Abstract: Methods and systems are featured for reducing harmful exhaust gas components of combustion devices such as gasoline-powered combustion engines (e.g., predominately stoichiometric running engines). The methods and systems include an underbody combination of a hydrocarbon trap (HCT), suited for cold start hydrocarbon adsorption, as well as an associated NOx trap. The system is inclusive of a control unit for extending a lean exhaust condition reaching the desorbing HCT as to avoid a deficiency in oxygen during the time period of HCT desorption. The system is also inclusive of one or more TWCs as in one associated with the underbody HCT-NOx-trap combination and/or one positioned in a close coupled position. Platinum group metals as in Pd, Rh and Pt are also featured on one, two or all three of the HCT, NOx-trap, and TWC when present.

Abstract: A method for operating an engine system including an internal combustion engine and an exhaust gas aftertreatment device, including: carrying out a fill level control to control a fill level of the exhaust gas aftertreatment device as a function of a predefined fill level setpoint value; operating a pilot control for the fill level control; and adapting the pilot control as a function of a deviation between a measured lambda value and a modeled lambda value.

Abstract: A system for regulating pressure in a diesel exhaust fluid delivery system. The system includes a first dosing valve, a pump, a hydraulic line, and an electronic processor. The electronic processor is configured to determine a dosing demand, determine a time delay between the first dosing valve opening and the pump activating, and determine a first threshold time and a second threshold time based on the time delay. The electronic processor is also configured to activate a timer. When the timer reaches the first threshold time, the electronic processor is configured to freeze the dosing demand and activate the pump based on the dosing demand. When the timer reaches the second threshold time, the electronic processor is configured to open the first dosing valve and release the freeze on the dosing demand.

Abstract: Technical solutions described herein include an emissions control system for treating exhaust gas in a motor vehicle including an internal combustion engine. The emissions control system includes a model-based controller to control reductant injection into the exhaust gas. Controlling the reductant injection includes determining an amount of NOx and an amount of NH3 at an outlet of the first SCR device, and at an outlet of the second SCR device. The controlling further includes computing an amount of reductant to inject to maintain a first predetermined ratio between the amount of NH3 and the amount of NOx at the outlet of the first SCR device and to maintain a second predetermined ratio between the amount of NH3 and the amount of NOx at the outlet of the second SCR device. Further, the controlling includes sending a command for receipt by the reductant injector to inject the computed amount of reductant.

Abstract: A selective catalytic reduction (SCR) system having a catalytic layer. The SCR includes a plurality of baffle members located in a position spaced apart from a front end of the catalytic layer, the plurality of baffle members reduces a flow deviation due to enlargement of a flow cross-section of a fluid in at least one direction, each of the plurality of baffle members includes a first part and a second part, the first part and the second part of each of the plurality of baffle members extends in an orthogonal direction with respect to the at least one direction of enlargement of the flow cross-section, the first part and the second part are integrated, and each of the plurality of baffle members protrudes in an inlet direction of the fluid.

Abstract: The invention relates to a heating device (6) for a tank (2) of an exhaust gas aftertreatment agent system, having a carrier (7) and having a plurality of heating elements (10) arranged on the carrier (7). According to the invention, the carrier (7) has a plurality of carrying elements (8), which are connected to one another in an articulated manner, and at least one spring element (13), which applies a spring force to at least two of the carrying elements (8). The carrier (7) is thus formed to be flexible or deformable overall, wherein the carrier is forced into a final shape by the spring element.

Abstract: A honeycomb structure including: a pillar-shaped honeycomb structure body, the honeycomb structure body being configured to include a circumferential portion and a central portion, wherein a shape of the cells is a triangle or a hexagon having at least one symmetrical axis, in the shape of the cells, a number of the symmetrical axes is defined as A, a number of vertices of the shape of the cells is defined as N, and a value shown in a following Equation (1) is defined as 0, an arrangement direction of the cells in the circumferential portion is inclined in a range of ??15° to ?+15° with respect to an arrangement direction of the cells in the central portion.

Abstract: An apparatus includes a processing circuit structured to receive a first signal indicative of an upstream air-fuel equivalence ratio from a first sensor positioned upstream of an intake of a catalyst, receive a second signal indicative of a downstream airfuel equivalence ratio from a second sensor positioned downstream of the intake of the catalyst, determine an actual oxygen storage capacity of the catalyst based at least in part on the received first signal and the received second signal, compare the actual oxygen storage capacity to a maximum storage capacity, and provide a fault signal in response to the actual oxygen storage capacity exceeding the maximum storage capacity. The apparatus also includes a notification circuit structured to provide a notification indicating that the second sensor is faulty in response to receiving the fault signal.

