Abstract: The invention relates to a rotary assembly for a turbomachine, comprising: a disk (16) having an external periphery exhibiting an alternation of slots (22) and of teeth (20), vanes (14) extending radially from the disk (16), the roots (24) of which are engaged axially and retained radially in the slots (22) of the disk, upstream and/or downstream of the disk, an annular sealing flange (52) of cavities (36) formed radially between, respectively, the roots of the vanes and the bottoms of the slots of the disk, said flange comprising an external part (56) arranged axially facing the upstream and/or downstream ends, respectively, of the teeth of the disk and of the roots of the vanes.

Abstract: A system and method for controlling automatic start/stop operations for an engine. While the engine is shutdown, operation of the engine may be automatically started upon expiration of a threshold time limit or in response to one or more adverse or deteriorated conditions of a power storage device, such as, for example, a state of health, state of function, or state of charge of the power storage device. After the engine has been automatically started, the ability of the controller to subsequently automatically stop the operation of the engine may be disabled until at least one secondary condition is satisfied. Upon satisfaction of the at least one secondary condition, the controller may again be enabled to at least automatically stop the operation of the engine.

Abstract: A shield member is disposed over a gap between platform portions of adjacent turbine rotor blades, made from a ceramic matrix composite, and configured to shield the gap between the platform portions.

Abstract: Disclosed herein is an exhaust gas cooler. The exhaust gas cooler may include a heat exchange pipe received in cooling water of an engine, and through which exhaust gas of the engine passes to exchange heat with the cooling water, and a plate configured to mount the heat exchange pipe to the engine. The heat exchange pipe may include a first pipe unit communicating with an inlet hole for exhaust gas and changing a flow direction of exhaust gas drawn from the inlet hole, a second pipe unit communicating with the first pipe unit, and a third pipe unit communicating with an exhaust gas return hole and the second pipe and changing a flow direction of exhaust gas to guide the exhaust gas to the return hole. A heat dissipation fin may be provided in an internal passage of the second pipe unit.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, during a cold start, a method may include adjusting a position of a first valve disposed in an exhaust gas recirculation (EGR) passage based on an engine operating condition, the EGR passage coupled between the first exhaust manifold coupled to a first set of exhaust valves and the intake passage, upstream of a compressor. As one example, the engine operating condition may include an engine temperature or a temperature of a catalyst disposed in the exhaust passage.

Abstract: A first electromagnetic valve includes a suction port that communicates with a purge pipe and sucks vaporized gas from a canister, a discharge port that communicates with a first purge pipe and discharges the vaporized gas to a downstream side of a throttle, a branch port that communicates with second purge pipes to which a second electromagnetic valve is attached and causes the vaporized gas to branch off to an upstream side of a compressor, a branch passage that diverges into and communicates with the suction port, the discharge port and the branch port. The branch passage includes a chamber having an inner diameter larger than each inner diameter of the ports.

Abstract: Disclosed is an engine starting control method for a flexible fuel vehicle (FFV) of supplying the heated fuel to the engine by heating an injector heater during cranking when it is determined that cranking condition and fuel heating condition are satisfied at the time of starting the vehicle having a starting auxiliary device for cranking the engine of FFV and a device for heating the fuel using the injector heater provided in an injector, wherein a pre-injection is auxiliary performed prior to a main injection during cold starting of the engine when the heating time of the injector heater exceeds a predetermined value, allowing stable starting with low fuel consumption at a time of cold starting an engine using ethanol fuel in winter.

Abstract: An engine system includes an engine, an atmospheric pressure sensor, an intake pressure sensor, and an electronic control unit. The electronic control unit is configured to execute atmospheric pressure learning for learning a relation between atmospheric pressure and an intake air amount of the engine based on the atmospheric pressure detected by the atmospheric pressure sensor, and execute fuel injection control of the engine using an initial value of an intake air amount model obtained based on the atmospheric pressure learning. The electronic control unit is configured to execute the fuel injection control of the engine using an initial value of the intake air amount model obtained based on the intake pressure detected by the intake pressure sensor, when rotational speed of the engine is less than a specified rotational speed at start of the fuel injection control of the engine.

Abstract: A control device for an internal combustion engine provided with a combustion control part sequentially injecting at least a primary auxiliary fuel, secondary auxiliary fuel, and main fuel from a fuel injector in predetermined operating regions, causing compressive ignition sequentially from a premix containing the primary auxiliary fuel after injection of the main fuel, and causing compressive ignition of a premix containing the main fuel using heat generated when causing compressive ignition of a premix containing the secondary auxiliary fuel, the combustion control part setting a target injection amount and target injection timing of the primary auxiliary fuel so that a peak value and a slant of a heat generation rate pattern formed by a premix containing the primary auxiliary fuel is smaller than peak values and slants of heat generation rate patterns formed by the premixes containing the secondary auxiliary fuel and the main fuel.

Abstract: Wheel disc arrangement has a wheel disc, a plurality of blade devices fastened along the outer circumference, and a plurality of sealing plates held in two radially spaced-apart annular grooves. The first annular groove is bounded axially outwards by an annular projection. The second annular groove is defined by a plurality of adjacently arranged annular groove segments in the individual blade devices. The first annular groove is of undercut design and has at least two axially opposite and protruding holding projections with a respective bearing surface. The sealing plates have, in the inside diameter, two supporting projections corresponding to the holding projections, axially opposite and face away from one another, with a supporting surface. The arrangement is configured such that the supporting surfaces of the sealing plates are supported against the bearing surfaces of the holding projections under the effect of a centrifugal force.

