Abstract: Differing from conventionally-used exhaust pipe utilizing discontinuous section area(s) and sound-absorbing material(s) to abate the noise produced by an engine, the present invention provides a waste air exhausting device consisting of: a housing, a supporting plate disposed in the housing, a miniature microphone disposed at the end of the housing, and a loudspeaker disposed on the supporting plate. Therefore, according to the noise produced by the engine, a noise controller system coupling to the miniature microphone and the loudspeaker is able to produce an anti-noise signal through the loudspeaker for abating the engine noise. On the other hand, the noise controller system can also produce an anti-noise signal having specific frequencies components according to the frequency of the engine noise and a reference signal, so as to modulate the frequency of the engine noise by broadcasting the anti-noise signal having the specific frequencies components in the housing through the loudspeaker.

Abstract: A muffler assembly including a central common active control valve may include a central body for guiding exhaust gas discharged from an engine to flow in bilateral directions in a branched manner, the central body comprising the active control valve disposed in a flow path of exhaust gas, and a pair of main mufflers, each separately disposed at opposite sides of the central body to exhaust exhaust gas introduced from the central body, in which the flow path and an exhaust path of the exhaust gas may be variable based on opening and closing of the active control valve.

Abstract: The present invention relates to spark traps/arrestors that are unproved relative to those that currently exist. For example, the present invention relates to a spark arrestor/trap that comprises a plurality of features that allows sparks/embers to be more effectively extinguished. The spark trap/arrestor of the present invention has at least two of vanes, conical devices and u-turns that allows for sufficient oxygen and a tortured path that is sufficiently long so as to effectively extinguish sparks and/or embers that enter the system. Alternatively, the system relates to a spark arrestor that comprises all of vanes, conical devices and u-turns that allows for sufficient oxygen and a tortured path that is sufficiently long so as to effectively extinguish sparks and/or embers that enter the system. In one embodiment, the various parts of the spark arrestor can be separated allowing for easy cleaning of the system.

Abstract: Exhaust temperature management strategies for an opposed-piston, two-stroke engine with EGR are based on control of a ratio of the mass of fresh air and external EGR delivered to a cylinder to the mass of the trapped charge (density of the delivered charge multiplied by the trapped volume at port closing).

Abstract: An exhaust system for treating an exhaust gas from an internal combustion engine is disclosed. The system comprises a modified lean NOx trap (LNT), a urea injection system, and an ammonia-selective catalytic reduction (NH3-SCR) catalyst. The modified LNT comprises platinum, palladium, barium, and a ceria-containing material, and has a platinum:palladium molar ratio of at least 3:1. The modified LNT stores NOx at temperatures below about 200° C. and releases the stored NOx at temperatures above about 200° C. The urea injection system injects urea at temperatures above about 180° C.

Abstract: A deterioration diagnosis apparatus for an exhaust gas purification apparatus according to the invention performs an induction process when an internal combustion engine is operating at a lean air-fuel ratio, measures the air-fuel ratio of the exhaust gas flowing into the SCR catalyst and the air-fuel ratio of the exhaust gas flowing out of the SCR catalyst by the air-fuel ratio sensor during the period through which the induction process is performed, and diagnoses deterioration of the SCR catalyst based on the difference between the air-fuel ratios thus measured. The diagnosis apparatus adjusts the quantity of reducing agent supplied to a hydrogen production catalyst during the period through which the induction process is performed, taking account of the degree of deterioration of the hydrogen production catalyst.

Abstract: An exhaust gas mixer to impart swirl and turbulence in the exhaust stream of an internal combustion engine as well as an exhaust system including such an exhaust gas mixer is disclosed.

