Abstract: A plate-shaped butterfly valve is rotatable to throttle intake airflow, which is to be drawn into an internal combustion engine, and to direct the intake airflow toward a specific periphery in a cross section of a passage. The passage has a passage wall defining a passage wall step. The passage wall step is located on the downstream side from a rotation locus of the butterfly valve relative to intake airflow. The passage wall step has a raised side and a depressed side, which are located on the downstream side and on the upstream side, respectively, relative to intake airflow.

Abstract: Methods and systems are provided for adjusting the opening of a scroll valve of a binary flow turbine. Scroll valve adjustments are used at different engine operating conditions to improve engine performance and boost response. Scroll valve adjustments are coordinated with wastegate and EGR valve adjustments for improved engine control.

Abstract: An internal combustion engine may include a bushing defining an external circumferential diameter and an aperture defining an internal circumferential diameter. A center defined by the external circumferential diameter and a center defined by the internal circumferential diameter are offset with respect to one another. The internal circumferential diameter is operably coupled to a crankpin, and the external circumferential diameter is operably coupled to a connecting rod, thereby operably coupling the connecting rod to the crankpin. The engine may further include a bushing control assembly, wherein the bushing control assembly is configured to delay initiation of a power stroke of the engine until a crankshaft of the engine has rotated at least about 15 degrees beyond a first stroke termination angle of a compression stroke of the engine.

Abstract: An ammonia-engine system is capable of supplying an ammonia cracking catalyst with a temperature necessary to promote a reaction even during low load operation in which a temperature of an exhaust gas from an ammonia engine is lower than an operating temperature of the ammonia cracking catalyst. In an ammonia-engine system provided with an ammonia engine (2) using ammonia as fuel and an ammonia cracking device (5) including an ammonia cracking catalyst that cracks ammonia and cracking ammonia to produce hydrogen, an ammonia oxidizing device (4) is provided between the ammonia engine (2) and the ammonia cracking device (5).

Abstract: A combination air pressure system and a plasma ion gas generator system adapted for mounting next to an intake manifold of a turbocharged diesel engine. The system includes a water holding tank for supplying water to a plasma ion gas generator. The gas generator includes a housing with a plurality anode and cathode electrode plates. The system also includes an on/off switch and amp meter. The on/off switch is connected to the vehicle's battery. When the system is turned “on”, power is supplied to the gas generator for generating combustible gases. The air pressure system includes an air line connected to a vehicle's high pressure air line. The system's air line is connected to the water holding tank for pressurizing the gas mixture before it's introduced in the intake manifold.

Abstract: An attemperation system and an atomizing air system are integrated for a combined cycle turbine including a gas turbine and a steam turbine. The atomizing air system receives compressor discharge air for fuel atomization. The atomizing air system includes an atomizing air cooler that serves to cool the compressor discharge air. A heat recovery steam generator receives exhaust from the gas turbine and generates steam for input to the steam turbine via an attemperation system. A feed water circuit draws feed water from the heat recovery steam generator and communicates in a heat exchange relationship with the atomizing air cooler to heat the feed water. The feed water circuit communicates the heated feed water to the attemperation system of the heat recovery steam generator.

Abstract: A method for operating a gas power plant is provided, having a gas turbine which has a compressor stage and a turbine stage, and is connected to a generator via an axle, wherein the generator is designed to also be operated as a motor, wherein the method involves the operation of the generator as a motor for the rotatory operation of the axle, as well as a simultaneous discharge of the heated gas flow exiting from the turbine stage and routing of said gas flow to a first heat exchanger for the transfer of thermal energy from the gas flow to a heat exchanger fluid, wherein the heat exchanger fluid is provided to either discharge thermal energy to a heat accumulating medium or it can be used an accumulating medium itself for temporary storage.

Abstract: An exemplary valve device for controlling flow of a turbomachine fluid includes a housing having a first inlet at a first elevation, a second inlet at a second elevation higher than the first elevation, and an outlet. A flow control member is within the housing. The flow control member in a positive g-force environment is biased toward a first position that permits flow through the first inlet to the outlet. The flow control member in a negative g-force environment is biased toward a second position that restricts flow through the first inlet to the outlet.

