Abstract: A gas turbine engine comprises a compressor rotor including blades and a disk, with a bore defined radially inwardly of the disk, and a combustor. A tap directs the products of combustion first to a valve and then into the bore of the disk. At least two temperature sensors sense a temperature of the products of combustion downstream of the valve. A control compares sensed temperatures from the at least two temperature sensors to ensure the at least two temperature sensors are functioning properly. The sensed temperatures are utilized to control the valve. A method of operating a gas turbine engine is also disclosed.

Abstract: A gas turbine engine includes a turbine section that includes a turbine rotor arranged in a plenum. A compressor section includes a compressor rotor assembly that has spaced apart inner and outer portions that provide an axially extending cooling channel. Compressor blades extend radially outward from the outer portion which provides an inner core flow path. A rotor spoke is configured to receive a first cooling flow and fluidly connect the outer portion to the cooling channel. The compressor rotor assembly has a coolant exit that is in fluid communication with the cooling channel. The compressor rotor assembly is configured to communicate the first cooling flow to the turbine rotor. A bleed source is configured to provide a second cooling flow. A combustor section includes an injector in fluid communication with the bleed source. The tangential onboard injector is configured to communicate the second cooling flow to the turbine rotor.

Abstract: A blocker door assembly which may be for a cooling system that may be applied to a gas turbine engine includes a plurality of blocker doors circumferentially spaced about an engine axis. Each blocker door is constructed and arranged to move in a circumferential direction to, at least in-part, control air flow through a passage in an adjacent fixture. A sync-ring is concentrically located about the engine axis, disposed in an annular first duct in direct communication with each passage, and engaged to each one of the plurality of blocker doors for simultaneous operation. The sync-ring is aero-dynamically shaped to reduce surrounding airflow resistance.

Abstract: An example turbomachine exhaust flow diverting assembly includes an upstream flow diverter disposed about a rotational axis of a turbomachine, and a downstream flow diverter disposed about the rotational axis and axially misaligned with the upstream flow diverter, the upstream flow diverter and the downstream flow diverter both independently moveable between a first position and a second position, the first position permitting more bypass flow from a bypass flow passage to a core flow passage than the second position.

Abstract: A method for detecting a fault in a gas supply system for a gas turbine engine. The method comprises: measuring a pressure difference between two gas supplying ducts of the gas supply system; comparing the measured pressure difference to a threshold level; and determining a fault based on the measured pressure difference and the comparison.

Abstract: A control system for a gas turbine engine including a power turbine is disclosed. The control system may also include an outer loop control module to determine a torque request. The outer loop control module may include a feedback control component operative to provide regulation of the power turbine, a feed-forward component operative to anticipate a load on the power turbine, and a hybrid control component operative to prevent output of a torque request that cannot currently be delivered by the power turbine. The control system may also include an inner loop control module to receive the torque request from the outer loop control module, to determine fuel flow and inlet guide vane schedules based at least in part on the received torque request, and to send signals to control a gas generator of the gas turbine engine according to the determined fuel flow and inlet guide vane schedules.

Abstract: A method for controlling operation of a multi-mode powertrain system includes periodically determining a power cost difference between a first power cost and a second power cost. This includes determining the first power cost associated with operating the powertrain system with the engine operating in a presently commanded engine state in response to an operator torque request and determining the second power cost associated with an expected powertrain operation with the engine operating in a non-commanded engine state in response to the operator torque request. The first power cost is compared with the second power cost, and successive iterations of the periodically determined power cost difference between the first power cost and the second power cost are integrated to determine an integrated power cost difference. A transition to the non-commanded engine state is commanded when the integrated power cost difference is greater than a threshold.

Abstract: A control device for a vehicular hydraulic pressure supply device that controls the vehicular hydraulic pressure supply device provided with a mechanical oil pump that is driven by an internal combustion engine, an electric oil pump that is driven by an electric motor, and an oil passage that supplies oil discharged from the mechanical oil pump and the electric oil pump to a supply target.

