"FIG. 1 schematically shows（概略的に示す）, in the form of a diagrammatic sketch（概略図）, a first embodiment of the internal combustion engine 1.
The internal combustion engine 1 has（有する）an intake system 2 for the supply of charge air and has（動詞の繰り返し） an exhaust-gas discharge system 3 for the discharge of the exhaust gases. An exhaust-gas turbocharger 4 is provided for（設ける）supercharging purposes（ために、目的）. The compressor 4a of the exhaust-gas turbocharger 4 is arranged（配設、配置）in an intake line 2a of the intake system 2, and the turbine 4b of the exhaust-gas turbocharger 4 is arranged in an exhaust line 3a of the exhaust-gas discharge system 3.
Various systems 5, 5a, 6, 6a, 7 for exhaust-gas aftertreatment（後処理）may be provided downstream of（下流）the turbine 4b.
Two selective catalytic converters（触媒コンバータ、排ガス浄化装置） 6, 7 may be provided for the reduction（還元） of nitrogen oxides, wherein（その場合）a further exhaust-gas aftertreatment system 5 is arranged upstream of（上流）said（前記、該）two selective catalytic converters 6, 7. In the present case（この場合、ここでは）, the further exhaust-gas aftertreatment system 5 is an oxidation catalytic converter 5a, wherein（そして、この場合） the selective catalytic converter 6, which is arranged downstream of（下流） the oxidation catalytic converter 5a in the exhaust line 3a, is formed（形成） integrally with a particle filter 6a as a combined exhaust-gas aftertreatment system. A second selective catalytic converter 7 is arranged in the exhaust-gas discharge system 3 downstream of the first selective catalytic converter 6 which（, which（非限定用法）の方がいいんじゃ？） is formed integrally with the particle filter 6a.
A bypass line 8 branches off from（分岐）the intake system 2 downstream of the compressor 4a and issues into（流入）the exhaust-gas discharge system 3 between the oxidation catalytic converter 5a and the combined exhaust-gas aftertreatment system comprising（から成る）the first selective catalytic converter 6 and the particle filter 6a.
A dosing device（注入装置）9 is provided for（ために設ける、配設） introducing liquid urea into the bypass line 8 in order to be able to（できるように）generate, that is to say（すなわち） provide, ammonia which serves as（働く、機能、役割）reducing agent for the selective catalytic converters 6, 7. A mixer 10 is provided in the bypass line 8 downstream of the dosing device 9, which mixer mixes the ammonia, which serves as reducing agent（無冠詞）, with the charge air in order to form as homogeneous an air-ammonia mixture as possible（できるだけ）, which flows through the catalytic converters 6, 7.
Likewise（同様）arranged in the bypass line 8 is（倒置） a control element 11 which serves for（働く、機能） adjusting the air flow rate conducted（通過） through the bypass line 8. A pivotable flap 11a serves as a control element 11.
FIG. 2 schematically shows, in the form of a diagrammatic sketch, a second embodiment of the internal combustion engine 1. It is sought to explain only the differences in relation to（相違のみを説明）the embodiment illustrated in FIG. 1, for which reason reference is otherwise made to FIG. 1. The same reference symbols have been used for the same components（同一の部品に同一の参照番号）.
By contrast to（対照、比較、対して）the embodiment illustrated in FIG. 1, no combined exhaust-gas aftertreatment system comprising a selective catalytic converter and a particle filter（不定冠詞；～なるもの） is provided in the case of the internal combustion engine 1 illustrated（示す） in FIG. 2. Instead, an oxidation catalytic converter 5a and a particle filter 6a, as further exhaust-gas aftertreatment systems 5, may be arranged in the exhaust-gas discharge system 3 upstream of a single selective catalytic converter 7. The oxidation catalytic converter 5a is arranged upstream of the particle filter 6a, wherein the bypass line 8 issues into the exhaust-gas discharge system 3 between the particle filter 6a and the selective catalytic converter 7.
Turning to（次に参照）FIGS. 3a and 3b an example method（例示的な方法） to control（for controllingにしたい気がする） the dosing temperature of the reductant is shown（示す）.
At（ステップで）402（番号のみ） the method may determine the desired torque. The desired torque may be determined from the engine speed（定冠詞）, driver input, various sensors, etc（等）.
