Abstract: Disclosed herein is a device which provides a safety measure to vehicles by utilizing the dead man (tether) switch, or other electrical connection, in combination with a valve and actuator, to keep oil from leaking out of the lubrication system of the vehicle in a rollover situation.

Abstract: A universal oil pan die tooling is provided for forming alternative oil pans for alternative internal combustion engines with and without an oil cooler circuit. The die tooling includes a first die member defining a cavity and a second die member having a protruding portion designed to be inserted in the cavity of the first die member to define a mold cavity therebetween that defines a shape of the oil pan. A first die insert is used along with the first die member and the second die member to form oil pans for use with an engine having an oil cooler. An alternative second die insert is used in place of the first die insert along with the first die member and the second die member to form oil pans for use with an engine without an oil cooler.

Abstract: A universal drain plug system and method allow for the use of a single tool, such as a wrench, for installing and removing drain plugs from fluid containers such as vehicle oil pans. The system includes a plurality of different drain plugs, each with a substantially identical tool-engaging head portion, but with a different threaded shaft. The threaded shafts may differ in diameter, length, and thread dimensions including thread height and pitch, for example.

Abstract: Various embodiments of the invention include an apparatus for monitoring a lubrication oil in a turbomachine oil reservoir, the apparatus having: a housing section including: a casing; a base plate and a back support coupled with the casing; an oil intake conduit extending through the base plate, the oil intake conduit for fluidly connecting with the turbomachine oil reservoir; a pump fluidly connected with the oil intake conduit; an oil analyzer fluidly connected with the pump; and a drain conduit fluidly connected with the oil analyzer and extending through the base plate; and a mount coupled with the housing section, the mount for coupling with the turbomachine oil reservoir.

Abstract: An exhaust system for a motorcycle having a catalyzer casing that is accommodated in an exhaust muffler. The exhaust muffler is provided at opposite sides thereof in the vehicle width direction with lateral walls that are inclined so as to come closer to each other as they extend downward. A bent section is formed in an intermediate portion, within the exhaust muffler, of an exhaust gas conduit passing through a front end wall of the exhaust muffler and changes the flow direction of exhaust gas from the forward and rearward direction of the vehicle to the vehicle width direction. The catalyzer casing has one end connected to a downstream end portion of the exhaust gas conduit and is arranged in an inclined condition to be lowered as it approaches one side of the muffler in the vehicle width direction.

Abstract: A honeycomb catalyst body capable of containing in a limited space, having high mechanical strength, less pressure loss, and suitable purification performance is provided, and it includes a plugged honeycomb structure having porous partition walls defining cells, plugged portions, and porous projecting portions projecting so as to extend from the partition walls into the cells and being formed integrally with the partition walls; and catalysts loaded onto the projecting portions, wherein a porosity of the partition walls is 40 to 70%, thicknesses of the projecting portions is from 30 to 140% of thicknesses of the partition wall, an amount of the catalyst loaded onto the partition walls thereof is smaller than an amount of the catalyst loaded onto the projecting portions, one catalyst loaded onto projecting portions is a selective reduction catalyst, and another catalyst loaded onto projecting portions is an ammonia slip preventing catalyst.

Abstract: A honeycomb catalyst body having high mechanical strength, less pressure loss, and suitable purification performance is provided, and includes a plugged honeycomb structure having porous partition walls defining cells extending from one end face to another end face, inflow side plugged portions provided at one ends of the predetermined cells, outflow side plugged portions provided at another ends of the remaining cells, and porous projecting portions projecting so as to extend from the partition walls into the cells and being formed integrally with the partition walls; and a catalyst loaded onto the projecting portions of the plugged honeycomb structure, wherein porosities of the partition walls are 40% or more and smaller than 60%, thicknesses of the projecting portions are from 30 to 140% of thicknesses of the partition walls, and a catalyst amount loaded onto the partition walls thereof is smaller than a catalyst amount loaded onto the projecting portions.

Abstract: A method of detecting a thermal event is provided that relies not only on monitored exhaust temperatures, but also on temperature gradients propagating in the direction of exhaust flow. Specifically, the method of detecting a thermal event in a vehicle exhaust system includes monitoring at least one operating parameter at multiple locations spaced in exhaust flow of the vehicle exhaust system. The method then includes initiating a protective action if the monitoring indicates that at least one respective predetermined temperature requirement and a respective predetermined temperature gradient requirement are exceeded at two of the multiple temperature sensor locations within a predetermined time period.

