A control device for a compression ignition engine is provided, which causes an injector to perform a pre-injection and a main injection, sets fuel injection timings of these injections so that an interval between a first peak of a heat release rate resulting from the combustion of fuel injected by the pre-injection and a second peak of the heat release rate resulting from the combustion of fuel injected by the main injection becomes an interval to make pressure waves caused by these combustions cancel each other out, and when an increase of an oxygen concentration of intake air supplied to a combustion chamber is detected, controls the injector to reduce the injection amount and retard the injection timing of the pre-injection compared with a case where the concentration increase is not detected under a condition that engine load and speed are the same.

A turbo-boost controlled intake system is disclosed that provides a driver of a vehicle with greater control over vehicle performance. The turbo-boost controlled intake system includes a control module that is coupled with an aircharger air intake. The control module instructs an electronic control unit of the vehicle to increase manifold pressure to a higher level before releasing the pressure through a waste gate so as to provide a greater power output of the engine. The turbo-boost controlled intake system further includes a wiring harness and a signal adjuster. The wiring harness couples the control module with a turbo inlet pressure sensor, a manifold absolute pressure sensor, and an electronic control unit of the vehicle. The signal adjuster includes a rheostat that enables manual adjustment of the power output of the engine.

A diagnostic system and method for a crankcase ventilation system of an engine having a boost system utilize a pressure sensor configured to measure a pressure in a make-up air (MUA) hose, a flow-limiting valve (i) fixedly attached to the induction system at a point upstream from the pressure sensor and proximate to an induction system end of the MUA hose and (ii) configured to limit flow through the MUA hose, and a controller configured to, in response to detecting the non-boost operating condition of the engine, obtain an initial pressure from the pressure sensor and then command the flow-limiting valve to close for a diagnostic period, during which monitor the pressure is monitored to determine a pressure drop from the initial pressure, and when the pressure drop fails to exceed a threshold during the diagnostic period, detect a malfunction indicative of a leaking or disconnected MUA hose.

A diagnostic system and method for a crankcase ventilation system of an engine having a boost system utilize a pressure sensor configured to measure a pressure in a make-up air (MUA) hose, a flow-limiting valve (i) fixedly attached to the induction system at a point upstream from the pressure sensor and proximate to an induction system end of the MUA hose and (ii) configured to limit flow through the MUA hose, and a controller configured to, in response to detecting the non-boost operating condition of the engine, obtain an initial pressure from the pressure sensor and then command the flow-limiting valve to close for a diagnostic period, during which monitor the pressure is monitored to determine a pressure drop from the initial pressure, and when the pressure drop fails to exceed a threshold during the diagnostic period, detect a malfunction indicative of a leaking or disconnected MUA hose.

An EGR valve unit is provided. The EGR valve unit comprises a segment gear disposed on a shaft of an EGR valve, a rotation arm disposed on a shaft of an air intake valve, a bearing disposed on the rotation arm via a pin, and a cam member disposed on the segment gear and formed with a push part configured to push the bearing to rotate the rotation arm when the EGR valve is operated.

The invention provides a system for ventilation of a crankcase (217) of an internal combustion engine, the system comprisingan air inlet guide (203, 212) adapted to guide air to at least one cylinder (220) of the engine,a closed circuit conduit (209) for guiding crankcase gas from the crankcase (217) to the air inlet guide (203, 212),wherein the system comprises gas detection means (2181, 2182, 2183) positioned in the air inlet guide (203, 212), for detecting crankcase gas in the air inlet guide.

Methods and devices are disclosed for introducing a fresh airflow, crankcase ventilation gases, fuel, and charge bypass flow upstream of a pressure source of an internal combustion engine.

The present disclosure relates to a method for removing residual purge gas in operating an active purge system and includes determining evaporation gas purge stop in a control unit, closing a PCSV mounted on a purge line connecting a canister and an intake pipe, and determining whether all of the evaporation gas flowed into the intake pipe is flowed into a combustion chamber, so that all of the evaporation gas flowed into an intake pipe during travelling can be flowed into and combusted in the combustion chamber.

An air intake apparatus includes an air intake apparatus body including an intake passage and a detection bore, a sensor holding portion holding a sensor, a pipe member constituted by an elastic member and including a first end and a second end, the first end being connected to the detection bore and the second end being connected to the sensor holding portion, the sensor holding portion including a fitting portion which includes an inner peripheral portion contactable with an outer peripheral portion of the second end, the sensor and the pipe member being fixed to the sensor holding portion by a contact of the outer peripheral portion of the second end with the inner peripheral portion of the fitting portion in a state where an insertion portion of the sensor is inserted to be positioned within the second end of the pipe member to widen the second end.

A control device for a compression ignition engine is provided, which causes an injector to perform a pre-injection and a main injection, sets fuel injection timings of these injections so that an interval between a first peak of a heat release rate resulting from the combustion of fuel injected by the pre-injection and a second peak of the heat release rate resulting from the combustion of fuel injected by the main injection becomes an interval to make pressure waves caused by these combustions cancel each other out, and when an increase of an oxygen concentration of intake air supplied to a combustion chamber is detected, controls the injector to reduce the injection amount and retard the injection timing of the pre-injection compared with a case where the concentration increase is not detected under a condition that engine load and speed are the same.