Abstract: Various systems and methods are described for an engine system with an exhaust gas treatment system including a particulate filter. In one example method, accumulated hydrocarbons are removed from the exhaust gas treatment system by increasing an exhaust gas temperature to a first temperature responsive to a particulate filter regeneration request during extended cold idle operation. After a predetermined duration, the exhaust gas temperature is increased to a second, higher temperature to regenerate the particulate filter.

Abstract: A contact-type infrared temperature sensor 1 for high temperature measurement is provided with: a heat-resistant cylindrical member 2, having a cylindrical shape with one end as a closed section 21 and the other end as an open section 22; an infrared temperature detecting member 4, disposed facing and spaced from the closed section 21, and including no infrared filter; and an optical function section 33, having an infrared light inlet 31 disposed facing and spaced from the closed section 21 by a predetermined dimension, restricting infrared light radiated from the region spaced between the temperature-sensitive section and the infrared light inlet by the predetermined dimension to a range of the region by the infrared light inlet 31 and guiding the infrared light to the infrared temperature detecting member 4.

Abstract: An exhaust system includes an ability to adjust the noise and performance of a vehicle. In one version, the system includes a pipe having an inlet connectable to an engine of the vehicle, with a valve configured to selectively direct the exhaust flow either through the muffler and its typical spiral baffles, or alternatively to be diverted for a more direct exhaust path without travelling through the spiral baffles for muffling effect.

Abstract: A cooling system for an engine system includes an engine coolant path inside an internal combustion engine and a turbine coolant path inside a turbocharger. A switching section is selectively switched to one of a first operation mode, in which coolant in the cooling system is permitted to flow through the engine coolant path and the turbine coolant path, and a second operation mode, in which the coolant in the cooling system is permitted to flow only through the engine coolant path, while not being permitted to flow through the turbine coolant path. When the switching section is in the first operation mode and a basic flow rate calculated based on an engine operating state is larger than an actual flow rate detected by a flow rate sensor by at least a determination amount, the switching section is switched to the second operation mode.

Abstract: A coolant pump (1) of an internal combustion engine, having a pump casing (2), in which a pump shaft (3) is rotatably supported by a water pump bearing assembly (4) and an impeller (6) connected in a rotationally fixed manner to the pump shaft (3) is associated with an intake space (7). During a rotation of the impeller (6) together with associated blades (8), a coolant as a working medium is pumped from the intake space (7), via a coolant outlet of the coolant pump (1), into a cooling system of the internal combustion engine. A dirt trap is associated as a functional module (12a) with the impeller (6) on a side facing away from the intake space (7), wherein the working medium flows into the functional module (12a) from the intake space via at least one opening (13) introduced into the impeller and emerges via a flow outlet (15a).

Abstract: A process is provided for improving combustion control and fuel efficiency in rotary and reciprocating IC engines by enabling leaner combustion at higher compression ratios using less heat for ignition. Embodiments employ secondary chambers of minimal total volume within a cylinder periphery. These chambers communicate with a main chamber via conduits and enable a radical ignition (“RI”) species generation and supply process that starts in earlier cycles to be augmented and used in later cycles. Measures regulate the RI species generated and provided to the main chamber. These species alter dominant chain-initiation reactions of the combustion ignition mechanism. Also employed when preferable are fluids of higher heat of vaporization and volatility but lower ignitability than the fuel. This process improves combustion in radical ignition engines and radical augmented spark and compression ignition engines.

Abstract: A charge air system of a motor vehicle having a charger disposed in a charge air circuit and an air-cooled charge air cooler in fluid communication with the charger. The charge air system further includes a pre-cooler is in fluid communication with the air-cooled charge air cooler and an engine coolant circuit in heat exchange communication with the pre-cooler. The engine coolant circuit configured to deliver a flow of coolant through an engine of the motor vehicle.

