Abstract: A load coupling device includes a housing including an interior portion, an ambient air inlet provided in the housing, and a load coupling guard arranged in the housing. The load coupling guard includes a turbomachine end and a load end and a passage extending therebetween. A vent extends upwardly from the load coupling guard. The vent is fluidically exposed to the load end. An ambient air inlet passage is formed in the load coupling guard and fluidically connects the ambient air inlet and the vent. The load end is substantially fluidically isolated from the turbomachine end.

Abstract: A cooler assembly disposed in and cooled by an air stream according to one embodiment includes a cooler matrix and a fairing. The fairing assembly is disposed generally around the cooler matrix and includes side fairing-housings, first and second side fairing-housings being joined to one another at respective leading and trailing edges, the leading edges partially defining a cooler inlet and the trailing edges partially defining a cooler outlet, the first and second side fairing-housing trailing edges angled transversely toward each other to define a trapezoidal shape for the outlet.

Abstract: An article of manufacture includes a first ceramic matrix composite (CMC) sheet having a number of flow passages therethrough, and a CMC foam layer bonded to the first CMC sheet. The CMC foam layer is an open-cell foam. The article of manufacture includes a second CMC sheet bonded to the CMC foam layer, the second CMC sheet having a thermal and environmental barrier coating and having a number of flow passages therethrough.

Abstract: A bracket includes a rigid member and a resilient member for coupling a coolant collector to a coolant supply manifold. The coolant collector is movable between a first position and a second position with respect to the coolant supply manifold due to thermal heating. The resilient member defines an anchoring portion and a cantilevered portion. The anchoring portion couples the cantilevered portion to a midsection of the rigid member for urging the coolant collector toward the coolant supply manifold in the first and second positions.

Abstract: A method of starting a gas turbine engine having a rotor comprising at least a shaft mounted compressor and turbine, with a casing surrounding the rotor.

Abstract: An aircraft engine assembly includes an engine housing, a low pressure spool disposed within the engine housing, and a high pressure spool disposed within the engine housing. Also included is a flux-switching machine disposed within the engine housing, the flux-switching machine comprising a rotor, a stator, a field winding and an armature winding, the flux-switching machine configured to generate power for the aircraft power system.

Abstract: A seal system is provided. The seal system may comprise a first duct having an annular geometry, a second duct overlapping the first duct in a radial direction, and a seal disposed between the first duct and the second duct. The seal may comprise a groove defined by the first duct and a piston configured to slideably engage the groove.

Abstract: A gas turbine engine turbine comprises a high pressure turbine configured to rotate with a high pressure compressor as a high pressure spool in a first direction about a central axis. A low pressure turbine is configured to rotate with a low pressure compressor as a low pressure spool in a second direction about the central axis. A mid-turbine frame supports the high pressure turbine. The mid-turbine frame includes a first bearing supporting the high pressure turbine, and a strut supporting the first bearing at a location between the high pressure turbine and the low pressure turbine. A plurality of vanes are associated with a first stage of the low pressure turbine. The plurality of vanes are positioned within the mid-turbine frame.

Abstract: A method for operating a gas turbine plant having a compressor and a turbine, where a limit value of a guide blade adjustment for the compressor of the gas turbine is identified depending on at least one drive shaft speed of the gas turbine plant. For the at least one drive shaft speed, a maximum allowable turbine entry temperature corresponding to the limit value of the guide vane adjustment for the compressor or a maximum allowable temperature for the turbine of the gas turbine, which is dependent on the turbine entry temperature, is identified. The gas turbine is operated in consideration of the identified maximum allowable turbine entry temperature or the identified maximum allowable temperature.

Abstract: A method for operating a gas turbine engine is disclosed. The method includes detecting an off-load transient of the gas turbine engine. The method includes reducing a total flow of fuel to a combustor section of the gas turbine engine to a first reduced flow in response to detecting the off-load transient. The method includes adjusting a position of an inlet guide vane in response to detecting the off-load transient until either an on-load transient is detected or until an amount of time elapsed since detection of the off-load transient exceeds a maximum override time.

