Abstract: A rack for holding a portion of a thrust reverser. The rack may include a base and a supporting frame disposed perpendicularly with the base. The base and the supporting frame may include a hinge at each location where the base and the supporting frame are coupled together. The rack may also include two supporting poles parallel to the supporting frame. The two supporting poles may be designed such that the portion of the thrust reverser may be mounted onto the two supporting poles.

Abstract: Turbine blade insertion tool (20) facilitates supported vertical and lateral alignment of a turbine blade root (18) and corresponding rotor slot (14) from under a suspended rotor (12). The blade lift fixture (46) slidably retains the blade root while manually biasable slide (38) provides supported relative vertical alignment between the blade root and rotor slot Supported lateral root/slot alignment is provided by manually swinging the blade lift fixture (46) on three-dimensional motion capable swivel eye (50) and corresponding lift hook (44) that are coupled to the slide (38). The blade insertion tool (20) optionally is maneuverable on swivel rollers (24) under the rotor (12).

Abstract: The present invention provides a compressor powered by a pressurized gas, whether steam or another working fluid, and a system for extracting work using such as compressor. The pressurized gas may comprise a heated working fluid in a gaseous state, to displace a piston in an input circuit, which in turn displaces a piston in an output circuit, thereby compressing a compressible fluid or displacing an incompressible fluid. A purpose of the compressor is to convert waste heat, heat generated by the combustion of biomass or other fuels, or heat resulting from the concentration of solar energy into useful power, whether configured to produce compressed air or pump water, which can displace the electricity otherwise used for this purpose, or to produce electricity or motive force directly, through a hydraulic circuit. The system for extracting work does so by an output fluid which is compressed or pumped by a pressurized gas powered compressor.

Abstract: An air independent propulsion and power generation system based on thermal cycle generated from continuous exothermic reaction cycle in a controlled volume space. An exothermic reactor utility for generating power by producing steam or overheating another heat transfer fluid in gas state for supplying a power turbine system in order to produce electrical energy or mechanical power. A controlled exothermic reaction is occurred by injecting exothermic agents into the reaction chambers of the invention in a controlled sequence and computed timing which gives out heat and enables the transfer of the exothermic reaction output heat to the fluid of the thermal cycle. The exothermic reaction cycle does not need atmospheric connection or air or oxygen. The invention provides option to use multiple chemical types independently at the same time in any of its reaction chambers.

Abstract: A system includes a heat recovery steam generator (HRSG) including a first pressure economizer, a first pressure evaporator that may receive a first portion of a feed water from the first pressure economizer at a first pressure, a re-heat section that may receive the first portion of the feed water from the first pressure economizer as a first steam flow, and a flash system including a first flash vessel that may receive a second portion of the feed water from the first pressure economizer and to generate a first flash steam flow. The system may combine the first flash steam flow with the first steam flow of the feed water at a second pressure less than the first pressure.

Abstract: A method of controlling a heat recovery steam generator (HRSG) includes measuring a first regulated output of the HRSG and a second regulated output of the HRSG. The method includes comparing the first regulated output to a first setpoint defining a first target output to generate a first error signal and comparing the second regulated output to a second setpoint defining a second target output to generate a second error signal. The method also includes generating, by a controller implementing a multivariable control algorithm having as inputs the first error signal and the second error signal, control signals to control the HRSG to adjust values of the first regulated output and the second regulated output.

Abstract: One exemplary embodiment of this invention provides a single-effect absorption chiller including an absorber operatively connected to a solution heat exchanger and a generator, and a condenser in fluid communication with the absorber, wherein the absorber is sized and configured to receive a feed of water from a source of water and to transfer heat to the feed of water and then to convey the feed of water to the condenser without further heat conditioning of the feed of water prior to its entry into the condenser, and wherein the condenser is sized and configured to receive the feed of water from the absorber and to transfer heat to the feed of water, thereby cooling the condenser without resorting to an external heat exchanger such as a conventional cooling tower.

