СПОСОБ (ВАРИАНТЫ) И СИСТЕМА ДЛЯ ОПРЕДЕЛЕНИЯ ВЛАЖНОСТИ ВОЗДУХА И НАЛИЧИЯ ПОТОКА ИЗ КАРТЕРА ПОСРЕДСТВОМ ДАТЧИКА ВЫХЛОПНОГО ГАЗА

Изобретение может быть использовано в двигателях внутреннего сгорания. Способ для системы двигателя заключается в том, что в условиях отсутствия подачи топлива в двигатель (10), когда работают по меньшей мере один впускной клапан (52) и один выпускной клапан (54), модулируют эталонное напряжение датчика (126) отработавших газов при закрытой и открытой впускной дроссельной заслонке (62). Сигнализируют об износе двигателя (10) исходя из потока (PCV) принудительной вентиляции картера, основанного на показаниях датчика (126) отработавших газов, полученных во время модулирования. Раскрыты способ для двигателя и система двигателя. Технический результат заключается в повышении точности измерения влажности. 3 н. и 17 з.п. ф-лы, 7 ил.

СПОСОБ ДЛЯ ДВИГАТЕЛЯ (ВАРИАНТЫ)

... 1. Способ для двигателя, включающий в себя этап, на котором:увеличивают поток рециркуляции выхлопных газов (EGR) в ответ на конденсацию в охладителе EGR.2. Способ по п. 1, в котором конденсация является оцененным количеством накопленного конденсата, основанным на количестве образованного конденсата и количестве испаренного конденсата внутри охладителя EGR в течение заданной продолжительности времени.3. Способ по п. 2, дополнительно включающий в себя этапы, на которых, если оцененное количество накопленного конденсата ниже порогового значения, осуществляют протекание EGR согласно первому расписанию, а если оцененное количество накопленного конденсата выше порогового значения, осуществляют протекание EGR согласно другому, второму расписанию.4. Способ по п. 2, в котором количество образованного конденсата в охладителе EGR определяют на основании влагосодержания всасываемого воздуха, поступающего в двигатель, влагосодержания выхлопных газов, выходящих из двигателя, влажности EGR, направленной ...

КОМПЕНСАЦИЯ КИСЛОРОДОСОДЕРЖАЩИХ ВИДОВ ТОПЛИВА В ДИЗЕЛЬНОМ ДВИГАТЕЛЕ

... 1. Способ управления дизельным двигателем, включающий в себя:определение фактора компенсации топлива на основании количества топлива, впрыснутого на текущем уровне эффективной мощности двигателя, деленного на установленное количество дизельного топлива, необходимого для обеспечения текущего уровня эффективной мощности двигателя; иоценку содержания оксигената в подаваемом в двигатель топливе на основании фактора компенсации топлива.2. Способ по п.1, в котором дополнительно задают топливный тип оксигената, на котором в дальнейшем основывают оценку содержания оксигената в топливе.3. Способ по п.1, в котором заданным типом оксигената является сложный метиловый эфир жирной кислоты.4. Способ по п.1, дополнительно включающий в себя:оценку количества твердых частиц, накопленных на сажевом фильтре дизеля, соединенном с выхлопом двигателя; инаправление команды осуществить регенерацию дизельного сажевого фильтра исходя из оцененного количества накопленных твердых частиц, причем указанное оцененное ...

СПОСОБ ДЛЯ ДВИГАТЕЛЯ (ВАРИАНТЫ)

... 1. Способ для двигателя, включающий в себя этап, на котором:Осуществляют работу первой группы цилиндров в первом ряду двигателя для обеспечения результирующего потока воздуха и выхлопных газов из первого впускного коллектора в первый выпускной коллектор при осуществлении работы второй группы цилиндров во втором ряду двигателя для обеспечения результирующего потока выхлопных газов из второго выпускного коллектора во второй впускной коллектор.2. Способ по п. 1, в котором первый выпускной коллектор присоединен ко второму выпускному коллектору в месте соединения, расположенном ниже по потоку от первого каталитического нейтрализатора выхлопных газов первого ряда и второго каталитического нейтрализатора выхлопных газов второго ряда.3. Способ по п. 2, в котором осуществление работы первой группы цилиндров включает в себя этап, на котором впрыскивают топливо в первый ряд цилиндров при регулировании установки фаз клапанного распределения впускных и выпускных клапанов первой группы цилиндров на первую ...

Verfahren zum Betrieb einer elektromagnetischen Aktuatoranordnung und Aktuatoranordnung zur Durchführung dieses Verfahrens

Die Erfindung betrifft ein Verfahren zum Betrieb einer elektromagnetischen Aktuatoranordnung (2), diese umfassend einen Aktuator (34; 36) mit einem mittels eines schaltbaren Elektromagneten (38; 40) linear zwischen einer Anfangsstellung bei stromlosem Elektromagneten und einer Endstellung bei bestromtem Elektromagneten verstellbaren Anker (42; 44) sowie einen mit dem Anker gekoppelten Aktuatorpin (54; 56), welcher stößelartig an einem gegen die Kraft von zugeordneten Federmitteln zu verstellenden Maschinenteil anliegt. Um den Wirkungsgrad und die dynamische Reaktion des Aktuators zu verbessern, sind in der Anker-Aktuatorpin-Anordnung keine Rückstellfedermittel vorgesehen. Stattdessen wird der Elektromagnet (38) in der Anfangsstellung des Aktuators mit einem konstanten Strom (Dauerstrom) derart beaufschlagt, dass der Aktuatorpin (54; 56) gegen das Maschinenteil im Wesentlichen ohne Auslenkung der diesem zugeordneten Federmittel vorgespannt wird.

Verfahren zur Überwachung einer Verbrennungskraftmaschine

Ein erfindungsgemäßes Verfahren zur Überwachung einer Verbrennungskraftmaschine mit den Verfahrensschritten, Aufnehmen eines Schallspektrums mittels eines Schallsensors, insbesondere eines Klopfsensors und Analysieren dieses Schallspektrums, sowie bereitstellen eines Systemzustandswerts an einer Schnittstelleneinrichtung. Die Verbrennungskraftmaschine weist: eine Brennkammer, ein Steuerorgan zum Verschließen und Öffnen einer Öffnung dieser Brennkammer, eine Steuereinrichtung, insbesondere eine Nockenwelle, zum Ansteuern dieses Steuerorgans, mit einem ersten und einem zweiten Steuerabschnitt, eine Verstellvorrichtung zum Verstellen dieser Steuereinrichtung zwischen einer ersten und einer zweiten Steuerstellung und eine Schallsensoreinrichtung auf.

METHODE FÜR DAS REGELN DER LEERLAUFDREHZAHL EINER VERBRENNUNGSMASCHINE MIT VENTILEN OHNE NOCKENWELLEN

VERFAHREN ZUR REGELUNG DES LADEDRUCKS AN EINER KOLBENBRENNKRAFTMASCHINE MIT TURBOLADER

ELEKTROMAGNETISCHER VENTILBETÄTIGER.

VERFAHREN UND STEUEREINRICHTUNG ZUM ANSTEUERN VON GASWECHSELVENTILEN ZUGEORDNETEN MAGNETVENTILEN

BRENNKRAFTMASCHINE MIT VARIABLEM ZYKLUS.

Verfahren zur Steuerung einer Brennkraftmaschine zur Durchführung einer homogenen Verbrennung

SYSTEM UND VERFAHREN ZUM BETREIBEN EINES MOTORS, DER EINEN KRAFTSTOFFDAMPFBEHÄLTER BEINHALTET

Systeme und Verfahren zum Betreiben eines Motors, der einen Behälter zum Speichern von Kraftstoffdämpfen beinhaltet, sind offenbart. In einem Beispiel werden ein oder mehrere Motorzylinder als Reaktion auf ein Niveau von in einem Kraftstoffdampfspeicherbehälter gespeicherten Kraftstoffdämpfen abgeschaltet, wenn Schubabschaltbedingungen erfüllt sind. Indem ein oder mehrere Motorzylinder mit geschlossenen Einlass- und Auslassventilen abgeschaltet werden, kann es möglich sein, in Motorzylinder gesaugte Kraftstoffdämpfe zu reduzieren, um die Möglichkeit von Zylinderfehlzündung zu reduzieren.

Einlass-Auslasssteuerungs-Vorrichtung der Zylinder eines Verbrennungsmotors

Vorrichtung (100) zum Steuern und Schalten des Einlasses eines Brennstoff-Gemisches in einen Zylinder (110) eines Verbrennungsmotors sowie des Auslasses eines Heißgasgemisches aus dem Zylinder (110), mit einem Zylinder (110), in dem ein gegen die Innenwand des Zylinders (110) abgedichteter Kolben (120) gegenüber einer Stirnfläche (111) des Zylinders (110) hin- und her bewegbar gelagert ist, wobei die Stirnfläche (111) des Zylinders (110) mit verschließbaren Öffnungen (112, 113) für einen Einlass und einen Auslass von Gasgemischen versehen ist und der Kolben (120) zum Zweck eines Energietransfers auf eine Kurbelwelle (130) mit einem Ende einer Pleuelstange (140) gekoppelt ist, deren anderes Ende mit der Kurbelwelle (130) gekoppelt ist, dadurch gekennzeichnet, dass mindestens ein Sensor (150) vorgesehen ist, der vorherbestimmte Parameter eines momentanen Arbeitszyklus des Zylinders (110) erfasst und entsprechende Signale an eine elektronische Steuereinheit liefert, die ausgehend von den vom ...

Internal combustion engine

Electromagnetically operated valve driving system for driving intake or exhaust valves of i.c. engines

The system comprises a valve 7a with an armature 10a, an opening solenoid 9a, a closing solenoid 7a, and a control apparatus for energizing or de-energizing these opening and closing solenoids. Springs 11a, 12a are provided in order to balance a valve body 7a on a specified position between the fully open and fully closed positions. Further, when the intake or exhaust valve is closed, the closing solenoid is de-energized for a very short time immediately before the intake or exhaust valve is fully closed so as to reduce a travelling speed of the valve body when said valve body is seated. Similarly, when the intake or exhaust valve is opened, the opening solenoid is de-energized for a very short time immediately before the intake or exhaust valve is fully opened so as to reduce a travelling speed of the valve body when the valve body is fully opened. Noise is reduced and durability increased.

Method of controlling electronically controlled valves to prevent interference between the valves and a piston

Gasoline Engine Knock Control

A method of controlling exhaust gas recirculation for an engine

INTERNAL-COMBUSTION ENGINE

Verfahren zum Erwärmen von abgasführenden Komponenten

The invention relates to a method for heating exhaust gas-conducting components in the exhaust gas tract of an internal combustion engine, in particular a self-igniting internal combustion engine. The aim of the invention is to simply and effectively allow a quick increase of the temperatures of exhaust gas components. This is achieved in that the temperature (T) of the exhaust gas and/or of an exhaust gas aftertreatment device arranged in the exhaust gas tract is measured at least in a partial load operating range with a low engine load and, if the measured temperature (T) lies below a defined threshold temperature (Ts) of preferably 250 °C, particularly preferably less than 200 °C, at least one normal run heating mode (2) is carried out, the intake valve closing (IVC) timing of at least one intake valve being switched to early or late depending on an ascertained average pressure (MEP) of the internal combustion engine relative to a standard intake valve closing (IVCs) timing in the full ...

Verfahren zum Betreiben einer funkengezündeten Brennkraftmaschine

Verfahren zum Betreiben einer funkengezündeten Brennkraftmaschine mit wenigstens einem Zylinder und einem in dem wenigstens einen Zylinder bewegbaren Kolben und wenigstens einer, mit dem wenigstens einen Zylinder verbundenen Vorkammer, wobei das Verfahren die Schritte umfasst: • Bilden eines zündfähigen Gemisches durch weitestgehend homogenes Mischen eines ersten Kraftstoffes und Luft und Einführen dieser Mischung in den wenigstens einen Zylinder, • Verdichten des zündfähigen Gemisches mit dem Kolben in einem Verdichtungstakt, Einführen eines zweiten Kraftstoffes in die Vorkammer zu einem Einführungszeitpunkt vor Beginn der Verbrennung, dadurch Schaffen einer Vorkammerladung, wobei der zweite Kraftstoff die gleiche oder eine verschiedene chemische Zusammensetzung und/oder Konzentration bezüglich des ersten Kraftstoffes aufweist, • Funkenzünden der Vorkammerladung, wobei die Emission des wenigstens einen Zylinders und/oder die durch die Verbrennung verursachte Spannung auf den wenigstens ...

Verfahren zum Betreiben einer funkengezündeten Brennkraftmaschine

A method includes forming a combustible mixture by mixing generally homogeneously a first fuel and air and introducing this mixture into a cylinder, compressing the combustible mixture with a piston in a compression stroke, introducing a second fuel into a prechamber at an introduction-time before start of combustion thus creating a prechamber charge, in which the second fuel being of the same or different chemical composition and/or concentration with respect to the first fuel, and spark igniting the prechamber charge. Emission of the cylinder and/or mechanical stress of the cylinder caused by the combustion are monitored. If emissions and/or mechanical stress are above respective predetermined thresholds, individually for the at least one cylinder, the chemical composition and/or the amount of second fuel introduced into the prechamber, and/or temperature of the cylinder charge and/or spark timing , are changed.

Verfahren zur Regelung einer Brennkraftmaschine

Verfahren zur Regelung einer Brennkraftmaschine (1), wobei bei einer mit einer Vorkammer (2) versehenen Kolben-Zylinder-Einheit (3) die der Vorkammer (2) zugeführte Menge an Treibgas an eine Verstellung der Betätigungscharakteristik eines Einlass- und/oder Auslassventils (4, 5) der Kolben-Zylinder-Einheit (3) angepasst wird.

ENGINE CONTROL DEVICE AND ENGINE CONTROL METHOD

The engine control device controls a direct fuel injection type spark-ignition engine provided with a fuel injection valve for directly injecting fuel into each cylinder and a spark plug for generating a spark for igniting an air-fuel mixture in the cylinder. When an exhaust purification catalyst provided on an exhaust path needs to be warmed up, the engine control device executes a catalyst warm-up operation whereby the fuel is injected while the compression stroke is in progress, and the ignition timing is delayed. While the catalyst warm-up operation is being executed, the engine control device increases a valve overlap amount in accordance with a piston crown temperature such that the temperature of the piston crown is increased.

ENGINE CONTROL DEVICE AND ENGINE CONTROL METHOD

An engine control device controls a cylinder direct fuel injection type spark ignition engine provided with a fuel injection valve configured to directly inject fuel into a cylinder and an ignition plug configured to perform spark ignition for a gas mixture inside the cylinder. The engine control device executes a catalyst warm-up operation for retarding an ignition timing, during a compression stroke of the fuel injection timing, in a case where it is necessary to warm up an exhaust gas purifying catalyst inserted into an exhaust passage. In addition, the engine control device increases a valve overlap period as a piston crown surface temperature increases during execution of the catalyst warm-up operation.

SYSTEM ENGINE AND METHOD

System and method of controlling fuel delivery during positive valve overlap operation of an engine start

An approach is provided for compensating engine fueling during starting conditions in which positive valve overlap is enabled early in the start. In one example, the valve timing is adjusted to increase positive overlap during cold starting conditions, and fuel adjustments are provided to compensate for the evaporation effects of the increased residual push-back.

Premixed charge compression ignition engine with optimal combustion control

Spark-ignition engine

PROCEEDED OF ORDERING Of a COMBUSTION ENGINE IN ORDER TO FACILITATE LEDEMARRAGE

Heat engine i.e. external injection engine, managing method for motor vehicle, involves opening intake duct and introducing fuel into closed intake duct at end of exhaust stroke, and opening latter intake duct when exhaust duct is closed

L'invention concerne un procédé de gestion d'un moteur thermique (1) comportant une chambre de combustion (3) dans laquelle débouchent un premier conduit d'admission (7), un deuxième conduit d'admission (8) et un conduit d'échappement (9), fonctionnant selon un cycle à quatre temps comportant un temps d'échappement dans lequel le conduit d'échappement est ouvert, suivi d'un temps d'admission durant lequel les soupapes d'admission sont ouvertes, la soupape d'échappement étant fermée au début du temps d'admission. Le procédé comprend les étapes de : - à la fin du temps d'échappement, ouvrir le premier conduit d'admission et introduire du carburant dans le deuxième conduit d'admission fermé, - ouvrir le deuxième conduit d'admission à la fermeture du conduit d'échappement. L'invention a également pour objet un moteur thermique et un module de gestion pour la mise en oeuvre de ce procédé.

INTERNAL COMBUSTION ENGINE COMPRISING A DEVICE FOR INJECTING AIR EXHAUST

Hydraulic valve control for IC engine - uses piston controlled by concentric sleeves rotated by engine driven satellite gear train

PROCESS OF MANAGEMENT Of a MOTOR VEHICLE

Procédé de gestion d'un véhicule équipé d'un moyen d'entraînement selon lequel à partir du couple moteur positif (trq_gear) demandé par un utilisateur ou un système de commande et/ou de régulation (38) on détermine une valeur du couple interne que doit fournir le moyen d'entraînement et on commande celui-ci de façon correspondante. Le moyen d'entraînement peut également fournir un couple moteur négatif (trq_gear). Selon l'invention, on détermine une valeur du couple moteur négatif (trq_gear) demandé par l'utilisateur ou le système (38) et on en déduit une valeur d'un couple interne négatif correspondant que doit fournir le moyen d'entraînement et on commande celui-ci (60).

DIESEL ENGINE

The present invention is provided with: a first and a second turbocharger (16A, 16B) that perform supercharging respectively for a first cylinder group and a second cylinder group, the operations of which are continued or stopped by means of a cylinder-reduction-use valve-stopping mechanism (21); and a third turbocharger (26) that supplies the air (A) from these two turbochargers (16A, 16B) to the first and second cylinder groups through separate intake passages (12A, 12B), and that performs supercharging of the two turbochargers (16A, 16B). Thus, when a reduced-cylinder operation system, which is equipped with a valve-stopping mechanism that temporarily stops the intake/exhaust valves, is provided in addition to a turbocharging system, a decrease in the supercharging amount can be prevented during reduced-cylinder operation and a sufficient amount of air can be supplied to the operating cylinders, so that deterioration of combustion in the operating cylinders and deterioration of the exhaust ...

METHODS OF CONTROLLING A CAMLESS ENGINE TO PREVENT INTERFERENCE BETWEEN VALVES AND PISTONS

Methods of controlling a camless engine to prevent interference between engine valves and engine valves and pistons. The methods utilize one or more safe trajectories for the valves versus engine crankshaft angle. In normal operation, an engine valve control system monitors crankshaft angle and controls the engine valve so as to stay on the safe side trajectory. In the event the actual valve motion deviates excessively from the intended trajectory so as to reach or cross the safe trajectory, preventive action is taken, typically to command the engine valve to close. Safe trajectories may be stored in lookup tables, in equation form or both. In some cases a single safe trajectory for a valve may be sufficient, through in other cases, safe trajectories as a function of some engine operating conditions and environmental conditions, and in some cases may include crankshaft acceleration. Various embodiments are disclosed.

PROCESS AND DEVICE FOR MONITORING AN ENDLESS DRIVING BELT OF AN INTERNAL COMBUSTION ENGINE

In order to monitor an unwanted elongation of an endless driving belt (6) of an internal combustion engine (1), the time duration (tDcorr) of a fuel injection is determined depending on the phase position of a shaft (5) relative to a crankshaft (8), so that a desired nominal fuel amount is injected even if the shafts (5, 8) are twisted relative to one another.

METHOD FOR OPERATING A PISTON-TYPE COMBUSTION ENGINE, WITH A CONTROLLABLE TURBOCHARGER AND A PISTON-TYPE INTERNAL COMBUSTION ENGINE FOR CARRYING OUT SAID METHOD

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne à pistons doté d'un turbocompresseur (8, 9), moteur fonctionnant selon le procédé conforme à la revendication 1, lequel comporte une première soupape d'évacuation de gaz (3.1) et au moins une autre soupape d'évacuation de gaz (3.2) par cylindre (I, II, III, IV). Sur ledit moteur, les soupapes d'évacuation de gaz (3) sont chacune reliées à une commande de soupape (5) propre, qui est elle-même commandée par un moteur (6). Les premières soupapes d'évacuation de gaz (3.1) produisent un premier flux de gaz d'échappement qui alimente la turbine de suralimentation (8), les autres soupapes d'évacuation de gaz (3.2) génèrent un second flux de gaz d'échappement, qui est réuni au premier flux derrière la turbine de suralimentation (8), vu dans le sens du flux, de sorte que, par la sélection des premières soupapes d'évacuation de gaz et/ou des secondes soupapes d'évacuation de gaz, une installation d'épuration des ...

ENGINE OPERATION USING FULLY FLEXIBLE VALVE AND INJECTION EVENTS

A system (100) for controlling operational modes of an engine (102) including valve and injection events, in which the engine (102) comprises a plurality of cylinders (104) having an intake and exhaust valve (220, 222), an injector (224), a chamber and an intake and exhaust port. The plurality of cylinders (104) are connected by an intake and exhaust manifold. The system (100) comprises a cylinder control unit (108) for independently governing an operational mode of each of the cylinders. The cylinder control unit (108) comprises a valve control unit for controlling the operation of the intake and exhaust valves. The cylinder control unit (108) also controls opening and closing of the intake and exhaust valves (220, 222) in accordance with the independently governed operational mode of each cylinder. The cylinder control unit (108) further comprises an injector control unit for controlling the operation of each of the injectors (224). The injector control unit controls fuel injection timing ...

SUPERCHARGED ENGINE DESIGN

The present engine design can comprise one or more three-cylinder modules. Each module can comprise a left-hand combustion cylinder, a compression cylinder and a right-hand combustion cylinder. In an embodiment, the compression cylinder can function as a supercharger providing compressed air to the two combustion cylinders in order to improve performance and efficiency. Each module can comprise a specialized cylinder head comprising an intake air plenum configured to allow pressurized air to flow from the compression cylinder into each of the combustion cylinders. The flow of this pressurized air can be precisely controlled by valves that control airflow into and out of each of the three cylinders. Variable valve timing and computer controls can determine the exact amount of fuel, if any, which will be injected into the combustion cylinders to deliver high fuel economy while delivering an optimal level of power, horsepower and torque.

Engine operation and testing using fully flexible valve and injection events

A system and method are disclosed for performing a plurality of diagnostic testing modes on an engine having a plurality of cylinders by controlling, independently, a mode of operation for each of the cylinders, each cylinder including intake and exhaust valves and a fuel injector for injecting fuel into a corresponding cylinder. A first method comprises the steps of cutting fuel to all but one cylinder, monitoring the output of the engine, repeating the fuel cutting and monitoring steps for the remaining cylinders, and calculating engine friction by averaging the power required to crank the engine by the cylinders during the monitoring steps. A second method for determining engine friction by averaging the power required by each cylinder to crank the engine, comprises the steps of placing a first cylinder in a load mode, cutting fuel to the remaining cylinders, monitoring an amount of power required to crank the engine and calculating engine friction using the monitored amount of power ...

Method for controlling the boost pressure on a piston internal combustion engine with a turbocharger

The invention relates to a method for controlling the boost pressure on an unsteady-running piston internal combustion engine with a turbocharger. According to the inventive method, a blow-off valve, which is connected upstream from the supercharger turbine in the exhaust gas tract, is controlled by an engine control, the position of the pedal and a boost-proportional gradient are detected by the engine control when initiating an acceleration operation and, when a predeterminable value for the boost-proportional gradient is surpassed, the blow-off valve is actuated in an opening direction in order to effect a predeterminable controlled increase of pressure.

