Abstract: An intake device of an engine having cylinders is provided. The intake device includes a cylinder head formed with two intake ports per cylinder, and a forced induction system. One of the two intake ports is designed to have a smaller passage cross-sectional area at a throat portion thereof than that of the other intake port, and to cause a strength of a tumble flow strength of intake air formed within a combustion chamber to be stronger when a flow of the intake air into the combustion chamber is assumed to be caused only from the one of the two intake ports, than only from the other intake port. A tumble ratio of the intake air flow within the combustion chamber is a predetermined value or greater when the intake air is forcibly induced and flows into the combustion chamber from the two intake ports.

Abstract: A cylinder head for an internal combustion engine is disclosed having an intake port geometry configured to reduce fuel puddling and improve fuel atomization. The cylinder head includes a housing having a recess defining a top portion of a combustion chamber. The cylinder head further includes intake and exhaust ports defined by channels extending from the top portion of the combustion chamber to an outer end of the housing. An intake valve is positioned within the cylinder head to control communication of the intake port with the combustion chamber, and an exhaust valve is positioned within the cylinder head to control communication of the exhaust port with the combustion chamber. The intake port further includes a cross-section having a modified D-shape with a single 90 degree corner. The modified D-shape cross-section extends substantially a length of the intake port.

Abstract: An internal combustion engine mounted on a vehicle includes an exhaust passage provided with a catalyst. A controller for the internal combustion engine includes a processor. The processor is configured to perform an auto-stopping process on the engine when the engine is idling, perform an auto-restarting process on the engine when the engine is automatically stopped, correct an amount of fuel injected into the engine so that the fuel injection amount of the engine is increased by a correction amount after the auto-restarting process is started, and change the correction amount in accordance with an amount of oxygen stored in the catalyst at a point of time when the auto-stopping process is started.

Abstract: A method includes receiving a signal indicative of a change in an air-fuel ratio (AFR) for a mixture of air and fuel entering a first combustion chamber of a combustion engine, advancing firing timing of the first combustion chamber, receiving, from a knock sensor, a knock signal indicating that the combustion engine has begun to knock, determining a knock margin of the first combustion chamber based on when the combustion engine begins to knock, and storing the knock margin as associated with the knock timing and the AFR.

Abstract: A technique is provided for compensating an untrimmed oxygen (O2) sensor utilized in operation of an exhaust gas recalculation (EGR) system associated with an engine. The technique includes, in one implementation, receiving a measurement from the O2 sensor at a known pressure, where the O2 sensor is positioned on an intake side of an engine system. Humidity compensation and pressure compensation are then determined for the O2 sensor measurement, where the pressure compensation is based in part on the humidity compensation. The EGR system is controlled using the untrimmed O2 sensor measurement that has been compensated for pressure and humidity.

Abstract: Described is a method for controlling an internal combustion engine, wherein an ignition control device is prompted by control signals of an engine control device to activate an ignition device by means of which an ignition of a fuel-air mixture in a cylinder of the internal combustion engine is affected. It is provided according to this disclosure, that the engine control device communicates a target ignition angle or information about an operating condition of the internal combustion engine to the ignition control device, and the ignition control device sets an operating parameter of the ignition device in dependence on the target ignition angle or the information about the operating condition of the internal combustion engine.

Abstract: A fuel system for an internal combustion piston engine includes a first fuel section and a second fuel section in which the first fuel section has a first inlet line connecting respective inlets of the injectors to a tank, and the second fuel section has a second inlet line connecting respective inlets of the injectors to a fuel tank. The second fuel section is arranged to inject the fuel into the combustion chambers for igniting the first fuel, in which first fuel section the inlet line extends from a high pressure pump to the respective injectors, and a fuel return line of the first fuel section extends from each of the injectors to the tank. The fuel return line has a pressure increasing means arranged to the fuel return line of the first fuel section between the injectors and the tank.

Abstract: An engine assembly includes an engine structure and an intake manifold assembly coupled to the engine structure. The engine structure defines first and second banks of cylinders. The intake manifold assembly includes first and second plenums and first and second sets of runners. The first and second plenums are located laterally between the first and second banks of cylinders. The second plenum is located laterally between the first plenum and the second bank of cylinders at first and second longitudinal ends of the intake manifold assembly and laterally between the first plenum and the first bank of cylinders at a medial region of the intake manifold assembly.

Abstract: A fuel injection control apparatus of a four cycle engine having three cylinders comprises: a crank angle detection device for detecting the crank angle of the four cycle engine; a first computation device for computing the quantity of fuel, which is injected in a predetermined stroke of a four stroke cycle, at a first computation timing; a second computation device for computing the quantity of fuel, which is injected one stroke before the predetermined stroke, at a second computation timing 240 degrees ahead of the crank angle of the first computation timing; and a third computation device for computing the quantity of fuel, which is injected two strokes before the predetermined stroke, at a third computation timing 240 degrees ahead of the crank angle of the second computation timing. The fuel injection control apparatus is adapted to decrease interruptions by computations for fuel injection control in the three cylinder engine, and reduce control load.

Abstract: An engine control apparatus is equipped with a fuel injection amount computation unit, a determination process unit, and an engine abnormality process unit. The determination process unit determines, based on a deviation between a command injection amount and a monitoring injection amount, whether or not there is an abnormality in fuel injection control. An injection amount threshold, which is used to make a determination on an abnormality in fuel injection control, is set larger based on a vehicle speed-associated parameter when the vehicle speed-associated parameter is a value corresponding to a case where a vehicle speed is high than when the vehicle speed-associated parameter is a value corresponding to a case where the vehicle speed is low.

