A fuel system for a vehicle, where the fuel system comprises a first fuel pump and a second fuel pump, and where the capacity of the first fuel pump is lower than the capacity of the second fuel pump. The advantage of the disclosure is that the supply of fuel to the combustion engine from the fuel system can be optimized with respect to energy usage.

A computer-implemented platform may comprise hardware and software configured to estimate knock intensity and/or manage an engine using knock intensity data. A plurality of knock indicators may be used to model a knock response, providing an improved estimate of knock intensity. Knock intensities from a plurality of combustion cycles may be used to estimate a statistical distribution of knock intensities. The statistical distribution may be used to determine an engine tune state. An engine tune state may be modified via the incorporation of prior knock intensity statistics.

Methods and systems are described for a fuel system in an engine comprising two lift pumps. One example method comprises deactivating one of a first lift pump and a second lift pump if fuel fill level in a common reservoir decreases below a threshold fill level, wherein the first lift pump and the second lift pump are positioned in the common reservoir. By deactivating one of the two lift pumps, the two lift pumps may be protected from degradation due to fuel starvation.

A construction machine management system in which a failure analysis or a failure-omen diagnosis of a machine body can be performed with a high degree accuracy and at a low cost is provided. In a machine body group of construction machines including at least one representative machine body having an engine control unit that detects a cumulative stress value of a diesel engine of the construction machine and a crankcase pressure sensor that detects a crankcase pressure, and at least one general machine body that has an engine control unit but does not have a crankcase pressure sensor, a center server performs a diagnosis of an omen of a failure state regarding the crankcase pressure of the general machine body based on correlation information between the cumulative stress value and the crankcase pressure obtained from the representative machine body and the cumulative stress value of the general machine body.

Systems and methods are provided for providing redundant pulse-width modulation (PWM) throttle control. The system includes a manual throttle controller configured to generate a manual PWM throttle control signal, and an automated throttle control system. The automated throttle control system includes a plurality of automated throttle controllers, each of which being configured to independently control a throttle of a vehicle, and each including a processor configured to generate and output an automated PWM throttle control signal, a first double pole double throw (DPDT) relay that, when engaged, is configured to receive and output the manual PWM throttle control signal, and a second DPDT relay, configured to receive and output the automated PWM throttle control signal to an engine, when the second DPDT relay is engaged; and receive and output the manual PWM throttle control signal to the engine, when the DPDT relay is disengaged.

An engine ECU is provided with an abnormality-diagnosis unit performing an abnormality diagnosis of an Air-Con ECU, and a monitoring IC monitoring the abnormality-diagnosis unit. The abnormality-diagnosis unit determines whether the output signal of the Air-Con ECU is normal based on the specified criterion value, so that the abnormality diagnosis of the Air-Con ECU is performed. The monitoring IC determines whether a criterion value is normal, which is used during the abnormality diagnosis of the Air-Con ECU. The abnormality-diagnosis unit performs an abnormality diagnosis of the monitoring IC. When the monitoring IC determines that the criterion value is abnormal or the abnormality-diagnosis unit determines that the monitoring IC is abnormal, the abnormality diagnosis of the Air-Con ECU is prohibited and a specified operation for abnormality is performed.

The invention relates to a fuel-pumping device (1) for a fuel injection device of an internal combustion engine with a large high-pressure pump (16) and a small high-pressure pump (14) arranged in parallel, wherein fuel can be pumped by the large high-pressure pump (16) and by the small high-pressure pump (14) from a low-pressure region (13) into a high-pressure region (18). The high-pressure region (18) is connected to at least one injector (21). A control device (30) is provided, which can be used to conduct the entire pump output of the large high-pressure pump (16) or the small high-pressure pump (14) into the low-pressure region (13) via a discharge line (15).

The invention relates to a method for assessing the state of an internal combustion engine with multiple cylinders with a first pressure sensor and a second pressure sensor connected to an evaluation unit, wherein in each case one cylinder pressure is measured using the pressure sensors. The first pressure sensor measures a reference measurement signal of a cylinder, assumed as a reference cylinder, of the internal combustion engine, and the second pressure sensor measures a first measurement signal of a first cylinder which differs from the reference cylinder, and in that the reference measurement signal of the reference cylinder and the first measurement signal are transmitted to the evaluation unit.

An angle detection mechanism to detect a rotation angle of a rotation body includes a first detection unit to cause a first output value to constantly change in response to an angle change of the rotation body in the entire region of a specific rotation range and to set a change quantity of the first output value relative to the angle change in a first rotation region of the specific rotation range to be greater than a change quantity in a non-first rotation region, and a second detection unit to cause a second output value to constantly change in response to an angle change and to set a change quantity of the second output value in a second rotation region including a rotation region different from the first rotation region to be greater than a change quantity in a non-second rotation region.

The ignition system (10) of an engine (particularly for a UAV) has a primary (10a), and a secondary (10b) ignition system to provide redundancy for get you home capability should the primary ignition system fail. The secondary ignition provides a lower energy or shorter duration spark than the higher energy or longer duration sparking of the primary ignition system, and is retarded relative to primary sparking. Timing of the secondary sparking can be advanced in the event of primary sparking failure. Fuelling strategy can be shifted from a leaner stratified charge to a richer homogenous charge when relying just on the secondary ignition system for ignition. The secondary ignition system can be of a lower spark energy and/or duration than the primary ignition system, avoiding the cost, complexity and weight of replicating the primary ignition system, and to improve packaging within the engine housing, particularly within the limited payload and space limits of a UAV.