Abstract: A cooling system provides improved heat recovery by providing a split core radiator for both engine cooling and condenser cooling for a Rankine cycle (RC). The cooling system includes a radiator having a first cooling core portion and a second cooling core portion. An engine cooling loop is fluidly connected the second cooling core portion. A condenser of an RC has a cooling loop fluidly connected to the first cooling core portion. A valve is provided between the engine cooling loop and the condenser cooling loop adjustably control the flow of coolant in the condenser cooling loop into the engine cooling loop. The cooling system includes a controller communicatively coupled to the valve and adapted to determine a load requirement for the internal combustion engine and adjust the valve in accordance with the engine load requirement.

Abstract: A rocker arm has a first roller for engaging a first rotatable cam surface, whereby at least part of the rocker arm can be pivoted by at least the first rotatable cam surface to move a valve to cause a first valve event, and a further roller for engaging a further rotatable cam surface, whereby at least part of the rocker arm can be pivoted by the further rotatable cam surface to move the valve to cause a second valve event which is different from the first valve event. The rocker arm is configurable in a first mode of operation in which one of the first and second valve events occur and a second mode of operation in which both the first and second valve events occur or the other of the first and second valve events occur.

Abstract: A camshaft phaser, including: an axis of rotation; a drive sprocket arranged to receive torque; a stator non-rotatably connected to the drive sprocket; a rotor at least partially rotatable with respect to the stator, arranged to non-rotatably connect to a camshaft and including first and second radially disposed sides facing, respectively, in first and second opposite axial directions parallel to the axis of rotation, a through-bore connecting the first and second radially disposed sides, and a support pin including a first portion disposed in the through-bore and a second portion extending past the second radially disposed side in the second axial direction; and a positioning spring engaged with the second portion and the stator to urge the rotor in a circumferential direction, wherein a line parallel to the axis of rotation passes through the first portion and material forming the rotor.

Abstract: A valve timing control apparatus includes: an urging member to which a set load is provided to act, to the cam shaft, an urging force from one of the most retard angle position and the most advance angle position toward the intermediate phase position; and a controller configured to sense, as the intermediate phase position, a position at which a relative rotational speed between the driving rotational member and the cam shaft is varied by the relative rotation of the cam shaft beyond a region in which the cam shaft is controlled by the set load of the urging member, when the cam shaft is controlled to be relatively rotated from the one of the most retard angle position and the most advance angle position beyond the intermediate phase position.

Abstract: A camshaft phaser is provided for varying the phase relationship between a crankshaft and a camshaft in an engine. The camshaft phaser includes a stator having lobes. A rotor disposed within the stator and rotatable between a full retard position to a full retard position includes vanes extending radially outward from a central hub and interspersed with the stator lobes to define alternating advance and retard chambers. A first portion of the central hub between adjacent vanes extends radially outward further than a second portion of the central hub between adjacent vanes.

Abstract: A spool has a connection passage that connects a supply port and a discharge port with each other according to a position of the spool in an axial direction. A valve seat is arranged in the connection passage. The connection passage has a supply hole passing through the spool in a radial direction, and a discharge hole passing through the spool in the radial direction. The spool has a guide surface that guides a valve object to move in the axial direction while restricting a position of the valve object in the radial direction. The discharge hole is opened on the guide surface.

Abstract: An oil pump includes a pump housing comprising an oil input port formed at one side of the pump housing. An oil output port is formed at another side of the pump housing. An oil flow unit is provided at a center of the pump housing, and the oil flow unit compresses and discharges oil input from the oil input port toward the oil output port. A bypass passage circulates the oil from the oil output port to the oil input port. A pressure control chamber allows the oil to flow through the oil output port and the bypass passage. The pressure control chamber has a plunger that is supported by an elastic body and moves in accordance with oil pressure. A bypass hole is formed at one side of the pressure control chamber and allows the oil passing through the oil output port to flow to the bypass passage when the plunger moves due to the oil pressure. The amount of oil flow increases depending on a movement distance of the plunger.

