Abstract: A component of an exhaust system for a combustion engine, particularly of a motor vehicle, has a hollow jacket at least partially surrounding the component. An intermediate space is surrounded by the walls of the hollow jacket and is closable in a pressure-tight manner. The intermediate space is fluidically connected to a vacuum generating device via a vacuum connection line and via a vacuum connection point of the component. With the vacuum generating device, a vacuum can be generated in the intermediate space. Through arrangement of a filler material, such as a support structure and/or of a fiber material and/or of a foam, in the intermediate space the stability of the hollow jacket can be improved.

Abstract: A coolant passage structure for an internal combustion engine includes a coolant communication member. The coolant communication member includes a centrifugal water pump, a housing portion, a scroll portion, a second coolant passage portion, a first coolant passage portion, a direction of a center line of the second coolant passage portion, and a rib. The first coolant passage portion includes a downstream region connected to an upstream region of the second coolant passage portion. A direction of a center line of the first coolant passage portion is parallel to a direction of a rotation shaft of the centrifugal water pump. The direction of the center line of the second coolant passage portion is orthogonal to the direction of the center line of the first coolant passage portion. The rib is disposed on an internal circumferential surface of the first coolant passage portion.

Abstract: A method for detecting errors in a sensor at a gas cylinder is implemented by a pressure estimation computing device including a processor and a memory device coupled to the processor. The method includes receiving a first pressure measurement from a first sensor associated with a gas cylinder, receiving a design schema describing an intake manifold, the intake manifold included within the gas engine, segmenting the design schema into a plurality of segments, defining a fluid dynamics model associated with each of the plurality of segments, defining a plurality of interconnected 2-port elements based on the plurality of fluid dynamics models, estimating a second pressure measurement for the gas cylinder based on the plurality of interconnected 2-port elements, comparing the first pressure measurement to the second pressure measurement, and determining that the first sensor is in an anomalous state.

Abstract: The invention relates to a volume-controlled four-stroke reciprocating internal combustion engine comprising a first cylinder, in which a first piston that is operationally connected to a crankshaft via a first connecting rod, is arranged so as to be displaceable in a reciprocating motion, and at least one second cylinder, in which a second piston that is operationally connected to the crankshaft via a second connecting rod is arranged so as to be displaceable in a reciprocating motion. The engine further includes a fresh air tract for the second cylinder, in which an expansion/compression machine is arranged in the direction of flow of fresh air before a gas exchange inlet valve of the second cylinder, wherein the expansion/compression machine is the first cylinder. The volume-controlled internal combustion engine as per the invention has great potential for saving fuel and thereby for reducing CO2.

Abstract: A twin-scroll turbocharger comprises front and rear scrolls, a scroll throat portion separating the scrolls, a rotor blade rotated by exhaust gas, and a turbine housing forming, with an outer circumferential portion of the rotor blade, the front scroll and the rear scroll, and including an inclined surface on which an extended line of the incline facing toward the scroll throat portion of the front scroll and an inlet of the rotor blade intersect at a position in a central portion of the inlet of the rotor blade, wherein the connection R at a crossing portion P where the inclined surface and an inner periphery surface of the turbine housing intersect has a shape such that the gap of a constant width a continues to the position of the inlet of the rotor blade.

Abstract: A transmission system for an adjusting device, of a waste gate of an exhaust gas turbocharger, including a four bar coupling mechanism, a driver arm operatively connected to a drive via a transmission, an output arm and a coupler, operatively connecting the driver and output arms, the transmission having a driving gear, assigned to the drive, and a driven gear, assigned to the driver arm and interacting with the driving gear having a rolling curve radius, which changes over the circumference, the driven gear having a rolling curve radius running complementary to the former. The rolling curve radii is selected in an angle of rotation range about the extended position of the coupling to form at least in regions a first transmission ratio and outside the angle of rotation range to form at least a second transmission ratio larger than the first ratio. Also described is an exhaust gas turbocharger.

Abstract: Various methods for determining a holding current based on a pressure differential across a wastegate valve are provided. In one example, a method of operating a wastegate comprises determining a holding current with which to hold a wastegate valve at a desired position, the holding current determined based on a pressure differential across the wastegate valve.