Abstract: A system to detect the presence of a catalyst includes an exhaust gas tube, a first temperature sensing device, a second temperature sensing device, a flow rate measurement device, and a processing device. The first temperature sensing device measures a first temperature of exhaust gas upstream of the exhaust gas tube. The second temperature sensing device measures a second temperature of the exhaust gas downstream of the exhaust gas tube. The processing device estimates an expected time delay between the measured inlet and outlet exhaust gas temperatures corresponding to a system with a catalyst present. The processing device may also determine the presence of a catalyst by comparing the measured second temperature to the measured first temperature and comparing the measured second temperature to an estimated delayed first temperature associated with the expected time delay.

Abstract: A method is provided for protecting at least one metallic surface against discolorations under the action of heat. The method includes applying a lacquer to the metallic surfaces and then stoving the metallic surface while sealing the metallic surface against oxygen contact to form a permanently effective oxygen barrier.

Abstract: An internal combustion engine that includes at least one cylinder with at least one piston reciprocating in a cylinder liner; a piston cooling device to cool the piston, and which includes at least one spraying tube with a spray nozzle which is directed towards a bottom side of the piston facing a crankcase, the at least one spraying tube being fixed to the cylinder liner; and a connecting channel arrangement to fluidically connect the spraying tube to an oil supply channel arranged in a cylinder block, the connecting channel arrangement including at least one connecting channel formed at least partly in the cylinder liner, and at least one curved connecting channel. In order to ensure reliable piston cooling, the connecting channel arrangement includes at least one curved connecting channel.

Abstract: A diesel engine fluid reservoir system having a reservoir of diesel exhaust fluid in thermal communication with a heating element, a first conduit for the flow of engine coolant fluid to the heating element, a temperature sensor disposed to sense ambient temperature and/or a temperature of the diesel exhaust fluid, a controller communicatively coupled to the temperature sensor and communicatively coupled to a sprung gate valve included in the first conduit. The gate valve has a no-flow position and a flow position for control of the flow of engine coolant and includes an endless elastic band sandwiched between a first gate member and a second gate member each defining an opening therethrough alignable with the first conduit in the flow position. In response to a sensed temperature at which the diesel exhaust fluid is frozen, the controller signals the gate valve to be in the flow position.

Abstract: Various embodiments for a thermal management system are provided. In one example, a thermal management system includes a coolant pump that provides coolant to a first cooling circuit and a second cooling circuit in parallel. The first cooling circuit includes an air-to-coolant radiator system and the second cooling circuit includes an engine coolant jacket. The thermal management system further comprises a fan and a cooling shutter for controlling a flow of air through the air-to-coolant radiator system.

Abstract: In a hybrid vehicle, when using an ignition start to start a direct injection engine while any one of the cylinders has stopped near top dead center, engine revolutions are raised by producing a first explosion in a first cylinder, which is situated before a second cylinder in an ignition sequence and is in an expansion stroke and in which an exhaust value is not open, by directly injecting fuel into the first cylinder and igniting the fuel. Furthermore, assistance in increasing the engine revolutions is started by transmitting assist torque output from a motor-generator to the direct injection engine via a clutch, in a peak section immediately after the start of increase in the engine revolutions.

Abstract: A turbocharger is mounted on a diesel engine (e.g., a marine diesel engine), with the turbocharger's turbine axis transverse to a crankshaft axis of the engine.

Abstract: A system for controlling an engine having a first turbocharger, a second turbocharger and a cutoff valve that regulates exhaust flow through a turbine of the second turbocharger, the system comprising: a speed determination module that determines a current speed of the first turbocharger, determines a current speed of the second turbocharger, and determines a target speed of the second turbocharger based on the current speed of the first turbocharger; and a boost control module that compares the target speed of the second turbocharger with the current speed of the second turbocharger, and that selectively adjusts a position of a cutoff valve to adjust the current speed of the second turbocharger based on the comparison.

