Abstract: An actuator is energized to cause a valve body of a fuel injection valve to perform fuel injection. The actuator includes a driving body to drive to open and close the valve body. Boundary energization is performed that ends energization of the actuator at a timing when the driving body is moved in an opening direction of the valve body and is assumed to have reached an end of its movement range to measure a relationship between the energization time until the energization ends and the fuel injection amount. A correspondence relationship between the energization time of the actuator and the fuel injection amount is determined by using the measured relationship. An energization time corresponding to a target injection amount is obtained with reference to the determined correspondence relationship. The actuator is energized to cause the fuel injection valve to perform fuel injection.

Abstract: A fuel system includes a mechanically actuated fuel injector having a spill valve assembly and a control valve assembly. A rate shaping control unit is coupled with a spill valve actuator and a control valve actuator, and structured to adjust a dwell time, cycle to cycle, between opening of a spill valve and closing of a check control valve. Adjusting the dwell time enables varying a back end rate shape, cycle to cycle, of fuel injections from a fuel injector into a cylinder in an internal combustion engine.

Abstract: A method comprises determining either the coefficient for the equation relating the injection timing distance of a bushing to the angle of rotation of a shaft of an engine, or the desired effective injection stroke reduction; and calculating at least one of the following: the modified injection timing distance by multiplying the desired angle of retardation of the injection timing by the coefficient and adding that product to the original injection timing distance of the bushing, and the modified injection duration distance by subtracting the desired effective injection stroke reduction from the original injection duration distance.

Abstract: A method, system and an apparatus minimize over-seeding and disruption of previously placed seed in an overlap area, when applying an agricultural product to a field with an agricultural product delivery arrangement having row units, by dispensing a predetermined first product amount equal to one hundred percent of a desired application to the field in a first pass through the entire field including the overlap area, and then dispensing a second product amount in a subsequent pass through the overlap area without raising row units out of the soil during the subsequent pass. The second product amount is determined as a function of a percentage the predetermined first product amount applied to the overlap area during the first pass that is disturbed by operative engagement of the row units with the soil during the subsequent pass over the overlap area.

Abstract: The invention relates to a control device applied to a cylinder injection type of the engine (10). The control device carries out a fuel injection while changing a penetration force of the injected fuel by changing a maximum value of a lift amount of the valve body (22) of the injector (20). Further, the control device controls an ignition timing on the basis of the engine operation state. The control device changes an end timing of a preceding injection carried out immediately before the ignition timing such that a time period between the end timing of the preceding injection and the ignition timing under a state where a first value is set as the maximum value of the valve body lift amount in the preceding injection, is longer than a time period between the end timing of the preceding injection and the ignition timing under a state that a second value larger than the first value is set as the maximum value of the valve body lift amount in the preceding injection.

Abstract: Provided is a high-pressure fuel supply device for an internal combustion engine, said device being capable of suppressing noise from collisions of a plunger rod and an air intake valve. A high-pressure fuel pump 108 comprises an intake valve, a plunger rod that is formed as a separate element from the intake valve, an elastic member that biases the plunger rod in the valve-opening direction of the intake valve, and a solenoid that draws the plunger rod in the valve-closing direction of the intake valve when supplied with electricity. A control device 101 has a first control unit that applies a first current to the solenoid in order to close the intake valve, and a second control unit that applies a second current to the solenoid before the plunger rod collides with the intake valve due to the biasing force of the elastic member.

Abstract: A travel control device (1) provided to a vehicle travel device (100) performs correction calculation of the rate of change of a requested acceleration using a relatively small value when the rate of change of the requested acceleration obtained from an angle sensor (2) is small, and performs correction calculation of the rate of change of the requested acceleration using a relatively large value when the rate of change of the requested acceleration obtained from the angle sensor (2) is large.

Abstract: A prediction module generates predicted engine operating parameters for a set of possible target values based on a plurality of values indicative of states of the engine and a first set of predetermined values set based on characteristics of the engine. A parameter estimation module determines one or more estimated operating parameters of the vehicle based on the plurality of values indicative of states of the engine and a second set of predetermined values. A cost module determines a cost for the set of possible target values based on the predicted engine operating parameters. A selection module, based on the cost, selects the set of possible target values from a group including the set of possible target values and N other sets of possible target values, wherein N is an integer greater than zero, and sets target values based on the selected set of possible target values.

