Abstract: In a control apparatus for an internal combustion engine in which processing of regenerating the NOx storage capacity of an NSR catalyst is carried out in accompany with processing of diagnosing an abnormality in an exhaust gas purification device including the NSR catalyst, the present invention is intended to suppress the fluctuation of torque at the time of regenerating the NOx storage capacity of the NSR catalyst, and to terminate abnormality diagnostic processing quickly. According to the invention, by setting an engine air fuel ratio, which has been set to a lean air fuel ratio before the processing of regenerating the NOx storage capacity of the NSR catalyst is started, to a weak lean air fuel ratio which is lower than a basic lean air fuel ratio and higher than a stoichiometric air fuel ratio, it becomes possible to suppress the fluctuation of torque at the time of regeneration processing being started, and to terminate abnormality diagnostic processing at an early period of time.

Abstract: The control method for reducing agent supply apparatuses, when a liquid reducing agent is frozen, unfreezes the frozen liquid reducing agent using a heating device and enables the injection control of the liquid reducing agent in an exhaust passage of the internal combustion engine. The control method includes determining the necessity of unfreezing of the liquid reducing agent and calculating the necessary time required for the unfreezing when the speed of the internal combustion engine exceeds a predetermined threshold during startup of the internal combustion engine and permitting the injection control of the liquid reducing agent when the unfreezing is not necessary or the unfreezing is completed.

Abstract: A provision of assemblies and methods for treating an exhaust gas from an internal combustion engine. The treatment method comprises at least two catalyst stages. The exhaust gas is directed to a first stage catalyst. After the first stage catalyst, the exhaust is passed to an inter-catalyst stage comprising an exhaust cooling process and an oxygen enrichment process. Next, the exhaust is passed to a second stage catalyst for reducing carbon monoxide, ammonia and hydrocarbon concentration in the exhaust gas, before exiting via an outlet.

Abstract: A method for operating a device that conveys a fluid includes: A) detecting activation of the device; B) filling a conveying line with the fluid by operating at least one pump in a conveying direction from at least one tank to at least one injector, and detecting complete filling of the conveying line based on at least one sudden pressure increase at at least one pressure sensor; C) operating the pump and making available fluid at the injector; D) detecting deactivation of the device; and E) partially emptying the conveying line by sucking back the fluid by operation of the at least one pump in a direction counter to the conveying direction. The emptying is stopped if pressure measured at the at least one pressure sensor corresponds to an ambient pressure.

Abstract: A honeycomb body includes wound and/or stacked layers having a geometric center axis, a cavity rotationally symmetrically around the center axis and an outer lateral surface. Each layer extends approximately concentrically around the axis. At least one of the layers is at least partially structured forming channels through which a fluid can flow. The channels extend from the cavity outward to the outer lateral surface at a non-right cone angle to the axis. The channels have a cross-section changing along the channels from inside to outside. At least one structured layer and at least one intermediate layer are alternatingly disposed and helically layered. The structure height of the structured sheet-metal layer forming the channels is substantially constant and channel cross-sectional areas increase from inside to outside. The intermediate layer can be made of simple wires or of specially cut or folded smooth sheet-metal layers.

Abstract: A mounting mat for an exhaust gas treatment device includes a wet laid sheet of polycrystalline inorganic fibers that have been physically entangled while the wet laid sheet is still in a wet condition. The exhaust gas treatment device includes a housing, a fragile catalyst support structure resiliently mounted within the housing, and the mounting mat disposed in a gap between the housing and the fragile structure. Additionally disclosed are methods of making a mounting mat for an exhaust gas treatment device and for making an exhaust gas treatment device incorporating the mounting mat.

