Abstract: In an embodiment, a method includes flowing an exhaust gas from a turbine of a gas turbine system to an exhaust gas compressor of the gas turbine system via an exhaust recirculation path; evaluating moist flow parameters of the exhaust gas within an inlet section of the exhaust gas compressor using a controller comprising non-transitory media programmed with instructions and one or more processors configured to execute the instructions; and modulating cooling of the exhaust gas within the exhaust recirculation path, heating of the exhaust gas within the inlet section of the exhaust gas compressor, or both, based on the evaluation.

Abstract: An actuator control device detects a displacement of a piston in a first actuator, controls the first actuator by feedback control, measures both of forces generated in first and second actuators, corrects a target position command value for a piston in the second actuator in accordance with an amount of imbalance between the forces, and controls the second actuator in accordance with the difference between the corrected command value and a feedback value of a displacement position of the second piston.

Abstract: In one embodiment, a system includes at least one sensor configured to communicate a signal representative of blower vane position, wherein the blower vane is disposed in a blower of an exhaust gas recirculation system receiving exhaust from a gas turbine system and recycling the exhaust gas back to the gas turbine system. The system further includes a controller communicatively coupled to the at least one sensor, wherein the controller is configured to execute a control logic to derive a reference value for the blower vane position, and wherein the controller is configured to apply a direct limit, an model-based limit, or a combination thereof, to the reference value to derive a limit-based value, and wherein the controller is configured to position the blower vane based on the limit-based value.

Abstract: Aspects of the present disclosure relate generally to a system including: a computing device in communication with a combustion system, wherein the computing device is configured to perform actions including: issuing an input to the combustion system; determining whether one of a dynamic output and an emission output corresponding to the input to the combustion system exceeds a first boundary condition; and adjusting the input to the combustion system by one of a first step change and a second step change; wherein the first step change corresponds to the dynamic output and the emission output not exceeding the first boundary condition, and the second step change corresponds to one of the dynamic output and the emission output exceeding the first boundary condition, the second step change being less than the first step change.

Abstract: An engine control system for a vehicle includes a target torque module that determines a target torque output of an engine based on at least one driver input. A target air per cylinder (APC) module determines a target APC for the engine based on the target torque. A target mass airflow (MAF) module determines a target MAF through a throttle valve of the engine based on the target APC, a number of activated cylinders of the engine, and a total number of cylinders of the engine. A throttle control module determines a target throttle opening based on the target MAF and controls opening of the throttle valve based on the target throttle opening.

Abstract: The invention relates to a control device for a multi-cylinder engine provided with an oil pump, a hydraulically operated valve characteristic control device which changes valve characteristics of at least one of an intake valve and an exhaust valve; and a hydraulically operated valve stop device which stops at least one of the intake valve and the exhaust valve when a reduced cylinder operation is performed. The control device for a multi-cylinder engine is provided with a valve control unit which operates the valve stop device after an operation of the valve characteristic control device is completed when the valve characteristic control device is operated at a time of request for the reduced cylinder operation.

Abstract: A cylinder deactivation arrangement and method of cylinder deactivation are disclosed for an internal combustion engine having a number of cylinders with at least one intake valve and at least one exhaust valve per cylinder. Each intake valve includes two different lifting levels, wherein the cylinder deactivation arrangement has an even number of cylinders. A first set of cylinders constituted by half of the even number of cylinders have intake valves configured for fully opened and partly opened lifting levels, and a second set of cylinders constituted by the other half of the even number of cylinders have intake valves configured for fully opened and closed lifting levels. The first set of cylinders have exhaust valves configured for fully opened lifting levels and the second set of cylinders have exhaust valves configured for fully opened and closed lifting levels.

Abstract: Embodiments of methods and systems related to operating a mobile asset are provided. In one example, a method for operating a mobile asset includes supplying an engine with a fuel controller a first amount of a first fuel and a second amount of a second fuel and combusting the first fuel and the second fuel at a fuel combustion ratio in at least one cylinder of the engine, the first amount and the second amount being selected based on route information for a route along which the mobile asset is operable to travel and a projected exhaustion of the first fuel that does not precede a projected exhaustion of the second fuel, wherein the mobile asset is unable to operate with the second fuel alone.

Abstract: Increased rated output power of a motor vehicle's engine can be temporarily rented by the user of the vehicle from the engine manufacturer.