Abstract: A gas turbine engine including: a casing in which is mounted at least one shaft for driving a fan solidly connected to a driving drum including blades to compress an airflow moving from upstream to downstream in the engine; and an axial retention mechanism, on standby, solidly connected to the casing and arranged to come into contact with the driving drum such as to prevent axial movement of the drum in event of breakage of the driving shaft.

Abstract: A combined sump structure in an engine, the combined sump structure comprises a sump area comprising one or more sumps, a single oil supply provided for all sumps, and a combined sump drain.

Abstract: A gas turbine engine component is disclosed having a construction that permits a working fluid to flow from one side of the component to the other. In one embodiment the construction includes multiple layers, and in one particular embodiment the construction includes three layers. One or more layers can have different properties. Additionally, one or more layers of the construction can include a cellular structure. In one embodiment the component is a gas turbine engine combustor liner.

Abstract: In one aspect, a turbine engine is provided. The engine includes a fan, a core engine case configured to receive a core airflow, and an inner fan case. An inner air bypass is defined between the core engine case and the inner fan case, and the engine further includes an outer fan case, an outer air bypass defined between the inner fan case and the outer fan case, a first heat exchanger arranged in the core engine case, the first heat exchanger providing heat exchange between the liquid and the core airflow to cool the core airflow, and a second heat exchanger arranged in the outer air bypass. The second heat exchanger is fluidly coupled to the first heat exchanger to receive the cooled core airflow. The second heat exchanger provides heat exchange between cooled core airflow and the second portion of airflow to further cool the cooled core airflow.

Abstract: A sealed joint may include a first plate with a seal land, a second plate that moves relative to the seal land, and a seal connected to the second plate. The seal may extend laterally between a first seal end and a second seal end. The seal may include a plurality of seal elements that extend longitudinally between a first seal side and a second seal side. A first of the seal elements may extend laterally from the first seal end towards a first seal segment, which is separated from the second plate by an airflow channel. The second of the seal elements may extend laterally from the second seal end towards a second seal segment, which is located between and engaged with the first seal segment and the seal land.

Abstract: A gas turbine engine includes an intercooling turbine section to selectively cool the core flow. An intercooling turbine section bypass is also included to selectively bypass at least a portion of a core flow through an intercooling turbine section bypass path around the intercooling turbine section.

Abstract: An exhaust brake may include an exhaust pipe configured to include an exhaust upstream and an exhaust downstream, a butterfly configured to be mounted between the exhaust upstream and the exhaust downstream in the exhaust pipe, a bypass pipe configured to include a bypass upstream starting between the exhaust upstream and the butterfly and a bypass downstream ending between the butterfly and the exhaust downstream, and a check valve configured to be mounted between the bypass upstream and the bypass downstream. The piston head of a piston of the check valve may be disposed at the bypass downstream and a direction in which the piston head moves to the bypass downstream is a direction in which the check valve is opened.

Abstract: An exhaust system is disclosed for use with an engine. The exhaust system may have a compression relief valve associated with an engine cylinder. The exhaust system may also have an exhaust gas recirculation passage extending from the compression relief valve to an intake of the engine cylinder.

Abstract: An engine speed predicting system for a vehicle includes a first calculator, a second calculator, and a switch which may be realized by software. The first calculator calculates a predicted speed of an engine of the vehicle during forward rotation of the engine when speed of the engine is decreasing after fuel stops being burned in the engine. The second calculator calculates a predicted speed of the engine during reverse rotation of the output shaft of the engine. The switch serves to select one of the first calculator and the second calculator which is to be used in calculating the predicted speed of the engine depending upon whether the predicted speed lies during the forward rotation or during the reverse rotation of the output shaft of the engine. This ensures the accuracy in predicting the speed of the engine regardless of the direction of rotation of the engine.

Abstract: When an accelerator operation amount is 0, a throttle actuator is controlled by means of isochronous control by using a second throttle operation amount (?tps2) for the isochronous control, and, on the other hand, when the accelerator operation amount is not 0, the throttle actuator is controlled by means of droop control by using a first throttle operation amount (?tps1) for the droop control. When an engine rotation speed is equal to or lower than a LOW rotation speed, larger one of the first and second throttle operation amounts (?tps1 and ?tps2) is used, and when the engine rotation speed is equal to or higher than a HIGH rotation speed, smaller one of the first and second throttle operation amounts (?tps1 and ?tps2) is used, to thereby control the throttle actuator by means of the isochronous control.

