Abstract: Disclosed are a canister and an insertable filter for a canister which collects fuel evaporation gas and emits the collected fuel evaporation gas to an intake pipe when an engine is purged. The insertable filter includes a pipe configured to be able to penetrate through a case of the canister, and meshes configured to filter foreign materials. The meshes are installed at a portion where an inside and an outside of the pipe are in fluidic communication with each other.

Abstract: Methods and systems are provided for detecting leaks in an engine fuel system coupled in a vehicle including a first fuel tank and a second fuel tank, and a canister coupled together via a three-way valve. A leak test may be initially performed on the first fuel tank by supplying vacuum to the first fuel tank. The second fuel tank may be tested for leaks immediately following the leak test on the first fuel tank by recycling vacuum from the first fuel tank.

Abstract: The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration engine. The method includes: classifying control regions based on engine speed and load; retarding intake valve closing (IVC) timing, applying a long duration to an exhaust valve, and limiting a valve overlap in a first control region; advancing the IVC timing, applying the long duration to the exhaust valve, and controlling the valve overlap in a second control region; applying the long duration to the exhaust valve and advancing the IVC timing in a third control region; controlling a throttle valve to be fully opened and applying a short duration to the exhaust valve in a fourth control region; and controlling the throttle valve to be fully opened, applying the long duration to the exhaust valve, and retarding the IVC timing in a fifth control region.

Abstract: A vehicle start-stop system includes an engine and a controller. The controller is programmed to operate the system in a first mode when a first input is selected, and in a second mode when a second input is selected. The controller is further programmed to inhibit engine stop in response to being in the first mode and an evaporator temperature having a first value, and stop the engine in response to being in the second mode and the evaporator temperature having the first value.

Abstract: An object is to provide a precombustion-chamber fuel supply device for a precombustion-chamber gas engine having high reliability and low operation cost by reducing outflow of fuel gas to the precombustion chamber in the exhaust stroke and dispersion of the amount of fuel gas supplied to the cylinders, which makes it possible to cut fuel consumption and to achieve stable combustion.

Abstract: The present disclosure provides a system for adjusting a fuel injector drive signal during a fuel injection event wherein the system comprises an engine having a fuel injector, a fuel control module configured to generate control signals corresponding to a desired fueling profile of a fuel injection event, and a fueling profile interface module that outputs drive profile signals to the fuel injector in response to the control signals to cause the fuel injector to deliver an actual fueling profile, wherein the fueling profile interface module changes the drive profile signals during the fuel injection event in response to a parameter signal indicating a characteristic of the actual fueling profile.

Abstract: A vehicle control apparatus is provided that can maintain an automatic engine stop function when an abnormality occurs in a preceding vehicle following control function. The vehicle control apparatus includes a first control unit configured to include a preceding vehicle following control function to control vehicle speed, based on a traveling state of a preceding vehicle, and to output a prohibition request to an automatic engine stop function; and a second control unit configured to include the automatic engine stop function, and to maintain the automatic engine stop function, contrary to the prohibition request output from the first control unit, when an abnormality occurs in the preceding vehicle following control function.

Abstract: A control system for a vehicle includes a first vehicle system including a plurality of components and a controller. The controller monitors diagnostic data for the plurality of components of the first vehicle system and outputs a two-state status indicator for each of the components of the first vehicle system. States of the two-state status indicator include a failing state and a not failing state. A control module is configured to receive the two-state status indicator and the diagnostic data from the first vehicle system and to convert the two-state status indicator into a three-state status indicator. The three-state status indicator includes a pass state, a fail state and an indeterminate state. The control module is further configured to alter an engine operating parameter based on the three-state status indicator.

Abstract: Provided are a valve stop mechanism capable of switching intake valves and exhaust valves of deactivated cylinders between an openable/closable state and a closed state, and an engine speed control unit which controls the engine speed. The engine speed control unit controls the engine speed in such a manner that the amount of change in the engine speed with respect to time is reduced, as compared with a case in which a specific condition is not satisfied, when the specific condition that switching by the valve stop mechanism is not completed, and that connection between an engine and a power transmission unit is released is satisfied after issuance of a switching request from one of a reduced-cylinder operation and an all-cylinder operation to the other thereof.

Abstract: An engine system is provided. The engine system includes a rotatable intake port circumferentially surrounding at least a portion of a stem of an intake valve coupled to a cylinder, the rotatable intake port having a first curved section extending inward toward or outward from a rotational axis of the rotatable intake port. The engine system further includes an intake port actuator coupled to the rotatable intake port configured to rotate the rotatable intake port about the rotational axis based on engine operating conditions.

Abstract: Methods for preventing a premature ignition of a cylinder charge in advance of a planned ignition point in an internal combustion engine are provided. In one method, a pressure in a crankcase of the internal combustion engine is adjusted so as to prevent lubricating oil constituents from being transported from the crankcase to a combustion chamber of a cylinder of the internal combustion engine due to a pressure ratio between the crankcase and the combustion chamber. In another method, an ignition point for a cylinder of the internal combustion engine is adjusted in a given operating range of the internal combustion engine in such a way that the adjusted ignition point brings about a knocking combustion in the cylinder. Internal combustion engines having a device for preventing a premature ignition of a cylinder charge in advance of a planned ignition point are also provided.

