Abstract: A turbine combustor liner assembly includes a combustor liner having upstream and downstream ends; a transition duct attached to the downstream end of the combustor liner; a first flow sleeve surrounding the combustor liner, with a first radial flow passage therebetween; and a first annular inlet at an aft end of the flow sleeve, the inlet provided with a plurality of circumferentially spaced, angled flow vanes arranged to swirl air entering the first radial flow passage via the annular inlet.

Abstract: A turbine combustor liner assembly includes a combustor liner having upstream and downstream ends; a transition duct attached to the downstream end of the combustor liner; a first flow sleeve surrounding the combustor liner, with a first radial flow passage therebetween; and a first annular inlet at an aft end of the flow sleeve, the inlet provided with a plurality of circumferentially spaced, angled flow vanes arranged to swirl air entering the first radial flow passage via the annular inlet.

Abstract: A fuel control system for an internal combustion engine includes a first module that determines a corrected injected fuel mass based on an engine temperature and a measured burned fuel mass and a second module that determines a raw injected fuel mass based on the corrected injected fuel mass and the engine temperature. A third module regulates fueling to a cylinder of the engine based on the raw injected fuel mass.

Abstract: An engine control system that regulates fuel to an engine after lean idle operation includes a first module that determines a rich mass fuel rate based on a lean operation mass air flow and a stoichiometric air to fuel ratio (AFR) and that calculates a time rich based on the rich mass fuel rate. A second module regulates fuel to the engine during a rich operation period after the lean idle operation to provide the rich mass fuel rate for the time rich.

Abstract: A fuel control system for regulating fuel to cylinders of an internal combustion engine during an engine start and crank-to-run transition includes a first module that determines a raw injected fuel mass based on a utilized fuel fraction (UFF) model and a nominal fuel dynamics (NFD) and a second module that regulates fueling to a cylinder of the engine based on the raw injected fuel mass until a combustion event of the cylinder. Each of the UFF and NFD models is calibrated based on data from a plurality of test starts-that are based on a pre-defined test schedule.

Abstract: A fuel control system for regulating fuel to cylinders of an internal combustion engine during an engine start and crank-to-run transition includes a first module that determines a plurality of step-ahead cylinder air masses (GPOs) for a cylinder based on a plurality of GPO prediction models. A second module regulates fueling to a cylinder of the engine based on the plurality of step-ahead GPOs until a combustion event of the cylinder.

Abstract: A fuel control system for regulating fuel to cylinders of an internal combustion engine during an engine start and crank-to-run transition includes a first module that determines a plurality of step-ahead cylinder air masses (GPOs) for a cylinder based on a plurality of GPO prediction models. A second module regulates fueling to a cylinder of the engine based on the plurality of step-ahead GPOs until a combustion event of the cylinder. Each of the plurality of GPO prediction models is calibrated based on data from a plurality of test starts that are based on a pre-defined test schedule.

Abstract: An engine control system and method maintains an optimum exhaust fuel to air ratio in an internal combustion engine. A secondary air injection (SAI) pressure is measured in an SAI system. The SAI pressure measurement is converted into an SAI flow value. A fuel compensation value is obtained based on the SAI flow value. Fuel delivery is compensated to the engine based on the fuel compensation value. In a second embodiment, the fuel compensation value is obtained based on the SAI pressure measurement. Fuel delivery is compensated to the engine based on the fuel compensation value. In a third embodiment, a primary flow value is calculated at an air intake of the engine. A fuel compensation value is calculated based on the SAI flow and primary flow values. Fuel delivery to the engine is compensated based on the fuel compensation value.