Abstract: The invention relates to a fuel system (1) for a turbine engine, adapted for injecting fuel in a combustion chamber (5) of the turbine engine, comprising: a pilot circuit (10), adapted for injecting fuel in the combustion chamber (5) by means of a pilot pipe (14), a main circuit (20), adapted for injecting fuel in the combustion chamber (5) by means of a main pipe (24), the fuel system (1) being characterized in that it also comprises a thermal conductor (30) confined between the pilot pipe (14) and the main pipe (24) and configured to direct the thermal flow from the main pipe (24) to the pilot pipe (14).

Abstract: A gearbox to be attached to a turbine engine to drive at least one apparatus annexed to the turbine engine, the gearbox including a housing; a power take-off member capable of engaging with a radial shaft of the turbine engine; at least one kinematic chain located inside the housing and capable of transmitting the rotational movement of the power take-off member to at least one rotatable shaft of an apparatus. The kinematic chain includes a first end and a second end. The power take-off member is linked to the kinematic chain by a gear having convergent axes and located between the first end and the second end of the kinematic chain.

Abstract: A fan shaft includes a first end, a second end, and an axis, the fan shaft and configured to be coupled to a gear assembly of a gas turbine engine at the first end and to a fan more proximal to the second end than the first end such that in response to being coupled, the fan shaft can transfer torque from the gear assembly to the fan. At least one axial portion of the fan shaft satisfies the relationship 0.55 ? T * C J * ? ? 0.95 , where T represents peak torque during fan blade off, C represents a distance from a centerline of the gas turbine engine to an outer fiber of the fan shaft, J represents a polar moment of inertia of the fan shaft, and ? represents yield stress in shear of the fan shaft.

Abstract: A regulator device for automatically regulating a power plant of a rotary wing aircraft having a turbine engine includes a computer system. The computer system, while implementation of an idling mode of operation of the turbine engine is requested and the aircraft is standing on ground, implements the idling mode of operation and operates the turbine engine in compliance with idling mode of operation as a function of operational and hierarchically ordered conditions either through a first mode of regulation by regulating a speed of rotation (Ng) of a gas generator of the turbine engine or through a second mode of regulation by regulating a speed of rotation (NTL) of a free turbine of the turbine engine.

Abstract: A compressor is provided. The compressor may comprise a blade configured to rotate about an axis, an inner endwall coupled to the blade, and an outer endwall radially outward from the blade and the inner endwall. The outer endwall and the inner endwall may define a flow path. A vane may be disposed aft of the blade and coupled to the outer endwall, and a bleed passage may be selectively positioned to extract a boundary layer flow. A method of locating bleed passages is also provided. The method may include comprise analyzing at least one an entropy or a temperature of a boundary layer flow, identifying endwall locations where the entropy or the temperature are elevated, and forming a bleed passage at the endwall locations.

Abstract: With regard to a load running system that comprises a plurality of compressors that compress a fuel gas and supply the compressed fuel gas to a load apparatus, this compressor control device comprises: a feedforward control signal generation unit that, on the basis of a value that is found by dividing the total load of the load apparatus by the number of running compressors, generates a first control signal that is for controlling the amount of fuel gas supplied by the compressors; and a control unit that, on the basis of the first control signal, controls the amount of fuel gas supplied by the compressors.

Abstract: A jet engine has an inlet which takes in air, a combustor which combusts fuel by using the air, and a fuel control section which controls supply of the fuel. The combustor has a fuel supplying section which supplies the fuel, injectors which inject the fuel. Each injector contains openings which inject the fuel. The fuel supplying section supplies the fuel to the injector in a flow rate according to a command of an autopilot. The fuel control section controls the injectors such that the number of the openings which inject the fuel or flow-path cross-section areas of the pipes which send the fuel in case of the low-speed is more than the number of the openings which inject the fuel or the flow-path cross-section areas of the pipes which send the fuel in case of the high-speed.

Abstract: A fuel supply line system used for a gas turbine, including: fuel gas control valves used for controlling delivery to the gas turbine; a first line used for connecting the fuel gas source to the control valves; a second line used for connecting the control valves to the gas turbine; a monitoring device, configured to be used for determining the pressure inside the pipe at the outlet of the second line near said control valve; and a controller, configured to reduce the effective flow area of the pressure control valves or close the control valves when the determined pressure inside the pipe of the second line is greater than a predetermined pressure.

