Abstract: A cam shaft adjuster a drive element and an output element, wherein the drive element and the output element are arranged so as to be rotatable relative to one another and the camshaft adjuster includes a cover element which is fastened non-rotatably to the drive element or to the output element, wherein the drive element or the output element has a through-bore through which a screw passes, wherein the screw engages in a threaded bush, wherein the threaded bush projects both into a through-bore of the cover element and into the through-bore of the drive element or output element.

Abstract: An internal combustion engine includes a crankshaft rotatable about a crankshaft axis; a camshaft rotatable by the crankshaft about a camshaft axis; an engine cover defining an engine cover volume within the internal combustion engine; a drive member disposed within the engine cover volume which transfers rotational motion from the crankshaft to the camshaft; a camshaft phaser disposed within the engine cover volume which controllably varies the phase relationship between the crankshaft and the camshaft; an actuator which operates the camshaft phaser; and an actuator mount within the engine cover volume which mounts the actuator structurally independent of the engine cover, thereby allowing removal of the engine cover independently of the actuator.

Abstract: A variable valve timing system and methods of operation are provided. A primary valve train driver is configured to rotate about a primary axis. A primary camshaft includes a first plurality of cams positioned on the primary camshaft. The primary camshaft is coaxially coupled to the primary valve train driver. The first plurality of cams is configured to rotate about the primary axis. A primary camshaft phaser is coaxially coupled to the primary camshaft. The primary camshaft phaser is rotatably coupled to the primary valve train driver so as to rotate the primary camshaft phaser and the primary camshaft to a first phase angle. A secondary camshaft driver on the primary axis is coaxially coupled to the primary camshaft, and a secondary camshaft phaser is coaxially coupled to the primary camshaft and coupled to the secondary camshaft driver on the primary axis.

Abstract: A hydraulic valve for a cam phaser, the hydraulic valve including a bushing element, including a longitudinal channel, a first transversal channel originating from the longitudinal channel, a second transversal channel originating from the longitudinal channel, a pressure balanced hollow piston arranged within the longitudinal channel axially moveable between a first end position and a second end position, wherein the longitudinal channel includes a first channel section with a larger inner diameter and a second channel section with a smaller inner diameter, wherein the first transversal channel originates from the first channel section and the second transversal channel originates from the second channel section, wherein the hollow piston includes a longitudinal channel with an axial opening, at least one transversal channel, a first piston section with a greater outer diameter and a second piston section with a smaller outer diameter.

Abstract: An exhaust valve assembly for a two-stroke internal combustion engine has a valve actuator having a first pressure chamber and a second pressure chamber, and a valve operatively connected to the valve actuator. The first and second pressure chambers are adapted for selectively receiving one of a first pressure and a second pressure. The first pressure is higher than the second pressure. The valve actuator moves the valve between at least a first valve position and a second valve position. The valve actuator moves the valve to the first valve position when the first pressure is supplied to the first pressure chamber and the second pressure is supplied to the second pressure chamber. The valve actuator moves the valve to the second valve position when the second pressure is supplied to the first pressure chamber and the first pressure is supplied to the second pressure chamber.

Abstract: A flap valve device for controlling a gas flow through a tubular duct includes a valve flap which is rotatably supported at a valve housing by a valve shaft. At least two rotary bearings are provided for supporting the valve flap at the valve housing and are received in respective bearing domes. The bearing domes are arranged in the region of respective shaft leadthroughs of the valve housing which are provided for the valve shaft. At least one of the bearing domes is designed as a shaped sheet metal part separate from the valve housing.

Abstract: The present invention provides a valve timing control device that can suppress a leakage of noise to the outside of the device and can improve reliability without needlessly increasing the volume occupied by the device.

Abstract: A profile radius change rate, which is an amount of change in a profile radius of a drive cam relative to a rotational angle of the drive cam in a pocket boundary section located between a progressively changing portion and a pocket portion, is set such that a boundary sound pressure, which is a sound pressure generated when a contact point between a roller and the drive cam passes through the pocket boundary section in response to the rotational movement of the drive cam, is included in a reference sound pressure range, which is a range of variation in a sound pressure generated when the contact point passes through the progressively changing portion.

Abstract: A breather device includes: a breather chamber into which oil mist in a crank chamber of a combustion engine is introduced; and a breather passage configured to guide oil mist from a crank chamber into the breather chamber. The breather chamber has formed therein a labyrinth structure in which gas-liquid separation of the oil mist is performed. An introduction pipe forming a part of the breather passage is communicated with an upper portion of the crank chamber, and projects upward from an upper end portion of the crank case.

