Abstract: Exhaust gases (28) from an engine (16, 16?), input to turbo-compounder (20), drive a bladed turbine rotor (48) therein, which drives a generator (56, 56.1, 56.1?, 126, 126?, 126?), the output of which is used to electrically drive an induction motor (104, 104?), the rotor (106) of which is mechanically coupled to the engine (16, 16?) so as to provide for recovering power to the engine (16, 16?). The turbo-compounder (20) also incorporates a wastegate valve (36, 36?) to provide for the exhaust gases (28) to bypass the bladed turbine rotor (48). Upon startup the wastegate valve (36, 36?) is opened, and the generator may be decoupled from the engine (16, 16?). The generator (56, 56.1, 56.1?, 126, 126?, 126?) may be coupled to the engine (16, 16?) either by closure of a contactor (110, 110?), engagement of an electrically-controlled clutch (124), or by control of either a solid-state switching (125) or control system or an AC excitation signal (130), when the frequency (fGENERATOR) of the generator (56, 56.1, 56.

Abstract: An aircraft engine incorporates one or more externally-visible illuminators that are illuminated responsive to an activation signal. At least one of a quantity, a location, a pattern, a sequence, a color, or a color pattern of the one or more externally-visible illuminators, a control of at least one color of the one or more externally-visible illuminators, or a control of at least one intensity of the one or more externally-visible illuminators, is uniquely associated with the manufacturer of the aircraft engine, so as to provide for distinguishing the manufacturer of the aircraft engine while the aircraft engine is in operation in an aircraft.

Abstract: Exhaust gases (28) from an engine (16, 16?), input to turbo-compounder (20), drive a bladed turbine rotor (48) therein, which drives a generator (56, 56.1, 56.1?, 126, 126?, 126?), the output of which is used to electrically drive an induction motor (104, 104?), the rotor (106) of which is mechanically coupled to the engine (16, 16?) so as to provide for recovering power to the engine (16, 16?). The turbo-compounder (20) also incorporates a wastegate valve (36, 36?) to provide for the exhaust gases (28) to bypass the bladed turbine rotor (48). Upon startup the wastegate valve (36, 36?) is opened, and the generator may be decoupled from the engine (16, 16?). The generator (56, 56.1, 56.1?, 126, 126?, 126?) may be coupled to the engine (16, 16?) either by closure of a contactor (110, 110?), engagement of an electrically-controlled clutch (124), or by control of either a solid-state switching (125) or control system or an AC excitation signal (130), when the frequency (fGENERATOR) of the generator (56, 56.1, 56.

Abstract: A turbocharger ball-bearing assembly incorporates a cageless set of ceramic bearing balls operating within outer and inner bearing raceways, wherein the outer bearing raceway is on the inside of a fractured outer race. The fractured outer race is located in a counterbore of a center body of a turbocharger. The center body, in cooperation with the ball-bearing assembly, provides for rotationally supporting, and axially restraining, a rotor shaft of the turbocharger. The outside diameter of the fractured outer bearing race is less than a corresponding inside diameter of the counterbore, and the center body provides for supplying lubricant to an isolation annulus therebetween, so as to provide fir squeeze-film damping the ball-bearing assembly within the counterbore.

Abstract: A diffuser (10) comprises first (10.1) and second (10.2) annular portions bounded by forward (32) and aft (26) annular walls, wherein the first annular portion (10.1) is vaneless and radially within the second annular portion (10.2), and the second annular portion (10.2) is radially relatively compact and incorporates a plurality of vanes (48) with relatively high solidity, wherein the forward (32) or/and aft (26) annular walls is/are sloped so as to provide for meridional divergence within the second annular portion (10.2) of the diffuser (10), and the vanes (48) are shaped so as to substantially conform to the flow field within the second annular portion (10.2).