Abstract: Embodiments of the present disclosure may improve the accuracy of diagnosis in diagnosing whether an exhaust gas purification system having an SCR filter is faulty. It is determined that the exhaust gas purification system is faulty if the NOx removal rate with the SCR filter calculated using a measurement value of an NOx sensor is lower than or equal to a predetermined criterion removal rate. In the apparatus, a differential pressure change rate defined as the increase in a converted differential pressure value per unit increase in the filter PM deposition amount is calculated. The value of the criterion removal rate is set higher when the differential pressure change rate at the time when the measurement value of the NOx sensor is obtained is lower than a predetermined threshold than when the differential pressure change rate is higher than or equal to the predetermined threshold.

Abstract: Methods and systems for restricting movement in a flow mixer of an exhaust duct, the flow mixer having a first row of flutes and a second row of flutes generally opposite to the first row of flutes, each flute being elongated and defining an elongated axis. At least two flute ties connect, or couple, together at least two flutes from the first row of flutes and at least two flutes from the second row of flutes. A retainer is coupled to the flute ties and extends generally perpendicularly to the elongated axis of each of the flutes from the first and second rows of flutes. The combination of the retainer and flute ties is configured to generally restrain relative movement between the flutes from the first row and the flutes from the second row.

Abstract: Methods, systems, and vehicles that control the temperature of a device included in the vehicle are presented herein. The temperature of the device is controlled by ventilating the device with drivetrain air, such as transmission cooling air. In some embodiments, the device is at a greater temperature than the drivetrain air, which cools the device. In other embodiments, the device is at a lesser temperature than the drivetrain air, which heats the device. The drivetrain air is provided to the device through an exhaust duct coupled to the vehicle's transmission. The drivetrain exhaust air is preferably circulated by the transmission. The transmission may be a continuously variable transmission. The device may be an oxygen sensor that is coupled to an engine exhaust pipe. The oxygen sensor is thermally coupled to the engine exhaust and the engine exhaust pipe, which are at greater temperatures than the transmission exhaust air.

Abstract: An internal combustion engine for a motor vehicle drive includes a housing having a cylinder head water jacket, an exhaust water jacket and a combustion chamber water jacket. A valve is operable for adjusting a flow through a multi-channel coolant inlet. In particular, the valve provides continuous adjustment of a cross section, through which a fluid can flow of a multi-channel exhaust coolant outlet for admitting a flow to the exhaust water jacket and cross-section, through which a fluid can flow of a multi-channel combustion chamber coolant outlet for admitting a flow to the combustion chamber water jacket.

Abstract: An internal combustion engine includes: an engine body; an exhaust pipe fastened to the engine body; an engine body cooling water passage provided in the engine body and having a cooling water injection port and a cooling water discharge port; an exhaust pipe cooling water passage provided in the exhaust pipe; a supply passage that connects the engine body cooling water passage with the exhaust pipe cooling water passage such that cooling water flows from the engine body cooling water passage to the exhaust pipe cooling water passage through the supply passage; and a return passage that connects the engine body cooling water passage with the exhaust pipe cooling water passage such that the cooling water flows from the exhaust pipe cooling water passage to the engine body cooling water passage through the return passage.

Abstract: Systems and methods for providing an improved strategy for controlling a variable speed water pump in a vehicle. In some embodiments, more than one water pump speed function is calculated based on values obtained from vehicle sensors, and a controller chooses among the water pump speed function results to set a water pump speed. In some embodiments, the water pump speed is increased when driveline torque is greater than a threshold amount for an amount of time that varies based on the driveline torque. In some embodiments, ambient temperature is considered while determining whether the water pump should provide full coolant flow to an auxiliary coolant loop of a trailer.

Abstract: A system and method for controlling engine coolant including generating one of a plurality of zone flow requests for engine coolant, generating a first search zone, determining a plurality of key points for the first search zone, determining a unique combination of commands for each key point of the plurality of key points in the first search zone, determining a flowrate associated with each command for each key point of the plurality of key points, calculating a total cost for each key point using an absolute normalized error for each flowrate of each command for each key point, determining a first winning key point associated with a lowest total cost, and controlling a plurality of actuators based on the commands associated with the first winning key point.

