Abstract: A method and apparatus for continually and rapidly adjusting the output torque of an engine according to a torque demand uses an active tappet to vary the instant air charge in a combustion chamber. The invention allows substantially efficient combustion throughout the engine operating map. Various methods of changing the charge of air are disclosed.

Abstract: An engine assembly includes an engine block defining a cylinder, an exhaust system, and an exhaust gas recirculation system. A first exhaust valve is configured to control fluid communication from the cylinder to the exhaust system. A second exhaust valve is configured to control fluid communication from the cylinder to the exhaust gas recirculation system. The second exhaust valve is selectively activatable and deactivatable independently of the first exhaust valve.

Abstract: A system for controlling an internal combustion engine has an in-cylinder pressure sensor, a crank angle sensor and a controller coupled to receive inputs from the pressure sensor and crank angle sensor. The controller is configured to convert the cylinder pressure input into a combustion metric indicative of the combustion occurring in the measured cylinder and control fuel input and timing into the engine based on the combustion metric. The controller samples the in-cylinder pressure sensor at a high frequency during critical combustion events and at a lower frequency during the non-critical cylinder conditions.

Abstract: Methods and systems are provided for controlling canister purge flow in a boosted engine. An example method for the boosted engine comprises, during boosted conditions, flowing stored fuel vapors from a canister into an ejector coupled in a compressor bypass passage, the flowing bypassing a canister purge valve. The method further comprises, responsive to a canister load higher than a threshold load, closing a canister vent valve coupled to the canister, and discontinuing flowing stored fuel vapors from the canister into the ejector.

Abstract: A control device (10) for a supercharging system for supplying compressed intake air to an engine (6) includes: an engine controller (10A) including an engine signal input part (10A1) and an engine control part (10A2) configured to control an operational state of the engine and to compute a target boost pressure of a supercharger (4); and a turbo controller (10B2) including a turbo signal input part (10B1) and a turbo control part (10B2) configured to compute a margin of the supercharger. The control device is configured to compute a target boost-pressure corrected value by correcting the target boost pressure in accordance with a magnitude of the margin computed by the turbo control part, and to control a boost-pressure control unit (12) so that the boost pressure of the supercharger reaches the target boost-pressure corrected value.

Abstract: A hydrogen supply system includes a hydrogen supply passage connected to a FC stack, a plurality of fuel supply units arranged in parallel with each other in the hydrogen supply passage to supply hydrogen gas to the FC stack through the hydrogen supply passage, and a controller to control operations of the fuel supply units. The fuel supply units include an electrically-operated small-flow regulating valve adjustable to any opening degree between full closed and full open and one or more injectors configured to allow fuel gas to flow at a larger flow rate than a flow rate allowed by the small-flow regulating valve in full open.

Abstract: An engine control apparatus predicts the speed of an engine in a normal rotation range as a function of a loss energy in an engine rotation pulsating period and also predicts the speed of the engine in a reverse rotation range as a function of a pumping loss component and a loss energy which is derived by reversing the sign of a value of a friction component that is a portion of the loss energy in the normal rotation range and arises from mechanical friction to which the piston is subjected during stroke thereof. The pumping loss component is an energy loss occurring in the intake stroke of the engine. This calculation enhances the accuracy in predicting a future engine speed between start of a drop in speed of the engine resulting from stop of combustion of fuel and stop of rotation of the engine.

Abstract: A control apparatus includes a control member performing a center position control to align a specific crank angle of an engine with EGR system, which angle is called as center position, with a reference position when the engine is driven under a predetermined range. The center position is a geometric center of a figure defined by a transition of heat generation ratio through fuel combustion. The control member runs an ignition acceleration procedure when the engine satisfies at least one of specific conditions during an exhaust gas recirculation under the center position control. The ignition acceleration procedure is to inject more fuel for a pilot injection than a base amount determined in accordance with the center position control. The specific conditions includes: a condition that an engine load is smaller than a threshold value; and a condition that an engine rotational speed is smaller than a threshold value.

Abstract: Methods and systems are provided for using a crankcase vent tube pressure or flow sensor for diagnosing a location and nature of crankcase system integrity breach. The same sensor can also be used for diagnosing air filter plugging and PCV valve degradation. Use of an existing sensor to diagnose multiple engine components provides cost reduction and sensor compaction benefits.

