Electrical Control TRIZ Cases

Heating inflow fuel lowers viscosity and reduces electromagnetic valve cycling, wear, and heat during pressure control.

Turbocharger lag delays torque delivery; a vehicle dynamic score triggers actuator prepositioning to build turbine power before demand rises.

An engine controller caps hydrogen fuel injection by load and retunes the limit when exhaust NOx rises, containing gas-property deterioration.

Temperature, pressure, and level feedback keeps DME in a desired state, supporting a consistent pilot-fuel supply to the engine.

An engine controller switches LEON and thermal-management modes to warm the SCR catalyst while limiting NOx during cold starts.

An enclosed engine uses upper or lower fuel detectors based on vapor density to detect ammonia or methanol leaks and trigger ventilation.

Dynamic heating control reduces or stops air-fuel heating when pre-ignition is detected or predicted, supporting stable combustion with low-GHG fuels.

Switchable bypass flow adapts exhaust treatment to ammonia and nitrogen oxide levels, reducing reagent use while limiting purification-device size.

Preliminary non-ammonia fuel injection controls ignition in ammonia-hydrogen mixtures, stabilizing combustion and reducing NH3, N2O, and nitrogen-oxide emissions.

Coordinated air-ratio, injection-timing, and injection-pressure changes stabilize combustion as ammonia burning ratios rise.

Repeated electromagnetic-valve cycling can cause wear and heat; a variable-volume passage reduces operations during fuel pressure control.

A compatibilizer bridges ammonia or alcohol-based fuel with hydrocarbon combustion improvers, enabling molecular-level mixing and stable combustion.

An injector controller uses asymmetric fuel corrections from cylinder torque differences to stabilize combustion and suppress engine torque fluctuations.

A physics-based model replaces map-based estimation by using turbine and compressor power to separate turbocharger boost from base pressure.

A heat-exchange temperature unit and pressure adjustment device refine gas-fuel delivery beyond minimum valve periods for low-load engine control.

Grouping two to 20 crankshaft revolutions gives a simpler electromagnetic fuel valve more time for each actuation.

Upstream gas fuel temperature adjustment changes flow characteristics for low-load injection precision, while pressure control helps limit leakage diffusion.

Pressure-rise differences between cylinder events use existing fuel-rail sensing to identify pump imbalances with less diagnostic complexity.

A charge tank stores compressed fuel gas so an engine can keep receiving fuel when source-tank pressure falls below the supply threshold.

Selective combustion and air-aspiration control pre-pressurizes the intake circuit, helping reduce turbo lag without added cost or engine size.

An evaluation unit derives pump current and operating-state data, then sends diagnostics through a digital interface for vehicle control.

A separate shut-off valve isolates the flow control valve during motoring, preventing fuel leakage while preserving regulated engine flow.

An actuator load sensor controls an exhaust valve flap, avoiding direct pressure sensing in high-pressure, high-temperature conduit.

A pump cylinder and timed conduit valve improve charge delivery and trapping in a two-stroke engine to limit fuel loss and emissions.

Splitting the main fuel pulse into two timed injections initiates diffusion combustion and increases engine power during cold starting.

Variable-displacement engines adjust EGR and fresh-air charge recipes during firing-fraction changes to sustain torque and control emissions.

Temperature-adjusted gaseous fuel and heat exchange help control engine output precisely when minimum valve injection periods limit low-load fueling.

Distinct combustion and metering waveforms reduce solenoid heat buildup while maintaining fuel injection and metering control.

Methanol engines struggle to vaporize fuel in cold conditions; a retractable glow plug heats both chambers for stable ignition.

Cold starts can leave catalysts below active temperature; a controller limits downstream electric-heater power to warm exhaust while balancing emissions and fuel use.

A control module raises manifold pressure before waste-gate release, retaining turbo-boost and increasing engine power without modifying existing components.

Large-particle adhesion can destabilize PM sensor output; differential pressure, filter temperatures, and intake pressure enable earlier fault detection.

An eTurbine draws manifold air through the EGR circuit before engine start, reducing excess cold-start fuel, emissions, and NVH.

A cold-start procedure uses throttle counterpressure and EGR valve feedback to balance exhaust temperature, mass flow, and NOx.

A sensor-driven control module delays waste gate pressure release, maintaining turbo-boost and enabling adjustable engine power.

Temperature-triggered throttle and EGR valve control stabilizes cold starts by targeting exhaust counterpressure and NOx levels.

Crank-angle combustion monitoring adjusts EGR immediately when instability appears, limiting prolonged unstable combustion cycles.

Injection-hole geometry and fuel adjustments help ignite gaseous fuels reliably with less pilot fuel and lower carbon emissions.

A vent valve, compressed-air pump, and controller manage purging and depressurization to limit hydrogen leakage during shutdown.

This case combines electric-turbocharger catalyst preheating and EGR, addressing low light-off efficiency after cold engine starts.

This engine control detects low exhaust temperature signaling condensed water, then suppresses power to preserve PM trapping.

A control device resumes ignition at restricted timings to clear residual fuel while preventing unintended engine activation.

This engine case uses outside-air and catalyst temperatures to limit output, prevent EGR passage freezing, and reduce NOx discharge.

The control adjusts engine torque limits using SCR temperature and initial ammonia adsorption to maintain NOx purification.

This case uses exhaust CO2, pressure or knock sensing, and methane number feedback to adjust combustion parameters as fuel quality changes.

Sensors estimate actual cylinder fueling so the controller adjusts injector commands to maintain performance and prevent engine damage.

An existing exhaust nitrogen oxide sensor checks ventilation during fuel cut-off operation, revealing blockages without dedicated sensors.

The controller reduces injection stages when intervals are too short, preserving boost-capacitor charging for combustion performance.

Retarded ignition can destabilize combustion; cylinder torque correction reduces vibration while preserving misfire detection accuracy.

After fuel injection stops, crankshaft rotation drives the pump to restore common-rail pressure with less restart work.