Abstract: A method is provided for setting combustion parameters of an internal combustion engine operated with liquefied natural gas, the combustion parameters being sensed during operation of the internal combustion engine and being stored upon shutoff of the internal combustion engine. Also provided is a controller for carrying out the method. Provision is made that during a stoppage of the internal combustion engine, the duration of the stoppage, the ambient temperature and/or tank temperature, and the pressure in a liquefied gas tank are sensed; the influence thereof on a required adaptation of the combustion parameters that are to be set is identified from a characteristics diagram; and from the stored combustion parameters and the adaptation, initial combustion parameters are identified and are used upon startup of the internal combustion engine in order to control it.

Abstract: A control apparatus for an internal combustion engine comprises a throttle upstream pressure estimation unit which calculates, based on an AFS intake air amount from an AFS and an intake manifold pressure, an average density ?ave(n) in a region combining a supercharged portion from a downstream of a compressor to an upstream of a throttle valve and an intake manifold, and estimates a throttle upstream pressure based on the intake manifold pressure and the average density ?ave(n). Further, the throttle upstream pressure estimation unit learns a relationship between a throttle opening degree and an effective opening area to correct a throttle upstream pressure estimated value (estimated P2) based on a range of a throttle opening degree learning value, the throttle opening degree learning value, and a dispersion of the actual throttle opening degree error.

Abstract: A turbocharger system for a vehicle comprising a turbocharger, a tank for compressed gas and an exhaust manifold conduit in fluid communication with an inlet of the turbocharger. The tank is in fluid communication with the manifold conduit and is arranged and controlled to push compressed gas into the manifold conduit during a predetermined pulse duration time period for initial compressor spin up in the turbocharger.

Abstract: A variable speed hybrid electric supercharger assembly is controlled to regulate an adaptive state of charge of an energy storage device and/or to boost an engine based on a performance mode selected by a driver. In one example, a reference state of charge is determined based upon driving characteristics of a vehicle and compared to an actual state of charge of the energy storage device. If the difference indicates a deficit, an operation mode is selected to regenerate the energy storage device. In another example, a planetary gearing arrangement between an engine and an electric motor is configured to increase or decrease power transferred to the supercharger by the engine based upon the performance mode selected by the driver.

Abstract: Various methods and systems are provided for a multi-fuel capable engine. The system includes a liquid fuel system to deliver liquid fuel to an engine, a gaseous fuel system to deliver gaseous fuel to the engine, and a control system. The control system, during a gaseous fuel system test mode, controls the liquid fuel system and the gaseous fuel system to deliver the liquid fuel and the gaseous fuel to the engine over a range of engine operating points, and indicate degradation of the gaseous fuel system based on engine output at each of the engine operating points.

Abstract: A vehicle includes an engine and a particulate filter that is situated to filter particulates from the exhaust fluid. A controller is configured to implement a sequence of particulate filter regeneration techniques including a first technique during an engine start up condition, a second technique during a running engine idle condition, and a third technique during a driving condition. The controller is configured to determine whether particulate filter regeneration is desired, implement the first technique when particulate filter regeneration is desired, determine whether particulate filter regeneration is still desired after using the first technique, implement the second technique when regeneration is still desired after using the first technique, determine whether particulate filter regeneration is still desired after using the second technique, and implement the third technique when regeneration is still desired after using the second technique.

Abstract: A method includes receiving a fuel composition analysis, deriving a fuel index based on the fuel composition analysis, deriving a control adjustment for a gas engine based on the fuel index, and applying the control adjustment to an actuator of the gas engine.

Abstract: An engine stopping section first selects, when an engine stop condition is satisfied, a power-generation braking mode in which a power-generation braking torque is applied to the engine by a power generation operation of the generator, to thereby apply the power-generation braking torque to the engine, and then selects a short-circuit braking mode in which a short-circuit braking torque is applied to the engine by short-circuiting each energization phase of an armature coil with a semiconductor switch and by causing a field current to flow through a field coil, to thereby apply the short-circuit braking torque to the engine.

Abstract: A controller for an engine controls a throttle opening degree. The controller includes a target opening degree calculating section that selects either a primary request value for a throttle opening degree that corresponds to a torque request or a secondary request value that corresponds to another request and that calculates a target throttle opening degree from the selected one of the first and secondary request values. If the primary request value has been selected, an abnormality occurrence determining section determines whether or not an abnormality has occurred, in accordance with a magnitude of a deviation of the primary request value from the target throttle opening degree. If the secondary request value has been selected, the abnormality occurrence determining section determines whether or not an abnormality has occurred, in accordance with whether or not the target throttle opening degree is greater than or equal to a predetermined upper limit value.