Internal combustion engine

A multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust flow has at least two exhaust valves and one intake valve per cylinder. A first exhaust valve is connected to a first exhaust manifold which leads to the turbine of the compressor, while a second exhaust valve is connected to a second exhaust manifold which opens downstream of the turbine. In the top dead center position of the piston, the second exhaust valve and the intake valve are open at the same time for a period. The synchronization between these valves is such that the length of the period during which they are open together increases with the engine speed when the engine is driven at high load. In this way, the possibilities are improved of the engine providing good torque over a wide engine speed range.

Multiple operating mode engine and method of operation

A multi-mode internal combustion engine and method of operating the engine is provided which is capable of operating in a variety of modes based on engine operating conditions to enhance fuel efficiency and reduce emissions. The multi-mode engine include a fuel delivery system and control system for permitting the engine to operate in a diesel mode, a homogeneous charge dual fuel transition mode, a spark ignition or liquid spark ignition mode and/or a premixed charge compression ignition mode. The control system and method permits the engine operation to transfer between the various modes in an effective and efficient manner by controlling one or more fuel delivery devices or other engine components so as to move along a continuous transfer path while maintaining engine torque at a substantially constant level.

Method for fuel vapor canister purging

A method of controlling fuel vapor purging in a hybrid electric vehicle capable of selectively operating an engine is disclosed. In one example, the method includes initiating purging in response to an amount of liquid fuel residing in a fuel tank of the hybrid electric vehicle and a duration since the previous fuel tank filling event.

CONTROL DEVICE FOR COMPRESSION-IGNITION TYPE ENGINES

A control device compression-ignition type engine that compression-ignites an air-fuel mixture in cylinders by introducing ozone into the cylinders at a predetermined operating range is provided. The control device detects a first ignition timing of an air-fuel mixture when introducing an intake of a first ozone concentration into the cylinders, detects a second ignition timing of the air-fuel mixture when introducing an intake of a second ozone concentration that differs from the first ozone concentration, and determines the fuel ignition ability based on a difference between the detected first ignition timing and the detected second ignition timing.

Method and device for controlling the opening of an intake valve of an internal combustion engine

A method for controlling the opening of at least one intake valve of a combustion chamber in a periodically working piston engine, at least one intake valve of the combustion chamber being opened during a first partial period of a working period of the piston engine for charging the combustion chamber; and at least one intake valve of the combustion chamber being opened during a second partial period of the working period, wherein the second partial period begins after the combustion of the combustion chamber charge and has no overlap with the first partial period.

Apparatus with Mixed Fuel Separator and Method of Separating a Mixed Fuel

A method of operating a vehicle system including an internal combustion engine is disclosed, the method comprises separating a second fuel from a first fuel, the second fuel having a greater concentration of at least one component than the first fuel; combusting at least the first fuel at least during a first engine load; and combusting at least the second fuel at least during a second engine load higher than the first engine load.

SYSTEMS AND METHODS FOR DETERMINING FUEL RELEASE FROM A FUEL INJECTOR

Methods and systems for evaluating whether or not a fuel amount that is greater than a threshold has been release to an engine via fuel injectors when the fuel injectors are commanded off are presented. In one example, an oxygen sensor is activated and engine cranking is prevented until a pumping current of the oxygen sensor is proportionate to a concentration of oxygen sensed via the oxygen sensor so that released fuel may be observed during engine starting.

Sensor assembly for a sliding camshaft of a motor vehicle

A sensor assembly for a sliding camshaft of a motor vehicle is provided. The sliding camshaft includes a base shaft that extends along a longitudinal axis and rotates about the longitudinal axis. The sliding camshaft further includes lobe banks rotationally fixed to the base shaft. Each lobe bank is axially movable between first and second positions relative to the base shaft. The sensor assembly includes a detection element rotationally fixed relative to the base shaft and axially movable between first and second positions relative to the base shaft. The sensor assembly further includes a sensor operably coupled to the detection element and configured to generate a signal indicative of an axial position of the detection element relative to the base shaft and at least one of an angular speed of the base shaft and an angular position of the base shaft about the longitudinal axis.

SYSTEMS AND METHODS FOR REDUCING VEHICLE EMISSIONS

Methods and systems are provided for reducing release of undesired emissions to atmosphere at a start event of an engine configured to propel a vehicle. In one example, a method comprises providing an alternative heat source and actively routing heat from the alternative heat source to a heated exhaust gas oxygen sensor for which a heating element configured to raise temperature of the sensor is known to be degraded. In this way, a desired air-fuel ratio may be attained during engine start events where the heating element for raising temperature of the sensor is degraded, which may thus reduce tail-pipe emissions which may otherwise be released in the absence of such mitigating action.

Unthrottled intake air control for internal combustion engine

DC to DC converter

A system and method control intake air of an internal combustion engine. The engine has at least one combustion chamber provided with intake valves together with an intake manifold provided with a throttle valve. The opening and closure timings of the intake valves are adjustable entirely independently by electromagnetic drivers from the crankshaft position to control the amount of intake air supplied to the combustion chamber. The system and method provide a response adjustment to variable valve timing control of the intake valves for unthrottled intake air control.

METHOD FOR DIAGNOSING A PART OF A POWERTRAIN SYSTEM

EXHAUST DEVICE OF MULTI-CYLINDER ENGINE

PROBLEM TO BE SOLVED: To provide an exhaust device of a multi-cylinder engine, increasing the engine output by increasing an air intake with a simple configuration. SOLUTION: The exhaust device is provided with low velocity-side passages 54, high velocity-side passages 53, a low velocity-side collection part 56, a high velocity-side collection part 57, and a flow passage area variable valve 58 capable of changing the flow passage areas of the respective high velocity-side passages 53. The relationship of a diameter a1 of a true circle having the same area with the flow passage area of the downstream end of the low velocity-side passages 54, a diameter D1 of a true circle having the same area with the flow passage area of the downstream end of the low velocity-side collection part 56, a diameter a2 of a true circle having the same area with the flow passage area of the downstream end of the high velocity-side passages 53, and a diameter D2 of a true circle having the same area with the flow ...

CYCLE CONVERTIBLE ENGINE AND ITS CONTROL DEVICE

PURPOSE: To correct the operation cycle of an engine easily and securely by opening and closing the first intake valve for 4-cycle and the second intake valve for 2-cycle by a solenoid valve driving device. CONSTITUTION: This device is composed of an intake valve 1 for 4-cycle positioned in an intake port 11 and an exhaust valve 2 positioned in an exhaust port 22 formed in a cylinder head 3, an intake valve for 2-cycle positioned in an intake port 9 formed at the lower portion of the cylinder, and a valve lifter 10 for opening and closing these valves 1, 2, and 5 by electromagnetic force. The valve lifter 10 is controlled by the controller 15 to operate either of the intake valves 1 and 5 and keep the other valve closed. Thus, the operation of an engine can be converted to 4-cycle or 2-cycle easily and securely. COPYRIGHT: (C)1990,JPO&Japio ...

СПОСОБ ОПРЕДЕЛЕНИЯ СОДЕРЖАНИЯ ЭТАНОЛА В ТОПЛИВЕ ПРИ ПОМОЩИ ДАТЧИКА КИСЛОРОДА (ВАРИАНТЫ)

Изобретение может быть использовано в системах управления топливоподачей для двигателей внутреннего сгорания. Предложены способы для точного нахождения изменчивости показаний датчика содержания кислорода во впускном воздухе или датчика содержания кислорода в отработавших газах. Способы включают приведение в действие датчика кислорода при более низком эталонном напряжении, при котором молекулы воды не диссоциируют, для выработки первого выходного сигнала и при более высоком эталонном напряжении, при котором молекулы воды полностью диссоциируют, для выработки второго выходного сигнала и нахождение поправочного коэффициента для датчика по первому и второму выходным сигналам. По найденному поправочному коэффициенту регулируют передаточную функцию содержания спирта с целью повышения точности оценки содержания этанола в сжигаемом топливе, что позволяет улучшить эксплуатационные характеристики двигателя за счет улучшения регулировки параметров его работы. 3 н. и 17 з.п. ф-лы, 6 ил.

СПОСОБ ДЛЯ ДВИГАТЕЛЯ С НАДДУВОМ (ВАРИАНТЫ)

Изобретение может быть использовано в двигателях внутреннего сгорания с наддувом. Способ для двигателя с наддувом заключается в том, что определяют условия работы двигателя. Направляют команду, задающую положение дросселю рециркуляционного клапана компрессора (РКК). Устанавливают различия между ухудшением состояния дросселя рециркуляционного клапана компрессора и датчиком положения рециркуляционного клапана компрессора на основе давления на впуске дросселя или заданного командой положения дросселя рециркуляционного клапана компрессора. Раскрыт вариант способа для двигателя с наддувом. Технический результат заключается в выявлении отличия ухудшения состояния дросселя РКК от ухудшения состояния датчика положения РКК. 2 н. и 12 з.п. ф-лы, 8 ил.

СПОСОБ (ВАРИАНТЫ) И СИСТЕМА ДЛЯ ДВИГАТЕЛЯ С РАЗВЕТВЛЕННОЙ ВЫПУСКНОЙ СИСТЕМОЙ

Изобретение может быть использовано в двигателях внутреннего сгорания с разветвленной выпускной системой, содержащих систему рециркуляции отработавших газов. Способ для двигателя заключается в том, что если электрический компрессор (60), расположенный выше по потоку от компрессора (162) турбонагнетателя в заборном канале (28), приводят в действие посредством электромотора, то регулируют положение клапана (54) в магистрали (50) рециркуляции отработавших газов (РОГ) в зависимости от давления в первом выпускном коллекторе (80). Магистраль (50) рециркуляции отработавших газов установлена между заборным каналом (28) и первым выпускным коллектором (80) первой группы выпускных клапанов (6). Раскрыты вариант способа для двигателя и система для двигателя. Технический результат заключается в уменьшении обратного потока всасываемого воздуха по магистрали РОГ в выпускной канал через первую группу выпускных клапанов цилиндров. 3 н. и 17 з.п. ф-лы, 31 ил.

Устройство управления двигателем и способ управления двигателем

Устройство управления двигателем предназначено для управления двигателем искрового зажигания с непосредственным впрыском топлива в цилиндр. Двигатель снабжен клапаном впрыска топлива, обеспечивающим непосредственный впрыск топлива в цилиндр, и свечой зажигания для искрового зажигания газовой смеси внутри цилиндра. Операция прогрева каталитического нейтрализатора для задержки момента зажигания выполняется в случае, когда необходимо прогревать каталитический нейтрализатор очистки отработавшего газа, установленный в выпускном канале. Период перекрытия клапанов увеличивается согласно температуре поверхности головки поршня во время выполнения операции прогрева каталитического нейтрализатора. Раскрыт способ управления двигателем. Технический результат заключается в предотвращении увеличения количества твердых частиц в отработавших газах двигателя. 2 н. и 2 з.п. ф-лы, 13 ил.

СПОСОБ И СИСТЕМА УПРАВЛЕНИЯ КИСЛОРОДНЫМ ДАТЧИКОМ РЕГУЛИРУЕМОГО НАПРЯЖЕНИЯ

Изобретение может быть использовано в системах управления для двигателей внутреннего сгорания. Раскрыты способы и системы для регулирования скорости изменения опорного напряжения кислородного датчика. В одном из примеров способ может содержать постепенное увеличение опорного напряжения кислородного датчика от более низкого первого напряжения до более высокого второго напряжения с определенной скоростью изменения и/или в несколько шагов. Упомянутая скорость изменения может быть основана на условиях работы двигателя. Изобретение позволяет уменьшить нагрузку на датчик, продлить срок его работы и увеличить точность управления двигателем. 3 н. и 17 з.п. ф-лы, 7 ил.

УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение может быть использовано в двигателях внутреннего сгорания. Устройство управления двигателем предназначено для двигателя внутреннего сгорания, снабженного механизмом изменения фаз газораспределения для того, чтобы изменять фазы газораспределения впускного клапана двигателя внутреннего сгорания. Устройство управления двигателем содержит средство считывания, средство управления моментом зажигания, средство вычисления отклика и средство ограничения считываемых фаз газораспределения. Средство считывания предназначено для того, чтобы детектировать значение считываемых фаз газораспределения впускного клапана. Средство управления моментом зажигания управляет моментом зажигания двигателя внутреннего сгорания в соответствии со считываемыми фазами газораспределения. Средство вычисления отклика предназначено для того, чтобы вычислять значение фаз газораспределения с первым откликом, полученное посредством изменения из предыдущего значения считываемых фаз газораспределения с первой скоростью ...

СПОСОБ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ ТРАНСПОРТНОГО СРЕДСТВА, СПОСОБ ДЛЯ ДВИГАТЕЛЯ ТРАНСПОРТНОГО СРЕДСТВА И СИСТЕМА ТРАНСПОРТНОГО СРЕДСТВА

... 1. Способ управления двигателем транспортного средства, включающий:регулирование зависимости между величиной нажатия педали акселератора водителем и выходным крутящим моментом двигателя на основании уклона движения транспортного средства.2. Способ по п. 1, дополнительно включающий регулирование выходного крутящего момента двигателя на основании отрегулированной зависимости, при этом регулирование включает изменение зависимости так, чтобы она имела больший коэффициент передачи между величиной нажатия педали акселератора водителем и выходным крутящим моментом двигателя во время движения вверх по склону, и меньший коэффициент передачи между величиной нажатия педали водителем и выходным крутящим моментом двигателя во время движения вниз по склону.3. Способ по п. 2, в котором коэффициент передачи увеличивается при увеличении уклона вверх по склону и уменьшается при увеличении уклона движения вниз по склону.4. Способ по п. 1, в котором регулирование включает:увеличение выходного крутящего момента ...

СПОСОБ ДЛЯ УЛУЧШЕНИЯ ПРОДУВКИ С ПОМОЩЬЮ РАЗДЕЛЕННОГО ВЫПУСКА

... 1. Способ для двигателя, состоящий в том, что:осуществляют поток отработавших газов через первый выпускной клапан цилиндра в турбину турбонагнетателя;осуществляют поток отработавших газов через второй выпускной клапан цилиндра ниже по потоку от турбины и выше по потоку от устройства снижения токсичности выбросов; иосуществляют поток отработавших газов через третий клапан цилиндра выше по потоку от компрессора турбонагнетателя.2. Способ по п. 1, дополнительно состоящий в том, что:направляют первую сбросную порцию импульса отработавших газов через первый выпускной клапан;направляют вторую очистную порцию импульса отработавших газов через второй выпускной клапан в устройство снижения токсичности выбросов; инаправляют комбинацию продувочного воздуха и рециркуляции остаточных отработавших газов (EGR) через третий клапан на вход компрессора.3. Способ по п. 1, в котором третий клапан активируется, чтобы открываться ближе к концу такта выпуска раньше положения верхней мертвой точки (ВМТ) поршня ...

СПОСОБ И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ПРЕЖДЕВРЕМЕННЫМ ВОСПЛАМЕНЕНИЕМ

... 1. Способ для двигателя с наддувом, состоящий в том, что:во время работы в режиме с продуванием, уменьшают перекрытие клапанов в ответ на указание преждевременного воспламенения.2. Способ по п. 1, в котором работа в режиме с продуванием заключается в том, что направляют всасываемый воздух из впускного коллектора ниже по потоку от компрессора в выпускной коллектор выше по потоку от турбины с помощью положительного перекрытия клапанов около ВМТ в конце такта выпуска через один или более цилиндров двигателя, величина положительного перекрытия клапанов основана на условиях эксплуатации.3. Способ по п. 2, в котором условия эксплуатации включают в себя требование крутящего момента водителя и частоту вращения турбины, и при этом, работа в режиме с продуванием происходит в ответ на нажатие педали акселератора водителем.4. Способ по п. 2, в котором направление всасываемого воздуха через положительное перекрытие клапанов заключается в том, что настраивают устройство регулируемой установки фаз кулачкового ...

Valve actuator for internal combustion engine selects operation with normal cam for starting and idling and with delayed closing cam in certain operating state not involving starting or idling

The device has a camshaft (10) rotating synchronously with the engine, a delayed switching cam (11c) for Miller cycle engine operation, a normal cam (11a) with an earlier valve closing profile, a changeover mechanism (13), an operating state detection arrangement (42,43) and a controller (2) for selecting normal cam operation for starting and idling and delayed closing can operation in a certain operating state not involving starting or idling.

Starteinrichtung für einen Verbrennungsmotor

Starteinrichtung für einen Verbrennungsmotor, der mit Kraftstoffventilen (18) zum direkten Einspritzen von Kraftstoff in mehrere Zylinder (1) versehen ist und mit Zündkerzen (19) zum Zünden des Kraftstoffs in den jeweiligen Zylindern (1), wobei die Starteinrichtung umfasst: a) eine Verrohrung (26) zum Verbinden der jeweiligen Zylinder (1); b) Kommunikationssteuerventile (27) zum Steuern des Kommunikationszustandes zwischen den jeweiligen Zylindern (1) und der Verrohrung (26); c) eine elektronische Motorsteuereinheit (21) zum Steuern der Starteinrichtung; d) einen Kurbelwinkeldetektor (24) zum Erfassen der Kurbelwinkelposition einer Kurbelwelle (6) des Verbrennungsmotors; und e) einen Kompressions-/Arbeits-Identifikationsteil (25) zum Identifizieren des Kompressionstaktes oder des Arbeitstaktes jedes der Zylinder (1); c1) wobei die elektronische Motorsteuereinheit (21) einschließt: c11) einen Grundbetriebssteuerteil (22) zum Steuern der Kraftstoffeinspritzventile (18) und der Zündkerzen ...

MODELLPRÄDIKTIVE STEUERSYSTEME UND VERFAHREN ZUR STEIGERUNG DER RECHNERISCHEN EFFIZIENZ

Ein Verfahren zum Steuern eines Stellgliedsystems eines Kraftfahrzeugs beinhaltet die Verwendung eines modellprädiktiven Steuerungs-(MPC)-Moduls mit einem MPC-Löser zum Bestimmen optimaler Positionen einer Vielzahl von Stellgliedern, die Beschränkungen unterliegen, die Optimierung einer Kostenfunktion für einen Satz von Stellglied-Tastverhältnissen zum Steuern von Positionen der Vielzahl von Stellgliedern, das Bestimmen, ob der MPC-Löser optimale Stellgliedpositionen für die Vielzahl von Stellgliedern bestimmt hat, und die Anwendung einer linearen quadratischen Regler-(LQR)-Lösung, wenn der MPC-Löser nicht die optimalen Stellgliedpositionen für die Vielzahl von Stellgliedern bestimmt.

Hybridfahrzeug

Ein Verbrennungsmotor (2) eines Hybridfahrzeugs (1) ist konfiguriert, um entlang einer vorbestimmten Arbeitslinie in einem Betriebseigenschaftsdiagramm des Verbrennungsmotors zu arbeiten. Zusätzlich zu einer ersten Arbeitslinie (A), die den Kraftstoffverbrauch optimiert, ist eine zweite Arbeitslinie (B) definiert, die die ungewünschte Emission von Partikelmaterial minimiert. Die zwei Arbeitslinien stimmen in einem bestimmten Bereich des Diagramms im Wesentlichen miteinander überein. Eine Steuereinheit (7) des Fahrzeugs schaltet den Betriebszustand zwischen der ersten Arbeitslinie und der zweiten Arbeitslinie nur dann um, wenn die erste Arbeitslinie und die zweite Arbeitslinie im Wesentlichen miteinander übereinstimmen.

Verfahren zum Betreiben einer Brennkraftmaschine

Bei einer Brennkraftmaschine (10) strömt das Verbrennungsabgas nach Beendigung eines Arbeitstaktes über mindestens ein durch einen Aktor betätigtes Auslassventil (36) aus mindestens einem Brennraum (14) ab. Es wird ein Gasdruck bestimmt, welcher während des Arbeitstaktes im Brennraum (14) herrscht. Es wird vorgeschlagen, dass ein aktueller Öffnungshub des Auslassventils (36) ermittelt wird, dass aktuelle Betriebsgrößen der Brennkraftmaschine (10) ermittelt werden, welche diesen Öffnungshub beeinflussen, und dass auf der Basis des ermittelten aktuellen Öffnungshubs des Auslassventils (36) und der ermittelten aktuellen Betriebsgrößen der Brennkraftmaschine (10) ein aktueller Gasdruck in dem Brennraum (14) zum Zeitpunkt des Öffnens des Auslassventils (36) wenigstens näherungsweise ermittelt wird.

Timing control marking for IC piston engine

The IC engine has solenoid controlled valves. The automatic calibration control sets the valve closed points for the cylinders to a first optimum point w.r.t. the engine timing mark. With the engine running the timing control alters the timing on one cylinder until best timing condition is reached for that cylinder. The difference between the engine timing mark and the best possible timing mark is calculated and is used to correct the timing for all the cylinders. Optimum timing is determined by the maximum inlet flow into each cylinder and with optimum low emission products as determined by a lambda sensor.

Elektromagnetisch betätigtes Ventilantriebssystem

Elektromagnetisch betätigtes Ventilantriebssystem eines Motors mit einer Verbrennungskammer, mit einem Einlaß- oder Auslaßventil (3a bis 3h) mit einem Ventilkörper (7a) zum öffnen und Schließen der Verbrennungskammer, einem Ventilschaft (7γ) zum Haltern des Ventilkörpers (7a), einem Anker (10a), der mit dem Ventilschaft (7γ) verbunden ist, einem ersten Elektromagneten (9a bis 9h) zum Anziehen des Ankers (10a) und zum antriebsmäßigen Bewegen des Ventilkörpers (7a) zum öffnen der Verbrennungskammer sowie einem zweiten Elektromagneten (8a bis 8h) zum Anziehen des Ankers (10a) und zum antriebsmäßigen Bewegen des Ventilkörpers (7a) zum Schließen der Verbrennungskammer, und mit einer Steuervorrichtung (4) zum Aktivieren oder Deaktivieren des ersten und des zweiten Elektromagneten (8a bis 8h, 9a bis 9h), gekennzeichnet durch wenigstens eine Feder (11a, 12a) zum Halten des Ventilkörpers (7a) im Gleichgewicht in einer vorbestimmten Stellung zwischen der vollständig geöffneten und der vollständig ...

Ventilsteuerungsvorrichtung für Brennkraftmaschinen.

VERFAHREN ZUR ABGASREINIGUNG VON BRENNKRAFTMASCHINEN

VERFAHREN UND VORRICHTUNG ZUR STEUERUNG DER TEMPERATUR EINER LUFTMASSE IN EINEM VERBRENNUNGSMOTOR UND DIESES VERFAHREN VERWENDENDER MOTOR

Torque Modulation for Internal Combustion Engine

Disclosed is a reciprocating piston internal combustion engine 10 having a combustion chamber 13, a poppet valve 14 at the inlet 15 to the combustion chamber 13, an inlet manifold 16 upstream of the valve 14 and a throttle valve 17 at the inlet to the manifold, the inlet valve comprising an active (adjustable) tappet 19. The arrangement is used to control the torque of the engine. The engine may be a spark ignition engine and ignition timing can also be used to control torque.

Valve control systems for internal combustion engines and methods of operation thereof

KNOCKING CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINES

Controlling ic engine valves to prevent collision with the piston

Inlet and exhaust valves 50, 70 that are controlled electronically are in danger of colliding with the head of the piston 20 if they are open when the piston is at or near top dead centre. To prevent this the future positions of each of the valves and the piston are calculated and if a collision is predicted the valve is closed at the relevant time. The position of the piston is derived from sensed crankshaft rotation frequency and thus-determined crankshaft speed and acceleration and the position of the valve(s) derived from valve control signals. If the valve is actuated electro-hydraulically, the derived position is adjusted according to sensed pressure and temperature of the hydraulic fluid. Adjustments may also be made for low and high engine speeds.