Abstract: A speed-determining system in an internal combustion engine is disclosed. The internal combustion engine includes a crankshaft, a camshaft, and an engine control module (ECM). The system includes a first gear that rotates with the crankshaft and a second gear attached to the camshaft. At least one idler gear is operatively meshed with the first gear and the second gear. A fuel pump gear, meshed with the idler gear, is driven proportionally to the first gear and the second gear. The fuel pump gear includes a transversal face, a circumferential lip portion, and a number of notches along the circumferential lip portion. A proximity sensor, in communication with the ECM, is spaced from the second gear. A rotation of the fuel pump gear moves the notches relative to the proximity sensor, triggering the proximity sensor to register movement of the fuel pump gear and calculate at least a camshaft speed.

Abstract: In a method for calibrating a fuel metering system including an injector of an internal combustion engine performing a pilot injection chronologically prior to a main injection, at least two test injections chronologically prior to the pilot injection are provided for the injector, the first test injection being carried out using a first activation duration, in which the injector does not yet open, at least one second test injection being carried out in a subsequent injection cycle using an activation duration which is progressively increased in each case in relation to the first test injection until a change of an operating variable of the fuel metering system or the internal combustion engine results, which activation duration corresponds to a minimum activation duration of the injector.

Abstract: A pump may have a first chamber and a solenoid coil to control movement of a first valve member. A second chamber may have a second valve member to control fluid moving into a third chamber. A first fluid passageway may link the first and second chambers, a second passageway may link second and third chambers and a third passageway may link third and fourth chambers. After pressurizing the third chamber causing fluid to flow into and leave a fourth chamber, the third chamber depressurizes due to downward movement of a plunger. Upon depressurization with a solenoid coil energized, second valve member floats and then moves against a valve seat. While the second valve member is moving toward the valve seat, the solenoid coil is de-energized causing the first valve member to move and strike the second valve member when the second valve member is moving at maximum velocity.

Abstract: Disclosed is a fuel injection mechanism having a horizontal control surface formed within a plunger for regulating the start of fuel injection. The horizontal control surfaces are formed within one or more of the two opposed ridges formed within the plunger defining a recessed channel there between. The horizontal control surfaces of the ridges regulate the opening and closing of the ports formed within the bushing of the injector. The horizontal control surfaces contribute to reduced wear and provide for accurate timing and fuel quantity delivery.

Abstract: A method and apparatus for controlling a fuel pump assembly comprising a plurality of pump elements, each pump element comprising a cam-driven plunger to perform at least one pumping event per engine revolution and a control valve. Each pumping event corresponds to an associated cam lobe of the associated cam. The method comprises, for each pumping event of each pump element, controlling the control valve of said pump element in response to an output control signal derived from at least one previous pumping event. Fuel pressure is measured within a rail volume and compared with a demanded rail pressure value to derive a rail pressure error. A proportional term and an integral term for the rail pressure error are derived and combined to derive the output control signal. Monitoring of the integral term for each pumping event provides a means for identifying and diagnosing a fault condition.

Abstract: A controlling apparatus of a variable capacity type fuel pump, for avoiding noises caused due to drive of the fuel pump and noises caused due to drive of injectors from overlapping or duplicating with each other in the timing thereof, wherein signals for driving the pump reduced, or the timing thereof is shifted forward/backward, within a specific timing where the o overlapping can be prospected, or a specific timing where they are determined to overlap or duplicate with each other.

Abstract: A high pressure fuel pump control system for an internal combustion engine includes a fuel injection valve provided in a fuel common rail and a high pressure fuel pump for feeding fuel by pressure to the fuel injection valve. The high pressure fuel pump includes a pressurized chamber, a plunger for pressurizing fuel in the pressurized chamber, a discharge valve provided in a discharge passage, an intake valve provided in an intake passage, and an actuator for operating the intake valve. The control system includes a means for calculating a drive signal for the actuator to make a discharge amount or pressure of the high pressure fuel pump variable. The means reduces pressure in the common rail by opening the discharge valve to return the fuel in the fuel common rail to the pressurized chamber when a requirement for reducing the pressure in the fuel common rail is made.

