Abstract: An vehicle with defined power on demand including a control system configured to provide to an operator a plurality of selectable features each have selectable options. The defined power on demand utilizes unrealized engine power which is limited by an engine control system for reasons of fuel savings and cost effectiveness. The selectable features include power take off (PTO), mechanical front wheel drive (MFD), front hitch, and rear hitch. Selectable options include a plurality of defined amounts of power delivered by a vehicle engine over a period of time with respect to a selected feature. The defined amount of power is greater than the power at which the engine typically operates as limited by the engine control system. The greater power is provided over a period of time to complete each of the selectable features.

Abstract: A method for determining the proportion of gaseous working medium in a cylinder of an internal combustion engine includes opening an injector so as to feed fuel directly into the cylinder. The injector is connected to a fuel line in which a pressure sensor is arranged. The pressure in the fuel line is measured when the injector is open. The proportion of gaseous working medium in the cylinder is determined in conjunction with an association between the measured pressure in the fuel line when the injector is open and the proportion of gaseous working medium in the cylinder.

Abstract: It is intended to suppress formation of any excessive rich air-fuel ratio of the air-fuel mixture caused by adhered fuel on an inner wall surface of an intake passage of an internal combustion engine. A throttle valve driving unit is controlled so that if a variation amount of decrease in output of the internal combustion engine exceeds a predetermined variation amount when the output of the internal combustion engine is smaller than a predetermined output in a non-warm-up state in which the temperature of the internal combustion engine is equal to or lower than a predetermined temperature, then an opening degree of the throttle valve becomes a predetermined increased opening degree which is increased as compared with a standard opening degree as an opening degree of the throttle valve to be provided if the variation amount does not exceed the predetermined variation amount.

Abstract: A vaporized fuel processing apparatus has a canister loaded with an adsorbent capable of adsorbing vaporized fuel generated in a fuel tank, a closing valve provided a vapor path connecting the canister and the fuel tank and having a valve seat and a valve movable portion such that a distance between the valve seat and the valve movable portion is stroke amount, a pressure sensor configured to detect inner pressure of the fuel tank, and an electric control unit. The electric control unit is configured to perform abnormal state depressurization control of the fuel tank, in a state that the pressure sensor cannot detect the inner pressure of the fuel tank, by setting the stroke amount of the closing valve at a fail-safe value in which the closing valve is closed, and then changing the stroke amount in a valve opening direction of the closing valve from the fail-safe value.

Abstract: Methods and systems are provided for improving control of high dilution EGR. An intake plenum is divided so that fresh intake air and EGR can be delivered to engine cylinders via dedicated plenum portions. Distinct sets of throttles are provided in the cylinder intake ports coupled the different plenum portions so that a ratio of intake air flow and EGR flow to the engine cylinders can be rapidly adjusted in response to sudden changes (e.g., increase or decrease) in EGR demand.

Abstract: A control apparatus for an internal combustion engine is capable of switching a combustion mode between a spark ignition combustion mode for combusting a mixture formed in a combustion chamber with spark ignition and a compression ignition combustion mode for combusting the mixture with compression ignition. When the combustion mode is switched from the spark ignition combustion mode to the compression ignition combustion mode, in an internal EGR control for keeping a part of a burnt gas generated by the combustion remaining as an internal EGR in the combustion chamber, an internal EGR amount of the internal EGR is increased, an ignition timing is advanced, and a fuel injection amount is decreased so that an oxygen density contained in the internal EGR used to form the mixture increases.

Abstract: A process is provided for the rapid and safe activation of a fuel pump, having a definable fallback level for a delivery volume of the fuel pump. The process recognizes a possible crash situation and, defines the fallback level as a first delivery volume value which is assigned to a closing position of the fuel pump in response to the recognized possible crash situation. A control system includes a crash recognition device and an electronic fuel pump with the definable fallback level, in which case the crash recognition device is connected with respect to communication with the electronic fuel pump, and the crash recognition device is constructed for implementing the process.

Abstract: A filter regeneration system for an internal combustion engine operable at an engine speed and having: a gas exhaust system for fluidly expelling exhaust gas at an exhaust gas temperature; and at least one filter arrangement in fluid communication with the gas exhaust system and configured to capture particulate in the exhaust gas. The regeneration system includes: a load generating arrangement in operable communication with the internal combustion engine and configured to modify the mechanical load on the internal combustion engine, thereby changing the exhaust gas temperature; and at least one controller in electrical communication with at least a portion of the load generating arrangement and configured to control at least one operating parameter of the load generating arrangement. A method of regenerating a filter arrangement is also disclosed.