Abstract: A combustion speed, for example, is estimated or evaluated, with a required accuracy, more simply than the conventional art, while reducing man-hours to produce a heat generation rate waveform of an internal combustion engine. An increase rate of a heat generation rate relative to a change in a crank angle in a heat generation rate increasing period (e.g., a first-half combustion period a) in which the heat generation rate increases after ignition of an air-fuel mixture is defined as a heat generation rate gradient b/a that is one of characteristic values of the heat generation rate waveform. The heat generation rate gradient is estimated based on a fuel density (e.g., fuel density ?fuel@dQpeak at heat generation rate maximum time) at a predetermined time set in advance in the heat generation rate increasing period so as to produce the heat generation rate waveform using the estimated heat generation rate gradient.

Abstract: A slider control module, based on a mode command: selectively extends pins into one or more slider actuators of a camshaft slider. Contact between the pins and the grooves in the slider actuator(s) during rotation of a camshaft slides the camshaft slider axially along the intake camshaft. An actual mode module: determines a last stored indicator of the mode command; commands the slider control module to extend one of the pins to slide the camshaft slider and achieve the last stored indicator of the mode command; and, based on whether the one of the pins extended in response to the command, indicates that an actual mode is either: (i) the last stored indicator of the mode command; or (ii) another mode. The mode command module updates the mode command to the actual mode.

Abstract: The disclosure describes a system for pressurizing a fluid. The system includes a source of liquid fuel, a pressure build chamber in fluid communication with the source of liquid fuel such that the pressure build chamber is configured to receive a volume of liquid fuel from the source, wherein the pressure build chamber is configured to heat a portion of the volume of liquid fuel to a sufficient temperature to convert the portion of the volume of liquid fuel into a gaseous fuel or supercritical fluid, and wherein the pressure build chamber is configured to increase a pressure of a fluid in the pressure build chamber to a threshold pressure to inject the gaseous fuel or supercritical fluid into an engine.

Abstract: Various systems are provided for filtering EMI. In one example, a system comprises a poly-modal filter coupled to a load device, and a shield disposed between the load device and the poly-modal filter. The poly-modal filter comprises an EMI filter and a differential-common mode filter.

Abstract: A method for controlling continuously variable valve timing (CVVT), may include determining whether a CVVT control is started, detecting a position of a cam and a position of a crankshaft when the CVVT control is started, determining whether the cam is positioned at a locking position based on the positions of the cam and crankshaft, determining whether the cam is controlled to be positioned from the locking position to an advancing position or a holding position, when the cam is positioned at the locking position, and when the cam is controlled to be positioned from the locking position to the advancing position or the holding position and when a condition for performing the CVVT control is satisfied, determining whether a cam torque is negative and performing predetermined CVVT control after waiting a predetermined time when the cam torque is negative.

Abstract: A system includes a coolant management module that, determines whether an engine of a vehicle is off, determines, in response to a determination that the engine is off, whether a heater associated with the engine is on, receives one of a plurality of engine coolant temperature (ECT) measurements and a respective location associated with the received ECT measurement, and communicates the respective location and an instruction to direct engine coolant flow from the respective location to one of the heater and engine. The system also includes a coolant control module that selectively actuates one or more coolant control valves based on the respective location and the instruction.

Abstract: An ignition apparatus includes a blow-off determining unit 5b. The blow-off determining unit 5b determines, when the value ?I2 of the time derivative of a secondary electric current exceeds a predetermined threshold value Z during a determination period, that blow-off has occurred; the determination period is a predetermined time period ?T from the start of a spark discharge by a main ignition circuit 3. Further, when it is determined that blow-off has occurred during a main ignition (full-transistor ignition), it is controlled to perform a continuing spark discharge after the main ignition in a next cycle. Moreover, a secondary electric current command value in performing the continuing spark discharge is set to an electric current value that is obtained by adding a predetermined electric current value ? to the secondary electric current value I2x immediately before the occurrence of blow-off. Consequently, in the next cycle, it is possible to reliably prevent blow-off, thereby reliably preventing misfire.

Abstract: A chamber for reducing operating noise of a purge control solenoid valve (PCSV) for an evaporative emission control system comprises a first housing into which operating noise of the PCSV enters. The first housing has an inner space to change a cross sectional area of an operating noise path or an operating noise transfer direction at least once. A second housing has an upper portion coupled to a lower portion of the first housing to transfer the operating noise outside. At least one end of the chamber in a length direction thereof is connected with a vapor hose which connects a canister collecting fuel evaporation gas generated from a fuel tank with the PCSV to deliver the fuel evaporation gas to an engine and through which the fuel evaporation gas flows.

Abstract: The internal combustion engine has an internal combustion engine main body and a substantially columnar ignition coil. A head part at one end of the ignition coil is provided with an electromagnetic wave element for outputting electromagnetic waves irradiated into a combustion chamber of the internal combustion engine main body, and a plurality of supporting components are provided for supporting the ignition coil when an attaching part at the other end of the ignition coil is attached to a spark plug, the supporting components supporting the ignition coil either at or near a nodal point in a characteristic vibration mode of vibration occurring in the ignition coil along with vibration of the internal combustion engine main body. The ignition coil is not supported on the side toward the head part relative to the support member nearest the head part.