Abstract: A railroad locomotive includes a naturally-aspirated reciprocating internal combustion engine, and a traction generator driven by the engine. A throttle position sensor produces a signal corresponding to the throttle position selected by the locomotive's operator. A load regulator receives a speed signal derived from the throttle position signal and outputs an excitation signal for the traction generator which is modified by a controller in response to air availability so that engine speed and load are controlled independently of the selected throttle position, so as to limit the exhaust smoke output of the engine.

Abstract: A method of controlling a flow rate of fuel in a fuel supply unit of a fuel cell system is provided. The fuel cell system includes a fuel pump, a revolution per minute (RPM) measuring unit, a microcomputer, and a power converter. The method of controlling the flow rate controls the fuel supply unit so as to supply the fuel to a reformer reforming the fuel to generate hydrogen or a stack generating electric energy through a reaction of the fuel and oxygen. The method of controlling the flow rate includes measuring an actual RPM of the fuel pump; comparing the actual RPM to a reference RPM of the fuel pump; and adjusting a driving voltage of the fuel pump on the basis of the comparison result.

Abstract: A method of displacing a pumping assembly. In a first step, a first current is applied in a first direction through a coil assembly to displace a drive assembly from an initial position to cause a first pumping motion. Then, the drive assembly is returned to the initial position to cause a second pumping motion. At some point nearing the end of the second pumping motion, a second current is applied in the first direction through the coil assembly to decelerate the drive assembly before it reaches the initial position. A third current may be applied in a second direction through the coil assembly to cause or assist a return of the drive assembly to the initial position. An apparatus capable of carrying out the method is also disclosed.

Abstract: The fuel supply system of an internal combustion engine includes an electronic control unit (ECU) for transferring the engine from a state in which a high-pressure fuel pump does not deliver any pressurized fuel to a state in which the high-pressure fuel pump begins to deliver the pressurized fuel by gradually varying an output period of a drive signal for controlling opening/closing behavior of a solenoid valve while monitoring changes in fuel pressure detected by a pressure sensor, and for estimating a mounting error between angular mounting positions of the high-pressure fuel pump and a pump actuating cam with reference to a rotation signal from a state of the solenoid valve drive signal when a change in the fuel pressure has been detected. The solenoid valve drive signal is corrected based on the value of the mounting error estimated by the ECU.

Abstract: A single fuel injection is performed in either one of cylinders during fuel cut control of a diesel engine to sense torque generated with the single fuel injection based upon an increase amount of rotation speed of a crankshaft at the time. Presence/absence of abnormality in an injection start timing of an injector is determined based on a difference in torque caused when the single fuel injection is performed at multiple command injection start timings. Thus, the presence/absence of the abnormality in the injection start timing can be sensed without using a nozzle lift sensor, whereby inhibiting an increase in the number of components.

Abstract: A controlling apparatus of a variable capacity type fuel pump, for preventing noises caused due to drive of the fuel pump and noises caused due to drive of injectors from overlapping or duplicating each other in the timing thereof, wherein signals for driving the pump are reduced, or the timing thereof is shifted forward/backward, within a specific timing where the overlapping can be expected, or a specific timing where they are determined to overlap or duplicate with each other.

Abstract: A fuel injection apparatus for engines is provided, with which occurrence of cavitation erosion on constituent parts of the high pressure fuel pump and fuel feed line to the pump in the apparatus is suppressed and high durability is attained even in the case of a high pressure fuel pump increased largely in capacity. Each of high pressure fuel pumps to supply high pressure fuel to a common rail comprises an electromagnetic valve which is controlled by a controller such that fuel is discharged from the plunger room by closing the electromagnetic valve in the up stroke of the plunger until the plunger reaches its top dead center, the electromagnetic valve is kept closed for some period in the down stroke of the plunger, then the electromagnetic valve is opened to allow the plunger room to be communicated with a fuel feed/spill passage.

