Abstract: An aftertreatment system for an engine is disclosed. The aftertreatment system may include an exhaust passage configured to receive an exhaust flow from the engine, and an injector disposed in the exhaust passage and configured to inject reductant into the exhaust flow. The aftertreatment system may also include a bypass conduit fluidly connected to the exhaust passage downstream of the injector, at least one valve disposed in the bypass conduit and configured to divert exhaust gases from the exhaust passage into the bypass conduit, and a reductant storage device disposed in the bypass conduit and configured to store ammonia in the exhaust gases. The aftertreatment system may also include a control module configured to selectively operate the at least one valve.

Abstract: Systems and methods for managing aftertreatment systems that include passive NOx adsorption devices and SCR catalyst elements are disclosed. Temperature generation devices upstream of the passive NOx adsorption devices facilitate control of the aftertreatment systems to improve fuel economy and NOx conversion efficiency.

Abstract: An exhaust gas recirculation (EGR) system for an internal combustion engine having dedicated EGR and operating at a lean air-fuel ratio. In such engines, one or more cylinders is operable as a dedicated EGR cylinder, such that all of the exhaust produced by the dedicated EGR cylinder(s) may be recirculated to the engine's main (non dedicated) cylinders. Because the engine is lean burn, its exhaust aftertreatment system has a NOx-reducing device. An EGR loop is configured to recirculate EGR from the dedicated EGR cylinder(s) to the engine's intake manifold. A diversion line connects the EGR loop to the exhaust aftertreatment system, thereby delivering EGR as syngas for the NOx-reducing device. The syngas is used either directly as a reductant or to a catalyst that reduces the syngas to ammonia for use as a reductant.

Abstract: A dosing system for dosing diesel exhaust fluid (DEF) into an inlet of a selective catalytic reduction (SCR) aftertreatment module of a diesel engine is described. The dosing system may comprise a DEF supply line configured to deliver the DEF from a pump to a first injector and a second injector at the inlet. The DEF supply line may include a tri-axis connector configured to split the DEF from the pump into two portions each exiting one of a first outlet port and a second outlet port, a first delivery conduit configured to deliver the DEF exiting the first outlet port to the first injector, and a second delivery conduit configured to deliver the DEF exiting the second outlet port to the second injector. The first injector and the second injector may dose the same quantity of the DEF into the inlet of the aftertreatment module.

Abstract: Various systems and methods are described for managing ammonia storage in an SCR catalyst. In one example approach, a method comprises, in response to a vehicle-off event, injecting ammonia during a final exhaust blowdown until a predetermined value of ammonia is stored in the SCR catalyst; and in response to a subsequent vehicle-on event when an amount of ammonia stored in the SCR catalyst is less than the predetermined value, injecting ammonia until the predetermined value of ammonia is stored in the SCR catalyst.

Abstract: A method for controlling a motor vehicle with an internal combustion engine and a catalytic converter is disclosed. The method includes: determining an oxygen storage value, which is a dimension for oxygen stored in the catalytic converter, detecting an engine load, carrying out a part evacuation of the oxygen from the catalytic converter with a fuel enrichment when the oxygen storage value exceeds a trigger evacuation threshold value and when the engine load is below a low-load threshold value.

Abstract: An exhaust system is described including an exhaust manifold having different length runners, with an emission control device housing a plurality of catalyst bricks, at least one of which having a multi-cell density. In this way, uneven exhaust mixing may be addressed without modifying packaging of the exhaust system.

Abstract: An exhaust treatment device for treating exhaust includes a main body defining an interior, an inlet, and an outlet; an inlet arrangement disposed at the inlet; an aftertreatment substrate disposed between the inlet and the outlet; a restrictor arrangement disposed between a first closed end of the main body interior and the aftertreatment substrate; and a dosing arrangement configured to inject reactant into the exhaust. The restrictor arrangement defines a restricted passageway that extends towards the first closed end so that exhaust entering the main body interior from the inlet is swirled around the restricted passageway before entering the restricted passageway and passing to a second chamber prior to the aftertreatment substrate.