Abstract: A hybrid vehicle includes an internal combustion engine, an electrical storage device, an electric motor, an exhaust emission control device, and a controller. The internal combustion engine includes a variable valve actuating device. The variable valve actuating device is configured to change an operation characteristic (IN1a, IN2a, IN3a) of an intake valve. The electrical storage device is configured to store electric power. The electric power is generated by using the internal combustion engine. The electric motor is configured to generate a driving force of the hybrid vehicle by using the electric power stored in the electrical storage device. The exhaust emission control device is configured to purify exhaust gas from the internal combustion engine with the use of a catalyst. The controller is configured to execute catalyst warm-up control. The catalyst warm-up control is control for warming up the catalyst of the exhaust emission control device.

Abstract: A vehicle having a valve stop mode control unit configured such that an intake valve and an exhaust valve are stopped in a closed state during rotation of an output shaft, supply of fuel to an engine is stopped, a clutch is made to be in an engaged state, and pistons are driven by rotational forces from driving wheels through the output shaft. When there is a request for valve stop inertial running, a negative pressure is supplied to an intake passage by a vacuum pump.

Abstract: A control method using a continuous variable valve duration apparatus may use a continuous variable valve duration apparatus including a wheel being mounted on a camshaft and having a wheel key to control duration of an intake valve of an engine, a cam device having a cam and a cam key, being adapted that the camshaft is inserted thereinto, and being disposed to can vary relative phase of the cam with respect to the camshaft, an inner bracket being connected with the wheel key and the cam key, a slider housing being adapted that the inner bracket is rotatably inserted thereinto and being disposed to can move vertically with respect to the engine, a controller varying a position of the slider housing to adjust rotation center of the inner bracket, and guide device guiding motion of the sliding housing.

Abstract: A dual fuel system for a combustion engine includes an air and fuel mixer configured to mix air and fuel provided to the combustion engine, a first fuel path for a first fuel, and a second fuel path for a second fuel. The first and second fuels have different physical and chemical properties. The dual fuel system also includes a common fuel path coupled to the air and fuel mixer and both the first and second fuel paths, wherein the common fuel path includes an electronically controlled valve configured to regulate the air to fuel ratio of an air/fuel mixture provided to the combustion engine in response to control signals from a controller, and both the first and second fuel paths are coupled to the common fuel path at a location upstream of the electronically controlled valve.

Abstract: Systems and methods for controlling operation of dual fuel internal combustion engines in response to cylinder pressure based determinations are disclosed. The techniques control fueling contributions from a first fuel source and a second fuel source to achieve desired operational outcomes in response to the cylinder pressure based determinations.

Abstract: A control apparatus for an internal combustion engine is configured to: calculate measured data of MFB in synchrony with crank angle based on in-cylinder pressure detected by an in-cylinder pressure sensor; execute engine control based on a measured value of a specified fraction combustion point that is calculated based on the measured data of MFB; calculate a first correlation index value for MFB and a second correlation index value for dMFB/d?; and suspend the engine control when the first correlation index value is less than a first determination value and the second correlation index value is greater than or equal to a second determination value.

Abstract: Systems and methods are provided for an evaporative emissions control system. In one example, a system for an engine may comprise a fuel vapor canister, a mixing valve positioned in a fresh air line upstream of the vapor canister, and an actuator physically coupled to the mixing valve for adjusting a position of the mixing valve to increase turbulence in air entering the vapor canister. The position of the mixing valve may be adjusted to increase an amount of turbulence in air entering the fuel vapor canister.

Abstract: The control device executes transition control when the operating state of the air flow control valve is switched during implementation of the lean burn operation, and the NOx storage amount which is estimated is smaller than a determination value. According to the transition control, a combustion air-fuel ratio in a cycle of which an intake stroke overlaps a time period of switching the operating state of the air flow control valve is made fuel-leaner than the theoretical air-fuel ratio and fuel-richer than the predetermined air-fuel ratio. When the estimated value of the NOx storage amount is the determination value or more, rich spike is executed during a predetermined time period including the time period of switching the operating state of the air flow control valve.

Abstract: A method for reducing an exhaust gas of a mild hybrid system may include determining by an electronic control unit (ECU) whether an engine enters a full load region or a partial load region, based on a position of an accelerator pedal, controlling, by the ECU, the operation of an electric supercharger, based on information on an engine rotational frequency, when a vehicle is driven while being accelerated in a state in which the engine enters the full load region, and controlling, by the ECU, the operation of the electric supercharger by determining whether the vehicle is accelerated, based on an incremental slope of the position of the accelerator pedal, when the engine enters the partial load region.