Variable valve timing monitor

Engine control is provided for an engine 10 having a crankshaft 11 and at least one camshaft 14 with variable valve timing in a rotation transmitting train 21 between the crankshaft 11 and the camshaft 14. A first value indicative of a cam angle at a home position at a first time is compared to a second value indicative of a cam angle at the home position at a second, earlier, time. Where a deviation in the compared values is detected that does not exceed a threshold value, the first value is stored for use in a subsequent comparison. Where a deviation in the compared values is detected that does exceed a threshold value, a failure condition is detected and a MIL light is illuminated. In this case the value stored for comparison is not updated.

A valve train assembly

Torque Modulation for Internal Combustion Engine

Premixed charge compression ignition engine with variable speed soc control and method of operation

Split cycle engine

PROCEDURE FOR THE REGULATION OF THE LOAD PRINTING AT A PISTON COMBUSTION ENGINE WITH TURBOCHARGER

Brennkraftmaschine mit einer Regeleinrichtung

Brennkraftmaschine (1) mit einer Regeleinrichtung (C), wobei in der Brennkraftmaschine (1) ein Treibstoff-Luft-Gemisch mit einem durch die Regeleinrichtung (C) beeinflussbaren Verbrennungsluftverhältnis (λ) verbrannt wird, wobei die Regeleinrichtung (C) einen Emissionsregelkreis (6) aufweist, der dazu ausgebildet ist, über einen funktionalen Zusammenhang (2) den Ladedruck als Ersatzgröße für die NOx-Emission durch den Ladedruck beeinflussende Aktuatoren so anzusteuern, dass für jede Soll-Leistung (Pdg) oder Ist-Leistung (Pg) der Brennkraftmaschine ein Ladedrucksollwert (pdim) einstellbar ist, und wobei die Brennkraftmaschine (1) weiters einen variablen Ventiltrieb (3) aufweist, durch welchen eine Betätigungscharakteristik wenigstens eines Einlassventiles (4) veränderbar ist, wobei der funktionale Zusammenhang (2) den Einfluss einer Verstellung der Betätigungscharakteristik des wenigstens einen Einlassventiles (4) berücksichtigt.

MULTI-CYLINDER GASOLINE INTERNAL-COMBUSTION ENGINE WITH VARIABLE CONTROLLING OF THE VALVES

A COMPRESSION-IGNITION LOW OCTANE GASOLINE ENGINE

A compression-ignition low octane gasoline engine. The engine uses low octane gasoline and a compression-ignition method, does not require a spark plug, and compared with ordinary gasoline engines, increases thermal efficiency by approximately 40% and reduces green-house effects caused by emissions by approximately 45%. The "compression-ignition" of the low octane gasoline engine is a diffusion charge compression-ignition, differing from a homogeneous charge compression-ignition; the compression ratio in a cylinder can be 14 to 22, while an ordinary gasoline engine has a compression ratio of 7 to 11. The low octane gasoline engine has a simple structure, easy combustion control, a low noise level, and a low failure rate. As the low octane gasoline can be free of aromatic hydrocarbons, and not require the addition of antiknock agents such as MTBE and MMT, the present novel gasoline engine is a highly efficient, clean, and environmentally friendly internal combustion engine.

CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE

... 2130914 9320345 PCTABS00027 A control system (140) for an internal combustion engine (100) having a plurality of cylinders (C1-Cn) and a rotatable crankshaft (110). Each cylinder (C1-Cn) has an electronically actuatable intake valve, exhaust valve (120, 125) and fuel injector (130). The control system includes a sensor (155) which monitors the rotation of the crankshaft (110) and responsively produces a crankshaft pulsetrain. A computer (216) produces operator parameter signals. The operator parameter signals including one of a plurality of operating modes of the engine (100). A first microprocessor (226) receives the crankshaft pulsetrain, responsively determines the speed of the engine (100) and produces a signal representative of the determined engine speed. A second microprocessor (222) receives the operator parameter signals and the engine speed signal, responsively determines valve and injection events for each cylinder (C1-Cn) to responsively achieve the one engine operating mode ...

ENGINE OPERATION USING FULLY FLEXIBLE VALVE AND INJECTION EVENTS

ENGINE OPERATION USING FULLY FLEXIBLE VALVE AND INJECTION EVENTS A system (100) for controlling operational modes of an engine (102) including valve and injection events, in which the engine (102) comprises a plurality of cylinders (104) having an intake and exhaust valve (220,222), an injector (224), a chamber and an intake and exhaust port. The plurality of cylinders (104) are connected by an intake and exhaust manifold. The system (100) comprises a cylinder control unit (108) for independently governing an operational mode of each of the cylinders. The cylinder control unit (108) comprises a valve control unit for controlling the operation of the intake and exhaust valves. The cylinder control unit (108) also controls opening and closing of the intake and exhaust valves (220,222) in accordance with the independently governed operational mode of each cylinder. The cylinder control unit (108) further comprises an injector control unit for controlling the operation of each of the injectors ...

System to control exhaust gas temperature

A variable valve actuation system (72) is disclosed for providing exhaust to at least one component downstream of an engine. The system includes a supply (86) of low pressure fluid, an engine fluid sump (94), and an exhaust valve (66) disposed in an engine cylinder. The system also includes a hydraulic actuation system (98) operably connected to the exhaust valve of the engine cylinder and a braking control valve (84) operably connected to the hydraulic actuation system. The system further includes a device for accumulating fluid (148) and a device for fiuidly coupling (144) the hydraulic actuation system to the accumulating device.

Method of HCCI and SI combustion control for a direct injection internal combustion engine

The present invention relates to methods for robust controlled auto-ignition and spark ignited combustion controls in gasoline direct-injection engines, including transients, using either exhaust re-breathing or a combination of exhaust re-compression and re-breathing valve strategy. These methods are capable of enabling engine operation with either lean of stoichiometric or stoichiometric air/fuel ratio for oxides of nitrogen (NOx) control, with varying exhaust gas recirculation (EGR) rates and throttle valve positions for knock control, and with a combination of homogeneous charge compression ignition (HCCI) and spark ignition (SI) combustion modes to optimize fuel economy over a wide range of engine operating conditions.

Method and Control Unit for Controlling an Internal Combustion Engine

A method and a control unit are disclosed for controlling a single-cylinder or multiple-cylinder internal combustion engine having at least one fuel injector per cylinder, at least one camshaft for actuating inlet valves and/or outlet valves, and having a control unit which controls the fuel injectors in such a way that they inject in each case one fuel pre-injection per cylinder during a starting phase of the internal combustion engine. In order to make an improved pre-injection strategy possible during the starting phase, according to the invention at least one cylinder pressure signal which is supplied by a cylinder pressure sensor for measuring the pressure in a cylinder is evaluated with regard to interference signals, and the evaluation result is taken into consideration at least during the starting phase in a determination of the camshaft angle.

Variable valve timing for egr control

Methods and systems are provided for adjusting cylinder valve timings to enable a group of cylinders to operate and combust while another group of cylinders on a second are selectively deactivated. Valve timing may be adjusted to allow flow of air through the inactive cylinders to be reduced, lowering catalyst regeneration requirements upon reactivation. The valve timing may alternatively be adjusted to enable exhaust gas to be recirculated to the active cylinders via the inactive cylinders, providing cooled EGR benefits.

A METHOD FOR ESTIMATING CYLINDER PRESSURE

The invention relates to a method () for estimating a cylinder pressure (CP) in an internal combustion engine arrangement (), the method comprising the steps of: initiating () an opening of a valve by an actuator during an expansion stroke; monitoring () the valve to determine a point in time (Tp) when the valve opens; determining () a differential pressure (DP) between the combustion cylinder and a position in a fluid medium exhaust passage () downstream said valve at the point in time (Tp); receiving () data being indicative of a pressure (EP) in the fluid medium passage at the point in time (Tp); and determining () the cylinder pressure (CP) at the point in time (Tp) based on the determined differential pressure (DP) and the data indicative of the pressure in said fluid medium passage. 1. A method for estimating a cylinder pressure (CP) in an internal combustion engine arrangement , said internal combustion engine arrangement comprising an internal combustion engine having a combustion cylinder and a reciprocating piston movable within said combustion cylinder between a bottom dead center (BDC) and a top dead center (TDC) , and further a flow control valve assembly adapted to regulate the flow of a fluid medium passing through the flow control valve in fluid communication with the combustion cylinder and comprising a valve operable between an open position and a closed position and an actuator operable to provide an opening force for opening the valve ,characterized by the method comprising the steps of:initiating an opening of said valve by said actuator during an expansion stroke;monitoring said valve to determine a point in time (Tp) when said valve opens;determining a differential pressure (DP) between a gas pressure level of the fluid medium in said combustion cylinder and a pressure level of the combustion gas in a fluid medium passage downstream said valve at said point in time (Tp);receiving data being indicative of a pressure (EP) in said fluid medium ...

SYSTEMS AND METHODS FOR A SPLIT EXHAUST ENGINE SYSTEM

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, an amount of opening overlap between a plurality of intake valves and a first set of exhaust valves coupled to the first exhaust manifold may be adjusted responsive to a transition from an estimated combustion air-fuel content to a leaner air-fuel content of the blowthrough air on a cylinder to cylinder basis. As one example, the transition may be determined from an output of an oxygen sensor positioned within the first exhaust manifold or an exhaust runner of each of the first set of exhaust valves. 1. A method , comprising:flowing boosted blowthrough air from a plurality of intake valves to a first exhaust manifold coupled to an intake passage via a first set of exhaust valves;flowing combusted gases to an exhaust passage via a second set of exhaust valves; andadjusting an amount of opening overlap between the plurality of intake valves and the first set of exhaust valves responsive to a measured oxygen content in the first exhaust manifold and a desired exhaust gas recirculation (EGR) flow rate of combusted gases from the first set of exhaust valves to the intake passage.2. The method of claim 1 , wherein each cylinder includes one exhaust valve of the first set of exhaust valves claim 1 , one exhaust valve of the second set of exhaust valves claim 1 , and one intake valve of the plurality of intake valves and wherein each exhaust valve of the first set of exhaust valves opens at a different time in an engine cycle.3. The method of claim 2 , wherein the measured oxygen content is obtained from an oxygen sensor positioned in the first exhaust manifold while the one exhaust valve of the first set of exhaust valves for a corresponding cylinder is open.4. The method of claim 2 , wherein the measured ...

Condensate accumulation model for an engine heat exchanger

Embodiments for controlling condensate in an engine heat exchanger are disclosed. In one example, a method for an engine comprises increasing exhaust gas recirculation (EGR) flow responsive to condensation in an EGR cooler. In this way, condensate in the EGR cooler may be controlled via modulation of EGR flow.

Six Stroke Internal-Combustion Engine

A method for modification and improvement in internal combustion engine systems utilizing six strokes (1. an intake stroke, 2. a compression stroke, 3. a power stroke, 4. an exhaust stroke, 5. an intake-cooling stroke and 6. an exhaust-cooling stroke) and incorporating changes to the camshaft lobes and valve train timing providing for a 3:1 camshaft to crankshaft ratio allowing for higher revolutions per minute, lower idling speeds, reduced valve float and smoother operation. The system provides for more efficient fuel combustion during the power stroke, which extends past bottom dead center thus increasing power, fuel efficiency, and greatly reduces harmful emissions. The additional fifth and sixth strokes provide for intake and exhaust cooling. The system demonstrates increased reliability, efficiency, and a cooler operating environment while operating with various fuels. 1. A six-stroke internal combustion engine as herein illustrated and described. This application claims the benefit of U.S. Provisional Application No. 61/958,783, filed Aug. 6, 2013, the disclosure of which is incorporated herein by reference.It has long been desirable to reduce emissions, increase reliability, increase efficiency, operate with various fuels, and increase power of internal-combustion engines, particularly engines utilized, for example, in industrial, automotive, aviation, marine, utility, recreation and racing industries. The conventional four-stroke internal-combustion engine utilizes a fuel/air intake stroke, a compression stroke, a power stroke, and an exhaust stroke. There are many design limitations with the four-stroke engine such as, for example, valve float at higher crankshaft speeds, exhaust valve overheating, fuel/air detonation at higher compression ratios, contaminating the fuel/air intake with exhaust gases, premature quenching of the combustion stroke, required intake and exhaust valve overlap, higher octane fuels and high peak combustion temperatures and ...

CONTROL DEVICE FOR COMPRESSION IGNITION ENGINE

A control system for a compression ignition engine is provided, which includes a sensor and a cylinder count control module which changes between all-cylinder and reduced-cylinder operations when the compression ignition combustion is performed at a given lean air-fuel ratio. The cylinder count control module executes a preparation control to change from the all-cylinder operation to the reduced-cylinder operation when the change is demanded. In the preparation control, the cylinder count control module outputs a signal to a throttle valve to execute an air amount increase processing, outputs a signal to a fuel injection valve to execute a fuel amount increase processing, and outputs a signal to an ignition plug to execute a retard processing. The cylinder count control module ends the fuel amount increase processing and the retard processing when it is determined that an air-fuel ratio is in a given air-fuel ratio state, and starts the reduced-cylinder operation. 1. A control device for a compression ignition engine , the engine comprising:a plurality of cylinders;pistons configured to reciprocate inside the plurality of cylinders, respectively;a plurality of combustion chambers, each defined in the cylinder so that displacement of the combustion chamber changes according to the reciprocation of the piston;a throttle valve configured to adjust an amount of air supplied into each of the combustion chambers;ignition plugs disposed so as to be oriented to the respective combustion chambers; andfuel injection valves configured to inject fuel into the respective combustion chambers,the control device comprising circuitry and a sensor configured to measure a parameter relevant to operation of the engine,wherein the control device is configured to execute a cylinder count control module connected with the throttle valve, the ignition plugs, the fuel injection valves, and the sensor, to output signals to the throttle valve, the ignition plug, and the fuel injection valve ...

LEARNING AN INTAKE OXYGEN CONCENTRATION OF AN ENGINE

System and method for learning an intake oxygen concentration of an engine. In one embodiment, the system includes an intake oxygen sensor and an electronic control unit. The intake oxygen sensor is configured to measure an oxygen concentration of intake air and output a signal indicative of an intake oxygen concentration value. The electronic control unit is configured to receive the signal indicative of the intake oxygen concentration value, determine whether fuel is being injected into an engine, determine whether the engine is operating in an over-run condition, control a valve to sweep an air pressure of an intake path of the engine across a plurality of air pressures, and store information indicative of intake oxygen concentration values across the plurality of air pressures to learn the intake oxygen concentration of the engine. 1. A system for learning an intake oxygen concentration of an engine , the system comprising: measure an oxygen concentration of intake air, and', 'output a signal indicative of an intake oxygen concentration value; and, 'an intake oxygen sensor configured to'} receive the signal indicative of the intake oxygen concentration value,', 'determine whether fuel is being injected into an engine,', 'determine whether the engine is operating in an over-run condition based at least in part on a determination that the fuel is not being injected into the engine,', 'responsive to determining that the engine is operating in the over-run condition, control a valve to sweep an air pressure of an intake path of the engine across a plurality of air pressures, and', 'responsive to controlling the valve to sweep the air pressure of the intake path across the plurality of air pressures, store information indicative of intake oxygen concentration values across the plurality of air pressures to learn the intake oxygen concentration of the engine., 'an electronic control unit communicatively connected to the intake oxygen sensor and configured to'}2. The ...

INTERNAL COMBUSTION ENGINE ARRANGEMENT

The present invention relates to an internal combustion engine arrangement () comprising: a combustion cylinder provided with a reciprocating piston movable between a top dead center (TDC) and a bottom dead center (BDC) within the combustion cylinder; a first outlet valve () connected to the combustion cylinder for controllably directing exhaust gas from the combustion cylinder to a first exhaust gas manifold of the internal combustion engine arrangement; a second outlet valve (′) connected to the combustion cylinder for controllably directing exhaust gas from the combustion cylinder to a second exhaust gas manifold of the internal combustion engine arrangement; a turbocharger arrangement () comprising a turbine () and a compressor (), wherein the turbine () is arranged in fluid communication with the first exhaust gas manifold; and an exhaust emission control device () arranged in fluid communication with the second exhaust gas manifold, wherein the exhaust emission control device and the turbine are arranged in parallel with each other. 120-. (canceled)21. An internal combustion engine arrangement comprising:a combustion cylinder provided with a reciprocating piston movable between a top dead center and a bottom dead center within the combustion cylinder;a first outlet valve connected to the combustion cylinder for controllably directing exhaust gas from the combustion cylinder to a first exhaust gas manifold of the internal combustion engine arrangement;a second outlet valve connected to the combustion cylinder for controllably directing exhaust gas from the combustion cylinder to a second exhaust gas manifold of the internal combustion engine arrangement, the second exhaust gas manifold comprising a heat insulating layer, wherein the first and second outlet valves each comprises a respective first and second flow controllable actuator, the flow controllable actuators being arranged to controllably operate the respective outlet valve between an open position and ...

SYSTEMS AND METHODS FOR IN-CYLINDER FUEL DOSING FOR EXHAUST AFTERTREATMENT SYSTEM THERMAL MANAGEMENT

An apparatus comprises a first circuit and a second circuit. The first circuit is structured to determine that a combustion cylinder is operating in a transition period between an exhaust stroke and an intake stroke of the combustion cylinder. The second circuit is structured to provide an injection command during the transition period to a fuel injector associated with the combustion cylinder, the injection command being to inject fuel into a combustion chamber of the combustion cylinder such that at least a portion of the fuel escapes from the combustion chamber through an exhaust port of the combustion cylinder. 1. An apparatus , comprising:a first circuit structured to determine when a combustion cylinder is operating in a transition period between an exhaust stroke and an intake stroke of the combustion cylinder; anda second circuit structured to provide an injection command during the transition period to a fuel injector associated with the combustion cylinder, the injection command being to inject fuel into a combustion chamber of the combustion cylinder such that at least a portion of the fuel escapes from the combustion chamber through an exhaust port of the combustion cylinder.2. The apparatus of claim 1 , wherein an exhaust valve associated with the combustion cylinder is in an open position during the transition period between the exhaust stroke and the intake stroke.3. The apparatus of claim 2 , further comprising a valve circuit structured to selectively actuate the exhaust valve between the open position and a closed position claim 2 ,4. The apparatus of claim 2 , wherein the exhaust valve is actuated between the open position and a closed position by a camshaft of the engine.5. The apparatus of claim 1 , wherein the transition period between the exhaust stroke and the intake stroke is within a range of crank angles of a piston of the combustion cylinder between a first crank angle of about 270 degrees after top-dead-center (ATDC) of the exhaust ...

AIR INTAKE SYSTEM FOR MULTI-CYLINDER ENGINE

Intake ports include a second port configured such that a flow rate of flowing gas is adjusted via a swirl control valve. When a surge tank is viewed in a cylinder axis direction, first and second branched passages are connected with a space being interposed therebetween in a cylinder array direction, and are connected to the surge tank on extension lines, each of which extends from an upstream end portion of an independent passage connected to the second port to an opposite side of each cylinder. 1. An air intake passage structure for an engine comprising:at least three or more of a plurality of cylinders that are arranged in an array;a plurality of intake ports that respectively communicate with the plurality of cylinders; andan air intake passage that is connected to each of the plurality of intake ports, whereinfor each of the plurality of cylinders, the plurality of intake ports include a swirl control valve (SCV) port that is configured to reduce a flow rate of flowing gas via a swirl control valve, a plurality of independent passages that are respectively connected to the plurality of intake ports;', 'a surge tank, to which upstream end portions of the plurality of independent passages arranged in an array according to an alignment order of the corresponding cylinders are connected; and', 'a plurality of upstream passages, a downstream end portion of each of which is connected to the surge tank, and each of which introduces the gas into the surge tank, and, 'the air intake passage hasthe plurality of upstream passages are arranged with a space being interposed therebetween in a cylinder array direction, and, when the surge tank is viewed in a cylinder axis direction, the plurality of upstream passages are connected to the surge tank on extension lines, each of which extends from the upstream end portion of one of the independent passages connected to one of the SCV ports to an opposite side of the plurality of cylinders.2. The air intake system for the multi- ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control device for an internal combustion engine includes a controller. The controller controls the relative rotation phase of the exhaust camshaft in accordance with the relative rotation phase of the intake camshaft. When a request for locking the relative rotation phase of the intake camshaft at an intermediate phase is generated, the controller controls the relative rotation phase of the exhaust camshaft such that the relative rotation phase of the exhaust camshaft is changed to a phase corresponding to the intermediate phase independently from the relative rotation phase of the intake camshaft. 1. A control device for an internal combustion engine , wherein the engine includes:an intake-side hydraulic drive variable valve timing mechanism configured to change a valve timing of an intake valve by changing a rotation phase of an intake camshaft relative to a crankshaft;an exhaust-side hydraulic drive variable valve timing mechanism configured to change a valve timing of an exhaust valve by changing a rotation phase of an exhaust camshaft relative to the crankshaft; anda lock mechanism configured to mechanically lock the relative rotation phase of the intake camshaft at an intermediate phase between a most retarded phase and a most advanced phase, whereinthe lock mechanism is provided only in the intake-side variable valve timing mechanism,the control device comprises a controller,when no request for locking the relative rotation phase of the intake camshaft at the intermediate phase is generated, the controller controls the relative rotation phase of the exhaust camshaft in accordance with the relative rotation phase of the intake camshaft, andwhen a request for locking the relative rotation phase of the intake camshaft at the intermediate phase is generated, the controller controls the relative rotation phase of the exhaust camshaft such that the relative rotation phase of the exhaust camshaft is changed to a phase corresponding to the intermediate phase ...

Sensor assembly for a sliding camshaft of a motor vehicle

A sensor assembly for a sliding camshaft of a motor vehicle is provided. The sliding camshaft includes a base shaft that extends along a longitudinal axis and rotates about the longitudinal axis. The sliding camshaft further includes lobe banks rotationally fixed to the base shaft. Each lobe bank is axially movable between first and second positions relative to the base shaft. The sensor assembly includes a detection element rotationally fixed relative to the base shaft and axially movable between first and second positions relative to the base shaft. The sensor assembly further includes a sensor operably coupled to the detection element and configured to generate a signal indicative of an axial position of the detection element relative to the base shaft and at least one of an angular speed of the base shaft and an angular position of the base shaft about the longitudinal axis.

CONTROL METHOD FOR CYLINDER DEACTIVATION AND ENGINE TO WHICH THE SAME IS APPLIED

An engine includes: a duration apparatus for adjusting an opening duration of an intake valve, a Cylinder De-Activation (CDA) apparatus for controlling deactivation of an exhaust valve, an igniter, an injector for injecting a fuel, an operation state signal unit for measuring an operation state of a vehicle, and a controller for controlling the operations of the duration apparatus, the CDA apparatus, the igniter, and the injector based on an output signal from the operation state signal unit. A control method for this engine includes: determining, by the controller, whether the operation state of the vehicle corresponds to a CDA operation mode; and when the CDA operation mode is determined, operating the CDA apparatus so as to stop the operations of the igniter and the injector, increase an opening duration of the intake valve, and deactivate the exhaust valve by controlling the CDA apparatus. 1. A control method of an engine , where the engine includes a duration apparatus for adjusting an opening duration of an intake valve , a Cylinder De-Activation (CDA) apparatus for controlling deactivation of an exhaust valve , an igniter , an injector for injecting a fuel , an operation state signal unit for measuring an operation state of a vehicle and outputting a corresponding signal , and a controller for controlling the duration apparatus , the CDA apparatus , the igniter , and the injector based on the output signal from the operation state signal unit , the control method comprising:determining, by the controller, whether the operation state of the vehicle corresponds to a CDA operation mode based on the output signal from the operation state signal unit; andwhen the CDA operation mode is determined, operating, by the controller, the CDA apparatus, stop operations of the igniter and the injector,', 'increase an opening duration of the intake valve by controlling the duration apparatus, and', 'stop the operation of the exhaust valve by controlling the CDA apparatus., ' ...