Abstract: External data from a second computer external to a vehicle is received in an in-vehicle computer comprising a processor and a memory. At least one derived datum is generated from at least some of the external data. The at least one derived datum is used to make an adjustment to engine performance.

Abstract: Methods and systems are provided for adjusting a LP-EGR valve and an LP intake throttle to provide a desired LP-EGR flow rate while maintaining a minimum differential pressure. In one example, a method for a turbocharged engine method comprises: responsive to a differential between intake and exhaust pressure below a threshold, adjusting a LP-EGR valve while adjusting a LP intake throttle to regulate a LP-EGR flow rate and the differential to respective setpoints; and responsive to the differential above the threshold, saturating the LP-EGR valve to minimize the differential while actuating the throttle to regulate the flow rate to its setpoint. In this way, control of the LP-EGR system may be more robust to disturbances at very low differential pressures, require less actuator movement, and increase fuel economy.

Abstract: A cylinder control method includes: generating a torque request for an engine based on at least one driver input; based on the torque request, determining a target number of activated cylinders of the engine; determining possible sequences for activating and deactivating cylinders of the engine to achieve the target number of activated cylinders; determining predicted fuel consumption values for the possible sequences, respectively; identifying first ones of the possible sequences having predicted fuel consumption values that are less than a predetermined amount from a lowest one of the predicted fuel consumption values; selecting one of the first ones of the possible sequences; setting a selected sequence for activating and deactivating cylinders of the engine to the selected one of the first ones of the possible sequences; based on the selected sequence, one of activating and deactivating a next cylinder in a predetermined firing order of the cylinders.

Abstract: Various methods for inferring oil viscosity and/or oil viscosity index in an internal combustion engine are provided. In one example, a new control method comprises cranking the engine during a start mode with an electric motor connected to a substantially constant source of electrical power, inferring engine oil viscosity based at least on engine oil temperature and speed of the engine while being cranked by the electric motor during the start mode, and correcting an operating parameter of the engine based on the inferred engine oil viscosity.

Abstract: A vehicle control device for controlling an engine and an electric pump includes a relay having a contact part for connecting and disconnecting a power source to the electric pump, an engine stop instruction switch provided between the power source and a coil part of the relay for connecting and disconnecting the power source to and from the coil part. A control unit for controlling the engine and the relay and determining whether or not operation of the engine stop instruction switch is made. The control unit includes a port to which the coil part and a drive part are connected for switching current application of the coil part, a detection part for detecting a current flowing to the port, and a determiner for determining whether or not the operation of the engine stop instruction switch is made based on a detection result of the detection part.

Abstract: Various systems and methods are described for controlling operation of a motor vehicle based on a sensor. One example method comprises receiving sensed parameter data from the sensor, receiving calibration data from the sensor, and adjusting a vehicle operating parameter in response to the sensed parameter data and the calibration data.

Abstract: System for controlling an after-treatment system (ATS) temperature of a combustion engine, comprising means for carrying out an after-treatment warm up procedure, the system providing the interruption/inhibition of such warm-up means after a time period from the warm up procedure starting.

Abstract: A fuel control system of a vehicle includes an injection control module and a command module. The injection control module determines a first target amount of fuel for a combustion event of an engine. A command module selectively command the injection control module to provide two fuel injections when a torque request decreases. In response to the command, the injection control module: determines second and third target amounts of fuel based on the first target amount; provides a first fuel injection during the combustion event based on the second target amount; and provides a second fuel injection during a compression stroke of the combustion event based on the third target amount.

Abstract: A control apparatus for an internal combustion engine includes a fuel injection valve having a nozzle body that includes a fuel receiving part provided at a downstream side of a seat part with which a seat contact part comes into contact, and a plurality of nozzle holes. The control apparatus executes one or a plurality of small injections during one cycle in addition to main injection. Further, the control apparatus increases fuel injection amount of a first small injection at the current cycle at the time of low load operation while decreases the fuel injection amount of the first small injection at the time of high load operation, when post injection has not been executed in the last cycle and the small injection is executed first at the current cycle in a case in which a variation in the learned value for fuel injection amount is present.