Abstract: A control device for diesel engine controls a diesel engine with a turbo charger that coaxially joins an intake compressor and an exhaust turbine, and drives the intake compressor with energy of exhaust gas which flows into the exhaust turbine to pressurize intake air, and a fresh air/secondary air supply device that supplies fresh air or secondary air to an exhaust passage upstream of the exhaust turbine. The control device for diesel engine includes a gas flow stagnation region determination means that determines whether engine operation conditions or a state of the turbo charger are/is in a gas flow stagnation region, and a fresh air/secondary air supply means that supplies fresh air or secondary air to the exhaust passage upstream of the exhaust turbine by the fresh air/secondary air supply device when the engine operation conditions or the state of the turbo charger are/is in a gas flow stagnation region.

Abstract: Methods and systems are provided for adjusting engine operating parameters to regulate condensate formation in a charge air cooler. Based on conditions conducive to condensate formation, one or more of throttle valve position, active grille shutter opening and compressor speed may be regulated in order to decrease dew point temperature and condensation at the charge air cooler.

Abstract: A drive unit for a motor vehicle includes an internal combustion engine having a feeder line for feeding combustion air to the internal combustion engine and a compressor device that cooperates with the feeder line and by means of which the combustion air is compressed for the internal combustion engine. A bypass line opens into the feeder line, and through which the combustion air can be fed to the internal combustion engine without passing through the compressor device. An isolating mechanism associated with the bypass line serves to shut off and/or adjust the quantity of combustion air that flows through the bypass line. A control unit controls the isolating mechanism in such a manner that the isolating mechanism is at least partly closed or is caused to at least partly close when the internal combustion engine is in coasting mode.

Abstract: Methods and systems are provided for enhancing crankcase ventilation in a boosted engine. During boosted conditions, a crankcase may be ventilated via vacuum generated at an aspirator coupled in a compressor bypass passage. However, when the aspirator is plugged, pressure in the crankcase may be relieved by flowing crankcase gases through an aspirator bypass passage.

Abstract: In a control system for an internal combustion engine that can use a plurality of kinds of fuel including compressed natural gas, the invention prohibits a changeover from CNG to another fuel from being made in a period from a time when CNG is used for the first time after the start of the internal combustion engine to a time when it is determined that properties of CNG do not need to be learned, or a period from the time when CNG is used for the first time after the start of the internal combustion engine to a time when a processing of learning the properties of CNG ends.

Abstract: A system and attendant structural assembly operative to establish a coordinated mixture of gaseous and distillate fuels for an engine including an electronic control unit (ECU) operative to monitor predetermined engine data determinative of engine fuel requirements and structured to regulate ratios of the gaseous and distillate fuel of an operative fuel mixture for the engine. The system and assembly includes at least one mixing assembly comprising an integrated throttle body and air gas mixer directly connected to one another, wherein the throttle body is disposed in fluid communication with a pressurized gaseous fuel supply and the air gas mixer is disposed in fluid communication with a flow of intake air to a combustion section of the engine. In use, the throttle body is structured to direct a variable gaseous fuel flow directly to the air gas mixer for dispensing into the intake air flow to the combustion section.

Abstract: A control device includes a cylinder pressure sensor, a driving condition detector, a reference crank angle setter, a reference cylinder pressure calculator, an EGR ratio estimator, and a controller. The cylinder pressure sensor detects a cylinder pressure inside a cylinder. The driving condition detector detects a driving condition in an internal combustion engine. The reference crank angle setter calculates, according to the driving condition, a reference crank angle immediately before which mixture gas starts combusting. The reference cylinder pressure calculator calculates a reference cylinder pressure at the reference crank angle based on temperature characteristics of a heat capacity ratio of the mixture gas under a condition. The EGR ratio estimator calculates an EGR ratio based on a pressure difference between the reference cylinder pressure and the cylinder pressure at the reference crank angle. The controller controls the internal combustion engine according to the EGR ratio.

Abstract: An engine system for a working machine includes an engine disposed in a main body of the working machine, an exhaust manifold coupled to the engine, a tail pipe, an exhaust-gas purification device disposed in the main body and including an exhaust-gas inlet-side housing including an exhaust-gas inlet coupled to the exhaust manifold, and an exhaust-gas outlet-side housing including an exhaust-gas outlet coupled to the tail pipe, the exhaust-gas purification device being configured to purify exhaust gas discharged from the engine and cause the purified exhaust gas to be discharged from the tail pipe to an outside of the engine system, and a silencer housing disposed as needed in any one or both of the exhaust-gas inlet-side housing and the exhaust-gas outlet-side housing to attenuate exhaust sound of the engine.