Abstract: The power-assisted supercharger (10) includes: a turbocharger (12) in which a turbine (12a) is rotationally driven by exhaust gas (7) from an engine (40), a compressor (12b) rotationally driven by the turbine compresses intake air (5) and supplies the intake air to the engine; an electric motor (14) connected to a rotary shaft (12c) connecting the turbine and the compressor, the electric motor to add rotational force to the turbocharger; and a motor controller (20) to control a drive current (I) to the electric motor required for an assist operation for the turbocharger, by open loop, based on an accelerator opening degree (A) of the engine and a rotational speed (NE) of the engine. In this power-assisted supercharger, a turbo lag can be reduced by itself, power consumption can be small even in a range in which the rotational speed is high, malfunctions or unnecessary power consumption can be prevented, a control system can be simplified, and the installation space and the weight thereof can be small.

Abstract: An exhaust manifold for at least a portion of an internal combustion engine having a defined number of combustion chambers includes a plurality of inlet ports and four outlet ports. A first pair of the four outlet ports are disposed in gas flow communication with a first subset of the plurality of inlet ports, and a second pair of the four outlet ports different from the first pair are disposed in gas flow communication with a second subset of the plurality of inlet ports different from the first subset.

Abstract: A method for operating a turbocharger arrangement of an internal combustion engine, the turbocharger arrangement comprising a low-pressure and a high-pressure turbocharging stage arranged sequentially, the low-pressure turbo-charging stage comprising a low-pressure turbine with a sensorless low-pressure turbine bypass valve, is provided. The method comprises evaluating at least one sensor signal of the turbocharger arrangement for detecting a failure mode of the sensorless low-pressure turbine bypass valve. In this way, the low-pressure turbine bypass valve may be monitored for degradation without utilizing a position sensor.

Abstract: Methods and systems are provided for using compressor recirculation flow via a venturi to enhance low pressure EGR flow. The opening of a compressor recirculation valve can be adjusted based on EGR flow demand to recirculate cooled compressed air through a venturi while generating vacuum for drawing EGR. The approach allows for concurrent EGR control and surge control.

Abstract: A system and method for providing a variable compression ratio internal combustion engine is disclosed. The system can include a frame affixed to the engine crankcase and a complementary frame affixed to the block/cylinder head assembly. The system can further comprise an actuating system to enable the block/head assembly to be moved up and down with respect to the crankcase, varying the compression ratio of the engine. A number of mechanisms can be used to achieve this movement, including a rack and pinion, a hydraulic or pneumatic actuator, and a gear drive. The compression ratio can be varied continuously during use. The frames substantially limit movement of the engine components to the y-axis, thus reducing, or eliminating, unwanted movement and stresses in other directions.

Abstract: An engine including at least two piston and cylinder assemblies that, when operating with a fuel savings cycle, establish at the end of the simultaneous compression strokes a charge of compressed air in one cylinder of one assembly and a charge of compressed air fuel mixture in the other cylinder of the other assembly. When the air fuel mixture is ignited, the high pressure conditions in the other cylinder are immediately communicated through a passage to the one cylinder to accomplish a double expansion during the simultaneous power drive strokes thus using much of the pressure energy before exhaust occurs by the pistons themselves. The improvement comprises changing the other assembly which has the charge of compressed air fuel mixture therein between the two piston and cylinder assemblies in a predetermined pattern as, for example, an operative alternation between the two piston and cylinder assembles.

Abstract: Disclosed herein are screw shaft turbine compressors having (i) a compressor section, (ii) a turbine section, (iii) a combustion section coupling to the compressor section and the turbine section, and (iv) a grooved shaft. The grooved shaft can include one or more grooves for providing fuel from the compressor section to the combustion section and for allowing exhaust to leave the combustion section and exit the turbine section. A method for generating different speed to torque ratios on the shaft and a system for generating torque on the shaft are further disclosed.

Abstract: A turbocharger and a method are disclosed. The turbocharger includes a casing having an inlet end and an outlet end. A flow passage within the casing may have a substantially continuous inner surface and may be configured to pass inlet air from the inlet end to the outlet end. A compressor wheel may be located in the casing and may have at least one main blade and may be configured to rotate within the casing to compress the inlet air. A flow disrupting feature on the casing may be configured to disrupt the continuity of the inner surface and may be located at a leading edge of the at least one main blade. The flow disrupting feature may be closed to upstream communication with the flow passage except via the flow passage.