Abstract: An oil pump control valve assembly includes a control valve for controlling a flow of a fluid, and a solenoid for operating the control valve. The control valve includes a tube-like holder having a hollow internal space, configured to include an inflow port formed at one end thereof, a tube-like first valve sheet formed in the middle of the holder, a ball valve mounted in the first valve sheet, a second valve sheet coupled to a second end of the first valve sheet, and a load mounted in the second valve sheet, one end thereof being extended through the second valve sheet to come into contact with the ball valve, wherein, when the solenoid is operated, the ball valve is moved to open the inflow port.

Abstract: An elapsed time from a time at which the engine last ceased running until a time of occurrence of an engine start command which causes the cranking motor and the lubrication pump to operate is measured. The onset of fueling of the engine cylinders is a function of the elapsed time measured.

Abstract: A manufacturing method of a sub-muffler includes a rectangular tubular body shaping step, a preliminary shaping step, and a diameter reduction shaping step. In the rectangular tubular body shaping step, a plate material is bent and a rectangular tubular body having a rectangular shape in cross section is thereby formed. In the preliminary shaping step, ends of the rectangular tubular body are preliminarily formed and the end parts of the tubular body are thereby formed so that its cross-sectional shape becomes a circular shape. In the diameter reduction shaping step, the diameters of the ends of the rectangular tubular body are reduced.

Abstract: A gas-liquid separator separates water from exhaust gas discharged from a fuel cell mounted in a vehicle after the fuel cell generates electricity. The gas-liquid separator includes a case that includes a water storage region. The water storage region is located at a lowermost part in the case. The exhaust gas is introduced into the case, where water is separated from the exhaust gas. After the separated water is stored in the water storage region, the water is drained to the outside from the case. The case has in it a barrier that is formed to protrude upward to restrict water from flowing out of the water storage region when the vehicle is inclined. The barrier restricts outflow of water to the outside of the water storage region when the vehicle is inclined.

Abstract: A system for reducing ammonia in exhaust gas generated from a lean burn internal combustion engine includes an oxidation catalyst, a selective reduction catalyst (SCR), a cooling unit, and a three-way catalyst. Exhaust gas generated by the engine passes through the oxidation catalyst to oxidize carbon monoxide from the exhaust gas to form carbon dioxide. Nitrous oxide (NOx) compounds in the exhaust gas are reduced in the SCR to form nitrogen and water. The exhaust gas is then cooled in a cooling unit and then passed over the three-way catalyst. The three-way catalyst causes ammonia in the cooled exhaust stream to react to form less harmful compounds, such as nitrogen and water.

Abstract: A structure comprising at least one inorganic layer comprising inorganic materials suitable for use in a pollution control device. A friction-inducing material is disposed on at least one side of the inorganic layer. The deposited friction-inducing material defines a higher friction area exhibiting a static coefficient of friction higher than that of the inorganic materials. A lower friction layer is disposed so as to cover at least a portion of the higher friction area and define an exposed surface area of the structure. The exposed surface area exhibits a lower static coefficient of friction than that of the higher friction area. The lower friction layer no longer covers a substantial portion of the higher friction area, after the pollution control device is assembled.

Abstract: An exhaust system is disclosed for use with an engine. The exhaust system may have an exhaust duct, an aftertreatment component disposed within the exhaust duct, and a resistive grid disposed within the exhaust duct at a location upstream of the aftertreatment component. The exhaust system may further have a controller configured to determine a need to heat the aftertreatment component to a threshold temperature, determine a load increase that should be placed on the engine to raise a temperature of exhaust exiting the engine when the aftertreatment component needs to be heated, and determine an amount of electrical power that should be applied to the resistive grid to raise the temperature of the exhaust. The controller may also be configured to selectively implement a combination of engine load increase and application of electrical power to the resistive grid to raise the temperature of exhaust to the threshold temperature.

Abstract: A reductant delivery system is provided for delivery of reductant to an engine exhaust aftertreatment system that is heated during cold temperature conditions. A heat exchange fluid flows through a heat exchange circuit that provides a flow path from the heat source to the doser, from the doser to the reductant storage tank, and from the reductant storage tank to the heat source. A control valve controls the flow of the heat exchange fluid in the heat exchange circuit so that at least one heat exchange cycle includes a circulation period that increases the temperature of the reductant in the doser and storage tank and a termination period where circulation is stopped until reductant temperature in the doser reaches a lower limit.