Abstract: When a catalyst of an internal combustion engine is not activated, a control apparatus retards the ignition timing of a spark plug, and thereby, executes a rapid warm-up control of the catalyst. However, on this occasion, when alcohol concentration Ca is high, the control apparatus sets the ignition timing to a more advanced side than when the alcohol concentration Ca is low. When the ignition timing is set to an advanced side, opening angle ? of a throttle valve is manipulated such that command value qsjc for the quantity of the air that is filled into a combustion chamber is increased. Thereby, compared with when the command value qsjc is not increased, the quantity of the fuel that is injected from a cylinder injection valve increases, and the thermal energy of exhaust gas increases.

Abstract: A control apparatus for an internal combustion engine having a limiting current sensor includes an electronic control unit. The electronic control unit is configured to: (i) calculate a parameter relating to SOx contained in a detection subject gas using an output current of the sensor obtained when voltage reduction control is implemented to reduce an applied voltage applied to the sensor from a parameter calculation voltage; and (ii) implement the voltage reduction control when an oxygen concentration of the detection subject gas is less than a predetermined concentration or a low oxygen concentration condition, according to which an oxygen concentration of the detection subject gas is predicted to be less than a predetermined concentration, is established.

Abstract: A method and vehicle embodying the method are provided for deceleration of a vehicle comprising a combustion engine comprising at least one cylinder to which fuel is supplied, a piston in each cylinder, at least one inlet valve in each cylinder, which is connected with an inlet system, a first camshaft controlling the inlet valve, at least one exhaust valve in each cylinder, which is connected with an exhaust system, a second camshaft controlling the at least one exhaust valve and a crankshaft controlling each camshaft. The method comprising a) closing the fuel supply to all cylinders, b) phase-shifting each camshaft in relation to the crankshaft to a position where no air is supplied to the exhaust system when the pistons move forwards and backwards in each cylinder, and c) controlling a gearbox to engage a gear that increases the crankshaft's rotation speed, which decreases the vehicle's speed.

Abstract: A process and a system for preventing pre-ignition in an internal combustion engine (ICE). The process includes providing an ICE that has a combustion chamber and an exhaust. Also provided is a total hydro-carbon (THC) sensor in communication with the combustion chamber. The THC sensor senses a THC level of the combusted gas for a given combustion cycle i (THCi) of the ICE. In the event that THCi is greater than a reference THC level (THCref), a pre-ignition countermeasure prior to an immediate subsequent combustion cycle i+1 is executed. Furthermore, the executed pre-ignition countermeasure prevents pre-ignition from occurring in the immediate subsequent combustion cycle i+1 of the ICE.

Abstract: A method and apparatus for energizing a solenoidal fuel injector for an internal combustion engine is disclosed. The fuel injector is electrically connected to a battery capable of providing a battery voltage and to a boost converter capable of providing a boost voltage that is higher than the battery voltage. The boost voltage is applied to a solenoid of the fuel injector to perform a first opening phase of the injector, the energy from the solenoid of the fuel injector is then discharged. A second opening phase of the fuel injector is performed, and followed by a hold phase using the battery voltage (Vbatt). Lastly, a closing phase of the fuel injector is performed.

Abstract: An internal-combustion-engine fuel injection control device which can accurately control a boosted voltage applied to a fuel injection valve during fuel injection and can control a variation in a fuel injection amount without increasing a size or a cost of the fuel injection control device even when a width of a fuel injection driving pulse to drive the fuel injection valve is small is provided. A fuel injection control device includes a boosting operation control unit configured to start a boosting operation at predetermined timing regardless of an amount of a detected voltage when the detected voltage is higher than a threshold voltage for starting boosting and is lower than a threshold voltage for stopping boosting.

