Abstract: A switching finger follower for an engine valve train utilizes an adjustable support assembly that eliminates potential for partial engagement during operation. A lever engagement member or latch is disposed for movement on the follower body and interacts with a lever to provide a constant contact geometry. The finger follower may be configured as a lost motion device and may include a biasing assembly and a travel limiter. The latch may support the lever in at least one precise position and may support the lever in a second position for partial lost motion, or permit the lever to pivot free of the latch for complete lost motion, as in cylinder deactivation applications.

Abstract: A valvetrain for a type II engine comprises a valve bridge, a switching rocker arm, a center capsule, a first auxiliary rocker arm, and a first auxiliary capsule. The selectively switching rocker arm is configured to switch configurations to transfer a first valve actuation profile from a first overhead cam lobe to the valve bridge center point and to transfer a second valve actuation profile from a second overhead cam lobe to the center point. The center capsule is configured to switch between an active state and a lost motion state. The first auxiliary rocker arm is configured to transfer a first auxiliary valve actuation profile from a third overhead cam lobe to the valve bridge first valve mounting area. The valvetrain can further comprise a second auxiliary rocker arm and a second auxiliary capsule.

Abstract: A valve opening and closing timing control device includes a drive-side rotating body that rotates synchronously with a crankshaft of an internal combustion engine, a driven-side rotating body that rotates with a camshaft of the internal combustion engine, an electric motor that controls a relative rotation phase of the drive-side rotating body and the driven-side rotating body, a motor control unit that controls a current supplied to the electric motor, a current sensor that detects the current flowing into the electric motor, a regulation unit that determines a regulation phase in which the relative rotation phase is mechanically limited in an advanced angle direction and in a delayed angle direction, and a regulation phase detection unit that detects the regulation phase based on when the relative rotation phase in which a change is stopped by the regulation unit is reached and a current value detected by the current sensor increases.

Abstract: A hydraulic valve for a cam phaser, the hydraulic valve including a bushing including a piston that is movable in a bore along a longitudinal direction; a supply connection configured to feed a hydraulic fluid; a first operating connection and a second operation connection; and a first tank drain connection and a second tank drain connection configured to drain the hydraulic fluid; and a first check valve associated with the first operating connection and a second check valve associated with the second operating connection, wherein the first operating connection and the second operating connection are connectable through at least one of the first check valve and the second check valve alternatively with each other or with the supply connection or with one of the first tank drain connection and the second tank drain connection by moving the piston, wherein the hydraulic valve includes five switching positions.

Abstract: In a hollow exhaust poppet valve including a fillet increasing in diameter toward a leading end, a stem, and a head and having a coolant within a hollow part formed from the head to the stem, the stem includes a first stem part on a base end side, and a second stem part integrated with the first stem part via a step part and integrated with the fillet, and the hollow part includes a first hollow part formed inside the first stem part, and a second hollow part formed inside the second stem part, the fillet, and the head in such fashion as to have a constant inner diameter greater than the first hollow part and formed so as to be continuous with the first hollow part via a tapered part or a curved part.

Abstract: The present invention relates to a cooling jet nozzle (10) for an engine piston. The nozzle (10) comprises a cooling stream pathway (14), in which the internal cross-sectional dimensions of the pathway vary along the length of the pathway; and a plunger (28) located within the cooling stream pathway to impinge a cooling feedstream received within the pathway to provide a cooling jet. The plunger (28) is axially moveable within the pathway to adjust the internal cross-sectional dimensions of the cooling jet.

Abstract: A quantitative one-way oil gas lubricant system and a method for a 4-stroke engine, including a preceding stage quantitative oil intake orifice that is connected to a lubricant case on a wall of a crankcase of the 4-stroke engine, and a final stage quantitative airflow orifice disposed at a cylinder cover of the 4-stroke engine, are provided. A diameter of the preceding stage quantitative oil intake orifice D1 and a diameter of the final stage quantitative airflow orifice satisfy an equation: D1/D3=0.8-1.5, wherein a one-way connected oil gas lubricant channel is disposed between the preceding stage quantitative oil intake orifice and the final stage quantitative airflow orifice. A lubricant oil sucked from the preceding quantitative oil intake orifice by the crankcase flows along the oil gas lubricant channel and lubricates the engine parts that the channel passes through in turns.