Abstract: The combination of a gas-pressure-driven pump jet nozzle or alternatively Coanda effect nozzle with an impactor nozzle(s) in an air-oil separator for separating oil from blow-by gasses from a crankcase of an internal combustion engine, or for separating liquid aerosol from gas, in general. Such combination enhances impaction efficiency and enables operation at higher pressure differentials (or pressure drop) (“dP”) without causing excessive backpressure in the air-oil separator.

Abstract: A method of maintaining diesel particulate filter (DPF) regeneration for improving durability of a DPF, may include determining, by a controller, whether a vehicle enters an idle state during the DPF regeneration, controlling, by the controller, a concentration of oxygen introduced into the DPF to be equal to or less than a first reference value when the vehicle enters the idle state, and performing, by the controller, a regeneration process until a soot mass in the DPF may be equal to or less than a target reference value.

Abstract: An internal combustion engine comprises a hydrocarbon feed valve (15) arranged in an engine exhaust passage and a booster pump (60) for boosting an injection pressure of the hydrocarbon feed valve (15). The hydrocarbon feed valve (15) performs NOX removal injection and clogging prevention injection. A boosting action of the injection pressure by the booster pump (60) and the NOX removal injection are controlled so that the boosting action of the injection pressure by the booster pump (60) and the NOX removal injection are not performed simultaneously, and the boosting action of the injection pressure by the booster pump (60) and said clogging prevention injection are allowed to be performed simultaneously.

Abstract: An aftertreatment system is disclosed for use with a combustion engine. The aftertreatment system may have at least one exhaust passage, and a plurality of dosing circuits configured to inject reductant into the at least one exhaust passage. The aftertreatment system may also have a controller in communication with each of the plurality of dosing circuits. The controller may be configured to determine a failure of a first of the plurality of dosing circuits, and to selectively adjust operation of a second of the plurality of dosing circuits based on the failure.

Abstract: The purpose of the present invention is to provide: an exhaust purification system capable of suppressing a discharged NOx amount to no more than a NOx limit and of selecting a combination of means for decreasing NOx in accordance with the operation state of an engine and the state of the exhaust purification system; and a ship comprising same.

Abstract: An aftertreatment system for treating exhaust gas discharged from a combustion engine, the aftertreatment system comprising a low temperature selective-catalytic-reduction catalyst, wherein the low-temperature selective-catalytic-reduction catalyst is a mixture of catalytic metals provided on a beta-zeolite support material, the mixture of catalytic metals being at least one mixture selected from Cu and Ce, Mn and Ce, Mn and Fe, Cu and W, Mn and W, and Ce and W.

Abstract: A method for an SCR system comprising a dosing unit (250) for dosing reducing agent into an engine exhaust duct (290) upstream of a SCR catalytic converter (270) for reducing the NOx level in an exhaust flow from the engine. The SCR system comprises a pressurizing device (230) for feeding reducing agent from a container (205) to the dosing unit (250) arranged so as to dose reducing agent to the exhaust duct (290) under pressure. The method includes the step of: reducing, during periods of non-continuous dosing of reducing agent during continued maintained operation of the pressurizing device (230), the pressure (s301; s320) of the reducing agent at the dosing unit (250) compared to the pressure during continuous dosing. Also a computer program product containing program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also concerns an SCR system and a motor vehicle that is equipped with that system.

Abstract: According to one embodiment, an apparatus for reintroducing air includes a bypass valve that reduces pressure in an accumulator that stores reductant to less than an air supply pressure of an air supply. The apparatus also includes a metering valve that fills the accumulator with air from the air supply at the air supply pressure, and a pump that pumps reductant into the accumulator.

Abstract: An electrically heated catalyst device includes: a carrier configured to carry a catalyst; a pair of electric diffusion layers formed on an outer peripheral surface of the carrier so as to be opposed each other; and wiring members each fixed to each of the electric diffusion layers, and the carrier is electrically heated via the wiring members. Each of the electric diffusion layers is formed so as to be divided into a plurality of regions in an axial direction of the carrier.

