a first end and a second end, and a high lift lobe contacting surface disposed between the first and second opposed sidewalls. The first end is pivotably secured to the outer arm and operably associated with an engine valve, and the second end is operably associated with a lash adjuster and defining a latch bore. The latch assembly is movable between a first configuration and a second configuration. In the first configuration, the latch assembly engages the outer arm such that the outer arm rotates with the inner arm, and in the second configuration, the latch assembly disengages the outer arm such that the outer arm rotates independently from the inner arm.

Abstract: A cam phaser including a rotor; and a stator, wherein the rotor is rotatable relative to the stator about a rotation axis of the rotor, wherein a blade of the rotor is arrangeable at various positions between two bars of the stator, wherein an intermediary space formed between the two bars is divided by the blade of the rotor into a first pressure cavity and a second pressure cavity, wherein a locking device including a locking bolt that is spring loaded by a preload element and by a locking disc is configured to lock the stator with the rotor, wherein the preload element includes a spring force for locking, wherein the locking bolt is received axially movable in a receiving opening that is flowable by a hydraulic fluid and that is oriented in a direction of a longitudinal axis of the receiving opening that is formed in the rotor.

Abstract: A variable camshaft timing device that adjusts phase between a camshaft and a crankshaft includes a planetary gear assembly that changes an angular position of the camshaft relative to an angular position of the crankshaft; a sun gear configured to receive an output shaft of an electric motor that rotates at least a portion of the planetary gear assembly and controls phase adjustment between the camshaft and crankshaft by angularly displacing the camshaft with respect to the crankshaft; and a hydraulic lock (82) that releasably engages a portion of the variable camshaft timing device (10) in response to force applied by pressurized fluid thereby selectively preventing rotation of the camshaft relative to the crankshaft.

Abstract: It includes: a housing (7) to which a torque is transmitted from a crankshaft; a vane rotor (8) mounted inside the housing and includes a cylindrical rotor (20) fastened to a camshaft (2) by a cam bolt (5); and a groove portion (47) formed at a distal end surface of a tubular part (23) of the rotor and has a lateral surface (47a) in a direction opposite to a direction of fastening of the cam bolt. The lateral surface includes an inside edge (47d) in a radial direction of the rotor, and is inclined in the direction opposite to the direction of fastening of the cam bolt, with respect to a first imaginary plane (S1) containing the inside edge and a rotational axis (O) of the vane rotor. This serves to suppress rotation of the vane rotor during bolting the vane rotor to the camshaft, and suppress deformation due to the suppression of rotation.

Abstract: An oil control valve for a cam phaser of an internal combustion engine where the spool is positioned by an external actuator. The valve includes a spool assembly including a spool that is axially movable in a central opening, and there is at least one groove in the spool. The groove substantially increases fluid flow through the hydraulic valve when opened. By controlling the size and position of the groove, the amount of the fluid flow may be controlled. Further fluid flow control may be had by controlling the size of holes in the spool. The increase of fluid flow attributable to the groove may be at least 50%, 100% or even 200% compared with the at least one groove being absent.

Abstract: A variable valve train of an internal combustion engine has cylindrical cam carriers axially slidably and co-rotatably fitted on camshafts, respectively. The cam carriers have, respectively, first cam lobes and second cam lobes different in cam profile and axially adjacent to each other. Cam changeover mechanisms operate to axially shift the cam carriers to change over the first cam lobes and the second cam lobes to operate engine valves. An axial recess is formed in an axial end surface of an enlarged-diameter portion of the camshaft for axial insertion of an end of the cam carrier. The engine can thus be reduced in axial size, and a required axial shifting space for the cam carrier is secured.

Abstract: An exhaust valve rocker arm assembly selectively opening first and second exhaust valves. The assembly includes an exhaust rocker arm and a valve bridge operably associated with the rocker arm and including a main body and a lever rotatably coupled to the main body. The main body is configured to engage the first exhaust valve, and the lever is configured to engage the second exhaust valve.

Abstract: There is provided a lubrication structure of an internal combustion engine. A transmission chamber is arranged adjacently at the rear of a crank chamber. An oil chamber communicates with a bottom part of the transmission chamber. A feed pump supplies oil in the oil chamber to a lubrication target part. A scavenging pump sucks the oil in the crank chamber and discharges the oil to the transmission chamber. The feed pump and the scavenging pump are arranged coaxially in a width direction of the internal combustion engine. At least a part of the scavenging pump is arranged higher than a lower end of the crank chamber. A rear end of the scavenging pump is arranged at the same position as a rear end of the crank chamber or in front of the rear end of the crank chamber in a front and rear direction.

