Electrical Control TRIZ Cases

A comparator, flip-flop, current-mirror circuit extends injector pulses without changing trigger voltage or frequency in exhaust after-treatment.

A synchronized full-bridge ZVS oscillator heats fuel injector components while cutting switching noise, power dissipation, and transformer complexity.

Closed-loop servo control compensates pyroelectric drift in piezoelectric cylinder-pressure signals, keeping a stable reference during rapid engine cycles.

Inverse sensor modeling accelerates slow engine sensor signals while limiting noise, giving controllers faster and more accurate inputs.

A threshold-sensing pre-charge circuit cuts IGBT turn-on delay while keeping soft turn-on control stable for accurate ignition sparks.

Predictive PWM polarity and type selection cuts harmonic content, ripple current, and heating in open-delta H-bridge PM machines.

Condensed exhaust water is reused for injection to curb knock and NOx in hydrogen engines without frequent tank refills.

Post-catalyst oxygen feedback keeps the air-fuel ratio stable during overspeed control, reducing catalyst temperature swings and deterioration.

Cylinder deactivation keeps the air-fuel ratio in range during low-load gas operation, cutting fuel use and avoiding misfire risk.

Blended tank flow control with temperature and viscosity sensing enables safer ship fuel switching while reducing costly MGO or MDO use.

Separating EFI and ISG control into two linked controllers cuts ECU bulk, heat buildup, service complexity, and calibration effort.

Alternating two intake valves during the intake stroke raises in-cylinder turbulence, improving combustion speed, stability, and emissions.

Rail pressure sensing across injection cycles lets one controller detect injector drift and correct fuel quantity for stable emissions and performance.

Adjusting starting fuel valve opening by engine speed and temperature helps prevent stalls, lean or rich mixtures, and vapor lock.

Split hydrogen injections before and after intake valve closure improve mixture homogeneity while reducing pre-ignition and backfire risk.

Return-line control recovers redundant gaseous fuel from the rail or engine during pressure drops, reducing venting, waste, and safety risk.

Intercepted throttle signals limit opening before detonation starts, enabling higher compression engine operation with better fuel efficiency.

Pure nitrogen is injected during compression to form a stratified combustion chamber, cutting NOx while preserving engine efficiency.

A prechamber fed by hydrogen cracked from ammonia improves ignition reliability and ammonia combustion efficiency while limiting stored hydrogen.

Pressure signal amplitude and phase in a gaseous fuel rail reveal fuel specific gravity, enabling automatic dual-fuel engine adjustment.

When oil moisture evaporates and crankcase pressure surges, engine output is limited to prevent oil from being jetted into the intake passage.

A bypass line and valve route the fuel-air mixture around the charge air cooler at startup to avoid stale mixture and shorten engine start time.

Oxygen injection into the prechamber stabilizes ammonia ignition, expands combustion limits, and helps cut NOx in ammonia engines.

Sub-chamber fuel reduction and ignition retard suppress knocking and stabilize lean combustion in divided-combustion-chamber engines.

Tracks catalyst loading from exhaust temperature and health criteria to warn of overload before exothermal damage and catalyst degradation.

Correlates component deterioration with emission reduction efficiency to identify the most effective exhaust aftertreatment part to replace.

Selective switching between direct injection and intake-path fueling boosts gas engine response at low speeds while limiting exhaust emissions.

A split ECU sends crank angle pulses during normal ACG starter rotation and a flat signal in reverse to simplify wiring and block fuel injection.

A direct bypass from the air-fuel mixer to the intake manifold cuts fumigation engine cranking time without extra compressors or larger batteries.

By lowering downstream intake pressure when hydrogen builds up, this case vents the crank chamber without a dedicated fan or added packaging space.

Secondary intake valve lift with lost-motion reset enables internal EGR up to 35% without dedicated hardware, cutting cost and complexity.

By correcting only asynchronous fuel injection, this control approach stabilizes synchronous injection and helps reduce PM emissions.

Mass-based partial injection scheduling limits wall wetting during cold starts, cutting HC and NMHC emissions while preserving combustion stability.

An integrated marine EGR exhaust path cleans recirculated gas and absorbs SOx and CO2 to cut corrosion and improve combustion efficiency.

Detecting attached marine accessories and notifying the operator helps preserve maneuvering feel by prompting speed and handling adjustments.

Synchronizing electromagnetic valve timing with injector opening suppresses gaseous fuel pressure fluctuation and improves injection accuracy.

Calculating exhaust backpressure with the turbocharger actuator open improves basic boost pressure control, cutting fuel use and stabilizing charge control.

A stored reference operating point validates richness deviation end points by comparing temporary corrections under similar engine conditions.

A richer pre-chamber gas charge auto-ignites lean methane combustion, removing diesel ignition while supporting cold starts and lower NOx.

A two-stage intake valve strategy builds tumble and swirl to stabilize diluted spark-ignition combustion while lowering emissions and heat loss.

A two-stage intake valve strategy builds tumble then swirl to improve air-fuel mixing, combustion stability, and emissions in SI engines.

Dynamic skip-spark and fuel control limits exhaust flammability during load shedding to curb manifold over-pressure, overspeed, and emissions.

Engine operating data and location are used to predict fuel properties across a distribution grid without manual sampling or detailed grid maps.

Variable intake valve timing and a central outward-opening injector create stratified charge near the spark plug while reducing wall wetting and emissions.

Fuel distillation data and optimized adjustment temperature help limit lubricant dilution from sustainable fuels, reducing wear and oil volatility.

Cyclonic fuel-vapor separation returns liquid fuel to the tank and keeps activated carbon dry for more effective evaporative emissions control.