Abstract: A fuel filter clogging detection device detects clogging of a fuel filter in a fuel supply circuit and issues a warning. The device includes an atmospheric pressure sensor detecting atmospheric pressure, a filter outlet pressure sensor detecting outlet side pressure of the fuel filter, and a control unit calculating differential pressure between the atmospheric pressure and the outlet side pressure and obtaining a degree of clogging of the fuel filter from the differential pressure so as to output an alarm signal when the degree of clogging exceeds a threshold.

Abstract: A microcomputer determines a presence of an abnormality of a fuel injection quantity control device based on a comparison between a required injection quantity as a command value for the amount of a fuel injected from an injector in one engine cycle and a total monitor injection quantity as a total value of monitor injection quantities obtained from an energization time monitor value of the injector for each fuel injection in the one engine cycle. The microcomputer removes a micro-injection correction amount from the monitor injection quantity when the monitor injection quantity is below a determination value and executes a removal processing in which the removal of the micro-injection correction amount from the monitor injection quantity is not performed when the monitor injection quantity is at least the determination value. The total value of the monitor injection quantities after the removal processing is regarded as the total monitor injection quantity.

Abstract: A fuel supply controller includes a receiver unit that receives a collision signal, which indicates that a vehicle has a collision, transmitted from an external device, an engine stop detecting unit that detects a stop of an engine mounted on the vehicle, and a fuel supply stopping unit that stops a supply of a fuel to the engine when the collision signal is received by the receiver unit and the stop of the engine is detected by the engine stop detecting unit.

Abstract: Within a resin mold portion of a fuel injection valve, an amplifying member having a substrate is provided. An engagement hole that penetrates in an axial direction is formed in another end part of the amplifying member, and an engagement pin, which is formed on a bobbin of a housing, is inserted through the engagement hole. A second connector of a second signal transmitting member, which constitutes part of a signal transmitting unit, is inserted from below into a connecting hole formed in the substrate. In addition, when the resin mold portion is molded, the amplifying member is retained in a state with the engagement pin and the second connector being inserted, respectively, into the engagement hole and the connecting hole.

Abstract: An engine controller according to one aspect of the invention is applied to a cylinder injection engine including a fuel injection valve that directly injects fuel into a cylinder. The engine controller determines whether knocking is occurring based on a signal from a knocking sensor. When the knocking is occurring, the engine controller performs partial lift fuel injection at a predetermined timing close to an ignition timing. The partial lift fuel injection is performed with a lift amount of a valve body of the fuel injection valve limited within a range between a minimum lift amount (0) and a partial lift amount, which is smaller than a maximum lift amount.

Abstract: Feedback control of combustion in a gas diesel dual-fuel engine (20), based on the measured cylinder pressure, has been invented. The center of combustion and pressure rise rate is controlled by manipulating the start of diesel injection and duration of diesel injection. Measurements of transient engine operation show, that the proposed controller is able to control the center of combustion and the maximum pressure rise rate. The influence of changing intake manifold pressure, changing exhaust gas recirculation rate and changing air-fuel ratio can be compensated by the controller (10). Steady state measurements show that the gas diesel dual fuel engine reaches efficiencies around 40% with stoichiometric air-fuel ratio and diesel ratios below 5%. The results have been obtained on a slightly modified production type common-rail diesel engine with four cylinders and a displacement volume of 2 litres.

Abstract: An internal combustion engine includes an ignition plug and an electronic control unit. The electronic control unit is configured to: (i) execute a lean-burn operation in a first operation region, (ii) execute an operation in a second operation region at an air-fuel ratio lower than an air-fuel ratio during the lean-burn operation, and (iii) control a gas flow in a cylinder so that a ratio of a change in a gas flow speed around the ignition plug during ignition to a change in an engine rotation speed in a first engine rotation speed region within the first operation region is smaller than the ratio in a second engine rotation speed region within the second operation region.

Abstract: A piston of an internal combustion engine may include a piston head, a piston hub and a connecting rod having a joint end connected via an articulated connection to the piston hub. A reservoir may be provided and configured to receive splash oil for cooling the piston head. The reservoir may include at least one splash outlet directed towards the piston head. The reservoir may be arranged at the joint end of the connecting rod on a side facing towards the piston head.