Abstract: A first computer-implemented diagnostic method can run in response to an imminent deceleration fuel cutoff (DFCO) event. A second computer-implemented diagnostic method can run on engine shutdown. Both diagnostic methods involve controlling fuel injectors and a fuel pump to make the fuel rail pressure change from a desired minimum to a desired maximum. Measurements from the fuel rail pressure sensor at these endpoints can then be used to detect a fault of the fuel rail pressure sensor. One or both diagnostic methods can be implemented.

Abstract: In a fuel injection control device, a learning value compensating for a steady deviation between actual air-fuel ratio and target air-fuel ratio is updated through an air-fuel ratio feedback control during engine operation, and a fuel injection amount is corrected using the learning value. If fuel having been replenished is detected at the time of engine starting, a correction amount is added to the learning value. Here, in a case where the learning value is a value which is included in a predetermined range, the correction amount is set to “0” and engine starting is performed by using the learning value as it is. Meanwhile, in a case where the learning value is a value which is not included in the predetermined range, the learning value is corrected to a value equal to a boundary value of the predetermined range by the correction amount, and engine starting is performed.

Abstract: A method for detecting a closing time of an injector valve includes receiving a valve current profile of the injector valve, processing the valve current profile using at least a slope discriminator, determining a stuck status and a closing time (if applicable) of the injector valve based on an output of the slope discriminator. An engine control unit configured to detect a closing time of an injector valve is also provided. The engine control unit has a first control logic configured to receive a valve current profile of the injector valve, a second control logic configured to process the current profile using at least a slope discriminator, and a third control logic configured to determine a stuck status and a closing time of the injector valve based on an output of the slope discriminator. Further, a vehicle system including a controller configured to detecting a valve closing time is provided.

Abstract: In a control apparatus for an internal combustion engine, a vapor concentration learned value learned as a concentration of fuel in purge gas is reflected in an injection amount command value used for fuel injection amount control. An electronic control unit changes a reflection mode of reflecting the vapor concentration learned value in the injection amount command value depending on a pattern of switching an inlet through which the purge gas flows into an intake passage, between a first inlet and a second inlet upstream of the first inlet, and executes the reflection in the changed reflection mode during a period from a start of an intake of intermediate gas into a cylinder to completion of the intake of the intermediate gas. The intermediate gas is present in a portion of the intake passage between the first inlet and the second inlet when switching of the inlet is performed.

Abstract: A piston and methods for constructing a piston for use in an internal combustion engine are presented wherein the piston includes a cylindrical body extending from the crown. The cylindrical body defines a ring groove, and a portion of the cylindrical body defines a non-circular cross-section below the ring groove. The ring groove is configured to correspond with an associated sealing ring. The non-circular cross-section creates a gap between the cylindrical body and an associated cylinder wall enabling a quantity of oil to pass from an annular region between the cylindrical body and the associated cylinder wall.

Abstract: Systems and methods are provided for cooling a piston arranged within a cylinder of an engine. Oil received from a connecting rod bearing and crank journal interface may be transferred via an internal conduit in a connecting rod coupled to the piston wherein the internal conduit is formed within a hollow flange of the connecting rod. The oil may then be sprayed via an external nozzle to an underside of the piston enabling continuous piston cooling.

Abstract: Methods and systems are provided for supplying cooling oil to a piston of an engine cylinder. In one example, a method may include repeatedly activating an oil supply only during a part of a cylinder cycle synchronous with a reciprocating motion of the piston. In particular, supply of cooling oil may be initiated by displacing a poppet valve arranged within a piston cooling assembly via a reciprocating motion of the piston.

Abstract: A piston and method of construction thereof is provided. The piston has a lower member with diametrically opposite skirt portions and axially aligned pin bores and an upper member joined to the lower member. The upper member has a substantially planar upper combustion surface and a combustion bowl depending from the upper combustion surface. An undercrown surface is formed directly opposite the combustion bowl and a combustion bowl rim transitions the combustion bowl with the upper combustion surface. At least one of the combustion bowl, the undercrown surface and the upper combustion surface has a machined surface and an “as forged” surface.