Abstract: Methods and systems for operating a gas turbine engine including a fuel delivery system and a plurality of combustor assemblies are provided. The fuel delivery system comprises a primary fuel circuit configured to continuously supply fuel to each of the plurality of combustor assemblies during a first mode of operation and a second mode of operation. At least one secondary fuel circuit of the fuel delivery system is configured to supply fuel to each of the plurality of combustor assemblies during the second mode of operation. The secondary fuel circuit includes at least one isolation valve coupled in flow communication with each of the plurality of combustor assemblies. The at least one isolation valve facilitates preventing fluid flow upstream into the secondary fuel circuit during the first mode of operation. The fuel delivery system, using the isolation valve, replaces a purging system in the gas turbine engine.

Abstract: A fluid flow valve includes a movable valve piston positioned in a valve body, the valve piston configured to flow a fluid therethrough. A metering window is interactive with the movable valve piston to meter flow through the movable valve piston. A flow meter is positioned at the valve piston to measure a flow rate of fluid through the valve piston. A valve controller is operable connected to the flow meter and the movable valve piston to control position of the valve piston based on flow rate measured at the flow meter.

Abstract: The present application provides a fuel delivery system for a combustor with reduced coherence and/or reduced combustion dynamics. The combustor can assembly may include a first manifold for delivering a first flow of fuel to a first set of fuel injectors and a second manifold for delivering a second flow of fuel to a second set of fuel injectors. The first flow of fuel may have a first temperature and the second flow of fuel may have a second temperature. The first temperature may be higher than the second temperature.

Abstract: A method and system for controlling a two-shaft turbine engine, the two-shaft turbine engine including a gas producer having a compressor with adjustable inlet guide vanes. The method includes monitoring a rotational speed of the gas producer, maintaining an inlet guide vane angle constant when a rotational speed of the gas producer is below a threshold value, and adjusting an inlet guide vane angle of the compressor at a predetermined rate when the rotational speed of the gas producer is above the threshold value.

Abstract: A method optimizing fuel-injection control with driving speeds of apparatuses adjusted by controlling a turbine speed according to power, and optimizing control of a free turbine power package of an aircraft, including a low-pressure body, supplying power to apparatuses and linked to a high-pressure body. The method varies the low-pressure body speed to obtain a minimum speed for the high-pressure body, so power supplied by the apparatuses remains constant. Power supplied by the apparatuses is dependent upon the apparatuses driven speed by the low-pressure body, and a speed set point of the low-pressure body is dependent upon a maximum value of minimum speeds of the apparatuses, enabling required power to be optimized, upon a positive or zero incrementation added to the speed set point of the low-pressure body to minimize speed of the high-pressure body to the apparatuses power supply.

Abstract: An improved throttle body includes an offset axis drum valve and shaped throat. The offset axis and shaped throat provide gradual initial opening for better throttle control and the drum valve includes a lower face matching the profile of the air path through the throttle body when rotated to a fully open throttle position, providing an optimal flow at full throttle. The offset axis drum further includes a slightly decreasing radius. As the drum opens, the surface of the drum retreats from the throttle body wall providing clearance for dusty environments and reducing tolerances for reduced manufacturing cost. A fuel injector pocket position provides a spray pattern aligned with an initial air flow as the throttle body opens providing better mixing at part throttle. The throttle body further creates a cavity under the drum in the closed position providing an increased volume in the intake tract which improves throttle response.

Abstract: An output control device configured to control the output of a running drive source mounted on a vehicle includes an anomaly discriminator which judges that the output control device is anomalous, if excess acceleration G (output difference index) of the vehicle remains greater than or equal to a predetermined threshold value G1, . . . , G7 for a predetermined time t1, . . . , t7 or longer, wherein the predetermined time t1, . . . , t7 for the anomaly discrimination is set so as to shorten with increase in the threshold value G1, . . . , G7 of the excess acceleration of the vehicle.

Abstract: An object of this invention is to appropriately control the valve timing (VT) even in a case where a plurality of local maximum points or local minimum points exist on a characteristic line representing a relation between the VT and an air amount. An engine 10 includes VVTs 42 and 44 and the like. When a predetermined operation condition that a plurality of local maximum points exist on a load characteristic line representing a relation between the VT of an intake valve 32 and a load KL is established, an ECU 60 first calculates the VT corresponding to a maximum value KLmax of the load KL as a maximum air amount VT (VTmax). Subsequently, if the maximum value KLmax of the load is less than a target KL, the ECU 60 changes the VT towards VTmax. Thus, the direction in which the VT is changed is determined based on VTmax that is calculated irrespective of a change tendency (slope) of the characteristic line or the like at the current time.