BLOW-BY GAS SUPPLY DEVICE FOR ENGINE

A blow-by gas supply device includes an upstream-side passage, a downstream-side passage, a gas passage, a bypass passage, a valve mechanism, and a valve control unit. The device is provided in an engine including a compressor, and recirculates blow-by gas upstream of the compressor. The upstream-side passage is coupled to an input port of the compressor. The downstream-side passage is coupled to an output port of the compressor. The gas passage is coupled to the upstream-side passage and guides the blow-by gas from inside of the engine to the upstream-side passage. The bypass passage is coupled to the upstream-side passage and the downstream-side passage and guides the intake air from the downstream side passage to the upstream side passage. The valve mechanism is provided in the bypass passage and switched between communication and cutoff states. The valve control unit controls the valve mechanism in the communication or cutoff state. 1. A blow-by gas supply device for an engine , the engine including a compressor that is configured to compress intake air , the blow-by gas supply device being configured to be provided in the engine and to recirculate blow-by gas to an upstream side of the compressor , the blow-by gas supply device comprising:an upstream-side passage configured to be coupled to an input port of the compressor and guide the intake air to be suctioned into the input port;a downstream-side passage configured to be coupled to an output port of the compressor and guide the intake air discharged from the output port;a gas passage coupled to the upstream-side passage and configured to guide the blow-by gas from inside of the engine to the upstream-side passage;a bypass passage coupled to the upstream-side passage and the downstream-side passage and configured to guide the intake air from the downstream side passage to the upstream. side passage;a valve mechanism provided in the bypass passage and configured to be switched between a communication state ...

Hybrid power supply system and method of supplying power from engine

A hybrid power supply system for an engine is disclosed. The hybrid power supply system includes a sensing unit to generate a signal indicative of a speed of the engine and a controller to determine the speed of the engine based on the signal received from the sensing unit. The controller compares the speed of the engine with a predefined maximum idle speed, and cuts off a supply of fuel to the engine, when the speed of the engine is greater than or equal to the predefined maximum idle speed. The controller shuts off an inlet valve and an exhaust valve associated with a cylinder of the engine. The closure of the inlet valve and the exhaust valve allow compression and expansion of air within the cylinder during supply of a rotational power by a flywheel.

CONTROL SYSTEM AND CONTROL METHOD FOR HYDRAULIC VARIABLE VALVE

A control system for a hydraulic variable valve. The control system may include an OCV configured with a housing, a flow passage defined in the housing, a main port, first and second drain ports, a spool, and a relief valve; a main line connecting the main port and the oil pump to each other; a control line connecting the control port and the lash adjuster to each other; an orifice provided between the main line and the control line; and a controller controlling the OCV to allow at least one combination of the main port and the first drain port, the control port and the second drain port, and the main port and the control port to communicate with each other. 1. A control system for a hydraulic variable valve , the control system comprising:an oil control valve (OCV) configured with a housing having a flow passage defined therein, a main port provided on an outer circumferential surface of the housing and allowing the flow passage and an oil pump to communicate with each other, first and second drain ports provided on the outer circumferential surface of the housing and allowing the flow passage and a lash adjuster to communicate with each other, a spool moved along the flow passage by a solenoid to open and close the main port, a control port, and the first and second drain ports, and a relief valve provided in the flow passage at a section where the control port and the second drain port are connected to each other and allowing pressure on a control port side to be maintained at a predetermined pressure;a main line connecting the main port and the oil pump to each other;a control line connecting the control port and the lash adjuster to each other;an orifice provided between the main line and the control line; anda controller controlling the OCV to allow at least one combination of the main port and the first drain port, the control port and the second drain port, and the main port and the control port to communicate with each other.2. The control system of claim 1 ...

CONTROL METHOD OF VARIABLE STROKE ENGINE FOR REFORMING HIGH-OCTANE FUEL UNDER THE FLEXIBLE CYLINDER ENGINE (FCE) MODE

The present invention discloses a control method of variable stroke engine for reforming high-octane fuel under the FCE mode, the ECU connected to the engine controls the amount of fuel injected from the flexible cylinder injector to the flexible cylinder and controls the switch state of inlet valve and exhaust valve of the flexible cylinder, so that the flexible cylinder can be switched between two-stroke mode and four-stroke mode according to the actual engine operating conditions; when the engine is at a small load and needs to promote combustion stability, the flexible cylinder injector injects a rich fuel with equivalence ratio greater than 1 into the flexible cylinder, the flexible cylinder is at two-stroke mode; when the engine is at a large load and needs sufficient power output, the flexible cylinder injector injects a conventional fuel into the flexible cylinder, said flexible cylinder is at four-stroke mode. 1. A control method of variable stroke engine for reforming high-octane fuel under a flexible cylinder engine (FCE) mode , wherein{'b': 7', '8, 'the variable stroke engine comprises an air inlet system, a plurality of working cylinders () and at least one combustion flexible cylinder ();'}{'b': 13', '12', '9', '12', '21', '9, 'the air inlet system comprises a turbine (), a supercharger (), a main air inlet pipe () connected to the supercharger (), and a three-way air inlet valve () provided on the main air inlet pipe ();'}{'b': 9', '21', '2', '1', '9', '2', '2', '1, 'the main air inlet pipe () is divided into two ways via the three-way air inlet valve (), one is a working cylinder air inlet pipe (), the other is a flexible cylinder air inlet pipe (), a working loop is arranged between the main air inlet pipe () and the working cylinder air inlet pipe (), and a fuel reforming loop is arranged between the working cylinder air inlet pipe () and the flexible cylinder air inlet pipe ();'}{'b': 1', '19', '8', '17', '8', '18', '20', '3', '18', '20', '8', '3, ...

Systems and methods for hot air injection into exhaust ports

Methods and systems are provided for reducing emissions during an engine cold start. In one example, a method may include, during emission control device heating, injecting heated air into an exhaust runner of each cylinder of the engine during an exhaust stroke of the corresponding cylinder, after a blowdown exhaust pulse. In this way, an amount of hydrocarbons in feedgas provided to the emission control device prior to the emission control device reaching its light-off temperature may be reduced.

MULTI-STEP SLIDING CAM ACTUATORS FOR INTERNAL COMBUSTION ENGINE ASSEMBLY

Disclosed are sliding cam actuators, methods for making and using such actuators, and motor vehicles with internal combustion engines employing sliding cam actuators. A sliding cam actuator is disclosed with two actuator pins projecting from an actuator housing. These pins move from retracted to extended positions and engage a shift barrel on a sliding camshaft. An actuator assembly moves each actuator pin to its extended position into engagement with the shift barrel to thereby slide the camshaft to a different location. An actuator shank is attached to the actuator housing and engaged with the actuator pins. Moving the first actuator pin to its extended position moves the actuator shank in one direction, which moves the second actuator pin towards its retracted position. Moving the second actuator pin to its extended position causes the actuator shank to move in another direction, which moves the first actuator pin towards its retracted position. 1. A sliding cam actuator for an internal combustion engine (ICE) assembly , the ICE assembly including multiple engine valves operatively engaged with a sliding camshaft , the sliding camshaft bearing a shift barrel and multiple cams , the sliding cam actuator comprising:an actuator housing;first and second actuator pins projecting from the actuator housing, the actuator pins being configured to selectively move from respective first and second retracted to respective first and second extended positions and engage the shift barrel to thereby slide the camshaft;a pin actuator assembly attached to the actuator housing and operable in first and second activated states, wherein the pin actuator, when in the first activated state, moves the first actuator pin to the first extended position into engagement with the shift barrel to thereby slide the camshaft to a first cam location, wherein the pin actuator, when in the second activated state, moves the second actuator pin to the second extended position into engagement with ...

CONTROL APPARATUS FOR ENGINE

This control apparatus for an engine includes an engine, an injector, a spark plug, an intake electric S-VT, an exhaust electric S-VT, and a controller. The controller outputs a control signal to at least one of the intake electric S-VT and the exhaust electric S-VT so as to perform valve control of opening an intake valve when an exhaust valve is open, and then outputs a control signal to the spark plug at predetermined ignition timing such that, after air-fuel mixture is ignited and combustion is started, unburned air-fuel mixture is combusted by autoignition. 1. A control apparatus for an engine , the control apparatus comprising:an engine having a combustion chamber;an injector mounted to the engine, the injector configured to inject fuel;a spark plug disposed so as to face an inside of the combustion chamber;a variable valve mechanism configured to change valve timing of at least one of an intake valve and an exhaust valve; anda controller connected to each of the injector, the spark plug, and the variable valve mechanism, the controller configured to output control signals to the injector, the spark plug, and the variable valve mechanism, whereinthe controller outputs a control signal to the variable valve mechanism so as to perform valve control of opening the intake valve when the exhaust valve is open, and then outputs a control signal to the spark plug at predetermined ignition timing such that, after air-fuel mixture is ignited and combustion is started, unburned air-fuel mixture is combusted by autoignition.2. The control apparatus for the engine of claim 1 , whereinwhen performing the valve control, the controller outputs a control signal to the variable valve mechanism such that an overlap period in which the intake valve and the exhaust valve are both open is changed according to load on the engine.3. The control apparatus for the engine of claim 2 , whereinthe controller makes the overlap period longer when load on the engine is high, than that when ...

STRATEGIES FOR RESONANCE MANAGEMENT

Methods are provided for managing forcing function frequency profiles during operation of a multi-cylinder engine. A first stroke mode for a first cylinder is selected and comprises at least a sequential deactive operation of the opening and the closing of a first intake valve and a first exhaust valve during at least two reciprocations of a first reciprocating piston. The first stroke mode is operated on the first cylinder, a second stroke mode is operated on a second cylinder, and a third stroke mode is operated on the remaining cylinders to meet or exceed a required torque output and to form a first aggregate of forcing function frequency profiles that comprises primary forcing function frequency profiles that are less than or approximate in amplitude and less than or approximate in frequency value to one of the respective baseline of primary forcing function frequency profiles. 1. A method for managing forcing function frequency profiles during operation of a multi-cylinder engine , each cylinder of the engine comprising a respective variable cylinder torque output which provides a corresponding forcing function frequency profile , the engine comprising a variable aggregate torque output comprising the sum of the cylinder torque outputs of each of the cylinders and comprising the sum of the forcing function frequency profiles of each of the cylinders , and the engine comprising a respective baseline aggregate torque output for each nonzero reciprocation speed of a reciprocating piston assembly coupled to the cylinders , wherein each respective baseline aggregate torque output provides a respective baseline of primary forcing function frequency profiles , and wherein the respective baseline aggregate torque output corresponds to active operation modes for each cylinder , where active operation modes comprise sequential actuation of an intake valve , a fuel injector , and an exhaust valve for each cylinder , the method comprising:selecting a first stroke mode for ...

CONTROL APPARATUS FOR ENGINE

This control apparatus of an engine includes an engine, a state quantity setting device, an injector, a spark plug, and a controller. The controller outputs a control signal to the spark plug at a predetermined ignition timing such that, after air-fuel mixture is ignited and combustion is started, unburned air-fuel mixture is combusted by autoignition, and the controller advances an ignition timing when the temperature before start of compression in a combustion chamber is to be reduced. 1. A control apparatus for an engine , the control apparatus comprising:an engine having a combustion chamber;a state quantity setting device mounted to the engine, the state quantity setting device configured to adjust introduction of fresh air and burned gas into the combustion chamber;an injector mounted to the engine, the injector configured to inject fuel;a spark plug disposed so as to face an inside of the combustion chamber; anda controller connected to each of the state quantity setting device, the injector, and the spark plug, the controller configured to output control signals to the state quantity setting device, the injector, and the spark plug, whereinthe controller outputs a control signal to the spark plug at predetermined ignition timing such that, after air-fuel mixture is ignited and combustion is started, unburned air-fuel mixture is combusted by autoignition, andwhen a control amount regarding a temperature before start of compression in the combustion chamber is to be changed such that the temperature is reduced by the controller outputting a control signal to the state quantity setting device, the controller advances the ignition timing as compared to that when the temperature is not reduced.2. The control apparatus for the engine of claim 1 , whereinwhen load on the engine is high, the controller changes the control amount such that the temperature is reduced as compared to that when the load is low, by the controller outputting a control signal to the state ...

CONTROLLING CYLINDER USAGE DURING REDUCED LOAD ON AN INTERNAL COMBUSTION PROPULSION ENGINE

While an engine is miming with all engine cylinders being fueled, a historical record of engine output torque and engine speed is compiled. When the historical record discloses a change in engine operation from a relatively greater output torque and engine speed to a relatively lesser output torque and speed, fueling of at least one engine cylinder ceases while engine output torque and engine speed remain substantially unchanged at the relatively lesser output torque and speed by continuing fueling of other engine cylinders and by causing at least one mechanism to control the timing of operation of cylinder intake and exhaust valves of the at least one engine cylinder to substantially minimize pumping loss attributable to the at least one engine cylinder. 1. An internal combustion engine which comprises:engine structure forming multiple engine cylinders;an intake system for conveying air to an intake manifold which serves at least one engine cylinder;one or more cylinder intake valves for controlling admission of air from the intake manifold into a respective engine cylinder served by the intake manifold;a fueling system for introducing fuel into the engine cylinders for combustion with air in the engine cylinders to operate the engine;one or more cylinder exhaust valves for controlling admission of exhaust created by combustion in a respective engine cylinder from a respective engine cylinder into an exhaust manifold serving at least one engine cylinder;at least one mechanism for varying timing of operation of at least some of the cylinder valves in a group of cylinder valves comprising the one or more cylinder intake valves and the one or more cylinder exhaust valves during engine cycles;and a controller which, when the engine is miming with all engine cylinders being fueled, compiles a historical record of engine output torque and engine speed, and which, when the historical record discloses a change in engine operation from a relatively greater output torque and ...

ENGINE RESPONSE ADJUSTMENT

Methods and systems are provided for adjusting an engine output delivered in response to an operator pedal actuation based at least on a grade of vehicle travel. During uphill travel, in the presence of headwinds, and/or in the presence of a vehicle payload, the output may be increased while during downhill travel or in the presence of tailwinds, the output may be decreased. In this way, driver fatigue during travel over varying elevations, varying ambient conditions, and varying loads can be reduced. 1. A method for controlling a vehicle engine , comprisingdetermining a grade of vehicle travel and a wind amount; andduring non-slipping and non-cruise vehicle conditions, adjusting a relationship between an operator accelerator pedal depression amount and an engine output torque based on the determined grade of vehicle travel and the wind amount.2. The method of wherein the relationship is adjusted based on whether the wind amount is a headwind or a tailwind.3. The method of wherein the relationship is adjusted based on a wind speed.4. The method of wherein a gain of the relationship is adjusted based on the wind speed.5. The method of claim 4 , further comprising adjusting engine output torque based on the adjusted relationship claim 4 , wherein the adjusting includes varying the relationship to have a larger gain between operator accelerator pedal depression amount and engine output torque during an uphill travel claim 4 , and a smaller gain between operator pedal depression amount and engine output torque during a downhill travel.6. The method of claim 5 , wherein the gain is increased as an uphill grade increases claim 5 , and wherein the gain is decreased as a downhill grade of travel increases.7. The method of claim 1 , wherein the adjusting includes claim 1 ,increasing the engine output torque at a lower rate when an operator pedal is depressed at a lower elevation; andincreasing the engine output torque at a higher rate when the operator pedal is depressed at ...

METHOD AND DEVICE FOR ADAPTING A VALVE ACTUATING VARIABLE FOR AN INTAKE AND/OR EXHAUST VALVE OF AN INTERNAL COMBUSTION ENGINE

A method for adapting a valve actuating variable for controlling an intake and/or an exhaust valve of an internal combustion engine, including setting a predetermined operating state of the internal combustion engine; determining a charge specification, which specifies an instantaneous air charge in one of the cylinders of the internal combustion engine, in the predetermined operating state; and adapting the valve actuating variable as a function of the charge specification. 1. A method for adapting a valve actuating variable for controlling an intake and/or exhaust valve of an internal combustion engine , the method comprising:setting a predetermined operating state of the internal combustion engine;determining a charge specification, which specifies an instantaneous air charge in one of the cylinders of the internal combustion engine, in the predetermined operating state; andadapting the valve actuating variable as a function of the charge specification.2. The method as recited in claim 1 , wherein one of: i) an intake manifold pressure in an intake manifold of the internal combustion engine situated upstream from the intake valve claim 1 , or ii) a combustion chamber pressure in a combustion chamber of one of the cylinders of the internal combustion engine is determined as a charge specification.3. The method as recited in claim 1 , wherein the adaptation of the valve actuating variable is carried out as a function of a difference between the charge specification and a reference charge specification dependent on the predetermined operating state.4. The method as recited in claim 1 , wherein the adaptation of the valve actuating variable is carried out as a function of a charge specification difference as the difference between a first charge specification detected in a first operating state and a second charge specification detected in a second operating state.5. The method as recited in claim 4 , wherein the adaptation of the valve actuating variable is carried ...

SYSTEMS AND METHODS FOR REDUCING ENGINE COMPRESSION TORQUE

Methods and systems are provided for reducing engine compression torque when an engine having a split exhaust system is spun unfueled. In one example, a method may include maintaining closed a blowdown exhaust valve of a cylinder, the blowdown exhaust valve coupled to a first exhaust manifold that directs gases from the cylinder to a catalyst, and opening a scavenge exhaust valve of the cylinder, the scavenge exhaust valve coupled to a second exhaust manifold that directs gases from the cylinder to an exhaust gas recirculation system. In this way, compression of gases within they cylinder is reduced while gas flow to the catalyst is prevented. 1. A method , comprising:while rotating an engine unfueled at a non-zero speed, maintaining closed a first exhaust valve of a cylinder, the first exhaust valve coupled to a blowdown exhaust manifold coupled to an exhaust passage, and increasing an open duration of a second exhaust valve of the cylinder, the second exhaust valve coupled to a scavenge manifold coupled to an intake passage.2. The method of claim 1 , wherein increasing the open duration of the second exhaust valve includes maintaining open the second exhaust valve while intake valves of the cylinder are closed.3. The method of claim 1 , wherein increasing the open duration of the second exhaust valve includes maintaining open the second exhaust valve throughout an entire engine cycle.4. The method of claim 1 , wherein increasing the open duration of the second exhaust valve includes opening the second exhaust valve during at least a compression stroke and an exhaust stroke of the cylinder.5. The method of claim 1 , wherein the engine is included in a powertrain claim 1 , and the engine is mechanically coupled to vehicle wheels via a transmission while rotating the engine unfueled at the non-zero speed.6. The method of claim 5 , wherein the engine is rotationally coupled to an electric machine and the engine and the electric machine are not mechanically decouplable ...

Control unit for internal combustion engine

A control unit for an internal combustion engine includes a load detector to detect a load on the engine, an injection volume calculator to calculate a cylinder injection volume indicating a volume of fuel injected from a direct injector, a first controller to perform a first control for increasing the frequency of the injection by the direct injector upon a reduction in the cylinder injection volume, a second controller to perform a second control for increasing a port injection volume indicating a volume of fuel injected from a port injector upon a reduction in the cylinder injection volume, and a switching controller to switch between the first control with the first controller and the second control with the second controller depending on the load.

METHOD AND APPARATUS FOR CONTROLLING ENGINE SYSTEM

A method of and an apparatus for controlling an engine system having a continuous variable valve duration (CVVD) apparatus and an exhaust gas recirculation (EGR) apparatus may include: determining whether an EGR valve of the EGR apparatus is opened; determining an amount of an external EGR gas according to opening of the EGR valve and an amount of an internal EGR gas according to operation of the CVVD apparatus when the EGR valve is opened; comparing a value obtained by summing the amount of the external EGR gas and the amount of the internal EGR gas with an EGR limit value; and decreasing a duration of an intake valve when the value obtained by summing the amount of the external EGR gas and the amount of the internal EGR gas is greater than the EGR limit value. 1. A method of controlling an engine system including a continuous variable valve duration (CVVD) apparatus and an exhaust gas recirculation (EGR) apparatus , the method comprising:determining whether an EGR valve of the EGR apparatus is open;determining an amount of an external EGR gas according to opening of the EGR valve and an amount of an internal EGR gas according to operation of the CVVD apparatus when the EGR valve is open;comparing a value obtained by summing the amount of the external EGR gas and the amount of the internal EGR gas with an EGR limit value; anddecreasing a duration of an intake valve when the value obtained by summing the amount of the external EGR gas and the amount of the internal EGR gas is greater than the EGR limit value.2. The method of claim 1 , wherein the amount of the external EGR gas is determined based on a pressure difference between a front end portion and a rear end portion of the EGR valve and an opening amount of the EGR valve.3. The method of claim 1 , wherein the internal EGR gas is determined based on a difference between an intake pressure and an exhaust pressure and a valve overlap between the intake valve and an exhaust valve.4. The method of claim 1 , further ...

Engine

An engine is provided, which includes an engine body including a cylinder provided with intake and exhaust ports and intake and exhaust valves, intake and exhaust passages, a turbocharger including a turbine provided to the exhaust passage and a compressor provided to the intake passage, and a variable phase mechanism configured to change open/close timings of the intake valve while maintaining an open period of the intake valve at a 270° C.A or larger. A geometric compression ratio of the cylinder is 11:1 or higher. In a high-load range, the variable phase mechanism sets the intake valve close timing to be after an intake BDC and to make a ratio of a retarded amount of the intake closing to the geometric compression ratio be 4.58 or above and 6.67 or below, and sets the intake valve open timing to be before a close timing of the exhaust valve.

ROCKER ARM FOR AN INTERNAL COMBUSTION ENGINE

The present invention relates to a rocker arm () for an internal combustion engine (). The rocker arm () comprises a cavity () with a cavity wall () at least partially accommodating a lash adjustment piston () for hydraulic lash adjustment. The rocker arm () further comprises a lash stop surface (). At least a portion of the lash adjustment piston () is adapted to abut the lash stop surface () during at least one operating condition of the rocker arm (). The cavity () comprises a lash adjustment chamber () at least partially delimited by the lash adjustment piston (). The rocker arm () further comprising a control fluid conduit () and a valve assembly () located between the lash adjustment chamber () and the control fluid conduit (), as seen in an intended direction of flow from the control fluid conduit () to the lash adjustment chamber (). 116121641424416464446164150441652545052525054. A rocker arm () for an internal combustion engine () , said rocker arm () comprising a cavity () with a cavity wall () at least partially accommodating a lash adjustment piston () for hydraulic lash adjustment , said rocker arm () further comprising a lash stop surface () , at least a portion of said lash adjustment piston () being adapted to abut said lash stop surface () during at least one operating condition of said rocker arm () , said cavity () comprising a lash adjustment chamber () at least partially delimited by said lash adjustment piston () , said rocker arm () further comprising a control fluid conduit () and a valve assembly () located between said lash adjustment chamber () and said control fluid conduit () , as seen in an intended direction of flow from said control fluid conduit () to said lash adjustment chamber () , said valve assembly () being such that:{'sub': 1', '1, 'b': 52', '44', '42', '46, 'for a first fluid pressure range (ΔP) wherein a fluid pressure in said control fluid conduit () is equal to or lower than a first predetermined threshold pressure level ( ...