Abstract: A device for supplying a liquid additive for a motor vehicle includes a tank for storing the liquid additive and a delivery unit for delivering the liquid additive out of the tank. A sensor emits and receives waves and is configured to measure a fill level of the liquid additive in the tank by way of a propagation time measurement of the waves along a measurement path to a liquid surface in the tank and back to the sensor. The measurement path runs at least partially through a measurement duct. At least one back-flushing line ends in the measurement duct so that flushing of the measurement duct to the tank can be performed, in such a way that the measurement duct is kept clean and/or is cleaned. A motor vehicle having the device is also provided.

Abstract: A pump share-type urea water supply system includes a first supply valve and a second supply valve. A urea water tank is connected with the respective supply valves by a urea water supply path that includes a first supply path for the first supply valve and a second supply path for the second supply valve. The second supply path has a larger capacity than the first supply path by a predetermined volume. A suck-back control controls opening and closing of the respective supply valves such that a first estimated valve-opening time of the first supply valve for suck-back control in the first supply valve and supply path is shorter than a second estimated valve-opening time of the second supply valve for suck-back control in the second supply valve and in-the-second supply path by at least a first control time corresponding to the predetermined volume.

Abstract: Disclosed is a sensor element for detecting a specific gas component in a gas under measurement. The sensor element is plate-shaped in a longitudinal direction thereof and has a detection portion located on a front end side of the sensor element and an air introduction portion adapted as a longitudinal hole extending in the longitudinal direction to a position of the detection portion so as to introduce air thereinto. The detection portion includes a measurement electrode exposed to the gas under measurement, a reference electrode arranged in the air introduction portion and a plate-shaped solid electrolyte member held in contact with the measurement electrode and the reference electrode. The air introduction portion has a cross section with an aspect ratio of 0.0082 to 0.0800 and an area of 0.015 to 0.147 mm2 when taken perpendicular to the longitudinal direction at a position of the reference electrode.

Abstract: A catalytic device connected to an exhaust muffler from the front of the exhaust muffler to form substantially the shape of a T as viewed in plan is provided between an exhaust pipe and the exhaust muffler. One end portion of a reinforcing cover covering the catalytic device is fixed to an upstream end portion of the catalytic device, and another end portion of the reinforcing cover is fixed to the exhaust muffler. An extending portion extending rearwardly upward along the outer periphery of the exhaust muffler is formed integrally with the rear portion of a first heat insulating member covering the reinforcing cover from above. A second heat insulating member integrally having a cover portion covering the extending portion from above and inclined rearwardly upward is disposed so as to cover the exhaust muffler from above.

Abstract: A flexible conduit assembly for transmitting exhaust from a combustion engine to an atmosphere includes first and second conduits and a coupler for coupling the first and second conduits. The coupler includes a bellows, a flexible intermediate element surrounding the bellows, first and second flanges disposed over the intermediate element, and an outer insulating element surrounding the intermediate element and supported by the flanges. The coupler further includes first and second extensions coupled to the intermediate element and projecting outwardly from the intermediate element. The first extension spaces the first flange from the intermediate element to define a first air gap, and the second extension spaces the second flange from the intermediate element to define a second air gap. The first and second flanges dispose a portion of the outer element above the intermediate element to define a third air gap.

Abstract: The present invention is directed to a cooling apparatus comprising a plural number of (e.g., first to third) heat exchangers arranged in widthwise side-by-side relation to each other, and designed to optimize an air-volume distribution of cooling air passing through cores of the heat exchangers to thereby improve cooling efficiency. Each of the cores 41, 51 of the second and third heat exchangers 40, 50 disposed at widthwise opposite ends of the first to third heat exchangers 30, 40, 50 is formed to have a height lower than that of the core 31 of the first heat exchanger 30 disposed at a center of the first to third heat exchangers 30, 40, 50, whereby a combination of the cores 31, 41, 51 of the first to third heat exchangers 30, 40, 50 is formed in a shape corresponding to a projection of a cooling fan 25.