Abstract: An internal combustion engine and a method of forming an internal combustion engine are for a marine propulsion device. A first engine casting defines a first flow passage configured to receive the exhaust gases from a piston-cylinder. A die cast second engine casting defines a second flow passage that is configured to receive the exhaust gases from the first flow passage and convey the exhaust gases to a catalyst. The second flow passage has an upstream first leg that is parallel to the first flow passage and a downstream second leg that is transversely oriented to the first leg. An inside corner is between the first and second legs. The second flow passage has an inlet end that is configured to receive exhaust gases from the first flow passage. The first flow passage has an outlet end that is configured to convey exhaust gases to the inlet end of the second flow passage.

Abstract: In each honeycomb segment, a first and a second end surfaces are rectangular shapes having the same dimension, and are in a positional relation in which extending directions of long sides of the respective end surfaces are perpendicular to each other, and (X?Y)/2 is from 0.2 to 7 mm, where X is a length of each long side of each of the first and the second end surfaces, and Y is a length of each short side of each of the first and the second end surfaces. The honeycomb segment has two pairs of tapered side surfaces each of which including two side surfaces facing each other so that a distance between side surfaces becomes narrow from the first end surface toward the second end surface end, respectively.

Abstract: Various embodiments provide for apparatuses and systems involving a reactor pipe configured to receive reductant from an injector into a flow of exhaust exiting an engine. The reactor pipe comprises an inlet portion, a plurality of louvers, an outlet portion, and a radial loop. The inlet portion is structured to receive the flow exiting the engine into the reactor pipe. The louvers are structured to alter a direction of the flow. Further, the radial loop is configured to extend between the inlet portion and the outlet portion and receives the flow of exhaust through the inlet portion. The radial loop also directs the flow of the exhaust toward the outlet portion and reduces the velocity of the flow of the exhaust such that the reductant has an increased amount of time to react with the exhaust.

Abstract: An internal combustion engine has a cooling jacket at least partially integrated in the cylinder head. The engine has two groups of cylinders: inside cylinders and outside cylinders. Each cylinder has at least one exhaust port, each leading to an individual duct. Individual ducts of outside cylinders converge to form an outside combined duct. In a four-cylinder engine or cylinder head, individual ducts of inside cylinders converge to form an inside combined duct with the inside combined duct remaining separated from the outside combined duct by the cooling jacket. The inside combined duct is farther away from the mounting surface of the cylinder head to the cylinder block than the outside combined duct. The cooling jacket includes upper, middle, and lower cooling jackets and connectors between the upper and lower cooling jackets.

Abstract: An off road type vehicle exhaust system including a muffler, a mounting bracket and a vibration insulator. The vibration insulator connects the muffler to the vehicle. The mounting bracket connects the muffler to the vibration insulator and includes a rod attached to the muffler and configured to mate with the vibration insulator and a heat shield having a first end secured to the muffler and a second end engaging the vibration insulator. The rod has a first portion secured to an outer surface of the muffler, a first bend, a second portion extending away from the muffler, a second bend, and a third portion which is at least generally parallel to a longitudinal axis of the muffler. The heat shield includes a muffler engaging section and a vibration insulator engaging section. The vibration insulator engaging section includes a first wall extending from the muffler engaging section, a bend, and a second wall opposed to the first wall. The second wall also includes an opening through which the rod passes.

Abstract: A system for removing heat from the engine compartment (9) of a heavy duty truck. A first ventilating system removes heat from the radiator. It is isolated from a second ventilating system that removes heat from the engine compartment. The first system takes heat from the radiator through a plenum by centrifugal squirrel cage blowers, and is directs it out to ambient by ductwork. The second system draws ambient air generally from back to front of the engine compartment, preferably by cowl induction, without the use of ram air from the vicinity of the radiator. The exits of the two systems are into a slip stream of the heavy duty truck, and the exit of the second ventilating system is into a slip stream of the first, to scavenge air out of the engine compartment.