Abstract: A cylinder head of a static spark-ignited gas engine may include at least two exhaust ports, at least two inlet ports, at least one cylinder axis, and a bottom side. Each inlet port runs to the bottom side of the cylinder head and may have a valve seat for inlet valve. Each valve seat may have a corresponding center axis. At least one inlet port has a countersink in the border area of the bottom side. The countersink may have an offset axis shifted from the corresponding center axis. The countersink may also have a maximum radius with reference to the corresponding center axis. The maximum radius and a straight line may form an angle ?. The straight line may connect the cylinder axis with the corresponding center axis. The angle ? may fulfill the following condition: 70°<=?<=110°.

Abstract: A two-stroke internal combustion engine includes at least one gaseous communication charge passage between a crankcase chamber and a combustion chamber of the engine and a piston to open and close the top end of the transfer passage. The air inlet port to the transfer passage for stratified scavenging is opened and closed by the piston that has passages and cutouts. The charge inlet to the crankcase chamber is opened and closed by the piston. The air inlet passage is substantially asymmetrical to the layout of the transfer passages and are closer to one transfer passage compared to the other. The internal air passage in the piston is substantially parallel to the piston pin and the single air inlet passage is laterally off-set from the air-fuel inlet passage. The transfer passages are cover by plates to make them closed passages having opening at the transfer port in the cylinder and opening in the crankcase chamber for periodical gaseous communication between the crankcase chamber and the combustion chamber.

Abstract: An engine adapted for installation within a sailplane, comprising: a charger assembly a charger cylinder comprising: a inlet port for receiving fuel mixture; and an outlet port; and a charger piston reciprocally disposed within the charger cylinder such that, the charger piston is movable between top and bottom positions, the charger cylinder to receive the fuel mixture there within when the charger piston is at the top position, the fuel mixture to egress through the outlet port as the charger piston slides to the bottom position.

Abstract: An actuator of a variable compression ratio mechanism includes: a control link; an arm link; a control shaft; a housing including a receiving portion in which a connection portion between the second end portion of the control link and the arm link is received, and a support hole formed within the housing, and rotatably supporting the control shaft; and a speed reduction device, the control shaft including a fixing portion inserted and fixed within the receiving portion in a fixing hole formed in the arm link at a predetermined axial position, and a first journal portion which is formed at a tip end portion of the control shaft, which has a diameter smaller than a diameter of the fixing portion, and which is supported by a first bearing hole formed in the support hole.

Abstract: A filtering chamber for a gas turbine having a combustor, compressor and air inlet duct, and a corresponding maintenance method is described. The filtering chamber includes a first chamber in an inlet plenum; a second chamber in the inlet plenum; and an air bypass mechanism configured to reduce a pressure difference across a final filter that separates the first chamber from the second chamber.

Abstract: The present disclosure relates generally to a dual oil supply tube for a gas turbine engine. The dual oil supply tube locates a scheduled damper supply tube inside a compartment oil supply tube which remains full while the engine is operating.

Abstract: A system includes a turbine engine having a fuel injector. The fuel injector includes fluid ducts, each having a fuel inlet coupled to a distinct fuel source. The system includes a compressed air source that provides compressed air simultaneously to the fluid ducts, and a convergence point where combined fuel and air streams from the ducts are mixed. The fuel inlets are in a parallel flow arrangement such that no fuel from one fuel injector is present at another fuel injector.

Abstract: A turbomachine assembly comprising a device that attenuates noise by ejecting jets of fluid, this device comprising fluid supply ducts, fluid ejection tubes and a distribution duct of annular shape. The distribution duct is connected firstly to inlets of the ejection tubes and secondly to outlets of the fluid supply ducts so as to create a flow path for the circulation of fluid from the inlets of the fluid supply ducts to the outlets of the ejection tubes.

Abstract: An aircraft turbomachine including a lubricant circulation pipe and a hydraulic pipe for controlling an actuator for changing a pitch of blades of a propeller of the turbomachine. The assembly, integrated to a receiver of the turbomachine, further includes a mechanism forming a thermal bridge between the lubricant circulation pipe and the hydraulic pipe.

Abstract: A static structure of a gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, an outer platform, an inner platform, an airfoil that extends between the outer platform and the inner platform, a service tube disposed at least partially through the airfoil, and a seal assembly that seals between the service tube and one of the outer platform and the inner platform.

