Abstract: A method for determining a signal offset between a crankshaft angle signal and a combustion chamber pressure signal includes: measuring the combustion chamber pressure signal; shifting an alignment of the measured combustion chamber pressure signal with respect to the crankshaft angle signal by a plurality of respective offset angles to generate a plurality of offset combustion chamber pressure signals; reconstructing the offset combustion chamber pressure signals using a plurality of predetermined inherent pressure curves to generate reconstructed combustion chamber pressure signals; determining reconstruction errors of the reconstructed combustion chamber pressure signals as a function of differences between the offset combustion chamber pressure signals and the reconstructed combustion chamber pressure signals; and determining the signal offset between the crankshaft angle signal and the combustion chamber pressure signal as a one of the plurality of offset angles producing the reconstruction error having

Abstract: An internal combustion engine has two exhaust valves (24, 25) per combustion chamber (21), and variable valve timing for each exhaust valve. The exhaust valves (24, 25) are associated with respective exhaust tracts (26, 27) including a turbocompounder (31) and a turbocharger (41). The turbine exhaust from one of the turbomachines is directed to turbine inlet of another of the turbomachines.

Abstract: System, apparatus, and methods are disclosed for controlling one or more actuators of an air handling system of an internal combustion engine. The one or more actuators are controlled in response to one or more feedforward references that are adjusted by a reference governor that predicts one or more operating parameters and imposes constraints on the one or more feedforward references to reduce the potential for violating limits on the one or more operating parameters.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, in response to an electric motor driving an electric compressor positioned upstream of a turbocharger compressor disposed in the intake passage, a position of a valve in an exhaust gas recirculation (EGR) passage coupled between the intake passage and the first exhaust manifold may be adjusted based on a pressure in the first exhaust manifold.

Abstract: It is possible to prevent the stability of an engine from deteriorating even when degrees of changes over time of injection characteristics are different in each fuel injection valve. An inter-cylinder air-fuel ratio variation detection unit 1100 calculates an air-fuel ratio variation index (Ind_imb) which indicates a degree of variation in an air-fuel ratio between cylinders from an exhaust air-fuel ratio, engine rotation speed, or the like. Unlike in a case where the air-fuel ratio variation index (Ind_imb) is lower than a set value, when the air-fuel ratio variation index (Ind_imb) is higher than the set value, a fuel injection pulse width limitation unit 2100 sets a (allowable) minimum value (Min_TI) of a fuel injection pulse width so as to be greater. In addition, a fuel injection pulse width calculation unit 3100 calculates fuel injection pulse widths (TI_1, TI_2, TI_3, and TI_4) of cylinders so as not to be lower than the minimum value (Min_TI).

Abstract: In one aspect, a method is described. An operational engine torque is calculated. The engine is operated in a skip fire manner to deliver the operational engine torque. A reference engine torque is calculated using a torque model. The torque model involves estimating torque at a working chamber level. The reference engine torque is compared to the calculated operational engine torque to assess the accuracy of the operational engine torque calculation. Various embodiments of the present invention involve software, devices, systems and engine controllers that are related to one or more of the above operations.

Abstract: The engine shut-off valve system includes a housing, a gate member, a rotating lever, a locking piston assembly, and a closing piston assembly. The system is installed in fluid connection with a flow line so that air flow passes through a passageway in the housing with the gate member in the locked configuration. The air flow through the passageway stops with the gate member in the closed configuration. The gate member has an asymmetry so that the forces of the spring of the closing piston assembly and the spring of the locking piston assembly are cooperative to actuate between the closed configuration and the locked configuration, while wearing on the gate member differently so as to extend the working life of the valve system. The closing piston assembly and the locking piston assembly are separately accessible for maintenance.

Abstract: In an electronic control unit, a basic injection quantity calculation part calculates a basic injection quantity value as a target of fuel value, which an injector injects, by using an actual accelerator operation angle value, an actual engine rotation speed value and at least one of an actual vehicle speed value and an actual acceleration value. When the actual vehicle speed value or the acceleration value deviates largely from the estimated value, a correction value calculation part calculates an injection quantity correction value for the basic injection quantity value and a final injection quantity calculation part calculates a final injection quantity value by correcting the basic injection quantity value with the correction value. A driving control part controls driving of the injector so that the injector injects fuel of the final injection quantity value determined by correcting the basic injection quantity value with the correction value.

