Abstract: A machine includes a VGT and a controller. The controller monitors, based on causing the VGT to operate according to the non-dynamic control scheme, a plurality of hardware limit parameters associated with an engine of the machine. The controller determines that a hardware limit parameter, of the plurality of hardware limit parameters, satisfies a dynamic threshold for the hardware limit parameter and thereby causes the VGT to operate according to a dynamic control scheme. The controller then monitors the plurality of hardware limit parameters and thereby determines that each hardware limit parameter, of the plurality of hardware limit parameters, satisfies a non-dynamic threshold for the hardware limit parameter. The controller therefore causes the VGT to operate again according to the non-dynamic control scheme.

Abstract: A variable geometry turbine includes a variable nozzle unit for adjusting a flow of exhaust gas in an exhaust gas passage for introducing exhaust gas to the turbine rotor. The variable nozzle unit includes a plurality of nozzle vanes disposed in the exhaust gas passage at intervals in the circumferential direction of the turbine rotor. When the exhaust gas passage is divided into a near-tongue region in the vicinity of a tongue portion of the scroll passage and a far-tongue region which is a region other than the near-tongue region, the plurality of nozzle vanes includes at least one near-tongue nozzle vane disposed in the near-tongue region and at least one far-tongue nozzle vane disposed in the far-tongue region. The at least one near-tongue nozzle vane has, in at least one of a leading edge or a trailing edge of the near-tongue nozzle vane, a notch that is cut out to a greater extent than a leading edge or a trailing edge of the far-tongue nozzle vane.

Abstract: A method of controlling exhaust gas delivery between two turbochargers is disclosed. Exhaust gas is delivered to a first turbocharger through a first exhaust conduit. A valve is opened to allow at least some of the exhaust gas from the first exhaust conduit to bypass the first turbocharger through a second exhaust conduit delivering bypassing exhaust gas to a second turbocharger when the first turbocharger reaches a predefined operating speed or when the manifold pressure upstream of the first turbocharger reaches a predefined pressure.

Abstract: Provided is a turbine, including: an accommodating portion configured to accommodate a turbine impeller; an exhaust flow passage configured to allow communication between the accommodating portion and an exhaust-air introduction port; a discharge flow passage configured to allow communication between the accommodating portion and an exhaust-air discharge port; a bypass flow passage configured to allow communication between the exhaust flow passage and the discharge flow passage while detouring the accommodating portion; and a branching portion between the exhaust flow passage and the bypass flow passage. The branching portion has a flow passage sectional area of 0.6 times or more a flow passage sectional area of the exhaust-air introduction port.

Abstract: An engine system includes an internal combustion engine with two sets of cylinders, a turbocharger, two exhaust conduits providing fluid communication between the turbocharger and an exhaust of the cylinders, and an exhaust gas recirculation system including a recirculation valve. Two proportional exhaust valves are adapted to control a flow of exhaust gas in the two exhaust conduits. An actuator includes an output component operating the recirculation valve and the two exhaust valves. In a neutral position, the two exhaust valves are open and the recirculation valve is closed. A first movement of the output component, from its neutral position towards a first position, open the recirculation valve and close a first of the two exhaust valve. A second movement, from the first position and in the same direction as the first movement, close the second exhaust valve and hold open the recirculation valve and closed the first exhaust valve.

Abstract: A turbine-compressor assembly includes a turbine-compressor device fluidly coupled with a heat source, a compressor, and a turbine via plural valves. A power device is coupled with the turbine-compressor device via a shaft. A controller can control operation of the plural valves to control the movement of fluids within the assembly to selectively switch between the turbine-compressor device operating in one of plural operating modes. In a first mode of operation, the turbine-compressor device can generate electrical power and direct the electrical power to the power device to control an amount of power provided to or extracted from the shaft by the power device. In a second mode of operation, the turbine-compressor device can receive electrical power from the power device to consumer the electrical power.

