Abstract: Methods and systems are provided for engine braking in a vehicle. In one example, a method may include deactivating fueling to at least one cylinder of an engine, increasing an air mass provided to the engine via an electric boosting device, and adjusting an exhaust valve opening timing of the at least one cylinder in response to a request for engine braking. In this way, an amount of engine braking torque may be increased with reduced wear to engine system components.

Abstract: The invention relates to a device and to a method for controlling a test stand arrangement having a specimen and having a loading machine, which is connected to the specimen by a connecting shaft. An estimated value (TE,est) for for the internal torque (TE) of the specimen is determined and, from the estimated value (TE,est), while taking into account a natural frequency (f0) and a delay, a damping signal (TDamp) is determined and fed back into the control loop.

Abstract: A control device of an internal combustion engine calculates an abnormal combustion prevention torque for preventing an abnormal combustion due to self-ignition whose heat source is a mixture of supplied fuel to the internal combustion engine and lubricant oil, on the basis of a cylinder wall temperature of the internal combustion engine or a temperature of a parameter in correlation with the cylinder wall temperature, and controls a torque of the internal combustion engine to prevent the torque of the internal combustion engine from becoming equal to or more than the abnormal combustion prevention torque.

Abstract: A brake light control module for activating brake lights of a vehicle in response to activation of an engine brake of said vehicle. A control circuit of the module features a thyristor, a power lead and service lead for connection to the vehicle's electrical system and brake light service line across the thyristor, and a trigger lead for connection between the thyristor's gate terminal and an engine brake activation line of the vehicle to switch the thyristor to its conductive state when the engine brake activation line is energized. A delay circuit is installed in the power lead to prevent energization of the service lead in the event of a momentary gate signal indicative of an engine brake assisted gear shift. An operational indicator mounted within the housing is activated when the engine brake activation line is energized, thus confirming proper installation of the module.

Abstract: Provided is a dump truck that includes an engine (1) and an ECU (7) controlling the engine (1) and that performs a predetermined operation after arriving at a destination. The ECU (7) is configured to makes larger an engine power suppression amount on a route leading the dump truck to the destination as a work waiting time that is a prediction time elapsing from an arrival of the dump truck at the destination to a start of the operation by the dump truck is longer and as an engine load of the dump truck is lower.

Abstract: An engine control apparatus determines that a piston is at a compression top dead center immediately before engine speed of an engine becomes zero if of the engine speed at the compression top dead center of the engine in a rotation drop period while the engine speed drops to zero after combustion of the engine is stopped. In the case where it is determined that the piston is at the compression top dead center immediately before the engine speed of the engine becomes zero, the engine control apparatus applies counter torque by the rotating electrical machine from the compression top dead center to stop the piston at a rotation angle position in a first half period of expansion process by application of the counter torque.

Abstract: An intermittent combustion mode is executed while cyclically switching an intermittent firing pattern in such a manner that the skipped-cylinder interval is changed by one cylinder at a time. Furthermore, the intermittent firing pattern is switched in such a manner that the fired cylinder ratio in one cycle of switching of the intermittent firing pattern becomes equal to a target fired cylinder ratio. This suppresses the occurrence of vibration and noise having low frequencies that tend to disturb the occupant while limiting an increase in the rotational fluctuation of the engine.

Abstract: A device and method of iterative motion control is described using a non-linear table in a feedback loop to convert a desired acceleration input to motor drive outputs, where the motor is part of a controlled motion system. The table may be a two- or three-dimensional table additionally responsive to the current system state, such as shaft speed, position, or phase angle. The motor may be a two-coil stepper motor where the corrected non-linearity serves the purpose of maintaining desired toque. Inputs may be waypoints comprising both a target position and target velocity. The motion system may use an inverted SCARA arm. Up to three non-linear correction tables may be used: a first corrects motor steps to a more accurate shaft angle; a second corrects motor drive signals to achieve desired torque; a third correct motor drive signals responsive to shaft speed. Tables may be generated by a series of motion passes using a fixed shaft offset angle for each pass.

