Abstract: An apparatus for determining failure of a vehicle is provided. The apparatus includes a sensor configured to obtain autonomous driving information, and a controller configured to compare the autonomous driving information obtained during autonomous driving with a determination criterion set as failure sound information and to determine whether the failure occurs, based on the comparison result.

Abstract: Systems and methods for operating an engine that includes an exhaust system with a differential pressure sensor are described. In one example, output of the differential pressure sensor is compared to output of a barometric pressure sensor to determine whether or not the barometric pressure sensor is degraded. The output of the differential pressure sensor may be monitored while the engine is rotated without being fueled.

Abstract: A compressor according to an exemplary aspect of the present disclosure includes, among other things, a mixed compression stage having both axial and radial components arranged along a main flow path, and a radial compression stage having an impeller with a plurality of vanes arranged in the main flow path downstream of the mixed compression stage. The impeller is configured to rotate about an axis and has an outlet downstream of the vanes. A movable diffuser is arranged at the outlet, and the movable diffuser is configured to vary an area of the outlet.

Abstract: A centrifugal compressor includes a volute base block, a volute cover plate, an impeller, a diffuser-adjusting assembly, a radial constraint assembly, an axial constraint assembly and a driving assembly. A diffuser and a connected volute are formed between the cover plate and the base block. The impeller discharges gas to the centrifugal compressor through the diffuser and the volute. The diffuser adjustment assembly includes a driving ring, a driving rod, a pin and a diffuser ring. The radial constraint assembly is disposed on an inner circumference surface of the driving ring. The axial constraint assembly on an outer circumference surface of the driving ring is located between the top and bottom portions. The drive assembly is to rotate the driving ring. When the driving ring rotates, the pin slides along the pin track, and the driving rod displaces the diffuser ring to adjust a flow-path width of the diffuser.

Abstract: Various systems and methods are provided for a turbocharger system. In one example, a system for use with a power generator having a rotary machine including a combustor comprises: a heat exchanger positioned to receive exhaust gases from the combustor; and a turbocharger system, comprising: a low pressure compressor fluidly coupled to the heat exchanger and adapted to supply gases to the heat exchanger; a low pressure turbine and a high pressure turbine each fluidly coupled to the heat exchanger and adapted to receive gases from the heat exchanger; a high pressure compressor fluidly coupled to the rotary machine and the low pressure compressor, adapted to receive gases from the low pressure compressor and supply compressed air to the rotary machine; and a water injector adapted to inject water into a flow path between the low pressure compressor and the heat exchanger.

Abstract: Systems, apparatus and methods include control techniques for controlling operation of pre-mixed internal combustion engines in response to a load shedding event. The control techniques determine, in response to the load shedding event, a number of cycles in which to skip combustion of the fuel in the at least one cylinder based on an air-fuel ratio limit in the exhaust flow, prevent combustion of the fuel in the at least one cylinder during the number of skipped cycles, and combust the fuel in the at least one cylinder each time the number of skipped cycles are complete.

Abstract: The deterioration of an exhaust gas purification catalyst is suppressed as much as possible. An exhaust gas purification system for an internal combustion engine comprising: a throttle valve; a turbocharger; an exhaust gas purification catalyst; a bypass passage; a turbo bypass valve (TBV); and a controller. The controller is configured to carry out fuel cut processing and deterioration suppression control. In the deterioration suppression control, when a temperature of the exhaust gas purification catalyst is equal to or higher than a predetermined temperature in the course of the execution of the fuel cut processing, the degree of opening of the TBV becomes smaller, and the degree of opening of the throttle valve becomes larger, than when the temperature of the exhaust gas purification catalyst is lower than the predetermined temperature in the course of the execution of the fuel cut processing.

Abstract: An internal combustion engine has a cylinder configured to combust an air-fuel mixture and expel an exhaust gas and a turbocharger for generating a pressurized airflow to the cylinder. The turbocharger includes a turbine scroll defining an inlet and an outlet, an exhaust gas driven rotating assembly having a turbine wheel disposed inside the turbine scroll, and a waste-gate defining an opening. A first sensor detects turbine outlet pressure. A second sensor detects turbine inlet temperature. A controller determines an effective area of the waste-gate opening and an exhaust gas mass flow-rate. The controller also determines a turbine inlet pressure in response to the detected turbine outlet pressure and the turbine inlet temperature, and the determined waste-gate opening effective area and the exhaust gas mass flow-rate. The controller additionally regulates a supply of fuel to the cylinder corresponding to the pressurized airflow affected by the determined turbine inlet pressure.