Abstract: A fuel purge system for a gas turbine engine includes a fuel manifold configured to receive a liquid fuel from a fuel supply and distribute the liquid fuel to a combustor assembly. Also included is a liquid pump configured to receive a liquid from a liquid supply and distribute the liquid to the fuel manifold for pressurization of the fuel manifold during a purge operation of the combustor assembly.

Abstract: The present invention relates to a control device capable of estimating a compression ratio and a method for estimating a compression ratio in an internal combustion engine provided with a variable compression ratio mechanism. If an input error of a detection value of a compression ratio based on an output of a sensor occurs (S101), an engine control unit cuts off the supply of power to an actuator of the variable compression ratio mechanism (S102), and advances an ignition timing until a knock intensity reaches a set value in the process of the compression ratio decreasing due to a firing pressure (S103). Then, the engine control unit estimates the compression ratio based on the ignition timing at which the knock intensity has reached the set value (S105 and S106), and changes the variable range of the valve timing in a variable valve timing mechanism based on the estimated compression ratio.

Abstract: An ignition unit of an internal combustion engine is equipped with an ignition coil including a primary coil and a secondary coil, an igniter, and a secondary current detection resistor. By means of the secondary current detection resistor, an engine controller detects a current value of the secondary current immediately after completion of capacitive discharge. The current value of the secondary current is correlated with a gas pressure between electrodes of a spark plug at ignition timing, and thus an in-cylinder pressure at the ignition timing can be estimated from the current value. An amount of time-dependent change in compression ratio, caused by accumulation of deposits, is calculated based on the in-cylinder pressure at the ignition timing.

Abstract: A system and method for determining information related to a rotation of a shaft. The method includes receiving a signal associated with a plurality of targets and gaps passing by a sensor. The targets and gaps are positioned around a circumference of a wheel that is fixed for rotation with the shaft. The method includes forming a sensed target-and-gap sequence based on the signal, wherein the sensed target-and-gap sequence represents a subset of the targets and gaps. The method further includes comparing the sensed target-and-gap sequence to a set of known target-and-gap sequences stored in memory. Each known target-and-gap sequence is associated with a respective known circumferential portion of the wheel. The method also includes determining which respective, known target-and-gap sequence is identical to the sensed target-and-gap sequence.

Abstract: Methods and systems are provided for an exhaust gas recirculation valve. In one example, a system may include a valve being cleaned following a delay subsequent an engine shut-down.

Abstract: An operating method for an apparatus, having an internal combustion engine that can be operated in a lean mode and a stoichiometric mode, a crankcase, at least one combustion chamber and preferably a throttle element via which charge air can be fed from a charge air cooler to the combustion chamber internal combustion engine is switched to a lean mode during idling and is operated in the lean mode, with the result that, in particular, the pressure difference between the crankcase and the combustion chamber is reduced.

Abstract: Methods and systems for estimating engine exhaust gas temperature and adjusting engine operation based on the engine exhaust gas temperature are disclosed. In one example, an offset value for a resistive heating element of an oxygen sensor is determined so that the resistive heating element may be a basis for providing accurate engine exhaust gas temperatures.

Abstract: The internal combustion engine comprises a supercharger, a variable valve timing mechanism able to change a valve overlap amount, a catalyst arranged in an exhaust passage and able to store oxygen, a downstream side air-fuel ratio sensor arranged at a downstream side of the catalyst in an exhaust flow direction and able to detect an air-fuel ratio of outflowing exhaust gas flowing out from the catalyst, and a scavenging control device able to control a scavenging amount by controlling the valve overlap amount by the variable valve timing mechanism. The scavenging control device reduces the valve overlap amount when an air-fuel ratio detected by the downstream side air-fuel ratio sensor changes from less than a lean judged air-fuel ratio leaner than a stoichiometric air-fuel ratio to the lean judged air-fuel ratio or more during scavenging.