Abstract: A control apparatus of an engine including intake and exhaust valves and a variable valve timing mechanism for varying open and close timings is provided. The apparatus includes a processor configured to execute an increasing amount controlling module for performing a fuel amount increase control in which a fuel injection amount is increased to decrease an exhaust gas temperature, and a valve controlling module for controlling, via the variable valve timing mechanism, an overlapping period in which the intake and exhaust valves are both opened on intake stroke. When the increasing amount controlling module performs the increase control, based on an increase of a temperature of the exhaust gas in the increase control, the valve controlling module determines whether a protection for an exhaust system component is required, and if the protection is determined to be required, the valve controlling module shortens the overlapping period.

Abstract: A control device for an internal combustion engine is provided. The control device includes an electronic control unit. The electronic control unit is configured to set a target air-fuel ratio to a rich air-fuel ratio from a time at which fuel cut control for terminating fuel supply to a combustion chamber during operation of the internal combustion engine is terminated to a time at which an output air-fuel ratio of a downstream-side air-fuel ratio sensor becomes a rich determination air-fuel ratio or lower, temporarily set the target air-fuel ratio to the rich air-fuel ratio after the output air-fuel ratio of the downstream-side air-fuel ratio sensor becomes the rich determination air-fuel ratio or lower, and thereafter set the target air-fuel ratio to a lean air-fuel ratio.

Abstract: Methods and systems are provided for diagnosing a positive crankcase valve during a vehicle key-off event. In one example, a method may include controlling a fluid flow from a crankcase of an engine to an intake manifold of the engine via a positive crankcase ventilation valve, and indicating whether the positive crankcase valve is stuck open responsive to spinning the engine unfueled in a reverse direction, and indicating whether the positive crankcase valve is stuck closed responsive to spinning the engine fueled but without spark in a forward direction. In this way, functionality of a positive crankcase ventilation valve may be diagnosed effectively during key-off conditions, which may prevent or reduce engine complications arising from a stuck open or stuck closed positive crankcase valve.

Abstract: An ECU loads detected values of a rotation angle sensor and a pressure sensor which are mounted to an electric throttle, and executes an abnormal-sensor determination control to determine whether one of the rotation angle sensor and the pressure sensor is abnormal. Specifically, the ECU determines that one of the rotation angle sensor and the pressure sensor is abnormal, in a case where a state that a tendency of the actual opening angle detected by the rotation angle sensor does not match a tendency of the pressure detected by the downstream pressure sensor has continued for a period greater than or equal to a predetermined period. Therefore, since the pressure sensor can replace the rotation angle sensor used for detecting abnormality in a conventional technology, two rotation angle sensors can be reduced to one rotation angle sensor, and a cost is reduced.

Abstract: An abnormality flag is set when a first abnormality determination condition is established in an abnormality diagnosis of a fuel pressure sensor and it is determined that an abnormality occurs. In a case where the abnormality flag is kept cleared, when a fuel pressure detection value of the fuel pressure sensor is kept fixed for a prescribed time T2 or more and a second abnormality determination condition is established, a partial lift injection is prohibited, such that an injection control of a fuel injection valve is performed so as to perform a fuel injection without performing the partial lift injection.

Abstract: A method for diagnosing a component in a gas-routing system of a supercharged combustion engine having an electrically operable compressor, the method including activating the electrically operable compressor after the combustion engine has been shut off, opening a flow path through the gas-routing system, measuring a state variable in the gas-routing system, and detecting a fault of the component as a function of the measured state variable.

Abstract: A method for detecting a closing time of an injector valve includes receiving a valve current profile of the injector valve, processing the valve current profile using at least a slope discriminator, determining a stuck status and a closing time (if applicable) of the injector valve based on an output of the slope discriminator. An engine control unit configured to detect a closing time of an injector valve is also provided. The engine control unit has a first control logic configured to receive a valve current profile of the injector valve, a second control logic configured to process the current profile using at least a slope discriminator, and a third control logic configured to determine a stuck status and a closing time of the injector valve based on an output of the slope discriminator. Further, a vehicle system including a controller configured to detecting a valve closing time is provided.

Abstract: The application is directed to a diesel engine. If the rack cannot complete a predetermined operation within a predetermined amount of time due to the key switch being held at a start-position, the control unit controls a starter to cause a plunger to perform a preparatory stroke operation, and the stroke operation by the plunger is stopped before the diesel engine starts.