Abstract: A gas internal combustion engine, having a gas mixer, an intake section and an engine to which a fuel mixture having a charging mixture is fed. The engine is operated in the gas mode with gas as the fuel in the charging mixture. By an input mixture portion, from an earlier mixture state, of a gas/air mixture, an output mixture portion, from a later mixture state, of the gas/air mixture is determined by an intake section model. The output mixture portion is determined at an engine feed, the input mixture portion is determined over a number of intermediate states of the mixture portion in a number of assigned volumes of the intake section. The intake mixture portion of a gas/air mixture is determined at the gas mixer, and an air stream and/or gas stream is set at the gas mixer in accordance with the input mixture portion.

Abstract: Methods and systems are provided for operating an engine with variable displacement engine (VDE) operation coupled to a twin scroll turbocharger. One method comprises directing exhaust from a first outer cylinder and a first inner cylinder of four cylinders to a first scroll of the twin scroll turbocharger, directing exhaust from a second outer cylinder and a second inner cylinder of the four cylinders to a second scroll of the twin scroll turbocharger, and during a first condition, firing all four cylinders with uneven firing.

Abstract: When a difference between a target intake air amount during the reduced-cylinder operation, which is greater than a target intake air amount during the all-cylinder operation in a normal state, and an actual intake air amount is greater than an allowable deficient intake air amount, a preparatory control for increasing the actual intake air amount and shifting an ignition timing toward a retard side with respect to an ignition timing during the all-cylinder operation in the normal state. Then, at a time when the difference between the target intake air amount and the actual intake air amount becomes equal to or less than the allowable deficient intake air amount, the reduced-cylinder operation is started, wherein the allowable deficient intake air amount is set to a larger value when a current speed stage is a high speed stage than when it is a low speed stage.

Abstract: A method for setting an engine speed of an internal combustion engine in a marine propulsion device of a marine propulsion system to an engine speed setpoint includes determining the engine speed setpoint based on an operator demand and predicting a position of a throttle valve that is needed to achieve the engine speed setpoint. The method also includes determining a feed forward signal that will move the throttle valve to the predicted position, and after moving the throttle valve to the predicted position, adjusting the engine speed with a feedback controller so as to obtain the engine speed setpoint. An operating state of the marine propulsion system is also determined. Depending on the operating state, the method may include determining limits on an authority of the feedback controller to adjust the engine speed and/or determining whether the operator demand should be modified prior to determining the engine speed setpoint.

Abstract: A compression-release brake system is provided that includes a lost motion exhaust rocker assembly, an actuation piston, and a reset device. The actuation piston includes an actuation piston body that is slidably received by the rocker arm to define a piston cavity in the rocker arm and is movable between piston retracted and extended positions. The actuation piston is configured to be operatively associated with the exhaust valve to permit unseating of the exhaust valve from the seated state. An actuation piston check valve is configured to move between closed and open positions to permit hydraulic fluid flow through an actuation piston communication port to the piston cavity. The reset device includes a reset check valve and a reset pressure control spring for applying a biasing force to the reset check valve to urge the reset check valve toward an open position.

Abstract: A compression-release brake system for effectuating a compression-release engine braking operation in connection with an internal combustion engine. The system includes a lost motion exhaust rocker assembly including a rocker arm, an actuation piston slidably received by the rocker arm to define part of a piston cavity in the rocker arm and movable between a piston retracted position and a piston extended position, the actuation piston configured to operatively associate with the exhaust valve to permit unseating of the exhaust valve from the seated state, and a reset device received by the rocker arm and operatively associated with the actuation piston to return the exhaust valve to the seated state by the end of the expansion stroke in the brake-on mode.