Abstract: An electrically heated catalyst device is equipped with a carrier that supports a catalyst, a pair of electric diffusion layers that are formed opposite each other on an outer peripheral face of the carrier, wiring members that are fixed to the electric diffusion layers respectively, an outer cylinder that covers an outer peripheral face of the carrier and that has, in a lateral face thereof, an opening portion through which the wiring member is pulled out to the outside, and a wiring accommodation chamber that is provided protrusively from the outer cylinder to accommodate the wiring member pulled out from the outer cylinder. The carrier is electrically heated via the wiring member. The wiring accommodation chamber is equipped with a heat radiation suppression portion for suppressing the radiation of heat from the wiring member.

Abstract: An injection device (14), for introducing a reducing agent (11) into an exhaust gas stream (8) of an exhaust system (7) of an internal combustion engine (1), has an exhaust pipe (15) for guiding the exhaust gas stream (8), which has a connecting piece opening (18) in a wall (17). A connecting piece (16) is inserted with an inner end (19) into the connecting piece opening (18) and is provided for connecting an injector (10) at an outer end (20). Simplified assembly is achieved if the connecting piece (16) has, at an inner end (19), a laterally projecting, fully circumferentially extending collar (22). The collar (22) is in contact, on an inner side (23) of the wall (17), with an opening edge (24) enclosing the connecting piece opening (18) and is welded to the wall (17).

Abstract: A mixer (19), for an exhaust system (7) for mixing and/or evaporating a liquid (13) in an exhaust gas flow (8), especially for an SCR system (9), includes a plurality of guide blades (21) arranged in a star-shaped pattern. Simplified manufacturability of the mixer (19) is achieved if the guide blades (21) are connected each with a centrally arranged core (23) radially on the inside and if the guide blades (21). The guide blades (21) and the core (23) are formed by an integral cast part (24).

Abstract: An exhaust gas aftertreatment system includes an exhaust conduit having an inner wall, and a mixer mounted inside the exhaust conduit. The exhaust conduit defines a passage along a length of the exhaust conduit for exhaust gas flow therethrough. The mixer includes first bars coupled to second bars. Each first bar includes deflectors on a straight section, a first end, and a second end. The one or more of the first bars include a curved section at the first end and the second end. Each second bar includes a straight section, a third end, and a fourth end. The one or more of the second bars include a curved section at the third end and the fourth end. The mixer is mounted inside the exhaust conduit by coupling the curved section of the first bar and the second bar to the inner wall of the exhaust conduit.

Abstract: In an internal combustion engine, an exhaust purification catalyst and a hydrocarbon feed valve are arranged in an exhaust passage. When the air-fuel ratio of the exhaust gas which flows into the exhaust purification catalyst should be made rich, rich control, which makes the air-fuel ratio of the exhaust gas which is exhausted from the combustion chamber rich, is performed. In order to prevent clogging of the hydrocarbon feed valve, clogging preventing injection which injects hydrocarbons from the hydrocarbon feed valve by an injection interval ?tCB is performed. The exhaust purification catalyst has an oxygen storage ability. At the initial period of rich control, clogging preventing injection is performed by a shorter injection interval ?tCS.

Abstract: A method for detecting a fault of a rear oxygen sensor installed on an exhaust pipe of a vehicle may include determining whether the rear oxygen sensor satisfies a diagnosis entry condition, comparing an output voltage of the rear oxygen sensor to a preset fault determination voltage range so as to determine whether the output voltage of the rear oxygen sensor is included in the fault determination voltage range, changing the duty of a heater of the rear oxygen sensor when the output voltage of the rear oxygen sensor is not included in the fault determination voltage range, determining whether the output voltage of the rear oxygen sensor, controlled by changing the heater duty, is included in the fault determination voltage range, and confirming that the rear oxygen sensor has a fault, when the output voltage of the rear oxygen sensor is included in the fault determination voltage range.

Abstract: An exhaust connection coupler and a method for manufacturing a braid cover incorporated therein are provided. The method of manufacturing comprises the steps of providing a tubular sleeve formed of braided wire filaments and forming at least one end of the sleeve into shape using a forming die such that the at least one end of the cover includes a circumferential neck portion having a diameter smaller than the diameter of a body portion of the cover. In the method, the sleeve may be pressed between male and female forming dies in order to create the cover's desired shape, which can include a shoulder extending radially outwardly from the cover's neck portion and meeting the cover's body portion at a corner.