Abstract: A method for thermostat failure detection in an engine cooling system is provided. The engine cooling system includes a coolant pump and a thermostat for providing a coolant flow between an engine and a radiator. The method includes determining one or more engine parameters. Further, a pressure difference between a coolant pump inlet pressure and a coolant pump outlet pressure is determined corresponding to the one or more engine parameters. The thermostat failure is detected when the determined pressure difference is outside a predefined range of pressure change defined corresponding to the determined one or more engine parameters.

Abstract: A ducted combustion system includes a combustion chamber and a fuel injector in fluid connection with the combustion chamber, which includes an orifice opening from an injector tip of the fuel injector, the orifice injecting fuel into the combustion chamber as a fuel jet, the fuel jet flowing, within the combustion chamber, in a fuel flow direction. The system includes at least one duct disposed within the combustion chamber, the at least one duct being disposed such that the fuel jet, at least partially, enters one of the at least one ducts upon being injected into the combustion chamber. The at least one duct may be configured for having a flow field air stream within the duct, prior to entrance of the fuel jet, the flow field air stream having a flow direction that is substantially similar to the fuel flow direction.

Abstract: An exhaust-gas turbocharger (1) with a turbine housing (2) which has a turbine housing inlet (8) and a turbine housing outlet (9), and which has a wastegate duct (10) between the turbine housing inlet (8) and the turbine housing outlet (9), and a shut-off element (13) for opening and closing the wastegate duct (10). The shut-off element (13) comprises a sleeve (14), which is inserted into the turbine housing (2), and a piston (22), which is guided in the sleeve (14) so as to be movable along a longitudinal axis (L). The sleeve (14) has apertures (15, 16) at which the wastegate duct (5) opens out into the interior of the sleeve (14).

Abstract: A vehicle includes a frame supporting an engine, a transmission including an input shaft and an output shaft, a driving device linked to the output shaft so that power is transmitted therebetween, and a supercharger including a rotation shaft linked to the output shaft so that power is transmitted therebetween. The supercharger is fixed to the frame.

Abstract: A number of variations may include a product comprising: an electrified turbocharger comprising: an electric motor surrounding a portion of a shaft constructed and arranged to selectively drive the shaft, wherein the electric motor further comprises a stator comprising a lamination stack; a housing surrounding the electric motor, wherein the housing includes a plurality of channels constructed and arranged to lubricate a first bearing; and wherein the lamination stack is constructed and arranged to include at least one conduit to pass oil through the electric motor to a second bearing.

Abstract: A system includes an engine coupled with a primary shaft that drives a first electric generator for generating electrical power via a gear subsystem. The system also includes a turbocharger assembly having at least one gas turbine engine configured for driving the primary shaft and coupled in parallel with the engine. The turbocharger assembly includes multiple compressors configured to provide a flow of compressed fluid into both the engine and the at least one gas turbine engine and multiple turbines configured to utilize exhausts from both the engine and the one gas turbine for driving the primary shaft. Further, the system includes a controller configured to operate a plurality of valves for controlling optimal intake fluid pressure into the engine and the turbocharger assembly and fuel injections into the engine and the at least one gas turbine engine.

Abstract: A vehicle system including a plurality of alternators with a common electrical connection interface having at least one connector and a digital communication connector through which a processor communicates with the alternators. Input signals received at the at least one connector are unique for each alternator under normal and unimpaired operating conditions. Upon wakeup of an alternator, the alternator assesses the input signals and whether the address of the alternator is frozen. If the address is not frozen, the status of at least one operating parameter is assessed to determine if a predefined requirement is satisfied. If the predefined requirement is satisfied, the alternator is assigned an address based upon the input signals at the at least one connector and the address is frozen. The alternator can detect faults by determining if the input signals at the least one connector agree with the frozen address of the alternator.

