Abstract: An exhaust gas heat recovery device of the present invention recovers heat of an exhaust gas from an internal combustion engine. The exhaust gas heat recovery device includes an exhaust pipe that leads the exhaust gas from an upstream side to a downstream side, a cylindrical shell that covers an outside of the exhaust pipe, and an exhaust gas heat recovery section that is interposed between the exhaust pipe and the cylindrical shell and that performs heat exchange between the exhaust gas and a heat exchange medium. The exhaust gas heat recovery section includes a stacked body that is composed by stacking a plurality of jacket each having a heat exchange medium conduit provided thereinside. In the stacked body, the respective heat exchange medium conduits in the plurality of jacket parts are serially connected to each other.

Abstract: An exhaust gas treatment system for an internal combustion engine may have a reductant delivery system that delivers reductant to an exhaust stream in an exhaust aftertreatment system. A temperature sensor may be positioned in or near the flow of reductant and exhaust to measure the temperature of the reductant and exhaust. A change in temperature over time, such as an increase, decrease, or change in variation amplitude, may indicate the presence of a reductant deposit in the system. Detection of the deposit may initiate a regeneration cycle in which the operating characteristics of the system change to eliminate the reductant deposit to prevent it from hindering the performance of the exhaust aftertreatment system.

Abstract: An oxygen amount (an oxygen storage amount OSA) stored by metal cerium during a storage cycle is obtained based on an output value of an A/F sensor in a time period immediately before an exhaust air-fuel ratio (a downstream side A/F) detected by the A/F sensor shifts to a lean region, and degradation relating to OSC of the three-way catalyst is detected. In the storage cycle, a target air-fuel ratio is set so that an air-fuel ratio of exhaust emission flowing into an S/C changes from rich to lean. Therefore, the downstream side A/F shifts from stoichiometry to the lean region at a time after reaching stoichiometry. When the three-way catalyst degrades, the downstream side A/F shifts to the lean region from stoichiometry at a time. Therefore, the calculated oxygen storage amount OSA becomes extremely smaller as compared with that at a normal time.

Abstract: An aeroengine exhaust cone is arranged to extend from upstream to downstream along a longitudinal axis. The cone comprises a structural core of composite material made up of an axisymmetric part having an upstream endpiece at its upstream end and a downstream endpiece at its downstream end. The core provides structural strength to the cone. The cone has an acoustic attenuation system made of composite material and fastened on the structural core.

Abstract: In a muffler comprising a shell formed by joining a pair of shell halves each including a bottom wall and a side wall and defining an opening opposite to the bottom wall, the shell halves being joined to each other at the openings thereof, the muffler further comprising an inlet pipe for introducing exhaust gas into the shell and an outlet pipe for expelling exhaust gas from inside the shell, a depth of one of the shell halves is greater than a depth of the other shell half, and the inlet pipe and the outlet pipe are connected to the side wall of the one shell half so that the overall plane stiffness of the shell is well balanced and maximized. Therefore, without adding any reinforcement or increasing the wall thickness of the shell, the acoustic emission from the muffler can be minimized.

Abstract: A liquid-cooled engine and method for its operation is described wherein the engine includes a cylinder head comprising at least one coolant jacket and exhaust manifold at least partially integrated therein. In one particular example, the exhaust pipes merge in stages within the cylinder head before merging into a common exhaust gas collector outside the cylinder head. Inclusion of a coolant system according to the present disclosure allows the thermal load of the cylinder head to be controlled, which thereby allows cooling to be achieved in a targeted manner inside the cylinder head by means of liquid cooling and forced convection.

Abstract: In order to standardize the structure of a cooling module with and without a main radiator and thus to make a cooling module equally usable for motor vehicles with an internal combustion engine as well as with an electric motor and for hybrid vehicles it is provided to replace the bearing and holding function of a cooling component, in particular of the radiator unit flowed through by air and engine fluid of an internal combustion engine, by two adapter parts.

Abstract: When a temperature difference between intake air temperature that detected by an intake air temperature sensor and engine coolant temperature thw1 detected by an engine coolant temperature sensor is greater than a threshold value, a coolant temperature sensor abnormality determination apparatus opens a changeover valve to cause the coolant to flow into an engine coolant passageway, thereby mixing the coolant in an engine and the coolant in a heater passageway (bypass passageway). If the temperature difference between the engine coolant temperature thw1 and a heater inlet coolant temperature (bypass coolant temperature) thw2 occurring after the changeover valve opens is less than or equal to a predetermined value, the apparatus determines that the engine coolant temperature sensor is normal. If the temperature difference is greater than the predetermined value, the apparatus determines that the engine coolant temperature sensor is abnormal.

