Abstract: An exhaust system component of a motor vehicle includes a gas-carrying housing, a heat shield seated on an outside of the housing, and at least one wire mesh provided at least partly between the heat shield and the housing. The wire mesh includes a first attachment point and a second attachment point. The heat shield is attached to the housing via the wire mesh, and the wire mesh is attached to both the heat shield, via the first attachment point, and to the housing via the second attachment point. The first attachment point is separate from the second attachment point.

Abstract: A cooling water channel core that is used for casting of the cylinder head includes a core body for obtaining a channel that passes through the periphery of a plurality of intake valve insertion holes, and a core print that is integrally formed with the core body at a location that is between an adjacent two combustion chambers of the core body and that comes in contact with an outer casting mold in a casting mold manufacturing step. When the cooling water channel core is arranged inside the outer casting mold and casting is performed, a cylinder head is manufactured that has an opening portion that opens in an outer face from the cooling water channel. The opening portion is sealed by a sealing plug after being utilized for sand extraction and inspection.

Abstract: A system is disclosed comprising an engine having coolant passages defined therethrough, a first coolant pump, and a first radiator. The system additionally comprises a second coolant pump, a second radiator, and a liquid-to-air heat exchanger configured to condition the temperature of intake air to the engine. The system further includes a coolant valve means. For a first configuration of the coolant valve means the first coolant pump is configured to urge coolant through the coolant passages in the engine and through the first radiator, and the second coolant pump is configured to urge coolant through the liquid-to-air heat exchanger and through the second radiator. For a second configuration of the coolant valve means the second coolant pump is configured to urge coolant through the coolant passages in the engine and through the liquid-to-air heat exchanger. A method for controlling the system is also disclosed.

Abstract: The invention is based on the task of developing an adjustable coolant pump driven by the engine, which pump does not require any outside energy for pressure and/or volume stream regulation, guarantees great failure safety, and is supposed to guarantee optimal warm-up of engines having great engine outputs relative to the displacement, which require coolant pumps having a very large design.

Abstract: Methods and systems are provided for a split cooling system for an engine. In one example, a system may include a valve with a plurality of positions for diverting coolant or mixing coolant based on engine conditions.

Abstract: Methods and systems are provided for a coolant system. In one example, a method may include flowing coolant to active cylinder during a cold-start.

Abstract: An ignition system is disclosed for use with an engine having a combustion chamber. The ignition system may have a pre-chamber configured to fluidly communicate with the combustion chamber of the engine, and a vent passage open to the pre-chamber. The ignition system may also have a valve configured to selectively allow fluid flow through the vent passage.

Abstract: An internal combustion engine including a pre-chamber connected to a pre-chamber feed conduit for supplying the pre-chamber with a fuel (F), and a main combustion chamber. Fuel (F) in the main combustion chamber can be ignited by an ignition flare which passes from the at least one pre-chamber into the at least one main combustion chamber and which is produced by ignition of fuel (F) in the pre-chamber. At least one valve can be open-loop or closed-loop controlled by an open-loop or closed-loop control device depending on a parameter characteristic of a change in a power produced by the internal combustion engine, and/or by which a pre-chamber fuel flow directed through the pre-chamber feed conduit to the at least one pre-chamber can be at least partially diverted into a volume separate from the at least one pre-chamber.

Abstract: In a method for operating a combustion engine in which exhaust gas located in a cylinder during an outlet cycle thereof is ejected from the cylinder and supplied to an exhaust system, a particularly high specific power output of the combustion engine and/or a particularly low specific fuel consumption are to be made possible, in a particularly simple and reliable manner. For this purpose, according to the invention, in a first cycle phase of the outlet cycle the pulse of the exhaust gas pressure wave flowing out of the cylinder is transmitted in whole or in part to the primary side of an exhaust gas charge pump, before the exhaust gas is passed to the exhaust system in a second cycle phase of the outlet cycle.

