Abstract: An engine device including a post-treatment device 20, provided in an exhaust passage of an engine 1, for purifying an exhaust gas from the engine 1. As the post-treatment device 20, a three-way catalyst 22 is used. The engine device further includes a filter case 31 including a filter body 32 for catching deposits in the exhaust gas. The filter case 31 is disposed, in a replaceable manner, upstream of the post-treatment device 20 in the exhaust passage.

Abstract: A method for controlling a valve for directing an exhaust gas stream through an exhaust duct having an after treatment device and a bypass duct in an exhaust system of a vehicle is provided. The method includes receiving first sensor signals from a first sensor coupled downstream from the exhaust after treatment device, and processing the first sensor signals to determine a first temperature of an outlet exhaust gas stream. The method includes determining a bypass command based on whether the first temperature exceeds a first pre-defined threshold for the outlet exhaust gas stream. The method also includes outputting a control signal based on the determining of the bypass command to a valve coupled to the bypass duct and the exhaust pipe upstream of the after treatment device to move the valve between a first state and a second state.

Abstract: A mixing chamber assembly adapted for an engine aftertreatment system includes a first sub-compartment, a second sub-compartment, a mounting hole for installing a urea injector for spraying urea droplets into the first sub-compartment, and a middle sub-compartment connecting the first sub-compartment and the second sub-compartment. A mixer is positioned in the middle sub-compartment and includes a plurality of first blades inclined to the second sub-compartment. The first blades are divided into two groups of different inclined directions in order to achieve a double-swirl mixing effect. A plurality of second blades are inclined in the same direction and positioned upstream the first blades. As a result, flow distance within limited space can be increased to assure sufficient mixing of the urea droplets and the exhaust gas. The urea droplets are sufficiently heated to improve urea evaporation rate, improve uniformity of ammonia molecule and reduce the risk of urea deposits.

Abstract: An exhaust gas purification device for a ship 1 including: a main path 31 communicated with outside and a bypass path 32 branching off from a midway portion of the main path 31, each of the paths serving as an exhaust gas path 30 of an engine 25 to be mounted in the ship 1. A partition plate 40, by which the main and bypass paths 31, 32 are partitioned from the upstream side to the downstream side in an exhaust gas traveling direction, extends along the exhaust gas traveling direction. The partition plate 40 has a downstream end extended through between an exhaust gas outflow port 49 of the purification casing 33 and an exhaust gas outlet of the main path 31, and the downstream end is formed with an opening 401 to serve as a reverse-flow prevention plate 400.

Abstract: An apparatus for diagnosing deterioration of an NOx storage-reduction catalyst for purifying an exhaust gas discharged from an internal engine, including an intake air amount detection unit for detecting an intake air amount to the internal combustion engine, an exhaust gas temperature detection unit for detecting the temperature of an exhaust gas passing through the NOx storage-reduction catalyst, an NOx purification rate detection unit for detecting NOx in an exhaust gas flowing into the NOx storage-reduction catalyst and in an exhaust gas flowing out of the NOx storage-reduction catalyst, thereby detecting an NOx purification rate, and a diagnostic unit for, when the temperature of the exhaust gas passing through the NOx storage-reduction catalyst increases following an increase in the intake air flow rate to the internal combustion engine and in turn, the temperature of the NOx storage-reduction catalyst greatly increases over a first predetermined threshold value, calculating a difference in the NOx puri

Abstract: Methods, apparatuses, and systems for estimating exhaust air mass-flow in an aftertreatment system. An embodiment includes a selective catalytic reduction (SCR) system including at least one catalyst, a differential pressure (dP) sensor operatively coupled to the SCR system, a temperature sensor, and a controller. The dP sensor is configured to measure a value of a differential pressure across the SCR system, determine a first output value from the dP sensor, and a first temperature output value from the temperature sensor. The first output value is indicative of the value of the differential pressure across the SCR system. The first temperature output value is indicative of a temperature of the SCR system. The controller is further configured to estimate an exhaust air mass-flow output from the aftertreatment system using the first output value from the dP sensor and the first temperature output value from the temperature sensor.

Abstract: An exhaust gas analysis apparatus includes an exhaust gas flow channel, a pump, and a heat exchanger. The exhaust gas flow channel is designed to permit passage of exhaust gas of an internal combustion engine, and is provided with an analysis device. The pump is disposed downstream of the analysis device in the exhaust gas flow channel. The heat exchanger is designed to receive at least one of heat of the pump and heat of exhaust gas passing downstream of the pump, and to use the heat to heat exhaust gas passing upstream of the pump in the exhaust gas flow channel.