Abstract: A cylinder head assembly for an internal combustion engine includes a cast cylinder head, a turbocharger housing integrally cast with the cylinder head, and a water jacket cast into the integrally cast turbocharger housing and configured to receive a flow of coolant for cooling the integrally cast turbocharger housing. The assembly can also include a wastegate housing integrally cast with the cylinder head and the turbocharger housing, and a water jacket cast into the integrally cast wastegate housing. The water jacket is configured to receive a flow of coolant for cooling the integrally cast turbocharger housing and the integrally cast wastegate housing.

Abstract: A turbine includes: a turbine impeller accommodated in an accommodation space; two turbine scroll flow paths connected to the accommodation space; a first wastegate flow path (wastegate flow path) opened to one of the turbine scroll flow paths (second turbine scroll flow path) and separated from the other turbine scroll flow path (first turbine scroll flow path), and a valve for opening and closing the first wastegate flow path.

Abstract: A two-stage turbocharging energy-efficient self-adaptive control method based on multi-point intake and exhaust pressures in diesel engine turbocharging field, including: determining a target turbocharging pressure for plains upon diesel engine speed and load conditions; adjusting it to obtain optimal target turbocharging pressures for varying altitudes; using these and measured multi-point pressures in intake and exhaust pipelines as inputs, based on an energy utilization analysis model, to determine the two-stage turbocharging energy utilization efficiency suitable for different altitude environmental conditions; according to the optimal overall efficiency principle of the two-stage turbocharging system at variable altitudes, calculating opening degrees of the bypass valves that meets the target total pressure ratio by a valve control unit. Reasonable distribution of exhaust energy between the two-stage turbochargers is achieved.

Abstract: A turbine housing that includes: a body part including a scroll passage wall surface, an exhaust gas discharge path wall surface, and a wastegate passage wall surface provided inside the body part, the scroll passage wall surface forming a scroll passage having a scroll shape, the wastegate passage wall surface forming a wastegate passage connecting the scroll passage and the exhaust gas discharge path to each other while bypassing the turbine wheel; and an entrance flange part provided at an upstream end of the scroll passage in the body part, the entrance flange part including an exhaust gas inlet leading to the scroll passage. The wastegate passage has an entrance-side opening edge formed at the scroll passage wall surface and provided at a position where the entrance-side opening edge is visually recognizable at least partially from outside the turbine housing through the exhaust gas inlet.

Abstract: According to the present invention, the impeller inlet of a turbocharger compressor receives intake air from an inner channel and an outer channel. The outer channel is pressurized with an electrically powered secondary compressor. The pressurized air in the outer channel flows into the impeller near the outer wall of the impeller inlet. The pressurized air next to the outer wall of the impeller inlet prevents backflow of air out of the impeller and thereby prevents surge and enables the compressor to produce high boost pressures under small mass flow settings. Only a portion of the intake air is pressurized with the electrically powered secondary compressor, and the boost pressure of the electrical compressor is only a fraction of the turbocharger compressor's overall pressure ratio.

Abstract: A turbine housing has a scroll part, an outlet pipe, and an inlet pipe. A bypass passage is formed on an inner peripheral side of a twisting form leading from the inlet pipe toward the scroll part so as to allow communication between an inlet passage and an outlet passage. Viewing the turbine housing in an axial direction, an opening center of an outlet opening of the bypass passage is located in a quadrant where a mounting flange is located among four quadrants defined by a first imaginary plane that passes through a rotational center and that is parallel to a surface of the mounting flange, and a second imaginary plane that passes through the rotational center and that is orthogonal to the first imaginary plane.

Abstract: A turbocharger and method of controlling the same includes a turbine housing comprising an inlet and an outlet, turbine wheel coupled to a shaft. The turbine housing comprising a first scroll and a second scroll for fluidically coupling the inlet and the turbine wheel. The first scroll has a first end adjacent the inlet and a second end adjacent the turbine wheel. The second scroll has a third end adjacent the inlet and a fourth end adjacent the turbine wheel. An exhaust gas diverter valve is coupled to the turbine housing restricting flow into the first scroll or the second scroll.