Abstract: An exhaust system component includes a pipe having a pipe wall with an inner surface defining an exhaust gas passage and with an outer surface and a louver bridge portion formed in the pipe wall. The louver bridge portion has bridge ends transitioning from adjacent pipe wall portions to a bridge raised portion with raised side edges detached from adjacent opening side edges of the pipe wall. Each bridge side edge is radially outward of the adjacent opening side edge of the pipe wall to define a louver opening at each of two opposite sides of the louver bridge portion. Fluid communication through the two louvered openings, between the exhaust gas passage and an exterior of the component, attenuates resonant frequencies generated during operation of an exhaust system to which the exhaust system component is connected.

Abstract: A method of processing exhaust gas includes receiving incoming exhaust gas and cooling it in at least one heat exchanger to create cooled exhaust gas. The cooled exhaust gas is compressed in a compressor to liquefy CO2 leaving a remaining exhaust gas. The remaining exhaust gas is circulated through the heat exchanger to cool subsequent incoming exhaust gas and warm the remaining exhaust gas. At least a portion of the liquid CO2 may be pelletized in a pelletizer.

Abstract: An exhaust gas purification system for an internal combustion engine includes a particulate filter (also referred to as GPF) to collect particulate matter (PM) in exhaust gas, an automatic transmission including a torque converter with a lock-up clutch, and a controller that controls the internal combustion engine to perform fuel cut when the internal combustion engine is decelerating and a temperature correlation value of lubricating oil (ATF) is higher than a determination value, and controls the automatic transmission to engage the lock-up clutch during execution of the fuel cut. The controller is configured to estimate a deposit amount of PM deposited on the GPF, and change the determination value to a smaller value than before the deposit amount exceeds a first deposit amount when the deposit amount exceeds a predetermined first deposit amount.

Abstract: In a heat exchanger installed on an intake path or exhaust path of an internal combustion engine and configured to cool gas by transferring heat between the gas containing exhaust and refrigerant, a water-repellent portion is formed at part of a portion that contacts the gas in a gas path through which the gas flows, and a hydrophilic portion is formed at another part of the portion. The water-repellent portion is a portion provided with water-repellent treatment. The hydrophilic portion is a portion provided with hydrophilic treatment. The hydrophilic portion is formed at a part having a temperature lower than the temperature of the part at which the water-repellent portion is formed while the heat exchanger is actuated.

Abstract: An exhaust gas aftertreatment system includes a decomposition reactor, an injector, and a processor. The decomposition reactor includes a body, an impingement structure, and a heater. Exhaust gas is flowable through the body. The body includes an inlet and an outlet. The inlet is configured to receive the exhaust gas at a first temperature. The outlet is configured to selectively expel the exhaust gas at a second temperature greater than the first temperature. The impingement structure is disposed within the body between the inlet and the outlet. The impingement structure extends into the body and is located such that the exhaust gas flowing through the body impinges on the impingement structure. The heater is coupled to the impingement structure and configured to selectively heat the impingement structure. The injector is configured to inject reductant into the body. The processor is programmed to control the heater.

Abstract: A skip fire engine controller and method of control is described wherein during transitions from a first firing density to a second firing density, a firing density and a pumping density are separately set so as to balance the conflicting demands of (a) torque control, (b) Noise, Vibration and Harshness (NVH), (c) air flow through the engine and (d) air-fuel ratio.