Abstract: A variable length connecting rod comprises a connecting rod body, an eccentric member, a hydraulic cylinder, a hydraulic piston, a check valve, a switching mechanism and a hydraulic mechanism. The check valve permits a flow of hydraulic oil from a primary side of the check valve to a secondary side of the check valve and prohibits the flow from the secondary side to the primary side. The switching mechanism comprises a single switching pin. The connecting rod body is formed with first to fourth oil paths. The switching pin is switched between a first position making the first oil path communicate with the fourth oil path and making the second oil path communicate with the third oil path, and a second position making the first oil path communicate with the third oil path and making the second oil path communicate with the fourth oil path.

Abstract: A balanced and rotating mechanism of an internal combustion engine, which combines adjustable variable compression ratio with long power and exhaust strokes and short intake and compression strokes to obtain an internal combustion engine with variable air intake flow and maintain a constant pressure ignition. The mechanism includes a mirror-image planetary-gear assembly, a gear-pin assembly, and a piston-and-connecting rod assembly. The mirror-image planetary-gear assembly includes a first planetary-gear assembly and a second planetary-gear assembly; wherein each includes a sun gear, a primary planet gear, a plurality of secondary planet gears, and a ring gear. The first planetary-gear assembly and the second planetary-gear assembly are mounted along a main rotation axis, offset from each other and mirroring each other. The gear-pin assembly is eccentrically connected between the primary planet gears.

Abstract: An engine assembly having a cover for catching oil splatted by crankshaft gear and a balance shaft gear is provided. The crankshaft gear is mechanically coupled to the balance shaft gear. The balance shaft gear may be partially submerged in a pool of oil formed at the bottom of the crankcase housing. The cover includes a first cover portion having a back wall and a pair of side walls extending along a top portion and a bottom portion. The top portion covers a respective portion of a circumferential edge of the crankshaft gear. The bottom portion a respective portion of a circumferential edge of the balance shaft gear. Accordingly, oil splattered by the crankshaft gear and the balance shaft gear is caught by the cover, reducing oil entrainment and increasing oil pumping efficiency. Further, the cover helps prevent oil mist from escaping the system so as to reduce oil consumption.

Abstract: A geared turbofan engine includes a fan rotatable about an engine axis. A compressor section compresses air and delivers the compressed air to a combustor where the compressed air is mixed with fuel and ignited to drive a turbine section that in turn drives the fan and the compressor section. A gear system is driven by the turbine section for driving the fan at a speed different than the turbine section. The gear system includes a carrier attached to a fan shaft. A plurality of planet gears are supported within the carrier. Each of the plurality of planet gears includes a first row of gear teeth and a second row of gear teeth supported within the carrier. A sun gear is driven by a turbine section. The sun gear is in driving engagement with the plurality of planet gears. At least two separate ring gears circumscribe the plurality of planet gears. Each of the at least two ring gears are supported by a respective flexible ring gear mount that enables movement relative to an engine static structure.

Abstract: A gas turbine engine comprises a fan includes a plurality of fan blades rotatable about an axis. A compressor section includes at least a first compressor section and a second compressor section, wherein components of the second compressor section are configured to operate at an average exit temperature that is between about 1000° F. and about 1500° F. A combustor is in fluid communication with the compressor section. A turbine section is in fluid communication with the combustor. A geared architecture is driven by the turbine section for rotating the fan about the axis.

Abstract: A gas turbine facility 10 in an embodiment includes: a combustor 20; a fuel nozzle 21; a turbine 22; a heat exchanger 24 cooling the combustion gas. The gas turbine facility 10 includes: a pipe 42 guiding a part of the cooled combustion gas to an oxidant supply pipe; a pipe 44 passing a mixed gas composed of the oxidant and the combustion gas through the heat exchanger 24 to heat it, and guising it to the fuel nozzle 21; a pipe 40 passing another part of the cooled combustion gas through the heat exchanger 24 to heat it, and guiding it to the combustor 20; a pipe 45 passing still another part of the cooled combustion gas through the heat exchanger 24 to heat it, and guiding it to the fuel nozzle 21; and a pipe 46 exhausting a remaining part of the cooled combustion gas.