Abstract: A sliding combination for use in an internal combustion engine may include at least one cylinder liner defining an internal sliding surface and a ring having an external lateral sliding surface. The external sliding surface of the ring may slide in relation to the internal sliding surface of the liner. The external sliding surface of the ring may include a first coating of a physical vapour deposited metal nitride in sliding contact with a second coating of a diamond-like carbon (DLC) material disposed on the internal sliding surface of the liner.

Abstract: This disclosure generally relates to lightweight thermionic microengines for aerial vehicles. The aerial vehicles include a propulsion system. The propulsion system includes a combustor. The propulsion system further includes a thermionic generator that receives heat from the combustor and generates electricity. The propulsion system further includes one or more propulsion motors that receive the electricity generated by the thermionic generator. The propulsion motors may provide power to one or more propellers to generate lift and thrust for a UAV.

Abstract: A convergent-divergent nozzle arranged to convey fluid from an upstream zone to a downstream zone via a throat aperture, wherein the nozzle includes an assembly movable to vary the size of the throat aperture of the nozzle, thereby regulating the flow of fluid to the downstream zone.

Abstract: Methods and systems for restricting movement in a flow mixer including a plurality of lobes that each includes a trough, using a stiffener mechanism, are provided. The stiffener mechanism includes a first end portion configured to be coupled to a first lobe of the plurality of lobes and a second end portion configured to be coupled to a second lobe of the plurality of lobes. The stiffener mechanism also includes a body portion coupled between the first end portion and the second end portion such that the body portion is configured to restrict movement of the first and second lobes.

Abstract: A thrust reverser system capable of providing high efficiency within a tightly constrained nacelle is provided. The thrust reverser system provides a displaceable internal door pivotally mounted within a transcowl. The displaceable internal door is rotatable about a pivot axis that is positioned aft of a front edge of the transcowl when the transcowl is in a deployed position.

Abstract: An engine cowling of an aircraft gas turbine with a front area and a rear area that is displaceable in the axial direction, characterized in that the rear area is mounted and supported by means of multiple length-adjustable thrust reversal actuators that are arranged at an angle to one another.

Abstract: An engine decarbonization system includes multiple local engine decarbonization units that communicate with a remote engine decarbonization management system. Each engine decarbonization unit includes a hydrogen flow regulation unit couplable to a source of dry hydrogen; a hydrogen delivery line for introducing dry hydrogen into an engine; an engine exhaust gas analyzer for measuring engine exhaust gas components and determining a set of corresponding lambda values; and a control unit configured for controllably introducing dry hydrogen into the engine while the engine is running in accordance with a set of engine decarbonization process parameters, which can be provided or determined by the remote engine decarbonization management system based upon engine type and engine capacity. Each engine decarbonization unit introduces dry hydrogen rate into a given engine such that determined lambda values corresponding to engine combustion conditions approach or remain within a target lambda value range.

Abstract: A multi-cylinder engine including a donor cylinder, a non-donor cylinder, at least one intake manifold, and at least one camshaft is provided. An intake valve of the donor cylinder controls a flow of air into the donor cylinder. The donor cylinder fluidly communicates exhaust gases to an exhaust gas recirculation (EGR) system. An intake valve of the non-donor cylinder controls a flow of air into the non-donor cylinder. The at least one camshaft controls an opening and closing of the intake valve of the non-donor cylinder such that the intake valve of the non-donor cylinder is maintained open for a first intake duration. The at least one camshaft controls an opening and closing of the intake valve of the donor cylinder such that the at least one intake valve of the donor cylinder is maintained open for a second intake duration which is greater than the first intake duration.

Abstract: Various methods and systems are provided for managing condensation. In one example, a system comprises an engine; an intercooler positioned in an intake passage downstream of a first turbocharger compressor; an exhaust gas recirculation (EGR) system including an EGR cooler defining at least a portion of an EGR passage and communicating with a mixing region where exhaust gas mixes with the compressed intake air; a condensate collector fluidly coupled to the EGR cooler to collect condensate from the EGR cooler, the condensate collector positioned within the EGR cooler; and a drain line coupled to the condensate collector, the drain line having an outlet fluidically coupled to a turbocharger turbine outlet.