Abstract: The present invention relates to a reservoir tank for an automobile, which is provided with a height-adjustable sub filler neck so as to be retracted when not in use and extracted when filling coolant, whereby the reservoir tank can be disposed low in the automobile. The reservoir tank forming a cooling module together with a condenser, a radiator and a fan and shroud assembly is disposed at a carrier, and includes a filler neck for filling coolant and a cap for closing the filler neck, and is communicated with a radiator so as to control an amount of the coolant in the radiator, wherein the reservoir tank is integrally formed with a shroud of the fan and the shroud assembly, and the filler neck is formed with a sub filler neck which is retracted into and extracted from the filler neck.

Abstract: An internal combustion engine may include a cylinder head having a plurality of intake channels which lead to combustion chambers. A fresh gas distributor may be included for feeding fresh gas to the intake channels. The fresh gas distributor may have a flap arrangement including a flap shaft, which bears at least one flap for controlling the intake channels. The flap shaft may be mounted such that the flap rotates about a flap rotation axis. The fresh gas distributor may have a housing flange securing the fresh gas distributor to the cylinder head. The flap arrangement may be arranged in a region of the housing flange in a distributor housing of the fresh gas distributor. The cylinder head may have a recess, into which the fresh gas distributor is inserted in a region of the flap arrangement.

Abstract: A control device for an internal combustion engine. The control device is arranged in a bypass duct between a pressure side and an intake side of a supercharging device. The control device includes a bypass valve comprising a valve-closure body which is configured to be pneumatically actuatable, and a control pressure space. A solenoid valve is configured so that a fluidic connection can be established and closed via the control pressure space between either the pressure side and the intake side or between the pressure side and the atmosphere: When the bypass valve is in a completely open position, the fluidic connection exists at least temporarily via the control pressure space between either the pressure side and the intake side or between the pressure side and the atmosphere. A closure of the fluidic connection brings about a resulting force in a closing direction on the valve-closure body.

Abstract: A flow rate adjustment method for a variable geometry turbocharger may include steps as follows. An adjustment apparatus drives an actuator to an abutment position where a power transmission member abuts a stopper. The apparatus acquires the abutment position opening amount based on an opening detection sensor's signal. The apparatus drives the actuator until the detection amount attains a pre-set amount, moving the power transmission member to a temporary control position. The apparatus acquires a temporary control position flow rate. It is acquired when an adjustment gas inflow apparatus causes the adjustment gas to flow into an exhaust turbine, and a flow rate measurement sensor measures the flow rate of the adjustment gas. The apparatus obtains a correction amount based on a difference between the temporary control position flow rate and a real control position flow rate, which is a proper flow rate corresponding to the pre-set amount.

Abstract: A vehicle drive includes a speed change mechanism connected to a rotary electric machine; an output member connected to the speed change mechanism and wheels; an engagement device changes a state of engagement between an input member connected to an engine and the speed change mechanism; a hydraulic pump driven by the engine or the rotary electric machine; a first pressure control device that controls pressure supplied from the pump and supplies the pressure to the speed change mechanism; a second, separate hydraulic pressure control device that controls the pressure supplied from the pump and supplies the pressure to the engagement device; and a case that houses the rotary electric machine, speed change mechanism, engagement device, and pump. At least the engagement device is housed in a space formed by the case, and the second hydraulic pressure control device is provided at a part of the case forming the space.

Abstract: The present invention provides a novel internal combustion engine of the annular piston type and a center shaft for such an engine for further improving the cooling an internal combustion engine of the annular piston type. The internal combustion engine comprises a block having at least one annular combustion chamber and an annular piston with a center chamber. The annular piston of the engine is configured to reciprocate in the combustion chamber. The internal combustion engine further comprises a center shaft being fixed to said block and configured to fit at least partially inside the center chamber of the annular piston. The center shaft comprises at least one passageway which is configured to lead fluid flow to and from the center chamber of the annular piston.

Abstract: One embodiment of the present invention is a unique variable cycle gas turbine engine. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for variable cycle gas turbine engines. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith.

Abstract: Synthesis gas (syngas) gasified in a gasification furnace to which coal is introduced burns in a combustor. An exhaust-heat recovery boiler generates steam by using exhaust gas let out from a gas turbine equipped with the combustor. The steam generated in the exhaust-heat recovery boiler is introduced to a steam turbine. A generator is driven by the steam turbine and the gas turbine to generate electrical power. Part of the exhaust gas let out from the gas turbine is introduced to a carbon-dioxide recovery unit, where carbon dioxide is recovered therefrom. Coal is carried to the gasification furnace by the carbon dioxide.