Abstract: A control apparatus for an internal combustion engine is provided. The control apparatus includes an ECU. The ECU is configured to change, in a stepped manner, an air-fuel ratio of the internal combustion engine so as to change over a combustion mode of the internal combustion engine between lean combustion and stoichiometric combustion, when an operating point of the internal combustion engine satisfies a first changeover condition that is defined by a rotational speed and a torque of the internal combustion engine. The first changeover condition is defined by the rotational speed and the torque that correspond to a predetermined intake air amount at which a thermal efficiency of the internal combustion engine is maintained before and after changeover of the combustion mode.

Abstract: Methods and systems for correcting cam angle measurements for engine-to-engine build variation are disclosed. In one example, a method comprises learning cam angle corrections to update a measured cam angle responsive to air-fuel ratio errors during selected conditions, and learning air and fueling errors responsive to the air-fuel ratio error otherwise. In this way, cam angle errors due to engine build variation may be corrected, thereby improving other air and fuel adaptation methods and improving engine emissions.

Abstract: An internal combustion engine system includes: an in-cylinder pressure sensor; a crank angle sensor; and a seal portion that seals a space between an outer face of a housing and a wall surface of a cylinder head. A slope that is a ratio of the amount of decrease in a heat release amount relative to the amount of increase in a crank angle is calculated in a period during an expansion stroke from a combustion end point until an opening timing of an exhaust valve. The existence or nonexistence of an abnormality in the sealing function of the seal portion is determined based on whether or not a ratio of the amount of decrease in the slope to the amount of increase in an engine speed is greater than a threshold value.

Abstract: A method for correcting a fuel quantity injected by a fuel injection device during operation of an internal combustion engine, including: determining an air heat characteristic variable, on which an air heat stream fed to a combustion chamber of the engine functionally depends; determining an exhaust heat characteristic variable, on which an exhaust heat stream discharged from the combustion chamber functionally depends; determining a heat distribution factor, which specifies a fraction of the exhaust heat stream reduced by the air heat stream in relation to a heat stream fed with the injected fuel to the combustion chamber; calculating a fuel mass fed to the engine from the air heat characteristic variable, the exhaust heat characteristic variable and the heat distribution factor; calculating a comparison variable by comparing the calculated fuel mass with a fuel mass setpoint value and adapting actuation of the fuel injection device depending on the comparison variable.

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: A fuel injection control apparatus of a four cycle engine having six 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 120 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 six cylinder engine, and reduce control load.

Abstract: An air-fuel parameter control system includes an injector, an air-fuel parameter sensor, a fuel film parameter calculation module, an air-fuel parameter prediction module and a fuel injection calibration module. The injector injects fuel into an intake manifold. The air-fuel parameter sensor detects a detected air-fuel parameter in an exhaust pipe. The fuel film parameter calculation module calculates a fuel film parameter relating to a fuel film accumulated the intake manifold based on the detected air-fuel parameter, an amount of the injected fuel and an amount of air flowing into the engine. The air-fuel parameter prediction module predicts a predicted air-fuel parameter based on the detected air-fuel parameter and the fuel film parameter. The fuel injection calibration module calibrates the amount of the injected fuel based on a difference between a reference air-fuel parameter and the predicted air-fuel parameter.

Abstract: Various embodiments relate to a method of operating an engine system with injectors having nozzle sac volume. The engine system may be a four-stroke, high power engine having a high-pressure common-rail injection system. A number of engine cylinders to fire is selected based on a fuel injection quantity per selected engine cylinder such that a nitrogen oxides (NOx) emission is less than a first predetermined threshold and a smoke value is less than a second predetermined threshold. The fuel injection quantity per cylinder may be higher than a nominal fuel injection quantity to improve fuel injector spray characteristics. The exhaust can be mixed with fresh air blowout from deactivated cylinders to further reduce smoke value. The engine system is operated with a firing pattern for the selected number of cylinders to fire.

