Abstract: The invention relates to a liquid-cooled internal combustion engine (1), comprising: at least one cylinder block (2), which is connected to at least one cylinder head (3); at least one first cooling jacket (4) in the cylinder block (2) and at least one second cooling jacket (5) in the cylinder head (3), wherein the first and the second cooling jackets (4, 5) are arranged in a coolant circuit and are connected to each other with regard to flow; and at least one control element arranged in the coolant circuit.

Abstract: A method of modifying the oil cooling system of a diesel engine includes the steps of removing the original equipment liquid-to-liquid heat exchanger and installing a manifold having a configuration adapted to match the mounting configuration of the oil passages of the original equipment liquid-to-liquid heat exchanger. The manifold has an oil outlet port directed to a remotely mounted oil cooler. The manifold also has a water passage having a configuration that is adapted to match the mounting configuration of the water passages of the original equipment liquid-to-liquid heat exchanger. The water passage causes the entirety of the flow of water to be discharged back to the water cooling system of the engine where it is circulated by the water pump through the water cooling passages in the engine.

Abstract: Provided is a fluid control valve assembly which reduces pressure loss as much as possible in a fluid passage line including a fluid control valve, thereby mini-minimizing the pressure for a fluid to pass therethrough and thus ensuring a required amount of flow without upsizing the overall assembly. The fluid control valve assembly is adapted such that an upstream pipe (17) forming an upstream fluid passageway and tilted at a predetermined angle relative to a valve axis (L) is provided to face an upstream chamber (11). The upstream chamber is formed upstream of a valve portion (12) which has a valve seat (13) and a valve body (14) in a valve housing (10) and which can open and close the fluid passageway. The wall surface of the upstream chamber is integrated with a swelling (20), which is projected in the chamber to thereby rectify and guide the fluid flowing therein through the upstream pipe so that the fluid smoothly flows to the valve portion.

Abstract: A carburetor for a two-stroke internal combustion engine whereby airtightness is maintained and intake of uncombusted fuel into an air path is prevented. The carburetor includes a circular cylindrical valve hole and a rotary valve fitted into the valve hole such that it can rotate and is disposed perpendicularly across a fuel intake path and an air intake path which are formed substantially parallel with respect to each other, and a fuel supply-side bore which controls the flow rate along the fuel intake path and the air supply-side bore which controls the air capacity along the air path pass through part of the cylindrical portion perpendicularly to the axial direction of the rotary valve, and annular recesses formed in part of a circumferential wall of an outer circumference of the rotary valve so as not to correspond to at least the fuel supply-side bore and the air supply-side bore.

Abstract: A charge air cooler includes a first, second, and third heat exchange sections. In the first heat exchange section, heat is transferred from a first flow of liquid coolant to a refrigerant in order to cool the first flow of liquid coolant from a first temperature to a second temperature. In the second heat exchange section, heat is transferred from a flow of charge air to a second flow of liquid coolant in order to cool the flow of charge air from a third temperature to a fourth temperature. In the third heat exchange section, heat is transferred from the flow of charge air to the first flow of liquid coolant in order to cool the flow of charge air from the fourth temperature to a fifth temperature, the fifth temperature being less than the first temperature.

Abstract: A control unit (40) controls a first power converter so as to make the speed of a motor/generator coincide with a prescribed speed command. A speed command (N*) set by an upper stream control system (50) is inputted to a smoothing unit (41) of the control unit (40). In the smoothing unit (41), the speed command (N*) is smoothed by a first-order lag element (46), and the rate of change is limited by a rate limiter (48) to a prescribed value or less. For the speed command (Ns*) outputted from the smoothing unit (41), the difference (?N) from the actual speed (N) of the motor/generator is calculated in a difference calculator, a control command (S) based on this difference (?N) is generated in a control signal generator (43), and the first power converter is controlled on the basis of this control command (S). Fluctuations in the supply of power to the electric motor are thereby suppressed.

Abstract: An exhaust tract for an internal combustion engine, having an exhaust turbine having a housing and a turbine flow duct, into which exhaust gas flow coming from the engine flows, a wastegate, by which a proportion of the exhaust gas can bypass the turbine rotor, the turbine flow duct ducting the exhaust gas flow via the turbine rotor, and the wastegate on a discharge side of the exhaust turbine. The exhaust turbine-side outlet chamber is subdivided into a first exhaust turbine-side turbine exhaust gas flow inlet area, into which the exhaust gas flow coming from the turbine rotor flows, and a second exhaust turbine-side wastegate exhaust gas flow inlet area flow-separated from the first inlet area. A wastegate flow duct is provided adjoining the wastegate exhaust gas flow inlet area downstream of where the turbine exhaust gas flow inlet area opens.