Abstract: An ECU is applied to a hybrid vehicle that is equipped with an internal combustion engine and a second motor-generator, which are configured to output a driving force for running. The hybrid vehicle is configured to run with the internal combustion engine in intermittent operation. Also, the ECU is configured to calculate an amount of dilution water that is mixed into oil in the internal combustion engine to dilute the oil. The ECU is configured to operate the internal combustion engine when the amount of the dilution water becomes larger than a first threshold.

Abstract: A heater control device for an exhaust gas sensor disposed in an exhaust gas passage of an internal combustion engine and including a sensor element having a plurality of cells, and a heater heating the sensor element includes: a heater power control unit configured to execute a temp rising control, in which an impedance of one cell to be measured, of the plurality of cells, is detected and a temperature of the sensor element is raised until the impedance of the one cell reaches a target impedance by setting a power control value of the heater as a heating power control value. The heater power control unit continues the temp rising control until an extension period elapses that is needed for the other cell other than the one cell to reach an activation temperature after the impedance of the one cell reaches the target impedance.

Abstract: A start control device for an engine includes an engine control unit, a motor control unit, and a control unit which controls the engine control unit and the motor control unit, wherein the control unit, when transferring an engine restart control mode from a motoring control state to a fuel combustion control state, executes the transfer via a motor/engine combined control state, and sets the timing of transferring from the motoring control state to the motor/engine combined control state, to a timing at which a crank angle of a cylinder where fuel is combusted first after starting fuel injection reaches a crank angle at which it is estimated that torque is generated by the first combustion of fuel in the cylinder.

Abstract: A control device of an internal combustion engine calculates an abnormal combustion prevention torque for preventing an abnormal combustion due to self-ignition whose heat source is a mixture of supplied fuel to the internal combustion engine and lubricant oil, on the basis of a cylinder wall temperature of the internal combustion engine or a temperature of a parameter in correlation with the cylinder wall temperature, and controls a torque of the internal combustion engine to prevent the torque of the internal combustion engine from becoming equal to or more than the abnormal combustion prevention torque.

Abstract: An internal combustion engine control apparatus includes a cylinder pressure sensor, a driving condition detector, a reference crank angle setter, a reference cylinder pressure calculator, an air-fuel ratio estimator, and a controller. The cylinder pressure sensor detects a cylinder pressure. The driving condition detector detects a driving condition in an engine. The reference crank angle setter calculates a reference crank angle immediately before which an air-fuel mixture starts combusting in accordance with the driving condition. The reference cylinder pressure calculator calculates a reference cylinder pressure in the cylinder at the reference crank angle based on temperature characteristics of a specific-heat ratio of the air-fuel mixture under a condition. The air-fuel ratio estimator calculates an air-fuel ratio based on a pressure difference between the reference cylinder pressure and the cylinder pressure at the reference crank angle.

Abstract: A fuel injection controller includes an increase control portion applying the boost voltage to the coil to increase a coil current to a first target value, and a constant current control portion applying a voltage to the coil to hold the coil current to a second target value. A threshold is an energization time period that is necessary to reach a boundary point between a seat throttle area of a property line and an injection-port throttle area of the property line from an energization start time point. An initial-current applied time period is from the energization start time point that the boost voltage starts to be applied to the coil to a time point that the coil current is decreased to the second target value. The increase control portion controls the coil current such that the initial-current applied time period is less than the threshold.

Abstract: An object of the present invention is to provide a working machine and a working machine monitoring system using the same which is capable of improving the accuracy in determining fuel property. The working machine is provided with an engine operation parameter acquisition module (1041) that acquires an engine operation parameter representing the operation state of an engine mounted on the working machine; a refueling time acquisition module (1011) that acquires a refueling time when the working machine is supplied with fuel; and a fuel property determination module (1014) that determines the property of the fuel based on a comparison result of the time when the engine operation parameter changes, with the refueling time.

Abstract: An emergency vehicle control device includes an emergency vehicle stop switch that detects or estimates an emergency situation; an accelerator operation detector that detects whether or not an accelerator is being operated; and a cruise controller that executes vehicle speed maintaining control or inter-vehicle distance maintaining control for a preceding vehicle. In the case where an emergency situation is detected or estimated by the emergency vehicle stop switch while a vehicle is running, execution of control by the cruise controller is prohibited, and when an accelerator non-operation state lasting for an accelerator non-operation time threshold value or longer since the prohibition of the control is detected by the accelerator operation detector, the vehicle is automatically stopped.

