Electrical Control TRIZ Cases

Engine speed and fuel injection select full-closed, adjusted, or periodic EGR modes to limit NOx emissions and deposits.

Compare actual and expected exhaust-gas signal profiles to detect crankcase ventilation line leaks without adding diagnostic hardware.

A controller-actuated injector pivots toward the spark plug during starting and toward the piston during running to improve fuel distribution.

Pilot fuel enters the air intake before primary injection to improve sustainable-fuel combustion and reduce combustion residuals.

Engine output comparisons adjust fuel-injector parameters to offset drift and maintain power in mono-fuel and dual-fuel engines.

The case uses staged pilot and direct fuel injection to support low-cetane sustainable-fuel combustion and reduce residuals.

Auxiliary fuel injection controls ignition of compressed ammonia-hydrogen mixtures, limiting premature ignition and improving exhaust gas quality.

Resonant acoustic waves heat oil passages before cold starts, reducing viscosity and delivery delays for engine lubrication and cooling.

Identical camshaft adjusters learn their chain positions from crankshaft and adjacent-unit signals, reducing manual configuration during engine assembly.

An ECU switches between high- and low-cetane fuels by engine load to support renewable fuel use and simplify exhaust aftertreatment.

Acoustic and chemiluminescence time series predict lean blowout early, enabling fuel-air adjustment or flame reignition.

Power-use detection triggers throttle-valve full closure at engine shutdown, using pumping loss to position the crankshaft for smoother restart.

A temperature-aware controller ignites directly injected alcohol-containing fuel during injection to improve cold-start reliability.

Splitting alcohol-fuel delivery between intake and compression strokes limits cylinder-wall oil dilution while maintaining engine output in cold conditions.

Pressurized liquid fuel changes phase using intake air, cooling the charge to increase air density and address gaseous fuel slip.

Adjusting intake throttle and bypass valves keeps SCR inlet temperature near 380–420°C, limiting condensation and supporting passive or active regeneration.

A plant model predicts cylinder state quantities before combustion, enabling corrected injector, spark, and valve controls to reduce cycle variations.

Ambient air density controls the compressor’s electric motor to manage boost pressure and reduce pressure-regulation hardware.

Nested control loops adjust injection timing, secondary-fuel substitution, and air-to-fuel ratio to manage knock and NOx in dual-fuel engines.

Butterfly valves with actuator control close intake ports while allowing clearance-volume air flow, reducing negative pressure and crankshaft load.

Hydrogen-assisted catalyst regeneration lowers SOx desorption temperatures while sensor control helps limit ammonia slip.

Operating cylinder groups in compression release, motoring, and power modes quickly reduces negative crankshaft torque during brake deactivation.

Controlling air excess ratio and auxiliary-fuel timing balances unburned ammonia and NOx for compact exhaust purification.

A variable compression device lowers compression-end pressure while maintaining air charge, helping control gaseous-fuel concentration and abnormal combustion.

Intake throttle and bypass valves use temperature feedback to keep SCR inlet conditions in range and prevent low-temperature condensation.

Cold energy from liquefied gas vaporization produces nitrogen for the intake, reducing abnormal combustion and NOx without complex EGR equipment.

Fluctuating hydrogen content can raise NOx emissions; adaptive air-ratio and ignition control preserves engine dynamics without a hydrogen sensor.

Alternating lean and rich hydrogen combustion lets a NOx storage catalyst regenerate without continuous external reducing-agent dosing.

Stored lambda targets selected by drive-unit operating state refine fuel-mixture control during temperature changes and improve catalyst pollutant conversion.

A compatibilizer bridges ammonia or alcohol fuel with hydrocarbon combustion improvers to achieve molecular mixing and stable engine combustion.

Heating air or low-GHG fuel enables combustion, while sensor feedback reduces or stops heating when pre-ignition is detected.

Separate ammonia and hydrocarbon liquid-fuel injectors feed one auxiliary chamber, promoting uniform mixing and reducing nitrogen oxide emissions.

Counting misfires within one crank cycle lets the controller shut off fuel gas before unburned gas causes exhaust-path combustion.

A single valve injects hydrocarbon auxiliary fuel ahead of low-GHG main fuel to stabilize combustion while avoiding two common-rail systems.

An ammonia-fueled engine routes exhaust through adsorption and selective reduction catalysts to balance ammonia and nitrogen oxide purification.

Temperature-triggered valve closure or 1 mm lift drains condensed water before freezing and preserves engine startability.

Adjusting air excess ratio, liquid-fuel injection timing, and pressure stabilizes ammonia engine combustion across changing fuel blends.

Delaying intake valve opening and heating intake air during cold start helps improve combustion completeness and limit emissions-system fouling.

Multi-stage fuel injection feeds unburned hydrocarbons to an oxidation catalyst, using reaction heat to warm the downstream SCR catalyst faster.

An electric main-fuel injector paired with mechanical auxiliary injection supports stable idle and low-load operation on low-GHG fuels.

To curb warm-up hydrocarbon emissions, an ECU alternates fuel-injection interruption and activation to heat the catalyzer without added air circuits.

A surrounding case and vapor-specific fuel detectors identify toxic leaks near an engine, supporting ventilation without costly detoxification equipment.

Nested control loops adjust injection timing, secondary-fuel substitution, and air-to-fuel ratio to limit knock and NOx emissions.

PWM control adjusts exciter spark rate and energy storage to match engine conditions, reducing component wear while supporting reliable ignition.

Relay-based failover coordinates manual and automated PWM throttle signals, preventing conflicts that can cause sudden vehicle movements.

Separate metering valves and an external mixer homogenize diesel and methanol, smoothing power transitions and closing the fuel-mode power gap.