Abstract: Methods and systems for controlling an engine that may be automatically stopped and started are presented. In one example, a compressor is activated from a deactivated state in response to one or more environmental parameters during an engine start. The methods and systems may improve engine response after an engine start.

Abstract: A method can include determining a desired torque output from an engine system in response to a torque request, the engine system including an engine and a belt-driven starter generator (BSG). The method can include determining a current engine torque capacity. When the desired torque output is greater than the current engine torque capacity, the method can include (i) determining a maximum engine torque capacity, (ii) determining a current BSG torque capacity, (iii) commanding the BSG to operate as a torque generator or a torque consumer based on a difference between the desired torque output and the maximum engine torque capacity and a state of a battery system configured to power the BSG, and (iv) controlling the engine and the BSG to collectively generate the desired torque output at a flywheel of the engine.

Abstract: A microcomputer is formed of a CPU and a detection circuit and inputs sensor signals of a vibration sensor and a rotation sensor. The detection circuit includes an AD converter circuit for AD conversion of the sensor signal of the vibration sensor at a predetermined sampling interval, a peak hold circuit for detecting a peak value of the sensor signal, a RAM for storing the peak value, a counter for detecting a crank angle at a peak value detection time, and an angle calculation part. The microcomputer divides a pre-ignition check interval into plural interval units and checks the pre-ignition based on the peak value detected in each unit interval. The pre-ignition and the knock are checked by using different threshold values in an interval, in which the pre-ignition check interval overlaps a knock check interval.

Abstract: A system for controlling a diesel internal combustion engine including a circuit for partially recirculating exhaust gases, including a mechanism estimating set values of intake-air parameters; a mechanism estimating richness of the exhaust gas; a mechanism determining a set value of the intake richness according to set values of the intake-air parameters; and a mechanism correcting at least one of the set values of the intake-air parameters according to the estimation of the richness of the exhaust gas and the richness set value.

Abstract: An engine with a supercharger includes a low pressure loop EGR apparatus. An EGR passage having an inlet connected to an exhaust passage downstream of a turbine and an outlet connected to an intake passage upstream of a compressor. An intake bypass passage is provided to bypass the intake passage downstream of the compressor and the intake passage upstream of the compressor, with an ABV in the intake bypass passage. A throttle valve is closed during stop or deceleration operation of the engine. An electronic control unit (ECU) is configured such that, when the ECU determines based on an operation state of the engine that the EGR valve is in a valve-opened state and the engine is in deceleration operation from a supercharging region, the ECU controls an EGR valve to close and the ABV to open from a valve-closed state delayed from start of closing the EGR valve.

Abstract: Systems and methods for continuous automatic adjustment of a control set point of an air-fuel ratio controller of a rich burn engine so as to maintain emissions within a desired range. In an embodiment, a NOx sensor is placed in the exhaust outlet from an exhaust catalyst and the NOx exhaust sensor output is continuously monitored while adjusting the control set point between rich and lean in order to minimize the output from the NOx sensor. Corrections may be continuously made to the set point during operation of the engine to compensate for changes in environmental conditions, engine loads, and other factors.

Abstract: Methods and systems for controlling an engine that may be automatically stopped and started are presented. In one example, a method adjusts an amount of current to an electric device applying torque to an engine to adjust an amount of air that is pumped through the engine to a catalyst. The methods and systems may reduce engine emissions.

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

Abstract: A single point fuel injection throttle body assembly including an idle air control circuit having an port opening into main intake bores downstream of the point of fuel distribution into the air stream. When the idle air control circuit is open, an air/fuel mixture, rather than simply air, is drawn into the into the intake manifold, thereby reducing the tendency for a lean fuel mixture at idle. A unique engine control unit “feed forward” algorithm controls the fuel injection as a function of the position of the idle air control motor so that as the idle air control circuit is opened, the pulse widths of the fuel injector signals are increased. This feature allows the initial open-loop-based fuel mixture supplied by system to be more accurate and eliminates rough unstable idle associated with closed-loop control lag times.