Abstract: Pressurized lubricating oil is accumulated in the bearings of opposed pistons and accumulated oil is dispensed therefrom for bearing lubrication and also for cooling the undercrowns of the pistons by jets of oil emitted from the bearings.

Abstract: A cooling device for use with an engine is provided. The cooling device includes a flow control portion that includes a base and an opening defined therein. The flow control portion also includes a plurality of blades that extend from at least a portion of the base. The cooling device also includes a grid portion having an opening defined therein, said grid portion opening is substantially concentrically aligned with the base opening. An attachment portion is configured to couple the cooling device to at least one rotatable component of the engine. Each of the flow control portion, the grid portion, and the attachment portion are formed integrally together such that the cooling device is a single component.

Abstract: A coolant circulation system for an engine includes a cylinder block passage and a cylinder head passage, which are provided respectively in a cylinder block portion and a cylinder head portion of the engine. These two passages serve as passages through which a coolant flows to cool the cylinder block portion and the cylinder head portion. The cylinder block passage and the cylinder head passage are connected in parallel to each other. The coolant circulation system further includes a first heat exchanger connected to the cylinder block passage, a second heat exchanger connected to the cylinder head passage, a radiator connected to both the cylinder block passage and the cylinder head passage, and a control unit capable of controlling flow rates of the coolant flowing through the cylinder block passage and the cylinder head passage respectively.

Abstract: The present engine design can comprise one or more three-cylinder modules. Each module can comprise a left-hand combustion cylinder, a compression cylinder and a right-hand combustion cylinder. In an embodiment, the compression cylinder can function as a supercharger providing compressed air to the two combustion cylinders in order to improve performance and efficiency. Each module can comprise a specialized cylinder head comprising an intake air plenum configured to allow pressurized air to flow from the compression cylinder into each of the combustion cylinders. The flow of this pressurized air can be precisely controlled by valves that control airflow into and out of each of the three cylinders. Variable valve timing and computer controls can determine the exact amount of fuel, if any, which will be injected into the combustion cylinders to deliver high fuel economy while delivering an optimal level of power, horsepower and torque.

Abstract: It is intended to implement an electric supercharger that has a simplified architecture, is easy to assemble, produces reduced vibration and noise, and has a motor inverter, making it possible to minimize losses in motor output and rotary-shaft output. The electric supercharger is provided with the following: an integrated housing with a built-in electric motor and motor inverter; and a ball bearing and damper-sleeve structure arranged on both sides of the electric motor. The damper-sleeve structure comprises a large-diameter sleeve, a spring guide, a coil spring, and a ball bearing. A gap is formed between the ball bearings and a sleeve and the large-diameter sleeve. The inner ring or outer ring of the ball bearings are supported by various support members disposed on both sides. An elastic O-ring that elastically supports the sleeve and large-diameter sleeve is provided on the outside of the sleeves.

Abstract: In a method for regulating a boost pressure of an engine which has a compressor, an actual boost pressure and a setpoint boost pressure are used as input parameters. The setpoint boost pressure is regulated in such a way that a pressure ratio in the compressor does not exceed a limit pressure ratio. A reference boost pressure is ascertained based on a speed of the engine and a load of the engine. A flow and/or a pressure of air supplied to the engine is/are detected and an associated flow signal and/or pressure signal is generated. The smaller of the reference boost pressure and a limit boost pressure is used as a setpoint boost pressure. The limit boost pressure is ascertained based on a limit boost pressure ratio and a speed of the compressor.

Abstract: Provided is a control apparatus for a supercharged internal combustion engine. A turbo supercharger, an exhaust bypass passage, a WGV capable of switching the opening and closing of the exhaust bypass passage, and variable valve operating mechanisms capable of changing a valve overlap period are included. The valve overlap period is shortened so that the fresh air blow-through amount Gsca becomes equal to or smaller than a predetermined blow-through determination value Gjudge when the blow-through amount Gsca is larger than the blow-through determination value Gjudge. The WGV is opened when the blow-through amount Gsca is still larger than the blow-through determination value Gjudge after the valve overlap period has been shortened.