Abstract: A cooling device for use with an engine is provided. The cooling device includes a flow control portion that includes a base and an opening defined therein. The flow control portion also includes a plurality of blades that extend from at least a portion of the base. The cooling device also includes a grid portion having an opening defined therein, said grid portion opening is substantially concentrically aligned with the base opening. An attachment portion is configured to couple the cooling device to at least one rotatable component of the engine. Each of the flow control portion, the grid portion, and the attachment portion are formed integrally together such that the cooling device is a single component.

Abstract: A cooling system for an engine is provided. The cooling system includes an EGR device including an EGR passage for recirculating exhaust gas into an intake passage, an EGR valve for adjusting a flow rate of the recirculating exhaust gas, and an EGR cooler for cooling the recirculating exhaust gas, an EGR valve controller for controlling the EGR valve, coolant flow paths including a first flow path and a second flow path and where coolant circulates, a coolant pump for circulating coolant within the coolant flow paths, a flow rate control valve for adjusting a flow rate of the coolant through the second flow path, a temperature detector for detecting a coolant temperature within the first flow path, and a valve controller for adjusting a flow rate control valve opening based on the detected temperature.

Abstract: The present invention relates to a device for cooling charge air for an internal combustion engine of a vehicle. The device comprises a plurality of first coolant pipes for conducting a first coolant and a plurality of second coolant pipes for conducting a second coolant, wherein the first coolant pipes and the second coolant pipes extend in a longitudinal extension direction of the device and the plurality of first coolant pipes is arranged adjacent to the plurality of second coolant pipes in a transverse extension direction of the device.

Abstract: An internal combustion engine comprising at least one cylinder and a pair of opposed, reciprocating pistons within the cylinder forming a combustion chamber therebetween. The engine has at least one fuel injector disposed at least partly within the cylinder, the fuel injector having a nozzle that is positioned within the combustion chamber and through which the fuel is expelled into the combustion chamber, wherein the nozzle is exposed directly within the combustion chamber.

Abstract: An engine apparatus includes an engine and an exhaust gas purifier. The engine includes an intake manifold and an exhaust manifold. The exhaust gas purifier is configured to purify exhaust gas of the engine and disposed on an upper side of the engine through a mounting base. The mounting base includes an intake-side bracket and an exhaust-side bracket, which support one end of the exhaust gas purifier. One end of the intake-side bracket and one end of the exhaust-side bracket are fastened to each other. The other end of the intake-side bracket and the other end of the exhaust-side bracket are coupled to the engine side.

Abstract: A combustion chamber construction for opposed-piston engines includes an elongated, bilaterally symmetrical shape referenced to a major axis and a pair of injection ports located on the major axis when the pistons are near respective top center positions. The combustion chamber is defined between a bowl in the end surface of a first piston of a pair of pistons and mirrored ridges protruding from the end surface of a second piston of the pair. Each ridge includes a central portion that curves toward a periphery of the end surface of the second piston and which transitions to flanking portions that curve away from the periphery. The ridge configuration imparts a substantially spherical configuration to a central portion of the combustion chamber where swirling motion of charge air is conserved.

Abstract: A heat transfer assembly for controlling heat transfer of a turbine engine is provided. The turbine engine includes a housing and includes a compressor, a combustor and a turbine located within the housing. The heat transfer assembly includes a flow control device having a sidewall coupled to the turbine, the sidewall is in flow communication with a compressor vane. The sidewall is configured to define a first flow path from the compressor vane to a turbine vane and a second flow path from the compressor vane to a turbine blade. A heat exchanger is coupled to the housing and located between the compressor and the turbine, wherein the heat exchanger is in flow communication with at least one of the first flow path and the second flow path. A fluid supply device is coupled to the housing and in flow communication with the heat exchanger.

