An intake system for a vehicle may include an intake manifold having an internal space divided into a first chamber and a second chamber by a partition wall, in which intake air flows into the first chamber through a charging path and is then discharged to a portion of an intake port connected to the intake manifold; and intake air flows into the second chamber through a bypass path bypassing charger and is then discharged to another portion of the intake port.

An intake air control apparatus of an engine includes a housing having an intake air inflow passage for receiving external air, an exhaust gas inflow passage for receiving recirculated exhaust gas, and an intake air supply passage for supplying the external air from the intake air inflow passage or the exhaust gas from the exhaust gas inflow passage to the engine. A motor gear rotates together with an output shaft of the motor. A connection gear is engaged and rotates together with the motor gear. A recirculation gear is engaged and rotates together with the connection gear. A recirculation valve opens and closes the exhaust gas inflow passage since the recirculation valve rotates together with the recirculation gear. An intake air gear is engaged and rotates together with the connection gear. An intake air throttle valve opens and closes the intake air inflow passage.

A controller calculates a specific humidity of an intake air based on a relative humidity of the intake air, an intake air temperature, and an intake air pressure. Then the controller calculates a water vapor amount in the intake air based on the specific humidity and a mass flow rate of the intake air obtained from an air intake rate. By calculating the water vapor amount in the intake air based on information that directly represents the status of the intake air, this water vapor amount may be calculated more accurately. As a result, a generation amount of condensed water may be estimated more accurately. Therefore, accumulation of condensed water may be suppressed while recirculating as much of a low pressure exhaust gas as possible, and thus fuel economy may be sufficiently improved.

This air intake apparatus is mounted on an in-line multi-cylinder engine, and includes a surge tank that includes a throttle body mounting portion at a central portion thereof, one air intake pipe, which is single, and the other air intake pipe, which is single, connected to one end and the other end of the surge tank in a left-right direction, respectively, a first air intake pipe group that is connected to the one air intake pipe and includes a plurality of branched air intake pipes, and a second air intake pipe group that is connected to the other air intake pipe and includes the same number of branched air intake pipes as the plurality of branched air intake pipes.

In an intake apparatus of an internal combustion engine, an EGR gas inlet port of each of plural EGR gas distribution pipes is provided at a position at which a volume of an intake port from a surge tank to the EGR gas inlet port is equal to or greater than a volume of an EGR gas introduced to an intake pipe from each of the EGR gas distribution pipes during one cycle of the internal combustion engine and at a position towards the surge tank relative to a center of the intake port in a flow direction thereof.

A learned neural network learned in weights using an engine load, an engine speed, and an intake pressure inside the engine intake passage downstream of the throttle valve (19) as input parameters of the neural network and using leakage of blow-by gas from a blow-by gas feed path (20) as a truth label is stored. At the time of operation of the vehicle, the learned neural network is used to detect the abnormality of leakage of blow-by gas from the blow-by gas feed path (20) from the above input parameters.

A dual purge device for a vehicle includes a boost pressure introducing port and a fuel evaporation gas introducing port of an ejector that are directly mounted on an ejector mounting part formed on an intake manifold, and a first purge line connecting a purge valve to an intake manifold introducing pipe, respectively, without requiring a hose. By not using the hose or a quick connector, it is possible to simplify a structure of the dual purge device, and to integrally package the intake manifold, the purge valve, and the ejector, thereby simplifying delivery and assembly.

Methods and arrangements for transitioning an engine between a deceleration cylinder cutoff (DCCO) state and an operational state are described. In one aspect, transitions from DCCO begin with reactivating cylinders to pump air to reduce the pressure in the intake manifold prior to firing any cylinders. In another aspect, transitions from DCCO, involve the use of an air pumping skip fire operational mode. After the manifold pressure has been reduced, the engine may transition to either a cylinder deactivation skip fire operational mode or other appropriate operational mode. In yet another aspect a method of transitioning into DCCO using a skip fire approach is described. In this aspect, the fraction of the working cycles that are fired is gradually reduced to a threshold firing fraction. All of the working chambers are then deactivated after reaching the threshold firing fraction.

A method for a vehicle engine is presented, wherein during a first condition, a vehicle controller is placed in a sleep mode following a vehicle-off event and then awoken following a duration, at which time contents of an air intake system hydrocarbon trap are purged to a fuel vapor canister by operating an electric motor to rotate the vehicle engine in a reverse direction. Rotating the vehicle engine in a reverse direction causes atmospheric air to enter an intake of the engine via an exhaust of the engine, desorbing hydrocarbons bound to the air intake system hydrocarbon trap. By porting the desorbed hydrocarbons to the fuel vapor canister, bleed emissions from the air intake system hydrocarbon trap may be reduced.

An evaporative emission control canister system comprises an initial adsorbent volume having an effective incremental adsorption capacity at 25° C. of greater than 35 grams n-butane/L between vapor concentration of 5 vol % and 50 vol % n-butane, and at least one subsequent adsorbent volume having an effective incremental adsorption capacity at 25° C. of less than 35 grams n-butane/L between vapor concentration of 5 vol % and 50 vol % n-butane, an effective butane working capacity (BWC) of less than 3 g/dL, and a g-total BWC of between 2 grams and 6 grams. The evaporative emission control canister system has a two-day diurnal breathing loss (DBL) emissions of no more than 20 mg at no more than 210 liters of purge applied after the 40 g/hr butane loading step.