INTERNAL COMBUSTION ENGINE AND METHOD FOR CONTROLLING SUCH AN INTERNAL COMBUSTION ENGINE

An internal combustion engine includes combustion chambers, each having a first intake port, and first and second exhaust ports. An intake manifold is connected to the first intake port of each combustion chamber, a main pressure booster upstream of the intake manifold. An exhaust discharge arrangement includes a main exhaust manifold connected to the first exhaust port of each combustion chamber, the exhaust discharge arrangement connected to the second exhaust port of a first subset combustion chambers, and an exhaust recirculation manifold connected to the second exhaust port of a second subset combustion chambers and connected to an upstream side of the main pressure booster. The engine operates in high load and low load modes, which vary how the engine evacuates the exhaust gas of the second subset combustion chambers to the exhaust recirculation manifold. A related method is also disclosed. 1122. An internal combustion engine () comprising a set of combustion chambers () , each combustion chamber () being provided with:{'b': 4', '5, 'a first controllable intake valve () configured for opening and closing a first intake port (),'}{'b': 6', '7, 'a first controllable exhaust valve () configured for opening and closing a first exhaust port (), and'}{'b': 8', '9', '1, 'a second controllable exhaust valve () configured for opening and closing a second exhaust port (), the internal combustion engine () further comprising{'b': 14', '5', '2, 'an intake manifold () connected to the first intake port () of each combustion chamber of said set of combustion chambers (),'}{'b': 15', '14', '14, 'a main pressure booster () arranged upstream said intake manifold () for providing gas to the intake manifold (),'}{'b': 17', '7', '2', '9, 'an exhaust discharge arrangement comprising a main exhaust manifold () connected to the first exhaust port () of each combustion chamber of said set of combustion chambers (), the exhaust discharge arrangement being connected to the second ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

An engine includes variable valve mechanisms and a variable compression ratio mechanism. An ECU executes temperature balance control when a fuel-cut operation is executed. In the temperature balance control, valve opening characteristics of an exhaust valve are controlled based on a magnitude relation between an actual catalyst temperature and a target catalyst temperature and a magnitude relation between a water temperature and a required cylinder wall temperature. When executing a fuel-cut operation, it is thereby possible to control both the actual catalyst temperature and the water temperature in a well-balanced manner so that the actual catalyst temperature falls within a temperature range suitable for operation of the catalysts, and the water temperature becomes close to the required cylinder wall temperature. 1. A control device for an internal combustion engine , comprising:an exhaust purification catalyst that purifies exhaust gas that is discharged from a cylinder of the internal combustion engine;an exhaust valve timing varying mechanism for variably setting valve opening characteristics of an exhaust valve;catalyst temperature acquisition unit for detecting or estimating a temperature of the exhaust purification catalyst as an actual catalyst temperature;target catalyst temperature setting unit for setting a catalyst temperature that is suitable for operation of the exhaust purification catalyst as a target catalyst temperature;cylinder wall temperature detection unit for detecting a cylinder wall temperature that is a wall surface temperature of the cylinder;required cylinder wall temperature calculation unit for calculating a cylinder wall temperature that is required when reverting from a fuel-cut operation as a required cylinder wall temperature; andtemperature balance control unit for controlling the valve opening characteristics of the exhaust valve by means of the exhaust valve timing varying mechanism based on a magnitude relation between the ...

COMBINED ENGINE BRAKING AND POSITIVE POWER ENGINE LOST MOTION VALVE ACTUATION SYSTEM

A system for actuating one or more engine valves for positive power operation and engine braking operation is disclosed. In a preferred embodiment, an exhaust valve bridge and intake valve bridge each receive valve actuations from two sets of rocker arms. Each valve bridge includes a sliding pin for actuating a single engine valve and an outer plunger disposed in the center of the valve bridge to actuate two engine valves through the bridge. The outer plunger of each valve bridge may be selectively locked to its valve bridge to provide positive power valve actuation. During engine braking, application of hydraulic pressure to the outer plungers may cause the respective valve bridges and outer plungers to unlock so that all engine braking valve actuations are provided from a rocker arm acting on one engine valve through the sliding pin. 1. A valve bridge for use in an internal combustion engine comprising a plurality of cylinders , the valve bridge comprising:a valve bridge body configured to extend between two valves for a cylinder of the plurality of cylinders, the valve bridge body having a central opening extending through a thickness of the valve bridge body at a location between the two valves; anda first lost motion assembly disposed within the central opening,wherein the valve bridge body further comprises a slide opening having a sliding pin disposed therein, the side opening and sliding pin configured to align with a first valve of the two valves,wherein engine braking events are imparted to the first valve of the two valves via the sliding pin and a second lost motion assembly.2. The valve bridge of claim 1 , wherein the engine braking events imparted to the first valve of the two valves via second lost motion assembly comprise at least two compression release events for every four engine strokes.3. The valve bridge of claim 1 , wherein the second lost motion assembly comprise a hydraulic lost motion assembly.4. The valve bridge of claim 1 , wherein the ...

Diagnostic method for a compressor recirculation valve

Methods are provided for identifying degradation in components of a compressor recirculation valve (CRV). One method includes differentiating between degradation of a throttle of the CRV and a position sensor of the CRV based on each of a throttle inlet pressure and commanded position of the throttle of the CRV. The method also includes utilizing output from the position sensor of the CRV in response to the commanded position of the throttle of the CRV.

HIGH PRESSURE FUEL SUPPLYING APPARATUS OF ENGINE

A high pressure fuel supplying apparatus of an engine may include a chain case configured to enclose a chain which transfers power from a crankshaft of the engine to a valve camshaft, a pump housing part integrated with the chain case, and a pumping rotating body directly driven by the chain and forming a reciprocating linear displacement within the pump housing part. 1. A high pressure fuel supplying apparatus of an engine , comprising:a chain case enclosing a chain which transfers power from a crankshaft of the engine to a valve camshaft;a pump housing part integrated with the chain case; anda pumping rotating body directly driven by the chain and forming a reciprocating linear displacement within the pump housing part.2. The high pressure fuel supplying apparatus of the engine of claim 1 , wherein the pumping rotating body includes:a sprocket part coupled to the chain;a cam part rotating by a rotation of the sprocket part; anda hollow part integrally connecting the sprocket part with the cam part.3. The high pressure fuel supplying apparatus of the engine of claim 2 , wherein the chain case includes:a front case enclosing the chain from a front side of an engine block;a rear case positioning the chain in a space sealed from the front case while enclosing the chain from an opposite side of the front case based on the chain; anda support shaft having a first end fixed to the front case and a second end fixed to the rear case to rotatably support an inner side of the hollow part of the pumping rotating body.4. The high pressure fuel supplying apparatus of the engine of claim 3 , wherein rolling bearings are mounted in at least two places between the support shaft and the hollow part of the pumping rotating body to support a rotation of the pumping rotating body.5. The high pressure fuel supplying apparatus of the engine of claim 2 , wherein the pump housing part is provided with a unit pump including a plunger which linearly reciprocates claim 2 , interlocking with ...

Variable valve system, control apparatus and variable valve apparatus for internal combustion engine

A variable valve system for an internal combustion engine includes a plurality of engine valves provided per one cylinder; a swing arm configured to perform an opening-and-closing operation of at least one of the plurality of engine valves by swinging about a fulcrum given by a support member; a variable lift mechanism configured to cause the swing arm to swing, and to vary a lift amount of the at least one of the plurality of engine to valves; a valve stop mechanism provided for the at least one of the plurality of engine valves and configured to stop the opening-and-closing operation of the at least one of the plurality of engine valves by producing a lost motion of the support member; and an engine-speed limiting section configured to variably limit a maximum rotational speed of the internal combustion engine in accordance with a displacement amount of the lost motion.

VARIABLE CAMSHAFT TIMING ASSEMBLY

A variable camshaft timing (VCT) assembly for controlling angular positions of concentric camshafts. The VCT assembly includes an independent VCT device and a dependent VCT device. The independent VCT device is hydraulically- or electrically-actuated. The independent VCT device is coupled with a first concentric camshaft and has a first component that rotates during phasing movements. The first component has a first set of slots therein. The dependent VCT device is coupled with a second concentric camshaft. The dependent VCT device has a second component that lacks rotation during phasing movements, and has multiple phase lugs. The second component has a second set of slots therein. The phase lugs are received in the first set of slots and are received in the second set of slots. 1. A variable camshaft timing (VCT) assembly for controlling angular positions of camshafts , the VCT assembly comprising:an independent VCT device coupled with a first camshaft and having a first component that rotates amid phasing movements of the VCT assembly, the first component having a first set of slots residing therein; anda dependent VCT device coupled with a second camshaft, the dependent VCT device having a second component that lacks rotation amid phasing movements of the VCT assembly and having a plurality of phase lugs, the second component having a second set of slots residing therein, the plurality of phase lugs received in the first set of slots and received in the second set of slots;wherein, amid controlling of the angular positions of the first and second camshafts, the plurality of phase lugs are urged to move along the first and second sets of slots via the first component.2. The VCT assembly of claim 1 , wherein the independent VCT device is hydraulically-actuated or electrically-actuated.3. The VCT assembly of claim 1 , wherein the first camshaft is positioned radially outwardly relative to the second camshaft.4. The VCT assembly of claim 1 , wherein the first ...

Control Device for Controlling an Internal Combustion Engine and Method for Heating an Exhaust Emission Control Device

An exhaust-gas purification system and method controls an internal combustion engine having at least one cylinder-piston unit operating in a overrun (drag) mode in which piston motion is induced by motion of an output shaft of a drive output unit associated with the internal combustion engine. A control device controls, for each of cylinder-piston unit, an intake fluid, an exhaust valve and fuel injection to heat an exhaust emission control device by deactivating fuel injection, passing the substantially fuel-free intake fluid into the cylinder, compressing and thereby heating the fluid in the cylinder, and passing the heated outlet fluid to the exhaust emission control device. The control device may control the amount of heating based on measurement and/or use of a temperature model of the exhaust emission control device. 1. A control device for controlling an internal combustion engine having at least one cylinder-piston unit configured such that in an overrun mode a movement of a piston in a cylinder of the cylinder-piston unit is induced via movement of a drive output shaft of a drive output unit assigned to the internal combustion engine , the at least one cylinder-piston unit in each case having an inlet valve configured to control delivery of an inlet fluid into a cylinder interior space and an outlet valve configured to control transfer of an outlet fluid from the cylinder interior space to an exhaust-gas purification device fluidically connected to the cylinder , the control device is configured to control the inlet valve and the outlet valve of the at least one cylinder, and control fuel injection into the inlet fluid, and', 'in the overrun mode, the control device is configured to deactivate the fuel injection and activate the inlet valve such that the inlet fluid which is substantially fuel-free is introduced into the cylinder interior space and compressed and heated by the movement of the piston, and to activate the outlet valve such that outlet fluid ...

SYSTEM AND METHOD FOR DETERMINING THE TIMING OF AN ENGINE EVENT

Systems and methods for estimating an engine event location are disclosed herein. In one embodiment, a control system is configured to receive feedback from at least one vibration sensor coupled to a reciprocating engine, estimate an engine parameter based at least on the feedback and an Empirical Transform Function (ETF), estimate a location of an engine event based on the engine parameter, and adjust operation of the reciprocating engine based at least on the location of the engine event. 1. A system , comprising: receive feedback from at least one vibration sensor;', 'estimate an engine parameter of a reciprocating engine based at least on the feedback and an Empirical Transform Function (ETF);', 'estimate a location of at least one engine event based on the engine parameter, wherein the at least one engine event comprises a first engine event relating to a valve of the reciprocating engine; and', 'adjust operation of the reciprocating engine based at least on the location of the at least one engine event., 'a controller configured to2. The system of claim 1 , wherein the first engine event relates to a closure of the valve.3. The system of claim 1 , wherein the valve comprises an intake valve or an exhaust valve.4. The system of claim 1 , wherein the at least one engine event comprises a second engine event relating to a peak firing pressure of a cylinder of the reciprocating engine.5. The system of claim 1 , wherein the controller is configured to adjust an engine timing map of the reciprocating engine claim 1 , an oxidant/fuel ratio of the reciprocating engine claim 1 , a flow of exhaust recirculation gas of the reciprocating engine claim 1 , a position of the valve of the reciprocating engine claim 1 , or another operating parameter of the reciprocating engine in response to the location of the at least one engine event.6. The system of claim 1 , wherein the controller is configured to estimate the engine parameter using a processed signal claim 1 , and ...

Dual-fuel engine having extended valve opening

A method of operating a dual-fuel engine having a combustion chamber and at least one valve associated with the combustion chamber is disclosed. The method may include moving the at least one valve from a flow blocking position to a flow passing position during a power stroke of the dual-fuel engine, and injecting gaseous fuel into the combustion chamber. The method may also include selectively holding the at least one valve between the flow blocking position and the flow passing position during at least a portion of a compression stroke of the dual-fuel engine after an end of injection of the gaseous fuel, and releasing the at least one valve and allowing the at least one valve to move to the flow blocking position during the compression stroke. The method may further include injecting liquid fuel into the combustion chamber to ignite the gaseous fuel.

Method to improve blowthrough via split exhaust

Methods and systems are provided for a boosted engine having a split exhaust system. One method includes reducing knock by flowing a combination of exhaust from towards the end of an exhaust stroke and blowthrough air to the intake of a compressor via a compressor inlet valve.

Supercharged applied ignition internal combustion engine with exhaust-gas turbocharging and method for operating an internal combustion engine of said type

A turbocharged internal combustion engine is provided with at least a partially variable valve train on an intake side wherein the intake valves are controlled to optimize the actuation of a second inlet valve in relation to a first inlet valve for different load conditions.

METHODS AND SYSTEMS FOR VACUUM GENERATION USING A THROTTLE

Methods and systems are provided for generating vacuum via a throttle. In one example, a method may comprise rotating the throttle to a first fully closed position to provide vacuum to a first vacuum consumption device and rotating the throttle to a second fully closed position to provide vacuum to a second vacuum consumption device. The method may further include rotating the throttle to a partially closed position to provide vacuum to both the first and second vacuum consumption devices. 1. A method comprising:adjusting a throttle valve to a first fully closed position in response to vacuum of a first vacuum consumption device being less than a threshold vacuum; andadjusting the throttle valve to a second fully closed position in response to vacuum of a second vacuum consumption device being less than the threshold vacuum.2. The method of claim 1 , further comprising adjusting the throttle valve to a partially closed position in response to vacuum of the first and second vacuum consumption devices being less than the threshold vacuum claim 1 , and where the partially closed position is between the first and second fully closed positions.3. The method of claim 1 , wherein the first vacuum consumption device is a brake booster and the second vacuum consumption device is a positive crankcase ventilation.4. The method of claim 1 , wherein the throttle valve comprises a circular throttle plate circumferentially surrounded by an outer rim claim 1 , wherein the outer rim is flexible.5. The method of claim 1 , wherein the throttle valve is rotatably arranged in an engine intake passage claim 1 , the engine intake passage comprising one or more protrusions arranged in a path of the throttle valve and configured to contact a periphery of the throttle valve.6. A method comprising:rotating a flexible throttle at a first threshold amount of power to prevent the flexible throttle from bending when in contact with one or more of a plurality of protrusions of an intake passage; ...

METHOD AND SYSTEM FOR PRE-IGNITION CONTROL

Methods and systems are provided for addressing pre-ignition occurring while operating with blow-though air delivery. A variable cam timing device used to provide positive intake to exhaust valve overlap is adjusted in response to an indication of pre-ignition to transiently reduce valve overlap. Pre-ignition mitigating load limiting and enrichment applied during a blow-through mode is adjusted differently from those applied when blow-through air is not being delivered. 1. A method for a boosted engine , comprising:while operating in a blow-through mode, reducing valve overlap in response to an indication of pre-ignition.2. The method of claim 1 , wherein operating in a blow-through mode includes directing intake air from an intake manifold claim 1 , downstream of a compressor claim 1 , to an exhaust manifold claim 1 , upstream of a turbine via positive valve overlap around TDC at an end of an exhaust stroke through one or more engine cylinders claim 1 , an amount of the positive valve overlap based on operating conditions.3. The method of claim 2 , wherein the operating conditions include operator torque demand claim 2 , and turbine speed claim 2 , and wherein operating in the blow-through mode is responsive to an operator pedal tip-in.4. The method of claim 2 , wherein directing intake air via positive valve overlap includes adjusting a variable cam timing device to adjust an intake and/or exhaust valve timing of the one or more cylinders from a first valve timing corresponding to no positive valve overlap to a second valve timing corresponding to positive intake valve to exhaust valve overlap.5. The method of claim 4 , wherein reducing valve overlap in response to the indication of pre-ignition includes claim 4 , in response to the indication of pre-ignition in any engine cylinder claim 4 , adjusting the variable cam timing device to adjust the intake and/or exhaust valve timing of all engine cylinders from the second valve timing towards the first valve timing ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

It is an object of the present invention to provide a control device for an internal combustion engine capable of appropriately controlling compression ratio and ignition timing before the target compression ratio that is set according to humidity is attained. A control device for an internal combustion engine controls the internal combustion engine including a cylinder, humidity detection means for detecting humidity of outside air supplied to the cylinder, a variable compression ratio mechanism for changing a compression ratio of the cylinder, and an ignition device igniting air-fuel mixture in the cylinder, and the control device includes: a compression ratio control unit controlling the variable compression ratio mechanism; and an ignition control unit controlling ignition timing of the ignition device, wherein corresponding characteristics between compression ratio and ignition timing are determined for each humidity according to a predetermined condition of an operation state of the internal combustion engine, the compression ratio control unit determines a target compression ratio of the variable compression ratio mechanism according to the detected humidity, and while the variable compression ratio mechanism changes a compression ratio to the target compression ratio, the ignition control unit controls the ignition device on the basis of corresponding characteristics determined according to the detected humidity. 1. A control device for an internal combustion engine controlling the internal combustion engine including a cylinder , humidity detection means for detecting humidity of outside air supplied to the cylinder , a variable compression ratio mechanism for changing a compression ratio of the cylinder , and an ignition device igniting air-fuel mixture in the cylinder , the control device comprising:a compression ratio control unit controlling the variable compression ratio mechanism; andan ignition control unit controlling ignition timing of the ignition ...

Valve Control Processes for an Internal Combustion Engine

The present disclosure relates to internal combustion engines and its teachings may be embodied in methods for controlling and identifying valve control times of an internal combustion engine. Some embodiments may include a method comprising: measuring dynamic pressure oscillations in the inlet section or outlet section of the respective series-production engine; determining a crankshaft-position feedback signal; determining the phase angles of selected signal frequencies using discrete Fourier transformation; and determining the valve control times of the respective series-production internal combustion engine based on the determined phase angles, the reference phase angles, and reference valve control times with the same signal frequencies of the pressure oscillations of a reference internal combustion engine or of a model function derived therefrom. 1. A method for controlling an internal combustion engine based on valve control times of a series-production internal combustion engine , the method comprising:measuring dynamic pressure oscillations in the inlet section or outlet section of the respective series-production internal combustion engine;determining a crankshaft-position feedback signal;determining the phase angles of selected signal frequencies of the measured pressure oscillations based at least in part on the measured pressure oscillations and the crankshaft-position feedback signal using discrete Fourier transformation; anddetermining the valve control times of the respective series-production internal combustion engine based at least in part on the determined phase angles, the reference phase angles, and reference valve control times with the same signal frequencies of the pressure oscillations of a reference internal combustion engine or of a model function derived therefrom.2. The method as claimed in claim 1 , wherein the determined valve control times are compared with reference valve control times of the reference internal combustion engine and ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

There is provided a valve timing varying mechanism (VTC) to vary a valve timing. An estimated VTC conversion angle VTCNFS is calculated in accordance with a sensed VTC conversion angle VTCNOW (SS). At the time of conversion of the VTC conversion angle to the advance side or retard side, a fastest response value is calculated by conversion of the VTC conversion angle from the previous sensed value with a fastest response speed, and the sensed value (estimated value) is limited to or below the fastest response value when the current value of the sensed valve timing exceeds the fastest response value (S S). 1. An engine control apparatus for an internal combustion engine provided with a valve timing varying mechanism to vary a valve timing of an intake valve of the internal combustion engine , the engine control apparatus comprising:a sensing section to detect a value of a sensed valve timing of the intake valve;an ignition timing controlling section to control an ignition timing of the internal combustion engine in accordance with the sensed valve timing;a response calculating section to calculate a value of a first response valve timing obtained by conversion from a previous value of the sensed valve timing with a first response speed at a time of conversion to one of an advice side and a retard side of the valve timing; anda sensed valve timing limiting section to limit the sensed valve timing to or below a second response valve timing slower than the first response valve timing when the sensed valve timing exceeds the first response valve timing at the time of conversion to the retard side of the valve timing.2. The engine control apparatus as recited in claim 1 , wherein the ignition timing controlling section is a section to control the ignition timing by performing a trace knock control to restrain knocking lower than or equal to a predetermined level claim 1 , and the ignition timing controlling section is configured to calculate the ignition timing for the ...

SYSTEM AND METHOD FOR DETERMINING THE TIMING OF AN ENGINE EVENT

Systems and methods for estimating an engine event location are disclosed herein. In one embodiment, a control system is configured to receive feedback from at least one knock sensor coupled to a reciprocating engine, estimate an engine parameter based at least on the feedback and an Empirical Transform Function (ETF), estimate a location of an engine event based on the engine parameter, and adjust operation of the reciprocating engine based at least on the location of the engine event. 1. A system for estimating an engine event location , comprising:a reciprocating engine;at least one knock sensor coupled to the reciprocating engine; and receiving feedback from the at least one knock sensor;', 'estimating an engine parameter of the reciprocating engine based at least on the feedback and an Empirical Transform Function (ETF);', 'estimating a location of an engine event based on the engine parameter; and', 'adjusting operation of the reciprocating engine based at least on the location of the engine event., 'a control system for2. The system of claim 1 , wherein the engine event comprises a peak firing pressure of a cylinder of the reciprocating engine.3. The system of claim 2 , wherein the control system is configured to adjust an engine timing map of the reciprocating engine claim 2 , an oxidant/fuel ratio of the reciprocating engine claim 2 , a flow of exhaust recirculation gas of the reciprocating engine claim 2 , a position of an intake or exhaust valve of the reciprocating engine claim 2 , or another operating parameter of the reciprocating engine in response to the location of the peak firing pressure.4. The system of claim 1 , wherein the control system is configured to estimate the engine parameter using a processed signal claim 1 , and wherein the control system is configured to process the signal by performing a Fourier transform on the signal.5. The system of claim 4 , wherein the control system is configured to multiply the processed signal by the ETF to ...

METHOD FOR CONTROLLING AIR-FUEL RATIO OF VEHICLE HAVING VARIABLE VALVE DURATION APPARATUS AND ACTIVE PURGE SYSTEM

A method for controlling the air-fuel ratio of a vehicle includes: calculating the air amount charged in a cylinder of an engine by using a fresh air amount, a residual air amount remaining inside the cylinder of the engine, and a backflow gas amount flowing back into the cylinder upon the valve overlap of an intake vale and an exhaust valve of the engine, correcting it with the purge gas flow rate supplied to an intake manifold of the engine when the active purge system is operated, calculating the final fuel amount by correcting the fuel amount injected by a fuel injection device with the amount of the fuel component contained in the purge gas when the active purge system is operated, and controlling the air-fuel ratio based on the final air amount and the final fuel amount. 1. A method for controlling an air-fuel ratio of a vehicle , where the vehicle includes an active purge system for purging a fuel evaporation gas by using a purge pump , and a variable valve duration apparatus , the method comprising:calculating, by a controller, an air amount charged in a cylinder of an engine based on a fresh air amount flowed into from outside through a throttle valve of the engine, a residual air amount remaining inside the cylinder of the engine upon opening of an intake valve of the engine, and a backflow gas amount flowing back into the cylinder, wherein the backflow gas amount is calculated based on a valve duration controlled by the variable valve duration apparatus and a valve overlap of the intake vale and an exhaust valve of the engine;calculating, by the controller, a purge gas flow rate of purge gas supplied to an intake manifold of the engine when the active purge system is operated;calculating, by the controller, a final air amount by correcting the calculated air amount charged in the cylinder with the calculated purge gas flow rate;calculating, by the controller, an amount of a fuel component contained in the purge gas when the active purge system is operated ...

