Abstract: A seal device of a turbine includes: at least one step surface disposed on a radially outer surface of a rotor blade facing a first radial-directional gap or on an outer peripheral surface of a rotor facing a second radial-directional gap, the at least one step surface facing upstream in a flow direction of a fluid and dividing the radially outer surface of the rotor blade or the outer peripheral surface of the rotor into at least two sections in an axial direction of the rotor; at least two seal fins protruding toward the at least two sections, respectively, from a surrounding member or the stationary vane, and facing the at least two sections via a seal gap, respectively, the at least two seal fins forming a cavity which extends over the at least one step surface in the axial direction of the rotor between each other.

Abstract: Provided is a grounding structure for an internal combustion engine, including a resinous body 2 configured to be attached to an engine body 7 and having a recessed portion 6 formed on a side thereof facing the engine body 7; a nut portion 13 integrally provided in the body 2, wherein the nut portion 13 includes a first end portion 13a opened into the recessed portion 6 and is made of a conductive material; and an oil pressure switch 5 configured to be attached to a second end portion 13b of the nut portion 13; and a conductive spring 16 arranged inside the recessed portion 6, wherein the conductive spring 16 is attached to the first end portion 13a of the nut portion 13 and is pressed against the engine body 7.

Abstract: A fuel supply system having a low pressure region, a pumping device to deliver fuel from the low pressure region to a high pressure region. In the high pressure region between the pumping device and injectors there is a pressure storage system that is permanently under high pressure. The pressure storage system has a plurality of distributor units each with at least three connections connected in series. A respective injector connection of each distributor unit is connected to at least one injector each via a high pressure line that is under high pressure at times dependent on the injection cycle. Each distributor unit of the pressure storage system is assigned an individual leakage detection device. Each distributor unit is assigned a non-return valve, which allows a leakage flow starting out from the respective distributor unit in the direction of the pumping device.

Abstract: A rotor blade includes a main body that extends radially outward from a first end to a second end, and includes a platform at the second end that extends circumferentially between opposing first and second sidewalls. The platform includes a first lateral wall that is situated between leading and trailing edges of the platform. The first lateral wall extends circumferentially between the first and second sidewalls and radially outward from the platform. The first lateral wall includes an extension that extends the first lateral wall circumferentially outward from the first sidewall. Respective portions of the first and second sidewalls adjacent to the first lateral wall reside in respective first and second planes, and the extension includes an outer face situated outside of the first and second planes. A majority of the first lateral wall includes a first material, and the outer face includes a second material having a different resistance to wear than the first material.

Abstract: Disclosed is a gas turbine engine comprising: a low pressure spool having a low pressure compressor and a low pressure turbine connected by a low pressure shaft; a reduction gear train having a sun gear, a carrier having a plurality of planet gears attached thereto, and a ring gear, wherein the sun gear is driveably connected to the low pressure shaft, and either of carrier and ring gear provides an output drive connected to a propulsive fan; wherein the connection between the low pressure shaft and the sun gear includes a flexible drive shaft having serially connected concentrically nested first and second input shafts between the low pressure shaft and sun gear.

Abstract: One embodiment is a fuel system for an internal combustion engine including a fuel pump having a fuel pump gear operable to drive the fuel pump to pressurize fuel. The fuel pump gear is offset relative to engine top dead center by a predetermined angle to reduce a sound or noise. The offset can be determined by selecting the minimum sound produced over a range of offsets or operating conditions.

Abstract: A diagnostic device for a fuel vapor treatment system having: a canister that captures fuel vapor generated in a fuel tank; a purge passage for purging fuel vapor from the canister to an intake passage of an internal combustion engine; a purge valve provided in the purge passage to adjust a flow rate of fuel vapor; a processing device that depressurize an fuel vapor path extending from the fuel tank to the purge valve via the canister by a pump and performs a diagnostic processing for diagnosing a leak of fuel vapor from the fuel vapor path based on a change in pressure in the fuel vapor path during depressurization; and an angle detection device that detects an angle of inclination of the vehicle. The processing device determines, based on an inclination angle of the vehicle detected by the angle detection device, whether the diagnostic processing can be performed.

Abstract: A throttle control module comprises a primary throttle position module, a redundant throttle position module, and a remedial action module. The primary throttle position module transforms a primary throttle area signal indicating desired throttle area into a primary throttle position signal indicating a first desired throttle position of a throttle valve. The throttle valve is actuated based upon the primary throttle position signal. The redundant throttle position module transforms a redundant throttle area signal indicating desired throttle area into a redundant throttle position signal indicating a second desired throttle position of the throttle valve. The remedial action module selectively generates a remedial action signal based upon a comparison of the first and second desired throttle positions.

Abstract: An engine is operated with air-fuel ratio F/B control interrupted, by regarding an alcohol concentration value ALC1 inputted from outside as a tentative concentration value, and by detecting the rotation-speed fluctuation amount of an engine, the appropriateness of the tentative concentration value is determined. In the case where it is determined that the tentative concentration value is appropriate, an estimated alcohol concentration value ALC2 stored in a storage means is replaced by the tentatively changed alcohol concentration value ALC1.