Abstract: To provide an internal combustion engine that can inject lubricating oil to both of the first region in the skirt of the piston and the second region outside the skirt with fewer nozzles. An internal combustion engine including: a piston configured to reciprocate in a cylinder bore; and an oil injector configured to inject lubricating oil to the piston. The piston includes pin bosses, skirts, side walls, and a piston inner region that is surrounded by respective inner surfaces of the pin bosses, skirts, and side walls. The oil injector is configured to inject the lubricating oil to the pair of pin bosses when the piston is at one of a top dead center and a bottom dead center, and inject the lubricating oil to the piston inner region when the piston is at another of the top dead center and the bottom dead center.

Abstract: An apparatus comprising: an identity determiner configured to determine an identity of a removable fluid container; a characteristic determiner configured to obtain a first characteristic based on testing the fluid of the fluid container; a data obtainer configured to obtain a second characteristic based on the identity; and a processor configured to control a fluid provider to provide fluid from the removable fluid container based on the comparison of the first characteristic and the second characteristic.

Abstract: An integrated heater and pressure sensor assembly for a positive crankcase ventilation (PCV) system for a vehicle internal combustion engine includes a heater assembly configured to fluidly couple a PCV/makeup air (MUA) line and a vehicle air induction system line, the heater assembly configured to heat fluid passing into and out of the PCV/MUA line, and a pressure sensor assembly integrated directly into the heater assembly, the pressure sensor assembly configured to sense pressure pulsations in the PCV/MUA line.

Abstract: A positive crankcase ventilation (PCV) system for an internal combustion engine includes a forced air induction system configured to supply air to the engine, a PCV line configured to fluidly couple between a crankcase of the engine and a clean side air duct of the forced air induction system, a make-up air (MUA) line configured to fluidly couple between the crankcase and the clean side air duct, and an inlet valve disposed in the forced air induction system. The inlet valve is configured to be controlled selectively move between an open position and a closed position to vary an air restriction in the forced air induction system and generate a vacuum. The vacuum draws blow-by gases from the crankcase through the PCV line and into the air induction system when the engine is under either naturally aspirated or boosted conditions.

Abstract: An exhaust muffler includes a first muffler section having a tubular member made up of an inner pipe to which an exhaust pipe is connected and an outer pipe covering the inner pipe, and a connector connecting the tubular member and a second muffler section to each other, and the second muffler section having an outer shell, a first partition wall, a second partition wall, and a third partition wall. Exhaust gases delivered from the exhaust pipe are discharged from the first muffler section and the second muffler section out of the exhaust muffler. The second muffler section has a cross-sectional area larger than a cross-sectional area of the tubular member. The exhaust muffler includes a first expansion chamber, a second expansion chamber, and a third expansion chamber.

Abstract: A diesel engine system includes a diesel engine, an exhaust line, a particulate filter interposed in the exhaust line and an electronic control unit for controlling fuel injectors associated with cylinders of the engine. When an accumulated particulate mass in said filter reaches a predetermined threshold, a filter regeneration mode is activated, including activating post-injections of fuel by controlling said injectors, to determine a start of an automatic filter regeneration step, which is caused by an increase in temperature of exhaust gases fed to the filter. The temperature increase is sufficient to burn particulate in the filter. The post-injections of fuel are deactivated whenever a critical condition occurs for at least a first period of time, the critical condition being one in which a temperature value upstream of the filter exceeds a first threshold value. In this case, the regeneration mode is resumed following disappearance of the critical condition.

Abstract: An aftertreatment system for treating a high-volume exhaust flow is provided. The aftertreatment system includes a filter module. The aftertreatment system also includes a conduit in fluid communication with the filter module. The aftertreatment system further includes at least one aftertreatment module in fluid communication with the conduit. The filter module is adapted to selectively receive at least one filter element therein. The at least one filter element is adapted to reduce a backpressure within the aftertreatment system. The filter module is also adapted to provide incremental levels of particulate matter reduction from the exhaust flow based, at least in part, on a number of filter elements therein.