Abstract: An internal wall of an air intake and a housing of a fan form a single tubular piece made from a fiber/resin composite material. A rear end has the single tubular component connected by a flange and bolts to an external cowl of the fan duct, such that the rear end of the tubular component is uniform and the flange is attached and fixed to the rear end.

Abstract: A system for controlling a flow rate of a compressed cooling medium between a compressor section and a turbine section of a gas turbine includes a flow path that is defined between the compressor section and the turbine section of the gas turbine and a thermally actuated variable flow valve disposed within the flow path. The variable flow valve defines an opening that changes in size based on a temperature of the compressed cooling medium flowing therethrough.

Abstract: The present subject matter is generally directed to fuel systems for a gas turbine and related methods for monitoring fluid separation in the fuel systems. More particularly, the systems and methods include measuring pressure differentials and comparing the measurements to a predetermined value.

Abstract: A method and device producing a setpoint signal representing a flow rate of fuel that a metering unit having a slide valve is to supply to a fuel injection system of a combustion chamber in a turbine engine, the position of the valve depending on the setpoint signal. The method: obtains a first signal representing a measurement as delivered by a flow meter of a flow rate of fuel injected into the chamber; evaluates a second signal representing the flow rate of fuel injected into the chamber based on a measurement of the position of the valve; estimates a third signal representative of the measurement delivered by the flow meter by applying a digital model of the flow meter to the second signal; and produces the setpoint signal by adding a compensation signal to the first signal, the compensation signal obtained by subtracting the third signal from the second signal.

Abstract: A method for purging fuel from a fuel system of a gas turbine engine on shutdown of the engine comprises, in one aspect, terminating a fuel supply to the fuel system and using the residual compressed air to create a reversed pressure differential in the fuel system relative to a forward pressure differential of the fuel system used to maintain fuel supply for engine operation, and under the reversed pressure differential substantially purging the fuel remaining in the system therefrom to a fuel source.

Abstract: There is provided a system and method for conditioning a noisy signal. A sensing signal is received during each one of a plurality of successive control cycles, the sensing signal comprising a measurement component indicative of a measurement of at least one engine parameter and a noise component. A curve-fitting technique is applied to the received sensing signal for filtering thereof to attenuate the noise component, the filtering comprising, during a first one of the plurality of the control cycles, asymmetrically filtering the sensing signal received during the first control cycle, thereby generating filtered data, and, during a second control cycle subsequent to the first control cycle, symmetrically filtering the sensing signal received during the first control cycle, thereby generating corrected data.

Abstract: A method and apparatus for controlling operation of an engine in an aircraft. A time when a cutoff speed for the aircraft will be reached at which a flow of fuel is to be stopped is identified. A delay between sending a command to move a switch to an off position and the time at which the engine ceases operation is also identified. The command is sent based on the predicted time and the delay. The command causes the switch to move to the off position moving a fuel control switch for the engine of the aircraft to a shut off position to stop the flow of fuel to the engine.

Abstract: A governor system assembly and related method for assembling the same. The assembly may include a governor gear, a weight, and a locking pin pivotably coupling the weight to the governor gear along a pivot axis. The locking pin includes a locking segment rotatable into engagement with the gear about the pivot axis for securing the pin to the gear. In one assembly, the locking pin is rotatable between an unlocked position in which the locking pin is axially removable from the gear and a locked position in which a locking pin is not axially removable when the locking segment engages the gear. The locking pin may be L-shaped in some assemblies.

Abstract: A multi-cylinder gasoline engine is provided. The engine includes an engine body having a plurality of cylinders, an exhaust manifold through which exhaust gas discharged from each of the cylinders of the engine body passes, and a controller for controlling various instruments provided to the engine body and the exhaust manifold. The engine body includes a switch mechanism. The exhaust manifold includes a plurality of independent exhaust passages, a gathering section, a negative pressure generating device, bypass passages, and openable-and-closable flow switch valves. The controller controls the injector, the ignition plug, the switch mechanism, and the flow switch valve so that a CI combustion is performed within a predetermined first operating range and an SI combustion is performed within a second operating range set on a higher engine load side than the first operating range.

