Abstract: Embodiments for controlling an exhaust back-pressure valve are provided. In one example, a method for operating an engine comprises closing an exhaust back-pressure valve in response to a component temperature, adjusting intake and/or exhaust valve operation in response to closing the exhaust back-pressure valve to reduce cylinder internal exhaust gas recirculation (EGR), and while the exhaust back-pressure valve is closing, indicating degradation of an exhaust back-pressure system if a designated engine operating parameter remains constant. In this way, degradation of the exhaust back-pressure system may be diagnosed while maintaining combustion stability.

Abstract: A torque requesting module generates a torque request for an engine based on driver input. A model predictive control (MPC) module: identifies sets of possible target values based on the torque request, each of the sets of possible target values including target pressure ratios across a throttle valve; determines predicted operating parameters for the sets of possible target values, respectively; determines cost values for the sets of possible target values, respectively; selects one of the sets of possible target values based on the cost values; and sets target values based on the possible target values of the selected one of the sets, respectively, the target values including a target pressure ratio across the throttle valve. A target area module determines a target opening area of the throttle valve based on the target pressure ratio. A throttle actuator module controls the throttle valve based on the target opening.

Abstract: An engine system is disclosed. The engine system may have an engine. The engine system may also have a sensor configured to generate a sensor signal indicative of an amount of power generated by the engine. Further, the engine system may have a speed sensor configured to generate a speed signal indicative of a speed of the engine. The engine system may also have a controller. The controller may be configured to receive the sensor signal and the speed signal. The controller may also be configured to generate an operating histogram based on the sensor signal and the speed signal. Further the controller may be configured to select a calibration parameter set from among a plurality of calibration parameter sets based on the operating histogram. In addition, the controller may be configured to apply the selected calibration parameter set to the engine.

Abstract: An abnormality diagnosis apparatus includes: an exhaust gas purification apparatus arranged in an exhaust passage of an internal combustion engine and including a selective catalytic reduction catalyst; a supply apparatus supplying an additive such as ammonia to the exhaust gas purification apparatus; an EGR apparatus recirculating a part of exhaust gas from the exhaust passage at a downstream side of a position of supplying the additive to an intake passage; calculating means for calculating a NOx inflow amount into the exhaust gas purification apparatus using a parameter indicating an operating state of the internal combustion engine; diagnosing means for diagnosing an abnormality in the exhaust gas purification apparatus using the calculated NOx inflow amount as a parameter; and correcting means for, when a part of the exhaust gas is recirculated, increasingly correcting the calculated NOx inflow amount in accordance with an amount of the additive to be recirculated together with exhaust gas.

Abstract: An abnormality diagnosis system of an air-fuel ratio sensor 40 or 41 provided in an exhaust passage of an internal combustion engine and generating a limit current corresponding to an air-fuel ratio, comprises a current detecting part 61 detecting an output current of the air-fuel ratio sensor and an applied voltage control device 60 controlling a voltage applied to the air-fuel ratio sensor. The abnormality diagnosis system applies a voltage inside a limit current region where a limit current is generated and a voltage outside the limit current region to the air-fuel ratio sensor when the air-fuel ratio of the exhaust gas circulating around the air-fuel ratio sensor is made a predetermined constant air-fuel ratio, and judges a type of abnormality occurring at the air-fuel ratio sensor based on an output current of the air-fuel ratio sensor detected by the current detecting part at this time.

Abstract: Methods and systems are provided for diagnosing compressor bypass valve degradation. In one example, a method may include indicating degradation of a compressor bypass valve coupled in a compressor bypass based on intake aircharge temperature measured upstream of a compressor inlet via an air charge temperature sensor.

Abstract: Methods and systems are described for diagnosing degradation of a vacuum actuator in an engine system. An example method comprises indicating degradation of the vacuum actuator based on an estimate of flow of air into and out of a vacuum reservoir. The estimate is further based on flow of air generated via each of an aspirator in the intake system, an actuation of the vacuum actuator, and leakage during the actuation of the vacuum actuator.