Abstract: A system includes an internal combustion engine including an intake manifold and a throttle disposed upstream of the intake manifold. The system also includes a turbocharger coupled to the internal combustion engine, wherein the turbocharger includes a turbine and a compressor. The system further includes a wastegate coupled to the turbine. The system yet further includes a controller configured to receive a first signal representative of a compressor discharge pressure from a first sensor and a second signal representative of the intake manifold pressure from a second sensor, to determine a differential pressure across the throttle based on the first and second signals, to determine a position of the wastegate solely based on the differential pressure, and to adjust the wastegate to the position.

Abstract: A method to control a wastegate valve actuator by determining a NOx deadband with hysteresis for an engine controller is disclosed. This NOx deadband defines an outer band and an inner band. In this method, a NOx sensor keep sensing the NOx level in the exhaust gases and accordingly the engine controller sends commands to the wastegate valve actuator. At the NOx level less than inner band and the outer band, engine controller remains at deactivated state. When the NOx level goes outside the outer band, the engine controller sends dither command to the wastegate valve actuator and continues to send the dither command until the NOx level does not reach inside the NOx inner band. This method improves life of the wastegate valve assembly as separate activating and deactivating bands for the engine controller ensures less command fluctuations for the wastegate valve actuator.

Abstract: A method for producing a variable turbine geometry of a charging device may include inserting at least two guide blades into a blade mounting ring. The method may then include jointly machining at least two of the guide blades, in the mounted state, on respective end side of the at least two guide blades facing away from the blade mounting ring in order to produce a final shape of the end sides.

Abstract: A supercharger includes: an impeller that pressurizes intake air for a combustion engine; a supercharger rotation shaft to which the impeller is fixed; and a supercharger case rotatably supporting the supercharger rotation shaft. A supercharger lubricating fluid passage that guides a lubricating fluid to a bearing housing is formed inside the supercharger case, and an oil filter that removes foreign matter from the lubricating fluid is disposed in the supercharger lubricating fluid passage. The oil filter is detachably mounted on the supercharger case by an operation from the outside of the supercharger.

Abstract: In accordance with an embodiment of the invention, there is provided a device for generating electrical energy using a thermal cycle of a working gas. The device comprises at least one piston movably mounted in a container to form a working chamber between the at least one piston and the container, the working chamber containing the working gas performing the thermal cycle. An electrical circuit is mounted stationary relative to the container, the electrical circuit being electromagnetically coupled to provide a motive force to the at least one piston. An electronic power converter is electrically connected to the electrical circuit and to an electrical bus, and an electrical storage device is electrically connected to the electrical bus. The at least one piston is movably mounted such that its motion electromagnetically induces current in the electrical circuit.

Abstract: This invention relates to the field of induction cleaning, more particularly to chemically cleaning the induction system of the internal combustion engine. The carbon that accumulates within the induction tract of the internal combustion engine is very difficult to remove. Chemically these carbon deposits are very close to that of asphalt or bitumen. It has been found that if the induction cleaning chemicals are delivered in timed layered intervals the removal of such induction carbon can be accomplished. The Dual Solenoid Induction Cleaner uses electronically controlled solenoids to deliver at least two different chemistries in alternating layers to the engine's induction system. These electric solenoids are connected to a single induction cleaner nozzle. The induction cleaner nozzle is slipped through the vacuum port opening into the inside of the induction system where it will spray an aerosol of the chemistry directly into the moving air column entering the engine.

Abstract: An upwardly protruding cylinder block is formed in a front portion of a crankcase for supporting a crankshaft of an engine. A cylinder head is connected with an upper portion of the cylinder block, and a combustion chamber of an internal combustion engine is formed within the cylinder block and the cylinder head. A knocking sensor for detecting the occurrence of knocking in the engine is fitted to a left side end surface of the cylinder block.