Abstract: A pre-cleaner for a filter assembly having a main filter housing is provided. The pre-cleaner includes a pre-cleaner housing that includes a first wall and a second wall opposite to the first wall. The pre-cleaner is being configured to be detachably coupled to the main filter housing in each of a first configuration and a second configuration. The pre-cleaner also includes a plurality of flow conduits extending between the first wall and the second wall. The plurality of flow conduits is configured to receive a fluid therein in each of the first configuration and the second configuration. The second wall is disposed within the main filter housing in the first configuration and disposed outside the main filter housing in the second configuration.

Abstract: A filter element comprises one first and at least one second filter media body disposed at a common carrier body. At least one filter media body is formed in a curved manner.

Abstract: A turbocompressor boost purge ejector tee includes a first passage formed into a housing along a common axis from a first direction, the first passage including an outlet in communication with an inlet area of the turbocompressor. A second passage is formed into the housing along the common axis from a second direction and includes a boost air inlet in communication with a turbocompressor high pressure internal outlet area and fluidly coupled to the first passage. The first and second passages of the housing defining a first flow path from the internal outlet area to the inlet area. An inlet port is associated with the housing and intersects the first passage, the housing defining a second flow path from the inlet port to the outlet, and the second flow path intersecting the first flow path upstream of the outlet. A nozzle is positioned in the second passage.

Abstract: An air intake assembly arranged in an engine compartment of an automotive vehicle and configured for directing air into a throttle body of an engine of the vehicle is provided. The air intake assembly includes an air intake duct and an air jacket. The air intake duct is configured to direct air from an inlet duct to the throttle body. The air jacket is arranged around the air intake duct. The air jacket has a first air jacket opening and a second air jacket opening. The air jacket forms an air gap between the air jacket and the air intake duct. Air flowing through the air jacket from one of the first and second air jacket openings to the other of the first and second air jacket openings cools the air intake duct thereby reducing a temperature of air directed from the intake duct into the throttle body.

Abstract: A combination exhaust and supply duct is an air duct system which combines an inlet and an outlet for a ventilation system into a single dual-purpose duct. The dual-purpose duct allows for better flexibility in positioning for the atmospheric interface of the dual-purpose duct in accordance to minimum distance regulations between other adjoining exhaust and supply ducts. The combination exhaust and supply duct additionally includes: an air-supply duct to allow for the flow of air into the structure; an exhaust duct to remove air from the structure; a diverting duct to divert the flow of air from the dual-purpose duct to the air-supply duct or from the exhaust duct to the dual-purpose duct; an inline duct fan to create a pressure difference to force air through the dual-purpose duct to the air-supply duct; and a control device to control the inline duct fan and other electrical components.

Abstract: Disclosed herein are devices and methods of use directed to automotive throttle body adapter plates with various bolt patterns. In one embodiment, the throttle body adapter plate is comprised of a main body element configured with a bolt pattern on one end to connect to an automobile's intake manifold and further configured at the opposing end with another bolt pattern to connect to an automobile's throttle body. In another embodiment, the internal airflow shape or profile is configured for optimal flow having an outside inlet diameter and tapering down to the intake manifold outlet diameter.

Abstract: A system of fuel delivery assemblies is provided. In one example, the system includes two separate fuel pump assemblies each having a reservoir with an interior to receive fuel. Each reservoir has at least one dimension that is different than the other reservoir. A housing is adapted to be separately coupled to each of the reservoirs so that a cartridge may be separately used with both fuel pump assemblies. The cartridge orients at least one fuel system component relative to the reservoir to which the reservoir is connected.

Abstract: A fuel injector includes an injector body defining a liquid fuel passage, a gaseous fuel passage, and a first guide bore; a gaseous fuel check guided within the first guide bore between a retracted position and an advanced position to selectively open and block, respectively, fluid communication between the gaseous fuel passage and a gaseous fuel nozzle outlet; and a sleeve seal seated within the first guide bore, the sleeve seal having an inner surface defining a sleeve seal bore therethrough, and at least a portion of the gaseous fuel check is disposed within the sleeve seal bore; an outer surface of the sleeve seal including a first portion and a second portion, the first portion being disposed closer to a longitudinal axis of the sleeve seal bore along a radial direction than the second portion.