At 404 the method may determine the desired boost pressure for the desired torque at step 402.
At 406 the method may adjust the boost pressure to the boost pressure desired determined at 404. The boost pressure may be adjusted to meet the boost pressure desired by adjusting one or more of the following: the variable turbo nozzle, a wastegate valve (not shown（図示しない）) positioned in an exhaust wastegate line (not shown) in parallel with the turbine for diverting a portion of exhaust flow across the turbine thereby controlling（それによって；分詞構文）exhaust flow through the turbine and boost. The control element also may be used to adjust boost by diverting air from the compressor away from the engine air intake.
At 408 the method may determine the ambient temperature and the compressor air temperature. For example, the temperatures may be measured by（により） sensors, determined from（から決定）engine operating parameters such as boost pressure, or may be estimated by（により推測）a simulation calculation.
At 410 the method may determine the dosing temperature. The dosing temperature may be determined for the ambient temperature and the compressor air temperature determined at 408. Further the dosing temperature may be determined by a sensor.
At 412 the method may determine if the dosing temperature is below a minimum threshold temperature. If no, the method may proceed to 414 and further determine if the dosing temperature is above a maximum threshold temperature. If no, the method may continue to（に続く）416 and no further steps may be needed. If yes at 414, the method may proceed to（進む、移行する） 418 and decrease the control element to decrease air flow from the compressor and increase the ambient air flow across the dosing device thereby decreasing its temperature.
...
At 424 the method may determine the allowed change in torque. The allowed change in torque may be determined based on（基づいて）engine load, tip in, engine temperature, etc. For example, at low load（無冠詞） the allowed change in torque may have a greater range and the method may give more weight to（重みを与える）temperature regulation of the bypass line. As another example（別の例）, at high load or medium load and tip in, the allowed change in torque may have a lower range and the method may give a lower weight to temperature regulation of the bypass line.
At 426 the method may determine if the change in torque is greater than the allowed change in torque. If no, the method may proceed to 428 and rejoin the method（戻る）at 412.
If yes, the method may proceed to 430 and determine if the change in torque is within a threshold to adjust the change in torque by throttle angle TA and/or injection timing. If no, the change in torque is outside the threshold the method may continue to 434. If yes, the method may proceed to 432 and adjust the TA and/or injection timing before rejoining the method at 426.
...
If no at 434, the method may end（終わる）." (Ford Global Technologies, LLC, US9057302)
"A system and method（無冠詞）for controlling temperature（無冠詞）of a urea reductant（還元剤）to form ammonia for NOx reduction in a selective catalytic reducer（還元装置）coupled to a turbocharged engine exhaust by portioning（分割する）a flow across the reductant of（ofの係り）one or more of the following: a combination of compressed air and ambient air; and/or a combination of the exhaust upstream and downstream the turbine." (Ford Global Technologies, LLC, US9057302)
全体が名詞句。
"Various methods and system are described for（methods and system for) determining ambient（外気、周囲の） humidity via an exhaust gas sensor disposed（配置、配設）in an exhaust system of a variable displacement engine. A reference voltage of a sensor coupled to（結合）an inactive engine bank is modulated between a first and second voltage（＊なぜか単数、同一名称複数部材の謎）"a first and a second voltages"? "first and second voltages"?）to estimate ambient humidity（無冠詞）. Concurrently（同時に）, a reference voltage of a sensor coupled to an active engine bank is modulated between the first and second voltage（voltages?）, or at the first voltage, to estimate fuel alcohol content（無冠詞）, or exhaust air-fuel ratio（無冠詞）, respectively." (Ford Global Technologies, LLC, US9057330)
[0055] FIG. 5 shows a flow chart illustrating a routine 500 for determining ambient humidity, exhaust air-fuel ratio, and/or burned fuel alcohol content based on the exhaust gas sensor of a variable displacement engine, such as the engine 10 described above with reference to FIGS. 1 and 2. Specifically, the routine determines if each of the measurements is desired and a reference voltage is applied to the corresponding exhaust gas sensor accordingly. For example, the reference voltage is applied to the sensor of the inactive engine bank and modulated between a first and second voltage to determine the ambient humidity. To determine the fuel alcohol content and the air-fuel ratio, the reference voltage is applied to the sensor of the active engine bank. The reference voltage is modulated between a first and second voltage to determine the fuel alcohol content and applied at the first voltage to determine the air-fuel ratio.