Abstract: A two-stroke engine includes a crankcase defining a cylinder bore, a piston moveably disposed within the cylinder bore, and a cylinder head that covers the cylinder bore. A wall surface of the cylinder bore, a piston combustion surface of the piston, and a head combustion surface of the cylinder head, cooperate to define a combustion chamber for combusting a fuel therein. A thermal conductivity reducing mechanism is disposed in thermal connectivity with at least one of the crankcase, the piston, and the cylinder head for reducing heat transfer from combusted fuel within the combustion chamber to at least one of the crankcase, the piston, and the cylinder head. The thermal conductivity reducing mechanism may include a layer of low conductivity material coating one of the surfaces defining the combustion chamber, or a void in the cylinder head and/or the crankcase adjacent the combustion chamber.

Abstract: The present invention provides methods and system for power generation using a high efficiency combustor in combination with a CO2 circulating fluid. The methods and systems advantageously can make use of a low pressure ratio power turbine and an economizer heat exchanger in specific embodiments. Additional low grade heat from an external source can be used to provide part of an amount of heat needed for heating the recycle CO2 circulating fluid. Fuel derived CO2 can be captured and delivered at pipeline pressure. Other impurities can be captured.

Abstract: An industrial gas turbine engine for electrical power production includes a high pressure spool and a low pressure spool in which the low pressure spool can be operated from full power mode to zero power mode when completely shut off, where the low pressure spool is operated at high electrical demand to supply compressed air to the high pressure compressor of the high pressure spool, and where turbine exhaust is used to drive a second electric generator from steam produced in a heat recovery steam generator. The power plant can operate at 25% of peak load while keeping the unused parts of the power plant hot for easy restart when high power output is required.

Abstract: Hybrid plant with a combined solar-gas cycle and operating method with two circuits, one air circuit and one steam circuit, the air circuit having a gas turbine with an intercooler with a natural gas supply, and the steam circuit having a steam turbine and storage systems. The steam circuit can have steam or salt solar receiver. Said plant can work more reliably by reducing the working temperature of the air in the receiver.

Abstract: A cooling assembly for a gas turbine engine including a heat source at a first temperature, a heat sink at a second temperature, and a heat pump coupled to the first heat source and the first heat sink. The heat pump is configured to convey a quantity of heat from the heat source through the heat pump and to the heat sink.

Abstract: A bracket assembly for a gas turbine engine includes a bracket base with a separation between a first bended feature and a second bended feature. A doubler is mechanically fastened adjacent to the separation. Another bracket assembly for a gas turbine engine includes a bracket base with a separation between a first bended feature and a second bended feature. A cushioned tube support is welded to the bracket base. A doubler is mechanically fastened adjacent to the separation. A method of assembling a bracket assembly for a gas turbine engine includes mechanically fastening a doubler to a bracket base adjacent to a separation between a first bended feature and a second bended feature.

Abstract: A support arrangement (10) for a transition piece (12) of a gas turbine engine (14). The support arrangement includes a mounting bracket (16) for the transition piece and a pin (18) supporting the mounting bracket in an interior (20) of the gas turbine engine and extending through an opening (22) in a casing (24) to an exterior (26) of the as turbine engine.

Abstract: A gas turbine engine includes a core engine including a central engine axis and a nacelle surrounding the core engine. At least a portion of the nacelle is axially movable relative to the core engine between open and fully closed positions. A ceramic-based liner is located at an aft portion of the core engine. The ceramic-based component mechanically interfaces with the movable portion of the nacelle when the nacelle is in the fully closed position. A turbine section and a method of accommodating thermally-induced dimensional change of engine components are also disclosed.

Abstract: A nacelle may comprise an acoustic panel in an inner fixed structure. The acoustic panel may comprise a top sheet having elongated perforations oriented in a circumferential direction. A low drag liner may be coupled to the top sheet. The orientation of the elongated perforations may result in a greater hoop strength for the top sheet as compared to a top sheet of similar thickness and percent open area having circular perforations.