Abstract: Technical solutions are described for limiting exposure of components of an emissions control system to rich exhaust conditions. An example an emissions control system includes an oxygen storage component; and a controller that limits exposure of the oxygen storage component to rich exhaust conditions. The limiting includes determining an air-to-fuel equivalence ratio in exhaust gas in response to an engine receiving a request to generate torque, the request including a displacement of a pedal; determining an amount of oxygen in the exhaust gas based on the air-to-fuel equivalence ratio; determining an oxygen level stored by the oxygen storage component; and if the oxygen level is above a predetermined threshold, lowering a torque generation rate of the engine, which specifies amount of torque generated per unit displacement of the pedal.

Abstract: A particulate detection system detects the amount of particulates contained in filtered exhaust gas which has passed through a filter and is discharged to the outside of the vehicle. The particulate detection system includes a sensor disposed on the downstream side of the filter; a sensor circuit section which drives the sensor and obtains in real time a sensor output corresponding to the volumetric particulate amount of the particulates contained in the filtered exhaust gas; and a computation section which computes a distance particulate amount which is the weight or number of the particulates discharged per unit travel distance on the basis of the sensor output obtained by the sensor circuit section, travel distance of the vehicle, and flow rate of the exhaust gas.

Abstract: An exhaust component assembly includes a heat shield formed from a composite material and a mounting structure that attaches the heat shield to an outer housing of an exhaust component. The mounting structure comprises an insulator located between an outer surface of the outer housing an inner surface of the heat shield. A method of assembling the composite heat shield to the outer housing of the exhaust component assembly is also disclosed.

Abstract: An engine cooling system is provided. The system includes a cylinder block formed that has a block coolant chamber formed therein and a front insert that is inserted downward of an upper portion of a front side and receives coolant in the block coolant chamber to adjust a flow of the coolant. Additionally, a rear insert is inserted downward of an upper portion of a rear side and exhausts the coolant in the block coolant chamber to adjust the flow of the coolant.

Abstract: A vehicular cooling device includes a heat medium circuit, a waste heat supply device, a heat exchanger, and a heater. A heat medium circulates in the heat medium circuit. The waste heat supply device is configured to generate a waste heat in accordance with operation of the waste heat supply device and supply the waste heat to the heat medium. The heat exchanger is configured to exchange heat between the heat medium and a lubricant lubricating a transmission of a vehicle. The heater is configured to heat the lubricant that is inside the heat exchanger. According to this vehicular cooling device, since the heater heats the lubricant, the transmission can be warmed up early, and thereby friction in the transmission decreases to improve fuel economy.

Abstract: A vehicle propulsion system includes a prime mover having a coolant inlet and coolant outlet, a coolant flow controller having a flow control inlet in communication with the prime mover coolant outlet, and a flow control outlet in communication with the prime mover coolant inlet, and a controller that determines a coefficient based upon a power of the prime mover, and that provides a coolant flow command signal to the coolant flow controller based upon the power of the prime mover.

Abstract: An internal combustion engine cooling system, including: an internal combustion engine; a cooling circuit in which cooling fluid for cooling the internal combustion engine is circulated; a radiator for cooling the cooling fluid; a radiator circuit that branches from the cooling circuit to guide the cooling fluid to the radiator and return the cooling fluid having passed the radiator to the cooling circuit; a thermostat that is provided in a portion where the cooling circuit and the radiator circuit are connected to each other and that opens and closes a path between cooling circuit and the radiator circuit; a heater for heating the thermostat; and a control device for controlling the heater.

Abstract: Provided is a rotary type valve device capable of being easily assembled and securing desired sealing performance. The rotary type valve device includes a rotor having an internal passage formed around an axis and an opening portion which opens outward from the internal passage to an outer contour surface in a radial direction, a housing supporting the rotor to be rotatable around the axis and defining an axial passage communicating with the internal passage and a radial passage facing the outer contour surface and capable of communicating with the opening portion, a passage member disposed in the housing to define a part of the radial passage, and a biasing spring biasing the passage member toward the outer contour surface. The housing comprises a housing body accommodating the rotor, and a holding member coupled to the housing body and having a tubular portion holding the biasing spring and the passage member.

Abstract: A rotary type valve device includes a rotor having an internal passage and an opening portion which opens to an outer contour surface, a housing which supports the rotor to be rotatable and defines an axial passage communicating with the internal passage and a radial passage facing the outer contour surface and capable of communicate with the opening portion, a passage member disposed in the housing to define a part of the radial passage, and an annular seal member which seals a predetermined second clearance defined between the passage member and the housing, wherein the passage member includes an annular contact portion which is pressed so as to be in close contact with the outer contour surface by a pressure of a fluid flowing from the axial passage, and a pressed portion pressed by the pressure of the fluid flowing from the radial passage through the annular seal member.