Abstract: An image displaying speedometer includes an input section configured to receive a movement input and a decision input among various inputs, and a display section that output information. The display section outputs a speed scale and either one of a first index which indicates a part of the speed scale and a second index which indicates a part of the speed scale as information, the first index being different from the second index. The display section outputs the first index so as to indicate the part of the speed scale in accordance with the movement input received by the input section, and outputs the second index, instead of the first index, so as to indicate the part of the speed scale which has been indicated by the first index after the input section receives the decision input.

Abstract: Disclosed is an intake air volume measuring device for an internal combustion engine. The device includes an air flow meter located in an intake air path of the internal combustion engine, to measure the volume of intake air into the combustion chamber of the internal combustion engine based on an output signal of the air flow meter. The output signal of the air flow meter (AFM signal) is sampled in synchronism with the crank angle of the internal combustion engine. With this angle-synchronous processing, the device is capable of obtaining AFM data at equal intervals within a cycle of intake air pulsation, thereby eliminating adverse effects of the intake air pulsation. The device is hence capable of reducing variations in AFM data averages and calculating average flow rates of the intake air with high precision.

Abstract: A compression-release brake system comprises an exhaust rocker arm, an actuation piston slidable in a piston bore in the exhaust rocker arm so as to press an exhaust valve, a supply conduit formed within the exhaust rocker arm, and an exhaust valve reset device mounted to the exhaust rocker arm. The actuation piston defines an actuation piston cavity within the actuation piston bore between the piston bore and the actuation piston. The exhaust valve reset device includes a reset check valve disposed between the supply conduit and the actuation piston cavity to hydraulically lock the actuation piston cavity by closing the reset check valve when a pressure of the hydraulic fluid within the actuation piston cavity exceeds the pressure of the hydraulic fluid in the supply conduit. The reset check valve is biased closed by the pressure of the hydraulic fluid within the actuation piston cavity during the brake-on mode.

Abstract: In a carburetor, three downstream body passages in the body communicate with three valve passages in the valve element, and the valve element rotates between a closed position and an opened position. The carburetor is a one-bore type carburetor in which the body passages and the valve passages are respectively partitioned with the body partitions and the valve partitions. When rotating the valve element from the closed position to the opened position, the second body passage and the second valve passage for mixture start to communicate in advance than the first and third body passages and the first and third valve passages for air.

Abstract: A target drive force is computed according to an accelerator pedal opening. A target input rotation speed lower limit basic value to an automatic transmission is computed based on a vehicle speed and a shift range of the automatic transmission. A target drive force lower limit correction value is computed based on the target input rotation speed lower limit basic value. The target drive force is corrected based on the target drive force lower limit correction value. A target input torque of the automatic transmission is computed based on the target drive force after correction. An input torque to the automatic transmission is controlled to the target input torque. By this control, an arbitrary drive force characteristic can be obtained in a PTD control.

Abstract: The opening of a solenoid valve is automatically adjusted after an engine is started and before actual work is performed for an appropriate air-fuel ratio, whereby it is possible to attain a good and stable driving of the engine without any delay even for an abrupt change in load. After the engine is started, when a rotation speed enters a “fuel flow rate adjusting rotation speed range” in which a definite load is applied to the engine in a working rotation speed range of the engine in which a throttle valve is opened to a definite opening, a detected rotation speed is fed back to a target rotation speed, and the opening of the solenoid valve is controlled to adjust a fuel flow rate, so that the combustion state in the engine is optimized at the valve opening so determined.