Abstract: A system and method for building engine calibrations for the operation of an engine. The system includes a processor that is operatively coupled to a memory. The system identifies a plurality of features, which may be stored on a memory, relating to the operation of the engine. Each of the plurality of features is associated with a feature calibration data file. A user may selected, such as via operation of an input, which features are to be used in building engine calibrations. The system may implement rules that identify which of the selected features may be combined with other selected features in creating the engine calibration build. The feature calibration files for permissible combinations of features may then be assembled and used in generating an engine calibration.

Abstract: An engine system is disclosed. The engine system may have an engine. The engine system may also have a sensor configured to generate a sensor signal indicative of an amount of power generated by the engine and a speed sensor configured to generate a speed signal indicative of a speed of the engine. The engine system may also have a controller configured to receive the sensor signal and the speed signal. The controller may also be configured to generate an operating histogram based on the sensor signal and the speed signal. Further the controller may be configured to receive modal points for the engine, the modal points having associated emissions limits. The controller may also be configured to generate a calibration parameter set for the operating histogram based on the weights. In addition, the controller may be configured to apply the calibration parameter set to the engine.

Abstract: A cloud based engine optimization system is disclosed. The system may have an engine. The system may also have a sensor configured to generate a sensor signal indicative of an amount of power generated by the engine and a speed sensor configured to generate a speed signal indicative of a speed of the engine. The system may also have a controller configured to receive the sensor signal and the speed signal. The controller may also be configured to upload the operating histogram to a server and receive, from the server, a calibration parameter set. In addition, the controller may be configured to apply the received calibration parameter set to the engine. The server may be configured to generate the calibration parameter set that reduces both a fuel consumption amount for the engine and an amount of emissions discharged by the engine when performing operations corresponding to the operating histogram.

Abstract: A display system for an engine includes a processor configured to receive a first measurement indication relating to a measurement of a fuel control valve position of the engine, wherein the fuel control valve position is configured to control an air/fuel ratio of the engine. The processor is further configured to compare the first measurement indication to a first preset fuel control valve range, generate a first completion indication based on when the measurement is within the first preset fuel control valve range, and display the first completion indication on a display of the display system.

Abstract: There is provided a fuel injection device. Based on a current intake air pressure and a previous intake air pressure of an engine at the predetermined crank position, an intake air pressure variation of the engine at the predetermined crank position is calculated as a measured intake air pressure variation. Based on the current rotational speed and the previous rotational speed of the engine at the predetermined crank position, and a fully-closed-state intake air pressure conversion data item, the fully-closed-state intake air pressure variation of the engine at the predetermined crank position is calculated. The measured intake air pressure variation is corrected based on the fully-closed-state intake air pressure variation. Based on the corrected measured intake air pressure variation, the current rotational speed at the predetermined crank position, and the transient fuel injection quantity conversion data item, the transient fuel injection quantity at the predetermined crank position is determined.

Abstract: Systems and methods for improving fuel injection of an engine that includes a cylinder receiving fuel from two different fuel injectors is disclosed. In one example, fueling errors for each of the two fuel injectors are determined based on fractions of fuel supplied by the two fuel injectors during different engine operating conditions.

Abstract: Methods and systems are provided for controlling exhaust emissions by adjusting an injection profile for different fuels injected into an engine cylinder from different fuel injectors during engine start and crank. By splitting fuel injection during start and cranking so that fuel of lower alcohol content is port injected and fuel of higher alcohol content is direct injected as one or multiple injections, the soot load of the engine can be reduced and fuel economy can be improved.

Abstract: A control device for a fuel injection valve includes a drive circuit that controls open/close operation of the fuel injection valve by passing an exciting current through a solenoid of the fuel injection valve and an ECU that reduces a peak current value as a fuel pressure in a delivery pipe at timing of a start of energization of the fuel injection valve decreases. The ECU reduces the peak current value as an amount of fuel discharged from a high-pressure fuel pump to the delivery pipe reduces.