Abstract: An exhaust system includes a supercharger, a first communication path, a negative pressure generator, and an exhaust sensor. The supercharger includes a turbine and compressor. The turbine is provided in an exhaust pipe of an engine. The compressor is provided in an intake pipe and coupled to the turbine by a shaft. The supercharger supercharges intake air using energy of exhaust air. The first communication path communicates with the exhaust pipe on a downstream side of the turbine and communicates with the intake pipe on an upstream side of the compressor. The exhaust pipe and the intake pipe communicate through the first communication path. The negative pressure generator is interposed in the first communication path and generates a negative pressure. The exhaust sensor is provided in the first communication path between a location where the first communication path is coupled to the exhaust pipe and the negative pressure generator.

Abstract: A bleed air control system is configured to vary the air pressure at the inlet of a gas turbine engine. The bleed air control system includes a first gas turbine engine configured to provide bleed air, a second gas turbine engine acting as an auxiliary power unit, and a bleed air control system configured to selectively provide bleed air from the first gas turbine engine to the second gas turbine engine.

Abstract: A control system for an engine operatively coupled with a propeller and methods for controlling an engine operatively coupled with a propeller are provided. In one example aspect, the control system includes a controller and an electric propeller governor. The electric propeller governor includes a motor operatively coupled with a flyweight governor spring. The motor is communicatively coupled with the controller. The controller is operable to receive data indicative of the speed of the propeller, determine if the measured speed exceeds a propeller speed threshold, and if the threshold is exceeded, the controller is configured to change a propeller speed set point. Particularly, the controller can cause the motor to change the preload on the flyweight governor spring, which in turn causes adjustment of the propeller speed set point. In this way, propeller speed overshoot is prevented during fast acceleration of the engine.

Abstract: In some implementations, a controller may cause first adjustment of at least one component of a variable geometry turbocharger (VGT) of the machine. The controller may cause, based on causing the first adjustment of the at least one component of the VGT, second adjustment of the at least one component of the VGT. The controller may determine, based on causing the second adjustment of the at least one component of the VGT, an amount of time for a speed of the VGT to decrease to less than or equal to speed threshold. The controller may determine, based on the amount of time, VGT assessment information. The controller may determine, based on the VGT assessment information, one or more actions to be performed.

Abstract: An apparatus of purifying exhaust gas of a hybrid vehicle includes an electric supercharger disposed on an air intake line, a post-treatment unit disposed on an exhaust gas line and including an electrically-heated catalyst, an exhaust gas recirculation unit including an exhaust gas recirculation cooler disposed on a recirculation line connecting the post-treatment unit and the intake line and an exhaust gas recirculation valve disposed on the recirculation line, a three-way valve disposed at a position at which the recirculation line diverges into a front end portion and a rear end portion of the intake line, and a controller electrically connected to the three-way valve and configured for controlling the three-way valve connecting the intake line and the recirculation line at the front end portion of the electric supercharger to be selectively opened or closed.

Abstract: An EGR valve is provided in an EGR passage circulating a part of an exhaust gas of an exhaust pipe in an intake pipe as an EGR gas, the EGR valve adjusting an EGR gas amount flowing in the EGR passage when an engine is in an EGR region, a differential pressure device is provided in the intake pipe, the differential pressure device adjusting a differential pressure of the EGR valve, a control unit is provided to control the EGR valve and the differential pressure device, and the EGR control method includes switching whether to adjust the EGR gas amount using the EGR valve and the differential pressure device or to adjust the EGR gas amount using the EGR valve only on the basis of an exhaust gas pressure of an inlet portion of the EGR passage.