Abstract: A fuel injection system for an engine, the fuel injection system includes injectors and an electronic control unit. The injectors include needle valves; and the ECU is configured to: (i) execute partial lift injection and full lift injection with the injectors, the partial lift injection being injection during which the needle valve does not reach a fully-open state and the full lift injection being injection during which the needle valve reaches the fully-open state; (ii) operate the engine in a partial lift injection region where the injection of a required injection amount of a fuel is shared by the partial lift injection and the full lift injection; and (iii) perform the amount of correction of the required injection amount with respect to the injection amount shared by the full lift injection when the required injection amount is corrected while the engine is operated in the partial lift injection region.

Abstract: A method for controlling an injection operation of a magnetic injector of an internal combustion engine, the magnetic injector having a coil, the coil being impinged upon by a first current to open the magnetic injector, the coil being short-circuited to hold the magnetic injector open, and the coil being impinged upon by a second current to close the magnetic injector, the second current being directed oppositely to the first current.

Abstract: A fuel supply apparatus for an internal combustion engine includes a fuel pump, a fuel pipe, a reduction valve, and an electronic control unit. The electronic control unit is configured to drive the fuel pump to rotate such that a required flow rate of the fuel is realized, while adjusting the fuel pressure in the fuel pipe to a target value, by driving the fuel pump to rotate. The electronic control unit is configured to operate the reduction valve to be opened when the operation state of the fuel pump is a first operation state. The first operation state is the operation state of the fuel pump where the frequency of the fuel pump has a value within a resonance area.

Abstract: A control device for an internal combustion engine including a variable compression ratio mechanism arranged to vary a relative position relationship between a piston and a cylinder, and thereby to vary a mechanical compression ratio, and a fuel injection valve arranged to directly inject a fuel within a combustion chamber, the control device includes: at least in an engine high load region including a full open, the compression ratio at an exhaust upper dead center being controlled to a low compression ratio, a fuel injection start timing of the fuel in which an air-fuel mixture is formed within the combustion chamber, and which is ignited by an ignition plug being set before an exhaust upper dead center so that a fuel injection period crosses an upper dead center.

Abstract: An object of this disclosure is to provide a fuel injection device that can reliably detect an operation timing of a valve body, that is, a valve opening timing with high accuracy. The current of an electromagnetic valve reaches I2 at time t3, an FET 201 and an FET 221 are turned on, and a battery voltage VB is applied to the electromagnetic valve until time t5 is reached. The amount of displacement of the valve body reaches a target amount of control lift at time t4 between time t3 and time t5, that is, a movable core 304 comes into contact with a fixed core 301. The detection of the valve opening timing is performed during the period from time t3 to time t5.

Abstract: A cylinder liner is disclosed. The cylinder liner may include a hollow generally cylindrical body extending from a top end to a bottom end along a longitudinal axis, and an annular flange extending radially outwardly from the top end of the body. The cylinder liner may also include an annular recess adjacent the flange at a side closest to the bottom end of the body. The recess may have first and second axial ends, a substantially straight portion extending between the first and second axial ends, and at least one fillet formed at an intersection between the straight portion and at least one of the first and second axial ends. A roll-burnishing operation may be performed on the straight portion and the at least one fillet in a direction along the longitudinal axis.

Abstract: A system includes a cylinder liner for a reciprocating engine, where the cylinder liner has a piston bore configured to receive a piston. The cylinder liner includes a first end having a flange configured to interface with a cylinder head. Further, the system includes a cooling passage configured to receive a fluid to cool the cylinder liner, where a first portion of the cooling passage is defined by and disposed within the flange.

Abstract: The invention shows making useful work by using low grade thermal energy or even ambient thermal energy, via a thermodynamic cycle. The thermodynamic cycle uses heat addition at constant volume as a main building block, avoiding use of a pump and saving pumping power. The inventive thermodynamic may operate in a batched thermodynamic activity approach. In addition, a recuperation heat exchanger (782) may be utilized for a high degree of recuperation, i.e., recovery of the thermal energy from the cycle exhaust. Smart controls effect the process. The cycle, in a batched approach may include stop/realign/restart, as one option, taking 10, 15 seconds each, and the cycle itself every, for example, 2 minutes, to reduce the vessel (456) size.