Abstract: EGR gas quantity information, which indicates a quantity of the EGR gas flowing into a cylinder of an internal combustion engine, is obtained by an ECU. A combustion stop delay control operation, which delays execution of a combustion stop control operation, is executed by the ECU when the quantity of the EGR gas flowing into the cylinder is larger than a normal combustion determination threshold value. When the quantity of the EGR gas flowing into the cylinder becomes equal to or smaller than the normal combustion determination threshold value, the combustion stop control operation is enabled by the ECU.

Abstract: A system and method for measuring fuel pressure decreases in a fuel accumulator of an internal combustion engine is provided. The system includes the ability to stop a fuel flow to a fuel accumulator of the engine. Pressure signals are transmitted to a control system of the engine until the fuel pressure in the fuel accumulator drops by a predetermined amount, at which time fuel flow is re-enabled. The pressure signals are then analyzed to determine the amount or quantity of fuel delivered by each fuel injector. The system and method maintain engine and emissions performance by limiting the amount of fuel pressure decrease in the fuel accumulator.

Abstract: A method of diagnosing deterioration of an oxygen sensor of a vehicle may include detecting a first exhaust gas recirculation (EGR) amount by a mass air flow (MAF) sensor, detecting a second EGR amount by the oxygen sensor, comparing a first difference between the first EGR amount and the second EGR amount with a first predetermined value in a first predetermined operating region, and determining that the oxygen sensor may be in danger of the deterioration when the first difference between the first EGR amount and the second EGR amount may be greater than or equal to the first predetermined value in the first predetermined operating region.

Abstract: An object of the present invention is to enhance precision of air-fuel ratio control after return from fuel cut in a control device for an internal combustion engine that has a plurality of fuel injection modes, and performs calculation of a fuel injection amount by a method corresponding to an injection mode in use. For this object, the control device for an internal combustion engine the present invention provides normally determines the injection mode in response to an operation state, but designates a specific injection mode with a higher priority than the injection mode determined in response to the operation state at a time of return from fuel cut. For a predetermined time period after the return from fuel cut, the control device prohibits the injection mode from being changed in response to the operation state, and keeps fuel injection according to the designated specific injection mode.

Abstract: A motorcycle engine having cylinders arranged in parallel in a vehicle width direction, an air cleaner, a fuel tank arranged above the engine to cover the air cleaner, and a fuel injection device. The fuel injection device includes an electronic control throttle body unit electrically controlling a throttle body of the engine; an intake passage of down draft intake structure connecting the air cleaner and a combustion chamber of the engine in each of the cylinders; fuel injectors provided at the intake passage including a first fuel injector located on an intake downstream side and a second fuel injector located on an intake upstream side; and a drive motor of the electronic control throttle body unit arranged between the intake passage and the fuel tank and arranged on a same side as the first fuel injector and the second fuel injector and between the first and second fuel injectors.

Abstract: A method for determining a position of a lock element of an injection valve for an internal combustion engine includes moving the lock element in the direction of a locked position in a closing movement in order to lock the injection valve, subsequently measuring a closure time at which the lock element arrives in the locked position, determining a time difference between the closure time and a preceding starting time of the closing movement, and determining, based on the time difference, a position which the lock element has assumed at the starting time of the closing movement.

Abstract: An individual difference index is obtained based on the slope of variation ratios between a plurality of actual injection quantity and a target injection quantity. The individual difference index is stored as a learning value. An individual difference correction of the fuel injector is conducted based on the individual difference index. By using the individual difference index, a shot-dispersion is removed and individual-difference correction of the fuel injector can be conducted.

Abstract: Methods and systems are provided for modeling an oil dilution qualitative indicator based on an integrated difference between a commanded air-to-fuel ratio and an engine air-to-fuel ratio as determined via an oxygen sensor, cumulative cold engine temperature operating duration, and fuel injection characteristics (timing, duration, number of injections) allowing fuel injection timing modifications that minimize oil dilution when the oil dilution qualitative indicator is greater than a threshold level.