Abstract: A method of monitoring a particulate filter of an exhaust aftertreatment device includes sensing a first pressure drop across the particulate filter at a first instant in time, and sensing a second pressure drop across the particulate filter at a second instant in time. A controller may then calculate a rate-of-change of the pressure drop between the first instant in time and the second instant in time while sensing a flow rate of an exhaust gas flowing through the exhaust aftertreatment device. Using the sensed exhaust flow rate, the controller may determine a rate-of-change threshold, and subsequently compare the calculated rate-of-change to the rate-of-change threshold. The method further includes updating a soot model using the sensed second pressure drop if the calculated rate-of-change is less than the rate-of-change threshold.

Abstract: A method for diagnosing a performance issue in a vehicle system having a diesel engine, a fuel system, and an on-board diagnostic system. The method includes cranking the engine, and, if a pressure sensed in the fuel system during or after the engine cranking differs by a threshold amount from the pressure sensed during a previous operation of the engine, indicating excessive fuel viscosity in the on-board diagnostic system.

Abstract: Methods and systems are provided for injecting and combusting an amount of gaseous fuel during an exhaust stroke of a cylinder combustion event in order to reduce turbo lag and reduce a duration of time required for an exhaust catalyst to light-off during transient events. In one example, when an increase in torque demand is greater than a threshold, a first amount of gaseous fuel may be combusted during a compression stroke of a cylinder combustion event and a second amount of gaseous fuel may be combusted during an exhaust stroke of the combustion event. The second amount may be adjusted based on the increase in torque demand.

Abstract: The disclosure relates to a method for operating a fuel delivery device of an internal combustion engine, in which method an electromagnetic actuating device of a volume control valve is switched such as to set a delivery volume, wherein a control of the electromagnetic actuating device for moving an armature of the electromagnetic actuating device from a first position to a second position comprises at least three phases, wherein in a first phase a coil of the electromagnetic actuating device is permanently connected to a voltage, and wherein in a second phase the coil is periodically connected to the voltage with a first frequency and with a first duty factor, and wherein in a third phase the coil is periodically connected to the voltage with a second frequency and with a second duty factor.

Abstract: A method for a PFDI engine may comprise, during a first condition, comprising direct-injecting fuel to the PFDI engine, estimating a fuel vapor pressure, and setting a fuel lift pump pressure greater than the fuel vapor pressure by a threshold pressure difference, and during a second condition, comprising port-fuel-injecting fuel to the PFDI engine, setting a DI fuel pump command signal greater than a threshold DI fuel pump command signal without supplying fuel to a DI fuel rail.

Abstract: A piston assembly having a piston member and a connecting rod. The piston member has a crown portion and a lower portion bonded together with a cooling gallery formed between them. The connecting rod has a ball end which is positioned in a socket in the piston member. In one embodiment, the ball end can have two flat surfaces and be held in position by C-clips. In another embodiment, the ball end is cylindrically shaped and the socket has a corresponding shape.

Abstract: A housing for an internal combustion engine is provided with a bore, which is formed by at least two bore sections at a distance from each other. The bore may be a bearing tunnel in a crankcase or a cylinder head of the internal combustion engine. A rotating, machining tool is provided to machine the bore. The tool is introduced into the bore by axial displacement and the bore is used as a counter-bearing for the tool for radially supporting the tool. The counter-bearing is in one piece with the housing.

Abstract: A boat propulsion device includes an engine, a first bracket, and a first electric component. The engine includes a crankshaft extending in an up-and-down direction. The first bracket is fixed to the engine. The first electric component is attached to the first bracket. The first bracket includes a first support portion and a second support portion. The first support portion includes a first lateral surface and a second lateral surface. The first electric component is attached to the first lateral surface. The second lateral surface is arranged opposite to the first lateral surface. The second support portion is connected to the second lateral surface in a position spaced away from both ends of the second lateral surface in a top view. The second support portion includes a first coupling portion coupled to the engine.

Abstract: A rubber ring for a gasket has a first bulging portion composing a seal portion; a second bulging portion composing an attachment portion; and a depressed portion between the first bulging portion and the second bulging portion. The first bulging portion includes a thickest portion carrying out a sealing function, and when the rubber ring is compressed from both sides, the second bulging portion and the depressed portion have a thickness which does not contact with the faces sandwiching the gasket. An end of the metal plate is positioned in a range of the depressed portion between the first bulging portion and the second bulging portion, and between changing points wherein each of slope face, sloping toward the depressed portion from the two bulging portions, changes into a curved surface concaving on an outer side from a curved surface projecting on the outer side.