As an example, during low load conditions, cylinders on a first engine bank may be selectively deactivated while cylinders on a second engine bank remain active. This reduces pumping losses and improves engine efficiency. While fuel and spark to the first engine bank is deactivated, a first exhaust gas oxygen sensor coupled downstream of the first engine bank (but not the second engine bank) may be modulated for ambient humidity detection. Specifically, each of a first, lower voltage (e.g., 450 mV) and a second, higher voltage (e.g., 1080 mV) may be alternately applied on the sensor and a sensor output each voltage (e.g., a pumping current at each voltage) may be noted. Based on a difference between the first and second pumping currents, an ambient humidity may be estimated. Concurrently, while the second engine bank is active, a second exhaust gas oxygen sensor coupled downstream of the second engine bank (but not the second engine bank) may be modulated for fuel ethanol content detection and/or exhaust air-fuel ratio determination. Specifically, during a first condition, only the first voltage may be applied on the second sensor and an air-fuel ratio may be estimated based on a first pumping current output by the sensor. Then, during a second condition, each of the first and second voltage may be alternately applied on the second sensor and fuel ethanol content may be estimated based on a difference between the first and second pumping currents output by the sensor at the first and second voltages, respectively. An engine operating parameter of the active bank (e.g., fuel injection amount, spark timing, EGR amount, etc.) may then be adjusted based on the ambient humidity estimated on the inactive bank, as well as the air-fuel ratio and ethanol content estimated on the active bank.
As an example, during low load conditions, cylinders on a first engine bank may be selectively deactivated while cylinders on a second engine bank remain active. This reduces pumping losses and improves engine efficiency. While fuel and spark to the first engine bank is deactivated, a first exhaust gas oxygen sensor coupled downstream of the first engine bank (but not the second engine bank) may be modulated for ambient humidity detection. Specifically, each of a first, lower voltage (e.g., 450 mV) and a second, higher voltage (e.g., 1080 mV) may be alternately applied on the sensor and a sensor output each voltage (e.g., a pumping current at each voltage) may be noted. Based on a difference between the first and second pumping currents, an ambient humidity may be estimated. Concurrently, while the second engine bank is active, a second exhaust gas oxygen sensor coupled downstream of the second engine bank (but not the second engine bank) may be modulated for fuel ethanol content detection and/or exhaust air-fuel ratio determination. Specifically, during a first condition, only the first voltage may be applied on the second sensor and an air-fuel ratio may be estimated based on a first pumping current output by the sensor. Then, during a second condition, each of the first and second voltage may be alternately applied on the second sensor and fuel ethanol content may be estimated based on a difference between the first and second pumping currents output by the sensor at the first and second voltages, respectively. An engine operating parameter of the active bank (e.g., fuel injection amount, spark timing, EGR amount, etc.) may then be adjusted based on the ambient humidity estimated on the inactive bank, as well as the air-fuel ratio and ethanol content estimated on the active bank.
"Methods and systems are provided for adjusting an engine output delivered in response to an operator pedal actuation based at least on a grade（傾斜）of vehicle travel（車両の走行）. During uphill travel, in the presence of（～がある場合）headwinds（向い風、逆風；複数）, and/or in the presence of a vehicle payload, the output may be increased while during downhill travel or in the presence of tailwinds（追い風；複数）, the output may be decreased. In this way（このようにして）, driver fatigue during travel（走行中）over varying elevations, varying ambient conditions, and varying loads can be reduced."(Ford Global Technologies, LLC, US9062614)
"A system and method （無冠詞）for controlling an automatic stop-start system of an automotive vehicle is（are？）disclosed. The system monitors the status of the parking brake（定冠詞）to determine if the parking brake is in a state of transition between an applied state（入れた状態、作動状態）and a released state（解放状態）(in either direction). If the parking brake is in a state（既述だが不定冠詞） of transition, then the automatic（定冠詞）re-starting of the engine is inhibited（抑制、禁止）until the parking brake is no longer in a state of transition." (Ford Global Technologies, LLC, US9062618)
とゆーことは、Disclosed is a system and method for...でも別にいいんだろう。