Abstract: Provided is an engine control apparatus for construction machinery, including: an engine control dial manually operated by a user and configured to generate a control signal for increasing and decreasing revolutions per minute (rpm) of an engine by a predetermined unit; a jog shuttle including a jog switch, which is manually rotated and pressed by the user, and configured to generate a selection signal for selecting or changing functions corresponding to various operation modes; an instrument panel configured to display operation information of various elements which the user requires while driving the construction machinery; an engine controller configured to control the engine to respond to the control signal generated by the engine control dial; and an equipment controller configured to receive either the control signal generated by the engine control dial or the control signal corresponding to the rotation and the press of the jog switch, and provide the engine controller with a value of an rpm of the eng

Abstract: A first target engine speed N1 and a high-speed control area F1 are set according to a command value commanded by a command unit. A second target engine speed N2 and a high-speed control area F2 defined on a low-speed side are set according to the first target engine speed N1. A pump displacement D and an engine torque T of a variable displacement hydraulic pump are detected so that a target engine speed N corresponding to each of the detected pump displacement and engine torque is detected according to a preset relationship between a the pump displacement D and the target engine speed N and a preset relationship between the engine torque T and the target engine speed N during an engine control at the high-speed control area F2. The drive of the engine is controlled so that the engine is driven at the target engine speed N.

Abstract: An engine control device for a forklift that suppresses an increase in fuel consumption amount and noise by limiting an engine rotation speed when the forklift is driven without the need to increase the engine speed according to the accelerator operation even when the accelerator is depressed hard. Determining means in a controller determines whether all of the following conditions are satisfied: a neutral position of the traveling direction instructing means; a lift raising switch and first, second and third attachment switches are turned off. When all of the above conditions are satisfied, it is determined whether the forklift is driven in any of a plurality of states. An engine control means generates and outputs a control command to obtain the engine speed based on the accelerator pedal depression with the upper limit value of the engine speed set as an upper limit value of the engine speed.

Abstract: An engine lubrication and speed control method is provided. The four-cycle engine has a engine block having a cylindrical bore and an enclosed oil reservoir formed therein. A vertical or horizontal crankshaft is rotatably mounted in the engine block for rotation about a crankshaft axis. An oil pump, which is driven by the camshaft connected with a cam gear or driven by the crank shaft connecting with the crank gear, inhales the oil from the oil reservoir to splash lubricate into the cylinder bore and valve chamber. A speed control governor is provided on the wall of the cylinder block. The engine is provided with a cylinder head assembly defining a compact combustion chamber having a pair of overhead intake and exhaust ports and cooperating intake and exhaust valves. A commonality of parts between the horizontal and the vertical engine is highly achieved.

Abstract: Output performance of the engine may be maximized by a configuration in which air is supplied so as to maximize volumetric efficiency of the respective cylinders in a multi-cylinder engine including a plurality of cylinders.

Abstract: A speed-determining system in an internal combustion engine is disclosed. The internal combustion engine includes a crankshaft, a camshaft, and an engine control module (ECM). The system includes a first gear that rotates with the crankshaft and a second gear attached to the camshaft. At least one idler gear is operatively meshed with the first gear and the second gear. A fuel pump gear, meshed with the idler gear, is driven proportionally to the first gear and the second gear. The fuel pump gear includes a transversal face, a circumferential lip portion, and a number of notches along the circumferential lip portion. A proximity sensor, in communication with the ECM, is spaced from the second gear. A rotation of the fuel pump gear moves the notches relative to the proximity sensor, triggering the proximity sensor to register movement of the fuel pump gear and calculate at least a camshaft speed.

Abstract: A method is described for operating a vehicle fitted with a continuously variable transmission (CVT) and having a lever for varying the transmission ratio of the CVT to permit the vehicle operator to vary the vehicle wheel speed. In the invention, the transmission ratio of the CVT is limited to a value dependent upon at least one of the prevailing engine speed and the rate of change of the engine speed.

Abstract: A crankshaft includes a plurality of crankpins. The crankpins are defined on the crankshaft and are longitudinally spaced apart from each other along a rotational axis. Each of the crankpins is configured to be operatively connected to a piston of an engine including a plurality of cylinders. The engine is configured to deactivate one of the cylinders. At least two of the crankpins are substantially aligned with each other along a pin axis. At least one of the crankpins is rotationally offset from the pin axis in a rotational direction of the crankshaft such that the engine has an even firing order even when one of the cylinders is deactivated.