Abstract: In a cooling structure for a recovery-type air-cooled gas turbine combustor having a recovery-type air-cooling structure that bleeds, upstream of the combustor, and pressurizes compressed air supplied from a compressor, that uses the bled and pressurized air to cool a wall, and that recovers and reuses the bled and pressurized air as combustion air for burning fuel in the combustor together with a main flow of the compressed air, wall cooling in which cooling air is supplied to cooling air passages formed in the wall of the combustor to perform cooling involves a downstream wall region, closer to a turbine, that is cooled using the bled and pressurized air as the cooling air and an upstream wall region, closer to a burner, that is cooled using, as the cooling air, bled compressed air bled from a main flow of the compressed air through a housing inner space.

Abstract: An end-wall component of the mainstream gas annulus of a gas turbine engine has a cooling arrangement including one or more circumferentially extending rows of ballistic cooling holes through which, in use, dilution cooling air is jetted into the mainstream gas to reduce the mainstream gas temperature adjacent the end-wall. A portion of the cooling holes are first cooling holes angled such that the direction of the dilution cooling air jetted therethrough has, on entry into the mainstream gas annulus, a component in one tangential direction. A portion of the cooling holes are second cooling holes angled such that the direction of the dilution cooling air jetted therethrough has, on entry into the mainstream gas annulus, a component in the opposite tangential direction. The first and second cooling holes are arranged such that the cooling air from jets having entry components in opposing tangential directions collide and coalesce.

Abstract: A fuel supplying system includes a primary circuit for delivering fuel from a fuel tank to a primary circuit outlet. The system also includes a first supply circuit connected to the primary circuit outlet, the first supply circuit comprising a first supply circuit pump configured to pump fuel from the primary circuit outlet to engine fuel nozzles. The system further includes a second supply circuit also connected to the primary circuit outlet. The second supply circuit includes at least one actuating device configured to receive power from hydraulic pressure of the fuel. The second supply circuit also includes a second supply circuit pump configured to pump fuel from the primary circuit outlet to an actuating device, wherein the second supply circuit pump is independent from the first supply circuit pump.

Abstract: A method of controlling a speed of a gas turbine engine including a gas generator spool and a power turbine spool rotating independently from one another, including controlling a rotational speed of the gas generator spool according to a fixed relationship with respect to an outside air temperature throughout a variation of output power.

Abstract: It is intended to provide an exhaust gas purification system for an internal combustion engine, which is capable of suppressing HC emission increase and raising the temperature of an exhaust gas purifier at an early stage while maintaining stable combustion during the warm-up operation such as immediately after the engine starting. The system is provided with: an air flow control unit 50 for reducing a flow rate of air supplied to the engine 1 to raise a temperature of the exhaust gas exhausted from the engine 1; and an activation timing control unit 52 for controlling a timing of activating the air flow control unit 50, and the activation timing control unit is configured to control the timing of activating the air flow control unit 50 so that a combustion state in the engine 1 does not become unstable when the air flow control unit 50 is activated and the air to be supplied to the engine 1 is reduced.

Abstract: A valve actuation mechanism includes a rocker adapted for opening a cylinder valve, via an activation piston movable in a piston chamber of the rocker under action of a fluid pressure raise in the piston chamber, from a first position in which an engine operating function is deactivated to a second position, in which the engine operating function is performed, the rocker including a controlled blocking valve, wherein the control of the blocking, valve between its open state and its blocking state is performed by action of a force exerted by the fluid pressure in the piston chamber on a valve member of the blocking valve which is exposed to the fluid pressure in the piston chamber.