Abstract: There is provided an internal combustion engine control apparatus including an exhaust gas recirculation amount estimation unit that can estimate an EGR flow rate with an accuracy enough to appropriately control an internal combustion engine. An internal combustion engine control apparatus according to the present invention has an exhaust gas recirculation amount estimation unit that learns the relationship between a detected opening degree of an exhaust gas recirculation valve and a calculated effective opening area of the exhaust gas recirculation valve and estimates an exhaust gas recirculation amount, based on the relationship between a control exhaust gas recirculation valve effective opening area calculated based on the learning and an opening degree of the exhaust gas recirculation valve; for controlling an internal combustion engine, the internal combustion engine control apparatus utilizes the exhaust gas recirculation amount estimated by the exhaust gas recirculation amount estimation unit.

Abstract: An engine is provided. The engine includes a thermal set composite cylinder block including a front engine cover attachment interface and a transmission attachment interface and a cylinder liner integrally molded with the composite cylinder block, the cylinder liner defining a portion of a boundary of a cylinder. The engine further includes a bulkhead insert extending through the thermal set composite cylinder block and is directly coupled to a cylinder head.

Abstract: The present invention relates to a piston (10) for an internal combustion engine, comprising a piston head (11) and a piston skirt (16), with a cooling channel (15) arranged in the piston head (11) and with at least one bore (17) opening into the cooling channel (15), a conduit (18) for a cooling oil jet (A) being housed in the bore. According to the invention, a jet divider (19) is arranged at the first free end (18a) of the conduit (18) and, in the area of the second free end (18b) of the conduit (18), the outer lateral surface of conduit (18) has a contact surface (24) that lies, secured against torsion, against an inner surface (25) of the piston (10).

Abstract: An engine assembly (6) of the type running on liquid air or another gas that is substantially inert in liquefied state, for a vehicle in general and for an urban motor vehicle in particular, such as a bus (1) or a taxi, comprises a Stirling engine (9), in which the gasification of the liquid air takes place, with transformation into kinetic mechanical energy of the latent heat relative to the change in state of the air from liquid state to compressed gas state, as well as a volumetric or flow motor (11), in which the air in compressed state expands up to a pressure substantially equal to atmospheric pressure, with transformation of the mechanical pressure energy into kinetic mechanical energy.

Abstract: Provided is a drive device efficiently converting thermal energy of a vertical high-temperature tank and a vertical low-temperature tank into a drive force. The volume variable container (11) at a vertical high-temperature tank (1) side is supported on the forward side of a horizontal communication pipe (7) in the travel direction, and the volume variable container (12) at a vertical low-temperature tank (2) is supported on the rear side of the horizontal communication pipe (7) in the travel direction, and enclosed gas is transferred by a pressure difference between the volume variable container (11) and the volume variable container (12). A travel belt 4 travels with respect to an insulation wall (3) due to a total buoyancy difference (F1?F2) between the total buoyancy (F1) of the buoyancy of the volume variable container (11) and the total buoyancy (F2) of the buoyancy of the volume variable container (12).

Abstract: A variable area mechanism and methods are disclosed. A movable surface comprising a contoured interface surface is operable to rotate about an off-body axis-of-rotation such that the movable surface expands from and retracts into an angle notched surface.

Abstract: The present invention relates to a low signature jet engine outlet comprising movable border segments forming at least one circular arc and being movable radially for controlling the form and area of the outlet, at least one stationary border element for defining the form and area of the outlet, and movable coupling means for connecting the at least one circular arc to the at least one stationary border element. The coupling means are movable along a connection part of the at least one stationary border element, and the connection part of the at least one stationary border element is substantially flat and extending in a substantially radial direction of the at least one circular arc.

Abstract: The present disclosure relates to a beam, in particular for a cascade thrust reverser, including a skin made of a composite material and defining a closed section, wherein said beam is filled with a core material.