Abstract: The invention relates to mixer device (52) for mixing and an additive to the exhaust gas flow from a combustion engine. The mixer device has an additive injection means (1) and a conduit (2) with an inlet opening and an outlet opening. The conduit (2) has a widened portion (5) between the inlet opening and the outlet opening. The additive injection means (1) is located in the widened portion (5) for injecting the additive into the widened portion. The widened portion (5) at the location of the additive injection means (1) defines an injection width (W) being the distance from the additive injection means (1) to the opposite part (6) of the conduit (2). The injection width (W) is larger than the maximum width (W1) of the conduit (2) adjacent the inlet opening. According to the invention, the cross sectional area of the conduit (2) at the location of the additive injection means (1) is smaller than 1.2 times the cross sectional area of the conduit (2) adjacent the inlet opening.

Abstract: An after-treatment exhaust gas mixer for mixing the exhaust gas with a reducing agent, such as a diesel exhaust fluid for selective catalyst reduction, comprises a mixing chamber through which the exhaust gas circulates, from an inlet to an outlet, and a reducing agent sprayer, able to spray a reducing agent into the mixing chamber. The mixing chamber comprises a pipe that is rectilinear along an axis and the sprayer is positioned in the upstream part of the rectilinear pipe and oriented so as to spray in the downstream direction substantially parallel to the axis.

Abstract: The invention relates to a catalyst device for purifying exhaust gases containing nitrogen oxide by using selective catalytic reduction (SCR), the catalyst device comprising at least two catalytic layers, the first layer containing vanadium oxide and a mixed oxide comprising titanium oxide and silicon oxide and the second layer containing a molecular sieve containing iron, wherein the first layer is applied onto the second layer. The invention also relates to uses of the catalyst device and a method for purifying exhaust gases.

Abstract: A decomposition chamber for an aftertreatment system includes: a body including: an inlet configured to receive exhaust gas; an outlet configured to expel the exhaust gas, a thermal management chamber in fluid communication with the inlet, the thermal management chamber configured to receive a first portion of the exhaust gas from the inlet, and a main flow chamber in fluid communication with the inlet, the main flow chamber configured to receive a second portion of the exhaust gas from the inlet and to receive the first portion of the exhaust gas from the thermal management chamber; and a diffuser positioned within the main flow chamber, the diffuser including: a diffuser inlet portion including a plurality of diffuser perforations, the diffuser inlet portion configured to receive the exhaust gas from the main flow chamber, and a diffuser flange portion configured to receive the exhaust gas from the diffuser inlet portion and provide the exhaust gas to the outlet.

Abstract: Systems and methods for treating automotive vehicle emissions on board an automotive vehicle include the use of waste heat recovery, electrochemical water splitting, phototcatalytic water splitting, and selective catalytic reduction. Waste heat recovery is used to power electrochemical water splitting, or photocatalytic water splitting. Photons collected from a solar panel are used in photocatalytic water splitting, or in photo-assisted selective catalytic reduction. Hydrogen gas generated by water splitting is used in conjunction with catalytic reduction units to catalytically reduce NOx in an engine exhaust gas.

Abstract: An abnormality detection apparatus calculates an actually supplied electrical energy defined as the integrated value of electrical power actually supplied to the electrically heated catalyst over a specific period from the time when the supply of electrical power to the electrically heated catalyst is started and a target electrical energy in the specific period, and further calculates, from these integrated values, an accomplishment parameter relating to the ratio of the actually supplied electrical energy to the target electrical energy. The abnormality detection apparatus detects an abnormality of the electrically heated catalyst by comparing the accomplishment parameter with a specific threshold. The abnormality detection apparatus is configured to set the specific threshold according to the temperature of the electrically heated catalyst at the time when the supply of electrical power is started.

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 standby generator includes a standby generator enclosure having one or more airflow openings, a first air duct and a second air duct each coupled to at least one of the one or more airflow openings, and an engine and an alternator driven by the engine mounted in the enclosure. An engine cooling fan is driven by the engine to force a first stream of cooling air from the first air duct through the engine in a direction opposite the alternator, and an alternator cooling fan is coupled to the alternator and driven by the engine to force a second stream of cooling air from the second air duct through the alternator in a direction opposite the engine.