Abstract: A switchover valve unit (36) for an internal combustion engine that has an adjustable compression ratio for controlling an hydraulic oil stream in hydraulic chambers (22, 23) of an eccentric adjustment device. The hydraulic chambers (22, 23) can be filled with hydraulic oil via hydraulic oil feed lines (24, 25), and ventilation of the hydraulic chambers (23, 24) via hydraulic oil discharge lines (30, 31) is permitted or not permitted depending on a switching position of the switchover valve unit (36). The switchover valve unit (36) having an actuating module (53) with a linearly displaceable pick-off element (37), a valve module (56) with ventilation valves (41, 42) in the hydraulic oil discharge lines (30, 31), and actuating rods (39, 40) that can be displaced linearly by the pick-off element (37). The ventilation valves (41, 42) are opened or closed depending on the switching position of the pick-off element (37).

Abstract: A spark ignition internal combustion engine includes: a compression ratio changing mechanism by which a volume of a combustion chamber varies; a cylinder internal pressure sensor that acquires a pressure signal of a pressure vibration inside a cylinder; and an abnormal combustion detector including a filter that passes the pressure signal, of a set frequency band among the pressure signal, and detecting an occurrence of abnormal combustion based on the pressure signal having passed through the filter. The abnormal combustion detector sets a frequency band of the filter based on a crank angle section in which abnormal combustion occurs and on a mechanical compression ratio.

Abstract: A supercharging engine supplying compressed air to a combustion chamber as intake air may include at least two cylinders, a deactivation cylinder being at least one of the cylinders, and selectively deactivated, a compressed air tank adapted to store compressed air supplied from a combustion chamber of the deactivation cylinder, a compressed air storage passage formed to communicate the compressed air tank with the combustion chamber of the deactivation cylinder, an intake manifold selectively communicating with the compressed air tank, and a compressed air valve selectively opening/closing the compressed air storage passage, in which compressed air may be transmitted from the combustion chamber of the deactivation cylinder to the compressed air tank as the compressed air valve is opened in a compression stroke during deactivation of the deactivation cylinder.

Abstract: In an air handling system of a uniflow-scavenged, two-stroke cycle opposed-piston engine, repeatable trapped mass and composition are achieved by determining provision of air handling setpoints that control operation of the engine's air handling system components. In some aspects, these setpoints govern operations of the air handling system by actively controlling the intake manifold pressure (IMP), EGR flow, and exhaust channel backpressure.

Abstract: Methods and systems are provided for selectively cooling a fuel vapor canister based on vehicle operating conditions, or in response to an anticipated or requested refueling event. In one example, canister cooling elements are powered by solar cells coupled to the vehicle, thereby cooling the canister during conditions wherein bleed emissions are likely to occur. In this way, canister cooling may reduce hydrocarbon vapor bleed emissions without draining the vehicle battery, and may further provide opportunities to advantageously conduct leak tests on the evaporative emissions system.

Abstract: An internal combustion engine control apparatus is provided that can prevent the operation of an internal combustion engine from becoming unstable even when the ignition apparatus fails, that can prevent the components of the exhaust gas from being deteriorated, and that can suppress the exhaust amount of environmental load substances from increasing. A diagnosis unit is provided that determines whether or not an energy supply unit is normally supplying energy to a conductive path formed in the gap of an ignition plug; a control unit controls an EGR unit in accordance with the result of a diagnosis by the diagnosis unit so as to control the amount of burned gas to be recirculated to the internal combustion engine.

Abstract: A method for controlling ammonia generation in an exhaust gas feedstream output from an internal combustion engine equipped with an exhaust aftertreatment system including a first aftertreatment device includes executing an ammonia generation cycle to generate ammonia on the first aftertreatment device. A desired air-fuel ratio output from the engine and entering the exhaust aftertreatment system conducive for generating ammonia on the first aftertreatment device is determined. Operation of a selected combination of a plurality of cylinders of the engine is selectively altered to achieve the desired air-fuel ratio entering the exhaust aftertreatment system.