Abstract: A combination lever for a carburetor is an integrated shutoff lever and fuel valve. The combination lever includes a longitudinal portion for a handle and a cylindrical portion including a fuel path for the fuel valve. A carburetor casing is shaped to form a valve chamber and a carburetor chamber. The valve chamber supports the cylindrical portion. A directional cavity formed in the cylindrical portion of the combination lever regulates a flow of fuel to the carburetor chamber according to a rotation of the combination lever. At one position the directional cavity opens the fuel path so that fuel flows into the carburetor chamber. At another position the directional cavity closes the fuel path so that the flow of fuel is blocked. The combination lever may also include an abutment portion to engage a switch for completing an electrical shutoff path to an engine coupled to the carburetor.

Abstract: Provided is a control device for an internal combustion engine, capable of controlling acceleration-response characteristics, performing an operation at an optimal fuel-efficiency point, and learning variation factors in an internal combustion engine provided with a supercharger including a wastegate valve. A target throttle-valve upstream pressure is calculated based on a target charging efficiency and a rotation speed. An exhaust-gas flow rate is calculated based on an air/fuel ratio and an intake-airflow rate. A target compressor driving force is calculated based on a target intake-airflow rate and a target throttle-valve upstream pressure. A wastegate-valve control value is calculated from the exhaust-gas flow rate and the target compressor driving force by using the relationship in which the relation expression expressing the characteristics of the exhaust-gas flow rate and the target compressor driving force depends only on the wastegate-valve control value.

Abstract: An air-fuel ratio control apparatus for an internal combustion engine of the present invention determines whether or not a lean request has occurred, based on a comparison between a value correlating with an output value of the downstream air-fuel ratio sensor disposed downstream of the catalyst (downstream air-fuel ratio sensor output correlating value) and a predetermined lean request determining value, and determines whether or not a rich request has occurred, based on a comparison between the downstream air-fuel ratio sensor output correlating value and a predetermined rich request determining value. Further, the air-fuel ratio control apparatus calculates a total amount of oxygen (released oxygen amount) released from the catalyst in the rich request occurring period, and calculates an integrated value (present stored oxygen amount) of oxygen stored in the catalyst after a start of the lean request occurring period which follows the rich request occurring period.

Abstract: Systems and methods for diagnosing operation of a catalyst are presented. In one example, threshold limits for catalyst variables are adjusted in response to attributes of a catalyst monitor sensor that may vary with sensor age. The catalyst variables may provide insight into whether or not the catalyst is degraded or operating as intended.

Abstract: It is an object of the invention to achieve a stable idling revolution speed in a short time and to prevent easily the occurrence of abnormal combustion, misfire, or the like by effectively controlling a gas flow rate adjustment valve even in a case where a fuel gas which tends to fluctuate in fuel gas concentration, as represented by a coal mine gas, is used.

Abstract: An industrial vehicle has an engine, a drive wheel, and a power transmission mechanism that transmits power of the engine to the drive wheel wherein the power transmitted through the power transmission mechanism causes creeping of the vehicle. The industrial vehicle includes a control unit that controls an engine speed of the engine and a vehicle speed detection unit that detects a vehicle speed of the vehicle. The control unit controls the engine speed at a first engine speed when the vehicle is in a non-traveling state, and when the vehicle speed has exceeded a predetermined vehicle speed, the control unit controls the engine speed at a second engine speed that is lower than the first engine speed, and the second engine speed is set to generate a desired creeping speed.

Abstract: A method to minimize common rail pressure irregularities due to aliasing effect on battery voltage monitoring in a digital electronic control unit that is capable of PWM (Pulse Width Modulation) regulations of a metering valve unit in a diesel common-rail power-train system. At least an engine rotary speed signal is detected and at least a battery voltage signal is monitored, the method includes, but is not limited to calculating the aliasing frequency on said battery voltage signal as a function of said engine rotary speed signal, filtering the battery voltage signal before it is input to said controller module with at least one digital non-linear notch filter, the at least one digital non-linear notch filter centered about the first harmonic of the aliasing frequency, and input the filtered battery voltage signal, at least with the engine rotary speed signal, to the controller module for PWM regulating the metering valve unit.

Abstract: A system including a channel; a particulate matter sensor disposed in fluid communication with the channel, the particulate matter sensor having a sensitivity that increases in response to exposure to particulate matter; and a controller coupled to the particulate matter sensor and configured to monitor the channel in response to the sensitivity of the particular matter sensor.