Abstract: An engine includes a cylinder block having first and second passages intersecting a block face on opposed sides of a bore bridge defining a bore bridge cooling passage. A cylinder head has third and fourth passages intersecting a head face. The first and fourth passages are opposed from one another. A gasket is placed between the block and the head. The gasket adapted to fluidly connect the first and fourth passages via the bore bridge cooling passage, and cover the second passage.

Abstract: A cooling system for a hybrid powertrain of a motor vehicle comprising an internal combustion engine and an electric traction assembly, comprising a main circuit that can be traversed by a coolant in order to cool the internal combustion engine to a first temperature level and a secondary circuit that can be traversed by a coolant to cool the electric traction assembly to a second temperature level, lower than the first level, each of the circuits and comprising a radiator capable of cooling the coolant by means of heat exchange with an air flow, at least one hydraulic pump for circulating the coolant in the coolant circuits, and one electronic control unit capable of controlling the hydraulic pumps. The control unit comprises a module for recovering information on the dynamics of the vehicle and a module for controlling the flow from the hydraulic pumps on the basis of that information.

Abstract: A uniflow two-stroke engine includes: a cylinder receiving a piston such that the piston can reciprocate therein and defining a combustion chamber above the piston; an exhaust port having one end in communication with an upper end portion of the cylinder; a scavenging port having a scavenging orifice at one end, the scavenging orifice being in communication with a lower part of a side portion of the cylinder such that the scavenging port is selectively brought into communication with and shut off from the combustion chamber by the piston; and an exhaust gas recirculation passage having one end in communication with a part of the side portion of the cylinder above the scavenging port and the other end in communication with the scavenging port such that the exhaust gas recirculation passage is selectively brought into communication with and shut off from the combustion chamber by the piston.

Abstract: A power conversion device in the form of a compressor drive constitutes a three channel power sharing transmission which allows power input and/or output from shafts on two of the channels along with hydraulic, electric or potentially pneumatic power input and/or output from the third channel. Varying the input and/or output of hydraulic, electric or pneumatic flow provides a continuously variable transmission function. Several embodiments of the power conversion device are described to drive a supercharger for an internal combustion engine providing a variable ratio coupling allowing effective use of a centrifugal type compressor across a broad range of operational engine speeds.

Abstract: A turbocharger (10) has an improved wastegate valve assembly (32) wherein a valve member (35) moves freely within a lever arm (34A), and therefore, is displaceable sidewardly across the opening (28) of the wastegate port (28). The valve member (35) and associated seat (36) respectively have male and female forms so as to sealingly engage with each other when the valve body (35) is in the closed position. As such, the valve member (35) can move freely as it engages the seat (36) to provide a tight uniform seal therebetween. Additionally, the seat (36) may be formed as an insert which fits within the wastegate port (28) and is also free floating in the direction extending across the port (28) which further assists in self-centering of the valve member (35) and seat (36).

Abstract: A reciprocating internal combustion engine includes at least one piston, which is operatively connected by two connecting rods having two crankshafts rotating in opposite directions and running parallel to each other, which crankshafts are oriented in an upright manner to a horizontal water line of a boat, and an internal combustion engine housing of the internal combustion engine is composed of at least a cylinder crank housing and a cylinder head, having inlet and outlet valves, and is bounded by an upper end face and a bottom end face.

Abstract: A free-piston (“FP”) engine is a type of internal combustion engine with no crankshaft, so that its piston trajectory is no longer constrained by the mechanical linkage. FP engines have a high potential in terms of energy saving given their simple structure, high modularity and high efficiency, among other attributes. One of the technical barriers that affect FP engine technology is a lack of precise piston trajectory control. For example, the presence of a transient period after a single combustion event can prevent the engine from continuous firing. The present subject matter provides a control scheme that can utilize a reference and control signal shifting technique to modify the tracking error and the control signal to reduce the transient period.

Abstract: A method for modification and improvement in internal combustion engine systems utilizing six strokes (1. an intake stroke, 2. a compression stroke, 3. a power stroke, 4. an exhaust stroke, 5. an intake-cooling stroke and 6. an exhaust-cooling stroke) and incorporating changes to the camshaft lobes and valve train timing providing for a 3:1 camshaft to crankshaft ratio allowing for higher revolutions per minute, lower idling speeds, reduced valve float and smoother operation. The system provides for more efficient fuel combustion during the power stroke, which extends past bottom dead center thus increasing power, fuel efficiency, and greatly reduces harmful emissions. The additional fifth and sixth strokes provide for intake and exhaust cooling. The system demonstrates increased reliability, efficiency, and a cooler operating environment while operating with various fuels.

