Abstract: A system and method for discharging condensation from an engine system is disclosed. The system includes a drainage pathway from an upstream body that collects water to a downstream portion of the air intake system. A controller may initiate a draining event upon determining a threshold amount of water has been collected in the upstream body.

Abstract: An internal combustion engine (1) is provided with a turbocharger (2), and is configured to be switchable between a stoichiometric combustion mode having a theoretical air-fuel ratio as a target air-fuel ratio and a lean combustion mode having a lean air-fuel ratio as a target air-fuel ratio. An air bypass valve (20) is provided in an air bypass passage (19) communicating a collector (11a) on the downstream of a throttle valve (12) with the upstream side of a compressor (2b) in an intake passage (11). At the time of the shifting from the lean combustion mode to the stoichiometric mode, the throttle valve (12) is closed and the air bypass valve (20) is temporarily opened to decrease the pressure inside the collector (11a) quickly.

Abstract: Systems and methods for operating a spark ignition engine that includes a particulate filter in the engine's exhaust system are described. In one example, the spark ignition engine is prevented from exceeding a threshold engine load when the engine is supplying power to an electric machine so that engine emissions may be reduced.

Abstract: An arrangement for control of the drive speed of a harvester comprises an internal control loop for control of the drive speed of the harvester, to which can be sent a set value and an actual value of a throughput-dependent parameter, and also an external control loop to make available the set value of the throughput-dependent parameter for the internal control loop, to which set and actual values regarding the power output of a drive of the harvester can be sent as input parameters.

Abstract: A control device for an on-board compression-ignition engine in which partial compression-ignition combustion including spark ignition (SI) combustion performed by combusting a portion of mixture gas inside a cylinder by spark ignition followed by compression ignition (CI) combustion performed by causing the rest of the mixture gas inside the cylinder to self-ignite is executed within at least a part of an operating range of the engine, is provided. The device includes a detector configured to detect a parameter related to noise caused by the combustion inside the cylinder, and a combustion controller configured to control the combustion inside the cylinder during the partial compression-ignition combustion based on a combustion noise index value identified by the detected parameter of the detector and a given reference value defined as an upper limit of the combustion noise index value, the reference value increasing as a vehicle speed increases.

Abstract: A system for monitoring and cleaning a spark plug is disclosed. In one example, rim firing of a spark plug is detected according to characteristics of a voltage of a primary coil of an ignition coil. The system may institute spark plug cleaning after rim firing of a spark plug is detected.

Abstract: An ignition device for an internal combustion engine with an ignition plug that ignites an air-fuel mixture in a combustion chamber, wherein a discharge current i provided by the ignition plug to the air-fuel mixture is controlled to be greater than a discharge current reference value ibf, which is a minimum current value at which a spark discharge blow-out phenomenon does not arise.

Abstract: According to the present disclosure, time-sequential threshold data can be automatically detected by a server and thus can be compared with operation data in all of time domains. Therefore, it is not necessary for an operator to input threshold data by hand. Further, according to the present disclosure, it is possible to precisely detect an error of a machine or a defect of a product which has not been conventionally recognized at the time of setting a threshold (absolute value).

Abstract: An apparatus for measuring motor speed may include: an encoder configured to output a signal based on revolution of a motor; and a control unit configured to detect a mechanical angle of the motor according to an output signal of the encoder, estimate an actual angle of the motor based on the detected mechanical angle, and calculate the speed of the motor by differentiating the estimated actual angle.

Abstract: A system for controlling an internal combustion engine has an in-cylinder pressure sensor, a crank angle sensor and a controller coupled to receive inputs from the pressure sensor and crank angle sensor. The controller is configured to convert the cylinder pressure input into a combustion metric indicative of the combustion occurring in the measured cylinder and control fuel input and timing into the engine based on the combustion metric. The controller samples the in-cylinder pressure sensor at a high frequency during critical combustion events and at a lower frequency during the non-critical cylinder conditions.

Abstract: Methods and systems are provided for reducing a spark plug soot load and a combustion chamber soot load by controlling spark plug timing while injecting water or washer fluid. In one example, water or washer fluid is injected during a torque reduction while advancing spark timing so as to provide at least a portion of the torque reduction while opportunistically cleaning soot from the spark plug and combustion chamber. By reducing spark plug soot load, misfire occurrence is reduced, while pre-ignition occurrence is reduced by decarbonizing the combustion chamber.