Abstract: A pre-finished piston part is disclosed that may be used to form a piston assembly. A pre-finished piston may include a lower part defining a piston axis, the lower part having a skirt and forming a lower surface of a cooling gallery. The lower part may include a radially inner bowl surface defining a lower part radially inner mating surface. The pre-finished piston assembly may further include an upper part having a radially outer bowl surface meeting the radially inner bowl surface at a radially inner joint. The upper part may include a radially inner wall defining a radially inner upper part mating surface. The radially inner wall may define a radially inwardly facing surface that defines a non-parallel angle with the radially inner bowl surface where the radially inner bowl surface meets the radially innermost edge of the radially inner mating surface.

Abstract: A Stirling engine has a housing containing a displacer and a power piston arranged to reciprocate relatively to one another. A head is adjacent to the displacer to absorb heat, and is surrounded by a block of copper or aluminium. A substantial proportion of the block is clad with a layer of stainless steel or Inconel having a thickness of between 3 mm and 0.15 mm.

Abstract: The invention relates to a fairing (37) for a mixer (28) of a nozzle (26) of a dual-flow turbomachine (20), said mixer being of an overall annular shape and extending along a longitudinal axis (24) of the turbomachine, said mixer comprising an upstream part (29) provided with a flange (31) extending radially toward the outside of the mixer, intended to be fastened to an exhaust casing (21) of the turbomachine, and a downstream part (33) forming a flow mixing area, the fairing (37) being of an overall annular shape and configured to extend around the upstream part (29) of the mixer (28) and to be attached to the flange (31) of said upstream part (29), the fairing being without means for fastening to the downstream part (33) of the mixer (28), in such a way as to connect the fairing (37) to the mixer (28) at a distance from the flow mixing area.

Abstract: Aspects of the disclosure are directed to a system for a thrust reverser of an aircraft comprising: a primary sleeve, and a secondary sleeve, wherein a first stroke associated with the primary sleeve is different from a second stroke associated with the secondary sleeve, and wherein the primary sleeve traverses a first distance associated with the first stroke at the outset of a deployment of the thrust reverser and a second distance associated with the first stroke at a later stage of the deployment.

Abstract: An engine cowling of an aircraft gas turbine having a front cowling and a single rear cowling movable in the axial direction. By a drive device, the rear cowling is movable into different positions including a closed cruise position, a partially opened maximum thrust position and a completely opened thrust-reversing position. The drive device includes at least two actuators arranged in series relative to one another and actuated independently of one another, the actuators having power supply systems separated from one another and separately operating, where one of the actuators is designed for the maximum thrust position and the other actuator for the thrust-reversing position. The rear cowling can be locked in the maximum thrust position or the thrust-reversing position by two independent locking devices.

Abstract: An aircraft propulsion assembly including a turbojet nacelle, and the nacelle includes a stationary structure and a movable structure. The movable structure includes: a thrust reversal device including a cowl translatable along a substantially longitudinal axis of the nacelle between a retracted position, and a deployed position; and a secondary air flow exhaust nozzle including a device for electrically controlling and actuating the nozzle. In particular, the device for controlling and actuating the nozzle includes an electrical switch suitable for being closed during a direct jet operation of the nacelle and moreover suitable for being open during a reverse jet operation. The electrical switch includes a stationary connector and a movable connector.

Abstract: The present disclosure provides an electric thrust reverser system for an aircraft engine nacelle, including a mechanism for actuating a thrust reverser mechanism. The actuating mechanism includes a first drive cylinder and a second drive cylinder. Each cylinder includes a mechanical connection casing, a primary lock (8) and a movable rod secured to a point connected to the associated thrust reverser mechanism. A motor-actuated drive unit is mechanically connected, via flexible shafts, to the mechanical connection casings of each drive cylinder and set in motion by the command of a control unit via an electrical connection. A tertiary lock is disposed for securing the associated thrust reverser mechanism, to a fixed structure of the nacelle.