Abstract: A method for detecting the icing of a particulate filter, especially of a gasoline particulate filter, includes determining the temperature of the exhaust gas flow flowing through the particulate filter, whereby icing of the particulate filter is detected on the basis of the determined temperature of the exhaust gas flow. The method is improved in that the temperature of the exhaust gas flow upstream from the particulate filter and the temperature of the exhaust gas flow downstream from the particulate filter are determined, whereby on the basis of the measured temperature difference, the heat input into the particulate filter and the quantity of water present in the particulate filter are determined, whereby the aggregates states of the water present in the particulate filter are calculated by drawing up a balance of the heat quantity.

Abstract: An aftertreatment system includes a filtration and reduction unit. The filtration and reduction unit comprises a housing defining an internal volume. A filter is disposed in the internal volume and is configured to substantially remove particulates from the exhaust gas. A selective catalytic reduction system is disposed in the internal volume downstream of the filter and is configured to selectively reduce a portion of the exhaust gas. A first catalyst is formulated to oxidize at least a portion of the exhaust gas. An intake pipe is disposed upstream of the filtration and reduction unit and configured to communicate the exhaust gas o the filtration and reduction unit. The first catalyst is disposed in the intake pipe. An exhaust pipe is disposed downstream of the filtration and reduction unit.

Abstract: A substantially metal-free exhaust subsystem includes an exterior housing formed of polymer; and a pipe formed of a layered fibers formed at least partially of glass, and bound by an inorganic binder. The fibers may be glass or ceramic, and may define micro-pores on the interior of the pipe that aid in absorbing acoustic energy, and thereby attenuating exhaust noise.

Abstract: An exhaust manifold for an internal combustion engine includes a first exhaust port, a second exhaust port, and a septum that separates the first exhaust port and the second exhaust port. The septum has a surface with a J-groove to relieve stresses by looping a tip of a crack initiated by the J-groove back into a stress field of the J-groove.

Abstract: Clamping apparatus is provided for clamping two or more items together. The clamping apparatus includes at least one clamping member having an inner surface arranged to be brought into contact with an outer surface of at least one of the items being clamped. Thermal insulating means are provided between the inner surface of the at least one clamping member and the outer surface of said at least one item.

Abstract: A standby generator includes a standby generator enclosure having one or more airflow openings, a first air duct and a second air duct each coupled to at least one of the one or more airflow openings, and an engine and an alternator driven by the engine mounted in the enclosure. An engine cooling fan is driven by the engine to force a first stream of cooling air from the first air duct through the engine in a direction opposite the alternator, and an alternator cooling fan is coupled to the alternator and driven by the engine to force a second stream of cooling air from the second air duct through the alternator in a direction opposite the engine.

Abstract: A method for cooling an engine includes increasing the pressure of a liquid coolant from a first pressure to a second pressure. Thereafter, components of the engine to be cooled are contacted with the liquid coolant so that the liquid coolant at least partially evaporates and forms a vapor with a particular state. Thereafter, the vapor is fed to a throttle to reduce the pressure of the liquid coolant to a third pressure. The particular state of the vapor is determined based on the temperature and the third pressure of the liquid coolant downstream of the throttle, and based on the second pressure of the liquid coolant under an assumption that the throttle is an adiabatic throttle such that enthalpy of the liquid coolant remains constant as the liquid coolant passes the throttle. A desired vapor state adjustment is made based on the determined particular state of the vapor.

Abstract: It is provided a cooling fan module having: a fan shroud; a fan propeller cutout, which is formed in the fan shroud; a motor mount which is mechanically connected to the fan shroud by means of struts which are located at the rear viewed in the flow direction; a motor, which is mounted at least partially in the motor mount; a fan propeller which is arranged in the fan propeller cutout and which is driven rotationally about a rotational axis R by the motor. The fan propeller has a plurality of blade elements. All the elements of a group which has at least one of the struts and at least one of the blade elements are forward-sickled or rearward-sickled.

