A control apparatus for an internal combustion engine, includes: a throttle operator; an opening degree detector that detects an operation opening degree of the throttle operator; and an electronic control throttle device that opens and closes a throttle valve disposed in an intake passage of the engine, depending on the operation opening degree detected by the opening degree detector. A throttle valve opening degree of the throttle valve is set to include a zero output throttle opening degree angle at which an output of the engine becomes zero between a low rotational speed region and a high rotational speed region of the engine. The operation opening degree of the throttle operator corresponding to the zero output throttle opening degree angle is set to an opening-side angle ratio that falls within a range between 8% and 12%, both inclusive, with respect to a fully-open opening degree of the throttle operator.

A throttle control assembly which includes a throttle body housing, an adapter integrally formed with the throttle body housing, a housing portion being part of the adapter, and a central port which extends through the throttle body housing and the adapter. A first groove is integrally formed as part of the adapter, a second groove is integrally formed as part of the throttle body housing, and a rib portion disposed between the first groove and the second groove. The rib portion is formed as part of the adapter, and an anti-rotation feature is integrally formed with the throttle body housing. The anti-rotation feature is integrally formed with the throttle body housing during a molding process. The anti-rotation feature may be formed in different locations on the outer surface of the housing, allowing the throttle body assembly to be suitable for various applications having different design and packaging requirements.

A diagnostic device includes a body with a circuit board located therein. The body includes a display screen and a function button unit located on the outside thereof. A connection port and an insertion hole are respectively located to the body. An information cassette is inserted in the insertion hole and electrically connected to the circuit board. A cable unit has a first end and a second end, wherein the first end of the cable unit is connected to the connection port, and the second end of the cable unit is connected to a power source and an output port of a cleaning device which is connected to the throttle valve. When the diagnostic device detects abnormal information of the throttle valve via the cable unit, the display screen displays the abnormal information, the cleaning device cleans the throttle valve. The diagnostic device diagnoses the throttle valve afterward.

In at least some implementations, a charge forming device includes a main body, a throttle valve and an adjuster. The main body includes a main bore through which fluid flows for delivery to an engine. The throttle valve is carried by the main body and moveable relative to the main bore to control fluid flow through the main bore. And the adjuster is moveable relative to the throttle valve and engageable with the throttle valve to adjust the range of motion of the throttle valve. In at least some implementations, the adjuster limits the range of motion of the throttle valve when the adjuster is engaged with the throttle valve.

A method for controlling a gas turbine engine having a constrained model based control (CMBC) system. The method including obtaining information about a current and previous states of the engine, updating model data information in the CMBC and a parameter estimation system based on the obtained information, and identifying trends in the data based on the information. The method also includes diagnosing the engine, based on the identified trends, determining at least one of a new constraint, objective, initial condition, model characteristic, prediction horizon, and control horizon for the control system based on the diagnosing step if the diagnosing step identified a fault condition, and adapting the CMBC system based on the at least one new constraint, objective, initial condition, model characteristic, prediction and control horizon. The method further includes generating at least on control command based on the adapting and commanding an actuator based on the control command.

A pressure sensor for fluid control system for an aircraft includes an enclosure, a piston assembly, and a bellows. The enclosure has a body that extends between a first end and a second end. A first fluid line extends to the first end. The piston assembly has a piston head that is movably disposed within the enclosure and a piston rod that extends from the piston head and through the second end. The bellows is disposed within the body that extends between and is operatively connected to the piston head and the first end.

The invention relates to a thermal management method for operating a thermal management system (100, 102) of an internal combustion engine (10). The thermal management system (100, 102) comprises at least one fluid chamber (12) which is arranged at least partially around a cylinder head (74) of a cylinder (70) of the internal combustion engine (10) and has at least one inlet line (14) and at least one outlet line (16), the fluid chamber (12) being connected to at least one coolant pumping device (20) for pumping a coolant, and to at least one heat sink. According to the invention, a cylinder head temperature sensor and/or a fluid chamber temperature sensor (58) is provided, a volume flow of the coolant delivery device (20) being controllable depending on an engine speed and/or a fluid chamber temperature and/or an engine load, in particular by actuation of at least the first valve (18). According to the thermal management method, when the temperature in the fluid chamber (12) rises, in particular after a warm-up phase and when the engine speed remains constant or drops, the volume flow of the coolant through the heat sink is at least temporarily increased, and when the engine speed remains constant or increases by no more than 100 rpm, with engine load being reduced, in particular by at least 30%, the volume flow of the coolant through the heat sink is not reduced, and in particular is not reduced after at least one minute following the load change, and more particularly is not reduced when a fluid chamber (12) temperature is in the 60 to 100? C. range.

A modular valve unit for controlling the flow rate of an intake or exhaust gas of a combustion engine through the passage of a valve, the valve unit comprising a valve having a valve housing (1) and at least one valve flap (2). The valve unit further comprises an interface (3) and an adapter (6), the interface (3) being connected to the valve housing (1) and having a support (32) and an engagement portion comprising at least two engagement legs (31) projecting from the distal end of the support (32) and being directed away from the valve housing (1). The adapter (6) has a connection plate (62) having at least two engagement orifices (61) for receiving the engagement legs (31) of the interface (3) and a mounting portion for holding an actuator (7). The at least two engagement orifices (61) of the connection plate (62) of the adapter (6) are each configured to engage the corresponding at least two engagement legs (31) of the engagement portion of the interface (3).

An engine includes a cylinder body, a cylinder head, and an ignition device including spark plugs. The engine also includes an intake device connected to intake ports, an exhaust device connected to exhaust ports, pistons, and a crankshaft connected to the pistons by connecting rods. Explosion intervals of the cylinders are 270, 180, 90, and 180 as crank angles. The engine further includes a discomfort eliminator which, when the engine speed is lower than a predetermined value, makes the indicated mean effective pressure of at least one of two cylinders having an explosion interval of 90 lower than the indicated mean effective pressures of the other cylinders having an explosion interval of not 90. The engine causes unequal-interval explosions but produces little change in the driving energy per unit time during an operating state in which an occupant is liable to feel torque fluctuations.

Present embodiments provide a disruptive air flow assembly which connects to a vacuum line and utilizes a valve to open and close and thereby vary the vacuum pressure in the vacuum line. This affects air flow into the engine which is utilized for combustion and therefore causes the engine to vary the engine sound by running roughly at a preselected engine speed. A vacuum fitting may house the valve to vary air flow by opening and closing inlets in the fitting. A motor may be utilized to move the valve between the open and closed positions.