Abstract: Aspects are directed to a system that includes an outer structure of a thrust reverser, a blocker door, and a plurality of four-bar mechanisms arranged in series with one another that couple the outer structure and the blocker door. Aspects are directed to a system for a thrust reverser of an aircraft that includes a blocker door, a kinematic mechanism configured to actuate the blocker door, and a pressure shelf, where the blocker door is configured to reside below the pressure shelf in proximity to a duct of the thrust reverser, and where at least a portion of the kinematic mechanism is configured to reside above the pressure shelf.

Abstract: A ceramic turbine engine exhaust component, such as a ceramic matrix composite (“CMC”) exhaust center body may be positioned around a metallic attachment ring. The attachment ring may have a greater coefficient of thermal expansion than the CMC center body. A plurality of bolts radially-spaced around the circumference of the attachment ring may be inserted through apertures in the center body with a sliding fit, and may be coupled to the attachment ring. The bolts may slide within the apertures, allowing the attachment ring to thermally expand without applying extra loads on the exhaust center body due to the expansion.

Abstract: A gas turbine engine according to an example of the present disclosure includes, among other things, a fan section, and a compressor section including at least a first compressor section and a second compressor section. A power ratio is provided by the combination of the first compressor section and the second compressor section. A method of design a gas turbine engine is also disclosed.

Abstract: A propulsion system according to an exemplary aspect of the present disclosure includes, among other things, a pressurant selectively released from a pressure tank to drive a pump to sustain propellant flow for main combustion.

Abstract: A liquid filter for liquid, a function module, a connecting part, a filter element, and a filter module of a liquid filter are described. The liquid filter includes at least one fluid passage, in particular at least one inlet for liquid to be filtered and/or at least one outlet for filtered liquid and/or at least one separation medium outlet for any medium separated from the liquid. In addition, the liquid filter has at least one filter element which separates at least one inlet from at least one outlet. Furthermore, the liquid filter has at least one replaceable function module which is fluidically connected to at least one fluid passage. At least two functionally different fluid passages, in particular at least one inlet and at least one outlet, are fluidically connected to separate function modules.

Abstract: A multi-cylinder internal combustion engine (1) having four cylinders is provided with an EGR device (3) including an EGR cooler (27). The multi-cylinder internal combustion engine has: four exhaust side branch conduits (15) each being provided to each cylinder (2); a storage tank (31) which stores condensed water (CW) generated by the EGR cooler (27); and four condensed water introduction conduits (33) each being provided to each exhaust side branch conduit (15) and being communicated with the exhaust side branch conduit (15) and the storage tank (31). When the wall temperature of the cylinders (2) in the decelerating operation is equal to or more than a predetermined temperature, an exhaust-side variable valve mechanism (23B) and an intake-side variable valve mechanism (23A) are controlled respectively so that the valve closing timing of an exhaust valve (21) is retarded, and the valve opening timing of an intake valve (20) is retarded.

Abstract: Methods and systems are provided for engine dilution control via direct injection of water from a reservoir. In one example, a method may include during select conditions, direct injecting fluid from a reservoir into an EGR cooler. This approach can be used to supplement EGR flow during situations that decrease EGR flow.

Abstract: A variable geometry turbocharger control method and system for an engine air system with a variable geometry turbocharger having adjustable vanes. The method includes monitoring engine parameters; generating engine state estimates using an engine observer model; generating measured engine states based on the monitored engine parameters; computing observer error based on the differences between the measured and modeled engine states; generating model correction factors; and generating commands for adjusting the vane positions of the variable geometry turbocharger. An inverse engine observer model can generate the desired variable geometry turbocharger vane positions. The method can include generating feedback actuator commands in generating the desired variable geometry turbocharger vane positions. The correction factors can include fresh air, EGR and/or turbine mass flow correction factors.

Abstract: A vaporized fuel processing apparatus for an engine, which includes an air supply passage equipped with a throttle valve, has an adsorbent canister and a purge passage communicating the adsorbent canister with the air supply passage of the engine. The adsorbent canister is adapted to communicate with a fuel tank. The purge passage includes a first purge passage and a second purge passage such that the first purge passage is formed in parallel with the second purge passage. The first purge passage has a first purge valve. The second purge passage has in series a second purge valve and a purge pump. The first purge passage and the second purge passage are configured such that pressure loss in the second purge passage is less than pressure loss in the first purge passage.