Abstract: A knocking detector is to detect knocking in the internal combustion engine in which a low-octane fuel is injected into a cylinder and a high-octane fuel whose octane number higher than an octane number of the low-octane fuel is injected into an inlet port. A knocking suppressor includes a first knocking suppressor and a second knocking suppressor. The first knocking suppressor is to increase a high-octane fuel ratio of an injection quantity of the high-octane fuel to a sum of an injection quantity of the low-octane fuel and the injection quantity of the high-octane fuel in order to suppress knocking in the internal combustion engine when the knocking detector detects the knocking. The second knocking suppressor is to suppress knocking of the internal combustion engine at a beginning of a period while the first knocking suppressor increases the high-octane fuel ratio.

Abstract: An engine control module (ECM) having a plurality of driver banks is provided. Each of the driver banks is configured to drive a plurality of combustion control elements. The driver banks include two low side driver circuits and a high side driver circuit, the high side driver circuit in each of the plurality of driver banks being shared pairwise by two combustion control elements. Each one of said at least two low side driver circuits is respectively associated with the two combustion control elements. The ECM includes a field programmable gate array (FPGA) coupled to the plurality of driver banks and configured to provide firing signals to at least twelve high side driver circuits to simultaneously drive at least twelve combustion control elements respectively coupled to the at least twelve high side driver circuits.

Abstract: In an ignition device, a base section of a discharge chamber is formed by a part of a central dielectric body. A front section of a ground electrode and a front end section of the central dielectric body are projected toward a combustion chamber of a head cylinder of an internal combustion engine by a predetermined height which is measured from a top ceiling wall of the head cylinder. The predetermined height of the front end section of the central dielectric body projected into the inside of the head cylinder is the same or higher than the predetermined height of the front end section of the ground electrode projected into the inside of the head cylinder. The predetermined height of the front end section of the ground electrode is within a range of 3 mm to 25 mm.

Abstract: A system of a vehicle includes a fueling prediction module, a short pulse determination module, a torque control module, and a generator control module. The fueling prediction module generates N predicted fueling pulse widths for N future combustion events of an engine, respectively. N is an integer greater than one. The short pulse determination module determines a number of the N predicted fueling pulse widths that are less than a predetermined period. The torque control module selectively increases a torque output of the engine based on the number. The generator control module selectively increases a load imposed by a generator of electricity based on the number.

Abstract: A method of operating an engine including varying a level of ignition energy provided to the engine during an engine start is provided. For example, the ignition energy level may be varied responsive to the amount of alcohol in fuel delivered to the engine in order to improve cold engine starting with higher alcohol fuels.

Abstract: A system and method is provided for applying an electric field in internal combustion engines to act on the combustion process to reduce emissions and improve fuel economy in an engine. The engine has an engine block forming a combustion chamber. An in-cylinder engine part is exposed within a combustion chamber of the engine and a voltage is applied between the in-cylinder engine part and the engine block.

Abstract: Methods and systems are provided for cleaning out condensate stored at a charge air cooler. In response to increased condensate accumulation at a charge air cooler, airflow through the engine is increased to purge the condensate while an engine actuator is adjusted to maintain engine torque. Combustion stability issues of engine cylinders are addressed by adjusting fueling of each cylinder individually during condensate ingestion.

Abstract: A control system for an engine includes a first spark control module and a second spark control module. The first spark control module retards spark timing for M of N cylinders of the engine to a first spark timing during a period before deactivating or after reactivating the M cylinders, wherein M is an integer greater than or equal to one, and wherein N is an integer greater than M. The second spark control module advances spark timing for (N?M) active cylinders of the engine to a second desired spark timing during the period before deactivating or after reactivating the M cylinders, wherein the second spark timing is greater than the first spark timing.

Abstract: A base in-cylinder volume is corrected by a learned value to calculate a corrected in-cylinder volume. A difference of a crank angle which gives the corrected in-cylinder volume and the base crank angle is calculated as a “crank angle correction value”, and a base ignition timing is corrected by the crank angle correction value and feedback correction value. An in-cylinder volume at a crank angle where a combustion ratio became a set ratio at the previous combustion is calculated as a “previous in-cylinder volume VFp”, a difference ?VFp of the previous in-cylinder volume VFp with respect to the base in-cylinder volume VBp at the previous combustion is calculated, and the learned value ?VL is updated based on the in-cylinder volume difference VFp.

Abstract: An induction cleaning analyzing system includes a pressure sensor, an ignition event detector, and a control module. The pressure sensor measures airflow pressures of intake air and/or exhaust from cylinders in a common airflow pathway of a vehicle. The ignition event detector determines ignition events of the cylinders. The control module obtains pressure waveforms representative of the airflow pressures and divides the pressure waveforms into waveform segments. The control module associates different subsets of the waveform segments with different ones of the cylinders using the ignition events. The control module also identifies cyclic variations in the airflow pressures flowing in the common airflow pathway and caused by at least one of the cylinders by examining the waveform segments associated with the at least one of the cylinders.