Abstract: A bleed air supply system for a gas turbine engine comprising a duct having an inlet end and extending to an outlet end. The inlet end of the duct is provided with a central insert. In another feature, there may be a plurality of ducts, and inlet ends of the plurality of ducts being spaced by at least 90°. In another feature, a compressor may have a diffuser with a shroud ending upstream of the downstream end of an inner shroud, having an outer shroud ending at a location upstream of a downstream end of an inner shroud at locations circumferentially aligned with an inlet end of the duct.

Abstract: A system includes a conduit having a fluid flow path and a silencer baffle disposed in a fluid conduit along the fluid flow path, where the silencer baffle has at least two of the plurality of baffle sections are coupled together via mating interlock structures.

Abstract: A gas turbine engine comprises a shaft assembly including a hollow shaft of the gas turbine engine and a plug connected to the inlet end of the shaft. The hollow shaft has a shaft bore having a bore diameter. The hollow shaft has an inlet end for receiving a first portion of an incoming air flow. The plug has a plug bore therethrough, and an inlet end having an inlet diameter. The inlet diameter of the plug is smaller than the bore diameter. The plug includes a deflection surface adapted to deflect a second portion of the incoming air flow away from the shaft bore. A plug for connecting to an end of a hollow shaft of a gas turbine engine and s method of controlling a flow of fluid through a shaft having a bore therethrough of a gas turbine engine are also presented.

Abstract: A turbine engine assembly is provided. The assembly includes a compressor, and an air duct coupled in flow communication with the compressor. The air duct is configured to channel a flow of bleed air from the compressor therethrough. The assembly also includes a fluid supply system coupled in flow communication with the air duct, wherein the fluid supply system is configured to channel a flow of fluid towards the air duct to modify a temperature of the bleed air based on an operating condition of the turbine engine assembly.

Abstract: Electrical power systems, including generating capacity of a gas turbine, where additional electrical power is generated utilizing a separately fueled system during periods of peak electrical power demand.

Abstract: Components are disclosed which include a first component section and a second component section joined to form a hollow structure defining a plenum having an interior surface, wherein the component sections each include mating ridges joined together along the length of the plenum, and a corrosion-resistant cladding layer including a corrosion-resistant material overlaying the interior surface of the plenum. In one embodiment, the component is a gas turbine combustor fuel manifold. A method of forming the components includes applying corrosion-resistant segments including a corrosion-resistant material to each of the surfaces of the component sections, and joining the component sections to form the component, wherein joining the component sections includes fusing the corrosion-resistant segments into the corrosion-resistant cladding layer, and joining the mating ridges of the component sections.

Abstract: A hydrostatic seal and vibration damping apparatus for a gas turbine engine adapted to reduce vibrations during cold engine start-ups is disclosed. In one disclosed configuration, the vibration damping apparatus is comprised of a temperature sensitive control ring having a relatively high coefficient of thermal expansion adapted to expand quickly at relatively low temperatures to protect the hydrostatic seal during such gas turbine engine startups. At operational temperatures, the control ring is adapted to become separated from the hydrostatic sea.

Abstract: A gas turbine engine assembly according to an exemplary aspect of the present disclosure includes, among other things, a geared architecture configured to rotatably couple a turbine and a compressor of an engine to rotate the compressor at a different speed than the turbine and a fan.

Abstract: A gas turbine engine includes a first non-contacting dynamic rotor seal interfaced with a spool, the first non-contacting dynamic seal operates to seal adjacent to an outer diameter and a second non-contacting dynamic rotor seal with respect to the spool, the second non-contacting dynamic seal operates to seal adjacent to an inner diameter.