Abstract: A heat exchanger for an internal combustion engine may include a plurality of first tubular bodies and a plurality of second tubular bodies for being flowed through by a gas. A plurality of first intermediate spaces may be disposed between the plurality of first tubular bodies defining a plurality of first coolant paths for being flowed through by a coolant. A plurality of second intermediate spaces may be disposed between the plurality of second tubular bodies defining a plurality of second coolant paths for being flowed through by the coolant. The plurality of first coolant paths may be fluidically connected to a first coolant distributor configured to distribute the coolant to the first coolant paths and a first coolant collector. The plurality of second coolant paths may be fluidically connected to a second coolant distributor configured to distribute the coolant to the second coolant paths and a second coolant collector.

Abstract: A thermal management module comprises a housing and a drive shaft located within the housing. The housing is provided with a first internal cavity, a partition and a second internal cavity which are arranged in series along the axial direction of the drive shaft. The first internal cavity and the second internal cavity are separated by the partition. The partition is proved with a through-hole through which the drive shaft passes. One end of the drive shaft extends into the first internal cavity. A second internal cavity is used for receiving a drivetrain for rotating the drive shaft.

Abstract: A failure diagnosis method of a coolant temperature sensor for a vehicle, may include determining, by a controller, whether or not it is in a flow stop state that stagnates the flow of coolant by a flow control valve; obtaining, by the controller, an engine outlet coolant model temperature when it is in the flow stop state; and diagnosing, by the controller, as a failure of an engine outlet-side outlet water temperature sensor when the coolant model temperature is equal to or greater than a reference temperature and the flow stop state is maintained by the flow control valve.

Abstract: Methods and systems are provided for a control device for adjusting coolant flow. In one example, the control device may be shaped to receive charge air, engine coolant, and charge-air cooler coolant to adjust a flow of charge-air cooler coolant to a radiator.

Abstract: A pre-chamber for varying the compression ratio of an internal combustion engine includes a cylinder with an internal volume, a piston that moves within the cylinder to vary the volume of the internal volume of the cylinder, a spark plug, and a nozzle. The pre-chamber nozzle is in fluid communication with a primary cylinder of the internal combustion engine.

Abstract: A method of operating the stratified charge Merritt Engine described in WO2005/052335 and WO2007/0830366 enabling new benefits such as full compliance with NOx emission regulations, control over peak pressures, increased power density, and high fuel economy all enabled by preprogramming the timing of the gasoline direct fuel injection process.

Abstract: A pre-chamber for a fuel injector is disclosed. The pre-chamber includes a cylindrical body member extending axially from a first end portion to a second end portion opposite to the first end portion. The pre-chamber further includes a bottom plate located proximal to the first end portion of the cylindrical body member. The pre-chamber also includes a sacrificial member extending axially outwards from the second end portion of the cylindrical body member.

Abstract: An applied-ignition internal combustion engine having at least one cylinder head comprising at least one cylinder and having a rotatably mounted crankshaft is provided. In the internal combustion engine each cylinder has an inlet opening, which is adjoined by an intake line, and an outlet opening, which is adjoined by an exhaust-gas line, each opening being equipped with a valve, each cylinder comprises a combustion chamber which is jointly formed by a piston crown of a cylinder-specific piston, by a cylinder liner and by the cylinder head. Additionally, the crankshaft is articulably connected to the piston of each cylinder, such that, as the crankshaft rotates about an axis of rotation, the piston oscillates along a cylinder longitudinal axis, where the cylinder longitudinal axis is perpendicular to the axis of rotation of the crankshaft.

Abstract: An intake device of an internal combustion engine includes a partition, a control valve, and a third passage. The partition divides an interior of an intake pipe that couples with a combustion chamber into a first passage and a second passage. The control valve is capable of opening and closing the first passage. The third passage opens at or near a coupling site between the partition and the intake pipe on an inner face of the second passage. The third passage is configured to be capable of sucking in at least a part of a boundary layer produced at or near the coupling site by a vapor flowing through the second passage in a state in which the control valve is working in a direction of closing the first passage.

Abstract: A first outboard motor attached to a vessel body receives an electric operating signal and is controlled in accordance with the electric operating signal. A second outboard motor attached to the vessel body receives a mechanical operating amount and is controlled in accordance with the mechanical operating amount. An operating tool controls shifting and a throttle opening degree of each of the first and second outboard motors. The electric operating signal is transmitted through a first transmission path to the first outboard motor based on an operation of the operating tool. The mechanical operating amount is transmitted through a second transmission path to the second outboard motor based on an operation of the operating tool.