Abstract: An exhaust elbow includes an upstream sidewall defining an upstream portion of the exhaust elbow, a downstream sidewall defining a downstream portion of the exhaust elbow, and a deflector. The upstream portion is configured to receive an upstream exhaust gas. The deflector is coupled to the upstream sidewall of the exhaust elbow upstream and is configured to deflect a portion of the upstream exhaust gas received by the upstream portion of the exhaust elbow away from a region of an interior of the exhaust elbow into which an injected reductant from a dosing module is injected. The deflector may reduce and/or prevent formation of reductant deposits on a downstream sidewall. In some implementations, an exhaust assisted flow separator may also be included to direct a portion of the upstream exhaust gas received by the upstream portion of the exhaust elbow through a dosing opening.

Abstract: A flowhood is provided to which an upstream conduit and a downstream conduit of an emissions cleaning module can be connected includes a first section and a second section. The second section includes a first aperture for connection to the upstream conduit and a second aperture for connection to the downstream conduit. The first and second apertures may face substantially in the same direction to permit a compact arrangement. A body of the first section may be shaped to channel gas flow from the first aperture to the second aperture. An emissions cleaning module including such a flowhood is also described.

Abstract: An engine for an outboard motor is provided with an engine body, an intake system configured to supply combustion air to the engine body, an exhaust passage formed by connecting the engine body and the middle and lower units thereunder, a catalyst provided in the exhaust passage, and an air pump configured to supply secondary air to the upstream side of the catalyst. The air pump is driven by an electric motor.

Abstract: A system for controlling exhaust heat recovery and an exhaust gas recirculation system (EGR), the system includes an exhaust gas post processing device mounted on an outlet of an engine exhaust manifold, an exhaust gas purifying device, an exhaust heat recovery chamber having an exhaust gas pick-up space and further having a structure in which a cooling water flow passage is formed on the outside, and further being mounted on the outlet of the exhaust gas post processing device, a bypass valve mounted on an outlet of the exhaust heat recovery, and an EGR valve mounted on the exhaust heat recovery chamber to be opened and closed to circulate the exhaust gas in the exhaust gas pick-up space to an EGR cooler and an engine intake manifold.

Abstract: An air heating apparatus may comprise a housing with a path through an interior of the housing between openings in the housing. An isolating wall may divide the interior into primary and secondary chambers, and may have a transfer opening through which the path extends from the primary to secondary chambers. An air heating assembly may comprise an engine in the primary chamber, a heat generator in the primary chamber and connected to the engine, and a main heat exchanger in the secondary chamber and in fluid communication with the heat generator to transfer heat generated by the heat generator to air flowing along the path. The apparatus may include an air movement assembly configured to move air along the path and comprises a primary fan between the primary and secondary chambers to move air from the primary chamber to the secondary chamber.

Abstract: Systems and methods are described for sensing particulate matter in an exhaust system of a vehicle. An example system comprises a particulate matter sensor and a guiding plate spaced away from each other in a tube capable of receiving a portion of exhaust gas in an exhaust passage.

Abstract: A catalytic converter device for a stationary internal combustion engine includes at least one bracket for mounting the catalytic converter device on a carrier, and at least one catalyst substrate which can be releasably arranged in a housing of the catalytic converter device, the catalyst substrate having a cell density of at least 50 cpsi, preferably greater than 100 cpsi.

Abstract: An exhaust manifold includes an inner assembly that defines an exhaust gas passage and an outer housing assembly that surrounds the inner assembly. The outer housing assembly includes a first housing component configured for attachment to an engine and a second housing component configured for attachment to a turbocharger. The first and second housing components cooperate to surround the inner assembly. At least one fastener secures the first and second housing components together to generate a compressive force that seals and holds the inner assembly in a gas tight manner.

Abstract: The present invention relates to a cooling device and a control method therefor. This cooling device includes: a first cooling liquid line routed by way of a cylinder head and a radiator; a second cooling liquid line routed by way of a cylinder block while bypassing the radiator; a third cooling liquid line routed by way of the cylinder head and a heater core while bypassing the radiator; a flow rate control valve for distributing cooling water to the cooling liquid lines; and mechanical and electric water pumps. A control unit controls the flow rate control valve according to the temperatures of the cylinder head and block, during engine operation, and causes the electric water pump to operate while controlling the flow rate control valve according to the temperature of the cylinder head, and whether or not heat exchange in the heater core is requested, during temporary engine stop.