Abstract: An engine body includes a cylinder with a geometrical compression ratio of 15 or higher, and is supplied with fuel containing at least gasoline. When an operating mode of the engine body is in a high load range, a controller (i.e., a PCM 10) drives a fuel injection valve (i.e., an injector) 67 to inject the fuel at a time within a retarded period between a terminal stage of a compression stroke and an initial stage of an expansion stroke in a low speed range. The controller drives the fuel injection valve to inject the fuel in an intake stroke until an intake valve 21 is closed in a high-load high-speed range.

Abstract: A method for regulating the power delivered by a reciprocating engine includes the definition of the value of a constant time interval T1 and the values of a threshold for the engine rpm and of a threshold for the percentage opening of the engine throttle valve, below which an operating area is defined in the Cartesian graph xy whose axes represent the engine rpm and the percentage opening of the throttle valve TPS. The method also includes: measuring, for each engine cycle, the value of the engine RPM at the level of an angular position of the crankshaft in a specific stroke (IS, PS); calculating, at the final instant (A) of each time interval T1, an activation value X* obtained from a comparison between the last RPM value measured before the final instant (A) and the last RPM value measured before the initial instant (B) of the time interval T1.

Abstract: An engine includes a cylinder block having first and second passages intersecting a block face on opposed sides of a bore bridge defining a bore bridge cooling passage. A cylinder head has third and fourth passages intersecting a head face. The first and fourth passages are opposed from one another. A gasket is placed between the block and the head. The gasket adapted to fluidly connect the first and fourth passages via the bore bridge cooling passage, and cover the second passage.

Abstract: Rib configurations for increasing the structural efficiency of a cylinder head, which relates to a peak combustion pressure capability of the cylinder head. In addition to increasing peak combustion pressure, the rib configurations may also improve sealing of the cylinder head and may improve the durability of an associated cylinder head gasket.

Abstract: An engine cylinder head is provided. The engine cylinder head includes a portion of a first combustion chamber, an upper coolant core and a lower coolant core directing heat from the first combustion chamber and including a first coolant passage and a second coolant passage, the first coolant passage and the second coolant passage laying along a lateral axis, at least a portion of the first coolant passage separated from the second coolant passage via first and second walls.

Abstract: A power cylinder system for a reciprocating engine includes a piston with a top-most groove extending circumferentially about the piston. The top-most groove includes one or more channels spaced apart circumferentially about the top-most groove and extending inward from an outer perimeter of the piston assembly. The system also includes a ring positioned in the top-most groove, the ring including a top face, a bottom face, an inner circumferential face, and an outer circumferential face that tapers between the top face and the bottom face. A space is defined between a portion of the top-most groove and the inner circumferential face of the ring, and the space is in fluid communication with the one or more radial channels.

Abstract: A resin-made molded cylinder head cover, which is light in weight and relatively thin particularly at a flange part thereof comprises a cover part that is rectangular in shape and has a plurality of plug holes aligned in a longitudinally extending center area of the cover part; a flange part that is integral with and extends around a periphery of the cover part, so that the cylinder head cover is shaped like a rectangular shallow dish; and thicker elongate bead portions that are integral with the cover part and extend respectively along laterally opposed sides of the longitudinally extending center area, each bead portion being thicker than a general area of the cover part.

Abstract: A fluid pump includes a hollow housing, an electric motor having an armature with a commutator, a pump section rotationally coupled to the electric motor for receiving fuel at a relatively low pressure through a fuel inlet and pressurizing the fuel to a relatively high pressure, a motor brush is in electrical contact with the commutator and including a shunt wire extending therefrom, and an end cap that closes one end of the housing and defines a high pressure chamber with the housing. The end cap includes a hollow brush tower extending therefrom and defining a brush holder slidably receiving the motor brush therein such that the brush holder defines in part the high pressure chamber. The end cap also includes an aperture with the shunt wire extending therethrough such that the shunt wire is sealed with the aperture to prevent the fuel from passing therethrough.

Abstract: A method for improving operation of a turbocharged engine is presented. In one embodiment, the method may reduce engine emissions and improve engine efficiency during an engine start.

Abstract: Methods and systems are provided for controlling and coordinating secondary air injection and blow-through to reduce turbo lag. By utilizing secondary air injection prior to providing blow-through, and deactivating the secondary air pump when a desired boost pressure for blow-through is achieved, turbine spin-up to a desired speed may be expedited and initial torque output may be increased.