Abstract: A system and method for recuperating energy for a motor vehicle equipped with an internal combustion engine. The system includes a recirculation circuit for the partial recirculation of the engine exhaust gases; a first coolant circuit passing through the engine and passing through a first cooling exchanger configured to collect heat energy from the recirculation circuit; a second circuit through which there circulates a state-change fluid to mechanically drive an output shaft of an expansion machine of the second circuit; and a third coolant circuit comprising a second cooling exchanger to collect heat energy from the recirculation circuit. The first circuit comprises at least one first coupling exchanger serving as a hot source for the second circuit. The first circuit and the third circuit are positioned in such a way that the circulation of coolant through the first circuit and through the third circuit can be independent.

Abstract: A motor assembly for a motor vehicle includes an internal combustion engine that has an exhaust gas purification device and a heat engine. The heat engine has at least one closed working space that is filled with a gas. The at least one closed working space includes first and second cylinders, which are each movably mounted in the longitudinal direction between initial and expansion positions. The heat engine includes at least one heating unit for heating the gas in at least one heating region of the closed working space and at least one cooling unit for cooling the gas in at least one cooling region of the closed working space. The gas heated in the heating region pushes the first piston from its initial position into its expansion position, and then flows through the overflow line into the cooling region such that the second piston is then pushed into its expansion position. The overflow line leads at least in sections through the exhaust gas purification device.

Abstract: The invention concerns an actuating device (1) for moving a mobile cover of a thrust reverser, comprising: an actuator (5) comprising a first element (10), such as a screw, and a second element (12), such as a nut, mounted mobile device relative to the first element (10) such that the rotation of the first element (10) results in a translational movement of the second element (12) relative to the first element (10), and a locking device (31) comprising a rotating part (34) linked in rotation with the first element (10), and a locking part (35) that is mobile relative to the rotating part (34) between a locked position in which the locking part (35) is engaged with the rotating part (34) to prevent the first element (10) from rotating and an unlocked position in which the locking part (35) is disengaged from the rotating part to allow the rotation of the first element (10), and an electromagnet (39) for moving the locking part (35) to the unlocked position.

Abstract: A carburetor base of an engine defines an axial through hole and a pulsation hole channel. An anti-blocking component is mounted inside the axial through hole and defines an air inlet channel. The air inlet channel communicates with the pulsation hole channel so as to avoid blocking of condensed fuel oil inside the pulsation hole channel.

Abstract: A gas supply nozzle assembly for port injection of gaseous fuel into a cylinder of an engine includes a main body with a funnel shape that has a large area inlet for attachment to a metering valve and a small end. A centerline of the main body curves through an angle greater than zero. An end nozzle that defines a gas passage extending between an inlet and a discharge end. A check valve is clamped between the small end of the main body and the inlet end of the end nozzle, and is biased closed to block flow from the end nozzle into the main body, the opening responsive to a pressure differential to permit flow from the main body into the end nozzle.

Abstract: An injector, in particular a blow-in injector for gaseous fuel, including a first sealing element and a second sealing element, and in the closed state of the injector a first sealing region is configured between the first and second sealing element, at least one of the sealing elements having an elastic deformation region, the elastic deformation region being set apart from the sealing region between the first and second sealing element.

Abstract: A system for the recirculation of exhaust gases is disclosed. The system includes an air intake device for an internal combustion engine with intake ducts feeding air to the combustion cylinders, each combustion cylinder including an intake duct of its own, and the intake ducts include an exhaust gas inlet orifice for exhaust gases. The system also includes a recirculation circuit for the exhaust gases, an injection rail including outlet orifices for the exhaust gases connected to the inlet orifices of the intake ducts, the connection between the inlet orifices and the outlet orifices being produced by a tapered coupling element. The tapered coupling element includes a connection tube connected to the outlet orifice of the injection rail and descending within the inlet orifice to guide the exhaust gases emerging from the injection rail within the intake duct.

Abstract: An exhaust gas recirculation (EGR) system for marine internal combustion engines and other variants is provided. An internal combustion engine is coupled to an electric power generator. An exhaust aftertreatment system connected to the engine includes an exhaust gas recirculation system with an exhaust gas recirculation system having one or more cooling features to reduce an external temperature of the EGR system.

Abstract: Various methods and systems may be used to provide recirculated engine exhaust to an engine of a hybrid powertrain. It is assumed that the engine is equipped with a dedicated EGR loop. At least one cylinder is operated as a dedicated exhaust gas recirculation (EGR) cylinder, such that all exhaust of that cylinder is recirculated to the fresh air intake of the engine via the EGR loop. One or more cylinders are operated as main cylinders, such that exhaust from those cylinders exits the engine to the atmosphere. The engine itself is operable for at least part of its operation in a decoupled mode in which the dedicated EGR cylinder is mechanically decoupled from the engine crankshaft. During this decoupled mode, the dedicated EGR cylinder powers a generator. The main cylinders are operable exclusively to provide power to the crankshaft.