Abstract: A variety of methods and arrangements for reducing noise, vibration and harshness (NVH) in a skip fire engine control system are described. In one aspect, a firing sequence is used to operate the engine in a skip fire manner. A smoothing torque is determined that is applied to a powertrain by an energy storage/release device. The smoothing torque is arranged to at least partially cancel out variation in torque generated by the skip fire firing sequence. Various methods, powertrain controllers, arrangements and computer software related to the above operations are also described.

Abstract: An apparatus includes an air-fuel ratio sensor installed in an exhaust passage common to a plurality of cylinders in a multicylinder internal combustion engine, and a control apparatus configured to detect an inter-cylinder air-fuel ratio variation abnormality based on a parameter correlated with a degree of variation in output from the air-fuel ratio sensor. The control apparatus is configured to calculate a division crank angle that bisects an area of a region present in at least one of a rich and a lean sides with respect to a mean value of an output waveform from the air-fuel ratio sensor during one cycle of the internal combustion engine or such a predetermined constant value as corresponds to a center of fluctuation in the output waveform and to identify an abnormal cylinder with a deviation of the air-fuel ratio based on the division crank angle.

Abstract: An object of the present invention is to increase opportunities that a filter is regenerated. Provided is an exhaust purification apparatus for a spark ignition type internal combustion engine, the apparatus including a catalyst and a filter in an exhaust passage of the internal combustion engine, and a control device that prohibits fuel cut when thermal degradation of the catalyst is predicted to advance in the case of implementing a fuel cut. The control device executes the fuel cut even where thermal degradation of the catalyst is predicted to advance, when regeneration of the filter, which is processing of removing particulate matter trapped in the filter, is needed.

Abstract: An engine system and method for improving engine starting are disclosed. In one example, engine port throttles are adjusted to improve fuel vaporization of a fuel that includes alcohol. The system and method may improve engine starting and emissions.

Abstract: A method is provided which mitigates the noise of a direct injection system in a port fuel injection and direct fuel injection (PFI-DI) engine and reduces NVH hardware. During a cold-start, the engine idle speed may be increased to mitigate the direct injection noise and during a warm idle, the engine cooling fan may be turned on during a direct injector cleanout cycle to mitigate the direct injection noise. This allows the PFI-DI engine to be run more efficiently without concern of the noise produced by the direct injectors and high pressure pump of the direct injection system.

Abstract: Dynamic health assessment systems and methods related to monitoring fuel flow control are provided. In one embodiment, a method for controlling a system having an engine is provided. The method includes during a no-load condition of the engine, stopping fuel injection by a plurality of fuel injectors of the engine, closing a valve that is operable to control fuel flow to a fuel pump that pumps fuel to a common fuel rail, and setting a degradation condition in response to a fuel rail pressure decay rate of a fuel pressure in the common fuel rail being greater than a decay threshold after a first designated duration.

Abstract: A valve assembly suitable for use as an inlet metering valve of a fuel injection system comprises an inlet opening, an outlet aperture, and a valve element arranged to control fluid flow between the inlet opening and the outlet aperture. The valve element is moveable in response to an applied control signal to a closed position and to a fully-open position, and is biased to return to a rest position when the control signal is absent. When the valve element is in the rest position, fluid flow between the inlet opening and the outlet aperture is permitted at a relatively low rate. When the valve element is in the closed position, fluid flow between the inlet opening and the outlet aperture is substantially prevented. When the valve element is in the fully-open position, fluid flow between the inlet opening and the outlet aperture is permitted at a relatively high rate.

Abstract: A fuel injection controller is provided with a detection control portion which detects a valve-opening time. The detection control portion supplies the low valve-opening voltage to the fuel injector from a low voltage supply. An electric current flowing through a coil is gradually increased. When the fuel injector is fully opened, an inflection point appears on a waveform of an electric current. A valve-open detecting portion detects the inflection point and identifies a valve-opening time. A correction-amount computing portion computes a correction amount of a fuel injection quantity due to an error of the valve-opening time. In a succeeding fuel injection, the correction portion corrects an electric supply period. As a result, the error of the fuel injection quantity due to an error of valve-opening time is corrected.