Abstract: A control method includes an electronic waste gate actuator (EWGA) and a waste gate valve, connected to each other through a rod. The control method includes an operation condition determination step for determining whether an engine is in cold operation or hot operation by measuring engine soak time and initial coolant temperature when the engine starts and by comparing them with a predetermined reference soak time and reference coolant temperature. The control method also includes a cold control step for setting cold operation reference voltage, performing cold operation learning, and applying cold operation learning data to the cold operation reference voltage, when the engine is in cold operation. The control method further includes a hot control step for setting hot operation reference voltage, performing hot operation learning, and applying hot operation learning data to the hot operation reference voltage, when the engine is in hot operation.

Abstract: A method of diagnosing a fault in a common rail fuel system having a proportional-integral-derivative (PID) controller includes determining a first integral output corresponding to a first fuel flow condition and a first rail pressure setting. The method includes comparing the first integral output with a threshold integral output and determining a second integral output corresponding to a second fuel flow condition and the first rail pressure setting, when the first integral output is greater than the threshold integral output. The method includes determining a third integral output corresponding to the first fuel flow condition and a second rail pressure setting, when the first integral output is greater than the threshold integral output. The method includes identifying a failure in at least one of a flow control valve arrangement and a pressure relief valve of the common rail fuel system based on the first, second, and the third integral outputs.

Abstract: Multiple mode control system for a vehicle includes a vehicle control unit operatively configured with manual override switch, one or plurality of sensors, audio output means and electronic control unit (ECU). The vehicle control unit includes processor configured with Read Only Memory, random access memory, analog to digital converter, switch driver and an optional communication engine and hard disk drive. The engine of the vehicle is configured with electronic control unit.

Abstract: A control system for an engine includes a limiting current gas sensor includes a pumping cell arranged in the exhaust passage of the engine and an ECU. The ECU is configured to: execute step-up operation for increasing a voltage applied between a pair of electrodes of the pumping cell from a first voltage to a second voltage, then, execute step-down operation for reducing the applied voltage from the second voltage to a third voltage within a second period; acquire an air-fuel ratio of the exhaust gas multiple times within a first period from a start of the step-up operation to a start of the step-down operation; acquire a first waveform characteristic value indicating a characteristic of a waveform of current within the second period; and estimate an actual concentration of sulfur in fuel by using the first waveform characteristic value and the acquired air-fuel ratios.

Abstract: A system for controlling pressure of fuel supplied to an engine is disclosed. The system includes a pressure sensor to generate signals indicative of pressure of fuel at an outlet of a pressure regulator. The system includes a stepper motor coupled to a gear drive. The system includes a controller, in electric communication with the pressure sensor and the stepper motor, monitors the pressure of the fuel and determines an average pressure of the fuel at the outlet of the pressure regulator for a predefined cycle. The controller compares the determined average pressure with a threshold pressure and generates an output signal when the determined average pressure is beyond the threshold pressure. The controller further communicates the output signal with the stepper motor to preload the pressure regulator and controls the pressure of the fuel at the outlet of the pressure regulator.

Abstract: The present disclosure relates to the field of electromechanics. The teachings may be applied to high-pressure valves, including methods for operating a valve and with devices which are used for activating the valves. Some embodiments include methods for operating a pressure reduction valve for an accumulator injection system, wherein the valve is driven, against a return spring, with an energizable coil and armature, between a closed position and an open position. The method may include: supplying the coil with a defined electrical signal to move the armature, sensing the current intensity profile over time, and determining a movement profile for the defined current signal, including an opening or closing time, based at least in part on the current intensity profile over time.

Abstract: Provided is a control device of an engine that can certainly suppress and avoid pre-ignition. A control device of an engine is an engine control device for controlling the behavior of fuel that is directly injected into a combustion chamber of a cylinder by a tumble flow, and it has an injector that directly injects the fuel into the combustion chamber, an intake port that generates the tumble flow in the combustion chamber, and an ECU that injects the fuel from the injector at a plurality of injection timings including an intake-stroke-early-half injection timing that is set at an early half of the intake stroke of the cylinder, when an operating state of the engine is in a high-load, low-rotation range.