Abstract: A gas turbine engine includes low and high spools constructed and arranged to rotate about an engine axis. The low spool drives at least one leading stage of a fan section and the high spool drives an aft stage of the fan section. The aft stage may generally include a bypass duct for controllably flowing a bypass stream directly from the leading stage and controllably and/or selectively into an auxiliary flowpath and/or into a second flowpath both located radially outward from a core flowpath.

Abstract: A trip block is provided. The trip block includes a single housing which commonly houses multiple valve assemblies. Each valve assembly includes a rotary valve member arrangement. The rotary valve member arrangement includes a spool and a sleeve with a predefined radial clearance between the spool and sleeve.

Abstract: Methods and systems are provided for mitigating excessive exhaust pressures in an engine. In one example, a method may include adjusting an intake throttle responsive to exhaust pressure upstream of an exhaust turbine being higher than a threshold without reducing boost level. In this way, boost pressures may be maintained while reducing exhaust pressures.

Abstract: An object is to supply fresh air and EGR gas into a cylinder in good balance according to the required load in a naturally aspirated gasoline engine. When the operation state of the engine falls in a low load range, a control apparatus adjusts the degree of opening of the second throttle while keeping the first throttle fully open and controls EGR gas quantity by adjusting the degree of opening of the EGR valve. When the operation state falls in a middle load range, the apparatus controls EGR gas quantity by adjusting the degree of opening of the first throttle while keeping the EGR valve fully open. When the operation state falls in a high load range, the apparatus adjusts the degree of opening of the first throttle while keeping the second throttle fully open and controls EGR gas quantity by adjusting the degree of opening of the EGR valve.

Abstract: A propulsion system, control system, and method are provided for optimizing fuel economy, which use model predictive control systems to generate a plurality of sets of possible command values and determine a cost for each set of possible command values of based on a first predetermined weighting value, a second predetermined weighting value, a plurality of predicted values, and a plurality of requested values. The set of possible command values having the lowest cost is determined and defined as a set of selected command values. Arbitration is performed including at least one of the following: A) determining at least one requested value based on arbitrating between a driver requested value and an intervention requested value; and B) determining a desired command value by arbitrating between a selected command value of the set of selected command values and a command intervention value.

Abstract: A method to ignite a fuel in an engine of an engine system is disclosed. The method includes introducing a mixture of air and a compound into a main combustion chamber of the engine. The compound includes a peroxide group. Next, the method includes controlling, by a controller, one or more parameters of the engine system to attain a temperature in the main combustion chamber within a temperature range. The compound decomposes into a radical within the temperature range. The method further includes injecting, by an injector, the fuel into the main combustion chamber upon the decomposition of the compound into the radical, causing an interaction of the fuel with the radical, thereby igniting the fuel.

Abstract: An agricultural work machine, such as a harvester, is disclosed. The agricultural work machine includes an internal combustion engine, at least one working assembly, and a regulating device. The internal combustion engine provides power to the working assembly, with the internal combustion engine being operated in different power settings, with a different performance characteristic in each of the different power settings. The regulating device causes automatic shifting of the internal combustion engine from one power setting to another in response to determining that the power requirements assigned to the working assembly change. The power settings may be assigned to different, pre-selectable power setting ranges, which may differ in terms of the highest respective power setting assigned thereto. Further, the regulating device may only cause shifting of the internal combustion engine between power settings in the respective pre-selected power setting range.

Abstract: An apparatus for retrieving exhaust heat of an engine, may include the engine including a plurality of combustion chambers, an intake line, an exhaust line, a turbocharger including, a turbine provided on the exhaust line, and a compressor provided on the intake line and compressing external air, an exhaust gas recirculation (EGR) apparatus including an EGR line branched from the exhaust line at a rear end of the turbocharger and merged with the intake line, an EGR cooler disposed on the EGR line, and an EGR valve to adjust an amount of re-circulated exhaust gas, an intercooler to cool the intake gas introduced through the intake line, an intercooler cooling line passing through a radiator and the intercooler, an EGR cooling line passing through the radiator and the EGR cooler, an EGR exhaust line, and an exhaust adjusting valve disposed on the EGR exhaust line.

