An intake air heating system for a vehicle includes an electrical switching device configured to selectively connect a battery of the vehicle to a heater coil in contact with intake air of the vehicle. The intake air heating system includes a control circuit configured to, in response to an enable signal from an engine controller, drive the electrical switching device to connect the battery to the heater coil at full current. The control circuit is configured to measure a resistance of the heater coil indicative of a temperature of the heater coil. The control circuit is configured to, in response to the temperature of the heater coil exceeding a desired temperature value, modulate the electrical switching device to reduce current from the battery of the vehicle to the heater coil.

The present disclosure relates to a device for attaching a control unit, preferentially an electronic engine control unit, to a component of an internal combustion engine. The device includes a first connecting component which is designed in order to be attached to the component of the internal combustion engine the first connecting component comprising a first fluid duct. The device further includes a second connecting component, which, via at least one damping element, is attached, spaced from the first fluid duct, to the first connecting component and is designed for mounting the control unit.

Systems and methods are provided for managing temperatures associated with a throttle loss recovery system. One exemplary system includes a flow control assembly for recovering energy from a fluid bypassing a flow control valve based on an orientation of the flow control valve, a conduit providing fluid communication with the flow control assembly for the portion of the fluid flow bypassing the flow control valve, and an electronics assembly including an electronics module coupled to the flow control assembly. At least a portion of the electronics assembly is in fluid communication with the portion of the fluid flow bypassing the flow control valve, thereby allowing for heat transfer between the electronics assembly and the fluid bypassing the flow control valve.

A blow-off valve for controlling the pressure in an intake tract of an internal combustion engine, comprising a housing and a flow path formed in the housing, wherein the flow path is opened and/or closed by means of piston, which may be placed onto valve seat, wherein the piston is connected to a pin, which is moved by means of an electromagnetically producible force, wherein motion of the pin is transferred to the piston, wherein the support of the pin within the blow-off valve is realized by means of exactly one sliding sleeve, wherein the pin is moved in relation to the sliding sleeve.

An engine comprising an engine body and a nonconductive engine part attached to the engine body which are positively charged. A self-discharge type static eliminator is provided which, if placed on the nonconductive engine part, can lower the amount of carried charge on the wall surface of the nonconductive engine part in a limited range centered about the location of the placement of the static eliminator. The self-discharge type static eliminator is placed on the outer wall surface of the connecting part of the engine part to the engine body to whereby eliminate a static electricity from the engine body.

A throttle-controlled intake system is disclosed that provides a driver of a vehicle with greater control over engine functions and vehicle performance. The throttle-controlled intake system includes a control module that is coupled with an aircharger air intake. The control module processes input signals from a throttle pedal of the vehicle and sends modified throttle position signals to a throttle body of the vehicle so as to increase throttle responsiveness of the vehicle. The throttle-controlled intake system further includes a wiring harness and a signal adjuster. The wiring harness electrically couples the control module with the throttle pedal and the throttle body. The control module sends signals directly to the throttle body of the engine, bypassing an electronic control unit of the vehicle. The signal adjuster includes a rheostat that enables manual adjustment of the throttle responsiveness of the vehicle.

Systems and methods are provided for managing temperatures associated with a flow control assembly, such as a throttle loss recovery assembly. One exemplary method of operating a flow control assembly generating electrical energy in response to a bypass fluid flow influenced by an orientation of a flow control valve involves operating the flow control assembly to deliver the electrical energy to a vehicle electrical system and automatically adjusting operation to increase heat generation at the flow control assembly in response to a temperature condition, such as a potential icing condition or a cold start condition.

A joint in a system for conducting a fluid has a first duct and a second duct that is coupled together via fasteners. Typically, the fasteners are placed into tabs that are affixed to the ducts and shafts of the fasteners run in the same direction as the duct. When the ducts are plastic and the fasteners are metal, the plastic can creep more than the metal such that the joint fails to seal properly after a period of time. To avoid such a situation, a joint that has fasteners installed at an angle with respect to the ducts is disclosed. The tabs are also angled with respect to the ducts: tabs that form an obtuse angle with one of the ducts mate with tabs on the other duct that form a complementary acute angle. In one embodiment, shafts of pairs of fasteners are roughly perpendicular.

A throttle drive actuator for an engine includes a first magnet and a second magnet positioned adjacent the first magnet. The north pole of the second magnet is positioned opposite the south pole of the first magnet to create a first magnetic field, and the south pole of the second magnet is positioned opposite the north pole of the first magnet to create a second magnetic field. A direction of the second magnetic field is directed opposite a direction of the first magnetic field. An armature is positioned between the first magnet and the second magnet, the armature including windings. The armature rotates between the first magnet and the second magnet when the windings are energized, and the armature rotates a valve of a throttle body of the engine, to open a close an air passage of the throttle body.

A joint in a system for conducting a fluid has a first duct and a second duct that is coupled together via fasteners. Typically, the fasteners are placed into tabs that are affixed to the ducts and shafts of the fasteners run in the same direction as the duct. When the ducts are plastic and the fasteners are metal, the plastic can creep more than the metal such that the joint fails to seal properly after a period of time. To avoid such a situation, a joint that has fasteners installed at an angle with respect to the ducts is disclosed. The tabs are also angled with respect to the ducts: tabs that form an obtuse angle with one of the ducts mate with tabs on the other duct that form a complementary acute angle. In one embodiment, shafts of pairs of fasteners are roughly perpendicular.