Abstract: A flange joining structure comprises flanges of a cylinder head of an internal combustion engine and a turbine housing joined through a gasket. The flange of cylinder head has, in an end face thereof, end parts of a first collecting exhaust pipe and a second collecting exhaust pipe; the flange of turbine housing has, in an end face thereof, end parts of a first pre-merge exhaust pipe and a second pre-merge exhaust pipe corresponding to the end parts of the first collecting exhaust pipe and the second collecting exhaust pipe; and the gasket has, on a face on the cylinder head side, a bead formed into an edge-rounded rectangle having a straight part shorter than the radius of curvature thereof, and surrounding the end parts of the first collecting exhaust pipe and the second collecting exhaust pipe.

Abstract: An apparatus or system includes a component that generates or transfers noise having a frequency within a noise frequency range. The component may include a boundary. The apparatus or system may be an engine in some examples. The engine may additionally include a micro-perforated sheet positioned a distance from the boundary. The micro-perforated sheet may include a plurality of micro-perforated holes, and may be configured to absorb sound within an absorption frequency range based on parameters of the micro-perforated sheet. The parameters may include the distance from the boundary and dimensions of the micro-perforated holes, and may be set such that the absorption frequency range overlaps the noise frequency range.

Abstract: An ignition system for an internal combustion engine includes a prechamber ignition device, a fuel admission valve for the prechamber ignition device, and a combustion consistency control mechanism configured to receive data indicative of at least one of a magnitude of a peak pressure in a combustion prechamber of the prechamber ignition device or a timing of the peak pressure in the combustion prechamber. The combustion consistency control mechanism calculates an error based on the data, and outputs a valve opening command to a fuel valve to produce a shot of combustion-initiating gases from the prechamber device, the valve opening command being based on the error.

Abstract: The present invention has: a crank angle sensor 4 that outputs a crank angle signal in response to rotation of a crankshaft 2, the crank angle signal being preset to indicate reference positions; a cam sensor 5 that outputs cam signal pulses in response to rotation of an intake camshaft 3 for opening and closing an engine valve; an electric motor 6 that relatively rotates intake camshaft 3 with respect to crankshaft 2, so that electric motor 6 can change a rotational phase angle of intake camshaft 3 with respect to crankshaft 2; and an electronic control unit 7 that computes an actual rotational phase angle of intake camshaft 3 based on a first cam signal pulse detected after start of cranking and a first reference position of the crank signal detected thereafter, to calculate an absolute position of a variable valve timing mechanism 14.

Abstract: The disclosure provides a method and an apparatus for acquiring an electronic file. The method for acquiring an electronic file comprises: sending a first request message for acquiring an electronic file to a platform server, wherein the first request message carries a first identifier of an information providing server providing the electronic file; receiving first prompt information returned from the platform server according to the first request message; determining first verification information for identity authentication according to the first prompt information, and sending the first verification information to the platform server; and receiving the electronic file forwarded by the platform server, wherein the electronic file is from the information providing server, and private information in the electronic file is encrypted through a first encryption key of the information providing server.

Abstract: A variable nozzle mechanism includes: a nozzle mount having an annular shape; a plurality of nozzle vanes supported rotatably at a plurality of respective locations along a circumferential direction of the nozzle mount; and a drive ring disposed rotatably with respect to the nozzle mount, the drive ring being configured to transmit a driving force to the nozzle vanes so that a vane angle of the nozzle vanes is variable and to rotate the nozzle vanes. The drive ring includes: a low-rigidity region; and a high-rigidity region including an uneven portion in a thickness direction of the drive ring, and having a greater cross-sectional secondary moment than the low-rigidity region in a cross section along a radial direction of the drive ring. The low-rigidity region and the high-rigidity region are disposed alternately in the circumferential direction.

Abstract: A gas turbine includes a compressor, a turbine, an extraction line, and a component introduction line. A compressed air from an intermediate compression stage of the compressor, as an extraction air, is extracted through the extraction line and is introduced to a first component configuring a portion of the turbine casing through the extraction line. The extraction air, which has passed through the first component, is introduced to a second component serving as a component configuring the turbine through the component introduction line. The second component is a low-pressure component, which is disposed under a pressure environment lower than a pressure of the compressed air at an outlet of the intermediate compression stage.