Abstract: A vane pack for a VTG turbocharger is provided. The vane pack includes a plurality of vanes pivotably positioned between an inner surface of an upper vane ring and an inner surface of a lower vane ring. Clearances are defined between opposing cheek surfaces of the vanes and the inner surfaces of the vane rings. The vane pack is configured to minimize these clearances by applying an abradable coating is to the inner surface of the upper vane ring, the inner surface of the lower vane ring and/or cheek surface(s) of one or more of the vanes. In this way, an essentially zero clearance can be established without interfering with the proper function of the vanes. As a result, there can be gains in efficiency. Further wearing of the abradable coating may occur during turbocharger operation.

Abstract: An internal combustion engine comprising an engine block comprised of a main cavity, an intake plenum, and an exhaust plenum; a crankshaft supported within the main cavity of the engine block; a rotating piston assembly contained within the main cavity of the engine block and comprised of a rotatable cylinder housing having a housing axis of rotation and comprised of a plurality of pistons contained in combustion cylinders; and a rotating valve ring contained within the engine block and surrounding the rotating piston assembly, and comprised of intake ports, ignition energy ports, and exhaust ports corresponding to each of the plurality of combustion cylinders. The rotatable cylinder housing has an axis of rotation that is parallel to and offset from the crankshaft axis of rotation.

Abstract: A system including: at least one accessory device connected to an accessories drive shaft; a motor/generator including an input/output shaft; a first clutch arranged to receive torque from an engine and connected to the accessories drive shaft; a second clutch connected to the input/output shaft; and first and second torque transfer elements. The first torque transfer element is connected to the input/output shaft and the accessories drive shaft to reduce a rotational speed of the input/output shaft. The second torque transfer element is arranged to connect to a transmission input shaft, is connected to the second clutch, and is arranged to increase a rotational speed of the transmission input shaft. For a generator mode, the first clutch is arranged to be opened, the second clutch is arranged to be closed; and the transmission input shaft is arranged to rotate the input/output shaft via the second torque transfer element.

Abstract: A jet engine includes at least one oil separator, through which an air-oil volume flow can be guided out of several areas supplied with oil for separating the oil, where a device for spraying oil into the air-oil volume flow is provided. Oil can be sprayed in using the device in the area of each connection between an area supplied with oil and the oil separator and/or downstream of a combining area between at least two air-oil volume flows from two or more areas supplied with oil.

Abstract: One embodiment of an engine may include an enclosure surrounding an engine having an engine centerline, and the enclosure defining a passage for a cold-side airflow. The engine may also include one or more contiguous heat exchangers having a cold side inlet surface receiving a cold-side airflow. The heat exchanger may be disposed within the passage, such that a surface normal relative to the cold side inlet surface is offset by at least 30 degrees from the engine centerline.

Abstract: The present application provides a combustor for use with a gas turbine engine. The combustor may include a number of micro-mixer fuel nozzles and a fuel injection system for providing a flow of fuel to the micro-mixer fuel nozzles. The fuel injection system may include a number of support struts supporting the fuel nozzles and providing the flow of fuel therethrough. The support struts may include an aerodynamic contoured shape so as to distribute evenly a flow of air to the micro-mixer fuel nozzles.

Abstract: An aircraft auxiliary power unit sound attenuation apparatus includes a perforated body having a center aperture through which exhaust fluid passes, a backing member outwardly offset from the perforated body, a plurality of connecting members coupling the perforated body to the backing member to form a locally reacting sound attenuation member having a plurality of channels spanning outwardly from the perforated body to the backing member, and a bulk absorber disposed in each of the plurality of channels where the bulk absorber is in fluid communication with the exhaust fluid, where the locally reacting sound attenuation member is in fluid communication with an auxiliary power unit of an aircraft so that the plurality of channels are oriented in a direction crossing a pressure drop direction of an exhaust fluid flow passing through the center aperture and each channel circumscribes the center aperture.

Abstract: A mixture of air and fuel is received into a reaction chamber of a gas turbine system. The fuel is oxidized in the reaction chamber, and a maximum temperature of the mixture in the reaction chamber is controlled to be substantially at or below an inlet temperature of a turbine of the gas turbine system. The oxidation of the fuel is initiated by raising the temperature of the mixture to or above an auto-ignition temperature of the fuel. In some cases, the reaction chamber may be provided without a fuel oxidation catalyst material.