Abstract: A general-purpose engine is provided with an engine body having an exhaust system part connected to a cylinder, and also with a cooling mechanism for cooling the engine body. The cooling mechanism is provided with a cooling fan which rotates to generate a cooling air flow, a discharge section which discharges the cooling air flow generated by the rotation of the cooling fan, and a cooling air flow opening which is disposed in the upper part of a partition for separating a cylinder chamber having the cylinder provided therein from a muffler chamber having a canister muffler provided therein, connects the cylinder head side of the cylinder chamber and the upper side of the muffler chamber, and causes a cooling air flow to flow from the cylinder head side of the cylinder chamber to the muffler chamber.

Abstract: A vehicle drive-force transmitting apparatus including: a casing; a drive-force transmitting mechanism disposed in the casing; and first and second oil pumps configured to suck, through respective inlet ports thereof, oil stored in a bottom portion of a casing, such that the drive-force transmitting mechanism is lubricated by the oil pumped up by the first and second oil pumps. The casing is provided with a drain hole through which the oil stored in the bottom portion of the casing is to be discharged to an exterior of the casing. A position of opening of the inlet port of the first oil pump is lower than a position of a lower end of the drain hole, and a position of opening of the inlet port of the second oil pump is higher than the position of the lower end of the drain hole.

Abstract: A coolant pump module for an internal combustion engine is provided. The coolant pump module includes an inlet thermostat and an exhaust gas recirculation (EGR) passage integrated into a single unit. The coolant pump module provides inlet and outlet of coolant to various cooling circuits and inlet and outlet for an EGR gas circuit.

Abstract: The invention relates to an engine having prechamber ignition, in particular a gas engine, that comprises a main combustion space in a cylinder of the engine for combusting an air-fuel mixture and a prechamber having an ignition device arranged therein and a fuel injector arranged therein, wherein the prechamber has at least one transfer port that fluidically connects the prechamber to the main combustion space. The engine is characterized in that the fuel injector arranged in the prechamber is the only fuel injector via which fuel can be introduced into the associated main combustion space.

Abstract: A precombustion chamber gas engine includes a main-chamber forming portion forming a main combustion chamber, and a precombustion-chamber forming portion forming a precombustion chamber communicating with the main combustion chamber via a plurality of nozzle holes. The precombustion-chamber forming portion includes a cylindrical portion extending along an extension direction of a precombustion chamber central axis of the precombustion-chamber forming portion, and a tip portion closing a main-combustion-chamber-side end of the cylindrical portion and having the nozzle holes. The tip portion includes a thin region having a thickness T satisfying T<L where L is a length of each nozzle hole.

Abstract: A controller for an internal combustion engine includes an intake air amount obtaining unit, an open-closed determination unit, and an air bypass valve control unit. The intake air amount obtaining unit is configured to obtain, using a target torque of the internal combustion engine, a target throttle passage amount as a target value of an amount of intake air drawn through a throttle valve. The open-closed determination unit is configured to determine whether a valve opening condition for first and second air bypass valves is satisfied. The air bypass valve control unit is configured to open the first and second air bypass valves when the valve opening condition is satisfied. The open-closed determination unit is configured to determine that the valve opening condition is satisfied when a decrease speed of the target throttle passage amount is greater than a specified determination speed.

Abstract: A turbocharger includes a first scroll member made of sheet metal, extending in a circumferential direction of an impeller shaft, having an opening that is opened to the bearing housing, and forming a part of a wall surface of the first turbine scroll passage, a second scroll member made of sheet metal, extending in the circumferential direction of the impeller shaft, having an opening that is opened to the bearing housing, and forming a part of a wall surface of the second turbine scroll passage, and a closing member closing the opening of the first scroll member and forming the wall surface of the first turbine scroll passage on the side thereof adjacent to the bearing housing, and closing the opening of the second scroll member and forming the wall surface of the second turbine scroll passage on the side thereof adjacent to the bearing housing.