Abstract: A calculation control circuit unit 110A is provided with a microprocessor 111, an auxiliary control circuit unit 190A, and a high-speed A/D converter 115 to which the detection signals of excitation currents for electromagnetic coils 81 through 84 are inputted; based on an valve-opening command signal generated by the microprocessor 111 and excitation-current setting information, the auxiliary control circuit unit 190A opening/closing-controls power supply control opening/closing devices by use of a numeral value comparator and a dedicated circuit unit, and monitors and stores at least one of the peak value of a rapid excitation current and a peak current reaching time; the microprocessor 111 performs correction control with reference to the monitoring storage data, and implements fuel injection control while reducing a rapid control load on the microprocessor 111.

Abstract: An engine system with advance detection of detonation and/or pre ignition, the system comprising an engine, operative for propulsion of a vehicle by generating rotational motion, whose rotational velocity over time is monitored; and a detonation and/or pre ignition detector operative to provide an alert for impending detonation and/or pre ignition of the engine, if the rotational velocity fluctuates over time to an extent which is predetermined to be unsafe.

Abstract: A method and system for improving starting of an engine that may be repeatedly stopped and started is presented. In one example, the method adjusts a port fuel injection amount in response to engine stopping position. The engine stopping position may be indicative of a fraction of injected fuel that enters a cylinder for a first combustion event since engine stop.

Abstract: A spark-ignition direct injection engine is provided. The engine includes an engine body, a fuel injection valve, a fuel pressure setting mechanism, an ignition plug, and a controller. The controller operates the engine to perform compression-ignition combustion within a first operating range, and controls the ignition plug to operate the engine to perform spark-ignition combustion within a second operating range. Within a specific part of the first range, the controller sets the fuel pressure to 30 MPa or above, and retards the compression ignition to after a compression top dead center by controlling the injection valve to inject fuel into a cylinder in a period from a late stage of compression stroke to an early stage of expansion stroke. Below the specific part, the controller controls the fuel injection valve to inject the fuel into the cylinder in a period from intake stroke to a mid-stage of the compression stroke.

Abstract: A depression force of an accelerator pedal 2 is increased than a base depression force by a predetermined amount when an accelerator opening degree becomes a predetermined accelerator opening degree threshold value at which an engine speed necessary at a start of a vehicle can be obtained by a depression of the accelerator pedal 2 in a state where a clutch 102 is disengaged at the start of the vehicle. With this, at the start of the vehicle, a driver becomes easy to hold the accelerator pedal 2 in a constant accelerator opening degree at which the engine speed necessary at the start can be obtained. It is possible to smoothly engage the clutch 102, and then to attain the smooth start of the vehicle.

Abstract: A stop control system for an engine including a crankshaft is provided with a motor and a control device. The motor is connected to the crankshaft of the engine, and the control device is configured to stop the crankshaft in a compression stroke of the engine by temporarily driving the motor to thereby assist rotation of the crankshaft that is still being forwardly rotated after starting stop control operation of the engine under predetermined engine stop conditions.

Abstract: A gasket for use with in an internal combustion engine having lubricating oil drainback passageways and an integrated exhaust manifold formed in the cylinder head is disclosed. The gasket includes at least one drainback passageway opening to fit substantially around the drainback passageways formed in the cylinder block. A loose component-capturing constraint feature is integrally formed with the gasket and effectively provides a bridge over the drainback passageway opening of the gasket. The constraint feature does not restrict the flow of lubricating oil and may be of any of several designs including, for example, a rib. The cylinder head gasket is preferably of a multi-layer construction and is preferably steel. The constraint feature may be a single gasket layer. The cylinder head gasket includes both active and non-active areas. The constraint feature may be either or both an active and a non-active area of the gasket.

Abstract: A casing structure of an automotive internal combustion engine includes an upper/lower divided crankcase structure. A crankshaft and a first transmission shaft of a pair of transmission shafts parallel to the crankshaft of a transmission are axially supported by a dividing surface of the upper crankcase and the lower crankcase. The dividing surface of the crankcase is inclined so that a second transmission shaft axially supported by the upper crankcase above the first transmission shaft is below the crankshaft. A cylinder is formed on the upper crankcase so that a cylinder axial line is orthogonal to the dividing surface.

Abstract: A gas turbine jet noise reduction apparatus including a variable geometry gas turbine engine nozzle comprising a circumferentially distributed array of nozzle flap panels supported for alternate collective splaying and gathering motion, with the collective splaying motion of the flap panels being from a narrow position defining a minimum cross-sectional area at a nozzle exit plane, to a wide position defining a maximum cross-sectional area at the nozzle exit plane. A plurality of nozzle seal panels is supported in a circumferentially distributed array within the array of nozzle flap panels. A seal panel actuator is operatively engageable with the seal panels to deflect the seal panels radially inward into respective deployed positions to reduce jet noise by increasing exhaust stream mixing with ambient air.