Abstract: A rocker arm mechanism includes a rocker arm shaft, a rocker arm, a valve clearance adjuster, a valve train, and a control valve. The rocker arm is rotatably disposed on the rocker arm shaft. The valve train includes a valve bridge. The rocker arm is provided with a plunger chamber. The valve clearance adjuster includes a hydraulic tappet slidably disposed in the plunger chamber. The plunger chamber is supplied with oil through an oil supply passage. The control valve is configured to open or close the oil supply passage. When the control valve opens the oil supply passage, the hydraulic tappet can abut against the valve bridge and eliminate the clearance between the valve bridge and the hydraulic tappet.

Abstract: The description relates to a drive assembly with an internal combustion engine, a turbocharger designed to supercharge said internal combustion engine and a catalysing system; the drive assembly comprises: a first wastegate duct interposed between the turbine and the catalysing system and a first wastegate valve movable between a first and a second position; the drive assembly comprises a second duct interposed between said exhaust duct and said catalysing system; and a second bypass valve movable between a third position, in which it fluidly connects said exhaust duct and the catalysing system so as to covey said mixture along the second duct bypassing the entire turbine, thus heating said catalysing system, and a fourth position, in which it fluidly isolates said second duct from said exhaust duct.

Abstract: An exhaust turbine includes a turbine wheel having a plurality of rotor blades, an exhaust outlet where the exhaust outlet is arranged downstream of the rotor blades and is delimited radial to the outside by an axial turbine diffusor. An exhaust mass flow can be output in an axial flow direction by the exhaust outlet duct and the axial turbine diffusor opens downstream, radially to the outside at a non-constant diffusor-opening angle, such that at a first diffusor-opening angle deviates from a second diffusor-opening angle by at least 1°. The exhaust turbine further includes a waste gate duct, the outlet region of which opens into the diffusor or directly downstream of the diffusor into the exhaust outlet duct. The waste gate duct is designed to generate a substantially axial flow direction of a waste gate mass flow at the outlet region of the waste gate duct.

Abstract: A turbocharger manifold is disclosed. In one embodiment, the manifold has a first exhaust conduit, a second exhaust conduit, and a valve. The first exhaust conduit has a first exhaust inlet and a first turbocharger outlet. The second exhaust conduit has a second exhaust inlet and a second turbocharger outlet. The second exhaust inlet is connected to the first exhaust conduit. The valve has an open position and a closed position and controls exhaust gas access from the first exhaust conduit to the second exhaust conduit.

Abstract: A method and system for controlling a wastegate comprises determining a boost pressure target, measuring a boost pressure, determining a boost pressure error from the measured boost pressure and the boost pressure target, determining a wastegate position change based on boost pressure error, and changing the wastegate position corresponding to the wastegate position change.

Abstract: Various systems are provided for a single turbocharger case housing each of turbine of a turbocharger and a bearing of the turbocharger. In one example, an apparatus for an engine includes an integrated, monolithic turbocharger case that houses each of a turbine and a bearing of a turbocharger and a nozzle ring integrated into the turbocharger case between the turbine and the bearing. In further examples of the system, portions of the turbocharger case are formed of a lattice structure.

Abstract: An internal-combustion engine includes a variable compression ratio mechanism for changing a mechanical compression ratio, and a variable valve timing mechanism for changing the valve timing of an intake valve. When acceleration is demanded, a target compression ratio is set to a lower compression ratio than the target value in a normal condition, and the valve timing is set to the advance angle side. Since the allowable combustion pressure decreases in a prescribed intermediate compression ratio region, if an actual compression ratio exists in the prescribed intermediate compression ratio region in the course of a compression ratio change accompanying acceleration, the variable compression ratio mechanism restricts the intake pressure by increasing a degree of opening of a wastegate valve or reducing a degree of opening of a throttle valve, for example.