Abstract: A system for operating a gas turbine includes a controller configured to execute logic stored in a memory that causes the controller to determine a frequency, a coherence and, optionally, a phase and/or an amplitude, of a combustion instability; to compare the frequency and the coherence, and, optionally, the phase and/or the amplitude, of the combustion instability to a respective predetermined limit; and to adjust at least one parameter of the gas turbine if the frequency, the coherence, and, optionally, the phase and/or the amplitude of the combustion instability is actionable relative to the respective predetermined limit. A related method of operating the gas turbine is also disclosed.

Abstract: An actuator system mounted to a gas turbine engine that communicates mechanical power for positioning variable guide vanes within the gas turbine engine. The actuator system includes a torque box having components for communicating mechanical power to the variable guide vanes for positioning the vanes and an actuator mechanically coupled to provide mechanical power to the components of the torque box used to communicate the provided mechanical power to the inlet guide vanes. The actuator is mounted to the torque box via an elongate fastener extending in one direction and another elongate fastener extending in another direction.

Abstract: A system and method for operating a gas turbine include a controller that determines, for at least one combustion instability, a frequency; a quantification of the frequency or a quantification of the frequency through time; and, optionally, a phase and/or an amplitude. The logic also causes the controller to compare the frequency, the quantification of the frequency or the quantification of the frequency through time, the phase, and/or the amplitude of the at least one combustion instability to an associated predetermined limit. When the frequency is actionable relative to its predetermined limit and one of the quantification of the frequency or the quantification of the frequency through time is actionable relative to its respective predetermined limit, at least one parameter of the gas turbine is adjusted. The quantification of the frequency is one of the standard deviation, the coefficient of variation, the index of dispersion, and the variance.

Abstract: A system includes a control system. The control system includes a coherence derivation system configured to derive a coherence between respective outputs of each of a plurality of combustors coupled to a gas turbine system, and a phase derivation system configured to derive a phase difference between the respective outputs of each of the plurality of combustors coupled to the gas turbine system. The control system is configured to derive an indication of an impending lean blowout (LBO) or an actual LBO of at least one of the plurality of combustors based at least in part on the coherence derivation, the phase derivation, or a combination thereof.

Abstract: Methods and systems are provided for controlling an engine system with a variable cam timing device. In one example, the variable cam timing device is operated to adjust engine valve timing differently at engine stop based on whether the engine stop is in response to an operator request or in response to an automatic controller initiated engine stop without an operator request.

Abstract: A timing drive is disclosed for coupling the crankshaft to the first camshaft of an internal combustion engine. The timing drive includes a first mechanical transmission coupling the engine crankshaft to an intermediate shaft located in a cylinder block, and a second mechanical transmission coupling the intermediate shaft to the first camshaft. A second camshaft may be operably coupled to the first camshaft through a mechanical transmission coupling.

Abstract: An actuator of a variable compression ratio mechanism which includes: a control link; a control shaft; a housing; a wave gear speed reduction device arranged to transmit the reduced rotation speed to the control shaft; a first bearing portion which is provided between the control shaft and a wave generation device of the wave gear speed reduction device, and which rotatably supports a first axial end portion of the wave generation device; and a second bearing portion which is provided between the housing and the wave generation device, and which rotatably supports an second axial end portion of the wave generation device, at least one of the first bearing portion and the second bearing portion being disposed inside an axial width of an outer circumference portion of the wave generation device.

Abstract: Systems and methods for controlling operation of dual fuel internal combustion engines are disclosed. The control techniques provide for override of a dual fuel mode of operation of the engine by selection of a diesel only fuelling mode in response to one or more operating conditions of the internal combustion engine.

Abstract: In an internal combustion engine equipped with a variable compression ratio mechanism, the occurrence of knocking is reduced during deceleration. When it is determined that a target compression ratio of the variable compression ratio mechanism is greater than a threshold PRSL during the deceleration, an air bypass valve interposed in a passage for bypassing a compressor of an exhaust turbo supercharger is opened to return intake air upstream (between the compressor and a throttle valve) of the throttle valve to upstream of the compressor, thereby reducing intake pressure upstream of the throttle valve and reducing in-cylinder compression pressure to reduce the occurrence of knocking.