Abstract: In a power tool, an internal combustion engine is coupled by a clutch to a tool member. An ignition control device is provided that for each engine speed of the internal combustion engine specifies at least one ignition timing. For each engine speed of a first engine speed range a correlated first ignition timing is specified, wherein each first ignition timing is an ignition timing of a first ignition timing range. For each engine speed of a second engine speed range, adjoining the first engine speed range, a correlated second ignition timing is specified, wherein each second ignition timing is an ignition timing of a second ignition timing range. The first ignition timing is retarded by at least 5° crank angle relative to the second ignition timing. The first engine speed range extends at least from the coupling engine speed range to the limit engine speed of approximately 7,000 RPM.

Abstract: An engine control system for a vehicle includes a timer module, a stochastic pre-ignition (SPI) mitigation module, and a boost control module. The timer module tracks a period of operation of an engine where vacuum within an intake manifold is less than a first predetermined vacuum. The SPI mitigation module generates an SPI signal when the period is greater than a predetermined period and the vacuum is less than a second predetermined vacuum. The second predetermined vacuum is less than the first predetermined vacuum. The boost control module reduces output of a turbocharger in response to the generation of the SPI signal.

Abstract: Methods and systems are provided for purging condensate from a charge air cooler to an engine intake while reducing misfire events related to the water ingestion. During the purging, a spark timing is adjusted based on the amount of condensate purged per cycle. The spark timing is adjusted differently when the condensate is purged during a tip-in versus a pro-active clean-out routine.

Abstract: The present invention is provided with: an injection timing detection unit; an engine rotation speed detection unit; an engine load detection unit; and a storing unit for storing control data of the variation in optimal ignition timing with respect to engine speed and engine load, and control data of correction coefficient pertaining to optimal ignition timing with respect to the engine load at a specific fuel injection timing. Referring to the control data, the variation in the optimal ignition timing is determined based on the detected fuel injection timing and the detected engine rotation speed; and, referring to the control data, the variation in the optimal ignition timing is determined based on the specific fuel injection timing and the detected engine speed, and the deviation between the respective variation in the optimal injection timing is determined.

Abstract: The present invention relates to a control device for a spark-ignition internal combustion engine provided with a cylinder pressure sensor and aims to facilitate optimal control of a combustion state even in a situation where an operating condition is variable. A predetermined combustion-related parameter whose value is uniquely determined by behavior of a change in cylinder pressure relative to a crank angle is used as a control value. Ignition timing is calculated based on the control value in accordance with a calculation rule determined according to a current or target operating condition of the internal combustion engine. The control value resulting from calculation based on a target value of a predetermined physical quantity relating to torque of the internal combustion engine in accordance with a predetermined calculation rule is used as a base value and is corrected by feeding back an output value of the cylinder pressure sensor.

Abstract: A system according to the principles of the present disclosure includes a cylinder control module and a valve control module. The cylinder control module deactivates and reactivates a cylinder of an engine based on a driver torque request while an ignition system associated with the engine is in an on position. The valve control module selectively adjusts a period for which at least one of an intake valve and an exhaust valve of the cylinder are opened based on a first time when the cylinder is reactivated.

Abstract: A method of operating an engine including varying a level of ignition energy provided to the engine during an engine start is provided. For example, the ignition energy level may be varied responsive to the amount of alcohol in fuel delivered to the engine in order to improve cold engine starting with higher alcohol fuels.

Abstract: Systems and methods for controlling an internal combustion engine include an ignition coil that generates a pre-discharge ionization signal during charging of the ignition coil after reaching a first threshold charge level and prior to spark discharge and a controller that determines an engine operating condition, such as pre-ignition or plug fouling, in response to the pre-discharge ionization signal. The ignition coil may also generate digital feedback and ionization signals used to by the controller to control ignition coil dwell and repetitive sparking, as well as providing various combustion diagnostics.

Abstract: A method of controlling the combustion of a spark-ignition engine having application to gasoline engines is disclosed. An engine control system controls actuators so that the values of physical parameters linked with the combustion of a mixture of gas and fuel in a combustion chamber are equal to their setpoint values, to optimize the combustion. A setpoint value is determined for an ignition crank angle of the fuel mixture which is then corrected before the physical parameters reach their setpoint values. A correction to be applied to this ignition angle setpoint value is calculated so that the crank angle CAy is equal to its setpoint value. Finally, the engine control system controls the ignition of the mixture in the combustion chamber when the crank angle is equal to the corrected setpoint value to optimize combustion.