Abstract: The present disclosure is directed to a gas turbine engine defining a longitudinal direction, a radial direction extended from an axial centerline, and a circumferential direction. The gas turbine engine includes a compressor section, a combustion section, and a turbine section in serial flow arrangement along the longitudinal direction. The gas turbine engine includes a low speed turbine rotor comprising a hub extended along the longitudinal direction and radially within the combustion section; a high speed turbine rotor comprising a high pressure (HP) shaft coupling the high speed turbine rotor to a HP compressor in the compressor section; a first turbine bearing disposed radially between the hub of the low speed turbine rotor and the HP shaft. The HP shaft extends along the longitudinal direction and radially within the hub of the low speed turbine rotor.

Abstract: The present disclosure is directed to a method of turbine section thermal management for a gas turbine engine. The engine includes a first turbine bearing defining an outer air bearing disposed radially adjacent to a low speed turbine rotor hub of a low speed turbine rotor and an inner bearing disposed radially adjacent to a high pressure (HP) shaft coupled to a high speed turbine rotor, wherein a first manifold is in fluid communication from a pressure plenum of a combustion section to the first turbine bearing, and wherein a second manifold is in fluid communication from the first turbine bearing to a pressure regulating valve and an outer diameter secondary flowpath of the turbine section, and wherein a third manifold is in fluid communication from the pressure plenum of the combustion section to the pressure regulating valve.

Abstract: A gear pump comprising a bearing and first and second high pressure feeds from a bearing lube supply source to a lube pad disposed on an inside diameter of the bearing. Each of the first and second high pressure feeds includes an orifice. At least one of the first and second high pressure feeds includes a valve configured to selectively control the feed path and orifice within which it is installed. A method of controlling flow to a gear pump bearing is also disclosed.

Abstract: The gas turbine engine including, in serial flow communication, a compressor, a combustor, a turbine, and a fluid system fluidly connecting at least two components of the gas turbine engine, also includes a tunable resonator in fluid flow communication with the fluid system, the tunable resonator. The tunable resonator has a resonating volume that varies as a function of a volume of an inflatable member located inside the tunable resonator. The inflatable member having a means for varying the volume of the inflatable member, to thereby tune the resonating volume to a selected frequency of pressure fluctuations or acoustic waves within the fluid system.

Abstract: A 2×1 multi-shaft power island system is provided. The system includes a first gas turbine (GT)/gas turbine generator (GTG)/heat recovery steam generator (HRSG) island, the GT/GTG/HRSG island. The GT/GTG/HRSG island includes a first gas turbine system configured to produce power by combusting a fuel, and a first turbine generator system mechanically coupled to the first gas turbine system and configured to produce electrical power. The GT/GTG/HRSG island additionally includes a first HRSG system fluidly coupled to the first gas turbine system and configured to generate a first steam. The system further includes a second GT/GTG/HRSG island. The second GT/GTG/HRSG island includes a second gas turbine system configured to produce power by combusting the fuel, and a second turbine generator system mechanically coupled to the second gas turbine system and configured to produce electrical power.

Abstract: An aircraft can comprise an engine, an environmental control system, an engine controller, and a plurality of sensors detecting engine or aircraft parameters. Engine or aircraft operation can be updated in real time based on input from the sensors, including airflow management or operation parameters.

Abstract: A method of motoring a gas turbine engine is provided. The method comprises: determining a first speed to motor a gas turbine engine for cooling; motoring a gas turbine engine at the first speed; detecting a gap parameter of a gas turbine engine; detecting a speed parameter of the gas turbine engine; detecting a vibration parameter of the gas turbine engine; and motoring the gas turbine at a second speed in response to at least one gap parameter, speed parameter, and vibration parameter.

Abstract: Methods and systems are provided for adjusting an oil pressure supplied to an engine and a variable cam timing (VCT) responsive to a condition of the VCT system. In one example, a method may include adjusting the oil pressure based on engine speed, engine load, and engine oil temperature, and responsive to a request to shift the VCT system during specific engine operating conditions, increasing the oil pressure to an upper threshold oil pressure for the duration of the shift.

Abstract: Method for controlling a hydraulic pumping system that is stationary while in operation, the pumping system comprising a fuel-driven drive with a motor for a pump, a heating device for heating the motor and an accumulator with a charge control, the method comprising the steps of: detecting at least a first operating value, determining a current and an expected operating mode, and influencing at least a second operating value. Further, a control device for a hydraulic pumping system that is stationary while in operation, and a hydraulic pumping system that is stationary while in operation are also provided.