Abstract: Methods and systems are provided for reducing turbo lag by directing intake air from an intake manifold to an exhaust manifold. The intake air may be directed via an EGR passage by opening an EGR valve or by may be directed via engine cylinders by increasing positive valve overlap. Amounts of air directed via external EGR and air directed via positive valve overlap are based on engine operating conditions.

Abstract: A method of controlling an engine system, having both an electric driven compressor and an exhaust driven turbocharger for compressing a flow of combustion air for an internal combustion engine, includes defining a total pressure ratio target for the flow of combustion air, and defining a distribution factor to calculate a first portion of the total pressure ratio target and a second portion of the total pressure ratio target. The sum of the first portion of the total pressure ratio target and the second portion of the total pressure ratio target is equal to the total pressure ratio target. The electric driven compressor is controlled to provide the first portion of the total pressure ratio target, and the exhaust driven turbocharger is controlled to provide the second portion of the total pressure ratio target.

Abstract: Control of airflow in a uniflow-scavenged, two-stroke cycle, opposed-piston engine during transient operation includes monitoring at least one operating parameter of the engine to recognize a transition to a transient state of engine operation. If a transient state of operation is detected, fuel injection and airflow into to the cylinders of the engine are controlled to optimize combustion and limit emissions. Airflow into cylinders of the engine may be controlled by increasing a scavenging ratio of the engine or by increasing a trapping efficiency of the engine.

Abstract: A two-stage air boosting system for an internal combustion engine has a first air boosting system which is one of an electrical air boosting system or a turbocharger air boosting system. The two-stage air boosting system also includes a second air boosting system which is the other one of the electrical air boosting system or the turbocharger air boosting system and is positioned intermediate the first air boosting system and an air intake manifold of the internal combustion engine. A plurality of sensors provides information relating to operation of the two-stage air boosting system including inlet conditions of a compressor of the second air boosting system. A control module is configured to receive a plurality of inputs including the information relating to operation of the two-stage air boosting system, and is further configured to provide a system control command for the two-stage air boosting system responsive to the inputs.

Abstract: Disclosed are a turbocharger for a combustion engine and a method of operating a turbocharger. The turbocharger may include a variably positionable flow restrictor for restricting flow in a turbocharger inlet of the turbocharger by an amount dependent on a flow restrictor position. The method may include determining an operating point variable of the combustion engine, controlling a first actuator to exert on the flow restrictor a first actuating force for varying the flow restrictor position depending on the operating point variable, determining a crank angle variable of the combustion engine, and controlling a second actuator to exert on the flow restrictor a second actuating force for varying the flow restrictor position depending on the crank angle variable.

Abstract: Control of fuel flow in a uniflow-scavenged, two-stroke cycle, opposed-piston engine includes limiting an amount of torque or fuel in response to a torque demand, based upon a comparison and a selection of fuel delivery options derived from a global airflow parameter and/or a trapped airflow parameter.

Abstract: In a turbocharged, uniflow-scavenged, two-stroke cycle, opposed-piston engine, transient changes in engine operating conditions initiate modes of air handling operation during which reversal of EGR flow in a high pressure EGR loop of the air handling system is prevented by operating one or more air handling devices to increase resistance to exhaust flow in the engine.

Abstract: A turbocharger system comprises a first relatively small turbocharger and a second relatively large turbocharger connected in series and an exhaust gas flow control valve. The exhaust control valve has an inlet port communicating with the exhaust gas flow upstream of the first turbine a first outlet port communicating with the exhaust flow downstream of said first turbine but upstream of said second turbine, and a second outlet port communicating with the exhaust flow downstream of said second turbine. The valve is operable to selectively permit or block flow through the first and second outlet ports.