Abstract: A butterfly valve includes a body with a bore through which exhaust gas may flow and a valve member rotatably mounted within the bore for restricting flow through the bore. A stop extends into the bore to limit movement of the valve member and prevent the valve member from rotating to a closed position. The stop defines a restricted flow position at which the valve member is positioned between an open position and the closed position. An internal combustion engine utilizing the butterfly valve is also provided.

Abstract: This air intake apparatus for an internal combustion engine includes a throttle-side air intake pipe having one end connected to a throttle and another end connected to a surge tank, an external gas inlet provided in at least one of the throttle-side air intake pipe and the surge tank, introducing external gas into at least one of the throttle-side air intake pipe and the surge tank, and a gas distributivity improvement fin provided inside at least one of the throttle-side air intake pipe and the surge tank, which corresponds to the external gas inlet, diffusing the external gas to intake air from the throttle.

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

Abstract: A method of controlling fuel injection in a dual fuel engine system includes determining, with a first controller, a diesel injection pulse indicative of a first amount of diesel fuel to be injected into a combustion chamber of the engine and a first timing at which the first amount of diesel fuel is to be injected. The method also includes determining, with a second controller, a combined injection pulse based on the diesel injection pulse. The method further includes injecting the second amount of diesel fuel and the third amount of natural gas into the combustion chamber in accordance with the combined injection pulse. In such a method, injection in accordance with the combined injection pulse results in a combustion event characterized by a second combustion characteristic substantially equal to a first combustion characteristic associated with the diesel injection pulse.

Abstract: If an engine body is under a load greater than a predetermined load, a controller selects a first fuel feeding mode in which more fuel is fed during a compression stroke than during an intake stroke if the engine body has a temperature equal to or below a predetermined temperature, and selects a second fuel feeding mode in which more fuel is fed during the intake stroke than during the compression stroke if the temperature of the engine body is higher than the predetermined temperature. Immediately after a switch from the first fuel feeding mode to the second fuel feeding mode as the temperature of the engine body rises, the controller sets a correction factor for making an augmenting correction to a fuel amount to be greater than that before the switch.

Abstract: In one embodiment an engine system includes a cylinder, an inlet valve configured to control the flow of gases into the cylinder, an outlet valve configured to control the flow of gases out of the cylinder, a throttle configured to control the flow of fuel into the cylinder, a memory including program instructions stored therein, and a processor operably connected to the inlet valve, the outlet valve, the throttle, and the memory, and configured to execute the program instructions to control the inlet valve and the outlet valve in accordance with an HCCI valve lift profile and an SI valve open/close profile, and activate a first spark in the cylinder while controlling the inlet valve and the outlet valve in accordance with the HCCI valve lift profile and the SI valve open/close profile.

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

Abstract: An internal combustion engine includes a number of cylinders and a controller operably connected to interpret operating parameters related to the operation of the number of cylinders. A cylinder torque adjustment for each cylinder is determined from the operating parameters to provide a torque balancing response that reduces noise, vibration and/or harshness in engine operation.

Abstract: A system includes a catalyst light-off module that selectively generates a first signal based on an engine coolant temperature and an estimated exhaust enthalpy, a setpoint module that selectively initiates a catalyst light-off period in response to receiving the first signal and that generates a desired exhaust enthalpy, and a first model predictive control (MPC) module that generates predicted parameters based on a model of an engine and a set of possible target values, generates a cost for the set of possible target values based on the predicted parameters and the desired exhaust enthalpy, and selects the set of possible target values from multiple sets of possible target values based on the cost. The system also includes an engine actuator module that adjusts an actuator of the engine based on at least one of the target values.

Abstract: An exhaust system for an engine having a throttle is disclosed. The exhaust system may include an exhaust passage connectable to the engine, a particulate filter disposed in the exhaust passage, a sensor configured to generate a signal indicative of a total pressure differential across the particulate filter caused by soot and ash accumulation, a load actuator configured to selectively adjust a load on the engine, and a control module electronically connected to the load actuator and the sensor.