Abstract: A fluid-conduit collector (20, 20.x, 20a, 20b) spans across a plurality of collector-inlet interface structures (24, 24.1, 24.2, 24.3, 24?, 24?) and at least one fluidic diode element (26, 26.1, 26.2, 26.3, 26?, 26?). A branch inlet portion (20??, 20.1??, 20.2??, 20.3??) of at least one collector-inlet interface structure (24, 24.1, 24.2, 24.3, 24?, 24?), in fluid communication with a corresponding fluid-conduit runner portion (14, 14.x), provides for receiving fluid from a source of fluid (12). A main inlet portion (20.x?) of the collector-inlet interface structure in fluid communication with an outlet portion (20.x?) thereof defines a portion of the fluid conduit of the collector 20, 20.x, 20a 20b). The branch inlet to on 20??, 20.1??, 20.2??, 203??) is in fluid communication with the outlet portion (20.x?) via a collector inlet port (56?, 106) that is at least partially bounded by a relatively sharp-edged junction (60) with the fluid conduit of the collector (20. 20.x, 20a, 20b).

Abstract: A control schedule incorporating a relationship between corrected torque and inlet pressure is selected or determined responsive to a power-level command representative of a level of power to be transmitted to a controllable load by a single-spool turboshaft engine. At least a substantial portion of the control schedule provides for a flat-rated power level by the single-spool turboshaft engine substantially independent of associated inlet air pressure and inlet air temperature, and for at least one selectable mode of operation, the control schedule provides for minimizing or nearly minimizing a measure of fuel consumption, and for at least one other selectable mode of operation, the control schedule provides for operation at a substantially fixed level of rotational speed.

Abstract: An aftwardly-extending internally-threaded boss of a boreless-hub compressor rotor of a turbocharger engages a corresponding externally-threaded forward end portion of an associated rotor shaft of the turbocharger, wherein an internal surface of an inner race of an associated rolling-element bearing of the turbocharger is in engagement with both an external surface of the rotor shaft and an external surface of the internally-threaded boss of the boreless-hub compressor rotor, wherein the rotor shaft extends through the inner race of the rolling-element bearing.

Abstract: One of a controllable load and a fuel flow to a single-spool turboshaft engine is controlled so that a rotational speed of a single-spool turboshaft engine is substantially regulated to a level corresponding to a corrected rotational speed command, and the other of the fuel flow and the controllable load is controlled so that a torque transmitted from the single-spool turboshaft engine to the controllable load is substantially regulated to a level corresponding to a corrected torque command. Under at least one operating condition, the corrected rotational speed command is determined so as to minimize or nearly minimize a measure of fuel consumption by the single-spool turboshaft engine when operated so that the torque transmitted to the controllable load corresponds to the corrected torque command.

Abstract: Fuel (12) is supplied to a rotatable portion (118) of a gas turbine engine (10) comprising a rotor (24) and at least one blade (26, 26.1) operatively coupled thereto, so as to provide for cooling at least one of the rotor (24) or the at least one blade (26, 26.1) by transforming the fuel (12) to a vapor or gaseous state. The fuel (12) is discharged in a vapor or gaseous state from the rotatable portion (118) directly into a combustion chamber (16) of the gas turbine engine (10).

Abstract: Liquid fuel from a rotary fluid trap is atomized by a sharp edge on an inside surface of an aft cavity of a bladed rotor of a gas turbine engine and directed into each of a plurality of associated hollow blades through corresponding blade inlet ducts that are in fluid communication with corresponding aft hollow interior portions of each blade. A radially-extending central rib within each blade partitions the hollow interior thereof into aft and forward hollow interior portions that are in fluid communication through an associated opening in the central rib and through a radially-extending gap between the central rib and the interior surface of the blade. A blade outlet duct provides for fluid communication between the forward hollow interior portion and a forward cavity of the bladed rotor, and a rotor outlet duct provides for discharging the fuel from a radially-inboard portion of the forward cavity.

Abstract: A rotary injector (95, 222) comprising one or more radially-extending arms (93) provides for injecting fuel (12, 12.1, 12.4) into a combustion chamber (16). The combustion chamber (16) receives air (14) from locations upstream and down-stream of the rotary injector (95, 222), and the arms (93) of the rotary injector (95, 222) are adapted so that a pressure (P2) in the combustion chamber (16) upstream of the rotary injector (95, 222) is less than a pressure (P0) in a plenum (212) supplying air (14) to the combustion chamber (16) upstream of the rotary injector (95, 222).