Abstract: The purpose of this invention is to achieve an electric air flow control device comprising a motor rotor bearing structure having excellent wear resistance even with loads from striking caused by a high vibrational environment specific to an internal combustion engine. A cylindrical sintered metal slide bearing is used in at least one of a front bearing (16) and a rear bearing (17) that support a rotor shaft (14) of a motor (3) that is the rotary control drive source of a throttle valve (7) that controls the intake air flow to an internal combustion engine, and the bearing design is such that the relationship of the radial crushing strength and the compressive deformation rate of the cylindrical sintered metal bearing has the mechanical properties of a maximum radial crushing strength of 230 N/mm2 or greater and a maximum compressive deformation rate of 3.5% or greater at the maximum radial crushing strength.

Abstract: A vehicle drive control device in a vehicle including an engine comprising a throttle valve and a supercharger with an air bypass valve changed from a closing side to an opening side when a closing speed of the throttle valve is higher than a speed determination value, the vehicle drive control device providing a torque-down control of the engine by operating the throttle valve to a closing side, wherein at the time of provision of the torque-down control of the engine in which the throttle valve is operated to the closing side when a rotation speed of the engine is equal to or greater than a predetermined rotation speed and a speed ratio of a torque converter is equal to or less than a predetermined value in a supercharged state, the throttle valve is caused to perform a closing operation at the closing speed lower than the speed determination value.

Abstract: Methods and systems are provided for controlling fuel vapor canister purging operations in an evaporative emissions control system of a vehicle. In one example, responsive to an indication of a decrease in tire pressure greater than a threshold, the evaporative emissions control system may be sealed and canister purging operations may be suspended until the tire pressure rises to another threshold. In this way, during conditions wherein tire pressure is indicated to decrease to a threshold, sealing the evaporative emissions control system and suspending canister purging operations may serve to prevent ingestion of water into the fuel vapor canister, thus prolonging the useful life of the fuel vapor canister and reducing the potential for evaporative emissions.

Abstract: A fuel composition having a boiling range of between 95 to 440 degrees Fahrenheit containing (a) a saturates content below 55 vol %; (b) a RON of from about 88 to about 91; (c) an olefins content of from about 0 to about 5 vol %; (d) an aromatics content of from about 32 to about 40 vol %; (e) an ethanol content of from about 8 to about 16 vol %; (f) an octane sensitivity of from about 8 to about 11; and the fuel composition is used in an HCCI engine.

Abstract: A method for controlling an internal combustion engine, wherein a first engine control device generates a control signal to actuate a function of the engine. A switchover device transmits the control signal of the first control device to the engine to actuate the function of the engine. The first control device transmits a sign-of-life signal which indicates functionality of the control device to the switchover device. The first engine control device does not transmit the sign-of-life signal or transmits the signal incorrectly if a fault occurs which endangers proper actuation of the function of the engine by the first engine control device. If the sign-of-life signal of the first engine control device is not or is incorrectly received by the switchover device, the switchover device stops transmitting the control signals of the first engine control device and starts transmitting a control signal generated by a second engine control device to the engine to actuate the function of the engine.

Abstract: Methods and systems are provided for controlling exhaust emissions by adjusting an injection profile for different fuels injected into an engine cylinder from different fuel injectors during engine start and crank. By splitting fuel injection during start and cranking so that fuel of lower alcohol content is port injected and fuel of higher alcohol content is direct injected as one or multiple injections, the soot load of the engine can be reduced and fuel economy can be improved.

Abstract: Methods are provided for determining ambient humidity based on outputs from an intake air or exhaust gas sensor. In one example, an oxygen sensor may be operated as a variable voltage sensor, between a lower first voltage and a higher second voltage, to determine a dry air oxygen reading. Ambient humidity may then be determined based on the dry air oxygen reading and a third output of the oxygen sensor when operated at the lower first voltage and not in variable voltage mode.

Abstract: A method comprising in response to coolant loss in a turbocharged engine, deactivating one or more engine cylinders while limiting engine load of one or more active cylinders based on an engine speed, and a cylinder head temperature.

Abstract: Adding dome-shaped protuberances, or polydomes, to an engine system increases the structural integrity of the engine component to which they are added and allows noise radiated in the engine system to be reduced in certain regions of the frequency spectrum without incurring a significant increase in the mass of the engine part to which they are added, which may result in a longer solidification time during the mold injection process. The size and spatial arrangement of polydomes relative to one another can be further adjusted to reduce noise within the engine system and polydomes may be reinforced with ribs to increase the structural stiffness of plastic engine components. Because plastic engine components are created using an injection mold process during the manufacturing process, added surface features (e.g. polydomes and ribs) are continuous with the underlying planar surface to which they are added.

Abstract: A second recirculation passage recirculates blow-by gas at an upstream section, which is upstream of an impeller of a turbocharger in an intake passage. A first passage branches and extends from a downstream section, which is downstream of the impeller in the intake passage. A second passage that forms part of the second recirculation passage connects the first passage and the upstream section to each other. A third passage, which is provided separately from the second passage, connects the first passage and the upstream section to each other. A change mechanism changes, in different manners, the flow rate of compressed gas recirculating to the upstream section through the second passage, and the flow rate of compressed gas recirculating to the upstream section through the third passage.