Abstract: The purpose of the present invention is to provide a control device for an internal combustion engine with which it is possible to favorably control an engine even if there could occur a difference in temperatures of fuel injected into respective cylinders. The present invention is a control device for an internal combustion engine, for controlling an internal combustion engine provided with fuel injection valves for directly injecting fuel respectively to a plurality of cylinders, wherein: the control device is provided with a fuel temperature acquiring means for acquiring respective temperatures of fuel injected to each of the cylinders; and at least one of a fuel injection valve control amount, ignition control amount, and intake and exhaust valve control amount of each of the cylinders is set in accordance with the respective temperatures of fuel acquired by the fuel temperature acquiring means.

Abstract: The present invention relates to control of an opening degree of an exhaust gas recirculation (EGR) valve which is provided in an engine which uses compressed natural gas as fuel. A method for controlling an EGR valve of an engine according to the present invention includes: calculating the amount of exhaust gas to be transferred from an exhaust line to an intake line according to engine operating conditions; regulating an opening degree of an EGR valve based on the calculated amount of exhaust gas; measuring a temperature of exhaust gas discharged from a combustion chamber; and increasing the opening degree of the EGR valve by a preset increment when the temperature of the exhaust gas discharged from the combustion chamber exceeds a preset reference temperature.

Abstract: Use of a liquid fuel composition comprising (a) a gasoline base fuel and (b) from 0.5 to 50% v/v of naphtha as a fuel for a spark ignition internal combustion engine, wherein the spark ignition internal combustion engine is comprised within the powertrain of a hybrid electric vehicle.

Abstract: An ignition apparatus for an internal combustion engine is provided. The ignition apparatus includes an ECU. The ECU calculates a target value E* of an energy input amount of energy inputted into a spark plug based on an in-cylinder flow velocity v, a cylinder pressure P, and an air-fuel ratio AFR. The ECU also calculates a command value I* of a secondary current based on the in-cylinder flow velocity and control an operation of a second circuit according to the target value E* and the command value I*. The calculation of the target value E* using the in-cylinder flow velocity v, the cylinder pressure P, and the air fuel ratio AFR enables the energy input amount to be controlled according to the operating state of the internal combustion engine. The calculation of the command value I* based on the in-cylinder flow velocity v enables the secondary current to be controlled so as to eliminate a risk of the blowout of sparks.

Abstract: When cold and in the non-coated state, the aerodynamic profile is substantially identical to a nominal profile determined by the Cartesian coordinates X,Y, Zadim given in Table 1, in which the coordinate Zadim is the quotient D/H where D is the distance of the point under consideration from a first reference plane P0 situated at the base of the nominal profile, and H is the height of said profile measured from the first reference plane to a second reference plane P1. The measurements D and H are taken radially relative to the axis of the turbine, while the X coordinate is measured in the axial direction of the turbine.

Abstract: A controller for an internal combustion engine includes a crank angle detector and an ECU. The ECU is configured to: (a) calculate a mass fraction burned; (b) acquire the crank angle, which is detected by the crank angle detector when the mass fraction burned reaches a predetermined mass fraction burned, as a specified crank angle; and (c) control at least one of an amount of fuel injected, an amount of intake air, or ignition energy on the basis of a first difference. The first difference is a difference between a first parameter and a second parameter. The first parameter is a crank angle period from an ignition time to the specified crank angle or a correlation value of the crank angle period. The second parameter is a target value of the crank angle period or a target value of the correlation value.

Abstract: An EGR control device includes: a tumble generation valve, a recirculation passage, an EGR valve, an EGR valve opening degree deriving unit, and an EGR valve control unit. The tumble generation valve is configured to adjust a passage area of an intake passage of an engine. The recirculation passage is configured to recirculate an exhaust gas from an exhaust passage of the engine to the intake passage. The EGR valve is disposed on the recirculation passage and configured to open and close the recirculation passage. The EGR valve opening degree deriving unit is configured to derive an opening degree of the EGR valve on a basis of an engine speed, an engine load, and a tumble generation valve opening and closing rate. The EGR valve control unit is configured to drive and control the EGR valve to achieve the opening degree derived by the EGR valve opening degree deriving unit.

Abstract: System and method are disclosed for vehicle accessory power management. An example vehicle includes an engine configured to operate in a start-stop mode, and a power management system. The power management system is configured to receive an input requesting use of a vehicle accessory in an accessory mode, and responsive to the input, reduce an electrical load, disable the start-stop mode, and enable use of the accessory mode.

Abstract: Methods and systems are provided for learning a transport delay for individual cylinders that is associated with maldistribution of water among cylinders during a water injection event. Differences in knock intensity between individual cylinders, following a water injection, are used to identify water maldistribution. Differences in the amount and timing of an engine dilution effect following a manifold water injection are learned via an intake oxygen sensor and used to reduce cylinder-to-cylinder imbalance in water delivery.

Abstract: An internal combustion engine includes an engine block including a cylinder, a piston positioned within the cylinder, a crankshaft configured to be driven by the piston, a fuel supply system for supplying an air-fuel mixture to the cylinder, an ignition system, an electric starting system including a starter motor, and an ultracapacitor mounted on the engine, the ultracapacitor configured to power the starter motor to start the engine. A related garden tool is also disclosed.