Abstract: An object is to provide a starting diagnosis apparatus for an internal combustion engine system, capable of diagnosing an abnormal location of an internal combustion engine system.

Abstract: The present invention relates to a control device and a control method for a variable valve timing mechanism that changes a valve timing by adjusting a rotational speed of a motor. The control device detects a phase angle RA1 based on an output of a crank angle sensor and an output of a cam angle sensor and calculates a change amount ?RA of a rotational phase based on a difference between a rotation amount of a sprocket and a rotation amount of the motor. The control device stops calculating change amount ?RA when a failure occurs in a motor rotation angle sensor. When a failure occurs in one of the crank angle sensor or the cam angle sensor, the control device stops calculating phase angle RA1 and calculates change amount ?RA using a normal one of the sensors and the motor rotation angle sensor.

Abstract: During a catalyst rapid warm-up at a time of a cold start of an engine, a fuel is injected by a required injection quantity through a multi-stage injection consisting of a fuel injection by a full lift injection during an intake stroke and a fuel injection by a partial lift injection during a compression stroke. In a case where a deterioration of a combustion state is confirmed, a correction for increasing the required injection quantity, which is to enrich an air-fuel ratio, is performed. At a time of the enriching quantity increase, a sum of injection quantities of the multi-stage injection is increased by the amount of the correction for increasing the required injection quantity without the injection quantity and an injection timing of the fuel injection by the partial lift injection being changed from a base time.

Abstract: A fuel delivery system for an engine is provided. The fuel delivery system includes a tank, a temperature sensor, a delivery conduit, a heat exchanger, a control valve, a check valve, a bypass conduit, a bypass valve, and a controller. The controller is configured to receive a signal indicative of a temperature of a fuel present within the tank. The controller is also configured to control the control valve to selectively reverse at least a portion of the fuel in a gaseous state from the heat exchanger to the tank through the bypass conduit based, at least in part, on the received signal. The portion of the fuel is adapted to raise the temperature of the fuel present within the tank.

Abstract: In a spark-ignition internal combustion engine including a port injection valve that injects fuel into an intake port and an in-cylinder injection valve that injects fuel directly into a combustion chamber, switching from a first combustion mode which realizes lean combustion with an air-fuel ratio that is leaner in fuel than a theoretical air-fuel ratio and which is constituted mainly by fuel injection by the port injection valve, to a second combustion mode which realizes lean combustion by fuel injection in an intake stroke by the in-cylinder injection valve is enabled while maintaining a low amount of NOx emissions. The control device for an internal combustion engine of this disclosure makes a discharge time period of a spark plug in the second combustion mode longer than a discharge time period in the first combustion mode.

Abstract: An engine is equipped with a first injection valve that injects fuel into an intake passage, and a second injection valve that injects fuel into a cylinder. The engine is provided with a fuel supply system having a first supply path for the first injection valve and a second supply path for the second injection valve. Moreover, an electronic control unit of the engine executes a unilateral injection process for causing fuel to be injected from one of the first injection valve and the second injection valve and prohibiting fuel injection from the other injection valve, when it is determined that there is a deviation between a property of fuel in the first supply path and a property of fuel in the second supply path.

Abstract: An internal combustion engine includes a cylinder head including an intake port, an exhaust port, a water jacket, an intake valve, an exhaust valve, an intake valve seat, and an exhaust valve seat. The water jacket is positioned between the intake port and the exhaust port. The intake valve includes an intake valve head, and the exhaust valve includes an exhaust valve head. The intake valve contacts an intake valve seat surface of the intake valve seat. The exhaust valve head contacts an exhaust valve seat surface of the exhaust valve seat. The shortest distance between the water jacket and the intake valve seat surface is shorter than the shortest distance between the water jacket and the exhaust valve seat surface.