Abstract: A controller for an internal combustion engine including a fuel pressure control processor that controls a fuel pressure at a target fuel pressure, an instruction value calculating processor that calculates a peak instruction value, an upper limit guard processor that executes a guard process on the peak instruction value, an energizing processor that energizes the coil based on the peak instruction value that has undergone the guard process, a convergence determination processor that determines whether or not the detected fuel pressure has converged on the target fuel pressure, and a decreasing processor that decreases the upper limit guard value to a lower value when the fuel pressure has converged on the target fuel pressure than when the fuel pressure has not converged on the target fuel pressure.

Abstract: The compression self-ignition engine fuel injection control device is configured to, during one combustion stroke, perform multiple fuel injections to induce multiple combustions in a cylinder. The fuel injection control device comprises a PCM (70) configured to set an interval between a pre-injection and a main injection in the multiple fuel injections, so as to allow valley regions of a curve indicative of a frequency characteristic of a combustion pressure wave generated by the multiple combustions to fall within respective ranges of a plurality of resonant frequency bands of a structure of an engine body of the engine, wherein the PCM is operable to increase the interval between the pre-injection and the main injection more largely as an engine load becomes lower at a same engine speed.

Abstract: A thrust reverser torque box assembly for an aircraft engine is constructed with a torque tube having a cross section configuration tailored and conducive to carrying torsion and discrete major fittings at opposite ends of the torque tube that connect the torque tube and thrust reverser actuation and reacts loading due to reverse thrust operation to the aircraft engine fan case.

Abstract: The present invention relates to an aircraft gas turbine comprising a thrust-reverser device that is arranged at the rear area of an engine cowling and that has multiple cascade elements which are distributed at the circumference and which divert a stream, characterized in that the cascade elements are mounted in a displaceable manner, in that on both sides of each cascade element at least one gear rack is formed that can be displaced via a respective cog wheel which is coupled to a driving device, and in that each cascade element is connected to a rear area of the engine cowling via a coupling element for the purpose of displacing the engine cowling in the axial direction.

Abstract: The present disclosure relates to an engine having two modes of operation—air breathing and rocket—that may be used in aerospace applications such as in an aircraft, flying machine, or aerospace vehicle. The engine's efficiency can be maximized by using a precooler arrangement to cool intake air in air breathing mode using cold fuel used for the rocket mode. By introducing the precooler and certain other engine cycle components, and arranging and operating them as described, problems such as those associated with higher fuel and weight requirements and frost formation can be alleviated.

Abstract: An injector, in particular a blow-in injector for gaseous fuel, including a first sealing element and a second sealing element, and in the closed state of the injector a first sealing region is configured between the first and second sealing element, at least one of the sealing elements having an elastic deformation region, the elastic deformation region being set apart from the sealing region between the first and second sealing element.

Abstract: An evaporated fuel treatment device includes a canister, an evaporated fuel outflow detecting means, a pressure sensor, a pressure change detecting means, and a pressure sensor failure determining means. The canister adsorbs evaporated fuel from a fuel tank, and purges the adsorbed fuel to an engine. The evaporated fuel outflow detecting means undergoes a change in a signal as the evaporated fuel flows out of the fuel tank. The pressure sensor detects an inner pressure of the fuel tank. The pressure change detecting means detects whether or not the pressure is in a static state. When the evaporated fuel outflow detecting means detects that evaporated fuel has flowed out of the fuel tank and when the pressure change detecting means detects that the pressure is in a static state, the pressure sensor failure determining means determines that the pressure sensor is out of order.

Abstract: An evaporated fuel processing device has a canister, a vapor passage, a purge passage, a shutoff valve, a storage device and a control device. The canister includes an adsorbent material that adsorbs evaporated fuel generated in a fuel tank. The vapor passage connects the canister and the fuel tank. The purge passage connects the canister and an intake passage of an engine. The shutoff valve is provided in the vapor passage, and adjusts flow rate of gas flowing through the vapor passage. The storage device stores in advance a reference value for the shutoff valve corresponding to internal pressure of the fuel tank. The shutoff valve is controlled based on the reference value, which is obtained from the internal pressure of the fuel tank, and pressure release control is performed on the fuel tank.