Abstract: In an engine intake control apparatus, a cover is made of synthetic resin, a motor support plate is made of metal, a positioning boss is integrally formed on the cover, a first positioning hole arranged on a motor support plate is fitted on an outer peripheral surface of the positioning boss, and the positioning boss is positioned and fitted with a throttle valve body each other. With such an engine intake control apparatus, it is possible to perform with high accuracy the mutual positioning between the three components, i.e. the motor support plate, the cover and the throttle valve body, and it is possible to effectively improve the opening and closing accuracy for the opening and closing of the throttle valve by the motor.

Abstract: A preload torque value generating unit (22m) generates a preload torque value (Tpm) as a function of the acceleration (am) of a main motor (6m), the preload torque value (Tpm) being a torque value that is appended in advance to a torque command value (Tm) so that the direction of force applied to the main motor (6m) and the direction of force applied to a sub motor (6s) will become opposite to each other. A preload torque value generating unit (22s) generates a preload torque value (Tps) as a function of the acceleration (as) of the sub motor (6s), the preload torque value (Tps) being a torque value that is appended in advance to a torque command value (Ts) so that the direction of force applied to the main motor (6m) and the direction of force applied to the sub motor (6s) will become opposite to each other.

Abstract: In various embodiments, an engine crankshaft is disclosed. The engine crankshaft comprises a rear bearing journal. The rear bearing journal has an output end. The rear bearing journal defines a substantially cylindrical cavity extending from the output end into the rear bearing journal. The engine crankshaft may further comprise at least one torque sensor operatively coupled to the rear bearing journal. The at least one torque sensor is configured to generate a torque signal corresponding to a torque exerted on the rear bearing journal. The torque exerted on the rear bearing journal is indicative of a torque output of an engine.

Abstract: A choke system for an internal combustion engine includes a carburetor having an air intake, a choke valve disposed in the air intake, and a choke lever coupled to the choke valve, wherein the choke valve is movable between a closed position and an open position, a mechanical linkage coupled to the choke lever, and a solenoid attached to the carburetor and coupled to the mechanical linkage so activation of the solenoid moves the choke valve, wherein the solenoid is activated in response to activation of a starter system of an internal combustion engine, thereby moving the choke valve via the mechanical linkage to the closed position.

Abstract: Systems and methods are described for on-line, real-time estimation of a residual mass in an engine cylinder during HCCI combustion. The residual mass is estimated based on an estimated residual mass for a previous combustion cycle. A value of a first performance variable for the first combustion cycle is determined based only on engine data measured by one or more sensors. A value of a second performance is estimated based at least in part on the estimated residual mass for the first combustion cycle. An adaptive scaling factor is determining for the first combustion cycle based on the determined value of the first performance variable and the estimated value of the second performance variable. An adjusted residual mass for the first combustion cycle is then determined based on the estimated residual mass for the first combustion cycle and the adaptive scaling factor for the first combustion cycle.

Abstract: An air cleaner positioned above a cylinder head is connected to an intake port of the cylinder head through a connecting tube, a throttle device, and an insulator. An insulator attachment surface is formed in a rear-side wall of a cylinder head such that the insulator attachment surface is inclined to extend in a forward direction while extending upwardly. An insulator is formed in such an arc shape in a side view wherein a flow direction of air flowing inside the insulator is directed more in a forward direction as the air approaches the cylinder head. A throttle device having an intake passage thereof directed in a vertical direction is connected to the insulator. A connecting tube is formed to curve in such a shape that the connecting tube has its upstream end opened in a forward direction and is rounded outwardly in an obliquely rearward direction.