Abstract: A sub-assembly may include a piston and an injection nozzle for cooling oil for an internal combustion engine. The piston may have a piston skirt and a piston head, where the piston may have a piston crown with an underside, a circumferential ring part, and in the region of the ring part, a circumferential cooling channel with at least one feed opening for the cooling oil. The piston may also have a jet divider for the cooling oil on the underside of the piston crown adjacent to the at least one feed opening. The injection nozzle may be arranged below the jet divider and may be oriented toward the jet divider.

Abstract: A piston for an internal combustion engine including a cooling gallery and a complex combustion surface is provided. The piston includes an upper crown member joined to a lower member, for example by hybrid induction welding. A complex combustion bowl is formed in the upper crown member by forging. The combustion bowl includes at least one protrusion, and typically a plurality of protrusions spaced from one another. After the forging step and before the joining step, portions of an undercrown surface located opposite the spaces between the protrusions are machined, and portions located directly opposite the protrusions are left as-forged. The crown member is joined to the lower member, for example by hybrid induction welding.

Abstract: A solar-powered hot air engine has a cylinder with hot and cold ends, and a solar collector directing radiation through a window into the hot end of the cylinder. A thin layer of regenerator material having low thermal conductivity is placed on the face of the displacer piston at the hot end of the cylinder, and a layer of material with high absorptivity and low emissivity covers the regenerator material and the interior surface of the cylinder to maximize absorption of the solar energy within the hot end of the cylinder.

Abstract: In various embodiments, a cowl actuation system may comprise a cowl, an actuator, a bell crank, and a guide arm. The cowl may be configured to modulate at least a portion of the exhaust flow of a gas turbine engine. The bell crank may have a first end and a second end. The first end may be operatively coupled to the actuator. The second end may be operatively coupled to the cowl. The bell crank may be configured to pivot about a first point located between the first end and the second end. The first point may also be located along a diameter. The guide arm may have a third end and a fourth end. The third end may be mounted to a second point. The fourth end may be operatively coupled to the cowl. The second point may be located along the diameter.

Abstract: The present disclosure concerns an assembly including at least one unit assembly of a nacelle for a turbojet engine, and the assembly is movable relative to a fixed structure along at least one associated guide assembly. The guide assembly includes: at least one guiding element secured to the fixed structure; at least one guided element secured to the unit assembly, shaped so as to move along the guiding element; at least one contact surface common to said guiding and guided elements. In particular, the guided element and the guiding element present each at least one profile, and the profiles is non-complementary to each other at least at the contact surface, the profiles being shaped so as to achieve at least one plane abutment connection at least during circumferential forces of the unit assembly.

Abstract: In various embodiments, a thrust reverser system may comprise a first cascade, a second cascade, an actuator, and a structural connecting member. The actuator may be radially disposed between the first cascade and the second cascade. The structural connecting member may be adjacent the actuator. The structural connecting member may be configured to structurally join the first cascade and the second cascade.

Abstract: The present disclosure concerns thrust reversers for a nacelle of a turbojet engine having a sliding cover. The active lock is rigidly connected to a fixed structure and engages with a locking interface of a mobile structure by a tilting bolt driven by a controlled electric motor. The tilting bolt is tiltably mounted with a pusher to push the mobile structure away from the fixed structure during the deployment of the mobile structure relative to the fixed structure driven by the controlled electric motor via mobilizing the active lock according to a predefined sequence of movements of the tilting bolt or the pusher.

Abstract: A disclosed turbofan engine includes a gas generator section for generating a gas stream flow. A speed reduction device is driven by the power turbine. A propulsor section includes a fan driven by the power turbine through the speed reduction device at a second speed lower than the first speed for generating propulsive thrust as a mass flow rate of air through a bypass flow path. The fan includes a tip diameter greater than about fifty (50) inches and an Engine Unit Thrust Parameter (“EUTP”) defined as net engine thrust divided by a product of the mass flow rate of air through the bypass flow path, a tip diameter of the fan and the first rotational speed of the power turbine is less than about 0.30 at a take-off condition.