Abstract: A control method includes an electronic waste gate actuator (EWGA) and a waste gate valve, connected to each other through a rod. The control method includes an operation condition determination step for determining whether an engine is in cold operation or hot operation by measuring engine soak time and initial coolant temperature when the engine starts and by comparing them with a predetermined reference soak time and reference coolant temperature. The control method also includes a cold control step for setting cold operation reference voltage, performing cold operation learning, and applying cold operation learning data to the cold operation reference voltage, when the engine is in cold operation. The control method further includes a hot control step for setting hot operation reference voltage, performing hot operation learning, and applying hot operation learning data to the hot operation reference voltage, when the engine is in hot operation.

Abstract: When opening or closing an exhaust cut valve in accordance with an operation range of an engine and performing feedback control for an opening degree of a wastegate valve such that a target supercharging pressure is achieved in each of an open operation range where the exhaust cut valve is opened and a closed operation range where the exhaust cut valve is closed, a failure of the exhaust cut valve can be accurately determined. Whether or not an abnormal state occurs is determined in each range. In the abnormal state, although feedback control for closing the wastegate valve is performed, the actual supercharging pressure is lower than the target supercharging pressure, and a deviation between the actual supercharging pressure and the target supercharging pressure is maintained at not less than a predetermined value. Further, whether the exhaust cut valve is normal or in failure is determined.

Abstract: An object is to improve the combustion condition in an internal combustion engine equipped with a supercharger and performing diesel combustion using fuel having a relatively high self-ignition temperature in an operation state in which the engine load is increased or decreased. A control apparatus performs first injection during the compression stroke, causes spray guide combustion to occur, and starts to perform second injection at such a second injection time that combustion of injected fuel is started by flame generated by the spray guide combustion, thereby causing self-ignition and diffusion combustion of fuel to occur.

Abstract: A fuel property detection apparatus detects fuel properties based on cetane number and density of a tested fuel. Tested fuel is examined in terms of ignition timing, and, when the tested fuel has an ignition timing earlier than a threshold, the tested fuel is identified as having a standard cetane number. When the tested fuel has an ignition timing later than the threshold, the tested fuel is identified as having a low cetane number. An advance angle of the ignition timing is increased for yielding a greater ignition timing difference between a light property fuel and a heavy property fuel, and, in such manner, the difference therebetween is detected. When an advancement of the ignition timing is greater than a threshold, the fuel property is identified as heavy, and, when an advancement of the ignition timing is smaller than the threshold, the fuel property is identified as light.

Abstract: A control method for a turbocharger system may include a first intake line supplying outdoor air to an intake manifold, a turbocharger, a second intake line supplying fresh air to the compressor; a third intake line connecting the compressor and the first intake line; a throttle valve controlling a flow of air supplied from the first intake line and the third intake line; an intake bypass valve controlling a flow of air that flows in the first intake line; a first exhaust line; a second exhaust line; an exhaust bypass valve controlling a flow of the exhaust gas discharged from the first exhaust line; and a controller controlling opening levels of the intake bypass valve, the exhaust bypass valve, and the throttle valve according to a driving condition of a vehicle.

Abstract: A method for operation of an engine including a turbocharger system is provided. The method includes adjusting turbocharger rotational acceleration or deceleration in response to one or more resonant frequencies. Additionally in some examples, the method may further include increasing turbocharger rotation in response to one or more resonant frequencies during a first condition, and increasing turbocharger deceleration in response to one or more resonant frequencies during a second condition, the second condition different from the first condition. In this way, it is possible to enhance the useful life cycle of the turbocharger and associated engine by limiting the operating time in a resonant frequency band.

Abstract: A vacuum source arbitration system is disclosed. In one example, vacuum is supplied to a vacuum reservoir via an ejector during a first condition, and vacuum is supplied to the vacuum reservoir via an engine intake manifold during a second condition. The approach may provide a desired level of vacuum in a reservoir while reducing engine fuel consumption.

Abstract: A vacuum source including an ejector is disclosed. In one example, vacuum is supplied via the ejector when a turbocharger has excess boost capacity. The approach can prioritize how excess boost may be used to provide vacuum.

Abstract: An approach for controlling a turbocharger bypass valve is disclosed. In one example, the turbocharger bypass valve is opened during engine cold start conditions to reduce turbocharger speed. The approach may reduce noise produced by the turbocharger during engine start and warm-up.