Abstract: The control apparatus of the engine according to the invention controls an opening timing of each of intake valves to a predetermined opening timing after an intake top dead center when the engine operation starts. The apparatus prohibits the opening timing from advancing from the predetermined opening timing until a total intake air amount correlation value reaches a threshold after the engine operation starts. The apparatus permits the opening timing to advance from the predetermined opening timing after the total intake air amount correlation value reaches the threshold after the engine operation starts.

Abstract: Systems and methods for operating an engine with deactivating valves are presented. In one example, deactivated valves may be reactivated to increase a rate of camshaft phase indexing relative to engine crankshaft position. However, if a desired rate of camshaft indexing is low, the engine cylinders may remain deactivated based on the low rate of desired camshaft indexing.

Abstract: Systems and methods are provided for preheating emissions control devices prior to engine startup using a heating element and a flow control device operable to provide a fluid flow, such as a compressor or a turbine. One exemplary method of heating an emissions control component prior to engine startup involves opening or otherwise operating a valve to provide a path for fluid flow to the emissions control component, operating a flow control device to provide the fluid flow through the path, and activating a heating element upstream of the emissions control component to heat the fluid flow to the emissions control component.

Abstract: A vehicle includes an internal combustion engine including an exhaust passage, a catalyst provided in the exhaust passage, and an electronic control unit. When the engine stop condition is established, the electronic control unit stops fuel injection and increases a catalyst inflow oxygen amount that is an amount of oxygen flowing into the catalyst by a specified oxygen increase amount. The engine stop condition is a condition for stopping operation of the internal combustion engine. The specified oxygen increase amount is larger than an increased part of the catalyst inflow oxygen amount that is increased by the stop of the fuel injection.

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 a request to shut down the split exhaust engine system, an intake throttle may be closed and a first valve disposed in a secondary flow passage coupled between the intake manifold, downstream of the intake throttle, and a first exhaust manifold coupled to a first set of exhaust valves, may be opened. As a result, unburned hydrocarbons may be routed to a catalyst disposed in the exhaust passage.

Abstract: A system for a vehicle having an engine and a battery includes a memory and a controller. The memory has a first current expected to be provided by the battery for restarting the engine during a warm cranking event and a second current expected to be provided by the battery for restarting the engine during a cold cranking event. The controller to predict a first minimum voltage of the battery expected during the warm cranking event based on the first current and a second minimum voltage of the battery expected during the cold cranking event based on the second current.

Abstract: A method is provided for operating a three step camshaft system during engine position sensor fault conditions. The three step camshaft has multiple cam actuators each having an actuator pin. The method includes: disposing multiple camshaft barrels on a camshaft, each barrel having a slot receiving the actuator pin of a cam actuator during camshaft barrel rotation axially displacing each camshaft barrel to a high lift lobe position, a low lift lobe position and an active fuel management (AFM) lobe position; determining if an engine position sensor is in a fault condition; identifying if the fault condition occurs simultaneously with any of the camshaft barrels positioned in the AFM lobe position; energizing selected cam actuators in communication with the camshaft barrels positioned in the AFM lobe position to axially displace the camshaft barrel away from the AFM lobe position and to the low lift lobe position.

Abstract: Methods and systems are provided for controlling the operation of an air charging system of an internal combustion engine. A plurality of actuators include an electric motor of an air compressor. Output parameters of the air charging system are monitored by a plurality of sensors. An error between each one of the output parameters and a target value thereof is calculated by a processor. The calculated errors are applied to linear controllers that yield virtual inputs. Input parameters for the air charging system are calculated using the virtual inputs. The input parameters affect all of the output parameters. The input parameters are calculated with a non-linear mathematical model of the air charging system, configured such that each one of the virtual inputs is in a linear relation with only one of the output parameters. The actuators are operated using the input parameters.

Abstract: Method to control the combustion of a compression ignition engine with reactivity control through the injection temperature; the control method provides for the steps of: establishing a quantity of fuel to be injected into a cylinder; injecting a first fraction of the quantity of fuel fed by a first feed system without active heating devices, preferably equal to at least 70% of the quantity of fuel, at least partially during the intake and/or compression stroke; injecting a second fraction of the quantity of fuel fed by a second feed system provided with at least one active heating device, and equal to the remaining fraction of the quantity of fuel, into the cylinder at the end of the compression stroke and preferably at no more than 60° from the top dead centre; and heating the second fraction of the quantity of fuel to an injection temperature of over 100° C., before injecting the second fraction of the quantity of fuel.

