Abstract: In an electromagnetic fuel injection valve, a plurality of recess parts are provided in an attracted face of a movable core, the recess parts dividing a taper face of the movable core into a plurality of sections along a peripheral direction of the movable core. Accordingly, a fuel oil film present in an engaged part between an annular projection of a fixed core and the taper face is sectioned at a plurality of locations, thereby suppressing a sticking phenomenon of the engaged part caused by the fuel oil film. Therefore, when energization of a coil is cut off, a delay in detachment of the movable core from the fixed core is eliminated, thus contributing to improvement of valve-closing responsiveness.

Abstract: To achieve an improved rigidity, the an oil pan (3) for forming a lower end part of an internal combustion engine (1) comprises a bottom wall (6) and a side wall (7) extending from a peripheral edge of the bottom wall, wherein the bottom wall includes a pair of first planar surface portions (35) extending in a lateral direction and provided on either end of the bottom wall with respect to a fore and aft direction orthogonal to the lateral direction, and a curved surface portion (36) recessed downward with respect to the first planar surface portions.

Abstract: A starter assembly which includes a switch for energizing a solenoid. Energizing the solenoid biases a starter gear into engagement and energizes the starter motor. A thermally responsive switch is positioned to absorb heat generated by operation of the electric motor and is disposed in an electrical line controlling operation of the switch controlling the solenoid wherein opening of the thermally responsive switch results in the opening of the solenoid switch. The use of such a thermally responsive switch de-energizes the electric motor when the electric motor is subjected to elevated operating temperatures that might otherwise cause damage to the electric motor. The starter assembly may also include control circuitry that includes a microprocessor wherein the control circuitry is operably coupled with the switch controlling the solenoid. The control circuitry is programmed to de-energize the solenoid upon the satisfaction of predetermined conditions to thereby prevent damage to the electrical motor.

Abstract: A vehicle includes an engine, a second MG for running, a battery that supplies and receives electric power to and from the second MG, and an ECU. The ECU is configured to control the engine and the second MG and to execute intake air amount learning. When the SOC of the battery exceeds a second threshold value that is higher than a first threshold value while the vehicle is running using the second MG with the engine in a stopped state, the ECU maintains the engine in the stopped state and maintains the second MG in a driven state, and then does not execute the intake air amount learning. When the SOC of the battery takes a value between the first threshold value and the second threshold value, the ECU starts the engine, drives the second MG with constant torque, and executes the intake air amount learning.

Abstract: A powertrain system includes an internal combustion engine, a motor generator and a control device. The motor generator includes a rotating shaft connected to a crankshaft of the internal combustion engine via a torsional damper. The powertrain system is configured such that the crankshaft and the above-described rotating shaft are not connected to a drive shaft of a vehicle at least at the time of engine start. The control device is configured to execute a cranking torque amplification control that controls the motor generator such that the MG torque output from the motor generator for cranking the internal combustion engine fluctuates in a resonant period of the torsional damper while making a fluctuation center of the MG torque higher than zero.

Abstract: A method and apparatus for controlling transmission oil temperature are provided. The transmission oil is heated using a motor coil of an electric oil pump (EOP) as a heater before a startup of a vehicle. The method includes applying a current to the motor coil of the EOP configured to operate a transmission of the vehicle to thus heat the transmission oil by heat generated from the motor coil.

Abstract: The invention relates to a method for diagnosing and/or controlling a reciprocating engine having a variable compression ratio, wherein the method comprises the working steps: determining (S30) a first value (U1,1, U1,2; ?1) of a rotational irregularity parameter of a crankshaft (1) of the reciprocating engine; and determining (S60) a value of a compression ratio parameter for the reciprocating engine based on said first rotational irregularity parameter value.

Abstract: An intake apparatus for an internal combustion engine may include: an air duct coupled to a front of an engine compartment, and having a first inlet and a second inlet formed on an outer side of the air duct and a passage space defined therein; and an integrated valve coupled to the air duct to selectively open and close the first inlet or the second inlet.

Abstract: An air introduction hole having an aperture area smaller than that of an oil inlet is formed above the oil inlet, and therefore, when the oil level of oil accumulated in an oil pan inclines during traveling, air is sucked in through the air introduction hole, thereby restraining a decrease in hydraulic pressure of the oil. Further, the air introduction hole is formed behind the oil inlet in the vehicle front-rear direction in a vehicle. Accordingly, during heavy load traveling such as hill-climbing traveling, the air introduction hole sinks in the oil, thereby restraining the air from being sucked in through the air introduction hole. Accordingly, no air is sucked into an oil strainer, thereby making it possible to obtain high hydraulic pressure during heavy load traveling.

Abstract: A two-stroke internal combustion engine has at least one cylinder (1) receiving a piston (2) and having at least one injection nozzle (4) in the form of a multi-hole low-pressure nozzle inserted in a bore (5) in the cylinder jacket (6). The multi-hole low-pressure nozzle has a nozzle plate (15) with nozzle openings (16) arranged within an enveloping circle (17) to form a common nozzle jet (11) with an opening angle (?) dependent on the inclination of the nozzle axis (12) relative to the orifice surface of the bore and preventing the nozzle jet from being applied to the cylinder jacket. A resulting vector (14) from the velocity vector (13) of the nozzle jet in the direction of the nozzle axis (12) and the velocity vector (10) of the flushing air flow in the flow main direction defines with the cylinder jacket a maximum inclination angle (?) of 20°.