Abstract: The present invention comprises a V-type 4-stroke internal combustion engine having (20) cylinders, having a counterclockwise or clockwise direction of rotation, comprising a crankshaft, a torsional vibration damper and a flywheel arranged on the crankshaft, wherein the crankshaft has (10) crank throws forming a crank star, wherein in each case the piston rods of the two cylinders of a V-segment are connected to the same crank throw, wherein the crank throws C1 to C10 have one of the following angular sequences in the direction of rotation of the engine when seen from the side of the flywheel, with the crank throws numbered as C1 to C10 when starting from the side of the flywheel: i) C1, C9, C4, C6, C3, C10, C2, C7, C5, C8 ii) C1, C8, C5, C7, C2, C10, C3, C6, C4, C9 iii) C1, C9, C5, C7, C3, C10, C2, C6, C4, C8 iv) C1, C9, C7, C3, C6, C10, C2, C4, C8, C5 v) C1, C7, C5, C8, C2, C10, C4, C6, C3, C9 vi) C1, C9, C7, C3, C5, C10, C2, C4, C8, C6 vii) C1, C6, C8, C4, C2, C10, C5, C3, C7, C9 viii) C1, C5, C8, C4, C2,

Abstract: An internal combustion engine has a casing and a piston arrangement including a piston coupled to a track. The track is coupled to a shaft and has an inner cam surface and an outer cam surface. The piston is coupled to the track by followers which run on the respective inner and outer cam surfaces of the track to control motion of the piston. A sliding element is connected to the piston and extends below the piston head having a profiled slider surface which engages a corresponding profile in the casing. Also, the casing includes at least two plates having a cutout for receiving the track and a bore for receiving the shaft, and at least two end plates coupled transverse to the plates. At least one cylinder bore is formed in the end plates, and the piston is arranged to move in reciprocating motion in the cylinder bore.

Abstract: The present invention relates to the carbon deposit buildup in the internal combustion engine, or more specifically the removal of such carbon from the induction system, combustion chamber, and the exhaust system. The method is one in which a high volumetric flow rate of chemical/chemical mixes are used to remove a greater amount of carbon from the engine. These preferred chemical/chemical mix flow rates are 6 to 9 Gallons per hour, which is approximately 9 times the volumetric flow rate of the industry standard of 1 gallon per hour.

Abstract: A method and system for restraining the top plate of ballistic cover systems used during a supercharged engine explosion is provided. The restraining system embodies bushing-pin attachment points along the periphery of the top plate for attaching the restraint straps. The attachment points may be set at an angle of incidence relative to the top plate. Each bushing-pin attachment point includes spaced apart bushings for retaining a retention pin. The retention pin is made of a material more malleable than that of the top plate and the bushings so as to absorb a predominance of the stress through the restraint straps during an explosion. Moreover, the retention pins are easily detachable from the bushings for installation and repair purposes.

Abstract: A turbofan engine includes a fan section including a fan blade having a leading edge and hub to tip ratio of less than about 0.34 and greater than about 0.020 measured at the leading edge and a speed change mechanism with gear ratio greater than about 2.6 to 1. A first compression section includes a last blade trailing edge radial tip length that is greater than about 67% of the radial tip length of a leading edge of a first stage of the first compression section. A second compression section includes a last blade trailing edge radial tip length that is greater than about 57% of a radial tip length of a leading edge of a first stage of the first compression section.

Abstract: A system for generating electricity, heat, and desalinated water having a gas turbine system connected to a first electric generator, a waste heat recovery boiler (WHRB) system, a combined heat and power (CHP) generation system connected to a second electric generator, one or more solar powered energy systems, and a desalination system. The desalination system is connected to the CHP generation system and the WHRB system. The gas turbine system generates electricity and heat, the WHRB system is connected to and uses the exhaust of the gas turbine system to provide heat and steam power to the CHP generation system. The CHP generation system produces and provides electricity and heat to the desalination system, which produces product water, and at least one solar powered energy system provides thermal energy to one or more of the gas turbine system, the WHRB system, the CHP generation system, and the desalination system.

Abstract: A system for generating electricity, heat, and desalinated water having a gas turbine system connected to a first electric generator, a waste heat recovery boiler (WHRB) system, a combined heat and power (CHP) generation system connected to a second electric generator, one or more solar powered energy systems, and a desalination system. The desalination system is connected to the CHP generation system and the WHRB system. The gas turbine system generates electricity and heat, the WHRB system is connected to and uses the exhaust of the gas turbine system to provide heat and steam power to the CHP generation system. The CHP generation system produces and provides electricity and heat to the desalination system, which produces product water, and at least one solar powered energy system provides thermal energy to one or more of the gas turbine system, the WHRB system, the CHP generation system, and the desalination system.