Abstract: A piston engine intakes, at the compression stage, lean gas-air mixture from a cylinder to the ignition chamber. The residual gases are at 500° C. to 700° C., and are composed of: carbon dioxide 6.7% to 5.6%, oxygen 6.6% to 8.8%, water vapor 12.8% to 19.8% with the air excess factor 1.5 to 1.8, are preserved in the ignition chamber and are used for initiating, at the contact, and mixing with the gas-air mixture, the reactions of combined conversion of the lowermost alkanes (methane, ethane, propane, butane, etc.), into hydrogen and carbon monoxide; intensifying reactions of combined conversion in the compression cycle, by increasing pressure and, therefore, temperature of the gas-air mixture in the cylinder and in the ignition chamber, up to 5-5.5 MPa and 500-600° C., at the moment of the spark. The ignition chamber can be made of catalytic material, e.g., nickel heat-resistant steel.

Abstract: An apparatus controls an internal combustion engine provided with an EGR device having an EGR passage and an EGR valve that is provided in the EGR passage and can adjust an EGR amount. This apparatus includes a controller that estimates state parameters of the internal combustion engine that affect the behavior of the EGR gas within a predetermined period of time; sets constraints on the EGR amount within the predetermined period on the basis of an approximated dynamics obtained by approximating a true dynamics, which is a transition of the EGR amount within the predetermined period, so that approximated values do not exceed the true dynamics; determines a target value of the EGR amount according to the estimated state parameters within a range of the EGR amount on which the constraints that have been set; and controls the EGR valve so that the EGR amount becomes the determined target value.

Abstract: The present invention is relative to a engine apparatus comprising a combustion engine, a low pressure compressor connected to a high pressure turbine. The apparatus also comprises a low pressure turbine and a high pressure compressor. The engine apparatus according to the invention comprises an electrical torque converter comprising at least an electric generator connected so as to be driven by said low pressure turbine and a first electric motor connected so as to drive said high pressure compressor. The torque converter also comprises electronic conversion means suitable to convert the electric energy produce by said electric generator and to power supply and control at least said first electric motor.

Abstract: An exhaust-gas recirculation module for an internal combustion engine includes an outer housing, an exhaust-gas cooler comprising an inner housing arranged within the outer housing, an exhaust-gas recirculation valve arranged upstream of the exhaust-gas cooler, an exhaust-gas duct formed in the outer housing arranged upstream of the exhaust-gas recirculation valve, and a coolant channel arranged between the inner housing and the exhaust-gas duct.

Abstract: A method for an engine fuel system comprises, during an engine-off condition, indicating a refueling event based on a rate of change in fuel tank pressure, and aborting a diagnostic leak detection test based on the refueling event indication. Indicating a refueling event further comprises indicating a refueling event based on the rate of change in fuel tank pressure being greater than a first threshold when the canister vent valve is open, and greater than a second threshold when the canister vent valve is closed, the first threshold being less than the second threshold.

Abstract: An engine includes a fuel tank with a fuel tank body defining an internal fuel tank volume for containing a fuel, a vent conduit integrally formed with the fuel tank body, and an air cleaner system including an air cleaner housing defining an internal air cleaner volume. The vent conduit extends between an inlet aperture and an outlet aperture. The inlet aperture is in fluid communication with the internal fuel tank volume. An opening is formed in the air cleaner housing and the vent conduit extends through the opening. The outlet aperture of the vent conduit is positioned within the internal air cleaner volume and the vent conduit provides fluid communication between the internal fuel tank volume and the internal air cleaner volume.

Abstract: The invention relates to a device (6) for channeling a stream of feed gas for an internal combustion engine, said device (6) being able to be installed at least facing an exchanger (7) for the thermal conditioning of the stream of gas, the device comprises a first canal (15), referred to as central canal, for the circulation of the stream of gas, delimited by a first part (19) of a wall (17) and intended to channel the stream of gas toward a first zone (20) of a face (40) of the exchanger (7), said device comprising at least one second canal (16), referred to as lateral canal, for the circulation of the stream of gas, delimited by a second part (27) of the wall (17) and intended to channel the stream of gas toward a second zone (28) of said face (40) of the exchanger (7). The invention also relates to an intake airbox of an internal combustion engine and to an air inlet box of said airbox equipped with such a device.