Abstract: A turbocharger turbine wastegate assembly can include a bushing with a stepped bore that includes an axial face; a wastegate where a shaft includes an end portion, a first axial face, a journal portion, a second axial face and a shoulder portion, where the first axial face is defined at least in part by an end portion diameter and a journal portion diameter, and where the second axial face is defined at least in part by the journal portion diameter and a shoulder portion diameter; a mesh spacer disposed radially about an axial length of the end portion of the shaft; and a shim disposed radially about an axial length of the end portion of the shaft between the axial face of the stepped bore of the bushing and the first axial face of the shaft.

Abstract: Systems and methods for controlling turbocharger operation by maintaining a virtual turbocharger speed calculation using airflow parameters in the context of an engine. An example uses a turbocharger speed estimator, an energy observer, and an energy controller. Optimization of turbocharger speed control, including avoidance of overspeed, while reducing wastegate actuation, can be achieved using a predictive control algorithm.

Abstract: A system and method of controlling a turbocharged engine system includes receiving a boost mode selection signal and controlling the turbocharged engine system in response to the boost mode selection signal.

Abstract: The invention relates to a method to control an internal combustion engine. The internal combustion engine comprises a cylinder, an exhaust guide arranged to guide an exhaust flow from the cylinder through a turbine, and a bypass guide arranged to bypass a bypass flow from the cylinder past the turbine. The method comprises the step to determine a value of at least one engine operation parameter. The method is characterized by the step to determine a target value of an exhaust performance parameter depending on the determined engine operation parameter value. Further, the method comprises, depending on the determined target exhaust performance parameter value, the step to control the exhaust flow through the exhaust guide and the step to control the bypass flow through the bypass guide.

Abstract: A method is disclosed for controlling a compression release brake mechanism in a combustion engine. The method comprises: determining a desired exhaust manifold gas pressure level; continuously monitoring a set of control parameters, including at least two of cylinder pressure, exhaust manifold pressure, turbine speed and turbine expansion ratio; controlling a brake pressure valve and a variable turbine geometry by said control parameters, to drive one of the control parameters to a set first maximum level; and, while maintaining the first of the set of control parameters at the set first maximum level, controlling an exhaust gas recirculation valve by said control parameters in a closed loop to allow exhaust gas to recirculate towards an air inlet system while driving a second of the set of control parameters to a set second maximum level.

Abstract: An engine including an exhaust bypass valve and an intake bypass valve. The exhaust bypass valve is disposed in an exhaust bypass channel connecting an outlet of an exhaust manifold and an exhaust outlet of a turbocharger to each other. The intake bypass valve is disposed in an intake bypass channel connecting an inlet of an intake manifold and an inlet of the turbocharger. An intake pressure sensor detects a pressure of the intake manifold. If an instruction value indicating an upper limit or a lower limit of the valve opening degree of the intake bypass valve is continuously output for a predetermined time or more, an engine control device determines that an abnormality occurs in at least one of the exhaust bypass valve and the intake bypass valve.

Abstract: An engine controller includes processing circuitry configured to execute catalyst accelerated activation control by performing a first process that maintains an open degree of a wastegate valve at a specified first open degree and then performing a second process that changes the open degree of the wastegate valve to an open degree that differs from the first open degree.

Abstract: A method and a turbine-compressor assembly of a system having a turbine-compressor device fluidly coupled with a heat source, a compressor, and a turbine via plural valves. A power device may be coupled with the turbine-compressor device. A controller may control operation of the plural valves to control movement of fluids within the assembly to selectively switch between the turbine-compressor device operating in one of plural modes. In a turbine mode of operation, the turbine-compressor device may generate electrical power and direct the electrical power to the power device. In a compressor mode of operation, the turbine-compressor device may receive electrical power from the power device to consume the electrical power.

Abstract: The present disclosure relates to a gas engine heat pump including: an engine which burns a mixed air of air and fuel; a first charger which compresses the mixed air and supplies to the engine; a first exhaust flow path which is connected to the engine, and through which exhaust gas discharged from the engine flows; and a second charger which is driven by the exhaust gas branched from the first exhaust flow path to a second exhaust flow path, and compresses the exhaust gas discharged from the engine and supplies the compressed exhaust gas to the engine, thereby reducing the emission of nitrogen oxide by recirculating the exhaust gas without additional power consumption.