Abstract: An opposed-piston, two-stroke engine is provided and includes a first cylinder having a first longitudinal axis, a first inlet port, and a first exhaust port. First pistons are slidably disposed within the first cylinder and are movable toward one another and away from one another. The engine additionally includes a second cylinder having a second longitudinal axis, a second inlet port, and a second exhaust port. The second cylinder is disposed adjacent to the first cylinder with the second inlet port being aligned with the first exhaust port in a first direction extending substantially perpendicular to the first longitudinal axis and the second longitudinal axis, and the second exhaust port being aligned with the first inlet port in the first direction. Second pistons are slidably disposed within the second cylinder and are movable toward one and away from one another.

Abstract: An opposed-piston, two-stroke engine is provided and includes a first cylinder having a first longitudinal axis and a first pair of pistons slidably disposed within the first cylinder and movable toward one another in a first mode of operation and away from one another in a second mode of operation. The engine additionally includes a second cylinder having a second longitudinal axis and a second pair of pistons slidably disposed within the second cylinder and movable toward one another in the first mode of operation and away from one another in the second mode of operation. A crankshaft is connected to at least one of the first pair of pistons and at least one of the second pair of pistons and has an axis of rotation. The axis of rotation is disposed between and is substantially perpendicular to the first longitudinal axis and the second longitudinal axis.

Abstract: An opposed-piston engine includes an inline cylinder block with an open exhaust chamber that contains all of the engine's exhaust ports. Exhaust outlets open from the exhaust chamber through opposing sides of the cylinder block. A turbocharger is positioned on each side of the cylinder block and has an inlet closely coupled with a respective exhaust outlet. The exhaust chamber is divided into separate collector sections, each collector section containing the exhaust ports of one or more cylinders, and each turbocharger has a first inlet closely coupled with a first collector section and a second inlet closely coupled with a second collector section. The engine has a cylinder firing sequence which alternates between the cylinders in the first and second collector sections.

Abstract: A gas turbine engine having a compressor section using blades on a rotor to deliver a gas at supersonic conditions to a stator. The stator includes one or more of aerodynamic ducts that have converging and diverging portions for deceleration of the gas to subsonic conditions and to deliver a high pressure gas to combustors. The aerodynamic ducts include structures for changing the effective contraction ratio to enable starting even when designed for high pressure ratios, and structures for boundary layer control. In an embodiment, aerodynamic ducts are provided having an aspect ratio of two to one (2:1) or more, when viewed in cross-section orthogonal to flow direction at an entrance to the aerodynamic duct.

Abstract: A turbofan aircraft engine has at least one stage pressure ratio is at least 1.5, and a quotient of the total blade count divided by 110 is less than a difference ([(p1/p2)?1]) of the total pressure ratio minus one, and the total pressure ratio is greater than 4.5, and the turbine has at least two and no more than five turbine stages; and/or a product (An2) of an exit area (AL) of the second turbine and a square of a rotational speed of the second turbine at the design point is at least 4.5·1010 [in2·rpm2], and a blade tip velocity (uTIP) of at least one turbine stage of the second turbine at the design point is at least 400 meters per second. A jet and method are also provided.

Abstract: A turbofan engine (20) has a fan shaft (120) coupling a fan drive gear system (60) to the fan (28). A low spool comprises a low pressure turbine (50) and a low shaft (56) coupling the low pressure turbine to the fan drive gear system. A core spool comprises a high pressure turbine (46), a compressor (44), and a core shaft (52) coupling the high pressure turbine to the core spool compressor. A first bearing (150) engages the fan shaft, the first bearing being a thrust bearing. A second bearing (160) engages the fan shaft on an opposite side of the fan drive gear system from the first bearing, the second bearing being a roller bearing. A third bearing (180) engages the low spool shaft and the fan shaft.

Abstract: A gas turbine engine including a core nacelle defined about an engine axis. A fan nacelle is mounted at least partially around the core nacelle to define a fan bypass airflow path for a fan bypass airflow. A gear train is defined along an engine axis. The gear train defines a gear reduction ratio of greater than or equal to about 2.3. A spool along the engine axis drives the gear train. The spool includes a downstream turbine having six or fewer stages. A fan is driven through the gear train by the downstream turbine. A pressure ratio across the fan is less than about 1.45. A fan variable area nozzle is axially movable relative to the fan nacelle to vary a fan nozzle exit area and adjust a pressure ratio of the fan bypass airflow during engine operation.