Abstract: A turbocharger (1) includes a wastegate valve (30) supported on the turbine housing (8), and a pneumatic actuator (100) configured to actuate the wastegate valve (30). The pneumatic actuator (100) includes a housing (101) separated into compartments (104, 108) by a separating member (110, 112). The actuator (100) includes a piston (112) disposed in the housing (101) that defines at least a portion of the separating member (110, 112), a piston-biasing spring (120) disposed in the housing (101), a first in let (126) that is in fluid communication with the first compartment (104), the first inlet configured to be connected to a non-zero-pressure fluid source (8), and a second inlet (116) that is in fluid communication with the second compartment (108), the second inlet (116) configured to be connected to a non-zero-pressure fluid source (104).

Abstract: A boost-control valve in a turbocharger system can be configured to update a wastegate status. The wastegate can discharge exhaust gases from a turbine chamber in the turbocharger, for example based on a pressure detected in a compressor chamber of the turbocharger. In an example, a processor circuit can be coupled to an OEM ECU, and can receive a first control signal from an OEM ECU. The first control signal can include a PWM signal having a first frequency and a first duty cycle. The processor circuit can generate a second control signal for controlling the boost-control valve. The second control signal can have the same first duty cycle and a different second frequency. In an example, the different second frequency is greater than the first frequency. In an example, the second control signal includes a DC signal having a variable amplitude.

Abstract: A hybrid turbocharger includes a first power conversion unit that has a function by which direct-current power is converted into alternating-current power and is output to a generator motor, a smoothing capacitor that is provided between direct-current buses, and a control unit that controls the first power conversion unit so as to cause actual generator motor speed to comply with an engine speed command of the generator motor input from an upstream controller during a motoring operation of the generator motor. The control unit changes the engine speed command to a value which is equal to or greater than the actual generator motor speed if the engine speed command of the generator motor is less than the actual generator motor speed and a direct-current bus voltage is equal to or greater than a predetermined first threshold value during the motoring operation of the generator motor.

Abstract: Methods and systems are provided for injecting air from a compressed air source into an intake port of a Miller Cycle engine. In one example, a method may comprise positioning an intake valve, coupled to a cylinder of a four-cycle internal combustion engine, in an open position during a portion of an intake stroke through a portion of a compression stroke of a piston reciprocating within said cylinder. The method may additionally comprise supplying air to said intake valve from a first source, and injecting air against said intake valve from a second source while said intake valve is open during said compression stroke.

Abstract: Exhaust gases (28) from an engine (16, 16?), input to turbo-compounder (20), drive a bladed turbine rotor (48) therein, which drives a generator (56, 56.1, 56.1?, 126, 126?, 126?), the output of which is used to electrically drive an induction motor (104, 104?), the rotor (106) of which is mechanically coupled to the engine (16, 16?) so as to provide for recovering power to the engine (16, 16?). The turbo-compounder (20) also incorporates a wastegate valve (36, 36?) to provide for the exhaust gases (28) to bypass the bladed turbine rotor (48). Upon startup the wastegate valve (36, 36?) is opened, and the generator may be decoupled from the engine (16, 16?). The generator (56, 56.1, 56.1?, 126, 126?, 126?) may be coupled to the engine (16, 16?) either by closure of a contactor (110, 110?), engagement of an electrically-controlled clutch (124), or by control of either a solid-state switching (125) or control system or an AC excitation signal (130), when the frequency (fGENERATOR) of the generator (56, 56.1, 56.

Abstract: Combustion engine having a rotor, a housing and at least two combustion chambers which are formed between the rotor and the housing, wherein the housing has at least one ignition recess on the side thereof which faces the rotor, into which ignition recess a fuel feed and ignition system opens. At least one valve device which is mounted rotatably in the housing is configured for dividing the combustion chambers at least temporarily into an ignition chamber and a compression chamber. The valve device has at least one rotor passage section, at least one closing section and at least one gas passage section. Alternatively, the valve device temporarily at the same time disconnects a compression chamber from a first combustion chamber and an ignition chamber from a second combustion chamber, wherein there is a fluidic connection during this time between the ignition chamber and the compression chamber.