Abstract: A cylinder-to-cylinder variation abnormality detecting device including a rotational fluctuation detecting module that detects a rotational fluctuation among cylinders of a multi-cylinder engine; a rotational fluctuation type abnormality determining module that determines whether a cylinder-to-cylinder variation abnormality is occurring, from the rotational fluctuation; an air-fuel ratio detecting module that detects an air-fuel ratio; an air-fuel ratio fluctuation type abnormality determining module that determines whether the abnormality is occurring, from a fluctuation in the air-fuel ratio; a frequency component type abnormality determining module that detects whether the abnormality is occurring, from a particular frequency component corresponding to one engine combustion cycle; and a cylinder-to-cylinder variation abnormality determination finalizing module that finalizes a determination of the abnormality, if the rotational fluctuation type determining module determines the abnormality and the air-fuel

Abstract: A method and system improving vehicle operation is presented. In one example, the vehicle data is transmitted between a vehicle and a cloud computer. The cloud computer adjusts engine control parameters and the vehicle is operated based on the adjusted engine control parameters.

Abstract: When injecting fuel from a direct injector and a port injector such that a requested fuel injection amount for an internal combustion engine is reached, the direct injector is driven in the following manner. That is, target fuel injection amounts are set on the basis of the engine operating state in order from the fuel injection with the highest priority among fuel injection in a compression stroke, fuel injection in the late stage of an intake stroke, and fuel injection in the early stage of the intake stroke in the direct injector, and the abovementioned setting continues until the total value of the target fuel injection amounts reaches the requested fuel injection amount. Moreover, the direct injector is driven in such a manner that the target fuel injection amounts for each of the abovementioned fuel injections set in this manner are obtained.

Abstract: Methods and systems are provided for closed loop operation of a high pressure fuel pump connected to the direct injectors of an internal combustion engine. During operation of the high pressure pump a dead zone may exist where a substantial change in the pump duty cycle does not correspond to a substantial change in the fuel rail pressure. To operate outside the dead zone, a relationship between the pump duty cycle and fuel rail pressure is learned upon completion of several pump and engine conditions, thereby improving high pressure pump operation and reducing pump degradation.

Abstract: Methods are provided for controlling a lift fuel pump configured to provide pressurized fuel to a direct injection fuel pump that further pressurizes the fuel to be sent to a plurality of direct injectors. Control strategies are needed that provide reliable and robust operation of the lift fuel pump by selectively providing current to the pump while optimizing energy consumption. To maintain a desired range of lift fuel pump operation, methods are proposed that involve sending current pulses to the lift fuel pump and switching to continuous current when fuel vapor is detected at an inlet of the direct injection fuel pump.

Abstract: A method for controlling a pressure (32, 34) in an injection system (14) for an engine (12) of a vehicle (10) comprises the following steps: determining whether the vehicle (10) is decelerating; reducing the delivery rate of a high-pressure pump (16) that supplies fuel to the injection system (14); reducing the pressure in the injection system (14) to a standstill pressure (ps) by means of idle operation of the engine (12); estimating a standstill time (t1) at which the vehicle (10) comes to a standstill; and reducing the delivery rate of the high-pressure pump (16) before the standstill time (t1) is reached, such that the standstill pressure (ps) is attained in the injection system (14) at the standstill time (t1).

Abstract: A method and system for actively controlling the fuel pressure in the fuel rails of a fuel injection system is disclosed for providing wideband fuel rail control. An active pressure control circuit controls the pressure control valve over the entire range of engine operating conditions and in the frequency domain. Implementation of a closed-loop feedback control is effective for attenuating fuel pressure fluctuations in the fuel rail assembly.

Abstract: A method of fabricating a bonded cascade assembly of a thrust reverser for an aircraft nacelle. The method may include inserting individual turning vanes between spaced apart elongated stiffeners at an aft end thereof and sliding the turning vanes toward a front frame piece attached to or integrally formed with forward ends of the elongated stiffeners. The elongated stiffeners may have inner and outer flanges for trapping and limiting radial movement of the turning vanes. The method may further include bonding the turning vanes to the structural frame with a structural adhesive and attaching a closeout cap to the aft ends of each of the elongated stiffeners.

Abstract: A turbojet engine nacelle has a thrust reverser device and an actuating system for said thrust reverser device, and the thrust reverser device includes a moving cowl mounted translatably alternating between a closed position and an open position, and a jet nozzle section for gases that extends the moving cowl. In particular, the jet nozzle section includes a nozzle flap mounted movable between a closed position and an open position in which the nozzle flap opens a leakage passage toward the outside of the nozzle section. The actuating system has an actuator shared with the moving cowl and the nozzle flap to activate the translational movement of the moving cowl and to pivot the nozzle flap between three following positions: an idle position, an open position of the nozzle flap and an open position of the moving cowl.