Abstract: The variable compression ratio internal combustion engine 1 comprises: a variable compression ratio mechanism 6 able to change a mechanical compression ratio; an exhaust promotion mechanism 50, 55 able to reduce cylinder residual gas after an exhaust stroke of cylinders; and a control device 80 configured to control the mechanical compression ratio by the variable compression ratio mechanism and control an operation of the exhaust promotion mechanism. The control device is configured to operate the exhaust promotion mechanism in at least a partial time period of a time period from when it is demanded that the mechanical compression ratio be raised to when the mechanical compression ratio finishes being changed.

Abstract: The present invention relates to a gas tank arrangement (100) for an internal combustion engine (102), said gas tank arrangement (100) comprising a gas tank (104) for containing a combustible gas, and an additional gas tank (106) arranged in upstream fluid communication with said internal combustion engine (102), wherein the gas tank arrangement (100) further comprises a valve arrangement (108) positioned in fluid communication with the internal combustion engine (102), wherein the valve arrangement (108) is further arranged in upstream fluid communication with the gas tank (104) and the additional gas tank (106) for controllably direct combustible gas from the internal combustion engine (102) to either the gas tank (104) or the additional gas tank (106).

Abstract: A control system for controlling a work machine includes an engine for producing power to propel the work machine during a normal operating mode, a cooling system for cooling at least the engine during the normal operating mode, and a controller for controlling the cleaning system during the normal operating mode and a clean operating mode. During the normal operating mode, the engine is running and the controller operably controls a cooling fan of the cooling system to rotate in a first rotational direction to produce a first air flow in a first direction. During the clean operating mode, the engine is not running and the controller operably controls the cooling fan to rotate in a second rotational direction to produce a second air flow in a second direction. The first rotational direction is opposite the second rotational direction, and the first direction is opposite the second direction.

Abstract: A system is provided that includes a controller configured to determine one or more propulsion-generating vehicles in a group of propulsion-generating vehicles that have an increased risk for damage to an engine system based on operation at a fueling level that is less than a designated threshold fueling level for at least a designated time period. The controller is further configured to determine respective power outputs for the propulsion-generating vehicles in the group such that the one or more propulsion-generating vehicles having the increased risk for damage to the engine system do not operate below the designated threshold fueling level for longer than the designated time period.

Abstract: The invention relates to a method for controlling a drive system with at least two drive units (20), each of which is paired with at least one control unit (22), wherein —a total target torque (30) is calculated by means of a master control unit (22a), —the total target torque (30) is divided into respective individual target torques (32) for each of the drive units (20) by the master control unit (22a), and —the drive units (20) are actuated by the paired control units (22) on the basis of the corresponding individual target torques (32). The invention is characterized in that the threshold torques (34) corresponding to the drive units (20) are ascertained and taken into consideration by the master control unit (22a) when dividing the total target torque (30).

Abstract: An abnormality determination device of an internal combustion engine in which a breather line connects an intake-air path positioned upstream from a forced-induction system and a crankcase includes an intake-air flow rate sensor that detects an intake air flow rate in the intake-air path, a pressure sensor that detects a pressure of the breather line, and an abnormality determination unit that determines abnormality of the breather line. The abnormality determination unit estimates an intake air resistance of the intake-air path from the pressure when the engine is under low load conditions under which the intake air flow rate is less than a predetermined value and the pressure when the engine is under high load conditions under which the intake air flow rate is the predetermined value or greater and determines abnormality of the breather line when the intake air resistance is less than a threshold.

Abstract: A rotary valve seal for a coolant control valve is provided that offers improved sealing with a rotary valve body. The rotary valve seal includes a central axis, a cylindrical seal body, and a seal skeleton. The cylindrical seal body has a first stiffness and a first end that is configured with a radially outwardly extending flange. The seal skeleton, having a second stiffness and embedded within the cylindrical seal body, has a plurality of fingers circumferentially arranged within the flange. The second stiffness can be greater than the first stiffness. The plurality of fingers and flange can define alternating stiffness zones. The first end of the seal body and the flange define a bottom surface configured for sealing engagement with a rotary valve body. The rotary valve body can be shaped in the form of at least one spherical segment.

Abstract: A heater comprises a combustion chamber and a jacket extending about the combustion chamber. There is a fan having an output which communicates with the combustion chamber to provide combustion air. There is also a fuel delivery system having a variable delivery rate. A burner assembly is connected to the combustion chamber. The burner assembly has a burner mounted thereon adjacent the combustion chamber. The burner receives fuel from the fuel delivery system. There is an exhaust system extending from the combustion chamber. An oxygen sensor is positioned in the exhaust system to detect oxygen content of exhaust gases. There is a control system operatively coupled to the oxygen sensor and the fuel delivery system. The control system controls the delivery rate of the fuel delivery system according to the oxygen content of the exhaust gases.

Abstract: A torque monitoring device monitors the occurrence of an abnormal torque state causing an estimated torque as an estimated value for an actual torque of an internal combustion engine to differ from an engine-requested torque required of the internal combustion engine and includes: a discrete value setup unit configured to increase a discrete value correspondingly to increase in a difference quantity between the estimated torque and the engine-requested torque; an accumulation unit configured calculate an accumulation value of the discrete value; and a determination unit configured to determine that the abnormal torque state occurs when the accumulation value becomes larger than or equal to a predetermined abnormality determination threshold value.

Abstract: A hybrid propulsion system includes a heat engine configured to drive a heat engine shaft. An electric motor configured to drive a motor shaft. A transmission system is connected to receive rotational input power from each of the heat engine shaft and the motor shaft and to convert the rotation input power to output power. A first lubrication/coolant system is connected for circulating a first lubricant/coolant fluid through the heat engine. A second lubricant/coolant system in fluid isolation from the first lubrication/coolant system is connected for circulating a second lubricant/coolant fluid through the electric motor.