Abstract: A aircraft propulsion device called DiscThruster™ which creates thrust in the form of pressure thrust, as opposed to momentum thrust, wherein a thin round DiscThruster disc 2 spins about its disc rotation axis being driven by a turboshaft engine, wherein the disc 2 exhibits a series of ring-like concentric circumferential disc zones 4 on its flat surface, beginning from the innermost radius out to the circumferential edge of the disc 2, such that each disc zone 4 contains a plurality of interconnected components in series, including a fluid pump 22, a converging only sonic choking nozzle 23, and a fluid collector 24, wherein low sonic velocity two-phase working fluid 9 pressurized by a spinning centrifugal pump 22, passes through and sonically chokes in the nozzle 23 creating both pressure thrust and momentum thrust, and enters the external atmospheric pressure environment 8 where it travels some distance away before being captured by the circumferential scoop-like fluid collector 24 through centrifugal force

Abstract: A thrust control valve equipped with: a valve element, in which a gas injection passage, through which an operating gas is injected, is formed, with a valve-seating surface being formed in the gas injection passage; and a valve stem, which is provided in the interior of the gas injection passage and has a seated surface that makes contact with the valve-seating surface. A guide surface which makes contact with the inner circumferential surface of the gas injection passage of the valve element is formed on the outer circumferential surface of the valve stem. The guide surface is formed downstream from the seated surface in the direction of flow of the operating gas. A V-groove through which the operating gas flows is formed at the tip of the valve stem, downstream from the seated surface in which the guide surface is formed.

Abstract: Various methods and systems are provided for an exhaust gas recirculation system. In one example, an exhaust gas recirculation cooler includes an exhaust gas inlet and an exhaust gas outlet spaced from the exhaust gas inlet; a plurality of cooling tubes disposed between the exhaust gas inlet and exhaust gas outlet; and a baffle positioned proximate to the exhaust gas inlet and interposed between the plurality of cooling tubes and the exhaust gas inlet, where the baffle directs exhaust gas entering the EGR cooler through the exhaust gas inlet to the plurality of cooling tubes in a defined path.

Abstract: An internal combustion engine may include a housing and at least one cavity arranged therein for receiving a coolant flow. An exhaust gas cooler may be provided for cooling an exhaust gas flow. The exhaust gas cooler may be configured as a stacked disc cooler including at least two stacking discs, an exhaust gas inlet, a cover plate and a screw-mounting plate for screw-mounting to the housing. The exhaust gas cooler may protrude into the cavity of the housing when the screw-mounting plate is mounted to the housing. The screw-mounting plate may have a spacer element disposed at the exhaust gas inlet. The spacer element may protrude in a direction of the at least two stacking discs and enlarge a distance between the screw-mounting plate and an adjacent stacking disc of the at least two stacking discs to position the exhaust gas cooler further into the cavity.

Abstract: A heat exchanger for an exhaust gas cooler may include a substantially fluid-tight housing for conducting a first mass flow. At least one heat-permeable tube may extend in the housing for conducting a second mass flow. The housing and an outer surface of the at least one tube may define at least two parallel flow paths for the first mass flow. A plate at least partially containing the at least one tube may delimit the at least two flow paths on a face end. A connection may be arranged in a region of the plate for introducing the first mass flow into the housing. The outer surface of the at least one tube may have an elevation configured to distribute the first mass flow substantially uniformly after entering the housing and divide the first mass flow substantially uniformly among the at least two flow paths.