Abstract: A fuel vapor processing apparatus may include a canister and a purge device. The purge device may desorb fuel vapor from the canister and purge the desorbed fuel vapor to an engine. The fuel vapor processing apparatus may further include a purge control device. The purge control device may obtain a target purge quantity to be desorbed from the canister at a point of time during an operation of the engine. In addition, the purge control device may control a purge quantity during the operation of the engine such that the purge quantity reaches the target purge quantity.

Abstract: A fuel vapor processing apparatus may include a diaphragm valve disposed in a vapor path communicating between a fuel tank and a canister. The diaphragm valve may include a valve chamber, a backpressure chamber, a diaphragm partitioning the valve chamber and the backpressure chamber from each other; and a valve member attached to the diaphragm. The backpressure chamber is not directly opened to an outside of the diaphragm valve. A control valve device may control a pressure within the backpressure chamber of the diaphragm valve.

Abstract: A method for an engine is provided. Following an engine-off event, engine cylinders are sequentially positioned with an intake valve open and an exhaust valve open. The contents of the engine cylinder are then purged to an exhaust catalyst. In this way, existing vehicle hardware may be used to evacuate residual hydrocarbons and uncombusted fuel to the exhaust catalyst, provided the catalyst remains above the light-off temperature.

Abstract: An EGR device includes a housing and an inner pipe. The housing has an outer pipe. The inner pipe is accommodated in the outer pipe. The inner pipe defines an inner passage internally and defines an annular passage externally with the outer pipe. The inner pipe has through holes communicating the inner passage with the annular passage. At least one diffuser is equipped to the through holes. The diffuser is projected radially inward.

Abstract: A GDCI engine control system includes a fast electric heater located within a pocket in a cylinder head. The pocket is in fluid communication with multiple intake ports. A heater control system includes a capacitor that is configured to provide a voltage that is greater than battery voltage to more quickly heat the intake air during a cold start. Subsequently a lower voltage can be supplied to the heater.

Abstract: An air intake assembly configured to direct air into a throttle body of an engine of an automotive vehicle includes an air cleaner enclosure, primary and secondary air intake ducts, a ram air power valve and a downstream air intake duct. The air cleaner enclosure unit has an air cleaner inlet and an air cleaner outlet. The primary air intake duct directs air between a primary air inlet and the air cleaner inlet. The secondary air intake duct directs air between a secondary air inlet and the air cleaner inlet. The ram air power valve is disposed in the secondary air intake duct and is configured to move between an open position and a closed position. In the open position, air is permitted to flow through the secondary intake duct. In the closed position air is inhibited from passing through the secondary air intake duct.

Abstract: Methods and systems are provided for a charge motion control valve mounted within a flow passage in an intake manifold coupled to an engine. In one example design, a control valve comprises a valve plate with a pivot axis mounted in a body coupled to a manifold runner, the plate having a rear portion overhanging the pivot; and a first sealing surface in the manifold runner to receive a surface of the rear portion of the valve plate when fully opened; and a second sealing surface in the body to receive an opposite surface of the rear portion of the valve plate when fully closed. In this way, the valve plate may be adjusted to block a portion of a flow passage within the body to minimize air leakages at a periphery of the passage while redirecting air flow to create swirl motion downstream of the valve plate.

Abstract: A drive device for generating a drive movement includes a consumer, a fuel tank, which is connected to the consumer through a fuel line, and a pneumatically operable emergency shut-off valve in the fuel line. The emergency shut-off valve shuts off the fuel line in a closed position and allows fuel to pass through in an open position. The device provides a greater level of safety, in that the emergency shut-off valve remains in its closed position, or even automatically shifts to the closed position, in the event of defective operation.

Abstract: A fuel supply device includes a cover member attached to an opening of a fuel tank, a pump unit including a pump, and a connecting portion which connects the cover member and the pump unit. The pump unit is connected so as to be relatively movable with respect to the connecting portion when a connecting shaft which is formed as part of one of the connecting portion or the pump unit, is inserted into the connecting hole formed as part of the other of the two. The connecting hole has an elongated hole portion that allows the connecting shaft to move in the upward and downward directions, and allows the pump unit to be relatively movable with respect to the connecting portion. The pump unit includes an engagement portion abutting a lower terminal end of the connecting portion when the fuel supply device is attached to the fuel tank.