Abstract: In a method for operating an internal combustion engine, in particular a spark-ignition engine, having inlet valves for controlling air flow to the internal combustion engine, which air flow is compressed by an exhaust gas turbocharger, wherein, during partial load operation, the inlet valves are closed at an early first point in time (t1) or at a late second point in time (t2), and during a transition from partial load operation to full load operation, for a predefined time, the inlet valves are closed at an early third point in time (t3) or at a late fourth point in time (t4) with the third point time (t3) occurring after the first point in time (t1) and the fourth point in time (t4) occurring before the second point in time (t2).

Abstract: This invention determines whether or not an internal combustion engine is performing combustion, and if the determined result is that the engine is not performing combustion, it is determined whether or not the engine revolution speed is greater than a predetermined revolution speed NEth. If it is found that the relation that the revolution speed>predetermined revolution speed NEth holds, an in-cylinder maximum pressure value Pmax during motoring is identified by an in-cylinder pressure sensor 34, a crank angle ?Pmax corresponding to the relevant Pmax is detected by a crank angle sensor 42, and the crank angle is corrected so that ?Pmax becomes TDC. Further, the crank angle correction amount is learned, and the relation between the signal of the crank angle sensor 42 and the actual crank angle (measured value) corresponding thereto is corrected.

Abstract: Systems and methods for controlling operation of dual fuel internal combustion engines in response to cylinder pressure based determinations are disclosed. The techniques control fuelling contributions from a first fuel source and a second fuel source to achieve desired operational outcomes in response to the cylinder pressure based determinations.

Abstract: A method of controlling the amount of fuel delivered to an engine having at least one dedicated EGR cylinder. The method is typically performed on an engine cycle-by-cycle basis. A fueling control unit receives, from the engine's main control unit, fueling requirement data representing a current fueling requirement suitable for the main cylinders. The fueling control unit then calculates a current amount of fuel to be delivered to the dedicated EGR cylinder as a function of the number of dedicated EGR cylinders, the number of main cylinders, the current equivalence ratio for the dedicated EGR cylinder, and the fueling requirement data. With the amounts of fuel for both the dedicated EGR cylinder and the main cylinders now having been determined, the fueling control unit generates appropriate control signals to the cylinder fuel delivery mechanisms.

Abstract: A diesel engine, includes: an exhaust gas recirculation device that recirculates an exhaust gas emitted from the diesel engine to an intake side of the diesel engine; an intake air amount sensor that measures an intake air amount of the diesel engine; a NOx measurement sensor that measures NOx contained in the exhaust gas emitted from the diesel engine; and a control device that obtains a correction value for correcting a measured value by the intake air amount sensor based on a difference between first information on NOx obtained based on information on a rotation speed of the diesel engine and information on a load and second information on NOx measured by the NOx measurement sensor to control the exhaust gas recirculation device based on the measured value by the intake air amount sensor corrected using the correction value.

Abstract: The air handling system of a turbocharged opposed-piston engine with uniflow scavenging includes an a supercharger operable to provide boost during startup and to drive EGR during normal engine operation.

Abstract: A mixture pilot control for operating an internal combustion engine, in particular a gasoline engine of a motor vehicle, is provided. The mixture pilot control determines at least one composition of an air-fuel mixture required for a predetermined target air-fuel mixture ratio. The internal combustion engine is also provided with a lambda control with at least one lambda probe arranged in the exhaust gas flow of the internal combustion engine for determining a deviation of the actual air-fuel ratio from the predetermined target air-fuel ratio. Operating-parameter-dependent correction factors for the composition of the air-fuel mixture by the mixture pilot control are determined in dependence on the lambda control deviation, at least one of the load and/or the rotational speed and/or the temperature of the internal combustion engine, and further operating parameters of the vehicle other than the load, rotation speed or temperature of the internal combustion engine.