Abstract: A fan shroud assembly according to an example of the present application includes an air intake duct configured to receive ambient air, a fan configured to receive hot air, a motor driving the fan, and an air induction intake box in fluid communication with the fan and the air intake duct to mix the hot air and the ambient air. A vehicle and a method of providing cooling air to a vehicle engine are also disclosed.

Abstract: An engine device (1) including: an exhaust manifold (4) disposed on one of left and right sides of a cylinder head (2), and an intake manifold (3) disposed on another one of the left and right sides of the cylinder head (2). The engine device (1) further includes a turbocharger (30) that uses fluid energy of an exhaust gas discharged from the exhaust manifold (4) to compress fresh air to be flowed into the intake manifold (3). The turbocharger (30) is constituted by a two-stage turbocharger including a high-pressure turbocharger (51) coupled to the exhaust manifold (4) and a low-pressure turbocharger (52) coupled to the high-pressure turbocharger (51). The high-pressure turbocharger (51) is disposed on one of left and right lateral sides of the exhaust manifold (4), while the low-pressure turbocharger (52) is disposed above the exhaust manifold (4).

Abstract: Methods and systems for providing engine braking for a two stroke diesel engine are described. In one example, a flow through a mechanically driven supercharger is adjusted to provide engine braking for a two stroke diesel engine when engine braking is requested. The level or amount of engine braking may be adjusted via increasing or decreasing flow through the mechanically driven supercharger.

Abstract: Methods and systems for providing engine braking for a two stroke diesel engine are described. In one example, a flow through a mechanically driven supercharger is adjusted to provide engine braking for a two stroke diesel engine when engine braking is requested. The level or amount of engine braking may be adjusted via increasing or decreasing flow through the mechanically driven supercharger.

Abstract: An engine assembly includes an intermittent internal combustion engine having an engine shaft, a turbine having a turbine shaft, an output shaft for driving a load, and a gearbox having a first portion and a second portion. The engine shaft is in engagement with an accessory via the first portion. The turbine shaft is in driving engagement with the output shaft via the second portion. The gearbox is configurable between an engaged and a disengaged configurations. In the disengaged configuration, the first and second portions are decoupled, and the engine shaft and the turbine shaft are rotatable independently from each other. In the engaged configuration, the first and second portions are coupled, and the engine shaft and the turbine shaft are drivingly engaged with each other via the coupled first and second portions.

Abstract: The invention relates to a power unit, in particular for a hybrid vehicle, comprising a reciprocating piston engine and comprising a generator which can be in driving engagement therewith, wherein the reciprocating piston engine has at least two pistons, which are guided in at least two cylinders in tandem arrangement, and two counter-rotating crankshafts, which are connected to the pistons by connecting rods and which are mechanically coupled so as to be in phase, wherein a first generator can be driven by the first crankshaft and a second generator can be driven by the second crankshaft.

Abstract: The present invention relates to a control device and to a control method for a vehicle drive mechanism including a moving body having a movability range regulated by two stoppers, and a sensor which senses a position of the moving body. The control device of the present invention learns an output of the sensor corresponding to a contact state of a high-rigidity stopper, and limits, to a lower level, an operation variable of the actuator for moving the moving body toward a low-rigidity stopper along with an increase in an amount of change in the output of the sensor from the contact state of the high-rigidity stopper. Then, the control device learns the output of the sensor corresponding to the contact state of the low-rigidity stopper, and controls the actuator based on the output of the sensor learned at both the stopper positions.

Abstract: An engine system is provided with a crankshaft gear coupled to a crankshaft of an engine for rotation therewith, and a balance gear coupled to a balance shaft for rotation therewith. The balance gear and crankshaft gear are in meshed engagement. The balance gear is formed by a series of sectors connected by a series of resilient blocks, with each sector defining first and second recesses along opposite radial edges sized to receive adjacent blocks, respectively. Each elastomeric block is configured to deform both normally and in shear thereby providing damping for the gear. A gear such as the balance gear, and a method of forming the gear are also provided.

Abstract: A cleaning device for a pressure sensor associated with an engine system includes a one-way valve having an inlet side and an outlet side. The outlet side is in selective fluid communication with an inlet of the pressure sensor. The cleaning device also includes a compressed air source in selective fluid communication with the one-way valve. The cleaning device further includes a control module communicably coupled to each of the pressure sensor, the one-way valve, and the compressed air source. The control module is configured to control an operation of the one-way valve and the compressed air source to impart at least one of a long burst of modulated air and a short burst of modulated air on the inlet of the pressure sensor.