Abstract: According to one embodiment, an apparatus for controlling operation of an internal combustion engine includes a conditions module that is configured to determine an out-of-gear condition of the internal combustion engine. The apparatus also includes a permission module that is configured to allow a speed of the internal combustion engine to exceed a maximum engine speed limit if the determined out-of-gear condition meets a threshold, and prevent the speed of the internal combustion engine from exceeding the maximum engine speed limit if the determined out-of-gear condition does not meet the threshold.

Abstract: Embodiments of the invention are used to provide a Fuel Saver Speed Control (FSSC) system that facilitates vehicle speed control while maximizing fuel economy. For instance, when the vehicle traverses an uphill section of the road, the Fuel Saver Speed Control reduces the vehicle's fuel consumption by controllably reducing engine power output within the boundaries of activated FSSC settings.

Abstract: A throttle body having an integrated sector gear which includes a sector gear component, a bushing integrally formed with the sector gear component such that the bushing and sector gear component are a single part, and an insert, where the bushing and the sector gear formed around the insert. The insert includes a first arm and a second arm, and the insert is configurable to be formed with the sector gear and the bushing to be suitable for use with one or more packaging requirements of the throttle body.

Abstract: A throttle control system includes a target pressure module, a torque determination module, and a target opening module. The target pressure module determines an induction noise value based on an engine operating parameter and determines a target pressure downstream of a throttle valve of an engine based on a pressure at an inlet of the throttle valve and the induction noise value. The torque determination module determines a torque request for the engine based on the target pressure. The target opening module determines a target opening for the throttle valve based on the torque request and selectively adjusts opening of the throttle valve based on the target opening.

Abstract: A piston compound internal combustion engine is disclosed with an expander piston deactivation feature. A piston internal combustion engine is compounded with a secondary expander piston, where the expander piston extracts energy from the exhaust gases being expelled from the primary power pistons. The secondary expander piston can be deactivated and immobilized, or its stroke can be reduced, under low load conditions in order to reduce parasitic losses and over-expansion. Two mechanizations are disclosed for the secondary expander piston's coupling with the power pistons and crankshaft. Control strategies for activation and deactivation of the secondary expander piston are also disclosed.

Abstract: An estimation device for a cylinder intake air amount in an internal combustion engine can estimate a cylinder intake air amount to a sufficient accuracy for suitable engine control, in either of steady state operation and transient operation with a small number of adaptation constants and a small amount of calculation load, without requiring a huge memory capacity. The relation between an opening degree and an effective opening area of a throttle valve has been learned, while calculating the cylinder intake air amount in an S/D method from a volumetric efficiency correction factor map adapted by valve timing at the time of steady state operation, and in a period from a transient change until an exhaust manifold temperature is converged, an intake air amount is calculated based on the relation thus learned. The cylinder intake air amount is calculated based on a physical model of an intake system response delay.

Abstract: An air intake device offers simplified construction, reduced size, lowered cost, etc., while facilitating disposing of throttle body and driving part in intake air passage, allowing throttle body to be reliably held, and eliminating possible occurrence of intake air leakage, etc., thus positively securing the performance. The air intake device includes an actuator and an intake air manifold made of resin. In actuator, there are provided a throttle body, a throttle valve, a motor for opening/closing throttle valve, and a power transmission mechanism. Throttle valve and motor are positioned and held on one side of a support member, and power transmission mechanism is on the other side. In intake air manifold, a housing chamber is provided. When a fixing part of support member is jointed to a part to be fixed of intake air manifold, throttle body and motor are accommodated in a predetermined position in housing chamber.

Abstract: The invention relates to a method for starting an internal combustion engine (1), particularly a stationary gas engine, which is driven by at least one starter motor (2). The starting process is interrupted once the starter motor (2) has been started if the angular acceleration (a) of the internal combustion engine (1) remains below a predefinable acceleration value and/or if, within a predefinable first time period (tA), the actual rotational speed (n) remains below a predefinable first rotational speed threshold value (nA) and/or if, within a predefinable second time period, the average rotational speed of the internal combustion engine (1) remains below a predefinable second rotational speed threshold value.

