Abstract: An internal combustion engine includes an intake variable lift amount mechanism that changes a maximum lift amount and valve-open period of an intake valve, and an exhaust variable lift amount mechanism that changes a maximum lift amount and valve-open period of an exhaust valve. A control unit executes a process to increase the valve-open period of the intake valve and reduce the valve-open period of the exhaust valve, when idling with a temperature of the internal combustion engine that is equal to or higher than a reference value.

Abstract: An engine controller includes: a warm-up control unit that performs warm-up operation for letting the engine continuously operate until an integration value of air intake of the engine comes to a predetermined integration value in order to warm up a catalyst provided in an exhaust system when the engine is first started after start-up of the vehicle; and a continuation control unit that lets the engine continuously operate for a predetermined period subsequent to an end of the warm-up operation. The continuation control unit takes an output value of the engine as a request output value when the request output value of the engine is a predetermined idling output value or more that is smaller than the predetermined warm-up output value and takes the output value as the warm-up output value when the request output value is less than the predetermined idling output value.

Abstract: An engine block has one or more bores configured for receiving one or more respective pistons; one or more coolant passages; and one or more lubricant passages. At least portions of the coolant passages and lubricant passages are disposed adjacent to and about the bores so as to cool the bores. The coolant passage portion extends over a first lengthwise portion of the bores and the lubricant passage portion extending over a second lengthwise portion of the bores. The first and second lengthwise portions are longitudinally spaced apart along the bores.

Abstract: The invention concerns a discharge valve (17) intended to be fitted in a discharge duct of an apparatus designed to be driven by a fluid, in particular a turbocharger driven by the exhaust gases from an engine. The discharge valve (17) comprises a cavity (83) having a first (85), a second (87) and a third aperture (89), each intended to be connected to a respective duct, the discharge valve (17) also comprising first (91) and second (93) means for closing the first (85) and second (87) apertures, respectively, in order to control communication between the ducts.

Abstract: On the basis of absolute values ? and ? of variations, before and after actuation of an exhaust brake, of fuel-injection and intake-air amounts, respectively, an exhaust brake is determined to normally operate when the absolute values ? and ? of the variations of the fuel-injection and intake-air amounts are not less than fuel-injection and intake-air variation thresholds, respectively; the exhaust brake is determined to have failure when the absolute values ? and ? of the variations of the fuel-injection and intake-air amounts are less than the fuel-injection and intake-air variation thresholds, respectively.

Abstract: A poppet valve includes a head and a stem, which extends from the head. At least a part of the back of the head is covered by a cover with a heat insulating space provided in between. A support portion is provided between the cover and the head to support the cover on the head with rubber member having a lower heat conductivity than that of the head between the cover and the head.

Abstract: A starting control device for an internal combustion engine is provided with a hard cranking device and a soft cranking device that are respectively capable of and incapable of cranking the internal combustion engine to a target idle rotation speed. The starting control device includes: a starting mode determination unit determining whether to carry out starting in a non-combustion pressure mode whereby starting is carried out with the hard cranking device, or in a combustion pressure combination mode whereby starting is carried out through cranking with the soft cranking device while using a combustion pressure generated by supplying fuel to the internal combustion engine in combination; and an intake air amount control unit making an amount of intake air during cranking differ between a case where starting is carried out in the non-combustion pressure mode and a case where starting is carried out in the combustion pressure combination mode.

Abstract: An ignition coil for an internal combustion engine is equipped with an assembly of a connector casing and a coil body. The coil body includes a primary winding wound around a primary spool. The connector casing has terminals each of which is equipped with a conductor fastener. The conductor fastener has a slit in which one of ends of the primary winding is fit to make an electric connection between the terminal and the primary winding. The primary spool has conductor guides and a backup support to establish alignment of each of the ends of the primary winding with one of the conductor fasteners and also to facilitate insertion of each of the ends of the primary winding into one of the conductor fasteners when the coil body is fitted into the connector casing, thereby ensuring the stability of electric connection between the primary winding and the terminal.

Abstract: An igniter includes a switch element and a switch control apparatus. An ignition signal IGT is input to an input line of the switch control apparatus. A high-frequency filter removes high-frequency noise from the input line. A voltage comparator compares an output voltage VFIL of the high-frequency filter with a reference voltage VREF, so as to generate a judgment signal SDET. A driving stage controls an on/off switching operation of the switch element according to the judgment signal SDET. An off-state dead-time circuit prohibits the switch element from turning off during a predetermined dead time after the judgment signal SDET transits to a negated level that corresponds to the off state of the switch element.