Abstract: A propulsion and electric power generation system includes a gas turbine propulsion engine, an electrical generator, an aircraft power distribution system, a plurality of auxiliary fans, and a controller. The gas turbine propulsion engine includes at least a low-pressure turbine coupled to a fan via a low-pressure spool, and the low-pressure turbine is configured to generate mechanical power. The electrical generator is directly connected to the low-pressure spool and generates a total amount of electrical power (Pe). The aircraft power distribution system receives a first fraction (Pa) of the total amount of electrical power. The auxiliary fans receive a second fraction (Pf) of the total amount of electrical power. The controller is configured to control a ratio of Pf to Pa (Pf/Pa) such that the ratio spans a range from less than 0.6 to at least 0.9.

Abstract: The present disclosure is directed to a gas turbine engine including a turbine section including a first rotating component interdigitated along a longitudinal direction with a second rotating component. The first rotating component and the second rotating component are each coupled to a speed reduction assembly in counter-rotating arrangement. The first rotating component comprising an outer shroud and a plurality of outer shroud airfoils extended inward along a radial direction from the outer shroud. A connecting member couples the outer shroud to a radially extended first rotor. The second rotating component comprising an inner shroud and a plurality of inner shroud airfoils extended outward along the radial direction from the inner shroud, the plurality of inner shroud airfoils in alternating arrangement along the longitudinal direction with the plurality of outer shroud airfoils.

Abstract: An apparatus and method for a combustor, the combustor including combustor liner having a plurality of dilution openings. The combustor receives a flow of fuel that is ignited and mixed with dilution air to form a flow of combustion gases. The flow of combustion gases travels through the combustor to a turbine section of an engine.

Abstract: Provided is a bearing structure for a turbocharger including a turbine and a compressor provided at both ends of a rotation shaft and supporting the rotation shaft to a housing, including: a first radial bearing of an oil lubrication type provided on the side of the turbine of the rotation shaft; a second radial bearing corresponding to an air bearing provided on the side of the compressor of the rotation shaft; a gas seal portion provided in the periphery of the rotation shaft between the first radial bearing and the turbine; and a thrust bearing corresponding to an air bearing provided on the side of the compressor of the rotation shaft.

Abstract: A turbine vane of a multi-stage arrangement of turbine vanes cooled by compressed air supplied from a compressor of a gas turbine has an improved structure capable of preventing an unintended removal of cooling holes along with the intended removal of an excess portion of a shroud. The turbine vane includes an airfoil configured to be installed on an inner peripheral surface of a turbine casing in which combustion gas supplied from a combustor flows and to guide combustion gas from a front-stage blade to a rear-stage blade; and a pair of shrouds coupled to the airfoil, at least one of the shrouds having a plurality of cooling holes formed toward the airfoil, wherein the plurality of cooling holes are formed along an imaginary line that is spaced apart from and surrounds the airfoil.

Abstract: A heat exchange device to be positioned in an aircraft pylon and including a heat exchanger and an obturator to adopt a closed state where it prevents flow of air from flowing through the heat exchanger, and more- or less-permissive states where it allows flow of air to flow with a higher or lower flow rate. The obturator includes slats each including a pivot axis, the pivot axes of the various slats being mutually parallel and intersecting the direction of the flow of air, the slats being simultaneously mobile in rotation about their pivot axis between a closed position in which the slats are contiguous, which corresponds to the closed state of the obturator, and an open position in which the slats are spread apart, which corresponds to the permissive state of the obturator.

Abstract: A method is provided that includes providing a first turbine engine and providing a second turbine engine. The first turbine engine is configured with a first thrust rating. The first turbine engine includes a first engine rotating assembly and a first engine case structure housing at least the first engine rotating assembly. The second turbine engine is configured with a second thrust rating that is different than the first thrust rating. The second turbine engine includes a second engine rotating assembly and a second engine case structure housing at least the second engine rotating assembly. The first engine case structure and the second engine case structure have at least substantially common configurations. The first turbine engine and the second turbine engine are provided by a common entity.

Abstract: A engine control device includes an variable exhaust valve mechanism 72 which varies an opening and closing timing of an exhaust valve 22, and a PCM 10 which controls the variable exhaust valve mechanism 72 such that the opening and closing timing of the exhaust valve 22 is varied, wherein the variable exhaust valve mechanism 72 is configured such that a lift amount of the exhaust valve 22 becomes smaller as a retarded degree of the valve opening timing increases, and the PCM 10 is configured to set a maximum retarded valve opening timing in an exhaust stroke based on the lift amount at an exhaust top dead center, and to control the variable exhaust valve mechanism 72 so as to open the exhaust valve 22 in advance of the maximum retarded valve opening timing.