Abstract: A thrust reverser device for an aircraft includes at least two thrust reversers, and each of them includes a movable cowl movably actuated by an actuator driven by an electric motor. The electric motor is powered by a single power-conversion module including at least one autotransformer which is supplied with an alternating electric voltage and connected to at least one rectifier stage converting the alternating electric voltage into a direct voltage. The rectifier stage is connected to a current balancing stage and a current smoothing stage, supplying with the direct voltage the electric motor of the electric actuator of the movable cowl.

Abstract: A system to improve jet engine powered aircraft performance and efficiency includes a jet engine having a pressurized air port configured to convey a pressurized airflow from a compressor or a bypass fan disposed in the jet engine. A primary airfoil has a trailing edge, a top surface, and a boundary region. The system further includes a secondary airfoil disposed at a distance from the top surface of the primary airfoil. The secondary airfoil has a bottom surface and a trailing edge. An exhaust region is formed by the trailing edge of the primary airfoil and the trailing edge of the secondary airfoil. A primary airfoil ejector port and a secondary airfoil ejector port are pneumatically coupled to the pressurized air port. The primary airfoil ejector port is disposed proximate the boundary region and the secondary airfoil ejector port is disposed on the bottom surface.

Abstract: Insulation materials have a coating of a partially cured polymer on a plurality of fibers, and the plurality of coated fibers in a cross-linked polymeric matrix. Insulation may be formed by applying a preceramic polymer to a plurality of fibers, heating the preceramic polymer to form a partially cured polymer over at least portions of the plurality of fibers, disposing the plurality of fibers in a polymeric material, and curing the polymeric material. A rocket motor may be formed by disposing a plurality of coated fibers in an insulation precursor, curing the insulation precursor to form an insulation material without sintering the partially cured polymer, and providing an energetic material over the polymeric material. An article includes an insulation material over at least one surface.

Abstract: A pressure reducing device is disclosed for use with a gaseous fuel system. The pressure reducing device may include a body defining an inlet and an outlet, and a converging-diverging nozzle formed between the inlet and the outlet. The pressure reducing device may further include a shockwave inducing element disposed within the body between the venture and the outlet, and an airfoil located inside the body upstream of the shockwave inducing element and connected to move the shockwave inducing element.

Abstract: Systems and methods for operating a turbocharged engine are described. In one example, a turbocharger system, comprising: a bearing housing including a turbine and at least one compressor coupled to the turbine via a shaft; and wherein the turbine comprises a stator stage and a rotor stage mounted to the cylinder head by the bearing housing and positioned in an exhaust passage of a cylinder head. In this way, a more compact design is achieved which eliminates the cost and complexity of a turbine housing and improves turbine efficiency by positioning the turbine closer to the exhaust pulses.

Abstract: An internal combustion engine system is provided herein. The internal combustion engine includes an active cylinder, a selectively deactivatable cylinder, the active cylinder and selectively deactivatable cylinder each coupled to an intake system and exhaust-gas discharge system, an exhaust-gas turbocharger having a turbine positioned in the exhaust-gas discharge system and a compressor positioned in the intake system, a blower positioned in the intake system downstream of the compressor, and a bypass line bypassing the blower and including a shut-off valve.

Abstract: An engine control system coordinates control of a pressure regulating mechanism associated with a turbocharger turbine and control of a variable valve actuating (VVA) mechanism for expanding the range of possible exhaust gas recirculation rates over a large portion of an engine operating map to provide EGR rates which are greater than typical present-day levels while mitigating engine pumping losses by causing the turbocharger to operate with better efficiency in some regions of the map where it otherwise would not. Turbocharger efficiency is improved by controlling the VVA mechanism to set the timing of operation of its respective cylinder valves in accordance with a predetermined correlation of operating efficiencies of a compressor to timing of operation of respective engine cylinder valves, causing the compressor to operate at points of better efficiency than it otherwise would without use of VVA.

Abstract: An exhaust system for an internal combustion engine is disclosed. The exhaust system comprises a particulate filter, one or more NOx reduction catalysts, and a low pressure exhaust gas recirculation (EGR) circuit for connecting the exhaust system downstream of the filter and the one or more NOx reduction catalysts to an intake of the engine. The EGR circuit comprises a N2O-producing catalyst.