Abstract: A method for operating an internal combustion engine having two or more cylinders to which fuel can be supplied via an injection valve, it being possible to carry out a measurement injection for a cylinder in order to determine and/or adapt a characteristic quantity of the injection valve, and all the cylinders being ignited in the course of an ignition cycle. To improve the operating characteristics, a measurement injection is carried out for those cylinders that are contained in a specifiable selected set selected from all the cylinders.

Abstract: Various systems and methods for determining a start of fuel injection including a gaseous fuel in an internal combustion engine are provided. In one embodiment, an end of gas injection, a duration of gas injection, and a start of gas injection in an induction pipe of a cylinder of an internal combustion engine is determined based on one or more operating parameters. An earliest possible start of gas injection is further determined, and if the start of gas injection is before the earliest possible start of gas injection, at least one of the one or more operating parameters is modified such that the start of gas injection does not occur before the earliest possible start of gas injection.

Abstract: An internal combustion engine includes an engine block defining a plurality of cylinders. A cylinder head casting is mounted to the engine block. The cylinder head casting defines intake ports and exhaust ports communicating with the plurality of cylinders. The cylinder head casting defines an air passage in connection with the intake ports and includes elongated extruded cooling elements defining liquid coolant passages integrated into the cylinder head casting within the air passage for cooling intake air passing through the air passage.

Abstract: One embodiment of the present disclosure is a gas turbine engine. Another embodiment is a unique combustion system. Another embodiment is a unique engine. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for employing continuous detonation combustion processes. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith.

Abstract: An internal combustion engine has a supply channel supplying combustion air. A throttle element is arranged in the supply channel and the position of the throttle element is adjustable by an operator-controlled element. The engine has a starter device which has an operating position and a starting position. In the starting position, the starter device opens up a defined flow cross section in the supply channel. The starter device locks in the starting position. The locking is released by actuation of the operator-controlled element. To achieve good starting performance of the engine, the engine has an intermediate stop which, upon the first actuation of the operator-controlled element after the release of the locking, is active and prevents the throttle element from opening fully, and which, during the subsequent closing movement of the throttle element, is deactivated such that the throttle element can be opened fully.

Abstract: The present invention relates to a heat exchanger for cooling a gas which can mainly be applied in EGR systems with a floating core. The differences in temperature achieved during operation of the casing and the core of gas ducts housed therein give rise to degrees of expansion which are also different. If the ends of both components were fixed to each other, stresses which would cause the breakage thereof would occur. The common solution applied is to leave one of the ends of the core of ducts floating, i.e., with capacity for longitudinal displacement with respect to the casing to prevent the occurrence of stresses. The floating end of the core has an attachment by means of O-ring gaskets. The O-ring gaskets are made of an elastomer that cannot reach very high temperatures, hence in the state of the art the floating attachment is on the side where the already cooled gas exits.

Abstract: A method to operate an internal combustion engine having a fuel delivery system and a heat exchanger located to affect a fuel temperature within the fuel delivery system includes monitoring a desired heat transfer between a flow through the heat exchanger and fuel within the fuel delivery system, determining a required flow through the heat exchanger based upon the desired heat transfer, and controlling a flow control device for the heat exchanger based upon the determined required flow.

Abstract: A utility vehicle that includes: a chassis (1); a seat (6) provided on the chassis; a cargo bed (8) provided behind the seat; an engine (11) provided on the chassis; an intake device (101) for supplying combustion air to the engine; and a storage box (30) for storing equipment of the engine. The intake device has: an air intake duct (15) connected to the engine; an air cleaner device (21) connected to an air-intake upstream end of the air intake duct and stored in the storage box; and an extended air intake duct (16) connected to an air inlet of the air cleaner device. An air inlet (16A) of the extended air intake duct is located above a lower face (81) of the cargo bed and between the seat and the cargo bed.