Abstract: An outboard motor includes a cylinder block, a cylinder head unit, a delivery pipe, a plurality of injectors, a fuel pump, and a fuel pipe. The cylinder block includes a plurality of cylinders. The cylinder head unit is connected to the cylinder block. The delivery pipe is attached to the cylinder head unit. The injectors are attached to the delivery pipe. The fuel pump is attached to the cylinder head unit. The fuel pipe is attached to the delivery pipe and the fuel pump. A first attachment direction of attaching the fuel pump to the cylinder head unit is parallel or substantially parallel to a second attachment direction of attaching the fuel pipe to the delivery pipe.

Abstract: Even in the case where a crankshaft extends in a substantially vertical direction, it is possible to reduce a situation that sprays of fuel injected from injectors may adhere to inner wall surfaces of intake passages, and it is possible to make the fuel supply to combustion chambers stable.

Abstract: Load transfer point offset of rocking journal bearings in uniflow-scavenged, opposed-piston engines with phased crankshafts includes differing offsets for the load transfer points of opposed pistons.

Abstract: A burner module in an air stream has a feed pipe of substantially circular cross section and an axis, fuel injection orifices situated on the pipe and intended to produce a flame, oxidant injection orifices and fins arranged symmetrically with respect to a plane P of flow of the fuel upstream of the burner module and laterally on the pipe on each side of the fuel injection orifices. There are at least two fuel injection orifices in a section of the pipe and they have an axis that makes an angle ? with the plane of flow P of the oxidant. In this way, gas is injected at several orifices situated in at least two divergent planes. These two planes delimit a space to which fuel and to which oxidant are not supplied.

Abstract: A turbine engine is provided that includes a first rotor, a second rotor and a combustor section. The first rotor includes a first set of compressor blades. The second rotor is adjacent the first rotor. The second rotor includes a second set of compressor blades and a set of turbine blades respectively connected to the second set of compressor blades. The combustor section is configured to receive air compressed by the first and the second sets of compressor blades. The combustor section is also configured to provide combustion products to the set of turbine blades.

Abstract: This gas turbine exhaust system provides a bypass duct having a gas inlet section capable of receiving the turbine exhaust gas, a first section for connection with an exhaust gas collector and a second section for connection with a heat collection boiler, detachable ducts respectively opened and closed, selectively fitted in the first and second sections, to operate the exhaust system in a simple cycle mode or in a combined cycle mode, and guide rails for guiding the ducts.

Abstract: The present disclosure relates generally to a manifold including a plurality of manifold channels disposed therethrough, each manifold channel including a manifold channel opening, and a seal plate, including a plurality of seal plate apertures disposed thereon, operably coupled to the manifold, wherein the seal plate includes at least one seal plate channel extending between at least two of the plurality of seal plate apertures.

Abstract: A thermal valve is disclosed. The thermal valve may provide one or more flows of cooling fluid to a hot cavity within a cooling circuit of a gas turbine engine. The thermal valve may include a temperature sensitive element and a valve assembly in communication with the temperature sensitive element. The valve assembly may include at least one inlet in fluid communication with at least one cooling fluid source, at least one outlet in fluid communication with the hot cavity, and at least one valve in communication with the temperature sensitive element. The at least one valve may be disposed between the at least one inlet and the at least one outlet. The temperature sensitive element may be configured to move the at least one valve between a closed position and an open position.

Abstract: A case for a gas turbine engine includes a case wall and a boss that extends from the case wall. The boss includes a perimeter step.

Abstract: In one aspect the present subject matter is directed to an igniter assembly for a gas turbine engine. The igniter assembly includes an outer housing and an igniter tube that extends radially through the outer housing. The igniter tube includes an ignition tip, a nut coupled to the igniter tube and disposed at least partially within the outer housing and a biasing member that extends between an inner surface of a top portion of the outer housing and the nut. A flexible seal extends radially inwardly from a bottom side of the nut and a retention collar is coupled to the igniter tube proximate to the ignition tip. The retention collar is configured to couple to a mounting ring connected to an outer liner of a combustor for the gas turbine engine.

Abstract: An improved system, apparatus and method may be configured for detecting coking in a gas turbine engine. The system may comprise one or more heatable collecting elements configured to be positioned in a fuel supply passage having an inlet and an outlet. The apparatus heatable collecting may be configured to generate heat at or over a fuel system temperature range to induce coking in at least one of the heatable collecting elements. The apparatus may also include a sensor configured to detect an indication of coking on the heatable collecting elements and, in response to the coking indication, communicate a coking condition signal to an engine control.