Abstract: A valve device for a turbine of an exhaust gas turbocharger includes a valve element for at least partial fluidic shutting of a bypass line via which a turbine wheel of the turbine can be bypassed by exhaust gas. The valve device also has an actuating arm which is coupled in an articulated manner to the valve element and via which the valve element can be pivoted and has at least one spring element via which the valve element is supported on the actuating arm. The valve element has at least one uneven supporting surface via which the spring element is supported on the valve element.

Abstract: An internal combustion engine having a turbocharger with variability at the compressor inlet, and a turbocharger. An internal combustion engine having a turbocharger, and a turbocharger, are described. A device which both performs a change in the cross section of the compressor inlet and brings about an adjustment of the exhaust gas recirculation rate is arranged in the region of the compressor inlet. As a result, the turbocharger is of space-saving and low-cost construction in the compressor inlet region.

Abstract: A rotary piston engine is provided. The rotary piston engine includes a shell and a rotor, the rotating rotor is arranged in the shell and divides a rotor cavity into compression chambers with a variable volume, a plurality of combustion chambers rotating around a main shaft of the rotor are arranged on an outer ring of the shell, and any one of the plurality of combustion chambers is communicated with the compression chambers; the plurality of combustion chambers are in a transmission connection with the main shaft of the rotor via a transmission system, and each of the plurality of combustion chambers drives the main shaft of the rotor to rotate by a combustion of a compressed combustible gas mixture. The shell includes an upper cylinder cover and a lower cylinder cover, and a boss of the upper cylinder cover is fitted with a spigot of the lower cylinder cover.

Abstract: Methods and systems are provided for operating an electric motor to drive either a transmission fluid pump or a direct injection fuel pump. In one example, a method may include operating an electric motor to drive a direct injection fuel pump to supply fuel to a direct injection fuel rail while an engine of a start/stop vehicle is on, and operating the electric motor to drive an auxiliary transmission fluid pump to circulate transmission fluid to a transmission rotationally coupled to the engine while the engine is off during an auto-stop. In this way, the direct injection fuel pump may be electrically driven without increasing vehicle costs through adding an additional electric motor.

Abstract: A compression-ignition internal combustion engine includes a fuel injection nozzle including a tip end portion exposed in a combustion chamber and a nozzle hole formed at the tip end portion; and a passage forming member forming a flow guide passage through which fuel injected from the nozzle hole passes. The passage forming member includes a passage wall portion located radially outward of the flow guide passage. The passage wall portion includes a first layer that is a base portion connected to a cylinder head, and a second layer located radially outward or radially inward of the first layer. The toughness of the first layer is higher than the toughness of the second layer. The thermal conductivity of the second layer is lower than the thermal conductivity of the first layer.

Abstract: A combustion device includes an ammonia supply unit supplying primary reduction ammonia as a nitrogen oxide reducing agent into a combustor and mixing secondary reduction ammonia with combustion exhaust gas discharged from the combustor to reduce nitrogen oxide contained in the combustion exhaust gas and a controller configured to control at least one of the amount of supply of the primary reduction ammonia and the amount of mixing of the secondary reduction ammonia with the combustion exhaust gas in accordance with concentrations of residual nitrogen oxide and residual ammonia contained in the combustion exhaust gas after being discharged from the combustor.

Abstract: Two turboshaft engines are interwoven so as to exchange thermal energy by heat exchangers which improve their efficiency, without greatly increasing head losses since the pipes imposed to serve the exchangers are short and include a single bend.

Abstract: A system includes a housing for a gas turbine engine, and a fan disposed in the housing to rotate coaxially with a gas turbine included in the housing. The system also includes an inlet guide vane disposed in the housing in axial alignment with the fan and configured to have an open position where a first flow of air is received by the fan through the inlet guide vane, and a closed position where airflow through the inlet guide vane is obstructed. The system further includes a heat exchanger disposed in a supply passage in fluid communication with a second flow of air received by the fan. The second flow of air is received by the fan via the supply passage with the inlet guide vane in the open position or in the closed position.