Abstract: An internal combustion engine control device that acquires the temperature of a catalyst disposed in an exhaust path, and detects an abnormal combustion that has occurred in a combustion chamber. The control device includes a gas control unit, which controls the amount of intake gas flowing into the combustion chamber and the temperature of exhaust gas flowing into the catalyst, and a fuel injection amount control unit, which controls the amount of fuel injected into the combustion chamber. The control device also includes an abnormal combustion inhibition mode selection unit that chooses a first mode, a second mode, or a third mode in accordance with the catalyst temperature when the abnormal combustion is detected. The first mode causes the gas control unit to suppress the occurrence of the abnormal combustion while raising the catalyst temperature.

Abstract: Systems and methods for determining compression device degradation of an engine of a rail vehicle are provided. In one embodiment, a rail vehicle system includes an engine, an air-intake passage coupled to the engine, a compression device including a compressor positioned along the air-intake passage, a barometric air pressure sensor for measuring a barometric air pressure upstream of the compressor, a manifold air pressure sensor for measuring a manifold air pressure downstream of the compressor, and a controller configured to adjust a rail vehicle operating parameter responsive to a determination of compression device degradation based on a negative pressure differential between the manifold air pressure and the barometric air pressure during a designated operating condition.

Abstract: Methods and systems are provided for a boosted engine having a split intake system coupled to a split exhaust system. Aircharges of differing composition, pressure, and temperature may be delivered to the engine through the split intake system at different points of an engine cycle. In this way, boost and EGR benefits may be extended.

Abstract: A control system for a turbo charged natural gas engine. A butterfly valve used for fuel control upstream of a carburetor provides non-linear flow response during opening and closing and a flow compensator compensates for the non-linear response. A throttle valve position sensor acts in association with a controller which compares the throttle valve position signal with a predetermined set point and thereby opens or closes the waste gate of the turbo charger which affects oxygen content in the exhaust. A compensator for a throttle valve used with electronic engine controllers is also provided.

Abstract: A vacuum source arbitration system is disclosed. In one example, vacuum is supplied to a vacuum reservoir via an ejector during a first condition, and vacuum is supplied to the vacuum reservoir via an engine intake manifold during a second condition. The approach may provide a desired level of vacuum in a reservoir while reducing engine fuel consumption.

Abstract: An automobile-mount diesel engine with a turbocharger is provided, which includes an engine body with the turbocharger, the engine body being mounted in the automobile and supplied with fuel containing diesel fuel as its main component, a fuel injection valve arranged in the engine body so as to be oriented toward a cylinder of the engine body and for directly injecting the fuel into the cylinder, an injection control module for controlling a mode of injecting the fuel into the cylinder through the fuel injection valve, and an EGR amount control module for adjusting an amount of EGR gas introduced into the cylinder. EGR and fuel injection are adjusted based on speed-load conditions of the engine.

Abstract: Methods and systems are provided for reducing turbo lag in a boosted engine. A boost reservoir coupled to the engine may be charged with compressed intake air and/or combusted exhaust gas. The pressurized charge may then be discharged during a tip-in to either the intake or the exhaust manifold.

Abstract: Ethanol emissions from a direct ignition spark ignition are measured using mass spectrometry. The method exploits specific fragment ions from ethanol. Ethanol contributes ions of mass number 31, and no other gas species produces ions at this mass number. The method and a device for implementing the method can be used for online detection of ethanol in emissions from engines burning E85 or other ethanol/gasoline mixtures.

Abstract: A method for providing air to a combustion chamber of an engine, the engine including a compressor and a boost tank selectably coupled to an intake manifold. The method includes varying a relative amount of engine exhaust in air pressurized in the boost tank based on engine operating conditions, and discharging the air pressurized in the boost tank to the intake manifold.

Abstract: A method for controlling engine temperature of an engine with a wide dynamic range is disclosed. In one example, the derivative of an engine temperature is assessed by a controller. The controller may adjust engine actuators to limit engine temperature in response to the derivative.