Abstract: Methods and systems are provided for surge control in an engine system having multiple staged charge boosting devices. In one example, responsive to a drop in driver torque demand, compressed air is continued to be provided by operating a downstream intake compressor while accelerating an upstream compressor to reduce flow through the first compressor. By increasing the compressor pressure ratio at the first compressor via operation of the second compressor, surge is reduced without degrading boosted engine performance.

Abstract: A method for determining an effective injection time of a valve having a coil drive includes determining an opening time of the valve, determining a closing time of the valve, and determining the effective injection time of the electric actuation of the valve for an injection operation based on the defined opening time and the defined closing time.

Abstract: A hydrogen fueled powerplant including an internal combustion engine that drives a motor-generator, and has a two-stage turbocharger, for an aircraft. A control system controls the operation of the motor-generator to maintain the engine at a speed selected based on controlling the engine equivalence ratio. The control system controls an afterburner, an intercooler and an aftercooler to maximize powerplant efficiency. The afterburner also adds power to the turbochargers during high-altitude restarts. The turbochargers also include motor-generators that extract excess power from the exhaust.

Abstract: A fluid intake/discharge valve body for suction of a cryogenic liquefied gas fluid into a cylinder liner and discharge of the gas fluid with a piston, includes: a valve seat body including a fluid supply portion to supply the fluid and a fluid exhaust portion; an intake valve biased against the fluid supply portion; and a discharge valve biased against the fluid exhaust portion. The fluid supply portion includes a supply pathway connected to a supply pipe; a dividing wall including intake holes facing the intake valve; and a counterbore recessed portion on the dividing wall to surround the intake holes. The intake valve abuts an edge of the recessed portion when biased against the fluid supply portion. The discharge valve receives fluid pressure from a side of the discharge hole including a recessed portion disposed in a region wider than an outer periphery of the discharge hole.

Abstract: A system and method for improving engine emissions is described. In one example, engine emissions may be improved via increasing rotational resistance of a turbocharger while a temperature of an exhaust after treatment device is less than a threshold temperature. The system and method may reduce an amount of time for the after treatment device to reach an operating temperature.

Abstract: A vehicle speed limit apparatus includes a demand value calculation part configured to calculate a demand value according to an accelerator opening degree, a limit vehicle speed acquisition part configured to obtain a limit vehicle speed, an upper limit value calculation part configured to calculate an upper limit value based on a limit acceleration, a selection part configured to select the smaller of the demand value and the upper limit value, a control part configured to control a drive force generation apparatus, and an upper limit value correction part configured to correct the upper limit value based on a current acceleration and the limit acceleration when the selected value corresponds to the upper limit value, and to correct the upper limit value based on the current acceleration and the demand value when the selected value corresponds to the demand value.

Abstract: Methods and systems are provided for improving boost response in a turbocharged engine. In one example, a method may include in response to a tip-out following a tip-in, when an exhaust catalyst temperature is within a threshold range, deactivating fuel injectors to the engine and increasing air flow to an exhaust turbine based on a desired increase in a turbine speed to maintain the turbine speed at or above a threshold speed.

Abstract: A low pressure EGR regulating valve is driven by an electric actuator, and an output of the electric actuator is transmitted to an intake air throttle valve through a link device. An ECU executes a failure determination to determine presence of a failure in a case where a sensed opening degree, which is sensed with a low pressure EGR opening degree sensor, is other than an opening degree that corresponds to a maximum opening degree of the throttle valve limited by a mechanical stopper. The ECU executes the failure determination after the energization of the electric actuator is stopped in response to stopping of the engine.

Abstract: An engine system and method for improving sampling of a port throttle pressure sensor. In one example, the port throttle pressure sensor is sampled a plurality of times during a cylinder cycle and different engine operating conditions are determined from selected samples. The system and method may improve engine air-fuel control as well as engine diagnostics.

Abstract: Methods and systems are provided for regulating the flow of fuel vapor in an evaporative emissions system. In one example, a method may include re-routing fuel tank vapors responsive to an indication of a leaky canister purge valve such that fuel tank vapors may be efficiently adsorbed by a fuel vapor canister during engine-off conditions, rather than bypassing the fuel vapor canister and being released to the atmosphere. In this way, evaporative emissions may be prevented during the duration of time following an indication of a leaky canister purge valve and servicing the vehicle.

Abstract: An internal combustion engine includes a cylinder receiving air during operation through an intake air fluid passage, an engine component that at least partially forms a section of the intake air fluid passage, and a gas diffuser having a tip disposed within the intake air fluid passage. A gas injector housing is connected to the body portion of the gas diffuser. The gas diffuser is structurally interchangeable with other gas diffusers such that gas dispersion in various engine applications can be modified by installing an appropriate gas diffuser and otherwise maintaining common engine parts.