Abstract: Disclosed is an inlet system for a gas turbine engine that extends along a longitudinal axial centerline, the inlet system comprising: an inner dome, a shroud located axially aft and radially outward of the inner dome with respect to the centerline, a splitter nose located radially inward of the shroud with respect to the centerline, a first plurality of struts radially disposed between the shroud and the splitter nose with respect to the centerline, a second plurality of struts radially disposed between the splitter nose and a bearing with respect to the centerline, a plurality of inlet guide vanes radially disposed between the splitter nose and the bearing with respect to the centerline, and the plurality of inlet guide vanes axially aft of the plurality of second struts with respect to the centerline.

Abstract: An evaporative cooling system for a gas turbine includes a first plurality of evaporative cooling media, spaced from the other evaporative cooling media. The system also includes a plurality of valves, with water flowing through at least one valve to fully wet at least one evaporative cooling medium. In one mode of operation, at least one evaporative cooling medium remains dry.

Abstract: A gas turbine engine according to an exemplary embodiment of this disclosure includes, among other possible things, a compressor section including an aft most exit, an air tap configured to draw air from a point upstream of the aft most exit, an auxiliary compressor configured to receive air from the air tap and discharge air to a turbine section, an electric motor configured to drive the auxiliary compressor, a first heat exchanger within an inlet passage between the air tap and an inlet to the auxiliary compressor, and a second heat exchanger disposed within an outlet passage between an outlet of the auxiliary compressor and the turbine section.

Abstract: A gas turbine engine according to an exemplary embodiment of this disclosure includes among other possible things, a fan section including a plurality of fan blades, a first electric motor assembly that provides a first drive input for driving the fan blades about an axis, a turbine section, and a geared architecture driven by the turbine section and coupled to the fan section to provide a second drive input for driving the fan blades, and second electric motor assembly is coupled to rotate the geared architecture relative to a fixed structure controls a speed of the fan blades provided by a combination of the first drive input and the second drive input.

Abstract: A gas turbine engine includes a fan. Also included is an oil pump operatively connected to the fan by a main input drive gear, the drive gear rotating when the fan rotor rotates in either a first or second direction of the fan. Further included is a gear train intermediate the main input drive gear and the oil pump, the gear train including a first and second pinion gear, the first and second pinion gear each driven by the main input drive gear, the first pinion gear driving a first gear through a first clutch, the second pinion gear driving a second gear through a second clutch. Only one of the clutches transmits rotation from the respective pinion gear to the respective gear when the fan is rotating in the first direction, with the only the other clutch transmitting rotation when the fan is rotating in the second direction.

Abstract: In order to separately evaluate an influence degree of fuel and an influence degree of lubricating oil with respect to particulate matters contained in exhaust gas, an exhaust gas analysis method includes: analyzing particulate matters contained in the exhaust gas exhausted from an engine, thereby making it possible to analyze the particulate matters derived from the lubricating oil by using isooctane as a fuel.

Abstract: When a waste gate valve (7) is forcibly fully closed for learning control at the time of start, the drive force of an electric actuator (20) is initially set to a large first level, and when a predetermined position (L1) immediately before seating is reached, the driving force is reduced to a second level. As a result, a valve body (7a) is gently seated. When a predetermined time (TM1) passes, the driving force is increased to a third level. Consequently, the electric actuator (20) presses the valve body (7a) onto a seat surface (34a) while displacing a spring member (37). As a result, a reliable sealability is obtained.

Abstract: A hybrid vehicle may include an engine; a turbocharger including a turbine disposed in an exhaust line and a compressor; an electric supercharger disposed in the intake line at an upstream portion of the compressor; an exhaust gas post processing apparatus; a low pressure EGR device which includes a low pressure EGR line, a low pressure EGR cooler and a low pressure EGR valve; an intake bypass line which connects the intake line at a downstream portion of the electric supercharger and the intake line at an upstream portion of the electric supercharger; an intake bypass valve disposed in the intake bypass line; a post processing bypass line which connects the intake line between the electric supercharger and the compressor and the exhaust line between the turbine and the exhaust gas post processing apparatus; and a post processing bypass valve disposed in the post processing bypass line.