Abstract: A transition piece frame assembly includes a first frame having an inner frame member and a first inner seal extending along the inner frame member of the first frame. The first inner seal includes a first end section, a second end section, and an intermediate section extending therebetween. A second frame includes an inner frame member and a second inner seal extending along the inner frame member of the second frame. The second inner seal includes a first end section, a second end section, and an intermediate section extending therebetween. A flexible bridge member extends from one of the first and second end sections of the first inner seal and seals against one of the first and second end sections of the second inner seal.

Abstract: A sealing arrangement includes a turbine static structure with a seal ring having groove with a contact surface. Also included is a bearing compartment with a second contact surface, and a piston seal positioned between the turbine static structure and the bearing compartment. The piston seal includes sides configured to contact the contact surfaces and is positioned in the groove.

Abstract: A control system for a combustor system including a plurality of can combustors, each can combustor accommodating combustion of a plurality of combustion fluids in a combustion chamber thereof is provided. The control system may include a calculator calculating: a) a pressure drop for each respective can combustor of the plurality of can combustors between a selected combustion fluid upstream of the combustion chamber and a combustion flow within the combustion chamber of the respective can combustor, and b) a differential between the respective pressure drop for each of the plurality of can combustors and an average pressure drop across all of the plurality of can combustors. The differentials identify can-to-can variation. A controller can modify a combustion parameter of at least one can combustor to reduce the differential for the at least one can combustor. The system can work iteratively to reduce can-to-can variation.

Abstract: Methods and systems are provided for introducing a charge motion to a cylinder via a bladder in an intake manifold runner. In one example, a system may include positioning a bladder in an intake port proximate to a cylinder.

Abstract: In response to a switching demand from an all-cylinder operation to a reduced-cylinder operation, the amount of air to be taken into each of cylinders 2A to 2D is made larger than the amount of air during the ail-cylinder operation in a normal state. Preparatory control of changing the ignition timing of ignition device to a timing on the retard side with respect to the ignition timing during the all-cylinder operation in the normal state is executed. After termination of the preparatory control, the reduced-cylinder operation is started. During execution of the preparatory control, the valve closing timing of an exhaust valve 9 is changed to a timing on the advance side with respect to the valve closing timing thereof during the all-cylinder operation in the normal state so as to reduce the amount of internal EGR gas in at least a part of an operating range C.

Abstract: Methods and systems are provided for addressing pre-ignition by mechanically varying a piston displacement within a combustion chamber. In response to pre-ignition, a static compression ratio may be reduced until a threshold lower compression ratio is reached. Further pre-ignition is then addressed with enrichment, thereby reducing the amount of pre-ignition mitigating enrichment required overall.

Abstract: A control device compression-ignition type engine that compression-ignites an air-fuel mixture in cylinders by introducing ozone into the cylinders at a predetermined operating range is provided. The control device detects a first ignition timing of an air-fuel mixture when introducing an intake of a first ozone concentration into the cylinders, detects a second ignition timing of the air-fuel mixture when introducing an intake of a second ozone concentration that differs from the first ozone concentration, and determines the fuel ignition ability based on a difference between the detected first ignition timing and the detected second ignition timing.

Abstract: A method of determining the timing and quantity of fuel injection to operate an internal combustion engine is disclosed. While operating the fuel injector to perform a fuel injection; a signal of a fuel pressure within the fuel rail during the fuel injection is sampled. The signal is used to determine first and second integral transforms yielding as output a value of first and second functions having as variables the fuel rail pressure drop caused by the fuel injection and the timing parameter indicative of the instant when the fuel injection started. Values of the first and second functions are used to calculate a value of the fuel rail pressure drop caused by the fuel injection and a value of the timing parameter. A value of a fuel quantity injected by the fuel injection is calculated as a function of the value of the fuel rail pressure drop.

Abstract: There is provided an airflow control device of an internal combustion engine comprising: a plasma actuator provided in an intake passage, a fuel injector for port injection provided in the intake passage so as to inject fuel toward the plasma actuator and a control unit for controlling them. The control unit is configured to actuate the plasma actuator after valve opening of an intake valve, in addition to causing the fuel injector to perform an operation of fuel injection, and causing the plasma actuator to perform an operation in a part of a valve closing period of the intake valve. Furthermore, the control unit includes a determination unit to determine whether or not water has adhered to the plasma actuator, and makes port injection operation and plasma actuator operation be performed only when water has adhered.