Abstract: A method of controlling operation of an energy system for a hybrid vehicle, the energy system including a combustion engine controlled to work at a desired engine rotational speed; an electric generator/motor driven by the combustion engine to output a generated electric power; a power consuming device driven by the combustion engine and drivable by the electric generator/motor; and an energy storage device connected to the electric generator/motor and arranged to receive the generated electric power output by the electric generator/motor. The method includes the steps of: monitoring an actual engine rotational speed; and if the actual engine rotational speed decreases from the desired engine rotational speed, controlling the electric generator/motor to output a gradually reducing generated electric power. Hereby, the combustion engine can be allowed to remain in an operating range where it works efficiently, while at the same time fulfilling the need for power of the power consuming device.

Abstract: A control device for an air supply system of a vehicle, which has a transmission device and an internal combustion engine for driving the vehicle in load phases, is configured to receive measured pressure signals and to output control signals to initiate and terminate delivery phases of a compressor that is or can be connected to the internal combustion engine. The control device picks up state signals relating to a current state of the internal combustion engine and/or the transmission device and initiates a delivery phase as a function of the state signals in load phases of the internal combustion engine.

Abstract: A method is provided for operating a power system. The method includes receiving an operator request for a propulsion direction change. The method also includes directing power into a power source and reducing a supply of fuel to the power source while directing power into the power source. The method further includes basing a first threshold speed on a speed of the power source produced by directing power into the power source and increasing the supply of fuel to the power source when the speed of the power source falls below the first threshold speed.

Abstract: Provided is a control apparatus for an internal combustion engine, which can favorably suppress an occurrence of abnormal combustion regardless of its operational conditions. An occurrence probability of abnormal combustion of the internal combustion engine (10) is obtained on the basis of a fuel dilution index. An expected value I of the number of occurrences of abnormal combustion per a predetermined time period is calculated on the basis of the occurrence probability of abnormal combustion. The upper limit value of a torque generated by the internal combustion engine (10) is limited low so that the expected value I does not exceed a predetermined tolerable value.

Abstract: The present disclosure relates to a system for managing engine output that includes a machine manager module and a combustion module. In one embodiment, the combustion module includes a slow response pathway and a fast response pathway. The slow response pathway includes managing air and fuel actuators and the fast response pathway includes managing spark timing. According to one embodiment, managing spark timing comprises bringing a spark actuator to the middle of a spark timing range for bi-directional control and involves sacrificing engine efficiency for engine responsiveness. Further, the fast response pathway may be selectively enabled based upon an optimization index.

Abstract: An engine system and method for operating an engine including a central throttle and a port throttle is disclosed. In one example, the central throttle and port throttle are adjusted to improve air flow distribution to engine cylinders. The system and method may be particularly beneficial for turbocharged engines.

Abstract: A method for determining a cylinder charge of an internal-combustion engine having valves with a variable valve gear, may include determining a maximum intake valve lift, calculating a standardized cylinder charge relative to at least one of a defined intake spread of an intake valve opening phase and a defined exhaust spread of an exhaust valve opening phase, as a function of the maximum intake valve lift, determining an overlap value, which characterizes an actual overlap of the intake valve opening phase and the exhaust valve opening phase, and determining a corrected cylinder charge based on the standardized cylinder charge and the overlap value.

Abstract: A helical torsion return spring and a throttle body assembly for urging a throttle plate of a throttle body assembly to a default position when a throttle motor of the throttle body assembly is disabled. The return spring includes a middle portion, a first end portion, a second end portion, a first spring leg, and a second spring leg. The throttle body assembly includes a throttle shaft, a first bushing, a second bushing, and the spring defined above. A first end portion center axis defined by the first end portion and a second end portion center axis defined by the second end portion are offset from a middle portion center axis defined by the middle portion.