Abstract: A control method for an internal combustion engine including: setting a target valve opening degree of the first throttle valve in accordance with a load, sensing a valve opening degree of the second throttle valve, judging whether or not the valve opening degree of the second throttle valve is an opening degree on a closing side relative to a predetermined set valve opening degree, and correcting the valve opening degree of the first throttle valve to the opening degree on the closing side relative to the target valve opening degree when it is judged that the valve opening degree of the second throttle valve is the opening degree on the closing side relative to the predetermined set valve opening degree.

Abstract: Disclosed is a method for estimating an angular position of top dead center for a high-pressure fuel injection pump that forms part of a system for injecting fuel into a motor vehicle engine, the pump including at least one piston moving in a chamber between the top and the bottom dead center, the pump being equipped with a digital control valve for controlling a quantity of fuel, an electrical current being applied to the digital valve as it closes then removed in order to open the digital valve, a movement of the digital valve in the direction of opening creating an induced current which makes it possible to detect a position of start-of-opening of the digital valve. An instant at which the pump piston passes through top dead center is estimated as a function of an instant at which the position of start-of-opening of the digital valve appears.

Abstract: An electricity generator includes a generator section which is a complete standalone electricity generator designed to operate on a hydrocarbon fuel and a fuel conversion section which adapts the generator section to operate on alternative fuels that are different than the designed fuel of generator section. The generator section includes a RPM control unit, an internal combustion engine which has a crankshaft, an electromagnetic conversion component which converts the rotational motion of the crankshaft into electricity and a crankshaft sensor which senses the rotational speed of the crankshaft thereby creating a RPM control signal. The control signal is provided to the RPM control unit which controls the rotational speed of the crankshaft. The fuel conversion section includes a first fuel source and a second fuel source. Characteristically, the first fuel source provides a methanol-containing fuel and the second fuel source provides LPG or flare gas.

Abstract: A canister purge control method for a vehicle can reduce the number of components of an active purge system provided in the vehicle. An active purge operation is performed using a pressure value measured by an intake pressure sensor, instead of a pressure value measured by a rear-end pressure sensor, after a purge control solenoid valve is fully opened.

Abstract: A method of raising exhaust gas temperatures of a two-cycle uniflow scavenged engine at lower loads. At lower loads, the exhaust valves are activated with a frequency that is less frequent than every engine cycle. This retains exhaust within the cylinder for one or more cycles, and when the exhaust valves are again activated, the exhaust temperature will be elevated. For engines having a means for controlling intake manifold pressure, such as a compressor having variable speed or a means for bleeding off compressor output, intake manifold pressure can be reduced at low loads, which also has the effect of elevating exhaust temperatures.

Abstract: In a method for reducing particulate emissions of an internal combustion engine during a cold start of the internal combustion engine, the combustion chamber temperature and the ambient temperature are determined. A cold start condition is recognized when the combustion chamber temperature is below a first threshold temperature and the ambient temperature is below a second threshold temperature. In this case, the internal combustion engine is dragged by means of the starter, wherein air that is present in the combustion chambers is compressed and heated. This heat is discharged to the combustion chamber walls, which are likewise heated up. In this operating situation there is no fuel injection in the combustion chambers and no ignition, so that no combustion takes place in the combustion chambers and the internal combustion engine compresses solely fresh air. The combustion chambers heat up due to the compression work, thus achieving better evaporation of the fuel in the combustion chamber.

Abstract: Systems and methods for detecting at least one non-functional combustion chamber of an engine comprising a plurality of combustion chambers are described herein. In response to detecting a partial output power loss of the engine, one of the plurality of combustion chambers is assessed by monitoring an engine parameter indicative of an output power of the engine, determining whether a change in the engine parameter has occurred, when the change has occurred, determining that the combustion chamber is functional, and when no change has occurred, determining that the combustion chamber is non-functional and discontinuing fuel injection to the non-functional combustion chamber.

Abstract: A port injection valve injects fuel into an intake passage. An intake synchronous injection is to inject fuel in synchronization with an opening period of an intake valve. A single injection process is to execute only an intake air non-synchronous injection. A majority of a fuel injection period of the single injection process is prior to the opening timing of the intake valve. A controller causes, when switching a fuel injection process from the single injection process to a multiple injection process, an injection start timing of the intake air non-synchronous injection to be more advanced than an injection start timing of the single injection process prior to the switching.

Abstract: A cylinder liner is disclosed. The cylinder liner may include a generally cylindrical body having a top end and a bottom end. The cylinder liner may include a flange connected to the generally cylindrical body at the top end of the generally cylindrical body. The flange may have an annular surface. A first diameter of a top portion of the annular surface may be less than a second diameter of a bottom portion of the annular surface.