Abstract: An exhaust gas recirculation control device of an engine includes an exhaust turbocharger having a turbine disposed in an exhaust passage and a compressor disposed in an intake passage, low-pressure and high-pressure EGR passages connecting the exhaust passage downstream of the turbine to the intake passage upstream of the compressor and connecting the exhaust passage upstream of the turbine with the intake passage downstream of the compressor, respectively, low-pressure and high-pressure EGR valves disposed in the low-pressure and high-pressure EGR passages and for changing cross-sectional areas thereof, respectively, a valve control device for controlling openings of the low-pressure and high-pressure EGR valves, a total intake gas amount detector for detecting a total intake gas amount, a fresh air amount detector for detecting a fresh air amount, and a pressure difference detector for detecting a pressure difference between the exhaust and intake passage sides of the high-pressure EGR valve.

Abstract: A method, comprising: adjusting an evaporative emissions leak test parameter based on a ratio of cylinder run time of a deactivatable cylinder of an engine, to vehicle run time; and indicating degradation based on the adjusted parameter. The adjusted parameter may thus more accurately reflect the state of a vehicle configured to run with one or more cylinders deactivated. In this way, the evaporative emissions leak test may realize improved robustness and performance metrics, thus reducing warranty costs associated with poor test metrics.

Abstract: In an internal combustion engine having a turbocharger and a compressor, a discharge point of a tank ventilation system is provided in the intake passage of the internal combustion engine upstream from the turbocharger or the compressor. A Venturi nozzle is situated between the discharge point and a tank venting valve of the tank ventilation system. A defect or a detachment of the line between the Venturi nozzle and the discharge point is detectable with the aid of a change of an adaption value and/or of a correction factor in a control unit of the internal combustion engine or in a computer.

Abstract: An exhaust gas recirculation (EGR) heat exchange unit having an integrated heat exchange chamber and an integrated deaeration chamber is provided. A coolant opening and a deaeration opening each form direct passageways from the heat exchange chamber to the deaeration chamber. The heat exchange unit is configured to cool exhaust gas flowing through an exhaust gas transfer passage with coolant flowing within the heat exchange chamber and around the transfer passage. The heat exchange unit is configured to be mounted relative to an engine at an incline such that the deaeration opening is configured to evacuate gas from the heat exchange chamber to the deaeration chamber and the flow of coolant into the deaeration chamber through the coolant opening is configured to route the evacuated gas out of the deaeration chamber via the coolant outlet.

Abstract: In an engine with a supercharger, a low pressure loop EGR apparatus includes a EGR passage to allow part of exhaust gas discharged from a combustion chamber of the engine to an exhaust passage to flow as EGR gas in an intake passage to return to the combustion chamber, and a EGR valve to regulate a flow of EGR gas in the EGR passage. The EGR passage has an inlet connected to the exhaust passage downstream of a turbine and an outlet connected to the intake passage upstream of a compressor. An ECU controls the EGR valve while the engine is in a predetermined operating condition, and determines whether or not the EGR valve is failed based on changes in intake amount in the intake passage during control of the EGR valve.

Abstract: A centrifugal separator for separating particles from a fluid has a housing with an inflow opening and an outflow opening. Guide blades that generate a turbulent flow in a fluid flowing into the housing through the inlet opening are provided. The guide blades each have a leading edge. The leading edge of a first guide blade has a first spacing to a cross-sectional plane of the housing and the leading edge of a second guide blade has a second spacing relative to the cross-sectional plane of the housing, wherein the cross-sectional plane is perpendicular to an inflow direction of the fluid. The first spacing and the second spacing are different from each other. The first and second guide blades each have a length and the lengths differ from each other. Several centrifugal separators can be combined to a filter device.

Abstract: An engine intake manifold is provided. The engine intake manifold includes a manifold chamber configured to receive positive crankcase ventilation (PCV) gas from a PCV conduit outlet, the manifold chamber including a condensate-containment tray with a plurality of baffles to form a plurality of separate cavities below the PCV conduit outlet.

Abstract: A pneumatic fuel pressure regulator and a mechanical fuel pressure regulator are disclosed wherein the pneumatic fuel pressure regulator uses a mechanical adjustment screw to position a spring locator and spring force exerted on a diaphragm assembly controlling flow through a base fuel block. The mechanical fuel pressure regulator includes a stepper motor and a threaded drive shaft to control pressure exerted on a diaphragm assembly to regulate passage through a base fuel block. A dual stage system combines the pneumatic and mechanical regulators in a dual base unit having two ports separately controlled by the separate regulators.