Abstract: The present disclosure relates to an ignition plug for initiating combustion in a cylinder of a combustion engine, wherein the cylinder can be operated in an active mode and in a deactivated mode. The ignition plug comprises a housing that can be connected to the cylinder, an insulator is fastened to the housing and comprises an axial bore hole and a middle electrode is arranged in the axial bore hole to form an annular gap between the middle electrode and the insulator. The ignition plug comprises a sealing element that can be activated in dependence upon the mode of the cylinder so as to seal the gap preventing any seepage of oil during cylinder deactivation.

Abstract: A method for an engine is presented, comprising, following an engine-off event, positioning a first engine cylinder with an intake valve open, opening a canister purge valve; and purging contents of the first engine cylinder to a fuel vapor canister. In this way, uncombusted fuel that may otherwise be emitted from the engine during a prolonged diurnal soak may be stored within the fuel vapor canister, thus decreasing overall vehicle emissions.

Abstract: An object is to provide an engine system including an intake bypass device whereby it is possible to expand the operation range of a compressor without causing the output of a turbine to become insufficient. An engine system includes an intake bypass device including a bypass channel connecting a downstream side of a compressor of a turbocharger in an intake channel and an upstream side of a turbine of the turbocharger in an exhaust channel, a bypass valve disposed in the bypass channel and configured to control a flow of compressed intake air in the bypass channel, and a heating unit for heating the compressed intake air flowing through the bypass channel.

Abstract: A method is provided, comprising indicating a fuel vapor canister load based on a steady-state pressure in a vapor recovery line during a refueling event; and adjusting a canister purging operation in response to the indicated fuel vapor canister load. Restrictions in the vapor recovery line may increase the rate of fuel vapor canister loading during a refueling event. In this way, an accurate canister load may be determined following a refueling event, and canister purging operations adjusted accordingly.

Abstract: A method is provided, comprising indicating a fuel vapor canister load based on a steady-state fuel vapor circulation rate in a vapor recovery line during a refueling event; and adjusting a canister purging operation in response to the indicated fuel vapor canister load. Restrictions in the vapor recovery line may increase the rate of fuel vapor canister loading during a refueling event. In this way, an accurate canister load may be determined following a refueling event, and canister purging operations adjusted accordingly.

Abstract: A method is provided, comprising indicating a fuel vapor canister load based on a steady-state fuel vapor circulation rate in a vapor recovery line during a refueling event; and adjusting a canister purging operation in response to the indicated fuel vapor canister load. Restrictions in the vapor recovery line may increase the rate of fuel vapor canister loading during a refueling event. In this way, an accurate canister load may be determined following a refueling event, and canister purging operations adjusted accordingly.

Abstract: An object is to provide a control device for an internal combustion engine, at an inexpensive price, whereby it is possible to suppress a decrease in the exhaust gas performance of the internal combustion engine due to an environmental change or damage from aging.

Abstract: A control device for an internal combustion engine, said control device implementing a lean control, whereby the air-fuel ratio of the exhaust gas flowing into an exhaust purification catalyst is set to a lean air-fuel ratio setting, and a rich control, whereby the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst is set to a rich air-fuel ratio setting. When the amount of oxygen absorbed by the exhaust purification catalyst during lean control reaches or exceeds a criterion storage amount, a control is executed to switch to rich control. In addition, a control is executed to set the lean air-fuel ratio setting for a first intake air amount so as to be richer than the lean air-fuel ratio setting for a second intake air amount that is less than the first intake air amount.