Abstract: A throttle control system includes a target pressure module, a torque determination module, and a target opening module. The target pressure module determines an induction noise value based on an engine operating parameter and determines a target pressure downstream of a throttle valve of an engine based on a pressure at an inlet of the throttle valve and the induction noise value. The torque determination module determines a torque request for the engine based on the target pressure. The target opening module determines a target opening for the throttle valve based on the torque request and selectively adjusts opening of the throttle valve based on the target opening.

Abstract: The invention relates to an engine system comprising a fuel pump for compressing fuel. The fuel pump having at least two compression pistons, an eccentric chamber in which the at least two compression pistons are mounted in axially displaceable fashion, and a rotatably mounted eccentric for driving the at least two compression pistons is accommodated in the eccentric chamber, wherein the eccentric and the at least two compression pistons are operatively connected to one another such that the two compression pistons are axially displaced for the compression of fuel. Provision is made, here, for the eccentric chamber to be at least partially filled with lubricant.

Abstract: The present disclosure is directed to integrated injector/igniters providing efficient injection, ignition, and complete combustion of various types of fuels. One example of such an injectors/igniter can include a body having a base portion opposite a nozzle portion, and a fuel passageway extending from the base portion to the nozzle portion. A force generator and a first valve are carried by the base portion. The first valve is movable in response to actuation from the force generator to move between closed and open positions. The injector/igniter also includes a second valve at the nozzle portion that is deformable in response to pressure in the fuel passageway to deform between a closed position and an open position.

Abstract: A fuel injector includes an injector body forming an actuator portion. An actuator bore is formed in the actuator portion and is at least partially defined by an inner surface and by an end surface. An actuator disposed in the actuator bore and has an outer surface such that a flow channel can be defined between the inner surface of the actuator bore and the outer surface of the actuator. A cooling flow passage is formed in the injector body, in fluid communication with the actuator bore, and is adapted to supply cooling fluid to the actuator bore. A drain passage is formed in the injector body, in fluid communication with the actuator bore. An internal cooling fluid flow path extends from the cooling flow passage, through the flow channel, and from the flow channel through the drain passage.

Abstract: A valve assembly includes a valve body, a movable valve needle, a movable armature, and an elastic member. The armature is axially moveable with respect to the needle so that, when the needle is in the closing position, the armature is movable from a first position further in the second direction to a second position against the bias of the elastic member. The elastic member has a plurality of beams, each beam having a first end and a second end which are axially and radially offset with respect to each other, and the armature is operable to reduce the axial offset between the first end and the second end when moving from the first to the second position.

Abstract: An ignition apparatus for an internal combustion engine, comprising at least one ignition plug, an actuating circuit provided with first and second coil pairs corresponding to one ignition plug for generating spark discharge in the at least one ignition plug. First and second ignition signals respectively supplied to the first and second coil pair are generated so that a first discharge period and a second discharge period partially overlap with each other during an overlap discharge period, the overlap discharge period is made equal to a set overlap period, and a start timing of the first discharge period is prior to a start timing of the second discharge period. The first and second discharge periods are time periods of electric discharges generated by the first and second coil pairs. The set overlap period is set according to the first discharge period, a temporary cut threshold value, and a discharge start current value at the start timing of the first discharge period.

Abstract: A glow plug is provided that can be easily determined as to whether or not it is a new article. An additional circuit formed by connecting a diode, a fuse, and an adjusting resistor in series in this order is connected in parallel to a heating element of a glow plug. The diode is provided so as to have an anode located on the positive electrode side of the heating element and a cathode located on the fuse side. In the case of a unit inspection, by applying a positive voltage for test to a heating element negative electrode connecting portion, it is possible to determine whether or not the glow plug is normal without blowing the fuse before the glow plug is used in a vehicle.

Abstract: A catalytic fuel igniter is compatible with internal combustion engines and other chemical fuel operated systems. The catalytic fuel igniter does not require electrical components typically required for such systems, thus reducing complexity. The catalytic fuel igniter includes a catalyst in a controlled environment which ignites the fuel and air at the proper time for engine operation. In one embodiment the fuel is a hydrogen fuel and the catalytic fuel igniter is a hydrogen fuel igniter.