Abstract: A gear system for a gas turbine engine includes a planet gear system which includes an output attached to a carrier for rotating a first fan assembly in a first direction. A star gear system includes an output attached to a ring gear for rotating a second fan assembly in a second direction. A sun gear of the star gear system is mechanically attached to a sun gear of the planet gear system.

Abstract: The internal combustion engine comprising: a catalyst arranged in an exhaust passage and able to store oxygen, a variable valve timing mechanism able to change a valve overlap amount between an intake valve and an exhaust valve, and a fuel supplying means for feeding fuel to the exhaust passage. The fuel supplying means feeds fuel to the exhaust passage only in an initial cycle after scavenging where valve overlap causes air to be expelled from an intake passage through a cylinder to the exhaust passage if such scavenging occurs.

Abstract: A fuel vapor processing apparatus includes a canister housing an adsorbent material that adsorbs fuel vapor from a tank, and a valve in a passage connecting the canister and tank. When a stroke amount is within a range, the valve is closed to close the tank and a valve opening start position is learned. In the learning, the stroke amount is varied in the opening direction by repeatedly changing in the opening direction by a first stroke and maintaining for a first time period, and subsequently changing in a closing direction by a second stroke and maintaining for a second time period. The valve opening start position is determined based on the stroke amount in the second time period when the tank pressure is reduced by the predetermined value or more or in a preceding process.

Abstract: Methods and systems are provided for improving engine start roughness. In one example, a method for reducing engine start NVH includes operating the engine with a split fuel injection while advancing injection timing as engine coolant temperature increases. The method allows for a smoother engine start while also reducing false misfire incidences.

Abstract: A control system of an engine is provided, which controls, by using a tumble flow, a behavior of fuel that is directly injected into a combustion chamber formed inside a cylinder of the engine. The control system includes a fuel injector for directly injecting the fuel into the combustion chamber, a tumble flow generator for generating the tumble flow within the combustion chamber, an ignition timing control module for controlling an ignition plug to ignite after a top dead center on compression stroke of the cylinder in a cold state of the engine, and a fuel injector control module for controlling the fuel injector to inject the fuel at an intake-stroke injection timing, a compression-stroke-early-half injection timing, and a compression-stroke-latter-half injection timing. The fuel injector control module controls the fuel injector to inject the fuel toward a vortex center of the tumble flow at the compression-stroke-early-half injection timing.

Abstract: A control system of an engine is provided, which controls, by using a tumble flow, a behavior of fuel that is directly injected into a combustion chamber formed inside a cylinder of the engine. The control system includes a fuel injector for directly injecting the fuel into the combustion chamber, a tumble flow generator for generating the tumble flow within the combustion chamber, an ignition timing control module for controlling an ignition timing of an ignition plug of the engine, and a fuel injector control module for controlling the fuel injector to inject the fuel at an intake-stroke-early-half injection timing, an intake-stroke-latter-half injection timing, and a compression-stroke-early-half injection timing when the ignition timing is controlled by the ignition timing control module to be before a top dead center of the compression stroke in a cold state of the engine.

Abstract: A flow measuring device includes an output portion that outputs an electric signal having a shape of rectangle wave with an edge rising or falling in a signal value. The electric signal corresponds to a flow rate of intake air drawn into an internal-combustion engine. The output portion applies or stops a control voltage to a switching element disposed in an output wiring through which the electric signal is output so as to form the edge. The output portion has an edge relief part that changes the control voltage with progress of time so as to gradually increase or decrease the signal value at the edge.

Abstract: A method and system of controlling safety during a key-off of a vehicle are provided. The method includes detecting whether an ignition key is switched off and when the ignition key is switched off whether the speed of the vehicle is greater than a preset speed is determined. In addition, when the speed of the vehicle is greater than the preset speed, the vehicle is maintained in a startup on state and an idle mode is started. A limp home mode is then entered after starting the idle mode.

Abstract: A method is disclosed for diagnosing the reliability of a pressure sensor disposed in a fuel rail of an internal combustion engine. A control cycle is executed to measure a value of a fuel rail pressure with the pressure sensor, determine a first and a second threshold value of the fuel rail pressure, identify the measured value of the fuel rail pressure as reliable when the measured value is inside an interval of values ranging from the first threshold value to the second threshold value, and identify the measured value of the fuel rail pressure as unreliable when the measured value is outside that interval. The first and the second threshold values may be determined on the basis of a last reliable value of the fuel rail pressure.