Abstract: An ECU of a fuel pump executes a feedback control to drive a motor part and sets a rotation speed of an impeller to become a rotation speed corresponding to the target fuel pressure. The ECU detects whether a vapor is generated in a fuel of a pump chamber of the fuel pump, based on a fuel pressure detected by a pressure sensor. When a generation of the vapor is detected, the ECU sets a rotation speed of the impeller to be higher than the rotation speed under a normal control for a predetermined time with a result that the vapor in the pump chamber and a fuel flow channel is discharged into a vapor discharge hole. Thus, the vapor of the pump chamber is discharged from the vapor discharge hole to an outside of the fuel pump.

Abstract: In a tank which stores lubricating oil or fuel therein, a strainer for lubricating oil or fuel is arranged at the bottom portion of the inside of the tank. The tank and the lubricating oil or fuel which is stored in the tank carry a positive charge. A self-discharge type static eliminator is placed on the outer surface of the bottom floor of the tank which corresponds to the back side of the inside surface of the tank which faces the strainer to thereby eliminate static electricity from the lubricating oil or fuel which flows into the strainer by the self-discharge type static eliminator.

Abstract: A method for controlling fuel flow in a multi-fuel engine is disclosed. The method includes determining an estimated lower heating value (LHV) of a gaseous fuel by, at least, comparing a mapped volume flow value with an input volume flow value, the input volume flow value based on the input power. The method further includes determining a gaseous fuel flow rate for the gaseous fuel, the gaseous fuel flow rate based on, at least, a specific fuel substitution ratio of the gaseous fuel and a secondary fuel and the estimate LHV of the gaseous fuel source.

Abstract: A fluid injection valve has a valve needle and an electromagnetic actuator assembly with a pole piece and an armature. The valve needle includes a retainer element for limiting an axial displacement of the armature with respect to the valve needle in a first axial direction. The pole piece has a central opening with a step so that it has a first section in which a first portion of the retainer element is arranged and a second section for receiving a second portion of the retainer element. The first section of the central opening has a smaller cross-sectional area than the second section.

Abstract: A motor vehicle assembly unit having a connector, in particular a quick connector, and having a motor vehicle fluid line, wherein the connector includes an insertion end for inserting the fluid line, wherein there is a securing spike on the insertion end, which is encompassed by an outer sleeve. An annular insertion space for the fluid line or a fluid line end of the fluid line is disposed between the securing spike and the outer sleeve. The outer sleeve is connected to the securing spike by means of at least one break-away element, that breaks when the fluid line is inserted in the annular insertion space, such that the outer sleeve can be slid onto the securing spike, or further slid onto the securing spike from, or with, the fluid line.

Abstract: A shield and clip assembly is provided for use with a joint that connects the ends of pipes conveying a fluid under pressure. The joint includes a primary retention feature for retaining the connected pipe ends. The shield and clip assembly includes a cover configured to encapsulate the joint and the ends of the pipes sufficiently to ensure that the connected ends will not fully disengage from the joint and to ensure that leakage or spray, if any, of the fluid being conveyed from a leaking joint will be attenuated or shielded. The joint may be an in-line quick connector joint.

Abstract: In a coupler unit of a resin mold portion that constitutes a fuel injection valve, power source terminals and a signal terminal, which are connected to an amplifying member, and a pair of drive terminals connected to a coil are disposed respectively in an exposed manner. Further, when the resin mold portion is molded from a resin material, in the interior of the coupler unit, a guide member is provided for positioning at predetermined locations the power source terminals, the signal terminal, and the drive terminals. With the guide member, by inserting the pair of power source terminals, the signal terminal, and the pair of drive terminals, respectively, through a plurality of first and second guide holes, the power source terminals, the signal terminal, and the drive terminals are positioned at locations separated mutually at predetermined intervals.

Abstract: In the interior of a resin mold portion that constitutes a fuel injection valve, an amplifying member to which a power source terminal and a signal terminal are connected, is provided, A signal transmitting unit, which outputs a detection signal from a sensor, is connected electrically to a substrate of the amplifying member. Further, the amplifying member is molded integrally when the resin mold portion is formed. In addition, a pressure inside a combustion chamber of an internal combustion engine, which is detected by the sensor, is output through the signal transmitting unit to the amplifying member, is amplified by the amplifying member, and is output externally from the signal terminal.