Abstract: In the present invention, an internal combustion engine is provided with an in-cylinder fuel injection valve and a secondary air supply device and is formed so as to make possible first catalyst warming control and second catalyst warming control that promote the raising of the temperature of an exhaust gas purification catalyst. The first catalyst warming control comprises control to inject fuel from the in-cylinder fuel injection valve during the compression stroke to form a stratified state, and control to greatly delay ignition timing. The second catalyst warming control comprises control to supply secondary air to an engine exhaust gas passage. The internal combustion engine executes the first catalyst warming control after startup and, after the first catalyst warming control is executed, carries out control (third catalyst warming control) to execute the first catalyst warming control and the second catalyst warming control simultaneously.

Abstract: A fuel-saving and emission-reduction device of an engine, having a barrel-shaped structure, comprising an inner pipe 1 and an outer pipe 2; enamel layers 3 are respectively covered on an inner layer and an outer layer of the inner pipe 1; a stainless steel net 4 is covered on the surface of the enamel layer of the outer layer of the inner pipe; both ends between the outer pipe 2 and the inner pipe 1 are respectively connected through fixing screws 5; a fan 8 is installed on one end, and a space is reserved between the inner pipe 1 and the outer pipe 2 to form two ventilating ducts. i.e., an inner ventilating duct 6 and an outer ventilating duct 7; and a voltage regulator 9 is arranged on the surface of the outer pipe.

Abstract: An air cleaner structure for blocking an inflow of debris to prevent the debris from inflowing into an engine intake passage of an air cleaner housing when replacing a filter includes a rotator fixing the filter and a filter cover to the air cleaner housing and generating a rotating force to open and close the engine intake passage. An engine intake passage door opens and closes the engine intake passage by the rotating force of the rotator. A connector has one end connected to the rotator and another end connected to the engine intake passage door to deliver the rotating force to the engine intake passage door.

Abstract: An air filter, including: an openable filter housing having an inlet for air to be cleaned, an outlet for cleaned air, a filter element exchangeably arranged with the filter housing. The filter element includes a filter medium radially surrounding and defining an interior space within the filter element and a support element secured to the filter element. The support element faces away from the filter medium and has a lateral support surface having a cylindrical section and/or a section with a cross section that changes in the direction of the element axis, whose main axis runs axially or parallel to the element axis and with which the support element is supported at least transversely to the element axis against a corresponding support section arranged on a side of the filter housing.

Abstract: The invention relates to a valve comprising: at least three channels (2, 9, 11) opening into a common space; a metering gate (12) pivotable in a first channel (2); a diverter gate (10) pivotable between a position for shutting off a second (9) or third (11) channel; and an actuation device (15) for actuating the gates (10, 12), said actuation device (15) comprising an actuation wheel (16) for actuating at least one of the gates and having at least a first configuration in which the metering gate (12) does not shut off the first channel (2) and the diverter gate (10) does not shut off the second (9) or third (11) channel. The actuation device (15) is configured such that, while in the first configuration, the rotation of the actuation wheel (16) causes: the diverter gate (10) to pivot substantially as the diverter gate (12) pivots slightly; and, subsequently, the metering gate (12) to pivot.

Abstract: A filter includes housing and a filter device disposed within the housing to define a circumferential cavity therebetween. The filter further includes a cap coupled to an inlet port and the cap includes a first thread portion. The filter further includes a first seal member attached to a first end of the filter device to restrict entry of fluid from the circumferential cavity into a hollow center tube disposed within the filter device. The filter further includes an engagement member provided on the first seal member and the engagement portion includes a second thread portion. The first thread portion of cap is adapted to engage with the second thread portion of the engagement member for removing filter device from the housing. Further, a second seal member is attached to a second end of the filter device to restrict flow of the fluid from the circumferential cavity into a drain port.