Abstract: A pump cover for a fuel pump is located at a position lateral to the fuel pump. The fuel pump is disposed on a cylinder head of an engine. The pump cover includes a plate and a rib. The plate is fixed to a side surface of the engine. The plate extends to a position lateral to the fuel pump disposed on the cylinder head. The rib protrudes from the plate, and is located superjacent to a pump mounting surface defined on the cylinder head.

Abstract: A tray configured to support a fuel injector wiring harness is disclosed. The tray may include a first end, a second end opposite the first end, a bottom wall extending between the first end and the second end, and the bottom wall may be configured to support the fuel injector wiring harness above a rocker arm support. Moreover, the tray may include a tab outwardly extending from the tray, and the tab may include a top surface, a bottom surface opposite the top surface, and an aperture extending between the top surface and the bottom surface. The aperture may be configured to circumscribe a stud upwardly extending from the rocker arm support.

Abstract: Provided is an end seal structure of a fuel rail for a gasoline direct injection engine, the end seal structure being characterized in that: a collar is joined by brazing to an outer circumference of an end of a pipe of the rail body including a pipe; the end cap having a cap-nut shape and including a sealing projection on an surface thereof facing the opening at the end of the pipe of the rail body, is screwed and fixed to the collar; and the sealing projection of the end cap brings into pressure contact with the end of the opening of the rail body by an axial force created by tightening of the end cap having the cap-nut shape to seal the end of the opening of the rail body.

Abstract: A fuel injector rail for supplying fuel to at least one fuel injector. The fuel injector rail includes a delivery pipe, an injector port, and a flow director. The delivery pipe defines a fuel passage therein. The delivery pipe defines an injector port that fluidly that couples the fuel passage to the at least one fuel injector. The flow director is located in the fuel passage at a surface opposite to the injector port. The flow director guides a flow of fuel to the injector port.

Abstract: In the interior of a resin mold portion that constitutes a fuel injection valve, an amplifying member to which a power source terminal and a signal terminal are connected, is provided. A signal transmitting unit, which outputs a detection signal from a sensor, is connected electrically to a substrate of the amplifying member. Further, the amplifying member is molded integrally when the resin mold portion is formed. In addition, a pressure inside a combustion chamber of an internal combustion engine, which is detected by the sensor, is output through the signal transmitting unit to the amplifying member, is amplified by the amplifying member, and is output externally from the signal terminal.

Abstract: A fuel supply device includes: a linear actuator; a reciprocating pump having a boosting piston driven by the linear actuator, configured to axially reciprocate, and configured to alternately repeat suction of the fuel and ejection of the fuel more boosted than the fuel at a time of suction by reciprocation of the boosting piston; and a controller to control driving of the linear actuator. When reciprocation amplitude of the boosting piston is A (A>0) and a reciprocating cycle time is T, the controller controls the linear actuator so a maximum value of an absolute value of acceleration when the reciprocating pump sucks the fuel with an absolute value of speed of the boosting piston increasing is smaller than A·(2?/T)2, and so a maximum value of the absolute value of the acceleration of the boosting piston when the reciprocating pump ejects the fuel is larger than A·(2?/T)2.

Abstract: A duct structure for a fuel injector assembly of an engine includes a first ring structure, a plurality of ducts, a plurality of posts, and an engagement structure. The fuel injector assembly includes a fuel injector having a plurality of orifices to discharge fuel. The first ring structure is configured to be coupled to a cylinder head of the engine, and defines a central axis. The ducts are circularly arrayed around the central axis, and are configured to provide passages to the fuel discharged from the fuel injector. The posts connect the ducts to the first ring structure. Further, the engagement structure is configured to engage with the fuel injector to align the ducts with the orifices such that each of the plurality of ducts is configured to receive fuel discharged from a corresponding one of the plurality of orifices.

Abstract: A throttle body fuel injection system including a throttle body with at least one air intake, a fuel injector coupled to the throttle body at a fuel port and an annular ring coupled to the cylindrical inner wall of the air intake. The annular ring includes a primary fuel discharge orifice adjacent to the fuel port and a plurality of secondary fuel discharge orifices arranged radially around the annular ring for spraying atomized fuel into the air intake.

Abstract: A method for testing a high-pressure pump, particularly a high-pressure pump which is provided to inject fuel into a combustion engine, the method including filling the high-pressure pump with a fluid prior to switching it on.