Abstract: Fuel is injected by energizing a solenoid of a fuel injector for an on-time that terminates at a first end-of-current timing. An end-of-current trim is determined at least in part by estimating a duration between an induced current event in a circuit of the solenoid and a valve/armature interaction event. An induced current event occurs when an armature abruptly stops, and a valve/armature interaction event occurs when the armature couples with or de-couples from the valve member. Fuel is injected in a subsequent injection event by adjusting the end-of-current timing by the end-of-current trim.

Abstract: A fuel pump having a housing defining a pump chamber and an inlet and outlet fluidly connected to the pump chamber. A one way check valve is disposed fluidly in series between the pump chamber and the outlet and is oriented to allow fluid flow from the pump chamber and to the outlet when the check valve is open. A venturi tube is fluidly connected in series between the pump chamber and the outlet which effectively dampens noise pulsations. An inlet valve to the pump chamber has an anchor attached to a valve member and the stationary core. A conical surface on the core abuts against a complementary conical surface on the anchor when the valve is either in its fully open or fully closed position.

Abstract: One passage for swirling is formed in an orifice plate fixed on a nozzle body. Two swirl chambers in which fuel is caused to swirl so that the fuel has swirling force are provided at an end of the one passage for swirling on the downstream side of the flow direction of fuel. Therefore, the collision between the swirling flow in the swirl chamber and the fuel flowing in the passage for swirling is mitigated, and the swirling flow can be smoothly produced to promote pulverization of sprays injected from fuel injection ports.

Abstract: A fuel control valve assembly that includes a bearing assembly and retainer assembly for a mixture control valve assembly and idle control valve assembly in use with general aviation fuel injector servos is disclosed. The assembly reduces friction and wear on the components of the fuel control valve assembly.

Abstract: A holder (3) serves for fastening a component (2), in particular a fuel distributor (2), onto an internal combustion engine (16). A holding element (9) that has a component-side connecting segment (10) is provided. The holding element (9) is connectable at the component-side connecting segment (10) to the component (2). The holding element (9) furthermore has a fastening-means-side connecting segment (11) at which the holding element (9) is fastenable via a fastening means (15) onto the internal combustion engine (16). A receiving part (12) and a fastening sleeve (13) are provided. The receiving part (12) serves to connect the fastening sleeve (13) to the fastening-means-side connecting segment (11) of the holding element (9). The fastening sleeve (13) has a through opening (39) through which the fastening means (15) is guidable. An assemblage (1) having such a holder (3) is also described. A connecting method is furthermore described.

Abstract: A vehicle controller may initiate an auto stop of an engine in response to a value of an auto stop parameter falling within a specified range and alter the specified range based on learned information derived from vehicle data to change a frequency or duration of auto stops of the engine.

Abstract: A vehicle control device includes: a brake hold unit that maintains brake force even when an operation of a brake pedal is released; an engine start unit that performs start request of an engine in a case that any one of a plurality of start conditions is satisfied; and a driving assistant unit that forcibly starts the engine when the engine is not started even if predetermined first start condition among the plurality of start conditions is satisfied in a case that the brake hold unit is- not in operation, and does not forcibly start the engine when the engine is not started even though predetermined second start condition among the first start condition is satisfied in a case that the brake hold unit is in operation.

Abstract: A circuit wiring body includes a wiring main body and an electrical connection unit. The wiring main body includes a conductive member that is wired between a cylinder head and a head cover in an engine, and an insulating member that stores therein the conductive member. The electrical connection unit includes a terminal that electrically connects a counterpart connector of an electrical component (electromagnetic driving valve) at least interposed between the cylinder head and the head cover to the conductive member.

Abstract: An ECU outputs an ignition signal Si to an ignition apparatus through an ignition communication line, and outputs a discharge waveform control signal Sc with a logic H through a waveform control communication line. The ignition apparatus performs the closing operation of an ignition switching element, in a period during which the ignition signal Si is input. In an input period of the discharge waveform control signal Sc after stopping the input of the ignition signal Si, the ignition apparatus controls the electric current to flow through a primary coil, by the opening-closing operation of a control switching element. When the voltage of the waveform control communication line Lc is the logic H in an output stop period of the discharge waveform control signal Sc, the ECU determines that the waveform control communication line is abnormal, and executes a fail-safe process.