Abstract: A piston for an internal combustion engine. The piston comprises a piston head and an articulated piston skirt. The piston head includes a crown and pin bosses depending from the crown. The piston skirt includes opposed thrust walls, opposed sidewalls, and a transverse bridge extending diametrically across the piston skirt, between the opposed sidewalls. A circumferential cooling gallery is encompassed within an outer circumferential ring belt section of the crown and is in fluid communication with a central cooling passage that extends between the crown and the piston skirt. The central cooling passage extends diametrically across the piston skirt, beneath at least a portion of the ring belt section and beneath at least a portion of an inner combustion bowl section of the crown.

Abstract: An opposed-piston engine includes pistons, each piston having an annular cavity in the piston's sidewall and positioned between its crown and ring grooves to block transfer of heat from the crown to the piston body.

Abstract: An engine includes a compression chamber that intakes and compresses working fluid; an expansion chamber that expands and exhausts working fluid; and a transfer chamber that receives working fluid from the compression chamber and transfers working fluid to the expansion chamber, wherein an internal volume of the transfer chamber decreases during the transfer of working fluid.

Abstract: A system of captive oxygen fuel reactor to efficiently generate electricity from hydrocarbon fuel utilizes a flow of oxygen and a flow of hydrogen from an electrolysis unit and a flow of carbon monoxide in order to complete a fuel oxidizer reaction within a heat exchanger unit. The fuel oxidizer reaction emits a flow of steam and a flow of carbon dioxide from the heat exchanger unit re-direct them through a steam rotary piston motor unit, a carbon dioxide rotary piston motor unit, a steam carousel motor unit, a carbon dioxide carousel motor unit, and a duel drum motor unit to generate electrical current. The exhaust gases within the system are properly discharged and stored within respective storage containers for the use of the system or other possible requirements.

Abstract: A gas turbine engine includes an outer case structure around a central longitudinal engine axis. An intermediate case structure is included inboard of the outer case structure. An inner case structure is included inboard of the intermediate case structure. A variable area exhaust mixer is included, which is movable between a closed position adjacent to the intermediate case structure and an open position adjacent to the inner case structure.

Abstract: Aspects of the disclosure are directed to a thrust reverser of an aircraft. Aspects are directed to a first array of cascades, a second array of cascades, and a sleeve configured to selectively block or unblock the first and second arrays of cascades. The sleeve may be configured such that when the thrust reverser is stowed a first portion of an interface associated with the sleeve is at a first axial location and a second portion of the interface is at a second axial location that is different from the first axial location. The first axial location may substantially coincide with a first circumferential positioning of the first array of cascades and the second axial location may substantially coincide with a second circumferential positioning of the second array of cascades.

Abstract: A nacelle may include a tertiary lock for a thrust reverser. The tertiary lock may comprise a locking face which prevents the thrust reverser from accidentally deploying. An actuator may be coupled to a track beam. The actuator may contact a left tertiary lock and a right tertiary lock to disengage the locks. The locks may rotate and allow the thrust reverser to deploy. A spring may bias the locks to engage when the thrust reverser returns to the stowed position.

Abstract: Disclosed is a diagnostic method of diagnosing sticking of a canister purge valve comprising steps of: controlling opening and closing of the canister purge valve in order to diagnose sticking of the canister purge valve and calculating a throttle learning value for acquiring variation in an air inflow amount based on an intake air pressure sensor and an throttle opening amount in each of control sections; comparing the throttle learning values calculated in each of control sections and acquiring variation in the air inflow amount flowing from the canister purge valve when the canister purge valve is opened and closed; and determining whether the canister purge valve is stuck or not based on the variation in the air inflow amount.

Abstract: A canister in one aspect of the present invention comprises an adsorber having a honeycomb shape that adsorbs evaporated fuel and a housing chamber that houses the adsorber. The canister comprises an outer passage, provided in the housing chamber, that passes over an outer surface of the adsorber and a flow passage that passes through the adsorber and the outer passage as a flow passage for the evaporated fuel to pass through the housing chamber.

Abstract: A heat exchanger that transfers heat from an exhaust gas flow to a liquid coolant includes a first heat exchange section and a second heat exchange section located adjacent the first heat exchange section. The first heat exchange section is located within a first housing that at least partially encloses a first fluid volume. The second heat exchange section is located within a second housing that at least partially encloses a second fluid volume. A first plurality of heat exchange tubes traverses the first heat exchange section, and a second plurality of heat exchange tubes traverses the second heat exchange section. An exhaust gas flow path of the heat exchanger includes the first fluid volume and the interiors of the second plurality of heat exchange tubes. A coolant flow path of the heat exchanger includes the second fluid volume and the interiors of the first plurality of heat exchange tubes.