Abstract: Reducing jet noise by weakening Mach cones in a jet exhaust gas streamtube. The Mach cones are weakened by modifying exhaust gas flow in a longitudinal axial core of the exhaust gas streamtube.

Abstract: A combustion gas generator has: a motor case; a first propellant loaded within the motor case to burn at a first pulse; a second propellant loaded within the motor case to burn at a second pulse subsequent to the first pulse; a front motor head fixed to a front portion of the motor case and having a combustion gas exhaust hole; and a rear motor head fixed to a rear portion of the motor case and having a combustion gas exhaust hole. A combustion gas supply control device prevents combustion gas of the first propellant at the first pulse from flowing into the combustion gas exhaust hole of the front motor head and supplies combustion gas of the second propellant at the second pulse to the combustion gas exhaust hole of the front motor head.

Abstract: A metering system for a fuel atomizer includes a housing, first and second metering members, and at least one solenoid. The housing includes a mixing chamber. The first metering member is operable to control flow of oxidizer to the mixing chamber. The second metering member is arranged coaxial with the first metering member and operable to control flow of fuel to the mixing chamber. The at least one solenoid is configured to operate at least one of the first and second metering members.

Abstract: A crankcase ventilation device is provided for an internal combustion engine. The crankcase ventilation device includes, but is not limited to an intake air inlet configured to have intake air flowing therethrough, and a crankcase gas inlet configured to have crankcase gas flowing therethrough, and a charge air outlet configured to have charge air flowing therethrough. The crankcase ventilation device is configured to mix inlet crankcase gas with inlet intake air and let it out as charge air, where the intake air inlet, the crankcase gas inlet, and the charge air outlet open into a widening. The crankcase gas inlet opens into the widening at a crankcase gas inlet opening. The distance of the crankcase gas inlet opening from a flow central axis flowing at least through the intake air inlet in one plane is greater than the distance of the intake manifold wall from the flow central axis.

Abstract: Methods and systems are provided for managing a compressor temperature using EGR to address surge and condensation. A variable mixture of cooled compressor recirculation flow and hot EGR is provided to a compressor inlet. A composition of the mixture is adjusted to maintain a compressor inlet temperature sufficiently warm so as to reduce ingestion of condensation, and a compressor outlet temperature sufficiently cold to be within component temperature limits with flow above the surge limit.

Abstract: In the engine including an MPL-EGR system having an HPL-EGR mechanism 6 and an LPL-EGR mechanism 7, a pressure difference between upstream side pressure and downstream side pressure of a low pressure EGR cooler 73 provided in the LPL-EGR mechanism 7 is detected by a pressure difference sensor 89. When an actual pressure difference value detected is higher than a reference pressure difference value in a state where no blocking occurs in the LPL-EGR mechanism 7, and the deviation amount therebetween reaches a predetermined amount, it is determined that the blocking occurs in the inside of the low pressure EGR cooler 73. In contrast, when the actual pressure difference value detected is lower than the reference pressure difference value, and the deviation amount therebetween reaches a predetermined amount, it is determined that the blocking occurs in the inside of the pipe members 74 and 75 except the low pressure EGR cooler 73.

Abstract: The invention relates to a self-igniting internal combustion engine (10) with ether fumigation of the combustion air for vehicles, wherein to provide for ether fumigation, a feed means (1, 2, 3) is provided for an alkanol fuel in the flow direction, an exhaust gas heat exchanger (4) is provided for cooling a portion of the exhaust gas arising from the firing of the internal combustion engine (10) and for vaporizing the alkanol fuel fed while at the same time absorbing the thermal energy to be dissipated during cooling of the exhaust gas, and a catalyst (5) is provided for dehydrating the evaporated alkanol fuel to form ether, and wherein the feed means (1, 2, 3), the exhaust gas heat exchanger (4) and the catalyst (5) are connected to the combustion chamber of the internal combustion engine (10) and adapted in such a way that a portion of the fuel required to fire the internal combustion engine (10) can be fed to the combustion chamber of the internal combustion engine (10) by way of the ether fumigation of t

Abstract: Methods and systems are provided for detecting a fuel system leak. One or more of a boost pressure from a compressor and vacuum from an intake manifold is sequentially applied on a fuel tank. A leak is detected based on a subsequent change in fuel tank pressure.