Abstract: Methods and systems are provided for continuously estimating a direct injector tip temperature based on heat transfer to the injector from the cylinder due to combustion conditions, and heat transfer to the injector due to flow of cool fuel from the fuel rail. Variations in the injector tip temperature from a steady-state temperature are monitored when the direct injector is deactivated. Upon reactivation, a fuel pulse width commanded to the direct injector is updated to account for a temperature-induced change in fuel density, thereby reducing the occurrence of air-fuel ratio errors.

Abstract: A control system of an engine is provided, which includes a piston formed with a cavity and configured to reciprocate in a cylinder along a center axis of the cylinder, and a fuel injector disposed facing a top surface of the piston and configured to inject fuel along an injection axis. When the piston is located near a top dead center of compression stroke, the fuel injector performs a first injection so that the fuel flows from the fuel injector toward the cavity along the injection axis, collides with an inner surface of the cavity, then flows back toward the fuel injector along the inner surface of the cavity from a position offset from the injection axis. The fuel injector performs a second injection toward the cavity at a timing after the first injection and at which the fuel of the first injection flows back.

Abstract: A water jacket for a cylinder head includes: an upper body disposed at an upper part of the cylinder head inside the cylinder head and through which a coolant flows; a lower body disposed under the upper body inside the cylinder head and through which the coolant flows; and a connector disposed corresponding to a position of an exhaust valve between the upper body and the lower body and integrally connected to the upper body and the lower body. Tt least one penetration hole is formed in the connector along a length direction.

Abstract: The disclosure relates to an air inlet system for an internal combustion engine. The air inlet system has a cylinder head having an inlet channel for introducing inlet air into a combustion chamber of the internal combustion engine. The air inlet system has an air supply pipe piece, which is connected to the cylinder head and which at least partially forms an air supply channel, which opens in the inlet channel. The air inlet system additionally has thermal insulation, which is arranged in the air supply channel in order to reduce a heat transfer to the inlet air which flows in the air supply channel.

Abstract: A piston of an engine has a bowl including: a top end that is a surface inclined toward a center of the piston from an edge portion of a top of the piston; a central projection protruding upward at a center of the piston; a recession extending outwardly from the central projection and inclined downward beneath the top end; and a neck connecting the recession and the top end to each other wherein a minimum diameter of the neck is within 62˜65% of a cylinder bore diameter, a maximum diameter of the recession is within 102˜105% of the minimum diameter of the neck, a maximum depth from the top of the piston to a deepest portion of the recession is within 10˜20% of the cylinder bore diameter, and a center of a radius of curvature of the neck is disposed within 2˜10% of the cylinder bore diameter.

Abstract: A method for manufacturing a cascade for a thrust reverser for a jet engine includes forming a strip assembly. The strip assembly includes a strong back member which includes a length. The strip assembly includes a plurality of first vane members which extend from a first side of the strong back member in a first direction nonparallel relative to the length of strong back member wherein the plurality of the first vane members are spaced apart from one another along the length of the strong back member.

Abstract: To reduce the size of an aircraft engine, an assembly is disclosed including a nacelle section, a gas exhaust cone positioned radially towards the inside in relation to the nacelle section and forming therewith an annular gas exhaust channel, and a reverse thrust system including moveable gas diversion elements for the gas flowing in the annular channel, at least one actuator and a transmission device linking the at least one actuator to the moveable gas diversion elements. Furthermore, the actuator is located inside the gas exhaust cone.

Abstract: A combustor including a first perforated layer including a first opening having a first diameter, wherein the first opening is configured to receive a flow of fluid including a fuel and air mixture; and impart a first rotational instability to the flow of fluid that is dependent on the first diameter; and a second perforated layer surrounding a combustion area, wherein the second perforated later includes a second opening having a second diameter, and wherein the second layer is located between the first layer and the combustion area.

Abstract: An air conduction system includes an air collecting chamber, a first air inlet, an additional air inlet, and a buoyancy body. Air is supplyable to the air collecting chamber by said air inlets. The first air inlet has an air control valve via which the air inlet is selectively closed. The additional air inlet has an additional air control valve via which the additional air inlet is selectively closed. A buoyancy body is provided which is movable via a geodetically rising water level and which is operatively connected to a closure element of the air control valve of the first air inlet. The closure element is convertible from an open state, in which the first air inlet is fluidically connected to the air collecting chamber, into a closed state, in which said fluidic connection is interrupted, when the water level rises. The closure element comprises the buoyancy body.