Abstract: An object is to provide a diesel engine control apparatus configured to evaluate the activation state of a SCR catalyst at high accuracy by means other than the temperature of the catalyst and to control engine control parameters so as to reduce the amount of NOx emission when the SCR catalyst is in a non-active state. The diesel engine control apparatus includes a diesel engine, an engine control unit, and an SCR catalyst. The engine control unit includes a parameter setting part configured to set engine control parameters; an operation control part configured to control an operation state of the diesel engine on the basis of the at least one engine control parameter; and a purification state determination part configured to determine a NOx purification state of the SCR catalyst.

Abstract: A method for monitoring an exhaust gas sensor coupled in an engine exhaust is provided. In one embodiment, the method comprises indicating exhaust gas sensor degradation based on shape of a distribution of extreme values of a plurality of sets of lambda differentials collected during selected operating conditions. In this way, the exhaust gas sensor may be monitored in a non-intrusive manner.

Abstract: A control system of an engine is provided. The control system includes an inlet sensor configured to generate a signal indicative of an engine inlet air temperature and an intake manifold sensor configured to generate a signal indicative of an engine intake manifold air temperature. The control system includes a control module communicably coupled to the inlet sensor and the intake manifold sensor. The control module is configured to determine the engine inlet air temperature and the engine intake manifold air temperature. The control module is configured to determine an initial de-rate value based on a predetermined relationship between the engine inlet air temperature and the engine intake manifold air temperature. The control module is configured to determine a pre-stored de-rate modifier corresponding to an engine speed. The control module is configured to determine a final de-rate value based on the initial de-rate value and the pre-stored de-rate modifier.

Abstract: A fuel injection apparatus includes an injector that injects fuel into a combustion chamber or an intake port of an internal combustion engine; an injection amount controller that controls a fuel injection amount of the injector and corrects the fuel injection amount to increase when the internal combustion engine is in a given cold state; an air-fuel ratio detector that detects an air-fuel ratio of the internal combustion engine; and an air-fuel ratio rich fault determiner that determines an air-fuel ratio rich fault when the air-fuel ratio exists on a rich side than a predetermined determination value. The air-fuel ratio rich fault determiner shifts the predetermined determination value toward the rich side in accordance with the increasing correction of the fuel injection amount so as to correct the predetermined determination value.

Abstract: A method and system for improving starting of an engine is presented. In one example, the method selects a first cylinder to receive fuel since engine stop the cylinder's position relative to the cylinder's top-dead-center compression stroke. The method also describes adjusting a number of fuel injections for a first combustion event since engine stop.

Abstract: A system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir. A low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump. A high pressure fuel pump is configured to pump fuel to the engine. The low pressure fuel pump is configured to pump fuel to the high pressure fuel pump. A controller is operable to configure the low pressure fuel pump in a high mode at a first pump rate when the high pressure fuel pump is in a first configuration, and operable to configure the low pressure fuel pump in a low mode at a second pump rate when the high pressure fuel pump is in a second configuration different from the first configuration, the first pump rate is different from the second pump rate.

Abstract: A cylinder liner for an internal combustion engine may include a cylinder. The cylinder may include a first cylindrical portion coupled to a second cylindrical portion. The second portion may be positioned towards a region of combustion in relation to the first portion and define at least in part a combustion chamber. The first portion may include a length at least one half of a length of the cylinder. At least one of the first portion and the second portion may be composed of a ferrous alloy.

Abstract: A method of producing an enamel coating for a cylinder bore in a cylinder block of an internal combustion engine is provided. The method also provides for coating a cast iron gray cylinder block with an enamel coating.

Abstract: A cylinder head of an internal combustion engine may include an opening and a sensor sleeve. The opening may extend through the cylinder head. The sensor sleeve may be shrink fitted in the opening. The sensor sleeve may be configured to receive a sensor. The sensor may be mounted within the sensor sleeve through a mounting mechanism.

Abstract: An engine capable of reducing the content of hydrocarbon in exhaust gas is provided. When viewed parallel to cylinder center axes, tangential virtual lines extending from endpoints of curved port central axes along tangent lines of the endpoints pass intake valve ports, straight port central axes extending from the endpoints of the curved port central axes are further away from a partition wall than the tangential virtual lines, and intake air bent through curved ports passes straight ports and is sucked through the intake valve ports along the wall between the cylinders.