Abstract: A fuel supplier for an automobile equipped with a fuel tank and an engine has a reservoir, a fuel pump a suction filter and a fuel transfer device. The reservoir is disposed in the fuel tank and is formed in a sealed manner. The fuel pump is configured to supply fuel from the fuel tank to the engine. The suction filter is configured to filter fuel suctioned into the fuel pump. The fuel transfer device is configured to transfer fuel from the fuel tank into the reservoir such that fuel in the reservoir is pressurized due to transfer pressure of the fuel.

Abstract: A system and method for filtering fuel using a fuel filtration system are disclosed. The fuel filtration system may include a fuel filter, a siphon mechanism and a filter shaft. A first end of the filter shaft may be connected to the fuel filter and a second end of the filter shaft may be connected to the siphon mechanism, each of the fuel filter, the siphon mechanism and the filter shaft may be positioned within a fuel tank. Fuel within the fuel tank may be filtered using the fuel filtration system by a siphon action.

Abstract: An injector for injecting fuel into an internal combustion engine includes a drive unit accommodated in a housing and which has an armature guided in sliding manner in the housing, and includes a valve element that is axially movable in the armature relative to the armature. The valve element has a driver element for a coupling to the armature and can be moved in order to open and/or close at least one injection opening, wherein the opening movement is limited by an abutment surface. A flange-like abutment member is fixedly connected to the valve element, and is designed such that, during the opening of the at least one injection opening, a first hydraulic damping layer is formed between said abutment member and the abutment surface, and during the closing of the at least one injection opening, a second hydraulic damping layer is formed between said abutment member and the armature.

Abstract: A fuel supply system with an accumulator that allows for the accumulation of fuel at a pressure greater than the nominal operating pressure of the fuel supply system. The accumulation of fuel allows for less frequent fuel pump operation and therefore a reduction in overall fuel consumption of an engine.

Abstract: The present invention relates to a fuel injector for use in a fuel system of an internal combustion engine. The fuel injector has a supply passage for high pressure fuel and an injection nozzle. The injection nozzle includes a valve needle which can engage with a valve needle seating to control fuel delivery from the fuel injector. A first control valve is provided for controlling fuel pressure within a control chamber to control the valve needle. The fuel injector also includes a second control valve for controlling fuel pressure within a low pressure drain. The invention also relates to a control valve for controlling fuel pressure within a low pressure drain.

Abstract: A nozzle for a fuel injector is disclosed. The nozzle may have an internal axial nozzle bore. The nozzle may also have at least one orifice passing from the nozzle bore radially outward through a wall of the nozzle at a tip end. Further, the nozzle may have a sac volume formed in the tip end and defined by a bore radius and a tip radius. The bore radius may be generally perpendicular to the central bore. The tip radius may be generally parallel to the central bore. The tip radius may be less than the bore radius.

Abstract: A valve for metering fluid having a valve assembly which meters the fluid, and a hydraulic coupler assigned to the valve assembly. The coupler has a housing cup having a cup bottom, cup wall and cup opening; a piston is guided inside the housing cup in axially displaceable manner and delimits a fluid-filled coupler gap in the direction of the cup bottom and delimits an annular gap in the direction of the cup wall; and a cap-shaped diaphragm having a cap bottom and cap shell, which covers the annular gap at the cup opening by the cap bottom and overlaps the cup wall of the housing cup by the cap shell, and is fixed in place at the piston and cup wall in fluid-tight manner.

Abstract: A starter for an internal combustion engine, comprising: an electric motor; a drive assembly including a pinion movable between a free position and a meshed position, wherein the pinion is rotatably linked to the electric motor and the internal combustion engine; an electric switching device including a main actuator capable, when engaged, of moving and holding a plunger, in position, the plunger being linked with the movement of the pinion between the free position and the meshed position, by means of a lever; a means connected to the plunger, which is capable of establishing electrical power contact between the electric motor and a power source when the pinion is in the meshed position; and including an auxiliary actuator capable, when engaged, of opening the power contact and a means for separately controlling the main actuator and the auxiliary actuator.