Abstract: The present disclosure aims to stabilize, in an engine with a supercharger, a detection result of an intake air temperature sensor interposed between the supercharger and an intercooler. A gas outlet of a supercharger and a gas inlet of an intercooler are connected together via a second passage. The second passage includes, in its middle position, a narrow region with a smaller cross-sectional area than the part of the second passage extending from an upstream end of the second passage to the middle position. The narrow region is provided with the intake air temperature sensor configured to detect the gas temperature in the narrow region.

Abstract: An inlet manifold arrangement is disclosed for a four-stroke internal combustion engine having at least one working cylinder with inlet valves and outlet valves and an inlet manifold assembly. The inlet manifold assembly has a flow direction for fluid (such as a fuel-air mixture) in the inlet direction, and an end section near an air filter device. The manifold assembly also has a throttle valve arrangement and a non-return valve which blocks in the direction opposite to the flow direction. The non-return valve is situated, in relation to the flow direction, between the end section of the inlet manifold assembly and the throttle valve arrangement.

Abstract: An air cleaner of an internal combustion engine is provided with a first housing including an inlet, a second housing including an outlet, and a filter element located between the first housing and the second housing. A Helmholtz resonator is arranged inside the first housing. An upright wall projects from a bottom wall of the first housing toward the filter element and extends in an axial direction of the inlet. The upright wall forms a chamber of the Helmholtz resonator. A noise-absorption region is defined by the upright wall, a side wall of the first housing, the bottom wall, and the filter element. The noise-absorption region leads to the inlet and extends in the axial direction.

Abstract: A first housing of an air cleaner of an internal combustion engine includes a sound reducing wall portion, which includes an air-permeable sound absorbing layer made of nonwoven fabric and an air-impermeable foam layer, which is made of closed-cell plastic foam and is fixed to the outer surface of the sound absorbing layer.

Abstract: The invention relates to a fuel injector, in particular a common-rail injector (1), comprising an injector housing (2), in which a nozzle needle (8), which is arranged in such a way that the nozzle needle can be moved in a reciprocating manner, is arranged in a high-pressure chamber (6) in order to open and close at least one injection opening (5), which nozzle needle bounds a control chamber (20) by means of one end face and interacts with a nozzle body seat (10) by means of the other end face in order to open and close the injection opening (5). The nozzle needle (8) has a first sleeve-shaped supporting element (14), to which force is applied in the closing direction of the nozzle needle (8). In addition, the nozzle needle (8) has a second sleeve-shaped supporting element, which surrounds the nozzle needle (8) and which is arranged in the direction of the end face of the nozzle needle (8) that is close to the control chamber.

Abstract: A variable displacement fuel pump includes a pump body, a barrel disposed within the pump body, at least one piston disposed in the barrel, wherein the at least one piston is configured to reciprocate within the barrel, a hydraulic actuator operatively coupled to the barrel, wherein the hydraulic actuator rotates the barrel to a selected barrel angle relative to the at least one piston, and a position sensor operatively coupled to the hydraulic actuator to provide an actuator position parameter.

Abstract: A remote vehicle starter system for vehicles with manual transmission with improved safeguards for preventing the vehicles from being remotely started while the manual transmission is in gear. The remote vehicle starter system for vehicles with manual transmission may also include additional safeguards to prevent the vehicles from being remotely started when there is a risk that the vehicle may move upon being remotely started, such as when the door has been opened after the vehicle has been placed in state safe for remote start.

Abstract: A method for starting an engine for a hybrid electric vehicle that includes a starter connected to the engine by a gear to start the engine and a motor-generator connected to the engine by a belt to start the engine or produce electricity include determining whether a start signal is input, determining whether a predetermined cold start condition is satisfied when it is determined that the start signal is input, starting the engine by use of the starter in a predetermined cold start mode when the cold start condition is satisfied, determining whether a predetermined cooperative control start condition is satisfied when the cold start condition is not satisfied, and starting the engine by use of the starter and the motor-generator in a predetermined cooperative control start mode when the cooperative control start condition is satisfied.

Abstract: The application discloses a control device and a control method for an engine. The control device includes an electronic control unit configured to execute a stop-and-start control of automatically stopping the engine when a predetermined automatic stop condition is established and automatically restarting the engine when a predetermined automatic-restart condition is established during the automatic stop of the engine, and in a case where the automatic-restart condition is established during fuel cut-off according to the automatic stop of the engine, prohibit detection of the toothless part based on the pulse signal output from the crank angle sensor, for a period until the crankshaft is rotated by a predetermined crank angle or more after the automatic-restart condition is established.