Abstract: An engine device (21) including: an intake manifold (67) configured to supply air into a cylinder (77); an exhaust manifold (44) configured to output exhaust gas from the cylinder (77); a gas injector (98) which mixes a gaseous fuel with the air supplied from the intake manifold 67; and a main fuel injection valve (79) configured to inject a liquid fuel into the cylinder (77) for combustion. At the time of switching the operation mode from one to the other between a gas mode and a diesel mode, an instant switching to the diesel mode is executed when the engine rotation number is determined to approach the upper limit value which leads to an emergency stop of the engine device.

Abstract: A method of operating a compoundable engine that includes a turbine having a turbine shaft and an intermittent internal combustion engine having an engine shaft. The engine shaft is rotated at a first rotational speed. The turbine is driven by exhaust gases of the intermittent internal combustion engine to rotate the turbine shaft while the engine shaft rotates independently from the turbine shaft. A rotatable load is driven with the turbine shaft. A rotational speed of the engine shaft is increased from the first rotational speed until the turbine shaft reaches a predetermined rotational speed. After the turbine shaft has reached the predetermined rotational speed, the rotational speed of the engine shaft is adjusted until the turbine shaft and the engine shaft are drivingly engageable with each other, and the turbine shaft with the engine shaft are engaged such that both are in driving engagement with the rotatable load.

Abstract: A method for correction of intake pulsation is provided. The method includes calculating a basic air charge amount of a cylinder or a charge amount conversion coefficient based on a measurement value of a sensor disposed in an intake system of an engine. A basic pulsation compensation coefficient for correcting an intake amount from a basic waveform of pulsation is calculated based on opening/closing of an intake valve and engine RPM. The basic pulsation compensation coefficient is then corrected when the basic waveform of the pulsation is changed.

Abstract: A dual-fuel conversion system that introduces natural gas into at least one engine cylinder and replaces diesel fuel with a replacement pilot fuel for ignition. The system includes replacement injectors that mount to an injector adapter that replaces the original diesel fuel injector, a control computer that is reprogrammed to control timing of the replacement injectors, and replacement fuel components to distribute natural gas and a pilot fuel to the at least one engine cylinder.

Abstract: A method and apparatus for calculating an internal exhaust gas recirculation (EGR) amount of an engine include a continuously variable valve duration (CVVD) apparatus. The internal EGR amount is calculated by correcting a backflow gas amount based on a valve duration changed by operation of the continuously variable valve duration apparatus during valve overlap of an intake valve or an exhaust valve.

Abstract: Methods and systems for estimating an amount of residual or retained fuel that remains in a cylinder from a first cycle of the cylinder to a second cycle of the cylinder are described. In one example, the amount of residual fuel is estimated in response to a temperature of an oxidation catalyst. The retained fuel amount may then be the basis for adjusting fuel injection amounts during the second cycle of the cylinder.

Abstract: A handheld work apparatus has a combustion engine, a pull-rope starter, and a stop button for switching off the combustion engine. A throttle element is arranged in an intake channel of the combustion engine. The work apparatus has a control device for activating a spark plug and a fuel valve. The control device has a starting mode wherein the combustion engine can be started via the pull-rope starter, and an operating mode wherein the operator can adjust the throttle to vary the rotational speed (n) of the combustion engine. The operating and starting mode differ in terms of the control of ignition time and fuel quantity to be supplied. When the combustion engine is started from the switched-off state, the control device is automatically in starting mode, such that after the combustion engine is switched off, the work apparatus is immediately ready for restarting via the pull-rope starter.

Abstract: System for controlling an internal combustion engine having a variable geometry turbocharger, an EGR valve and an EGR throttle. The system includes a controller and an engine. In each sampling period, the controller inputs sensor values and estimators that are calculated based on the sensor values and dynamic models and records the sensor values and the estimators in a memory of the controller. The controller incorporates the sensor values and the estimators into conditions for optimality associated with a constrained optimal control problem, maps the conditions for optimality to a non-smooth system using Fischer-Burmeister function, performs Newton method iterations on a smoothed system approximating the non-smooth system in order to converge on a solution, and issues commands that control the EGR valve, the EGR throttle and the variable geometry turbocharger during engine operation.