Abstract: A fuel control system of a vehicle includes a first storing module that, in response to receipt of a vehicle shutdown command, stores a first temperature of liquefied petroleum gas (LPG) within an LPG fuel rail of an engine and a first pressure of LPG within the LPG fuel rail. A second storing module, in response to receipt of a vehicle startup command, stores a second temperature of LPG within the LPG fuel rail and a second pressure of LPG within the LPG fuel rail. A butane module determines an amount of butane in the LPG based on the first temperature, the first pressure, the second temperature, and the second pressure. A fuel control module controls LPG fueling of the engine based on the amount of butane in the LPG.

Abstract: A programmable processor receives engine speed data for an engine. The programmable processor calculates a work corresponding to a component of the engine. The calculated work is based on a change in the engine speed data over a range. A predicted work value is read from a table based on an engine speed and first metric. A value is transmitted to a control system when the calculated work is not the predicted work value. The value, when implemented by the control system, reduces a difference between the predicted work value and the calculated work for the component.

Abstract: Methods and systems are described for controlling fuel injection in an engine equipped with a dual injector system including a port injector and a direct injector. A ratio of port injected fuel to direct injected fuel is adjusted based at least on intake valve temperature. The proportion of fuel port injected into a cylinder is increased as the intake valve temperature for the given cylinder increases to improve fuel vaporization in the intake port.

Abstract: Methods and systems are provided for increasing a lift pump voltage to a high threshold voltage responsive to a DI pump efficiency being below a threshold efficiency, and increasing a lift pump voltage to a first threshold voltage less than the high threshold voltage responsive to a main jet pump fuel reservoir level being less than a first threshold reservoir level. The approach increases fuel jet pump performance and thereby reducing engine stalls induced by fuel vaporization, while maintaining DI pump efficiency and fuel economy.

Abstract: A method of controlling the fuel rail pressure of a fuel injection system of an internal combustion engine is disclosed. A failure condition of a fuel rail pressure sensor is detected. A fuel rail pressure target value and an injector fuel output target value are determined on the basis of an internal combustion engine operating condition. A fuel pump output target value to be supplied into the fuel rail is determined. The fuel pump is driven in order to provide the fuel pump output target value. The fuel pump output target value is determined on the basis of the injector fuel output target value, and the fuel injector is energized for an energizing time target value determined on the basis of the fuel rail pressure target value and the injector fuel output target value.

Abstract: A cylinder liner assembly is disclosed for use with an engine. The cylinder liner assembly may include a liner having a hollow generally cylindrical body extending from a top end to a bottom end along a longitudinal axis, and an internal annular cuff ring groove formed at the top end of the liner. An internal surface of the internal cuff ring groove may include a metal spray coating having a thermal conductivity that is less than a thermal conductivity of a base material of the liner to act as a thermal insulating layer. A cuff ring may be disposed within the internal cuff ring groove at the top end of the liner in contact with the metal spray coating. A seal may be disposed around an outer circumferential surface of the liner approximately in axial alignment with an internal axial end of the internal cuff ring groove.

Abstract: A cylinder block of an engine is provided. The cylinder block includes a top deck. The cylinder block also includes a cylindrical surface defining a bore extending from the top deck along a longitudinal axis. The cylinder block includes a shoulder portion formed on the top deck. The top deck includes an abutment surface. The cylinder block further includes an insert disposed in the shoulder portion. The insert includes an outer surface adapted to fuse with the abutment surface of the shoulder portion. A predetermined force and a predetermined electric current are applied to the insert for fusing the outer surface of the insert with the abutment surface of the shoulder portion.

Abstract: A cylinder for opposed-piston engines includes a liner with a bore and longitudinally displaced intake and exhaust ports near respective ends thereof. An intermediate portion of the liner between the exhaust and intake ports contains a combustion chamber formed when the end surfaces of a pair of pistons disposed in opposition in the bore are in close mutual proximity. A compression sleeve encircles and reinforces the intermediate portion of the liner. An annular grid of pegs disposed between the intermediate portion and the compression sleeve supports the compression sleeve against the liner and defines a turbulent liquid flow path extending across the intermediate portion in a direction that parallels the longitudinal axis of the liner.

Abstract: An engine cylinder bore with a plated bondcoat and a method of coating the surface of an engine cylinder bore. This method includes electroplating a bondcoat to the surface such that a substantial entirety of its inner circumference that corresponds to a piston travel path within the cylinder bore is covered. Cleaning or related pretreatment operations to properly activate the plated surface helps to ensure a durable coupling of a subsequently-applied thermal spray coating. In one preferred form, the cylinder bore is made from an aluminum-based alloy or a magnesium-based alloy that may be roughened prior to applying the bondcoat, while the bondcoat is plated using a titanium-based material such that a relatively thin TiO2 layer is formed on the cylinder bore. In another preferred form, the thermal spray coating is made of an iron-based material.