Abstract: The invention provides a cast part which is cast from a casting material and into which a channel is formed which gas flows through in operation, wherein the channel is at least in sections delimited by a separately prefabricated metal insert which is cast into the cast part. In order that such a cast part can withstand the highest thermal and mechanical stresses in the area of its gas-conveying channel, the invention proposes that the insert on its inner surface assigned to the gas and on its outer surface assigned to the casting material is in each case at least in sections coated in each case with a glaze or enamel coat.

Abstract: A low-temperature cooling water channel formed in the internal combustion engine includes a water jacket that covers at least one portion of a wall surface of an intake port. The intake port has a cooled wall surface that is covered by the water jacket, and a non-cooled wall surface that is not covered by the water jacket. An airflow control valve is provided on an intake-air upstream side of the cooled wall surface. The airflow control valve is configured to be capable of changing a ratio between a flow rate of intake air that flows along the side of the cooled wall surface and a flow rate of intake air that flows along the side of the non-cooled wall surface. The airflow control valve is preferably configured as a tumble control valve (TCV).

Abstract: A resin coat film 39 formed on a skirt portion 10 of a piston 7 has a four-sided outer peripheral region knurled at upper and lower regions thereof corresponding in a rear view of the piston 7 to an upper skirt part 36 and a lower skirt part 38 of the skirt portion 10 extending in parallel with an axial direction of left and right piston pin boss portions 15 and 14, with a combination of short vertical grooves 43A and 43B and medium-length vertical grooves 42A and 42B extending in parallel with a central axis C of a piston crow portion 9, and at left and right edge regions thereof, with long vertical grooves 41.

Abstract: In a combustion chamber of a liquid propellant engine, a combustible liquid and an oxidising mixture are fed by means of two different independent and mechanically separate feed pumps and driven by respective turbines which are also independent and mechanically separate from each other; the oxidising mixture generated by a combustible liquid pre-burner passing through one of the turbines; and the heated combustible liquid passing through the other turbine before it is supplied to the combustion chamber; the oxidising mixture, after having passed through the respective turbine, flows into the combustion chamber via an injection plate.

Abstract: A double walled gas valve unit controls the gaseous fuel flow within a vessel gas system. The gas valve unit may include a housing providing an outer wall, a fuel gas inlet, a fuel gas outlet, and an inert gas inlet, and a fuel line fluidly connected to the fuel gas inlet and the fuel gas outlet and extending within the housing, thereby forming an inner wall of the double walled gas valve unit. The fuel line may include a flow control valve and a block valve, a flushing line, and a flushing valve system. The flushing line is fluidly connected to the inert gas inlet. The flushing line is also fluidly connected via the flushing valve system to a storage side access point of the fuel line and to an engine side access point of the fuel line. The storage side access point is fluidly positioned between the fuel gas inlet and the block valve. The engine side access point is fluidly positioned between the block valve and the fuel gas outlet.

Abstract: A system for an engine is provided, the system comprising a vacuum pump at least partially deposed within an engine crankcase, and a fuel vapor canister coupled to an exhaust conduit of the vacuum pump via a one-way valve. By coupling the vacuum pump exhaust to the fuel vapor canister, unmetered fuel vapor flow to the engine intake may be reduced, thus decreasing engine stall events. Further, crankcase pressure may more accurately represent airflow through the crankcase via a crankcase ventilation system, thereby improving the accuracy of crankcase ventilation diagnostics.

Abstract: An emissions control system for a gasoline engine having an exhaust gas conduit which can be connected to an exhaust manifold of the gasoline engine, having an inlet conduit which can be connected to an inlet manifold of the gasoline engine and having a turbine arranged in the exhaust gas conduit.