Abstract: A method of optimizing the use of an aircraft power plant having at least one engine operating within a performance envelope covering at least a first rating and a second rating, the first rating presenting a first power (P1) usable over a predetermined first time interval (D1), the second rating presenting a second power (P2) greater than said first power (P1), the second power (P2) being usable continuously over a predetermined second time interval (D2). Thus, while the engine is developing a third power (P3) that is both greater than the first power (P1) and less than or equal to the second power (P2), a potential first duration of utilization (?T) of continuous use of the second power (P2) is determined and displayed, the first duration of utilization (?T) elapsing at a speed that is variable and that depends on said third power (P3).

Abstract: A gas turbine engine includes an inner annular combustor radially inboard of an outer annular combustor. An outer variable turbine vane array is downstream of the outer annular combustor and an inner variable turbine vane array downstream of the inner annular combustor.

Abstract: A spinner for a fan assembly of a gas turbine engine, a method of fabricating a spinner for a fan assembly of a gas turbine engine, and a gas turbine engine are disclosed. The fan section may include a nosecap. The spinner may include a forward end, an aft end, and a return flange associated with the forward end. The return flange may include a forward flange extending forward towards the nosecap and an aft flange extending aft towards the aft end.

Abstract: A fan section for a gas turbine engine includes a fan hub and a nose cone section operatively mounted to the fan hub. The nose cone section includes a noise attenuation feature.

Abstract: A cartridge for a fan case of a gas turbine engine includes an inlet acoustic liner section integrated with a thermally conforming liner section.

Abstract: The invention relates to a turbine engine, such as an aircraft turbofan or a turboprop engine, including a fan casing (10) having a substantially cylindrical wall (12) surrounding the blades of the fan, and at least two annular acoustic insulation panels (18, 20) mounted radially inside said wall (12), a first panel (18) being mounted upstream of the fan, a second panel (20) being located downstream of the first panel (18) and supporting an inner layer (42) of abradable material located opposite the radially outer ends of the blades of the fan, characterised in that the two annular panels (18, 20) form a single structural unit.

Abstract: A cooling fluid system for a gas turbine engine includes a structure that provides a fluid passageway. The structure has a wall with an aperture that is in fluid communication with the fluid passageway. The aperture is configured to provide a fluid in a flow direction. Fingers are arranged in the fluid passageway facing into flow direction. The fluid passageway includes a cooling cavity immediately downstream from the fingers and it is configured to receive fluid having passed over or through the fingers.

Abstract: A gas turbine air filter system includes a housing having an interior, an inlet arrangement, and an outlet hood having an outlet arrangement. The inlet arrangement defines an inlet flow face for taking in unfiltered air. The outlet arrangement defines an outlet flow face for exiting filtered air. The inlet flow face and the outlet flow face are angled relative to each other. The angle can range between 45-135° relative to each other. The system includes at least first and second stages of filter element arrangements held within the interior of the housing. The first and second stages of filter element arrangements are operably sealed within the housing such that air flowing through the inlet arrangement must pass through the first and second stages of filter element arrangements before exiting through the outlet arrangement. The outlet hood is free of the first and second stages of filter element arrangements.

Abstract: A gas turbine engine with a rear mount assembly including link rods interconnecting the bypass duct wall and the core portion and connecting assemblies connected to the bypass duct wall. Each connecting assembly has inner and outer surfaces bordering an opening through which an outer end of a respective link rod extends. The outer surface is accessible from outside the bypass duct wall. A first locking member is engaged to the outer end in a first locked position, and includes an abutment portion located radially inwardly of the inner surface and abutting the inner surface, and an outer portion protruding radially outwardly through the opening beyond the outer surface. A second locking member is engaged the outer end in a second locked position, and has an abutment portion located radially outwardly of the outer surface and abutting the outer surface. A method of supporting a core portion is also discussed.

Abstract: In accordance with one aspect of the disclosure, a cartridge style ejector pump for a fluid flow system is disclosed. The ejector pump may have a body defining a flow path therein. The body may be structurally independent of the fluid flow system. The body may further define a suction inlet communicating through the body to the flow path, an outlet communicating through the body from the flow path, and a motive flow inlet communicating through the body to the flow path.