Abstract: A signal transmitting unit that makes up a fuel injection valve includes a first signal transmitting member a distal end of which is connected to a sensor, and a second signal transmitting member a proximal end of which is connected to an amplifying member. A first connector of the first signal transmitting member is formed in a convex shape, and is inserted into a concave part of a second connector in the second signal transmitting member and connected by solder. At this time, a clearance in a radial direction is included between the first connector and the concave part. Further, a third connector is formed on a proximal end of the second signal transmitting member, and is inserted into a connecting hole of the amplifying member and connected by solder. Further, a clearance in a radial direction is included between the third connector and the connecting hole.

Abstract: Fuel injector-igniters with variable gap electrodes. A fuel injector-igniter comprises a housing, an actuator disposed in the housing, and a valve including a valve head operative to open and close against a valve seat in response to activation of the actuator. A valve seat electrode including at least one aperture surrounds the valve head and valve seat and at least one rocker electrode is pivotably mounted to the housing to form a variable gap between the electrode and a portion of the valve seat electrode. The rocker electrode is positioned to move relative to the valve seat electrode in response to a fuel flow through the aperture, thereby varying the gap.

Abstract: Systems and methods are provided for operating a direct injection fuel pump. One example system comprises an accumulator positioned within a bore of the direct injection fuel pump in a coaxial manner wherein the accumulator is positioned downstream from a solenoid activated check valve. The accumulator may regulate pressure in a compression chamber of the direct injection fuel pump and a high pressure fuel rail when the direct injection fuel pump is operating in a default pressure mode.

Abstract: A plug-in pump for a common-rail system has a pump housing having a cylinder formed therein and a piston guided in the cylinder, a fuel inlet, and a fuel outlet. The pump housing also includes a plug-in section for inserting the pump housing into an opening of an engine component, and a flange that delimits the plug-in section, for fastening the pump housing to the engine component. To cool the plug-in pump, the pump housing has at least one flow duct with a separate fluid inlet and a separate fluid outlet. The fluid inlet is connectable to a fluid-discharging line of the internal combustion engine, and the fluid outlet is connectable to a fluid-receiving line of the internal combustion engine.

Abstract: A fuel flow control system includes a centrifugal pump, a gas inlet valve, and a control. The centrifugal pump has a fuel inlet, a gas inlet, and an outlet. The gas inlet valve is disposed upstream of the gas inlet and is responsive to valve position commands to move between a closed position, in which inert gas is prevented from flowing into the gas inlet, and a plurality of open positions, in which inert gas may flow into the gas inlet. The control is coupled to the gas inlet valve and is configured to supply the valve position commands to the gas inlet valve to command the gas inlet valve to selectively move to the closed position, such that the centrifugal pump is configured to operate as a fuel pump, or any open position, such that the centrifugal pump is configured to operate as a fuel-gas mixer.

Abstract: A holding device is used for fastening a fuel distributor to an internal combustion engine. A plurality of holding elements is provided, which are able to be fixed in place on the internal combustion engine via a fastener. A cable guide is provided in addition. The holding elements are connected to the cable guide. In addition, a system having such a holding device and a fuel distributor for conveying fuel are provided.

Abstract: An internal combustion engine is provided that executes fuel injection and ignition with respect to a cylinder that remains stopped in an expansion stroke, and that performs ignition startup that starts up the internal combustion engine by rotationally driving a crankshaft by pressure of combustion accompanying the fuel injection. A motor generator (MG) that can rotationally drive the crankshaft is provided. A required assist torque Ast_trq exerted by the MG at the time of ignition startup is determined based on a maximum value Cyl_prss of an in-cylinder pressure that is detected by an in-cylinder pressure sensor at the time of ignition startup. The MG is controlled at the time of ignition startup based on the required assist torque Ast_trq that is determined.