Abstract: A fuel injection controller (incorporated in an engine control ECU) for controlling an injection operation of an injector has a program for executing injections in plural injection patterns including an injection pattern of a multiple injection in a certain order into a certain cylinder of the engine during non-injection operation and a program for obtaining sums of fluctuation degrees of an engine operating condition due to all the injections in a first injection unit composed of one (single stage injection) of the plural patterns and all the injections in a second injection unit composed of a different one (multiple injection of two stages) of the plural patterns which are executed by the former program, with an injection condition (cylinder number and data number N).

Abstract: An apparatus for providing pressurized fuel for an engine includes an electric motor operative to crank said engine, a fuel pump, and a gear reduction device. This gear reduction device includes a worm and worm wheel and operates to receive a high speed input from said electric motor and to deliver a low speed output to said fuel pump.

Abstract: In order to control an internal combustion engine according to the invention, a polytropic exponent is determined in accordance with at least two measured values of the pressure in the combustion chamber of the cylinder, said measured values being detected after closing the gas discharge valve and before successively opening the gas intake valve. An exhaust gas mass which is located in the cylinder after closing the gas discharge valve and before successively opening the gas intake valve is determined according to the polytropic exponent at an estimated value of the pressure after closing the gas discharge valve and before successively opening the gas intake valve as well as at a certain temperature of the exhaust gas located in the cylinder after closing the gas discharge valve and before successively opening the gas intake valve. An actuation signal for controlling an actuating member of the internal combustion engine is generated in accordance with the determined exhaust gas mass.

Abstract: Disclosed is an upper structure of an engine having three or more cylinders arranged in a row. A first one of a pair of adjacent cylinders among at least three of the cylinders serially arranged in a cylinder row direction is provided with a second spark plug at a position on an opposite side of a second one of the pair of adjacent cylinders, and the second one of the pair of adjacent cylinders is provided with a second spark plug at a position on an opposite side of the first one of the pair of adjacent cylinders. The present invention can provide enhanced flexibility in design of a head cover of the engine.

Abstract: An example engine method utilizes a first intake valve actuated by a first camshaft once every four piston strokes and a second intake valve actuated by a second camshaft once every four piston strokes, but out of phase with the first intake valve actuation, to provide two-stroke operation. Transitions between two and four stroke operation are provided by deactivation and activation of the second intake valve. In this way, the engine may be selectively operated in a two stroke cycle or a four stroke cycle by activating or deactivating one of the intake valves while another of the intake valves continues to operate.

Abstract: Described herein is a control system for controlling the emissions of fuel vapors from a vehicle comprising a first adsorption system and a second adsorption system. The first adsorption system is formed by a canister preferably filled with activated carbons having a grain size greater than 4 mm. The second adsorption system is made up of a tubular housing, which has a ratio between the equivalent diameter D and the axial height H of between 1:2.5 and 1:4.5 and is filled with activated carbons having a grain size greater than 4 mm.

Abstract: A fuel injection control apparatus includes: an internal combustion engine; a fuel injection unit provided in the internal combustion engine; an intake state detection unit that detects an intake state value indicating an intake state of the internal combustion engine, and that outputs an intake state signal; and a control unit to which the intake state signal is input, that determines based on the intake state signal whether or not the internal combustion engine is on an intake stroke, and that controls the fuel injection unit so that an initial fuel injection is performed in order to start up the engine when the control unit determines that the engine is on an intake stroke.

Abstract: Target rotation speed at a reference point, which is set at a top dead center (TDC) preceding a target stop position of engine rotation by a predetermined crank angle, is set. A target trajectory of an engine rotation behavior extending since an engine rotation stop behavior starts until the target rotation speed at the reference point is reached is calculated based on the target rotation speed at the reference point and an engine friction. Torque of an alternator (electric machinery) is controlled to conform the engine rotation behavior to the target trajectory during the engine rotation stop behavior. The target rotation speed at the reference point is set to rotation speed that is equal to or lower than lower limit rotation speed of a rotation speed range, where the torque of the alternator is generated, and that is close to the lower limit rotation speed.

Abstract: An engine ignition control apparatus for controlling ignition of a multi-cylinder, 4-cycle engine includes dual ignition coils for controlling ignition timing of the respective cylinders during engine operation. The engine ignition control apparatus includes a stroke determination unit for determining a stroke based on crank pulses and on an output signal of an intake pressure sensor. The engine ignition control apparatus also includes an ignition map allocation unit for allocating ignition maps to the respective cylinders of two ignition systems, each having a pair of cylinders with a same phase, before the stroke determination. The ignition map allocation unit also allocates ignition maps independently to each of the respective cylinders after the stroke determination. The engine ignition control apparatus also includes an ignition timing calculation unit for calculating ignition timing of the respective ignition coils based on the ignition maps allocated to the respective cylinders.

Abstract: An evaporated fuel gas concentration learning section A8 renews an evaporated fuel gas concentration learning value based on a feedback correction amount FAF. An estimated purge rate calculating section A9 estimates, a flow of an evaporated fuel gas introduced into a combustion chamber based on a flow KP of an evaporated fuel gas passing through a purge control valve in consideration of a transportation delay time duration and a behavior of the evaporated fuel gas. An instructed injection amount determining section A10 calculates a purge correction amount based on the evaporated fuel gas concentration learning value and the estimated purge flow.

Abstract: A solitary fuel injector for a diesel engine that is capable of injecting fuel for a homogeneous charge compression ignition injection event, a conventional injection event. The solitary fuel injector also has a mixed mode that includes a homogeneous charge compression ignition injection and a conventional injection in a single compression stroke for the engine.