Abstract: A number of variations may include a product, which may include an actuator including a rotatory portion for moving a valve from a first position to a second position and a biasing spring for retuning the valve to the first position.

Abstract: An engine-driven generator that controls fuel vapor flow is provided. The engine-driven generator includes an engine having an air intake, wherein the engine is configured to drive a generator. The engine-driven generator also includes a fuel tank coupled to the engine and configured to provide fuel to the engine. The engine-driven generator includes a valve coupled between the air intake of the engine and the fuel tank. The engine-driven generator also includes a control device configured to transition the valve between a first position and a second position. The first position allows fuel vapor to flow between the fuel tank and the air intake of the engine and the second position inhibits the fuel vapor from flowing between the fuel tank and the air intake of the engine.

Abstract: An evaporated fuel processing apparatus includes a casing provided with a tank port, and the casing is provided with at least one adsorbent layer filled with adsorbent which adsorbs/desorbs evaporated fuel generated in a fuel tank or the like, a vapor-liquid separator separating the evaporated fuel introduced from the tank port into a vapor phase component and a liquid phase component thereof, respectively, and a filter separating the vapor-liquid separator from the adsorbent layer, and, a liquid storing member which is a component separate from the casing, and is opened at at least a tank port side for storing the separated liquid phase component is attached in the casing, and, the filter is fixed to an inner circumferential surface of the casing and the liquid storing member is sandwiched between the casing and the filter.

Abstract: An active purge pump system module is provided for an evaporative emission control (EVAP) system for a vehicle. The EVAP system includes a fuel tank, a vapor collection canister in communication with the fuel tank, an air intake, and a purge valve connected between the canister and the air intake. The active purge pump system module includes a pump in fluid communication with the canister to move air independently of operation of the engine. A bypass valve assembly communicates with an upstream side and a downstream side of the pump to bypass the pump. In a closed position of the bypass valve assembly, the pump, when activated, moves purge vapor from the canister, through the purge valve, and to the engine to be consumed during combustion, and when the bypass valve assembly is opened and the pump is deactivated, vehicle refueling is permitted.

Abstract: Systems and methods for a twin turbocharged engine with a single exhaust gas recirculation (EGR) system are disclosed. In one example approach a system is provided comprising a first turbocharger in a first intake passage with a low-pressure EGR system fluidically coupling exhaust exiting the first turbocharger to intake air entering the first turbocharger, and a second turbocharger in a second intake passage without a low-pressure EGR system fluidically coupling exhaust exiting the second turbocharger to intake air entering the second turbocharger.

Abstract: In the present invention, an internal combustion engine is provided with an in-cylinder fuel injection valve and a secondary air supply device and is formed so as to make possible first catalyst warming control and second catalyst warming control that promote the raising of the temperature of an exhaust gas purification catalyst. The first catalyst warming control comprises control to inject fuel from the in-cylinder fuel injection valve during the compression stroke to form a stratified state, and control to greatly delay ignition timing. The second catalyst warming control comprises control to supply secondary air to an engine exhaust gas passage. The internal combustion engine executes the first catalyst warming control after startup and, after the first catalyst warming control is executed, carries out control (third catalyst warming control) to execute the first catalyst warming control and the second catalyst warming control simultaneously.

Abstract: A filter housing for receiving a filter element is provided with a first housing part having a first housing opening and a second housing opening. A second housing part is connected to the first housing part. A first connecting socket is arranged at the first housing opening of the first housing part. A second connecting socket is arranged at the second housing opening of the first housing part. A receiving space is provided in an interior of the filter housing between the first and second housing openings, wherein the receiving space accommodates the filter element.

Abstract: An outboard motor includes: an engine cover having an upper cover and a lower cover which form an engine room and which can be separated from each other vertically; a ventilation fan for ventilating the engine room; and a fan cover which covers the ventilation fan, the engine cover is configured so that the upper cover is able to be attached to and detached from the lower cover and the lower cover is fixed to an outboard motor main body including an engine, the lower cover has an external air inlet through which to take air into the engine room and a discharge outlet through which to discharge air from the engine room, the fan cover has an air outlet through which to cause air that is sent from the ventilation fan to flow out, and the discharge outlet is connected to the air outlet.