Abstract: A partitioning portion partitions a fuel chamber into a first space, which receives a pressurizing chamber forming portion and is communicated with an inflow pipe, and a second space, which is communicated with an outflow pipe. A flow passage forming portion extends from the partitioning portion toward the first space side and forms a communicating flow passage, which communicates between the first space and the second space. Thereby, vapor contained in the fuel, which is returned from a pressurizing chamber to the fuel chamber, is accumulated as bubbles in the first space, which receives the pressurizing chamber forming portion. The first space is communicated with the outside through the communicating flow passage and the second space. Therefore, outputting of air bubbles of the first space to the outside can be effectively limited in comparison to a case where the fuel chamber is directly communicated with the outside.

Abstract: An object of the present invention is to further improve the characteristic of the fuel spray of a fuel injection valve which has a plurality of stepped injection holes having a hole diameter of an outlet side injection hole larger than a hole diameter of an inlet side injection hole and which injects fuel from the stepped injection holes into a cylinder of an internal combustion engine. A cutout portion, which guides a flow of gas flowing into an outlet side injection hole from a lateral position of a fuel outlet of the outlet side injection hole during fuel injection, in a circumferential direction of the outlet side injection hole, is provided for at least one of both lateral portions between which the fuel outlet is interposed along with an arrangement direction of a plurality of injection holes, on a circumferential edge of the fuel outlet of the outlet side injection hole, in relation to at lease some of the injection holes of a fuel injection valve having the plurality of stepped injection holes.

Abstract: A starter device for an internal combustion engine includes a starter housing, an electric motor and an engagement pinion driven in rotation by the motor around the pinion rotation axis, the pinion being movable in a translational motion along its pinion rotation axis between a retracted position and an engaging position for engaging a gear connected to the internal combustion engine, the translational motion being caused by the rotation of the electric motor, the starter device further comprising a non-rotatable element which is blocked in rotation with respect to the starter housing, a rotatable element driven in rotation by the electric motor, a helical linkage between the non rotatable element and the rotatable element for causing the translational motion of the pinion.

Abstract: A crankshaft rotating angle controlling method and a crankshaft rotating angle controlling system are provided. A shut-off signal is obtained, and an engine speed is judged. If the engine speed is lower than a specific value, a generator is set in a driving mode at an ending point of a missing tooth signal in a gear pulse signal, such that the generator in the driving mode drives a crankshaft to exceed a top-dead-center of a cylinder. When the crankshaft arrives at a bottom-dead-center of the cylinder, the generator is set to be in a holding mode of an error phase of a three-phase current. Through the generator in the driving mode, the given error phase of the three-phase current stops the generator immediately and the crankshaft is fixed within an angle range of a default stop position.

Abstract: An ocean wave energy absorbing kite system 200 captures an ocean wave's kinetic energy as a force on a submerged, reciprocating panel 202 that drives the panel back and forth in an oscillating motion. The force applied to the panel is transmitted to a power generator 244 through opposed flexible ropes or lines 214, 224 loaded in tension. Potential energy is captured from the wave as a vertical force when a buoyant volume attached to the energy absorbing panel or kite member 202 rises on a passing ocean wave's peak, and transmits the force through flexible ropes or lines in tension to a power generator. Optionally, the shape of the panel is configurable to limit or restrict absorbed wave energy, thereby preventing damage from larger storm-generated waves.

Abstract: Disclosed is an energy harvesting system for ocean waves. The energy harvesting system includes each of a buoyant platform and a plurality of wave energy harvesting units. The buoyant platform is configured to float above the ocean bed. Further, each wave energy harvesting unit may be tethered between the buoyant platform and the ocean bed. Additionally, a wave energy harvesting unit may be configured to be actuated by motion of the buoyant platform. Accordingly, the wave energy harvesting unit may absorb energy from the buoyant platform's movement resulted from the ocean waves.