Abstract: A turbocharger includes a turbine housing including an interior surface defining a turbine housing interior. The interior surface extends between a turbine housing inlet and a turbine housing outlet. The turbine housing also includes a wastegate duct disposed downstream of the turbine housing inlet and defining a wastegate channel. The turbocharger also includes a valve seat disposed about the wastegate channel, with the valve seat having a valve seat plane extending along the valve seat. The turbocharger further includes a wastegate assembly including a valve element engageable with the valve seat. The wastegate channel extends along a channel axis, and the channel axis is obliquely oriented with respect to the valve seat plane such that the wastegate channel and the valve element are configured to direct exhaust gas to a catalytic converter.

Abstract: Engine controllers and control schemes are provided for managing engine state transitions requiring increased compressor pressure ratios in turbocharged engines. In some circumstances, turbo lag can be mitigated by initially transitioning the engine to an intermediate engine state that directly or indirectly increases airflow through the engine and turbocharger relative to what would be possible if the engine were immediately commanded to operate at the target engine state. After reaching a point where the desired torque is actually generated at the intermediate engine state, the operational settings are gradually reduced to the target effective firing density while increasing the operational compressor pressure ratio to the target compressor ratio.

Abstract: An engine system provided to a vehicle having an accelerator pedal is provided. When an engine operation range is determined to shift to a first range (where an electromagnetic clutch is disengaged) from a second range (where the clutch is engaged) after an opening of the accelerator pedal increases at a rate below a given reference rate, the clutch is switched from ON to OFF after a given basic stand-by period passes from the shift. When the engine operation range is determined to shift from the second range to the first range after the accelerator pedal opening increases at the given reference rate or above, the clutch is switched from ON to OFF after a given acceleration stand-by period (longer than the basic stand-by period by a given added period) passes from the shift.

Abstract: A first turboexpander generator is configured to decrease a temperature or pressure of a process stream flowing through the first turboexpander generator by generating electrical power from the process stream. A second turboexpander generator is configured to decrease a temperature or pressure of a process stream flowing through the second turboexpander generator by generating electrical power from the process stream. The second turboexpander generator is downstream of and receives a flow output from the first turboexpander generator. The first turboexpander generator and the second turboexpander generator each include the following features. An electric stator surrounds an electric rotor. An annulus defined by the electric rotor and the electric stator is configured to receive a process fluid flow. Magnetic bearings carry the rotor within the stator. A housing encloses the rotor and stator. The housing is hermetically sealed between an inlet and an outlet of each turboexpander generator.

Abstract: A turbine wheel for a turbine of a turbocharger. The turbine wheel includes a plurality of turbine blades distributed evenly about the axis of rotation; and a plurality of inter-blade portions distributed evenly about the axis of rotation. Each of the inter-blade portions is disposed between two blades and each of the blades is disposed between two inter-blade portions, the inter-blade portions and the turbine blades being integrally formed. A cross-section, taken along a plane normal to the axis of rotation, of a surface of each inter-blade portion of the plurality of inter-blade portions being described by a smooth curve extending between the two turbines blades of the plurality of turbine blades between which the inter-blade portion is disposed. In some cases, the smooth curve of each inter-blade portion is described by a curve fitted to a biomimicry design form extending between the first blade and the second blade.

Abstract: The present invention relates to a valve arrangement (100) for a multi-channel turbine (10), having a housing section (300) with a first volute (320), with a second volute (340) and with a connecting region (360) between the first volute (320) and the second volute (340), and having a valve body (110) for closing off the connecting region (360) in a closed position of the valve body (110). A wall region (370) of the housing section (300), which wall region is arranged in the connecting region (360) and is situated opposite the valve body (110) in the closed position, is configured to be optimized in terms of flow to increase, during operation of the valve arrangement (100), a rate of flow transfer of exhaust gas between the first volute (320) and the second volute (340) in an open position of the valve body (110).