Abstract: Systems and methods to increase intake air flow to a gas turbine engine of a hydraulic fracturing unit when positioned in an enclosure may include providing an intake expansion assembly to enhance intake air flow to the gas turbine engine. The intake expansion assembly may include an intake expansion wall defining a plurality of intake ports positioned to supply intake air to the gas turbine engine. The intake expansion assembly also may include one or more actuators connected to a main housing of the enclosure and the intake expansion assembly. The one or more actuators may be positioned to cause the intake expansion wall to move relative to the main housing between a first position preventing air flow through the plurality of intake ports and a second position providing air flow through the plurality of intake ports to an interior of the enclosure.

Abstract: An engine system includes a gas generator section and a load compressor. The gas generator section includes a core compressor, a combustion assembly, and a turbine. The core compressor receives and compresses a first flow of air as first compressed air. The combustion assembly receives the first compressed air from the compressor, mixes the first compressed air with fuel, and combusts the first compressed air and fuel mixture to result in combustion gases. The turbine receives the combustion gases from the combustion assembly and extracts energy from the combustion gases. The load compressor is driven by the turbine, and it is further configured to receive and compress a second flow of air as second compressed air. At least a portion of the second compressed air is directed to the gas generator section as cooling air.

Abstract: A swirl mesh lean direct injection concept for distributed flame holding for low pollutant emissions and mitigation of combustion instability. The invention further relates to a new method for flame holding with least pressure drop and flame temperature, in gas turbine engine combustors, wherein the liner of the combustor is partially or fully replaced with a “swirl mesh”. The invention has lean direct injection for fuel distribution over several points in gas turbine combustors along with swirl arrangement for air injection which provides low pollutant emission and low combustion instability.

Abstract: A flame arrestor system includes a heat exchanger through which a cooling gas flow stream is directed. A zone adjacent the heat exchanger is susceptible to possible flame and through which the cooling gas flow stream is directed. A flame arrestor containing a passage-structure matrix is disposed between the zone and the heat exchanger to quench flame from entering the heat exchanger.

Abstract: Systems and methods for controlling fuel flow to an engine during start are provided. Fuel is caused to be injected into a combustor of the engine according to a first fuel schedule defining a minimum fuel flow limit required to achieve light-off of the engine, the minimum fuel flow limit set at an initial value. Following light-off of the engine, at least one operating parameter of the engine is monitored. Based on the at least one operating parameter, occurrence of flameout in the engine is detected. In response to detecting occurrence of flameout in the engine, the minimum fuel flow limit is increased from the initial value to a first value to obtain an adjusted fuel schedule, and fuel is caused to be injected into the combustor according to the adjusted fuel schedule.

Abstract: The invention relates to a method (E) for detecting the ignition of a turbine engine combustion chamber, the method (E) comprising the steps of: receiving (E11) a first measurement of the exhaust gas temperature downstream from the combustion chamber, before an attempt to ignite said combustion chamber; receiving (E12) a temperature threshold; receiving (E13) a secondary detection criterion; updating (E14) the received temperature threshold as a function of the secondary detection criterion received; receiving (E15) a second measurement of the exhaust gas temperature, after the attempt to ignite the combustion chamber; comparing (E16) the updated temperature threshold with the difference between the first and second exhaust gas temperature measurements; and determining (E17) the state of ignition of the combustion chamber.

Abstract: A method of starting a turbine engine utilizing multiple components. The turbine engine may comprise a gearbox coupled to a spool of the turbine engine via an output shaft. A first starter may be coupled to the gearbox via an input shaft. A first accessory may be coupled to the gearbox via another input shaft. The rotation of the output shaft of the gearbox may be coupled to the rotation of the spool. The rotation of each of the first starter and first accessory may be coupled to the rotation of the respective input shaft of the gearbox. The method may comprise applying a first application of power to one of the first starter and the first accessory and applying a second application of power to the other of the first accessory and the first starter.