Abstract: A piston including an abradable coating applied to a round surface of the piston is provided. The shape of the round surface is not greater than 0.1 mm from a circular shape, and thus is relatively inexpensive to machine. As the piston reciprocates in an internal combustion engine, the abradable coating rubs against another component, such as a cylinder liner or wrist pin, to achieve suitable contact geometry, such as an oval, asymmetric, or other non-round shape. Thus, a costly machining process is not required to achieve the desired contact geometry. The abradable coating can also be applied to ring lands, skirt sections, or along pin bores of the piston. The abradable coating can also be applied to a wrist pin or an opening of a connecting rod which receives the wrist pin. The abradable coating can be formed from a polymer-based material or an aluminum-silicon alloy-based material.

Abstract: The invention relates to an internal combustion engine (1), comprising a fresh gas line (2) and an exhaust gas line (3), wherein a heat exchanger (11) is installed in the exhaust gas line (3), which heat exchanger is a component of a fluid circuit (12), which has at least one expansion device (15) in addition to the heat exchanger (12), which expansion device contains a mechanical output device (17). According to the invention, an internal combustion engine (1) is provided that allows waste heat from the exhaust gas line (3) of the internal combustion engine (1) to be used for a hydraulic system. This is achieved in that the output device (17) is connected to a hydraulic pump (18), which is connected directly or indirectly to a working machine, which is connected to a drive shaft (8) of a motor vehicle, in which the internal combustion engine (1) is installed in order to drive said motor vehicle.

Abstract: A method for supplying gaseous fuel from a liquid state to an internal combustion engine includes employing a second internal combustion engine as a source of energy, pumping the gaseous fuel in the liquid state by transforming energy from the source of energy into mechanical work for the pumping, exchanging waste heat from the second internal combustion engine in a first heat exchange fluid circulating through the second internal combustion engine to a second heat exchange fluid, vaporizing the gaseous fuel pumped from the liquid state with heat from the second heat exchange fluid, and delivering the gaseous fuel vaporized from the liquid state to the internal combustion engine. Pressure of the gaseous fuel delivered to the internal combustion engine is maintained within a predetermined range of tolerance by the pumping.

Abstract: An ECU determines whether an engine is temporarily stopped (step S1). When the ECU determines that the engine is temporarily stopped, the ECU prohibits purging with the use of a purge mechanism (step S2), and heats a canister (step S3). When the ECU determines that the engine is not temporarily stopped, the ECU permits purging with the use of the purge mechanism (step S4).

Abstract: A tubular hydrocarbon adsorption trap includes a fuel vapor permeable porous media sheet which is circularly wrapped around to form a circumferentially closed elongated tubular body having at least one interior chamber in which the hydrocarbon vapor adsorbent media is arranged. Opposing longitudinal edges of the wrapped media sheet are secured by ultrasonic welding or other means to securely close the circumference of the tubular body. The tubular body is closed on the top and bottom longitudinal edges to retain hydrocarbon vapor adsorbent media within. A method of manufacturing the tubular hydrocarbon adsorption trap is also disclosed.

Abstract: An air filter cleaner assembly having a graduated sealing disk, an air conduit having a shut-off valve and a quick connect male fitting on one end, and a cleaning head assembly on the other end. The cleaning head assembly enables air to flow from the interior of the air conduit to the exterior via a rotating sleeve, quick connectors, and nozzles. Various length nozzles can be interchanged on the rotating sleeve using the quick connectors, thereby enabling compressed air to be delivered in close proximity to the interior surface of an air filter being cleaned.

Abstract: An assembly device between two sections of a double-skinned fuel pipe of an aircraft has a clamp for assembling the internal pipes, a coupling device for assembling the external pipes, a fitting extending between the ends of the external pipes of the first and second sections, with a shape complementary to the shape of an internal portion of the coupling device, and such that its section through any cutting plane perpendicular to the longitudinal axis common to the coupling device and the external pipes contains the smallest surface delimited by: a line corresponding to the intersection of the internal surface of the coupling device with this cutting plane and a straight line cutting said line at two points, this straight line being tangential to the orthogonal projection in this cutting plane, of the internal surface of the external pipes of the first or of the second section.