Abstract: A method of operating a compression-ignition engine includes adjusting timing of fuel injection if a sensed parameter indicative of a maximum pressure within a combustion chamber varies relative to a selected pressure and if fuel injection timing is greater than a preselected timing.

Abstract: Disclosed is a supercharged direct-injection engine, which comprises a supercharging device (25, 30) for compressing intake air, and an injector 10 for directly injecting fuel into a combustion chamber 5. In the engine, an excess air factor ? as a ratio of an actual air-fuel ratio to a stoichiometric air-fuel ratio, at least in an engine warmed-up mode, is set to 2 or more in the entire engine-load region. Further, compressed self-ignited combustion is performed in a low engine-load region, and a supercharging amount by the supercharging device (25, 30) is increased along with an increase in engine load in a high engine-load region to allow the excess air factor ? to be kept at 2 or more. The engine of the present invention can effectively reduce NOx emission, while improving fuel economy.

Abstract: A warming-up system performing a catalytic converter warming-up method has an electric motor (1m) enabling a turbocharger (1) to increase the amount of air supplied to an internal combustion engine (2) regardless of the amount of exhaust gas flowing through a turbine (1t) of the turbocharger (1), a variable nozzle (1n) regulating the flow of exhaust gas through the turbine (1t), and an ECU (5) for controlling the operation of the electric motor (1m) and the variable nozzle (1n) and the amount of fuel supplied to the internal combustion engine (2). After the internal combustion engine (2) is started, the ECU (5) warms up the catalytic converter (4) by driving the electrical motor (1m) to forcibly rotate the turbine (1t), opening the variable nozzle (1n), and increasing fuel supply to the internal combustion engine (2).

Abstract: A supercharged engine has a geometric compression ratio ser to 16 or more and is designed to perform a compression self-ignition combustion under an air-fuel ratio leaner than a stoichiometric air-fuel ratio at least in a low engine speed range. On a lower engine load side than a given engine load within an engine operating region at which the compression self-ignition combustion is performed, a fresh air amount is reduced and an effective compression ratio (??) is increased, as compared with a higher engine load side than the given engine load within the engine operating region, and, on the higher engine load side than the given engine load, a supercharging pressure based on a supercharger (25) is increased to increase the fresh air amount, and the effective compression ratio (??) is reduced, as compared with the lower engine load side than the given engine load.

Abstract: A device for controlling the exhaust-gas turbocharging of an internal combustion engine having an exhaust-gas turbocharging device, has an estimated value unit for determining a mass flow through a turbine system, a regulating unit for determining a regulating exhaust-gas back pressure as a function of a nominal charge pressure and an actual charge pressure, and also a unit for generating at least one actuating signal for at least one actuator of the turbine system as a function of the regulating exhaust-gas back pressure and of the mass flow through the turbine system, wherein the estimated value unit has a turbine system model for determining an estimated overall efficiency of the turbine system and a model for determining an estimated overall efficiency of a compressor system having at least two compressors, and wherein the regulating unit is set up to determine the regulating exhaust-gas back pressure using the estimated overall efficiencies

Abstract: Disclosed is a control apparatus for a turbocharged diesel engine. The control apparatus comprises an engine start controller (10) operable, when an engine restart condition associated with a demand for vehicle start is satisfied, to execute a split-injection control to perform a main injection for injecting fuel at a timing around a top dead center of a compression stroke, and a post injection for injecting fuel in an expansion stroke following the main injection, during the engine restart control, and, when an engine restart condition nonassociated with the demand for vehicle start is satisfied, to execute the engine restart control to perform only the main injection without executing the split-injection control. This makes it possible to optimize the engine restart control to be execute in response to satisfaction of the engine restart condition, depending on the presence or absence of the demand for vehicle start.

Abstract: A method of operating a turbocharged system includes controlling speed of a turbocharger and substantially eliminating choke of a compressor coupled to a turbine by adjusting exhaust flow through a turbine wastegate, or by adjusting airflow through a compressor recirculation valve, or by adjusting a combination thereof in response to variance in parameters including compressor inlet temperature, compressor inlet pressure, and turbocharger speed.

Abstract: A method for reducing a temperature of an engine component is disclosed. In one example, an air-fuel ratio provided to an engine is adjusted to reduce a temperature of an engine component. The approach may be useful for controlling temperature and emissions from a turbocharged engine.