Abstract: A work apparatus has a work tool and a combustion engine for driving the work tool and further includes a start enrichment device for the combustion engine. The start enrichment device has a start position and is actuated via an operating mode selector. The work apparatus has a braking arrangement which brakes the work tool in the actuated position and releases the work tool in the unactuated position, and also an actuating device for the braking arrangement. To ensure that the start position can only be engaged when the braking arrangement is actuated, the work apparatus has a blocking device which prevents engagement of the start position in a blocking position. The braking arrangement is coupled to the blocking device such that the blocking device is in the blocking position with the braking arrangement in the unactuated position.

Abstract: A variable compression ratio engine includes a variable chamber housing communicating with a combustion chamber of the variable compression ratio engine. A variable chamber piston is slidably disposed within the variable chamber housing and forms a variable chamber together with the variable chamber housing. A connecting shaft is connected to the variable chamber piston. A hydraulic pressure plunger is connected with the connecting shaft and slidably disposed within the variable chamber housing. A hydraulic pressure chamber is formed, with which oil for absorbing impact is filled together with the variable chamber housing. An oil supplier supplies the oil to the hydraulic pressure chamber. A compression ratio controller is connected to the connecting shaft and controls a relative position of the variable chamber piston.

Abstract: A system for heating fuel in a combined cycle gas turbine includes a fuel heat exchanger downstream from a turbine outlet, and the fuel heat exchanger has an exhaust gas inlet, an exhaust gas outlet, a fuel inlet, and a fuel outlet. A first exhaust gas plenum has a first exhaust gas inlet connection between the turbine outlet and a heat exchanger and a first exhaust gas outlet connection upstream from the exhaust gas inlet. A second exhaust gas plenum has a second exhaust gas inlet connection downstream from at least a portion of the heat exchanger and a second exhaust gas outlet connection upstream from the exhaust gas inlet.

Abstract: The invention relates to a shaft assembly (1A) of an exhaust-gas turbocharger (1) having a shaft (5), having a turbine wheel (2) which can be connected to one end of the shaft (5) to form a rotor, having a compressor wheel (12) which can be connected to the other end of the shaft (5), having a sealing sleeve (14) which can be located on the shaft (5) on that side of the compressor wheel (12) which faces toward the turbine wheel (2), having a shaft nut (15) which can be screwed by means of an internal thread (17) onto a free end region (16) of the shaft (5) to fix the compressor wheel (12), wherein the shaft nut (15), in a portion (19) adjacent to the compressor wheel (12), has a turned recess (18) which adjoins the internal thread (17) and which has an inner diameter (D2) greater than the internal thread diameter (D1).

Abstract: Apparatus and method for determining a two-dimensional temperature distribution in a cross-sectional path of a hot-temperature flow in a turbine engine (10). A grid (22, 24, 38) is located in a path of a hot-temperature flow in the turbine engine. A thermal imager (34) has a field of view configured to sense infrared emissions from the grid. A processor (50) is configured to generate data indicative of a two-dimensional temperature distribution in a cross-sectional path of the flow based on the sensed infrared emissions.

Abstract: A Brayton cycle heat engine includes a compressor, a combustion chamber, and a turbine. The Brayton cycle heat engine also includes a heat exchanger positioned at least partially within the combustion chamber. The heat exchanger is configured to deliver thermal energy to the combustion chamber from an external source, heating air entering the combustion chamber from the compressor, where the air exits the combustion chamber and drives the turbine.

Abstract: A heating and cooling system for inlet air of a turbine compressor. The heating and cooling system may include a thermal energy storage tank charging loop, a cooling loop in communication with the thermal energy storage charging loop, and a heating loop in communication with the cooling loop and the inlet air of the turbine compressor.