Abstract: An ECU outputs an ignition signal Si to an ignition apparatus through an ignition communication line. The ignition apparatus performs the closing operation of an ignition switching element, in a period during which the ignition signal Si is input. The ECU outputs a discharge waveform control signal Sc to a waveform control communication line, at a timing that is delayed by a predetermined delay time relative to an output timing of the ignition signal Si. In an input period of the discharge waveform control signal Sc after the stop of the input of the ignition signal Si, the ignition apparatus controls the electric current to flow through a primary coil, to a discharge current command value that is decided depending on the above delay time, by the opening-closing operation of a control switching element.

Abstract: An igniter includes a central electrode terminating in a firing portion including a plurality of prong tiers distributed axially on the firing portion. Each prong tier including at least one firing prong extending radially outward from the firing portion. The igniter body includes a port end to be received into an engine igniter port, and a shank. The firing portion of the central electrode extends from the shank opposing the port end. A dielectric casing can fully encapsulate the firing portion of the central electrode to define a dielectric barrier adjacent the firing prong. The igniter may include a generally cylindrical ground electrode defining a discharge cavity surrounding the central electrode. The ground electrode includes a plurality of ground prongs defined by the ground electrode and extending radially toward the firing portion. A plurality of apertures defined by the ground electrode are in fluid communication with the discharge cavity.

Abstract: An autonomous glow driver system for radio controlled (RC) engines. Aspects of the system include a connector that securely attaches to the glow plug to maintain good electrical contact with the glow plug and reduce signal noise and using a current and differential amplifiers to determine the temperature of the glow element and the RPMs of the glow engine from a voltage signal (obtained via the connector) that varies with the temperature as induced changes in the resistance of the glow element occur. Using the data of temperature, non-running RPM, and running RPM to control operation of the glow driver leads to a very reliable approach to automatically activating the glow driver to maintain the combustion chamber temperature of the glow engine at a selected level because RPM is indicative of a rotating engine whereas temperature is not.

Abstract: A wave power plant (1) comprising: a frame construction (2, 2?), a plurality of rocking rotors (2) arranged on the frame construction (2, 2?) on at least on rotor axis (4), a drive axis (30) connected to a generator and journaled in said frame construction (2, 2?); and at least one belt drive connection (40) arranged between the rotor axis (4) and the drive axis (30) for each rocking rotor (3).

Abstract: Examples of the present disclosure are related to systems and methods for utilizing effluent pipeline to generate energy. More particularly, embodiments disclose positioning a turbine within a bypass pipeline, wherein the bypass pipeline has a greater diameter than the effluent pipeline.

Abstract: The present disclosure is directed to a gearbox repair apparatus for repairing a bore hole of a gearbox torque arm. In certain embodiments, the apparatus includes a mounting structure configured to mount to the torque arm. The mounting structure includes a through hole that aligns with the bore hole of the torque arm when mounted thereto. As such, when mounted to the torque arm, the mounting structure is configured to locate a boring bar at a center of the bore hole such that the boring bar is perpendicular to a face of the torque arm. Further, the mounting structure is configured to receive the boring bar through the aligned through hole and bore hole such that, when inserted therethrough, the boring bar is configured to machine and thus repair the bore hole.

Abstract: The present disclosure is directed to a rotor blade assembly for a wind turbine. The rotor blade assembly includes a rotor blade having exterior surfaces defining pressure and suction sides, and leading and trailing edges extending in a generally span-wise direction between an inboard region and an outboard region. The inboard region includes a blade root having a rounded trailing edge. Further, the rotor blade assembly further includes at least one airflow separation element mounted to either or both of the pressure or suction sides of the rotor blade within the inboard region and adjacent to the rounded trailing edge. In addition, the at least one airflow separation element corresponds to a contour of the pressure side or the suction side of the rotor blade. As such, the at least one airflow separation element is configured to provide a fixed airflow separation location in the inboard region during standard operation.