Abstract: A water current power generator having an energy capture assembly, a preferred energy capture axis, and a support for carrying the capture assembly. The generator has steering means for steering the capture assembly relative to the support, the steering means being arranged to steer the capture assembly by pivoting the capture assembly about at least one axis of the support, and to perform said steering in such a manner that when the capture assembly is immersed in a fluid flow presenting a flow direction and a given minimum flow speed, the preferred energy capture axis is substantially oriented parallel to the flow direction, the steering means also including resilient return means for returning the capture assembly towards a reference angular position of the capture assembly relative to the support.

Abstract: A power generation device is adapted to be driven by ocean currents, and includes a craft body unit, a plurality of blade units, a plurality of power generators, and a plurality of sails. The blade units are mounted on the craft body unit, and are adapted to extend into the sea and to be driven rotatably by the ocean currents. The power generators are mounted on the craft body unit and connected respectively to the blade units for converting a kinetic energy of the blade units into electrical energy. The sails are mounted on the craft body unit for capturing the wind to maintain a location of the craft body unit against drifting from a force of the ocean currents applied to the craft body unit.

Abstract: An assembly stand and an assembly method for assembling a gear unit and a main shaft unit of a wind turbine in which the assembly stand has a main shaft frame unit and a gear frame unit arranged on a base frame, wherein both frame units have adjustment means for adjusting the position of the main shaft unit and the gear unit in at least a horizontal or vertical direction. The main shaft unit and the gear unit are aligned by using a light source emitting a light beam onto removable guiding elements. The main shaft unit is positioned on a slidable seat and pulled into contact with the gear unit by pulling elements located on a moveable unit. The pulling element is connected to the gear unit via a wire extending through the main shaft unit.

Abstract: Wind turbine comprising a nacelle with a generator and wind turbine blades for driving the generator, a tower supporting the nacelle wherein the nacelle is rotatable about a vertical axis an azimuth drive for rotating the nacelle around the axis, said azimuth drive comprising a plurality of asynchronous yaw motors and an azimuth controller with a frequency unit for controlling the plurality of asynchronous yaw motors, wherein the azimuth controller is arranged to connect all of the plurality of asynchronous yaw motors to the one frequency unit in a rotating mode and to connect only a subset of the plurality of asynchronous yaw motors from the one frequency unit in a locking mode.

Abstract: A wind generator system with a plurality of lightweight, surface area adjustable airfoil/sail blades. Each blade is triangular or wedge shape with a narrow inner edge and a wide outer edge. Each blade includes an inner frame connected to a rigid mast that extends radially from a hub assembly. Each blade includes a curved outer skin layer that extends over the inner frame and configured into air foil shape with a large curved leading edge and a thin trailing edge. The outer skin layer is secured along its leading edge and removeably attached along its trailing edge to the inner frame. Coupled to the outer skin layer is a first linear actuator that when activated, causes the outer skin layer to fold or unfold thereby changing the blade's surface area. The internal frame may include a second linear actuator and a telescopic mast over which the blade slides to increase or decrease the sweep area of the blades.

Abstract: There is provided an airflow generation device and the like capable of suppressing an increase in a number of poles of a slip ring, and effectively preventing a malfunction from occurring due to a generation of noise caused by the slip ring. An airflow generation device of an embodiment has a main body, a rotation speed detecting unit, and a voltage application unit. The main body has a first electrode and a second electrode provided to a base formed of a dielectric, and is disposed on a rotary body. The rotation speed detecting unit detects a rotation speed of the rotary body. The voltage application unit generates an airflow by applying a voltage between the first electrode and the second electrode based on the rotation speed detected in the rotation speed detecting unit. Here, the voltage application unit and the rotation speed detecting unit are disposed in the rotary body.

Abstract: The invention relates to a method for feeding electrical power into an electrical supply network by means of at least a first and a second wind farm. A first electrical wind farm output is provided by the first wind farm to be fed into the electrical supply network and a second electrical wind farm output is provided by the second wind farm to be fed into the electrical supply network, and a total power output is generated from at least the first and second wind farm output and fed into the electrical supply network, wherein a central control unit for controlling the total power output that is fed in controls the provision of at least the first and second wind farm output.