TIMING DRIVE OF AN INTERNAL COMBUSTION ENGINE

A timing drive is disclosed for coupling the crankshaft to the first camshaft of an internal combustion engine. The timing drive includes a first mechanical transmission coupling the engine crankshaft to an intermediate shaft located in a cylinder block, and a second mechanical transmission coupling the intermediate shaft to the first camshaft. A second camshaft may be operably coupled to the first camshaft through a mechanical transmission coupling. 112-. (canceled)13. An internal combustion engine comprising:a crankshaft located in a crankcase;a first camshaft located over a cylinder head, anda timing drive coupling the crankshaft to the first camshaft, the timing drive including a first mechanical transmission coupling the engine crankshaft to an intermediate shaft rotatably supported in a cylinder block interposed between the crankcase and the cylinder head, and a second mechanical transmission coupling the intermediate shaft to the first camshaft.14. The internal combustion engine according to claim 13 , wherein the first mechanical transmission comprises a first sprocket keyed on the crankshaft claim 13 , a second sprocket keyed on the intermediate shaft and a transmission chain rotatably coupling the first sprocket and the second sprocket.15. The internal combustion engine according to claim 31 , wherein the first mechanical transmission comprises a first toothed pulley keyed on the crankshaft claim 31 , a second toothed pulley keyed on the intermediate shaft and a transmission belt rotatably coupling the first toothed pulley and the second toothed pulley.16. The internal combustion engine according to claim 13 , wherein the first mechanical transmission comprises a train of meshing gears.17. The internal combustion engine according to claim 13 , wherein the second mechanical transmission comprises a first gear keyed on the camshaft and a second gear keyed on the intermediate shaft in meshing engagement with the first gear to rotatably couple the camshaft and ...

VALVE TRAIN CARRIER ASSEMBLY

A valve train assembly includes an intake rocker arm, an exhaust rocker arm, a carrier configured to couple to a cylinder block and operably associated with the intake rocker arm and the exhaust rocker arm, the carrier including a first aperture, and a cylinder deactivation (CDA) capsule disposed within the first aperture. The CDA capsule is configured to move between a latched condition that transfers motion from a push rod to one of the intake rocker arm and the exhaust rocker arm, and an unlatched condition that absorbs motion from the push rod and does not transfer the motion to the intake rocker arm or the exhaust rocker arm. 1. A carrier for a valve train assembly having an intake rocker arm and an exhaust rocker arm , the carrier comprising:a first aperture configured to receive a first cylinder deactivation (CDA) capsule associated with the intake rocker arm;a second aperture configured to receive a second CDA capsule associated with the exhaust rocker arm; anda third aperture configured to receive a fluid control device, wherein the third aperture is fluidly coupled to the first aperture and the second aperture such that the fluid control device can selectively supply a pressurized fluid to the first and second CDA capsules to transition them between a latched position and an unlatched position.2. The carrier of claim 1 , further comprising:a first support wall;a second support wall; anda support flange extending between the first support wall and the second support wall.3. The carrier of claim 2 , wherein the first claim 2 , second claim 2 , and third apertures are formed in the support flange.4. The carrier of claim 2 , wherein the first support wall includes a body having a shaft aperture configured to receive a fixed shaft claim 2 , and a plurality of apertures each configured to receive a fastener.5. The carrier of claim 4 , wherein the second support wall includes a body having a shaft aperture configured to receive the fixed shaft claim 4 , and a ...

SPARK IGNITION ENGINE

A controller performs switching between a compression ignition mode in which compression ignition combustion is performed to operate an engine body, and a spark ignition mode in which spark ignition combustion is performed to drive a spark plug to ignite and combust an air-fuel mixture in a cylinder. The controller reduces an EGR ratio to be lower than an EGR ratio set in the compression ignition mode to operate the engine body in a transitional mode in which the compression ignition combustion is performed in switching from the spark ignition mode to the compression ignition mode. 1. A spark ignition engine comprising:an engine body having a cylinder;a spark plug disposed to face an inside of the cylinder, and configured to ignite an air-fuel mixture in the cylinder;an exhaust returning apparatus configured to introduce an exhaust gas into the cylinder; anda controller configured to operate the engine body by controlling at least the spark plug and the exhaust returning apparatus, whereinthe controller performs switching between a compression ignition mode in which compression ignition combustion is performed by auto-ignition of the air-fuel mixture in the cylinder to operate the engine body, and a spark ignition mode in which spark ignition combustion is performed by driving the spark plug to ignite and combust the air-fuel mixture in the cylinder to operate the engine body,the controller controls the exhaust returning apparatus at least in the compression ignition mode to introduce the exhaust gas into the cylinder so that an EGR ratio which is a ratio between an amount of the exhaust gas to a total amount of a gas in the cylinder is a predetermined value, andthe controller reduces an amount of the exhaust gas introduced into the cylinder and increases an amount of fresh air introduced in the cylinder to reduce the EGR ratio to be lower than the EGR ratio set in the compression ignition mode, and to make an air-fuel ratio of the air-fuel mixture in the cylinder ...

VARIABLE VALVE TIMING CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE, AND CONTROL METHOD

The present invention relates to variable valve timing control device and control method, which change valve timing of an internal combustion engine. An operation amount for controlling the valve timing is computed, and an operation amount computed at position detection timing of a valve timing control system is divided and output until next position detection timing. 116-. (canceled)17. A variable valve timing control device of an internal combustion engine , the variable valve timing control device controlling a valve timing control system that controls valve timing of the internal combustion engine , comprising:computing means for computing an operation amount for controlling the valve timing, the computing means dividing an operation amount computed by the computing means at position detection timing of the valve timing control system and outputting the divided operation amount, until next position detection timing, and with regard to division of the operation amount, a division method of the operation amount is switched so that the effective current cannot be increased when an environmental temperature reaches a high temperature, or is switched in response to a drive power supply voltage for a motor that drives the valve timing control system, and a number of divisions of the operation amount is increased when the drive power supply voltage for the motor that drives the valve timing control system is low.18. The variable valve timing control device of an internal combustion engine according to claim 17 , wherein a division ratio of the operation amount is switched in response to an angle detection cycle of the valve timing control system.19. The variable valve timing control device of an internal combustion engine according to claim 18 , wherein division switching of the operation amount is performed at the position detection timing of the valve timing control system.20. The variable valve timing control device of an internal combustion engine according to ...

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE AND CONTROL APPARATUS FOR VEHICLE EQUIPPED WITH INTERNAL COMBUSTION ENGINE

Provided is a control apparatus for an internal combustion engine that can suppress blowback of in-cylinder residual gas to an intake passage when reverting from a fuel-cut operation accompanied by valve stopping control of an intake valve while suppressing an oil ascent during execution of the fuel-cut operation, and a control apparatus for a vehicle equipped with the internal combustion engine. When executing a fuel-cut operation accompanied by intake valve stopping control, advancement control of the opening/closing timing of an exhaust valve () is executed. If the advancement control is being executed in a case where a request to revert from the fuel-cut operation has been detected, an advance amount of the opening/closing timing of the exhaust valve () is retarded so as to become less than or equal to a predetermined value. 1. A control apparatus for an internal combustion engine , comprising:an intake valve stop mechanism that is capable of changing an operating state of an intake valve between a valve working state and a closed-valve stopped state;an exhaust variable valve operating apparatus that is capable of changing a valve opening characteristic of an exhaust valve toward a target value with a response delay; anda controller that is programmed to:execute a fuel-cut operation when a predetermined execution condition is established during operation of the internal combustion engine;execute, at a time of execution of the fuel-cut operation, intake valve stopping control that changes the operating state of the intake valve from the valve working state to the closed-valve stopped state;execute a valve-stopped-time exhaust valve control that, at a time of execution of the intake valve stopping control, changes the valve opening characteristic of the exhaust valve so that an in-cylinder residual gas amount of gas that remains inside a cylinder when the exhaust valve is closed increases;detect a request to revert from the fuel-cut operation;execute a valve- ...

CONTROL VALVE WITH ANNULAR POPPET CHECK VALVE

Embodiments of the invention provide a control valve including a control valve body having an inlet passage, an outlet passage, a workport, and a chamber arranged in a fluid path between the workport and the outlet passage. The control valve further includes an annular poppet slidably received within the chamber and to selectively engage a poppet seat to inhibit fluid flow through the fluid path when a pressure in the fluid path is less than a predefined pressure level, and a valve element slidably received within the control valve body to selectively provide fluid communication between the inlet passage and the workport and selectively provide fluid communication between the workport and the outlet passage along the fluid path. The poppet is biased towards the poppet seat by an elastic element. 1. A control valve comprising:a control valve body having an inlet passage, an outlet passage, a workport, and a chamber arranged in a fluid path between the workport and the outlet passage;an annular poppet slidably received within the chamber and to selectively engage a poppet seat to inhibit fluid flow through the fluid path when a pressure in the fluid path is less than a predefined pressure level;a valve element slidably received within the control valve body to selectively provide fluid communication between the inlet passage and the workport and selectively provide fluid communication between the workport and the outlet passage along the fluid path; andan elastic element biasing the annular poppet toward the poppet seat.2. The control valve of claim 1 , wherein the control valve body comprises an outer body extending around an inner body with the chamber formed there between.3. The control valve of claim 2 , wherein the annular poppet extends around the inner body.4. The control valve of claim 2 , wherein the annular poppet defines a poppet approach area on which the pressure in the fluid path acts upon.5. The control valve of claim 4 , wherein a force provided by the ...

METHODS AND SYSTEM FOR REACTIVATING ENGINE CYLINDERS

Systems and methods for operating a driveline of a hybrid vehicle are disclosed. In one example, output of an electric machine is adjusted after commanding reactivation of all engine cylinder valves that have been deactivated. The electric machine torque may counteract the engine producing torque that is greater than a requested torque due to high intake manifold pressure. 1. An engine operating method , comprising:rotating an engine while holding all engine intake valves closed;adjusting torque of an electric machine according to a difference of a requested engine torque and an estimated engine torque in response to reactivating one or more of all engine intake valves being held closed.2. The method of claim 1 , where the estimated engine torque is a function of intake manifold pressure as intake manifold pressure decays from atmospheric pressure to a pressure at which the engine produces the requested engine torque.3. The method of claim 1 , where the engine is rotated via inertia of a vehicle in which the engine resides.4. The method of claim 1 , where an engine throttle is fully closed while rotating the engine while holding all engine intake valves closed.5. The method of claim 1 , further comprising holding all exhaust engine valves closed while rotating the engine.6. The method of claim 1 , where adjusting torque of the electric machine includes generating a negative torque via the electric machine.7. The method of claim 1 , further comprising rotating the engine without flowing fuel to the engine while holding all engine intake valves closed.8. The method of claim 1 , further comprising rotating the engine while engine intake manifold pressure is substantially equal to atmospheric pressure.9. An engine operating method claim 1 , comprising:selecting an engine induction ratio from a plurality of available engine induction ratios; andincreasing engine torque output and charge generated via an electric machine such that an engine operates at an upper threshold ...

METHODS AND SYSTEM FOR SKIP-FIRING OF AN ENGINE

Various methods and systems are provided for skip-firing an engine. As one embodiment, a method for an engine includes firing all cylinders of the engine and not altering the closing timing of the intake valves when fueling demands are greater than a threshold. The method further includes skip-firing the engine when fueling demands are less than a threshold, and holding open the intake valves of skipped cylinders for a greater duration than intake valves of firing cylinders. 1. A method for an engine , comprising:skip-firing the engine when fueling demands are less than a threshold; andholding open intake valves of skipped cylinders for a greater duration than intake valves of firing cylinders.2. The method of claim 1 , further comprising adjusting the threshold based on cylinder to cylinder torque imbalances claim 1 , where the threshold is increased for increases in the cylinder to cylinder torque imbalances.3. The method of claim 1 , further comprising adjusting the threshold based on a fuel rail pressure claim 1 , where the threshold increases for increases in fuel rail pressure.4. The method of claim 1 , further comprising adjusting the threshold based on a fuel injector pulse-width signal claim 1 , where the threshold increases for decreases in the pulse-width single below a pre-defined claim 1 , lower threshold pulse-width signal.5. The method of claim 1 , where the intake valves of the skipped cylinders are held open via actuators controlled by an engine controller and coupled to the intake valves claim 1 , and where the actuators comprise one or more of electric claim 1 , mechanical claim 1 , pneumatic claim 1 , hydraulic claim 1 , or electromagnetic actuators.6. The method of claim 5 , where the actuators adjust the position of the intake valves independently of a cam timing system that is driven mechanically by a crankshaft and where the intake valves of firing cylinders are opened by cam lobes of a camshaft claim 5 , the camshaft mechanically driven by ...

A VALVE TRAIN ASSEMBLY

A valve train assembly for operating a first valve of a first cylinder of an internal combustion engine has a rotatable earn shaft having a cam arrangement axially movable along the cam shaft so that the valve train assembly is selectively configurable in a first configuration and a second configuration. In use, when the valve train assembly is in the first configuration the first valve of the first cylinder is operated in response to the first cam arrangement as the cam shaft rotates to provide a corresponding valve event in each of a plurality of successive cylinder cycles, and when the valve train assembly is in the second configuration the first valve of the first cylinder is operated in response to the first cam arrangement as the cam shaft rotates to provide a corresponding valve event in every other cylinder cycle of a plurality of successive cylinder cycles. 1. A valve train assembly for operating a first valve of a first cylinder of an internal combustion engine , the valve train assembly comprising:a rotatable cam shaft including a cam arrangement,where the cam arrangement is axially movable along the rotatable cam shaft so that the valve train assembly is selectively configurable in a first configuration and a second configuration,wherein, in use, when the valve train assembly is in the first configuration, the first valve of the first cylinder is operated in response to the first cam arrangement as the rotatable cam shaft rotates to provide a corresponding valve event in each of a plurality of successive cylinder cycles, andwherein, in use, when the valve train assembly is in the second configuration, the first valve of the first cylinder is operated in response to the first cam arrangement as the rotatable cam shaft rotates to provide a corresponding valve event in every other cylinder cycle of a plurality of successive cylinder cycles.2. The assembly of claim 1 , wherein the rotatable cam shaft is arranged to rotate at ¼ of a rotation rate of a crank ...

METHOD FOR REGULATING AN INTERNAL COMBUSTION ENGINE

A method for controlling an internal combustion engine whereby, in a piston-cylinder unit provided with a prechamber, the quantity of propellant gas supplied to the prechamber is adjusted to regulate the operating characteristics of an inlet and/or outlet valve of the piston-cylinder unit. 1. A method for controlling an internal combustion engine wherein , in a piston-cylinder unit provided with a prechamber , the quantity of propellant gas supplied to the prechamber is adjusted to regulate the operating characteristics of an inlet and/or outlet valve of the piston-cylinder unit.2. The method according to wherein claim 1 , when adjusting the operating characteristics such that the filling of the piston-cylinder unit is reduced claim 1 , the quantity of propellant gas supplied to the prechamber is reduced.3. The method according to at wherein claim 1 , when adjusting the operating characteristics such that the filling of the piston-cylinder unit is increased claim 1 , the quantity of propellant gas supplied to the prechamber is increased.4. The method according to claim 1 , wherein the adjustment of the quantity of propellant gas supplied to prechamber additionally takes account of a charge-air pressure of the internal combustion engine.5. The method according to claim 1 , wherein the quantity of propellant gas supplied to the prechamber is adjusted by setting an opening duration of a prechamber gas valve.6. The method according to claim 1 , wherein the quantity of propellant gas supplied to the prechamber is adjusted by setting an opening degree of an aperture.7. The method according to claim 1 , wherein the quantity of propellant gas supplied to the prechamber is adjusted by setting a pressure applied to the prechamber gas valve by means of a pressure regulator.8. An internal combustion engine with at least one control device and a piston-cylinder unit provided with a prechamber claim 1 , wherein the prechamber can be supplied with propellant gas via a prechamber ...

ENGINE CONTROLLER

An engine controller includes a cylinder deactivation control unit and a valve stopping control unit. When performing the valve stopping control, the valve stopping control unit, in a case in which the cylinder deactivation control unit executes the cylinder deactivation with the deactivated cylinder fixed, stop the operation for opening and closing the exhaust valve of the deactivated cylinder from a first combustion cycle after starting the cylinder deactivation and stop the operation for opening and closing the intake valve of the deactivated cylinder from a second combustion cycle after starting the cylinder deactivation. The valve stopping control unit, in a case in which the cylinder deactivation control unit executes the cylinder deactivation without fixing the deactivated cylinder, stop the operation for opening and closing both the intake valve and the exhaust valve of the deactivated cylinder from the first combustion cycle after starting the cylinder deactivation. 1. An engine controller configured to control an engine , the engine includingcylinders each provided with an intake valve and an exhaust valve, anda valve stopping mechanism capable of stopping an operation for opening and closing the intake valve and the exhaust valve of each of the cylinders,the engine controller comprising:a cylinder deactivation control unit configured to execute cylinder deactivation in at least one of the cylinders; anda valve stopping control unit configured to execute, during the execution of the cylinder deactivation, a valve stopping control to control the valve stopping mechanism for stopping the operation for opening and closing the intake valve and the exhaust valve of a deactivated cylinder subject to the cylinder deactivation,wherein when performing the valve stopping control, the valve stopping control unit is configured to:in a case in which the cylinder deactivation control unit executes the cylinder deactivation with the deactivated cylinder fixed, stop the ...

VALVE TIMING CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A front plate for a valve timing control device is produced which comprises a plate part that closes a front opening of a housing body to seal operation oil chambers in the housing body and a cylindrical part that is integral with and projected forward from an opened central portion of the plate part and after production of the front plate, an annular part of a front surface of the plate part near a root portion of the cylindrical part is pressed, by a press machine, toward a rear surface of the plate part against a supporting tool that intimately supports the rear surface of the plate part, so that the rear surface of the plate part has an improved flatness at an annular area surrounding the opening of the front plate thereby to increase a sealability between the plate part and the front opening of the housing body. 1. A valve timing control device for an internal combustion engine , comprising:a housing body to which a torque is transmitted from a crankshaft, at least one of axial ends of the housing body being opened;a vane rotor that includes a rotor fixed to the camshaft, a plurality of vanes provided on the rotor, the vanes being operatively engageable with a plurality of shoes projected from an inner cylindrical surface of the housing body thereby to constitute delayed angle operation chambers and advanced angle operation chambers, the vane rotor being selectively rotated in a delayed angle side or an advanced angle side relative to the housing body in response to charging or discharging of an operation oil to or from the delayed and advanced angle operation chambers;a front plate including a discal plate part that closes the axial open end of the housing body at its rear surface thereby sealing all of the delayed and advanced angle operation chambers and a cylindrical part that is integrally projected outward from a peripheral edge of a through opening formed in a central portion of the discal plate part; anda torsion spring that has one end engaged to the ...

Control method for motor vehicle with electrically heated combustion gas treatment device

A control method is performed to control a traction device of a motor vehicle having an internal combustion engine that includes a plurality of cylinders. Each of cylinders has at least one air intake valve, at least one exhaust valve for the combustion gases generated by the internal combustion engine, and a fuel injector. A treatment device is provided for the combustion gases that is active from an actuation temperature. The treatment device is placed downstream of the exhaust valve. The traction device includes an electrical heater for heating the combustion gas treatment device. The traction method further compares a temperature of the combustion gas treatment device with an actuating threshold temperature and actuates the electrical heater and stopping a fuel supply being supplied to one or more of the cylinders as long as the temperature of the combustion gas treatment device is below the actuating threshold temperature.

METHODS AND SYSTEM FOR STOPPING AND STARTING A VEHICLE

Systems and methods for operating an internal combustion engine are described. In one example, an engine's position is adjusted during engine stopping so that the engine may be less likely to stop at a crankshaft angle where rotating a fuel pump may increase engine cranking torque due to work performed by the fuel pump. 1. An engine operating method , comprising:deactivating one or more cylinders of an engine via a controller in response to a request to stop the engine; andreactivating the one or more cylinders of the engine via the controller in response to an estimated engine stopping position at which a fuel pump is in its compression stroke.2. The method of claim 1 , where the fuel pump is driven via the engine.3. The method of claim 1 , where deactivating the one or more cylinders includes ceasing to supply fuel to the one or more cylinders.4. The method of claim 1 , where reactivating the one or more cylinders includes supplying fuel to the one or more cylinders.5. The method of claim 1 , further comprising adjusting torque provided via the one or more reactivated cylinders in response to a crankshaft angle distance to a desired engine stopping position.6. The method of claim 5 , where adjusting torque includes adjusting spark timing.7. The method of claim 5 , where adjusting torque includes adjusting poppet valve timing.8. The method of claim 5 , where adjusting torque includes adjusting a throttle opening amount.9. An engine operating method claim 5 , comprising:deactivating one or more cylinders of an engine via a controller in response to a request to stop the engine;estimating an engine stopping position based on engine position at which fuel injection to the one or more cylinders is deactivated in response to the request to stop the engine; andreactivating the one or more cylinders of the engine via the controller in response to an estimated engine stopping position at which a fuel pump is in its compression stroke.10. The method of claim 9 , where the ...

Internal combustion engine and method for controlling such an internal combustion engine

An internal combustion engine includes combustion chambers, each having a controllable intake valve opening and closing an intake port, a controllable exhaust valve opening and closing an exhaust port, a piston displaceable back and forth in the combustion chamber between a top dead center and a bottom dead center, and a fuel injector. The engine further including an intake manifold connected to the intake port of each combustion chamber. The engine can be operated in a low load mode, wherein each combustion chamber is driven in four-stroke operation including a 720 crank angle degrees cycle, and opens the intake port during the exhaust stroke, the intake port starting to open in 610-690 CAD, closing the exhaust port during the exhaust stroke, becoming fully closed in 630-710 CAD, forcing exhaust gas into the intake manifold by the piston, and mixing fuel and exhaust gas in the intake manifold.

Electronic valve control

A method of controlling an electronically controllable valve of an engine includes receiving, from one or more operation sensors, operation data including sensor data corresponding to a condition of the engine, control inputs indicative of operation of equipment that includes the engine, or a combination thereof. The method includes determining, using a trained valve control model, an operating characteristic of the valve at least partially based on the operation data, and generating a control signal to effect operation of the valve in accordance with the operating characteristic.