A rotary exhaust valve phases port closure in a two-stroke engine to limit unburned fuel escape while supporting supercharged cylinder charging.

Hydrogen and hydrocarbon fuel systems switch or blend under engine-condition control to reduce exhaust emissions while preserving fuel availability.

Air-fuel feedback adjusts fuel during idling with secondary air, stabilizing exhaust gas and helping prevent stalling.

A calculation controller adjusts a second valve by tank conditions to depressurize rapidly, prevent vent-valve locking, and avoid fuel or gas ejection.

A preheater warms the exhaust gas treatment unit before entering emission zones while an engine controller lowers output to minimize pollutant generation.

A motor control method generates stationary magnetic fields to pre-heat pump walls using Joule heating.

An engine control system dynamically adjusts fuel injection based on rotation state to counteract hydraulic load-induced speed drops.

An alternator load shedding mechanism adjusts electrical power to selected devices during deceleration to maintain engine speed.

Dynamic parameter adjustment minimizes fuel and reducing agent costs while maintaining emission compliance and component load limits.

Adaptive heater control differentiates ammonia from flammable gas concentrations via a single sensor, eliminating the need for separate detection units.

A NOx catalyst regeneration system coordinates air flow reduction before fuel injection to optimize exhaust purification.

Dual injection timing reduces soot emission while maintaining engine torque and thermal efficiency.

A control apparatus adjusts feedback and purge coefficients to maintain stoichiometric air-fuel ratios during evaporated fuel gas operations.

A diesel oxidation and nox absorber catalyst stores exhaust pollutants upstream of a selective catalytic reduction unit.

Blipping control raises engine speed to reduce torque converter rotational differences, enabling stable lock-up clutch engagement and immediate deceleration.

A mixture supply system uses a bypass valve and variable intake valve timing to control excess air ratios in internal combustion engines.

Continuous integral term calculation prevents temperature instability when the exhaust brake valve closes.

A controller maintains an auto-stopped engine when a driver exits a vehicle by securing wheels against rotation.

A control device adjusts fuel-cut timing during gear shifts to maintain exhaust gas recirculation flow.

Relocating the secondary air injection site downstream in the exhaust system alters gas flow dynamics to enable efficient catalytic converter heating.

A correction quantity storage unit holds pre-acceleration values to stabilize fuel injection time calculations.

Dynamically adjusts turbine expansion ratio limits via exhaust flow measurements to prevent turbocharger degradation during particulate filter regeneration.

A control computer determines pressure decay values at distinct fuel system pressures to identify leakage sources.

A fuel vapor processing system monitors pressure changes during refueling to identify clogged passages.

A control circuit enables an electric motor to supply supplemental torque when turbine output falls short, resolving transient air handling delays.

Indicated torque feedback calculates new spark timing to regulate engine idle speed, reducing calibration complexity across varying loads.

An engine controller divides fuel injection into two periods to prevent pre-ignition during high-risk compression phases.

Theoretical catalyst models detect impending window exits early by comparing actual lambda measurements against predicted target signals to correct offsets.

A dual EGR path exhaust emission control device switches between high-pressure and low-pressure recirculation routes based on air/fuel ratio conditions.

A turbocharger control means applies smoothing to a rotational speed command via a first-order lag element and rate limiter.

A micro-pilot gas engine adjusts fuel valve timing to stabilize combustion during startup.

Segmented auxiliary throttle and venturi control resolves purge flow inefficiencies while maintaining stable idle speed.

Measures synthetic fuel proportion and adjusts air-fuel ratio and injection pressure to reduce particulate emissions.

Actuating cam phasers modifies valve timing to limit oxygen delivery, preventing catalyst saturation and preserving NOx conversion efficiency.

A continuously variable transmission drive belt cooling system supplies controlled synthetic oil flow to prevent rocking edge wear during low torque operations.

A predictive controller modulates engine torque and speed based on road grade and traffic data.

Manages high exhaust temperatures from GPF filtration by adjusting EGR valve openings and pump power, maintaining safe gas conditions for engine intake.

A control unit heats the NOx sensor before engine start to ensure accurate emission measurements.

Controller switches to direct injection only when ethanol exceeds a threshold, reducing particulate emissions.

Downstream carbon dioxide sensors detect exhaust gas composition changes to resolve dead-band response delays in resistive particulate matter detection systems.

Retarding ignition timing prevents combustion gas inflow into the injector while increasing hydrogen injection amount maintains torque output.

An accumulator stores air-fuel mixtures in the intake path to enable rapid release during startup.

A control system restricts engine power output using dynamic accelerator thresholds to manage throttle valve opening degrees during simultaneous pedal operation.

Dynamic valve control reduces pumping losses and energy consumption while enhancing inertial energy utilization.

Segmenting engine control into hierarchical levels reduces calibration cycles by treating slower subsystem dynamics as static parameters for faster processing.

Parallel diagnostic resistance restores diagnosis capability lost by digital control, verifying DA conversion circuit current supply magnitude.

A cam phaser control system toggles electric motor power during engine off periods to maintain optimal camshaft positioning.

A fuel injector control method detects valve closing timing using induced current signals from the solenoid.

A low-pressure pump control method uses volume valve intake phases to manage fuel delivery rates without external pressure sensors.

A purification system adjusts the NOx storage amount threshold based on catalyst deterioration to maintain emission control.

A supercharging pressure control device reduces boost pressure based on intake air temperature thresholds to protect engine components.

A piezoelectric actuator drive device adjusts a peak threshold value to control discharging energy rates.

A fuel property diagnostic device analyzes exhaust filter clogging data to determine regional fuel quality standards.