Abstract: Fuel efficiency in a combustion engine is increased by treating the fuel in a reaction chamber prior to delivering the fuel into the combustion chamber of the engine. The method includes the step of entraining a stream of exhaust gas to travel upstream through the reactor chamber in a first flow pattern. The method also includes the step of entraining a stream of fuel to travel downstream through the reactor chamber in a second flow pattern, where at least one of the first and second flow patterns comprises a structured turbulent flow.

Abstract: A motor vehicle is provided which has an engine, an inlet air section for supplying the engine with inlet air, a compressor arranged in the inlet air section and a vortex generator arranged in the inlet air section upstream of the compressor. The vortex generator has at least one guide vane for generating a vortex in the inlet air and a vortex generator outlet having a first radius. The compressor has a compressor inlet having a second radius, which is smaller than the first radius. According to the invention, an exhaust gas recirculation line opens downstream of the vortex generator outlet and upstream of the compressor inlet.

Abstract: An air cleaner includes an air cleaner case, a first filter element, a lid, at least one first engagement portion, and at least one second engagement portion. The air cleaner case includes an opening. The first filter element is preferably tubular and detachably disposed inside the air cleaner case. The lid is disposed on an extension line of an axis of the first filter element to cover the opening. The lid includes a rotatable handle. The first engagement portion rotates with rotation of the handle. The second engagement portion engages with the first engagement portion. When the first engagement portion is rotated along a first direction and engaged with the second engagement portion, the lid is fixed to the air cleaner case. When the first engagement portion is rotated along a second direction and disengaged from the second engagement portion, the lid is detached from the air cleaner case.

Abstract: An exhaust ejector tube is disclosed for use with an engine system. The exhaust ejector tube may have an exhaust pipe with an upstream end, a downstream end, and a plurality of flutes formed at the downstream end. Each of the plurality of flutes may have a rounded end that tapers toward the downstream end. The downstream end of the exhaust pipe terminates partway along a length of the plurality of flutes. The exhaust ejector tube may also have an ejector pipe with a smaller diameter than the exhaust pipe that intersects with the exhaust pipe. The second ejector pipe may have an upstream end located outside the exhaust pipe, and a downstream end located inside the exhaust pipe at the plurality of flutes.

Abstract: A sensor assembly is configured to be securely connected to a portion of an engine, for example, of a vehicle. The sensor assembly may include a main body, a connector shroud extending from the main body, a port extending from the main body, a deflectable locking member extending from the main body, and a radial tab extending from the main body. The connector shroud is configured to receive an electrical connector that electrically connects the sensor assembly to an engine control unit. The port is configured to be inserted into an opening formed in the portion of the engine. The deflectable locking member and the radial tab cooperate to securely connect the sensor assembly to the portion of the engine, such as through rotation of the sensor assembly in relation to the engine.

Abstract: An internal-combustion-engine supercharger includes a centrifugal compressor, a pre-compression flow path, a post-compression flow path, a bypass passage, and a control valve. The centrifugal compressor is disposed in an intake passage of an internal combustion engine and has an impeller to compress and discharge intake air using a radial centrifugal force generated by rotating the impeller. The intake air in the post-compression flow path is to be recirculated to the pre-compression flow path via the bypass passage. A connecting portion between the bypass passage and the pre-compression flow path is disposed at a position other than an extreme-bottom surface portion located at a lowest portion in a flow path section of the pre-compression flow path in a state where the internal-combustion-engine supercharger is installed in a vehicle. The control valve is disposed in the bypass passage to control a recirculation flow rate of the intake air.

Abstract: An assembly for an internal combustion engine may include an intake module of a fresh air system for supplying fresh air to at least one combustion chamber of the internal combustion engine and an attachment part attached to the intake module in a joining direction. The intake module may include at least one retaining surface facing away from the attachment part. The attachment part may include at least one counter retaining surface facing away from the intake module. At least one reinforcing element may be disposed between the intake module and the attachment part and may interact with the at least one retaining surface and the at least one counter retaining surface. The at least one retaining element may be moveable in a movement direction extending transverse to the joining direction between a releasing position and a securing position.