Adjusting ignition timing to hydrogen content compensates faster combustion in natural gas engines, preserving efficiency and lowering NOx emissions.

Additional intake and exhaust sensing flags unauthorized engine modifications and restricts output before legal limits are exceeded.

Projected request behavior lets MPC coordinate VGT, EGR, and intake valve commands to avoid actuator interaction errors and improve engine operation.

Adaptive learning gain uses deviation and confidence checks to block atypical actuator updates while speeding engine model convergence.

A control system adjusts fuel feed amount using running state and feedback compensation coefficients to rapidly converge air-fuel ratios.

Controller adjusts cylinder temperature and EGR valve based on exhaust gas composition estimates to stabilize combustion.

A method extracts engine position from existing speed signal patterns without adding sensors.

Segmenting torque control resolves communication delays between sensors and the PCM, ensuring prompt front wheel load application during vehicle turning.

Electronic control unit segments cooling fuel injection to suppress air-fuel mixture homogeneity deterioration while reducing NOx emissions.

Multi-mode PWM control adjusts AC induction motor speed to eliminate energy wastage from excessive flow and bypass operations.

Segmented cylinder control reduces emission system complexity by optimizing fuel mix across distinct operating zones.

Predicting SCR temperature evolution via thermal inertia prevents overshoot, reducing fuel waste during diesel exhaust heat-up.

A fuel-saving control unit adjusts injection based on accelerator position and surplus drive force calculations.

Estimates first-half combustion period using in-cylinder volume and engine rotation speed to produce heat generation rate waveforms.

A fuel pressure control system detects sensor drift to replace measured values with predetermined pressures.

Segmented cylinders route rich exhaust to regenerate a lean NOx catalyst, resolving combustion stability and emissions trade-offs.

A control system adjusts individual cylinder fuel quantities to evaluate starting characteristics and running smoothness during operation.

An engine controller delays fuel injection onset to allow the lubrication pump to prime before combustion begins.

Adjusting fuel injection end timing relative to intake valve open timing reduces residual unburned hydrocarbons by leveraging blow-back exhaust gas.

A combustion system uses multi-stage fuel injection to create a rich air-fuel mixture near the ignition plug for controlled flame propagation.

A variable displacement engine oil pump adjusts its output pressure to match real-time lubrication demands across engine components.

Sets fuel injection based on engine speed thresholds to jump past the powertrain resonance range, reducing vibrations during start-up.

A regeneration control system times active diesel particulate filter maintenance using telematic data and road characteristics to minimize extra fuel consumption.

Analyzing output change period alongside extremum values detects gradual deterioration in air-fuel ratio sensors, reducing false positives.

Heterogeneous fuel distribution suppresses engine knocking by concentrating high octane fuel in the end gas region while using less overall fuel.

A control device manages electric intake air supply for lean combustion mode in vehicular internal combustion engines.

An exhaust wind duct channels cooling air from an intercooler to a rear discharge position above the engine.

A vehicle driving force control device adjusts the rate of actual force increase based on detected stagnation periods to manage boost pressure.

Homogeneous muffler mixing enables conventional lambda sensors to detect air-fuel ratios despite scavenging interference.

Delayed fuel injection and dynamic exhaust brake activation minimize NOx production and smoke during cold starts.

Electronic valves adjust fuel pressure in pre-combustion and main chambers via sensor feedback, resolving mechanical regulator limitations.

A superturbocharged engine control system adjusts a continuously variable transmission ratio to optimize power delivery across varying loads.

A vehicle control system raises engine idling speed when a battery disconnects to maintain generator power output.

A control circuit adjusts injector valve on-time to compensate for nozzle coking and maintain consistent fuel delivery.

A split exhaust engine system routes blowthrough air through cylinders to recirculate exhaust gases and maintain stoichiometric mixtures.

A vibration detection device analyzes magnitude in a narrow frequency band and waveform shape in a broader band to identify engine knocking.

Housing ribs position cam components to reduce machining complexity and leakage risks.

An ignition control unit estimates auxiliary chamber temperature to adjust spark timing without adding physical sensors.

A controller overrides coolant temperature signals to simulate higher engine heat during warm-up phases.

A water injection device circulates thawed fluid to distribute heat evenly across the system.

A spark plug detects electric-discharge channel current to estimate in-cylinder vortex positions and triggers supplemental ignition.

An intake track harnesses exhaust waste heat to vaporize fuel, resolving incomplete combustion caused by insufficient mixing time.

Segmenting fuel delivery into three injections resolves the trade-off between low fuel consumption and high particle emissions.

A dynamic EGR valve diagnosis compares reference intake pressure with detected values to identify abnormalities across varying engine states.

A controller transforms knock sensor signals into feature vectors to predict engine event locations using a predictive model.

A high pressure fuel pump control system adjusts solenoid valve timing using cam and crank angle signals to maintain precise fuel discharge.

A fuel control module adjusts a correction factor to induce a system fault.

Adapts electrically triggered actuator stops by comparing trigger signal characteristic variables against predefined values.

A system cleans combustion soot from exhaust gas sensors by raising and holding temperature at a desoot level.

A wear estimation system calculates incremental component degradation using sensor data and fuel commands to optimize maintenance scheduling.

A hybrid fuel injection system uses a lost motion lifter to decouple the high-pressure pump from the engine during partial load operation.

Upstream fuel injection raises particle filter temperature while an exhaust brake generates counter-torque to maintain constant crankshaft torque during towing.

A control system maintains engine torque while adjusting spark timing and airflow to regenerate a gasoline particulate filter.

High-pressure cylinder internal injection near compression top dead center shortens fuel atomization and combustion periods.