Abstract: A fuel pump for use in an internal combustion engine comprises a pump housing provided with a plunger bore, a pumping plunger which is movable within the plunger bore by means of a cam drive arrangement to perform a pumping stroke to pressurise fuel within a pumping chamber and a cam follower arrangement interposed between the cam drive arrangement and the pumping plunger so as to transmit a drive force of the drive arrangement to the pumping plunger. The cam follower arrangement includes a timing advance piston for advancing or retarding the timing of the pumping stroke, and control means for controlling the timing advance piston so as to advance or retard the timing of the pumping stroke. The timing advance piston is provided with a groove on its outer surface for receiving fluid, thereby to provide a centralising force to the timing advance piston, in use.

Abstract: The invention relates to, in particular, a fuel injection valve and to a method for injecting fuel into a combustion chamber of an internal combustion engine. According to the invention, a mechanical positive-control valve gear is provided for a nozzle needle of the fuel injection valve in order to carry out an injection of fuel.

Abstract: The method is used to detect the beginning of combustion in an internal combustion engine (1) comprising several cylinders (2, 3, 4, 5) by means of a rotation speed signal determined for a shaft (6) of the internal combustion engine (1). A segment signal (SS), whose signal length corresponds to an integral full rotation of the shaft (6), is extracted from the rotation speed signal. A cylinder signal (ZS1, ZS2, ZS3, ZS4), which reproduces the operational state in a cylinder (2, 3, 4, 5), is generated from the segment signal (SS). The cylinder signal (ZS1, ZS2, ZS3, ZS4) is transformed into a cylinder frequency signal (FS 1, FS2, FS3, FS4) in an angle frequency range. Signal information indicating the beginning of combustion in the associated cylinder (2, 3, 4, 5) is extracted from the cylinder frequency signal (FS 1, FS2, FS3, FS4) at least one predefined angle frequency.

Abstract: A fuel injection pump 100 comprises a thermoelement CSD 47 for advancing injection timing in a cold temperature condition. The CSD 47 uses a piston 46 for opening and closing a sub port 42 formed in a plunger barrel 8. An electronic governor 2 is provided with a mechanism for decreasing an injected fuel quantity when an engine starts in a cold temperature condition. The mechanism shifts a rack position in a fuel-decrease direction in a cold temperature condition, and switches the rack position to a normal position in a normal temperature condition. A timing TR for shifting the rack position is set before or simultaneous to a timing TC for switch-off of the CSD 47.

Abstract: An advance arrangement for use in controlling timing of fuel delivery by a fuel pump for use in an engine comprises an advance piston (12) which is slidable within a first bore (14) and which cooperates, in use, with a cam arrangement of a fuel pump to adjust the timing of fuel delivery by the pump. A surface associated with the advance piston (12) is exposed to fuel pressure within a first control chamber (38). The pressure of fuel within the first control chamber (38) is controlled by means of a servo piston (24) which is slidable within a further bore (22) provided in the advance piston (12). The servo piston (24) is responsive to speed dependent fuel pressure variations within a servo control chamber (37), thereby to permit adjustment of the timing in response to engine speed.

Abstract: A control system for an internal combustion engine having a fuel injection valve. A fuel injection timing is determined according to the detected engine operating condition. A target ignition timing of the fuel is calculated using a plurality of maps that store the target ignition timings according to the engine operating condition and an actual ignition timing of the fuel is detected. An ignition delay of the actual ignition timing with respect to the target ignition timing is calculated. The cetane number of the fuel is estimated according to the calculated ignition delay. The map to be used in calculating the target ignition timing is switched according to the estimated cetane number.

Abstract: A control device of a fuel injection system of an engine calculates command injection timing for starting an injection at target injection timing, and a command injection period for obtaining a target injection quantity. The control device monitors a charging voltage of a capacitor immediately before the command injection timing and estimates the charging voltage at the command injection timing based on the monitored value. If the estimated value is less than a specified value, the control device performs correction for advancing the command injection timing and correction for lengthening the command injection period in accordance with the decrease in the charging voltage. Thus, an injector can start the injection at the target injection timing and can inject the target injection quantity of fuel.