DIESEL ENGINE

First and second turbochargers for supercharging a first cylinder group which continues or stops an operation by a valve stopping mechanism for reduced cylinders, and a second cylinder group which stops or continues the operation by the valve stopping mechanism for reduced cylinders, respectively, and a third turbocharger in which air from the first and second turbochargers is supplied to the first and second cylinder groups via separate independent intake passages, to supercharge the first and second turbochargers. If a reduced-cylinder operation system provided with this valve stopping mechanism is provided in addition to the turbo-charging system, a drop in a supercharging amount during a reduced-cylinder operation is prevented, a sufficient air amount is supplied into operating cylinders, deterioration of combustion in the operating cylinders and deterioration of a state of an exhaust gas are prevented, and fuel efficiency is improved. 1. A diesel engine provided with turbochargers and a valve stopping mechanism for reduced cylinders configured to stop opening/closing of exhaust valves and intake valves of a cylinder group set in advance , in comprising:the cylinders include a first cylinder group which continues or stops an operation by the valve stopping mechanism for reduced cylinders, and a second cylinder group which stops or continues the operation by the valve stopping mechanism for reduced cylinders;an intake passage branches to a first intake passage to the first cylinder group and a second intake passage to the second cylinder group;an exhaust passage branches to a first exhaust passage from the first cylinder group and a second exhaust passage from the second cylinder group;a first turbocharger in the first intake passage and in the first exhaust passage;a second turbocharger is provided in the second intake passage and in the second exhaust passage;a third turbocharger in an intake passage on an upstream side of a branching portion of the first ...

METHOD OF CAM PHASE CONTROL BASED ON CYLINDER WALL TEMPERATURE

A method of controlling intake and exhaust cam phase in an internal combustion engine includes sensing an engine speed and an engine load of the internal combustion engine, sensing or estimating a wall temperature of a cylinder of the internal combustion engine, utilizing the engine speed and the engine load in one or more lookup tables based on the cylinder wall temperature to determine intake phaser constraint values and exhaust phaser constraint values for cold operation of the internal combustion engine, and transitioning the intake phaser constraint values and the exhaust phaser constraint values for cold operation to intake phaser constraint values and exhaust phaser constraint values based on one or more lookup tables for normal hot operation of the internal combustion engine. 1. A method of controlling intake and exhaust cam phase in an internal combustion engine , the method comprising:sensing an engine speed and an engine load of the internal combustion engine;sensing or estimating a wall temperature of a cylinder of the internal combustion engine;utilizing the engine speed and the engine load in one or more lookup tables based on the wall temperature to determine intake phaser constraint values and exhaust phaser constraint values for cold operation of the internal combustion engine; andtransitioning the intake phaser constraint values and the exhaust phaser constraint values for cold operation to intake phaser constraint values and exhaust phaser constraint values based on one or more lookup tables for normal hot operation of the internal combustion engine.2. The method of wherein the lookup tables for cold operation and the lookup tables for normal operation are two dimensional lookup tables.3. The method of wherein the one or more lookup tables for cold operation are four lookup tables.4. The method of wherein the one or more lookup tables for normal hot operation are four lookup tables.5. The method of wherein the four lookup tables for cold operation ...

CONTROL APPARATUS FOR COMPRESSION-IGNITION TYPE ENGINE

The invention is provided with an ignition control section and an injection control section. When partial compression ignition combustion is carried out, the ignition control section causes an ignition plug to carry out: main ignition in which a spark is generated in a late period of a compression stroke or an initial period of an expansion stroke to initiate SI combustion; and preceding ignition in which the spark is generated at earlier timing than the main ignition. Also, when the partial compression ignition combustion is carried out, the injection control section causes an injector to inject fuel at such timing that the fuel exists in a cylinder at an earlier time point than the preceding ignition. Timing of the preceding ignition is more advanced when a swirl flow is gentle than when the swirl flow is strong. 1. An apparatus for controlling a compression-ignition type engine that includes:a cylinder; an injector that injects fuel into the cylinder; and an ignition plug that ignites air-fuel mixture, in which fuel injected from injector and air are mixed, and that can carry out partial compression ignition combustion to subject some of the air-fuel mixture to SI combustion by spark ignition using the ignition plug, and subject the rest of the air-fuel mixture to CI combustion by self-ignition, the control apparatus for the compression-ignition type engine comprising:a swirl generation section that generates a swirl flow in the cylinder;an injection control section that controls fuel injection operation by the injector; andan ignition control section that controls ignition operation by the ignition plug,wherein, when the partial compression ignition combustion is carried out, the ignition control section causes the ignition plug to carry out: main ignition in which a spark is generated in a late period of a compression stroke or an initial period of an expansion stroke to initiate the SI combustion; and preceding ignition in which the spark is generated at ...

ENGINE SYSTEM FOR REDUCING GASEOUS FUEL SLIP

An engine system is disclosed. The engine system may have an engine including at least one cylinder. Further, the engine system may have a nozzle configured to selectively inject gaseous fuel into the at least one cylinder of the engine. The engine system may also have an intake port configured to direct air for combustion to the at least one cylinder. In addition, the engine system may have exhaust valves associated with the at least one cylinder. The exhaust valves may be configured to direct exhaust from the cylinder to an atmosphere. The exhaust valves may also be configured to close at different times. 1. An engine system , comprising:an engine including at least one cylinder;a nozzle configured to selectively inject gaseous fuel into the at least one cylinder of the engine;an intake port configured to direct air for combustion to the at least one cylinder; andexhaust valves associated with the at least one cylinder and configured to direct exhaust from the at least one cylinder to an atmosphere, the exhaust valves also being configured to close at different times.2. The engine system of claim 1 , further including a controller configured to close the exhaust valves at different times.3. The engine system of claim 1 , wherein the at least one cylinder includes:a first exhaust valve configured to close at a first crank angle; anda second exhaust valve configured to close at a second crank angle greater than the first crank angle.4. The engine system of claim 3 , whereinthe first exhaust valve is configured to open at a third crank angle; andthe second exhaust valve is configured to open at a fourth crank angle.5. The engine system of claim 4 , wherein the third crank angle is about equal to the fourth crank angle.6. The engine system of claim 3 , whereinthe at least one cylinder extends from a cylinder head end to a crankshaft end,the first exhaust valve and the second exhaust valve are disposed adjacent the cylinder head end, andthe nozzle is disposed adjacent ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

Provided is a control device for controlling an internal combustion engine including a fuel injection valve, an ignition device, and a variable valve operating device configured to switch between a base opening/closing mode of an intake valve and a continuous valve opening mode. The control device is configured to execute a cold start control at a cold start. The cold start control includes: a startability improvement processing executed in a predetermined number of cycles after the start of cranking; and a combustion start processing executed after this predetermined number of cycles. In the startability improvement processing, the continuous valve opening mode is selected in at least an expansion stroke and an exhaust stroke, and fuel injection is executed without ignition. In the combustion start processing, the base opening/closing mode is selected continuously during one cycle, and ignition is executed. 1. A control device for an internal combustion engine ,the internal combustion engine including a fuel injection valve, an ignition device, and a variable valve operating device configured to switch between a base opening/closing mode of an intake valve for taking intake air in an intake stroke and a continuous valve opening mode that causes the intake valve to remain open,wherein the control device is configured to execute a cold start control at a cold start of the internal combustion engine,wherein the cold start control includes:a startability improvement processing executed in a predetermined number of cycles after a start of cranking; anda combustion start processing executed after the predetermined number of cycles,wherein the control device is configured, in the startability improvement processing, to control the variable valve operating device such that the continuous valve opening mode is selected in at least an expansion stroke and an exhaust stroke of an intake stroke, a compression stroke, the expansion stroke and the exhaust stroke, and to execute ...

Control Device for Internal Combustion Engine

The purpose of the present invention is to provide a control device for an internal combustion engine with which it is possible to favorably control an engine even if there could occur a difference in temperatures of fuel injected into respective cylinders. The present invention is a control device for an internal combustion engine, for controlling an internal combustion engine provided with fuel injection valves for directly injecting fuel respectively to a plurality of cylinders, wherein: the control device is provided with a fuel temperature acquiring means for acquiring respective temperatures of fuel injected to each of the cylinders; and at least one of a fuel injection valve control amount, ignition control amount, and intake and exhaust valve control amount of each of the cylinders is set in accordance with the respective temperatures of fuel acquired by the fuel temperature acquiring means. Alternatively, the present invention is a control device for an internal combustion engine, for controlling an internal combustion engine provided with fuel injection valves for directly injecting fuel respectively to a plurality of cylinders, wherein the control device is provided with a valve-closing time detecting means for detecting a valve-closing time of a valve body of each of the fuel injection valves, and a fuel temperature estimating means for estimating the temperature of fuel on the basis of the valve-closing duration of the valves detected by the valve-closing time detecting means. 1. A control device for an internal combustion engine , that controls an internal combustion engine provided with fuel injection valves for directly injecting fuel respectively into a plurality of cylinders , the control device comprisinga fuel temperature acquiring unit that acquires respective temperatures of fuel injected into the cylinders respectively, whereinat least one of a fuel injection valve control amount, ignition control amount, and intake and exhaust valve control ...

ENGINE HEALTH DIAGNOSIS AND FAULT ISOLATION WITH CRANKING TEST

Systems, apparatuses and methods for systematically executing a diagnosis and fault isolation of a failure condition for an engine during a cranking test of the engine. Examples of the failure condition include, but are not limited to, cylinder-by-cylinder compression conditions, excessive blow-by conditions, valve failures, leaks, and/or obstructions of the intake, exhausts, crankcase ventilation, and/or exhaust gas recirculation systems. 1. A method , comprising:disabling an engine from starting;cranking the engine while the engine is disabled from starting; anddiagnosing one or more conditions of the engine during the cranking based on a pressure condition of the engine during the cranking, wherein the one or more conditions include at least one of a compression torque in one or more cylinders of the engine, a leak in an intake system of the engine, a leak in an exhaust system of the engine, and a flow condition in an exhaust gas recirculation (EGR) system.2. The method of claim 1 , further comprising determining one or more reference pressures for the engine before cranking the engine.3. The method of claim 1 , further comprising aborting the cranking of the engine in response to a cranking time exceeding a threshold amount.4. The method of claim 1 , further comprising closing an EGR valve of the EGR system claim 1 , opening the intake valve of the intake system claim 1 , and opening an exhaust valve of the exhaust system during the cranking of the engine to determine at least one of the compression torque and the leak in the exhaust system.5. The method of claim 1 , further comprising closing the intake valve claim 1 , closing the EGR valve and opening the exhaust valve during the cranking of the engine to determine the leak in the intake system.6. The method of claim 1 , further comprising closing the intake valve claim 1 , closing the exhaust valve claim 1 , and sequentially positioning the EGR valve between open and closed positions during the cranking of ...

Systems and methods for iegr using secondary intake valve motion and lost-motion reset

Systems and methods for internal exhaust gas recirculation (iEGR) in internal combustion engines may utilize secondary intake valve lift events during an exhaust valve main event in lost motion valve actuation systems. The secondary intake valve lift event may occur at the beginning or end of the exhaust valve main event. Favorable intake valve lift profiles are obtained with the use of a reset component, which may perform a hydraulic reset on the lost motion component in order to ensure that the intake valve secondary lift event occurs optimally near the beginning of an exhaust valve main event. The reset component may be triggered using motion from an exhaust valvetrain, for example, by a triggering component such as a reset pad, on an exhaust rocker. The reset component may also be triggered on the basis of the intake rocker arm position, in which case a reset pad that is fixed to the engine head or fixed relative to the intake rocker motion may be used.

METHOD FOR DETECTING LEAKS IN AN INTAKE MANIFOLD

Methods and systems are provided for detecting leaks in an intake manifold of an engine. In one example, a method may include closing all intake valves of all cylinders of the engine during an engine shut down responsive to vacuum in the intake manifold reaching a pre-determined vacuum level. The method may further include indicating a leak in the intake manifold responsive to a change in a level of vacuum in the intake manifold after closing all the intake valves of all cylinders. 1. A method for a camless engine , comprising:generating a vacuum in an intake manifold of the camless engine as the camless engine spins to rest;isolating the intake manifold from atmosphere by closing each intake valve of each cylinder of the camless engine after the vacuum in the intake manifold exceeds a vacuum threshold;indicating a leak in the intake manifold when the vacuum decreases to lower than a threshold level; andapplying leftover vacuum from the intake manifold to test a fuel system for leaks, the fuel system coupled to the engine.2. The method of claim 1 , wherein the camless engine is coupled in a hybrid powertrain of a hybrid-electric vehicle.3. A hybrid vehicle system claim 1 , comprising:an engine, a cylinder of the engine having an intake valve and an exhaust valve;an intake manifold fluidically communicating with the cylinder via the intake valve;a motor coupled to a battery;a generator also coupled to the battery;vehicle wheels propelled using torque from one or more of the engine, the generator, and the motor;an intake throttle controlling air flow into the intake manifold;a pressure sensor coupled to the intake manifold;an exhaust gas recirculation (EGR) passage fluidically coupling an exhaust passage to the intake manifold via an EGR valve;a fuel system including a fuel tank coupled to a canister, the canister coupled to the intake manifold via a canister purge valve; anda controller with computer-readable instructions stored in non-transitory memory for, in ...

SUPERCHARGED APPLIED IGNITION INTERNAL COMBUSTION ENGINE WITH EXHAUST-GAS TURBOCHARGING AND METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE OF SAID TYPE

A turbocharged internal combustion engine is provided with at least a partially variable valve train on an intake side wherein the intake valves are controlled to optimize the actuation of a second inlet valve in relation to a first inlet valve for different load conditions. 1. A supercharged applied-ignition internal combustion engine comprising:at least one cylinder head with at least one cylinder, each cylinder having at least two inlet openings for the supply of charge air via an intake system and at least one outlet opening for the discharge of the exhaust gases via an exhaust-gas discharge system;at least one throttle flap which is arranged in the intake system; andat least one exhaust-gas turbocharger is provided, each exhaust-gas turbocharger comprising a turbine arranged in the exhaust-gas discharge system and a compressor arranged in the intake system;a knock regulator which, as output signal, provides an ignition retardation Δignition required for the prevention of knocking, and at least two at least partially variable valve drives, the valve drives having at least two valves which are movable between a valve closed position and a valve open position to open up and block the at least two inlet openings of the at least one cylinder, having valve spring means for preloading the valves in the direction of the valve closed position, and having at least two actuating devices for opening the valves counter to the preload force of the valve spring means, each actuating device comprising a cam which is arranged on a camshaft and which, as the camshaft rotates, is brought into engagement with at least one cam follower element, whereby the associated valve is actuated, and the cams of the at least two actuating devices of the at least two at least partially variable valve drives being rotatable relative to one another; and wherein the at least two valves are actuated based on a desired manifold pressure and a corrective factor based on a boost pressure.2. The ...

COMBUSTION ENGINE AS WELL AS METHOD FOR ENGINE BRAKING USING SUCH A COMBUSTION ENGINE

Disclosed is a combustion engine and method for engine braking therein including an intake air channel having a first pressure, a first inlet valve between the intake air channel and the cylinder volume, an exhaust air channel having a second pressure, a first outlet valve between the cylinder volume and the exhaust air channel, and a storage reservoir having a third pressure higher than the first and second pressures, the storage reservoir being arranged in controllable fluid communication with the cylinder volume. The method takes place during two-stroke cycle and includes: displacing the piston from upper dead centre (UDC) towards lower dead centre (LDC), keeping the first inlet valve open during at least part of the travel from UDC to LDC, displacing the piston from LDC towards UDC, and keeping the fluid communication between the storage reservoir and cylinder volume open during at least a part of such travel. 1263291796102861011312116. A method for engine braking in a combustion engine comprising at least one cylinder () having a cylinder volume () and a piston () displaceable in said cylinder () , an intake air channel () having a first pressure (P) , a first inlet valve () arranged between the intake air channel () and the cylinder volume () , an exhaust air channel () having a second pressure (P) , a first outlet valve () arranged between the cylinder volume () and the exhaust air channel () , and a storage reservoir () having a third pressure (P) that is higher than said first pressure (P) and said second pressure (P) , the storage reservoir () being arranged in controllable fluid communication with the cylinder volume () , the method taking place during two-stroke cycle and comprises the steps of:{'b': '3', 'displacing the piston () from the upper dead centre towards the lower dead centre,'}{'b': 7', '3, 'keeping the first inlet valve () open during at least a part of the time the piston () is displaced from the upper dead centre to the lower dead centre ...

Control device for internal combustion engine

Provided is a control device for an internal combustion engine equipped with a cam switching device including a cam groove provided on the outer peripheral surface of a camshaft and an electromagnetic solenoid type actuator capable of protruding, toward the camshaft, an engagement pin that is engageable with the cam groove. The control device is configured, in causing the cam switching device to perform a cam switching operation, to perform energization of the actuator such that the engagement pin is seated on a forward outer peripheral surface, and to more lower, when an electric current (coil current) flowing through the actuator as a result of the energization is greater, an average electric voltage per unit time applied to the actuator in protruding the engagement pin toward the cam groove from the forward outer peripheral surface.

SYSTEM AND METHOD FOR DETERMINING AN OIL CONTAMINATION LEVEL OF AN ENGINE BASED ON A SWITCHING PERIOD OF A VALVE LIFT ACTUATOR TO IMPROVE ENGINE STARTUPS

A system according to the principles of the present disclosure includes a switching period module and at least one of a valve lift control module and a start-stop control module. The switching period module determines a switching period that elapses as a valve lift actuator of an engine switches between a first valve lift position and a second valve lift position that is different than the first lift position. The switching period begins when a measured position of the valve lift actuator corresponds to the first lift position and the switching period ends when the measured position of the valve lift actuator corresponds to the second lift position. The valve lift control module controls the valve lift actuator based on the switching period. The start-stop control module determines whether to automatically stop the engine based on the switching period. 1. A system comprising:a switching period module that determines a switching period that elapses as a valve lift actuator of an engine switches between a first valve lift position and a second valve lift position that is different than the first lift position, wherein the switching period begins when a measured position of the valve lift actuator corresponds to the first lift position and the switching period ends when the measured position of the valve lift actuator corresponds to the second lift position; and a valve lift control module that controls the valve lift actuator based on the switching period; and', 'a start-stop control module that determines whether to automatically stop the engine based on the switching period., 'at least one of2. The system of wherein the first valve lift position and the second valve lift positon each include one of a zero lift position claim 1 , a low lift position claim 1 , and a high lift position.3. The system of wherein the valve lift actuator switches between the first valve lift position and the second valve lift position by translating a lobe of a camshaft along a ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

An object of this invention is to appropriately control valve timings based on a fuel property and an engine temperature to improve exhaust emissions. An engine is equipped with a function that drives variable valve mechanisms to execute intake valve retarded-opening control and exhaust valve early-closing control. An ECU variably sets a low-temperature determination value based on an alcohol concentration in a fuel. If a water temperature of the engine is equal to or less than the low-temperature determination value, the ECU prohibits the intake valve retarded-opening control and permits the exhaust valve early-closing control. Consequently, during cold operation it is possible to avoid a deterioration in combustion properties (deterioration in in-cylinder turbulence) caused by intake valve control and thereby suppress a deterioration in exhaust emissions. Further, because exhaust valve control is permitted, for example, a negative overlap period that satisfies a control request can be secured by advancing the closing timing of the exhaust valve. Accordingly, exhaust emissions and catalyst warm-up performance can be improved. 1. A control device for an internal combustion engine , comprising:an intake variable valve mechanism for changing a valve timing of an intake valve;an exhaust variable valve mechanism for changing a valve timing of an exhaust valve;engine temperature acquisition unit for acquiring an engine temperature of the internal combustion engine;intake valve control unit for executing intake valve control that drives the intake variable valve mechanism to change a valve timing of the intake valve;exhaust valve control unit for executing exhaust valve control that drives the exhaust variable valve mechanism to open the exhaust valve before the intake valve opens;low-temperature determination value varying unit for setting a low-temperature determination value higher in proportion as an alcohol concentration in a fuel is higher;intake valve control ...

METHODS AND SYSTEMS FOR HUMIDITY AND PCV FLOW DETECTION VIA AN EXHAUST GAS SENSOR

Methods and systems are provided for estimating a PCV flow to an engine based on the output of an exhaust gas oxygen sensor. During DFSO conditions, a reference voltage of the sensor is modulated initially with an intake throttle open and then with the intake throttle closed. PCV flow leaking past the piston valves in an aging engine, as well as an ambient humidity estimate, are inferred based on the outputs of the sensor during the modulating with the intake throttle open and closed. 1. A method for an engine system , comprising: opening and closing an intake throttle;', 'modulating a reference voltage of an exhaust gas sensor with the intake throttle closed and open; and', 'indicating engine degradation based on positive crankcase ventilation (PCV) flow, the PCV flow based on outputs of the sensor during the modulating, wherein the throttle is positioned upstream of an exhaust gas recirculation (EGR) inlet of an air intake system of the engine system., 'during engine non-fueling conditions, where at least one intake valve and one exhaust valve are operating2. The method of claim 1 , wherein EGR is not adjusted during the modulating of the reference voltage of the exhaust gas sensor.3. The method of claim 1 , wherein spark timing is not adjusted during the modulating of the reference voltage of the exhaust gas sensor.4. The method of claim 1 , wherein air-fuel ratio is not adjusted during the modulating of the reference voltage of the exhaust gas sensor.5. The method of claim 2 , wherein opening the intake throttle includes fully opening the intake throttle claim 2 , and wherein the exhaust gas sensor is an exhaust gas oxygen sensor.6. The method of claim 2 , wherein modulating the reference voltage includes switching the reference voltage between a first claim 2 , lower voltage and a second claim 2 , higher voltage.7. The method of claim 2 , wherein indicating engine degradation based on the estimated PCV flow includes indicating engine degradation based on an ...

CONTINUOUS VARIABLE VALVE TIMING WITH INTERMEDIATE LOCK PIN AND METHOD FOR CONTROLLING THE SAME

A continuous variable valve timing with an intermediate lock pin and includes a camshaft, with a cam that protrudes from the camshaft, configured to lift a valve. In addition, a variable device is disposed at one side of the camshaft with a retarded angle chamber and an advanced angle chamber disposed therein. An oil control valve is configured to supply the retarded angle chamber or the advanced angle chamber with hydraulic pressure to retard or advance the rotation of the camshaft, respectively. Furthermore, a cam position detector is configured to detect a rotation position of the cam. A controller is configured to detect a signal of the rotation position of the camshaft from the cam position detector and vary a frequency of a PWM duty configured to operate the oil control valve, when a variation characteristic of the signal of the rotation position exceeds a predetermined range. 1. A continuous variable valve timing with an intermediate lock pin , comprising:a camshaft having a protruding cam disposed thereon configured to lift a valve;a variable device disposed at one side of the camshaft and a retarded angle chamber and an advanced angle chamber disposed within the variable device;an oil control valve configured to supply the retarded angle chamber or the advanced angle chamber with hydraulic pressure to retard or advance the rotation of the camshaft, respectively;a cam position detector configured to detect a rotation position of the cam; and detect a signal of the rotation position of the camshaft from the cam position detector; and', 'adjust a frequency of a pulse width modulation (PWM) duty to operate the oil control valve, when a variation characteristic of the signal of the rotation position exceeds a predetermined range., 'a controller configured to2. The continuous variable valve timing with an intermediate lock pin of claim 1 , wherein the variation characteristic includes a vibration width of the signal.3. The continuous variable valve timing with an ...