Abstract: The present application provides a power augmentation system for use with a gas turbine engine. The power augmentation system may include a compressor discharge manifold, an inlet bleed heat system in communication with the compressor discharge manifold via an inlet bleed heat line, and an auxiliary compressor in communication with the compressor discharge manifold via the inlet bleed heat line.

Abstract: A gas turbine engine includes a bushing that is non-round in cross-section, the bushing receivable within an aperture. A fastener passes through the bushing to retain a second component to a third component with respect to the first component.

Abstract: An engine fuel control system includes a metering valve to control fuel flow between the supply and delivery line with a pressure drop control regulating the pressure across the valve and maintain a substantially constant pressure across the valve. The fuel control system includes a backup system controllable by a pullback signal to operate the pressure control, thus increasing the pullback signal reducing the fuel flow between the supply and delivery line. The fuel control system detects a start of an engine overthrust event, and when the upward runaway is caused by the arrested overthrust event. The fuel control system's controller which (i) determines the overthrust detection, the pullback signal increase rate and the pullback signal offset, (ii) sends the pullback signal to the backup system at the rate of increase, and (iii), reduces the pullback signal to the backup system when the upward runaway is arrested by the offset.

Abstract: A compression pump for an engine is provided. The pump may include a first pump impeller operatively coupled to a main shaft of the engine, a first inlet configured to at least partially receive bypass airflow, and a first outlet configured to direct compressed air to a thermal management system. The first pump impeller may be rotatably fixed about a common axis of the compression pump. Additionally the compression pump may extend radially to one exterior side of the engine. Furthermore the compression pump can be coupled to the main shaft of the engine by an engine towershaft. A first intake manifold may be coupled to a first inlet of the compression pump and a first discharge manifold may be couple to a first outlet of the compression pump which may have one or more heat exchangers.

Abstract: A method of controlling an engine includes initiating a transition from homogenous charge compression ignition (HCCI) to spark ignited (SI) combustion mode of the engine under low load. The method includes commanding an exhaust valve actuator to increase lift of the exhaust valve to maximize expulsion of combustion chamber contents. The method also includes injecting into the combustion chamber sufficient amount of fuel after the lift of the exhaust valve was increased to generate substantially stoichiometric air-fuel ratio of the gas mixture contained in the chamber. The method also includes igniting the gas mixture after the fuel was injected into the combustion chamber to maximize combustion of the gas mixture. The method additionally includes commanding an intake camshaft phaser to change the position of the intake camshaft to a position configured for predetermined throttled SI combustion mode after the gas mixture was ignited to maximize operating efficiency of the engine.

Abstract: An ECU has an output-value obtaining portion, a preignition estimating portion and a valve-opening-time controller. The output-value obtaining portion obtains the output value of the knock sensor, which corresponds to an intensity of an engine knocking. A preignition estimating portion estimates that a preignition will be generated in an internal combustion engine, when the obtained output value is greater than or equal to the specified threshold. When the preignition estimating portion estimates that a preignition will be generated, the exhaust-valve timing control mechanism advances the opening time of the exhaust valve to suppress the preignition.

Abstract: A vehicle engine automatic control device has a brake operation amount detecting unit that detects an amount of brake operation by a driver, an engine stopping/re-starting unit that stops an engine when the amount of brake operation that is detected exceeds a first threshold during coast drive, and re-starts the engine when the amount of brake operation that is detected becomes equal to or lower than the first threshold after the engine stops, and a threshold setting unit that sets the first threshold smaller as a deceleration becomes lower.

Abstract: A hill start assist method for a vehicle includes a vehicle-mounted controller for sensing an intention to start on an uphill slope, and converts a sensed gradient resistance into a target torque, and enables the engine to have adequate torque reserve in advance; therefore, in the subsequent start, driving wheels can obtain sufficient driving force to ensure that the vehicle will not slide backward. Furthermore, for a manual automobile, the engine torque is boosted in an early stage during a clutch release by a driver, thus accelerating the rotation speed of the engine, and avoiding, to a certain extent, engine stalling caused by a too quick or too much clutch release, compared with the situation where the engine is completely idling.