Abstract: A fuel injection system having an injection valve, a line supplying fuel at high pressure to the injection valve a control valve controlling the pressure in a control chamber communicating with the line. The control valve has a movable valve part is actuatable by an actuator via a hydraulic coupler having two pistons cooperating with a booster chamber of the coupler. A seat of the movable valve part has an inside cross-sectional area f3, with means for filling the booster chamber via guide gaps of the pistons with fuel under pressure. The pistons are located parallel to and inside one another and a booster chamber is located on the ends of the pistons toward the actuator. In the interior of the outer piston defines a filling chamber which communicates with the line and one of the pistons has a cross-sectional area f4 is mechanically coupled to the actuator via a rod having a cross-sectional area f5.

Abstract: A control apparatus for a direct injection type spark ignition internal combustion engine can prevent the deterioration of combustion resulting from fuel adhesion according to the deterioration of performance of an injector. The apparatus includes a variety of kinds of sensors that detect an operating condition of an internal combustion engine, a target fuel injection amount calculation section that calculates a target amount of fuel to be injected based on the engine operating state, a fuel injection pressure control section that controls the injection pressure of fuel to be injected into a combustion chamber, a fuel injection timing control section, and a combustion state detection section that detects the deterioration of combustion of the internal combustion engine. The fuel injection timing control section includes a fuel pressure correction section that corrects the fuel injection pressure.

Abstract: Each of paired centrifugal weights are interlockingly connected to an advancing spring, which is interlockingly connected to a temperature-sensing operation device. When cold-starting the engine, the advancing spring is maintained extensible based on a state of the temperature-sensing operation in which the temperature-sensing operation device senses a temperature to operate. This advancing spring exerts a spring force, which pushes and widens the paired centrifugal weights to an advancing position. While the engine is warm, the advancing spring is held contracted based on another state of the temperature-sensing operation device, in which the temperature-sensing operation device senses a temperature to operate, so that the spring force of the advancing spring does not act on the paired centrifugal weights. A shape memory spring composed of a compression coil spring is used for the temperature-sensing operation device.

Abstract: An injection control method for controlling a “common rail” fuel injection system in a diesel engine is described. The method includes the following steps: an initializing step for acquiring engine control parameters; and a main adjustment cycle for adjusting operational variables of the engine. The injection control method also includes an interrupting step for adjusting an injection procedure proper of the injection system by variation of all the characteristic parameters of the injection procedure. Also described is an injection control system for a diesel engine based on the above method.

Abstract: An algorithm for use in an engine control module to control peak cylinder pressure in a diesel engine under high altitude operating conditions, including an initiation and entering routine configured to determine whether conditions are met for advancing a start of injection time used by the engine control module to cause an injection of fuel into a cylinder of the engine, an increment routine that is executed by the engine control module when the initiation and entering routine determines that the conditions are met to advance the start of injection time using a first increment when the first increment is less than or equal to an increment step and less than or equal to a second increment, and advance the start of injection time using the second increment when the first increment is greater than one of the increment step and the second increment, and an exiting routine that is executed by the engine control module when the initiation and entering routine determines that the conditions are not met to decrement

Abstract: An injector has a housing, a command piston, a control chamber, a needle, a nozzle chamber, a fuel inflow passage, a fuel discharge passage and an electric valve. The housing slidably supports the command piston and the needle. The housing and one end face of the command piston enclose the control chamber. The needle is disposed at the other end face side of the command piston. The housing and a leading end portion of the needle enclose the nozzle chamber to accumulate the high-pressure fuel therein. The housing is provided with an injection hole, which is opened and blocked by the needle. The fuel discharge passage opens at a fuel discharge port to the control chamber to discharge the high-pressure fuel out of the control chamber. The fuel discharge port is close to an uppermost position of the command piston.

Abstract: A high-pressure pump is formed with a secondary suction passage, which branches from a fuel suction passage and communicates with a pump chamber. Check valves for preventing a backflow of fuel are disposed respectively in the secondary suction passage and a discharge passage. An electromagnetic valve for regulating a fuel discharge quantity is disposed in the fuel suction passage. Normal control for controlling the fuel discharge quantity by controlling opening timing and closing timing of the electromagnetic valve with respect to reciprocating movement of a plunger is performed when an engine rotation speed is higher than a predetermined value during operation of an engine. Valve closing control for holding the electromagnetic valve at a closed state is performed when the engine rotation speed is equal to or lower than the predetermined value.