Abstract: In a vehicle provided with an engine, an EGR cooler for cooling EGR gas recirculated from an exhaust channel of the engine to an intake channel thereof by using a coolant, an electric pump for supplying the coolant to the EGR cooler, and a gas temperature sensor for detecting the temperature of the EGR gas temperature at the downstream of the EGR cooler, an ECU acquires a first gas temperature in a normally stable state where the electric pump is rotating, thereafter performs a coolant amount suppressing process to suppress the rotational speed of the electric pump, acquires a second gas temperature in a suppressed stable state after a predefined time has elapsed from the start of the coolant amount suppressing process, and determines that the EGR cooler is abnormal if a difference between the first gas temperature and the second gas temperature is less than a threshold value.

Abstract: The present invention relates to a hood (40) of a multi cyclone block (12) and an air cleaner (10). The cyclone block (12) has a plurality of cyclone cells (28). The hood (40) having at least one hood-inlet (50) and at least one hood-outlet (52) for air to be fed to the cyclone cells (28). The at least one hood-outlet (52) is designed for surrounding, a plurality of cell-inlets (36) of the cyclone cells (28) of the cyclone block (12). A wall (70) of the hood (40) defines a distributor volume (72) inside the hood (40), which is located between the at least one hood-inlet (50) and the at least one hood-outlet (52). The wall (70) has at least one line or area of inflection (74), where at least one inner surface of the wall (70) changes its curvature.

Abstract: A sensor for sensing a differential pressure across an air filter in a motor vehicle. The sensor includes a sensor body having a first air passageway communicating with an atmosphere and a second air passageway communicating with an interior cavity of a manifold of a combustion engine. The sensor further includes a differential pressure sensor disposed within the sensor body and a microcontroller. The differential pressure sensor is coupled to the first air passageway and to the second air passageway. The differential pressure sensor is configured to measure a differential pressure between the atmosphere communicated to the differential pressure sensor via the first air passageway and the interior cavity of the manifold communicated to the differential pressure sensor via the second air passageway. The microcontroller is configured to receive the measured differential pressure from the differential pressure sensor. The microcontroller outputs an indication of how dirty the air filter is.

Abstract: A snowmobile includes an engine including an engine head including a cylinder head, a supercharger, an intake manifold, throttle bodies, first joints that connect the intake manifold to the throttle bodies, second joints that connect the throttle bodies to the cylinder head, and a restrictor that connects the engine head to the first joints. The restrictor includes an engaging member that fits into grooves of the first joints, and connectors that connect the engaging member and the engine head to each other. A steering shaft is inserted between two mutually adjacent first joints which have a distance from each other greater than a distance between the other two mutually adjacent first joints.

Abstract: The present invention relates to an assembly (1) which includes: an inlet pipe (4) extending between an air inlet (11) and a heat engine (2), a heat engine (2), and an electric compressor (5) arranged on the inlet pipe, the electric compressor (5) being configured such as to enable the inlet gases flowing in the inlet pipe (4) to be heated.

Abstract: In a straddle type vehicle including a body frame, a power unit supported to the body frame, and a throttle body connected to the power unit and adjusting the intake air amount, a gyro sensor for detecting behavior of the vehicle is arranged in the throttle body.

Abstract: In a piping connection structure of a vehicle including: a throttle body connected to a power unit of the vehicle to adjust an intake air amount; a fuel injection device for injecting fuel to an intake passage including the throttle body; first pipings attached to the fuel injection device; and second pipings provided separately from the first pipings, and having end parts connected to the first pipings so as to intersect with the first pipings, a connection part between the first pipings and the second pipings has a long adjustment holes, which extend so as to allow adjustment of relative angles between the first pipings and the second pipings.

Abstract: A vehicle includes a residual pressure holding valve provided downstream a feed pump of a fuel to hold a pressure in a fuel pipe leading to the port injection valve. Residual pressure holding valve is opened to return the fuel in the fuel pipe to the fuel tank when the pressure in the fuel pipe exceeds a valve opening pressure, and closed when the pressure in the fuel pipe is lower than the valve opening pressure. At the time of a request to reduce a target pressure of the fuel to be supplied to the electric feed pump, a control device refrains from causing the target pressure to decrease when a load of the engine is smaller than a prescribed value, and causes the target pressure to decrease when the load of the engine is greater than the prescribed value.