SYSTEM AND METHOD FOR OPERATING AN ENGINE THAT INCLUDES A FUEL VAPOR CANISTER

Systems and methods for operating an engine that includes a canister for storing fuel vapors are disclosed. In one example, one or more engine cylinders are deactivated in response to a level of fuel vapors stored in a fuel vapor storage canister when deceleration fuel shut off conditions are met. By deactivating one or more engine cylinders with closed intake and exhaust valves, it may be possible to reduce fuel vapors drawn into engine cylinders to reduce the possibility of cylinder misfire. 1. An engine operating method , comprising:holding intake and exhaust valves of a cylinder closed over one or more engine cycles via a controller in response to deceleration fuel shut off conditions being present and an amount of fuel vapor stored in a canister being greater than a threshold,where deceleration fuel shut off conditions include driver demand torque less than a threshold and vehicle speed greater than a threshold.2. (canceled)3. The method of claim 1 , further comprising inducting air into the cylinder and trapping the air in the cylinder while holding intake and exhaust valves of the cylinder closed.4. The method of claim 1 , further comprising ceasing fuel delivery to the cylinder while holding intake and exhaust valves of the cylinder closed over the one or more engine cycles.5. The method of claim 1 , further comprising ceasing spark delivery to the cylinder while holding intake and exhaust valves of the cylinder closed over the one or more engine cycles.6. The method of claim 1 , further comprising opening and closing intake and exhaust valves of a second cylinder while holding intake and exhaust valves of the cylinder closed.7. The method of claim 1 , where the canister is a fuel vapor storage canister that includes activated carbon.8. An engine operating method claim 1 , comprising:holding intake and exhaust valves of a cylinder closed over one or more engine cycles via a controller in response to deceleration fuel shut off conditions being present and an ...

VALVE DEACTIVATING SYSTEM FOR AN ENGINE

Systems and methods for operating an engine with deactivating valves are presented. In one example, a groove in a camshaft controls oil flow to a valve operator that selectively activates and deactivates a poppet valve of a cylinder. The groove moves with the camshaft so that oil delivery to the valve operator is timed properly to deactivate and reactivate the cylinder. 1. An engine system , comprising:a camshaft saddle including a stationary groove; anda camshaft including a discontinuous groove; the camshaft fitted to the camshaft saddle, the stationary groove aligned with the discontinuous groove.2. The engine system of claim 1 , where the discontinuous groove is oriented axially along the camshaft.3. The engine system of claim 1 , further comprising an oil inlet port in fluidic communication with the stationary groove.4. The engine system of claim 3 , where the oil inlet port is located along the camshaft saddle.5. The engine system of claim 4 , further comprising an oil pump supplying oil to the oil inlet port.6. The engine system of claim 5 , further comprising an oil control valve claim 5 , the oil control valve located along an oil gallery leading from the oil pump to the oil inlet port.7. The engine system of claim 1 , further comprising an oil outlet port located along the camshaft saddle.8. The engine system of claim 1 , where the oil outlet port is in fluidic communication with an intake valve operator.9. An engine system claim 1 , comprising:a camshaft including a first discontinuous groove, and a second discontinuous groove;a first valve body including a first stationary groove and a first inlet port and a first outlet port;a first intake valve operator in mechanical communication with the camshaft and in fluidic communication with the first discontinuous groove;a second valve body including a second stationary groove and a second inlet port and a second outlet port; anda second intake valve operator in mechanical communication with the camshaft and in ...

AUTOMATIC STOP/RESTART CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE AND VARIABLE VALVE ACTUATING APPARATUS

An automatic stop/restart control system for an internal combustion engine comprising: an engine stop device configured to stop fuel injection from a fuel injection valve in response to generation of an engine stop request during an operation of an internal combustion engine; and a restart device configured to restart the fuel injection from the fuel injection valve and opening an exhaust valve in a vicinity of a bottom dead center on an expansion stroke end side in response to generation of a restart request by a driver in a course of a decrease in number of revolutions of the internal combustion engine during stop of the fuel injection by the engine stop device. 1. An automatic stop/restart control system for an internal combustion engine , comprising:an engine stop device configured to stop fuel injection from a fuel injection valve in response to generation of an engine stop request during an operation of an internal combustion engine; anda restart device configured to restart the fuel injection from the fuel injection valve and to open an exhaust valve in a vicinity of a bottom dead center on an expansion stroke end side, in response to generation of a restart request by a driver in a course of a decrease in number of revolutions of the internal combustion engine during stop of the fuel injection by the engine stop device.2. An automatic stop/restart control system for an internal combustion engine according to claim 1 , wherein the restart device closes an intake valve in a vicinity of a bottom dead center on an intake stroke end side.3. An automatic stop/restart control system for an internal combustion engine according to claim 2 , wherein:in response to the generation of the restart request by the driver, when the number of revolutions of the internal combustion engine is more than a first predetermined number of revolutions, the restart device opens the exhaust valve on a front side of the bottom dead center on the expansion stroke end side; andwhen the ...

CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINES

A control system for internal combustion engines having four valves per cylinder. An inlet valve and an exhaust valve are controlled by a basic camshaft. Another inlet valve and another exhaust valve are controlled by a control camshaft. The two camshafts are connected to a crankshaft and engine torque is managed by an electronic control unit. The system comprises a motor/generator unit, connected to the control camshaft; a differential, connected to the crankshaft and to the control camshaft; a control shaft, connected to the differential; an actuator, connected to the control shaft; a one-way restrictor valve connected to a shut-off valve and to the actuator; an oil circuit, connected to the actuator by means of the shut-off valve and a control solenoid that acts on the shut-off valve. 2. The system for controlling internal combustion engines claim 1 , according to claim 1 , characterised in that the actuator is a cylinder divided into a first chamber and into a second chamber by means of a piston that is joined to a rigid shaft claim 1 , coaxial to a spring and located in the first chamber claim 1 , wherefrom a free end of the rigid shaft projects claim 1 , wherethrough it is joined to the control shaft claim 1 , wherein the second chamber is joined to the oil circuit by means of a restrictor valve and a shut-off valve controlled by a control solenoid.3. The control system for internal combustion engines claim 2 , according to claim 2 , characterised in that a first chamber is joined to the oil circuit by means of a second shut-off valve controlled by the control solenoid.4. The control system for internal combustion engines claim 2 , according to claim 2 , characterised in that both the first chamber and the second chamber of the actuator comprise an additional spring to resist the force exerted by the piston.5. The control system for internal combustion engines claim 1 , according to claim 1 , characterised in that the control solenoid can be deactivated in ...

VALVE TRAIN CARRIER ASSEMBLY

A valve train assembly includes an intake rocker arm, an exhaust rocker arm, a carrier configured to couple to a cylinder block and operably associated with the intake rocker arm and the exhaust rocker arm, the carrier including a first aperture, and a cylinder deactivation (CDA) capsule disposed within the first aperture. The CDA capsule is configured to move between a latched condition that transfers motion from a push rod to one of the intake rocker arm and the exhaust rocker arm, and an unlatched condition that absorbs motion from the push rod and does not transfer the motion to the intake rocker arm or the exhaust rocker arm. 1. A carrier for a valve train assembly having an intake rocker arm and an exhaust rocker arm , the carrier comprising: a first aperture configured to receive a first cylinder deactivation (CDA) capsule associated with the intake rocker arm; and', 'a second aperture configured to receive a second CDA capsule associated with the exhaust rocker arm., 'a first support wall having a first support wall body that defines at least one aperture for receiving a fastener that couples the first support wall to an engine block, a support flange extending from the first support wall and having a support flange body that defines2. The carrier of claim 1 , wherein the carrier further comprises a third aperture configured to receive a fluid control device claim 1 , wherein the third aperture is fluidly coupled to the first aperture and the second aperture such that the fluid control device selectively supplies a pressurized fluid to the first and second CDA capsules to transition the first and second CDA capsules between a latched position and an unlatched position.3. The carrier of claim 2 , further comprising:a second support wall having a second support wall body; andwherein the support flange extends between the first support wall and the second support wall.4. The carrier of claim 3 , wherein the first support wall has a shaft aperture configured to ...

PROTECTING AN INTERNAL COMBUSTION ENGINE OF A VEHICLE FROM DAMAGE BY INDUCTION OF LIQUID

A method () of protecting an internal combustion engine () of a vehicle () from damage by induction of liquid, the method () comprising: detecting () liquid in a gas induction system () to the engine (); and causing () valve control means () to at least perform one or both of the following: inhibiting gas intake into a combustion chamber () of the engine () during a gas intake stage () of a combustion cycle of the combustion chamber (); causing gas exhaust from a combustion chamber () of the engine () during a gas compression stage () of the combustion cycle of the combustion chamber (), wherein the valve control means () comprises at least one of a hydraulic circuit or an electromagnetic actuator for controlling, at least in part, the inhibiting gas intake into a combustion chamber () and/or at least one of a hydraulic circuit or an electromagnetic actuator for controlling, at least in part, the causing gas exhaust from a combustion chamber (). 115-. (canceled)16. A method of protecting an internal combustion engine of a vehicle from damage by induction of liquid , the method comprising:detecting whether liquid has ingressed via a gas induction system for the engine; and inhibiting gas intake into a combustion chamber of the engine during a gas intake stage of a combustion cycle of the combustion chamber; and', 'causing gas exhaust from a combustion chamber of the engine during a gas compression stage of the combustion cycle of the combustion chamber, wherein the valve control means comprises at least one of a hydraulic circuit or an electromagnetic actuator for at least partially controlling the at least one of the inhibiting gas intake and the causing gas exhaust., 'causing valve control means to perform at least one of the following17. The method as claimed in claim 16 , wherein the causing gas exhaust comprises at least one of the following:opening at least one exhaust valve of the combustion chamber and retarding closing of an intake valve that is open during ...

ENGINE SYSTEM AND COMPONENETS FOR CYLINDER DEACTIVATION AND EARLY EXHAUST VALVE OPENING

An engine system and valvetrain can comprise a rocker shaft combined with a first block, a first cylinder deactivation oil control valve in the first block, a second cylinder deactivation oil control valve in the first block. Also, a second block can be combined with the rocker shaft with a third cylinder deactivation oil control valve and an early exhaust valve opening oil control valve in the second block. The rocker shaft can comprise oil infeeds and oil outfeeds configured for supplying hydraulic pressure to the first and second blocks, the blocks can distribute the pressure to the control valves, and the blocks can return pressure to the rocker shaft. Intake and exhaust rocker arms can receive the returned pressure to actuate valves, and the rockers arms can be arranged line-to-line with no overlap during motion. 1. An engine system , comprising: a first cylinder deactivation oil infeed for supplying hydraulic pressure to a first cylinder deactivation oil control valve and a second cylinder deactivation oil control valve in a first block; and', 'first and second cylinder deactivation oil outfeeds, the first cylinder deactivation oil outfeed for connection to the first cylinder deactivation oil control valve and the second cylinder deactivation outfeed for connection to the second cylinder deactivation oil control valve., 'a rocker shaft, comprising2. The engine system of claim 1 , wherein the rocker shaft further comprises:an inlet oil infeed for supplying hydraulic pressure to a third cylinder deactivation oil control valve and to an early exhaust valve opening oil control valve in a second block; anda third cylinder deactivation oil outfeed for connection to the third cylinder deactivation oil control valve; andan early exhaust valve opening oil outfeed for connection to the early exhaust valve opening oil control valve.3. The engine system of claim 1 , wherein the rocker shaft comprises a common internal supply oil feed duct spanning within the rocker shaft ...

HIGH PRESSURE EGR FLOW MODEL HYBRID STRATEGY

A method to control an internal combustion engine including exhaust gas recirculation (EGR) system and an air charging system includes the following steps: (a) determining, via an engine controller, a first EGR mass flow rate using an orifice model; (b) determining, via the engine controller, a second EGR mass flow rate using a cylinder volumetric efficiency model; (c) determining, via the engine controller, a hybrid EGR mass flow rate based on the first EGR flow rate and the second EGR flow rate; and (d) controlling the air charging system based on the hybrid EGR flow rate. 1. A method to control an internal combustion engine including exhaust gas recirculation (EGR) system and an air charging system , comprising:determining, via an engine controller, a first EGR mass flow rate using an orifice model;determining, via the engine controller, a second EGR mass flow rate using a cylinder volumetric efficiency model;determining, via the engine controller, a hybrid EGR mass flow rate based on the first EGR flow rate and the second EGR flow rate; andcontrolling the air charging system based on the hybrid EGR flow rate.2. The method of claim 1 , further comprising:determining an exhaust manifold temperature;determining an intake manifold pressure;determining an exhaust manifold pressure;determining a position of a first EGR valve of the EGR system; andwherein the first EGR mass flow rate is a function of the position of the first EGR valve, the exhaust manifold temperature, the intake manifold pressure, and the exhaust manifold pressure.4. The method of claim 3 , further comprising determining a throttle mass flow rate.5. The method of claim 4 , further comprising determining a total cylinder mass flow rate.6. The method of claim 5 , wherein the second EGR mass flow rate is a function of the throttle mass flow rate and the total cylinder mass flow rate.7. The method of claim 6 , wherein the second EGR mass flow rate is expressed as:{'br': None, 'i': {dot over (m)}', '={dot ...

NVH MANAGEMENT IN DIESEL CDA MODES

A method for entering and exiting cylinder deactivation modes in a diesel engine, comprises monitoring an engine speed from an idle engine speed to a governed engine speed and monitoring an engine load. If the monitored engine speed is the idle engine speed up to the governed engine speed, and if the engine load is less than the predetermined low load condition, then implementation of a cylinder deactivation mode is restricted to one of a 2 cylinder deactivation mode, a 3 cylinder deactivation mode, or a 4 cylinder deactivation mode. A cylinder deactivation mode is selected for engine operation among the 2 cylinder deactivation mode, the 3 cylinder deactivation mode, and the 4 cylinder deactivation mode to operate the engine at an effective frequency that avoids two resonant frequencies of the vehicle and to operate the engine below a torsional vibration limit. 1. A method for entering and exiting cylinder deactivation modes in a diesel engine , comprising:monitoring an engine speed from an idle engine speed to a governed engine speed;monitoring an engine load;if the monitored engine speed is a governed engine speed or if the monitored engine load is greater than a predetermined low load condition, then full engine operation is implemented and cylinder deactivation modes are exited, or then the engine operation is restricted from entering any cylinder deactivation mode but a coast operation mode;if the monitored engine speed is the idle engine speed up to the governed engine speed, and if the engine load is less than the predetermined low load condition, then implementation of a cylinder deactivation mode is restricted to one of a 2 cylinder deactivation mode, a 3 cylinder deactivation mode, or a 4 cylinder deactivation mode; andselecting a cylinder deactivation mode for engine operation among the 2 cylinder deactivation mode, the 3 cylinder deactivation mode, and the 4 cylinder deactivation mode to operate the engine at an effective frequency that avoids two ...

SYSTEMS AND METHODS FOR PURGING A FUEL VAPOR CANISTER IN DUAL-PATH PURGE SYSTEMS

Methods and systems are provided for improving fuel vapor storage canister purging operations for vehicles with dual-path purge systems. In one example, a method may include purging fuel vapors from a fuel vapor storage canister to an engine of a vehicle via a single path, and in response to an unmetered increase in a concentration of the fuel vapors being purged to the engine via the single path, switching the fuel vapors to be purged to the engine via two paths simultaneously. In this way, fuel vapors may be distributed in time along the two paths, which may lower an effective concentration of fuel vapors entering the engine and may thereby avoid degradation of engine operating conditions. 1. A method comprising:purging fuel vapors from a fuel vapor storage canister to an engine of a vehicle via a single path; andin response to an inferred increase in a concentration of the fuel vapors being purged to the engine via the single path, switching to purging the fuel vapors to the engine via two paths including the single path, simultaneously.2. The method of claim 1 , wherein a time frame between the fuel vapors exiting the fuel vapor storage canister and entering the engine is different for each of the two paths.3. The method of claim 1 , wherein the single path is one of a vacuum path where the fuel vapors are routed to the engine without passing through an intake throttle or a boost path where the fuel vapors are routed to the engine through the intake throttle; andwherein the two paths include both the vacuum path and the boost path.4. The method of claim 1 , wherein switching to purging the fuel vapors to the engine via the two paths simultaneously further comprises:adjusting one or more of an engine intake manifold vacuum and a throttle inlet pressure based on how much the engine intake manifold vacuum and/or throttle inlet pressure have to be increased or decreased by to switch the fuel vapors to be purged via the two paths simultaneously.5. The method of claim ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control device for an internal combustion engine includes an intake air amount controller and a variable valve controller. The intake air amount controller includes an exhaust manifold pressure calculator, an engine intake air amount calculator, a volumetric efficiency correction coefficient calculator, a cylinder intake air amount calculator, an exhaust gas flow rate calculator, and a cylinder intake air amount controller. The volumetric efficiency correction coefficient calculator calculates a volumetric efficiency correction coefficient based on a pressure ratio between an intake manifold pressure and an exhaust manifold pressure, a rotational speed of the internal combustion engine, and an actuation state of at least one of an intake valve and an exhaust valve. 1. A control device for an internal combustion engine , comprising:an engine intake air amount calculator configured to calculate an engine intake air amount being an amount of air sucked into an intake pipe of the internal combustion engine;an intake manifold pressure measurer configured to measure an intake manifold pressure of the internal combustion engine;an exhaust manifold pressure calculator configured to calculate an exhaust manifold pressure of the internal combustion engine;a rotational speed measurer configured to measure a rotational speed of the internal combustion engine;a variable valve controller configured to variably control an actuation state of at least one of an intake valve and an exhaust valve of the internal combustion engine;a volumetric efficiency correction coefficient calculator configured to calculate a volumetric efficiency correction coefficient for associating the engine intake air amount and a cylinder intake air amount being an amount of air sucked into a cylinder of the internal combustion engine with each other; anda cylinder intake air amount calculator configured to calculate the cylinder intake air amount being the amount of air sucked into the cylinder from the ...

METHODS AND SYSTEMS FOR ADJUSTING A FLOW OF GASES IN A SCAVENGE EXHAUST GAS RECIRCULATION SYSTEM OF A SPLIT EXHAUST ENGINE SYSTEM

Methods and systems are provided for adjusting operation of a split exhaust engine system based on a total flow of gases through a scavenge exhaust gas recirculation system of the split exhaust engine system. In one example, a method may include setting a cam timing correction based on a difference between a first value and a second value of a flow through an exhaust gas recirculation (EGR) passage, the first value determined based on a first parameter set including a cylinder valve overlap area and the second value determined based on a second parameter set not including the cylinder valve overlap area, and operating at least one of an intake cam and an exhaust cam at a corrected timing using the cam timing correction. In this way, the flow through the EGR passage may be adjusted even without active control of a valve coupled in the EGR passage. 1. A method , comprising:setting a cam timing correction based on a difference between a first determination and a second determination of a flow through an exhaust gas recirculation (EGR) passage, the first determination based on a cylinder valve overlap and the second determination independent of the cylinder valve overlap; andoperating at least one of an intake cam and an exhaust cam at a corrected timing using the cam timing correction.2. The method of claim 1 , wherein:the EGR passage couples a scavenge exhaust manifold to an intake passage of an engine;the scavenge exhaust manifold is coupled to each cylinder of the engine via a scavenge exhaust valve, the scavenge exhaust valve controlled via the exhaust cam;the intake passage is coupled to each cylinder via an intake manifold and an intake valve, the intake valve controlled via the intake cam; andthe cylinder valve overlap is an opening overlap area between the scavenge exhaust valve and the intake valve.3. The method of claim 2 , wherein each cylinder is coupled to an exhaust passage via a blowdown exhaust valve and a blowdown manifold claim 2 , the blowdown ...

Method and system for deecting malfunction of fastening bolt in cvvt

CVVT의 체결 볼트 이상 감지 방법이 소개된다. 이를 위해 본 발명은, 캠샤프트 포지션 센서가 정상적으로 작동하는지 판단하는 단계; 상기 캠샤프트 포시션 센서를 이용 캠 샤프트의 최지각 위치를 학습하는 단계; 캠 샤프트의 최지각 위치를 학습하는 단계가 정상인지를 판단하는 단계; 및 상기 캠 샤프트의 최지각 위치를 학습하는 단계가 정상인 경우 학습시 사용된 PWM듀티값이 설정된 제1기준값과 비교하는 단계를 포함한다. A method of detecting an abnormality in the fastening bolt of a CVVT is introduced. To this end, the present invention comprises: determining whether the camshaft position sensor is operating normally; Learning the position of the cam shaft using the camshaft position sensor; Determining whether the step of learning the maximum crest position of the camshaft is normal; And comparing the PWM duty value used in the learning with the first reference value if the step of learning the most-angular position of the camshaft is normal.

用于检测cvvt中的紧固螺栓的故障的方法和系统

本发明涉及用于检测CVVT中的紧固螺栓的故障的方法和系统。一种用于检测连续可变气门正时(CVVT)中的紧固螺栓的故障的方法包括：判定凸轮轴位置传感器是否正常地工作；使用凸轮轴位置传感器获悉凸轮轴的最延迟角位置；判定获悉的凸轮轴的最延迟角位置是否正常；并且当获悉的凸轮轴的最延迟角位置正常时，将在获悉中使用的PWM占空比值与设置的第一参考值进行比较。

用于内燃机的控制装置和控制方法

本发明提供了用于内燃机的控制装置和控制方法。该控制装置包括电子控制单元。电子控制单元基于发动机的旋转速度和负荷因子来计算进气阀的目标相位角、排气阀的目标相位角以及目标交叠时段。电子控制单元被配置成在进气阀和排气阀的阀正时提前的情况下、当负交叠发生时将进气阀的目标相位角和排气阀的目标相位角设定为排气阀和进气阀的目标相位角。

Continuous variable vavle duration apparatus and engine provided with the same

본 발명은 밸브의 개폐 듀레이션을 가변할 수 있는 연속 가변 밸브 듀레이션 장치에 관한 것이다. 본 발명에 의한 연속 가변 밸브 듀레이션 장치는 캠 축; 캠이 형성되고, 상기 캠 축이 삽입되며, 상기 캠 축에 대한 상대적인 위상이 가변 될 수 있고 캠 키가 형성된 캠 유닛: 제1, 2 슬라이딩 홀이 각각 형성되고 상기 캠 축의 회전을 상기 캠 유닛에 전달하는 이너 브라켓; 상기 이너 브라켓이 회전 가능하게 삽입되며, 상기 캠 축과의 상대적인 위치가 가변되는 슬라이더 하우징; 상기 슬라이더 하우징의 위치를 선택적으로 이동시키는 제어부; 상기 캠 키가 슬라이딩 가능하게 삽입되는 캠 키 슬롯이 형성되며, 상기 제2 슬라이딩 홀에 회전 가능하게 삽입되는 캠 핀; 및 상기 제1 슬라이딩 홀에 회전 가능하게 삽입되며, 상기 캠 축에 슬라이딩 가능하게 삽입되는 슬라이더 핀;을 포함한다. The present invention relates to a continuously variable valve duration device capable of varying the opening and closing durations of the valves. The continuous variable valve duration device according to the present invention includes a cam shaft; Wherein the cam shaft is inserted, the relative phase with respect to the camshaft can be varied, and the cam unit formed with the cam key: first and second sliding holes are respectively formed, and rotation of the camshaft is transmitted to the cam unit Inner bracket to transmit; A slider housing into which the inner bracket is rotatably inserted and whose position relative to the cam shaft is variable; A controller for selectively moving the position of the slider housing; A cam pin formed with a cam key slot into which the cam key is slidably inserted and rotatably inserted into the second sliding hole; And a slider pin rotatably inserted into the first sliding hole and slidably inserted into the cam shaft.

Variable valve timing device

可变阀正时系统和用于控制可变阀正时系统的方法

可变阀正时系统通过以根据相位区域而变化的减速比减小致动器的操作量来改变阀相位。当阀相位在相位变化量与致动器的操作量的比率较低(即减速比较高)的区域(2500)以外时，致动器会由于例如施加到凸轮轴的反作用力而被操作，并会引起不期望的阀相位变化。因而，当存在发出发动机停止指令的可能性时，例如当发动机正在起动时和尽管发动机正在运转但车辆没有正在行驶时，目标相位值被限制到比相位限制值(IVlmt)更延迟的区域，该相位限制值(IVlmt)是在考虑到从发出发动机停止指令发出时起直到发动机停止时阀正时能够被改变的量的情况下设定的。