Abstract: A modified pump follower device (2) and method of retarding injection timing of EMD-type unit injectors by a desired amount of crank degrees includes the steps of providing a modified pump follower (2) whose plunger engagement location, also known as t-slot (7), varies depending on the desired amount of retarding. Specifically, the modified pump follower (2) has a t-slot (7) which has a predetermined distance t? on the modified pump follower (2), as compared to conventional pump followers having a predetermined distance t, such that the t-slot (14) is closer to the top face (9) of the pump follower (2). The difference in spacing between the original timing t and the retarded timing t? is r, which is an amount equal to the amount of retardation, in linear units, that corresponds to the desired amount of retardation in crank degrees.

Abstract: A method for controlling start of a compression ignition engine having a plurality of cylinders is provided without a cam sensor is provided. Each cylinder includes a respective piston reciprocally movable between respective top and bottom positions along a cylinder longitudinal axis. The method comprises providing a respective fuel delivery assembly for each cylinder. In one embodiment the method further comprises retrieving from memory a set of fuel delivery assembly firing rules and then processing the firing rules so that a firing signal is delivered to each fuel delivery assembly on every crank revolution during a cranking mode of operation. The fuel delivery assembly is arranged to be responsive to any firing signal received during an injection window leading to the top position along the longitudinal axis so as to supply fuel to each cylinder during that injection window.

Abstract: When a combustion mode of an engine is a diffuse combustion mode in which an initial rising inclination of a heat-release-rate is steep, an electronic control unit (ECU) calculates an ignition timing in which the heat-release-rate exceeds an ignition determining value. Thus, even if a cylinder pressure sensor has a gain deviation or an offset deviation, the ignition timing is accurately detected to control the injection start timing. When the combustion mode is a premix combustion mode in which the initial rising inclination of the heat-release-rate is moderate, a peak arising timing of the heat-release-rate is calculated. Thus, the peak arising timing is accurately detected to control the injection start timing.

Abstract: A method for processing an accelerometer data set generated from an operating internal combustion engine is disclosed. The processed accelerometer data is cepstrally filtered and a heat release trace is pulled from the accelerometer data set. That heat release trace is then used to estimate combustion quality and combustion phasing within the engine and control future combustion events using this information. Misfire and knock sensing is also incorporated into the engine controls. The method provides controls for an engine to allow it to adjust combustion from cycle window to cycle window generally without the need for expensive and less durable direct pressure measurement devices as compared to accelerometers. The resulting fuel injection speed results in the fuel passing through shock waves within the combustion chamber, which, in turn, promotes combustion of the fuel by promoting mixing of the fuel and intake charge within the combustion chamber.

Abstract: A method and apparatus for adjusting fuel injection timing detects (401) a change in the number of fuel injections for a combustion chamber (105). During a timing adjustment period, the timing for fuel injection(s) may be adjusted (405) incrementally, e.g., in a series of steps or increments, and/or based at least in part on the time elapsed since the detected of the change in the number of fuel injections.

Abstract: A diesel engine (E) has a combustion chamber (C), a piston (T) movable in the chamber, air intake and exhaust valves (IV, EV), and a nozzle (N) injecting fuel into the combustion chamber. By controlling characteristics of an air-fuel mixture, emissions produced by combustion of the air-fuel mixture in the chamber are reduced to levels which satisfy the Tier 2 requirements established by the Environmental Protection Agency (EPA) for the engine. This may include controlling hydraulic flow characteristics through the nozzle, increasing the compression ratio within the combustion chamber, lowering the manifold air temperature (MAT), and retarding the start of fuel injection (SOI) within the chamber.