Abstract: An engine system may include a fuel and air supply circuit and an exhaust circuit, a temperature sensor mounted on an exterior of the engine and an oxygen sensor located in the exhaust circuit. The fuel and air supply circuit may include a throttle body mounted on the engine and having a throttle valve to control the flow rate of air delivered to the engine, a fuel injector carried by the throttle body to deliver fuel to the engine and a fuel rail carried by at least one of the throttle body and the fuel injector and having an input to receive a supply of fuel and an outlet through which fuel is routed to the fuel injector. An engine control unit may be communicated with these components to control the fuel and air mixture provided to the engine as a function of the temperature and oxygen sensor outputs.

Abstract: The present invention has a problem aiming to provide a heat engine that emits neither carbon dioxide nor nitrogen oxide and is capable of achieving a simplified structure, and another problem aiming to provide a power generation system using the heat engine. To solve the problems, a heat engine according to the present invention is an internal combustion engine 1a (1b) including a fuel inlet for introducing oxyhydrogen gas (or a mixture with an existing fuel) into a combustion chamber, a spark plug for igniting the oxyhydrogen gas (the mixture) in the combustion chamber at a predetermined time, a piston that moves in accordance with a pressure change in the combustion chamber before and after ignition, and a motion conversion mechanism to change the motion of the piston to rotational motion of an output shaft 7.

Abstract: A method for operating a multi-cylinder spark-ignition direct-injection internal combustion engine responsive to a low load demand includes monitoring an engine state associated with combustion for each cylinder during each combustion cycle during low load operation, determining a combustion stability index for each cylinder based upon the monitored engine state associated with combustion for the respective cylinder, and individually adjusting an initiation of a spark discharge relative to an end of a fuel injection event for each cylinder based upon the combustion stability index determined for the respective cylinder.

Abstract: A control system for controlling the ignition of a plasma-jet spark plug provided in an internal combustion engine senses an operating condition of the internal combustion engine, and determines an ignition mode of the plasma-jet spark plug in accordance with the sensed operating condition. The control system performs an ignition control of breaking down the insulation across a spark discharge gap by applying a first electric power to the plasma-jet spark plug, and producing plasma in the vicinity of the spark discharge gap by applying a second electric power to the spark discharge gap in a state of dielectric breakdown. The control system performs this ignition control according to the ignition mode determined as mentioned above.

Abstract: An electronic control apparatus that performs feedback control on a fuel injection command value to make an air-fuel ratio come to match a target air-fuel ratio increase-corrects an intake air amount and retard-corrects an ignition timing, together with decrease-correcting the fuel injection command value in the feedback control, and then performs an abnormality detection of a fuel system based on a retard-correction amount of the ignition timing at that time.

Abstract: A control system for an engine includes a first spark control module and a second spark control module. The first spark control module retards spark timing for M of N cylinders of the engine to a first spark timing during a period before deactivating or after reactivating the M cylinders, wherein M is an integer greater than or equal to one, and wherein N is an integer greater than M. The second spark control module advances spark timing for (N?M) active cylinders of the engine to a second desired spark timing during the period before deactivating or after reactivating the M cylinders, wherein the second spark timing is greater than the first spark timing.

Abstract: A spark-ignition direct-injection internal combustion engine is controlled at low loads through split fuel injections and spark discharges including one injection and spark during a negative valve overlap period and another injection and spark during a compression phase of the engine cycle.

Abstract: A system for filtering and oxidizing particulate matter produced by a gasoline direct injection engine is disclosed. In one embodiment, engine spark is controlled such that soot held by a particulate filter may be oxidized even during low engine loads.

Abstract: A method for adjusting an exhaust heat recovery valve is presented. In one embodiment, the method may control an amount of boost provided by a turbocharger to an engine.

Abstract: The invention relates to an additional process for the spark advance adjustment. This process is used for the tight adjustment of the spark advance angle depending on the structure of the fuel molecules from at least one mapping. This adjustment covers the entire operation range of the engine. This process reduces the pollutant emission when the engine is cold, as soon as the engine starting and stabilisation phase when the engine control and adjustment systems are not in a closed adjustment loop yet. The spark advance adjustment can also be used for operation at the rattle boundary during high load operation and at the engine full load.