Abstract: A first trailing edge portion of a scarfed jet engine exhaust nozzle aft of a second trailing edge portion relative to a central axis of an associated exhaust duct causes an automatic nozzle-pressure-ratio responsive transverse deflection of the associated exhaust flow away from the first trailing edge portion. When offset from both the center of gravity (CG) and the central longitudinal axis of an aircraft, at a relatively low nozzle pressure ratio, e.g. during takeoff, the thrust vector from the exhaust flow acts relatively close to the CG, whereas at a relatively high nozzle pressure ratio, e.g. during relatively high-speed cruise, the scarfed exhaust nozzle deflects the exhaust flow so that the resulting thrust vector is relatively parallel to the path of the aircraft. With the final portion of the exhaust duct skewed, the primary axis of the jet engine can be relatively parallel to the path of the aircraft.

Abstract: A first orifice on a first inner surface of a first annular zone of a forward-bounded annular combustor provides for injecting air forward and radially outwards thereinto, from a location aft of a fuel slinger/injector. A radial dimension of a first outer surface of the first annular zone exceeds that of a corresponding first inner surface. A radial dimension of a second outer surface of a second annular zone of the annular combustor—aft of the first annular zone—exceeds that of a corresponding second inner surface. The first and second outer surfaces, and the first and second inner surfaces, are respectively coupled by transitional outer and inner surfaces of an annular transition zone located therebetween. The radial dimensions of the transitional outer and inner surfaces at the junctions with the corresponding second surfaces exceed the corresponding radial dimensions at the junctions with the corresponding first surfaces.

Abstract: One of a controllable load and a fuel flow to a single-spool turboshaft engine is controlled so that a rotational speed of a single-spool turboshaft engine is substantially regulated to a level corresponding to a corrected rotational speed command, and the other of the fuel flow and the controllable load is controlled so that a torque transmitted from the single-spool turboshaft engine to the controllable load is substantially regulated to a level corresponding to a corrected torque command. Under at least one operating condition, the corrected rotational speed command is determined so as to minimize or nearly minimize a measure of fuel consumption by the single-spool turboshaft engine when operated so that the torque transmitted to the controllable load corresponds to the corrected torque command.

Abstract: Fuel and air are injected in a first poloidal flow in a first poloidal direction within a first annular zone of an annular combustor. A first combustion gas from the at least partial combustion of the fuel and air is discharged into an annular transition zone of the annular combustor and transformed to a second combustion gas therein within an at least partial second poloidal flow followed by an at least partial third poloidal flow in the annular transition zone, wherein the direction of the second poloidal flow is opposite to that of the first and third poloidal flows. The second combustion gas is discharged into a second annular zone of the annular combustor, and then transformed to a third combustion gas therein before being discharged therefrom, responsive to which a back pressure is generated in the annular combustor.

Abstract: A controller receives a power-level command representative of a level of power to be transmitted by a single-spool turboshaft engine to a controllable load. A torque command determined responsive to a measure of inlet pressure, from a control schedule responsive to the power-level command, is representative of a level of torque to be transmitted by an element to drive the controllable load. Under some operating conditions, a rotational speed command provides for at least nearly minimizing a measure of associated fuel consumption when the transmitted torque is regulated to the level corresponding to the torque command by controlling one of the controllable load and a fuel flow to the engine, and the other of the controllable load and the fuel flow to the engine is controlled so as to regulate an associated rotational speed to a level corresponding to the rotational speed command.

Abstract: Lubrication fluid is discharged through an axial gap between a outer bearing race and a bearing housing from a cavity bounded in part by a forward surface of the outer bearing race that is axially slideable within the bearing housing so as to provide for changing the axial gap. The pressure in the cavity is automatically controlled responsive to an axial force on outer bearing race by an axial position of the outer bearing race that determines a size of the axial gap, so as to provide for increasing the pressure responsive to increasing axial force over at least a portion of an operating range. The lubrication fluid in the axial gap provides for isolating axial vibrations of the outer bearing race relative to the bearing housing.

Abstract: An internal combustion engine cylinder head is based upon a one-piece structure including a number of exhaust runners, an exhaust collector, and a turbocharger exhaust turbine housing, all formed as one-piece.

Abstract: A load applied to a low pressure spool of a two-spool turboshaft engine is controlled responsive to inlet pressure and temperature so as to regulate a relationship between the rotational speeds of the low and high pressure spools of the two-spool turboshaft engine so as to provide for operating the low pressure compressor attached to the low pressure spool with sufficient surge margin.