Abstract: A fuel injection timing control system for diesel engines operating at high altitude, including a sensor for a parameter of the engine intake air, such as engine intake air pressure or turbocharger speed. This sensor communicates with a barometric pressure timing controller, and a throttle position sensor communicates with the barometric pressure timing controller. Nominal values of the engine intake air parameter at various throttle notch settings and various engine performance parameters are stored in a table, for a nominal barometric pressure. The barometric pressure timing controller determines the instantaneous barometric pressure by adjusting the nominal barometric pressure based on the difference between the instantaneous value for the engine intake air parameter and the nominal value for the engine intake air parameter, at the known throttle notch setting and the known engine performance parameters.

Abstract: A method of controlling fuel injection timing in a compression ignition engine including at least one cylinder. The method includes monitoring a parameter indicative of a commanded operating speed of the engine corresponding to an engine throttle notch and monitoring a parameter indicative of the actual operating speed of the engine. When the commanded engine speed exceeds the actual engine speed, the fuel injection timing for the engine may be advanced to reduce emissions.

Abstract: A cold advance device for advancing the injection beginning in cold condition diesel engine with single plunger pumps, by means of which the injection onset is adjusted in cold conditions and also in normal conditions. A piston is provided in the roller tappet and the roller tappet moves up and down in response to lubricating oil pressure through a plate valve. The lubricating oil lifts the hydro tappet piston enabling the pump plunger to be in the advance position. The pump plunger is lifted an amount corresponds to 8° to 10° crank angle depending upon the cam profile. The stroke of the piston is limited by a stopper and is designed according to the cold advance requirements of the engine. The plate valve is provided with a throttle hole.

Abstract: In controlling power supply time, a variation in the fuel injection quantity caused by a variation in the fuel injection rate at the in-cylinder pressure of the engine (detected or estimated value in the running state of the internal combustion engine) relative to the fuel injection rate at a reference in-cylinder pressure (under the condition of an injector characteristic measuring benchmark test), and in addition, a variation in the fuel injection start time is corrected. In the calculation of the variation in the fuel injection quantity, a fuel injection rate changing behavior model in which changing behavior of the fuel injection rate is modeled as a trapezoid is used to calculate the areas of ?q1 and ?q2. The variation in the fuel injection start time ??d is calculated based on the rail pressure and the variation in the in-cylinder pressure.

Abstract: An injector for high-pressure injection of fuel in self-igniting internal combustion engines includes an actuator valve for opening and closing the injector; a nozzle needle, which in the closed state of the injector closes at least one injection opening; a metering valve, which establishes a hydraulic communication between the actuator valve and the relief chamber of the injector; a pressure holding device, which serves to maintain a static pressure required for the metering valve; and a first control quantity line for control quantities that flow via the actuator valve, and a second control quantity line for control quantities that flow via the metering valve. The pressure holding device dynamically separates the control quantities of the metering valve from the control quantities of the actuator valve by means of a hydraulic fluctuation damper.

Abstract: A control module (1) for an injector designed to control and guide a valve body (8) comprises a high-pressure supply element (2), a guiding device (3) for guiding the valve body, a control compartment (4), a control valve (10), a supply choke (5), first and second output chokes (6, 7). The supply choke physically represents a connection between the high pressure supply element (2) and a valve compartment (9). The first output choke (6) connects the control compartment linked to one end of the valve body, to the valve compartment (9). The second output choke (7) connects the valve compartment (9) to the control valve (10).

Abstract: A method of reducing emissions from a large, medium speed fuel injected diesel engine of the type used on locomotives subject to transient modes of engine operation in which the engine is accelerated or increased loads are applied. The method comprises: monitor at least one operating parameter of the diesel engine; determining, based on such operating parameter, whether the diesel engine is in a transient mode; and controlling a timing of fuel injection to cylinders of the engine, to retard the timing when the diesel engine is in a transient mode relative to the timing of fuel injection when the diesel engine is not in a transient mode of operation.

Abstract: A diesel engine capable of favorably preventing the generation of white smoke even when an engine load is shifted from a high load side to a low load side. For this purpose, a diesel engine (1) includes fuel injection timing control means (42) for controlling fuel injection timing, the fuel injection timing control means (42) advances the fuel injection timing by predetermined time when an engine load becomes a predetermined load (Ff) or lower in an engine stopping step of stopping the diesel engine while gradually reducing the engine load.