Abstract: A control device of a vehicle is provided. The vehicle includes a drive source, wheels, a driving force transmission shaft provided in a driving force transmission path extending from the drive source to the wheels, and an accelerator position sensor for detecting a depression amount of an accelerator pedal. The control device estimates or detects a torsion angle of a drive source side end portion of the shaft with respect to a wheel side end portion, an instruction to the drive source to generate a first torque corresponding to the depression amount of the pedal when the depression is determined to have started, and instructs the drive source to generate a second torque when a change rate of the torsion angle is determined to have inverted from a positive rate to a negative rate for the first time after the depression is determined to have started.

Abstract: An engine control device controls a cylinder direct fuel injection type spark ignition engine provided with a fuel injection valve configured to directly inject fuel to a cylinder and an ignition plug configured to perform spark ignition for a gas mixture inside the cylinder. In a case where it is necessary to warm up an exhaust gas purifying catalyst disposed in an exhaust passage, the engine control device executes a catalyst warm-up operation in which a fuel is injected at a timing during the compression stroke, and at a timing when the fuel spray colliding with the piston crown surface moves toward the ignition plug along the shape of the piston crown surface, and in which the ignition timing is after compression top dead center. The engine control device advances the fuel injection timing in accordance with an increase in an estimation amount of a liquid fuel remaining on the top surface of the piston during execution of the catalyst warm-up operation.

Abstract: A vehicle fluid heating system is provided for achieving an elevated pre-determined fluid temperature for at least one fluid of a first and second vehicle during an idle period having a duration defined by a start point and an end point. The heating system includes a first vehicle fluid heater that is configured for being coupled to the first vehicle in thermal communication with the first fluid of the first vehicle. A second vehicle fluid heater is provided that is configured for being coupled to the second vehicle in thermal communication with the first fluid of the second vehicle. At least one temperature sensor is provided for sensing a temperature of a temperature source that has a correlative relationship to the first fluid of the first and second vehicles. A settable timer is provided for enabling the user to establish a start point and an end point of the idle period of the first and second vehicles.

Abstract: Methods and systems are provided for control of a combustion engine in a vehicle. In operation, at least one future speed profile for an actual speed of the vehicle is simulated during a road section ahead based on information about the road section and on knowledge that coasting with the combustion engine shut down will be applied during the road section. Subsequently, based on the future speed profile, a starting point in time is determined, when the combustion engine will need to be started for forward driving the vehicle and/or to brake the vehicle. Subsequently, a starting point brought forward in time is determined based on the need for a forward driving or braking force arising, where the starting point brought forward in time precedes the starting point in time. Subsequently, the combustion engine is controlled to be started at the starting point brought forward in time.

Abstract: A diagnostic device for a sensor 100 provided in an exhaust passage 11 of an internal combustion engine 10 of a vehicle and detecting nitrogen compounds in exhaust gas, the diagnostic device including an offset diagnosis unit 42 which diagnoses, during deceleration of the vehicle in which the internal combustion engine 10 stops fuel injection, an offset amount of a sensor value of the sensor 100 from a zero point based on the sensor value of the sensor value, and a diagnosis prohibition unit 44 which prohibits the diagnosing of the offset amount when a flow rate of the exhaust gas of the internal combustion engine 10 rapidly increases while the offset amount is diagnosed by the offset diagnosis unit 42.

Abstract: Methods and systems are provided for adjusting engine operating conditions for mitigation of pre-ignition in one or more engine cylinder. In one example, a method may include, in response to indication of pre-ignition, manifold charge cooling may be increased by increasing the portion of fuel delivered to the engine via manifold injection relative to the portion to fuel delivered via one or more of port and direct injection, while maintaining engine operation at or around a stoichiometric air-fuel ratio.