Abstract: A gas turbine engine including a fan and an oil pump operatively connected to the fan by a main input drive gear, the drive gear rotating when the fan rotor rotates in either a first or second direction of the fan. Further included is a gear train intermediate the main input drive gear and the oil pump, the gear train including a first and second pinion gear, the first and second pinion gear each driven by the main input drive gear, the first pinion gear driving a first gear through a first clutch, the second pinion gear driving a second gear through a second clutch. Only one of the clutches transmits rotation from the respective pinion gear to the respective gear when the fan is rotating in the first direction, with the only the other clutch transmitting rotation when the fan is rotating in the second direction.

Abstract: A signal processing apparatus includes a CPU which executes an input step of receiving an input of a measurement value of a target parameter at a first time, in which noise is superimposed on a true value of the target parameter, a calculation step of calculating a variation amount of the measurement value of the target parameter at the first time, based on a maximum likelihood estimate of the target parameter at a second time and calculating a maximum likelihood estimate of the variation amount, and an output step of outputting a value obtained by adding the maximum likelihood estimate of the variation amount to the maximum likelihood estimate of the target parameter at the second time, as a maximum likelihood estimate of the target parameter at the first time.

Abstract: A method of actively controlling torsional resonance of a rotating shaft of an engine is provided. The shaft has a rotational velocity characterised by a low frequency, rotational velocity term and a high frequency, oscillatory term superimposed on the low frequency term, the oscillatory term being caused by torsional resonance. The method including: measuring the rotational velocity of the shaft; extracting the oscillatory term from the measured rotational velocity; and on the basis of the extracted oscillatory term, applying a torque component to the shaft, the torque component being modulated at the same frequency as the torsional resonance to counteract the torsional resonance.

Abstract: Methods and systems are provided for engine braking in a vehicle. In one example, a method may include deactivating fueling to at least one cylinder of an engine, increasing an air mass provided to the engine via an electric boosting device, and adjusting an exhaust valve opening timing of the at least one cylinder in response to a request for engine braking. In this way, an amount of engine braking torque may be increased with reduced wear to engine system components.

Abstract: A method for engine braking on a type III valvetrain diesel engine comprises, on a first downstroke of a reciprocating piston, deactivating a normal intake lift profile on a first intake valve to implement a deactivated intake profile. Before a first upstroke of the reciprocating piston completes, a late intake valve closing lift profile is actuating on a second intake valve and beginning an engine brake lift profile on a first exhaust valve. On a second downstroke of the reciprocating piston, the engine brake lift profile on the first exhaust valve is completing and a normal exhaust lift profile is deactivating on a second exhaust valve to implement a deactivated exhaust profile on the second exhaust valve. Before a second upstroke of the reciprocating piston completes, a second engine brake lift profile is beginning on the first exhaust valve.

Abstract: A method of controlling a cylinder cut-out mode for an engine comprising the steps of: a) activating a cylinder cut-out mode in which one or more cylinders of the engine are deactivated; b) while the cylinder cut-out mode is active, monitoring one or more deactivation variables; the one or more deactivation variables comprising one or more of: an inlet manifold air temperature; an engine load factor; an engine speed; and an engine coolant temperature; and c) deactivating the cylinder cut-out mode in order to reactivate any deactivated cylinders when at least one of the deactivation variables exceeds its threshold value.

Abstract: Methods and systems are provided for increasing a temperature of a catalyst of an engine by operating the engine in a split lambda catalyst heating mode. In one example, a method may include, while operating an engine in a split lambda catalyst heating mode, adjusting a magnitude of a lambda split between a rich set of combustion events and a lean set of combustion events based on soot formation in the rich set of combustion events. In this way, catalyst temperature may be increased while maintaining engine efficiency and preventing soot formation in the cylinders.