Abstract: When a catalyst warm-up request for promoting warm-up of a catalyst is issued and no negative-pressure increase request for increasing a negative pressure downstream of a throttle valve is issued, a control system of an internal combustion engine controls the ignition timing to the timing (ϑ0+Δ ϑ1) obtained by correcting the normal ignition timing (ϑ0) to be retarded by a correction amount &Delta,?ϑ1, and controls the degree of opening of the throttle valve to a throttle opening (TAO+ΔTA1) that is larger than the normal throttle opening TAO by a correction amount ΔTA1. When the negative intake pressure must be increased for brake boosting when ignition is on the retard side, the throttle spending is reduced and the ignition is advanced gradually after some delay to avoid torque shock.

Abstract: A control system for a homogeneous charge compression ignition (HCCI) engine includes a timing adjustment module and a combustion control module. The timing adjustment module, per combustion event, advances timings of N fuel injections and retards timings of M fuel injections and spark during a transition from HCCI combustion to mixed-mode combustion. The combustion control module subsequently retards the timings of the N fuel injections and advances the timings of the M fuel injections and the spark to desired timings, respectively, wherein the N fuel injections and the M fuel injections occur sequentially during each combustion event of the HCCI engine, and wherein N and M are integers greater than or equal to zero.

Abstract: Various systems and methods are described for a controlling a flow of reformate fuel in a fuel system which includes a reformer and a storage tank coupled to an engine in a vehicle. The system includes a pump located between the reformer and the storage tank that is selectively operated in order to reduce parasitic losses on the system.

Abstract: An engine ignition control apparatus for controlling ignition of a multi-cylinder, 4-cycle engine includes dual ignition coils for controlling ignition timing of the respective cylinders during engine operation. The engine ignition control apparatus includes a stroke determination unit for determining a stroke based on crank pulses and on an output signal of an intake pressure sensor. The engine ignition control apparatus also includes an ignition map allocation unit for allocating ignition maps to the respective cylinders of two ignition systems, each having a pair of cylinders with a same phase, before the stroke determination. The ignition map allocation unit also allocates ignition maps independently to each of the respective cylinders after the stroke determination. The engine ignition control apparatus also includes an ignition timing calculation unit for calculating ignition timing of the respective ignition coils based on the ignition maps allocated to the respective cylinders.

Abstract: When the amount of fresh air drawn into a combustion chamber is designated Ma and the amounts of exhaust gas recirculated into the combustion chamber by external and internal recirculation mechanisms are designated Megre and Megri, respectively, the exhaust gas recirculation rate (Regre) is defined as (Megre+Megri)/(Ma+Megre+Megri). The base ignition timing applied when Regr=0 is set based on the operating state of an internal combustion engine. An advance amount (IGad) is set such that the characteristic of an increase in IGad with respect to an increase in Regr is a downward convex characteristic. The ultimate ignition timing is set to a timing that is advanced from the base ignition timing by the advance amount (IGad).

Abstract: A traction control system comprises a detector configured to detect a monitored spin value corresponding to a spin amount of a drive wheel in a vehicle; a condition determiner configured to determine whether or not the monitored spin value detected by the detector meets a driving power suppressing condition; and a controller configured to execute a traction control for reducing a driving power of the drive wheel based on the determination; the condition determiner being configured to set the driving power suppressing condition variably based on at least one of a variable parameter relating to a rotation number difference which is variable according to a change rate of a rotation number difference between the drive wheel and a driven wheel, and a variable parameter relating to rotation of a drive system which is variable according to a rotation change rate of the drive system for driving the drive wheel.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a first fuel is reformed into a gaseous fuel comprising H, CO, and CH4. The engine is operated by injecting the gaseous fuel and a second fuel to a cylinder of the engine in response to an available amount of gaseous fuel, engine speed and engine load. Further, an engine actuator may be adjusted to vary cylinder charge dilution in response to the available amount of gaseous fuel.

Abstract: Various systems and methods are described for a controlling a flow of reformate fuel in a fuel system which includes a reformer and a storage tank coupled to an engine in a vehicle. The system includes a pump located between the reformer and the storage tank that is selectively operated in order to reduce parasitic losses on the system.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a method for operating an engine by injecting a gaseous fuel and a liquid fuel to at least an engine cylinder is presented. The mixture of an engine cylinder may be diluted with EGR and a fraction of gaseous fuel may be increased relative to a fraction of liquid fuel injected to a cylinder in response to an operator tip-out.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a first fuel is reformed into a gaseous fuel comprising H, CO, and CH4 or the fuel may change state to vaporized alcohol. The present method provides for ramping injection of the gaseous fuel so that stoichiometric combustion may be maintained while gaseous fuel is injected to the engine.