Abstract: The present invention relates to a method of controlling the intake of a supercharged engine comprising a cylinder (10) with at least two intake pipes (12, 14) associated with their intake valves (16, 18) and connected to an intake distributor (30), and at least one exhaust pipe (20) with its exhaust valve (22), a method according to which, before the end of the exhaust phase of said engine, an exhaust gas scavenging operation is carried out by overlap of exhaust valve (22) and intake valve (16) and, at the end of the scavenging operation, a stage of fuel mixture preparation is performed for combustion of this mixture in said cylinder.

Abstract: A method and system to control an engine to maintain turbine inlet temperature utilizes two temperature thresholds: a control initiation temperature and a maximum hardware temperature. An engine parameter is adjusted in a closed-loop manner based on an error, which is a difference between a setpoint temperature and the turbine inlet temperature. The setpoint temperature is initially the control initiation temperature. However, after control over turbine inlet temperature is established, the setpoint temperature ramps gradually to maximum hardware temperature. In one embodiment, the engine parameter is engine torque. Other engine parameters affecting turbine inlet temperature include timing and duration of fuel injection pulses, EGR rate, gear selection, and intake throttle position, any of which can be used in place of, or in combination with, torque for controlling turbine inlet temperature.

Abstract: The present invention provides a flexible fuel, spark ignition, variable boost, supercharged internal combustion engine. A variable speed drive assembly connects the engine output to a supercharger. The engine includes a fuel sensor which provides a signal to an engine controller which determines the type of fuel. The engine controller also receives signals from a mass air flow sensor, a manifold air pressure sensor, a crank angle sensor, a camshaft angle sensor, an oxygen sensor in the exhaust stream and a transmission controller. The engine controller provides control signals to an ignition module, to a fuel injection system, to an electronic throttle control, to a supercharger drive controller and to the transmission controller.

Abstract: An object of the present invention is to provide a control device that is used for an internal combustion engine with a turbocharger and capable of suppressing the deterioration of a catalyst when a speed reduction fuel cut is performed in a situation where the temperature of the turbocharger is high. The control device includes a turbine for the turbocharger installed in an exhaust path of the internal combustion engine, a catalyst installed in the exhaust path and disposed downstream of the turbine, a bypass path for bypassing the turbine by connecting the exhaust path upstream of the turbine to the exhaust path between the turbine and the catalyst, and a waste gate valve capable of opening and closing the bypass path. The control device opens the waste gate valve when a speed reduction fuel cut operation is performed in a situation where the temperature of the turbocharger is higher than its setting.

Abstract: A method for responding to an existing or incipient surge condition of a turbocharger coupled to an engine of a motor vehicle is provided. The method comprises receiving a signal responsive to an operating condition of the turbocharger and adjusting one or more operating parameters of the motor vehicle when a power of the signal, integrated over a pre-selected range of non-zero frequencies, exceeds a pre-selected threshold. Other embodiments provide related systems for responding to an existing or incipient surge condition of a turbocharger.

Abstract: A method for controlling fueling of an internal combustion engine is provided. The engine may include an intake manifold, one or more exhaust manifolds and a turbocharger coupled between the intake and exhaust manifolds. The method may comprise estimating an operating condition of the turbocharger, determining a maximum value of an operating parameter as a function of the estimated operating condition of the turbocharger, measuring a value of the operating parameter, determining an error value as a function of the maximum value of the first operating parameter and the measured value of the operating parameter, and limiting fuel supplied to the engine based on the error value.

Abstract: A method is for controlling the torque of a hybrid drive unit, which includes a combustion engine and at least one electric machine capable of being operated alternatively as a motor or as a generator. The electric machine, when operated as a motor, is powered by an energy storage device and supplies a positive electric motor torque which together with a combustion engine torque of the combustion engine produces a total drive torque of the hybrid drive unit. A hybrid drive unit includes a respective torque control. In the event that a desired torque is greater than a consumption-optimized combustion engine maximum torque, the electric machine is operated as a motor having an electric motor torque. An electric motor maximum torque is specified as a function of at least one state parameter of the energy storage device.