Abstract: The invention provides systems and methods for a network of cogenerations systems. In some cases, each system includes at least one cogeneration plant and at least one host facility, where the systems in the network are under the control of a common control system that optimizes a result for the network as a whole. In some cases, each cogeneration system in the network has an individual profile that is used by the control system for controlling that individual cogeneration system.

Abstract: A turbine engine is provided that include a turbo-compressor, a combustor section and a nacelle which houses the turbo-compressor and the combustor section. The turbo-compressor includes a compressor section and a turbine section. The combustor section is fluidly coupled between the compressor section and the turbine section. The nacelle includes a thrust reverser.

Abstract: A nozzleless hybrid rocket motor includes a fuel element that defines a combustion chamber therewithin, in which combustion of the fuel and an oxidizer occurs. The combustion gases produced by the combustion between the fuel and the oxidizer transition to supersonic flow before leaving the fuel element, eliminating the need for a separate nozzle. The fuel element may be a part of a structural element of a vehicle, for example being a part of a fuselage, wing, fairing, or other part of a space vehicle or an air vehicle, with the fuel element an integral and continuous part of the structural element. Combustion of part of the fuel element may allow vehicle structure to be used to provide thrust, such as for maneuver, consuming part of the structure. The fuel element may be made by an additive manufacturing process.

Abstract: An attachment structure for a solenoid valve which can be stably attached to and removed from a carburetor unit with a single movement and without increasing the number of parts. A rod-like supporting portion is disposed a predetermined distance away from a surface of a carburetor unit and extending in a direction substantially perpendicular to a direction of and installed near an opening in the surface of the carburetor unit. A cylindrical engaging portion extends from a circumferential face of a cylindrical body fitted on the solenoid valve substantially perpendicular to an axial line of the rod-like supporting portion, and forms a groove-like engagement portion which is narrower in diameter than the rod-like supporting portion, whereby the engaging portion, via the groove-like engagement portion, is coupled to and supported by rod-like supporting portion when an insertion portion of the solenoid valve is inserted into the opening.

Abstract: Methods and systems are provided for diagnosing a filter integrated within a fuel vapor canister. In one example, a method may include diagnosing restriction of a canister filter based on a duration to reduce a pressure in an evaporative emissions control system including the canister to a reference pressure, and further based on an initial pressure difference across the canister when a canister purge valve is opened when the evaporative emissions control system is at the reference pressure.

Abstract: An aspirator for a brake system is provided having integrated functions of a flow bypass and a check valve for automotive applications to achieve various suction flow openings in response to different engine operating condition to enhance brake boost performance. The brake system includes a brake vacuum booster, an engine having an intake manifold, an aspirator having a movable total flow divergence nozzle, the aspirator being connected to the manifold, and a vacuum line connecting the booster to the aspirator. The aspirator includes a body having an internal end wall. A biasing element such as a spring is provided between the movable total flow divergence nozzle and the internal end wall of the aspirator body. The body of the aspirator has an air flow path having an upstream area and a downstream area. The movable motive flow nozzle is positioned in the downstream area of the flow path.

Abstract: A system for cooling charge air and excess fuel for a turbocharged diesel engine includes a charge air cooler having an inlet body, a heat exchanger that is disposed downstream from the inlet body and an outlet body that is disposed downstream from the heat exchanger. The outlet body defines a flow passage in fluid communication with the heat exchanger. The system further includes a fuel passage that is in thermal communication with the flow passage of the outlet body. A method for cooling excess fuel from the turbocharge diesel engine is also disclosed herein.

Abstract: Check valves, Venturi devices and engines that include the check valves are disclosed. The check valves define an internal cavity having a first port and a second port, a first seat and a second seat, and a translatable seal disk. The first seat is proximate the first port and has a first annular seal bead, and a second annular seal bead radially inward from the first annular seal bead. The seal disk has a first sealing portion seatable against the first annular seal bead and a second sealing portion seatable against the second annular seal bead (both of a first thickness), an intermediate portion between the first and second sealing portions of a second thickness, and a lip portion defining the outer periphery of the seal disk of a third thickness. The second thickness is greater than the first thickness, and the third thickness is less than the first thickness.