Abstract: A dual turbocharger system for an engine is provided. In one example, the dual turbocharger system may include two variable geometry turbines (VGTs), with each turbine being of the same size and operating in parallel, and with each compressor of the turbocharger operating in series, the first compressor of the first turbocharger being larger than the second compressor of the second turbocharger.

Abstract: A wastegate valve for a bypass path for a turbocharger in an internal combustion engine, the wastegate valve comprises a valve seat defining a plane which is non-orthogonal to the principal flow axis for gases flowing along the bypass path and a valve member pivotable from an open position to a closed position, wherein in the closed position the valve member is seated on the valve seat, and in a fully open position the valve member is positioned to direct gases exiting the bypass path onto a leading face of a catalytic converter monolith for heating the monolith.

Abstract: An exhaust gas conduction system for a gasoline engine comprises an exhaust gas line and an intake line which can be connected to an intake manifold, a charge air compressor arranged in the intake line, and a turbine arranged in the exhaust gas line. The exhaust gas line has at least one bypass line with a bypass throttle valve. At least one exhaust gas recirculation line with an EGR throttle valve is provided. At least one particle filter is arranged in the bypass line and an exhaust gas valve is provided in the exhaust gas line.

Abstract: There are provided a controller and a control method for a hybrid vehicle including an engine with a supercharger serving as a drive power source for travel, a rotary machine serving as a drive power source for travel, and a power storage device configured to transmit and receive electric power to and from the rotary machine. The controller determines whether an operation of the supercharger is limited, compensates for a torque shortage of the engine due to limitation of the operation of the supercharger by a torque of the rotary machine when it is determined that the operation of the supercharger is limited, and curbs a decrease in an amount of electric power stored in the power storage device more when it is determined that the operation of the supercharger is limited than when it is determined that the operation of the supercharger is not limited.

Abstract: Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and/or hydraulic implements as well as electronically.

Abstract: An engine device including an exhaust gas purification device above cylinder head through a support pedestal. The support pedestal has a flat portion on which the exhaust gas purification device is mounted, and a plurality of legs which protrude downward from the flat portion and are fixed to the cylinder head. The flat portion and the leg portions are formed integrally. Portions between the legs are each formed in an arch-shape.

Abstract: Provided is a method for detecting a driver's abnormalities based on a CAN (Controller Area Network) bus network communicating with an ECU (Electronic Control Unit) of a vehicle. The method may include: acquiring a CAN bus signal related to an operation of the vehicle from the CAN bus network; extracting a detection vector from the CAN bus signal using an auto encoder; and detecting a driver's abnormality based on the detection vector.

Abstract: As seen in a section parallel to a central axis of a shaft and including the center of gravity of a valve surface, with respect to the center of gravity, an end of the valve surface on the side of a first shaft direction is located on the side of a first direction in a direction orthogonal to the central axis of the shaft. As seen in a section orthogonal to the central axis of the shaft and including the center of gravity when the central axis of the shaft and a central axis of a through-hole coincide with each other, with respect to the center of gravity, an end of the valve surface on the side of a second direction in a direction along the valve seat surface is located on the side of the first direction in a direction orthogonal to the valve seat surface.

Abstract: In a hybrid vehicle, each of an engine and an MG1 is mechanically coupled to a drive wheel with a planetary gear being interposed. The planetary gear and an MG2 are configured such that motive power output from the planetary gear and motive power output from the MG2 are transmitted to the drive wheel as being combined. A controller makes WGV diagnosis for diagnosing whether or not a waste gate valve is normally controllable by issuing an instruction to a WGV actuator while the controller stops combustion in the engine and controls the MG1 and the MG2 in coordination to perform motoring of the engine during traveling of the hybrid vehicle.