Abstract: An electromagnetic solenoid of a starter includes: a main solenoid forming an electromagnet to pull a plunger when being energized, a contact unit that controls the motor current ON and OFF. The contact unit includes a motor power switch including fixed contacts and a movable contact driven by the main solenoid; a regulation member disposed to be movable between a regulated position and a released position and a sub solenoid that drives the regulation member to the regulated position and releases the regulation member to the released position. The sub solenoid drives the regulation member to the regulated position before the motor power switch is closed to regulate movement of the movable contact and releases the regulation member to the released position when a predetermined time elapses after the plunger is pulled by the electromagnet to release the movable contact.

Abstract: The specification relates to a composite particle for storing lithium. The composite particle is used in an electrochemical cell. The composite particle includes a metal oxide on the surface of the composite particle, a major dimension that is approximately less than or equal to 40 microns and a formula of MM?Z, wherein M is from the group of Si and Sn, M? is from a group of Mn, Mg, Al, Mo, Bronze, Be, Ti, Cu, Ce, Li, Fe, Ni, Zn, Co, Zr, K, and Na, and Z is from the group of O, Cl, P, C, S, H, and F.

Abstract: A control apparatus of an engine ignition spark plug includes a switch having a control terminal and an output terminal connected to an external transformer. The switch assumes a closed state for supplying energy to the transformer, and an open state for the transformer to supply energy to the spark plug. A measuring module measures a time duration where, in the open state, a voltage at the output terminal of the switch decreases from a first value to a second value. A detecting module detects an operating condition of the spark plug based on comparing the measured time duration to a time threshold, and to generate a detecting signal based on the comparing.

Abstract: The ion current detector includes: an ion bias circuit for supplying a bias voltage to an electrode of the ignition plug so as to cause the ignition plug to generate a spark discharge; and an ion current detection circuit for detecting an ion current generated in a combustion chamber by the spark discharge and for amplifying the detected ion current to output an ion current detection signal. The ion current detection circuit amplifies the ion current at an ion current amplification factor switched between a time when an ignition signal is supplied and a time when the ignition signal is not supplied. Specifically, when the ignition signal is supplied, the ion current amplification factor is set to a low value (approximately 50). When the ignition signal is not supplied, the ion current amplification factor is set to a high value (250 or more).

Abstract: A method is provided for replacing a permanent magnet of a generator of a wind turbine from a first position to a second position. A container is provided having a shell and an opening through the shell. The opening defines an open space for storing the permanent magnet. The open space is surrounded by the shell, and the shell having a thickness that provides that the permanent magnet does not come close enough to other magnetic material to exert significant force on it. The method involves placing the permanent magnet from the first position into the container, transporting the container with the permanent magnet to the second position, removing the permanent magnet from the container, and placing the permanent magnet in the second position.

Abstract: Wind turbine blades with layered, multi-component spars, and associated systems and methods are disclosed. A wind turbine blade system in accordance with a particular embodiment includes a first blade segment having a first spar element that includes first planks having a first thickness and a first plank composition, and a second blade segment having a second spar element that includes second planks having a second thickness and a second plank composition different than the first plank composition. The second blade segment is joined to the first blade segment at a joint, and, in particular embodiments, an overall product of thickness and elastic modulus of the first planks is approximately equal to an overall product of thickness and elastic modulus for the second planks.

Abstract: A power generation apparatus and method comprises at least one gyroglider rotary wing flying at an altitude above the nap of the earth. A strong and flexible tether, connected to the gyroglider frame is pulled with a force generated by the rotary wing. The force is transmitted to a ground station that converts the comparatively linear motion of the tether being pulled upward with a lifting force. The linear motion is transferred to a rotary motion at the ground station to rotate an electrical generator. The tether is retrieved and re-coiled about a drum by controlling the gyroglider to fly down at a speed and lift force that permit recovery of the gyroglider at a substantially reduced amount of retrieval force compared to the lifting force during payout of the tether. Thus, the net difference in force results in a net gain of energy.

Abstract: A power generation apparatus and method comprises at least one gyroglider rotary wing flying at an altitude above the nap of the earth. A strong and flexible tether, connected to the gyroglider frame is pulled with a force generated by the rotary wing. The force is transmitted to a ground station that converts the comparatively linear motion of the tether being pulled upward with a lifting force. The linear motion is transferred to a rotary motion at the ground station to rotate an electrical generator. The tether is retrieved and re-coiled about a drum by controlling the gyroglider to fly down at a speed and lift force that permit recovery of the gyroglider at a substantially reduced amount of retrieval force compared to the lifting force during payout of the tether. Thus, the net difference in force results in a net gain of energy.