Abstract: A kit maintains a seal of a joint of a fuel intake port member of a cylinder head and a fuel distribution port member of an intake manifold of a Harley Davidson® motorcycle with panhead, ironhead or shovelhead engine. The kit includes an elastomeric band and a pair of circular clamps.

Abstract: A fuel injector rail for supplying fuel to at least one fuel injector. The fuel injector rail includes a delivery pipe, an injector port, and a flow director. The delivery pipe defines a fuel passage therein. The delivery pipe defines an injector port that fluidly that couples the fuel passage to the at least one fuel injector. The flow director is located in the fuel passage at a surface opposite to the injector port. The flow director guides a flow of fuel to the injector port.

Abstract: An automotive fuel pump is disclosed. There is a pump head that can operate in a passive mode and, when an electric motor powers spur gears, an active mode. The pump head can direct fuel to an air separator, then to a water trap, then to an air separator. After which the fuel is sent to the engine and any separated air and excess fuel is returned to the fuel tank.

Abstract: Methods and systems are provided for a direct injection fuel pump. The methods and system control pressure within a compression chamber so as to improve fuel pump lubrication.

Abstract: The disclosure describes valve assemblies including a valve body movably disposed within a valve chamber and defining at least a portion of a cavity, wherein the cavity is used to regulate a position of the valve body between a first end and a second end of the valve chamber based on at least a pressure in the cavity.

Abstract: A fuel injector includes an injector body having an injector cavity, a valve seat, and a flow control member. The valve seat is comprised of a metallic material having a grain size of 0.05-5.0 ?m. Additionally, the fuel injector includes a nozzle valve element positioned in the injector cavity and configured to move between an open position in response to the flow control member being spaced apart from the valve seat and a closed position in response to the flow control member engaging the valve seat. Fuel is configured to flow from the fuel injector in response to the nozzle valve element being in the open position.

Abstract: A fuel injector includes an injector body having an injector cavity, a valve seat, and a flow control member. The valve seat is comprised of a metallic material having a grain size of 0.05-5.0 ?m. Additionally, the fuel injector includes a nozzle valve element positioned in the injector cavity and configured to move between an open position in response to the flow control member being spaced apart from the valve seat and a closed position in response to the flow control member engaging the valve seat. Fuel is configured to flow from the fuel injector in response to the nozzle valve element being in the open position.

Abstract: An internal combustion engine is provided with an EGR device and is configured to be capable of executing an operation based on a first air-fuel ratio and an operation based on a second air-fuel ratio leaner than the first air-fuel ratio. In a case where an ECU decreases the amount of air flowing into a combustion chamber and decreases an EGR rate in response to a predetermined torque reduction request for the internal combustion engine, the ECU performs the operation based on the first air-fuel ratio in a case where an immediately preceding EGR rate immediately before the torque reduction request is made is lower than a first threshold and performs a stratified combustion operation based on the second air-fuel ratio in a case where the immediately preceding EGR rate is equal to or higher than the first threshold.

Abstract: The present invention concerns an assembly (1) comprising: an intake duct (4) extending between an air inlet (11) and a heat engine (2), a heat engine (2), an electric compressor (5) disposed on the intake duct and upstream from the heat engine (2), the electric compressor (5) being configured to allow the spark advance to be degraded during a transitory phase.

Abstract: An ignition system and a method for operating an ignition system for an internal combustion engine are provided, including a primary voltage generator and a boost converter for generating an ignition spark. An ascertainment of a voltage requirement for the ignition spark is followed by a modification of a switch-on time of the boost converter relative to a switch-off time of the primary voltage generator.