Abstract: Provided is a power conversion device that can suppress a surge to be generated when a load, such as a battery, is disconnected from an output of an AC generator. A rectifier circuit connected between an output portion of the AC generator and a first load rectifies the output of the AC generator and supplies the rectified output to the first load. A switch circuit connected between the output portion of the AC generator and the second load rectifies the output of the AC generator and supplies the rectified output to the second load, on condition that a drive signal is in a first signal state indicating permission of a power supply from the AC generator to the second load. Additionally, the switch circuit transitions from a conductive state to a non-conductive state in response to the output of the AC generator, on condition that the drive signal is in a second signal state indicating prohibition of the power supply from the AC generator to the second load.

Abstract: A vehicle includes an engine, electric machine, starter-generator, and a controller. The engine and electric machine are each configured to propel the vehicle. The starter-generator is coupled to the engine and is configured to adjust engine speed during an engine start-up event. The controller is programmed to, in response to engine speed increasing towards a target speed during an engine start-up event, generate a target drag torque with the starter-generator to reduce overshoot of the target engine speed.

Abstract: A method for allowing or prohibiting automatic engine stopping and starting is presented. In one example, an engine cranking time is predicted and compared to a threshold value to determine whether or not automatic engine stopping and starting is to be allowed or prohibited. The predicted engine cranking time is a metric for judging whether or not vehicle occupants might find a possible subsequent vehicle operation delay objectionable due to an engine starting event.

Abstract: A vehicular engine control device provided with a control unit for performing control that automatically stops an engine installed in a vehicle when a preset stop condition is fulfilled, and a traveling information acquiring unit for acquiring travel information including vehicle speed information relating to the speed of the vehicle and steering information relating to a steering wheel. For the stop condition the vehicle speed information and steering information acquired by the traveling information acquiring unit are set including respective thresholds. The control unit switches the stop condition in accordance with changes in the vehicle speed information, the stop condition being sectioned into a plurality of regions using steering thresholds for the steering information relating to the steering handle. Automatic stop control of the engine conforming to the intentions of the driver can be implemented by the vehicular engine control device.

Abstract: In an ignition coil for an internal combustion engine, a resistor is disposed in a tower insertion hole of a high-voltage tower section. A coil spring is inserted in the tower insertion hole. An inner diameter of a proximal end side portion of the tower insertion hole is larger than an outer diameter of a maximum outer diameter portion of the resistor. An inner diameter of the distal end side portion of the tower insertion hole is larger than an outer diameter of a proximal end side portion of the coil spring, and is smaller than the outer diameter of the maximum outer diameter portion. In a state where the coil spring is pulled out from the tower insertion hole, the maximum outer diameter portion is restrained by the distal end side portion of the tower insertion hole, and a gap is formed between the resistor and a high-voltage cap.

Abstract: Systems and methods of controlling operation of a vehicle engine are provided. For instance, one example aspect of the present disclosure is directed to determining a spark timing associated with a combustion engine. For instance, a combustion phasing target to be implemented by a combustion engine can be received. A spark timing associated with the combustion engine can be determined based at least in part on the combustion phasing target. The spark timing can be determined based at least in part on an optimization comprising one or more iterations determined during an engine cycle. The spark timing is determined based at least in part on a combustion phasing prediction model determined based at least in part on at least one of laminar flame speed, residual gas mass, or turbulent intensity.

Abstract: A system for detecting spark plug failures in an engine is provided. The system may include one or more sensor devices coupled to the engine and configured to measure engine data, a controller in communication with the sensor devices, and an output device. The controller may be configured to determine at least a misfire count, a secondary transformer voltage, and an exhaust port temperature based on the engine data, identify a fault condition based on one or more of the misfire count, the secondary transformer voltage, and the exhaust port temperature, and perform a corrective action responsive to the fault condition. The output device may be configured to generate a notification corresponding to the fault condition.

Abstract: A runner vane of an axial hydraulic machine according to embodiments described herein includes a center-side vane part provided on a radial center side and defined by a center-side camber line, and a boss-side vane part provided at a side edge on a side of a runner boss and defined by a boss-side camber line. As determined by the flow direction of a turbine, a curvature of an upstream side portion of the boss-side camber line is larger than a curvature of an upstream side portion of the center-side camber line. An upstream end of the boss-side vane part is positioned on a side of a rotation direction of a runner in comparison with an upstream end of the center-side vane part when viewed toward a downstream side along a rotation axis line of the runner.