Abstract: Implementations of the current subject-matter include systems, methods, and techniques that assist with controlling of injected fuel and spark timing across a range of operating conditions. For example, a prediction technique can be used to predict variation in combustion cylinder wall and internal metal temperatures over time, thereby enabling the likely effect of one of the calculated temperatures on airflow and hence on combustion to be assessed. The obtained information can be used to adjust fuel flow or spark timing in accordance with the predicted temperature variation from steady state conditions.

Abstract: A method for starting a motor vehicle engine includes measuring the profile of a rotational speed of an engine shaft of the motor vehicle engine. An estimated rotation speed of the engine shaft is determined that is expected to be present after one working cycle of the next cylinder to be fired. The estimated rotational speed is compared with a resonant rotational speed range of a vibration damper. Where the vibration damper is configured as a dual-mass flywheel and resonant vibrations occur in the vibration damper within the resonant rotational speed range. If the estimated rotational speed is within the resonant rotational speed range, at least one of introduction parameters for the introduction of a fluid to be introduced into the cylinder or an ignition time of the cylinder is changed so as to change the estimated rotational speed to be outside the resonant rotational speed range.

Abstract: A method of operating an arrangement includes using a rotating drive machine, wherein a value characteristic of a change of a power output of the arrangement is provided by measuring at least one parameter and/or calculation. The rotating drive machine is open and/or closed loop controlled depending on the value characteristic of the change of the power output of the arrangement and/or a load of the rotating drive machine is changed depending on the value characteristic of the change of the power output of the arrangement, such that the change of the power output of the arrangement is substantially compensated.

Abstract: A drive system for fuel injection valves includes a battery, a capacitor, a drive control unit and an electronic control unit. The electronic control unit is configured to, when an energization start interval between a start of energization of a last one of the fuel injection valves and a start of energization of a current one of the fuel injection valves is longer than or equal to a peak reaching time of a last one of the fuel injection valves, extend an energization time of the current one of the fuel injection valves as the energization start interval reduces. The electronic control unit is configured to, when the energization start interval is shorter than the peak reaching time, reduce the energization time of the current one of the fuel injection valves is energized as the energization start interval reduces.

Abstract: A method is provided for detecting defective injectors for feeding fuel into the combustion chambers of an internal combustion engine, in particular in a motor vehicle, in which the internal combustion engine is operated in the idling mode with an idling rotational speed which is increased compared to the normal idling mode. The mixture control of the internal combustion engine is deactivated, by which control the mixture of fuel and air in the respective combustion chambers is adjusted in the normal operating mode of the internal combustion engine based on a characteristic value which depends on the ratio of air to fuel in the mixture and which is measured for one or more injection groups composed of a plurality of injectors of the internal combustion engine, in each case jointly for all the injectors of the injection group.

Abstract: Systems and methods for controlling fuelling of dual fuel internal combustion engines are disclosed. The control techniques maximize the substitution rate of gaseous fuel for the liquid fuel by determining a target fuelling amount for the liquid fuel and then regulating an actual fuelling amount of the liquid fuel in response to engine speed and power variations and by modulating the flow rate of the gaseous fuel to the engine.

Abstract: A control apparatus for an internal combustion engine, wherein the internal combustion engine includes a fuel injection valve injecting fuel directly into a cylinder. The control apparatus includes an ECU. The ECU is configured to execute a divided injection control to inject fuel from the fuel injection valve by a plurality of partial lift injections. The ECU is configured to execute a division number reduction control when the value of a spray shape parameter representing spray shape fluctuation is greater than a division number reduction determination value. The division number reduction control is control to reduce the number of partial lift injections in one engine cycle and to lengthen an injection time of each of the partial lift injections.

Abstract: A fuel injection control device of an engine is disclosed, that is provided with a fuel injection valve configured to inject a fuel according to a target pulse width into an intake passage, an intake flow rate detection unit arranged to detect a flow rate of an intake air supplied to the engine, an intake pressure detection unit arranged to detect an intake pressure in the intake passage, a fuel pressure detection unit arranged to detect a pressure of a fuel supplied to the fuel injection valve, and a pressure control unit configured to control the fuel pressure according to an engine operation state.