Abstract: An object is to improve a trap effect to trap ignition fuel gas supplied to a pre-combustion chamber and reduce an amount of non-combusted ignition fuel gas flowing out of the pre-combustion chamber to suppress a decrease in combustion efficiency. A pre-combustion-chamber type gas engine includes: a pre-combustion chamber Sr disposed on a cylinder head portion 10; a spark plug 20 disposed on an upper part of the pre-combustion chamber Sr; a pre-combustion-chamber gas supply mechanism configured to supply ignition fuel gas “g” to the pre-combustion chamber Sr via gas supply channels for the pre-combustion chamber 22a and 22b with an opening on an upper part of the pre-combustion chamber Sr; and a check valve 24 disposed in the gas supply channel 22b for the pre-combustion chamber.

Abstract: A laminar-scavenging two-cycle engine which has a high laminar-scavenging effect, includes a scavenging passage having a crankcase side portion extending along a crankcase, and a cylinder side portion extending along a cylinder and having a length larger than the sum of the diameter and stroke of the cylinder. An ambient air introducing passage for introducing leading air into the scavenging passage is connected to an intermediate portion of the scavenging passage. A notch for opening a scavenging port to the side of the crankcase when a piston is near the top dead center is formed in the piston.

Abstract: An engine cooling system may include a main intake line for supplying external air to an intake manifold attached to an engine including a cylinder block and a cylinder head, a supplementary intake line branched from one side of the main intake line and joined to the other side of the main intake line, an intake route control valve in the main intake line, a main exhaust line for flowing exhaust gas from an exhaust manifold, an exhaust route control valve in the main exhaust line, a turbocharger, an intercooler mounted to the supplementary intake line on a downstream side of the turbocharger, an EGR cooler branched from the exhaust manifold for recirculating the exhaust gas and provided in an EGR line connected to the main intake line; and a cooling line for flowing a coolant supplied from a water pump to cool the EGR cooler, the exhaust route control valve and/or the turbine housing of the turbocharger.

Abstract: An exhaust-gas turbocharger (1) having a turbine (2); a compressor (3); and a bearing housing (4) which is arranged between the turbine (2) and the compressor (3) and a compressor-side flange (5) of which adjoins the compressor (3). A heat throttle (6, 6?) is arranged in the compressor-side flange (5) of the bearing housing (4).

Abstract: A variable geometry turbine comprises a turbine wheel and a primary inlet passage of variable axial width. The turbine has a secondary inlet passage provides a flow path for a working fluid which circumnavigates at least part of the primary inlet passage. A seal element and one or more apertures are cooperable to selectively allow or prevent fluid flow through the secondary inlet passage. The ratio of the minimum cross-sectional area of the flow path through the primary inlet passage to that of the secondary inlet passage is between 1.3 and 1.7.

Abstract: A method for propulsion of a vehicle (100) having a combustion engine (101) and a gearbox. (103), the engine (101) having a combustion chamber with an inlet for supply of combustion gas and an outlet for evacuation of exhaust gas, the method includes, during a change of gear from a first higher to a second lower gear ratio, increasing the pressure (Put) at the chamber outlet (202) with a turbocharger unit and, when the rate of revolution (n) of the combustion engine (101) has at least partially fallen, controlling the turbocharger unit (203) such that the combustion gas pressure (Pin) is increased.

Abstract: A gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, a shaft, a first bearing structure and a second bearing structure that support the shaft. Each of the first bearing structure and the second bearing structure includes a bearing compartment that contains a lubricant and a seal that contains the lubricant within the bearing compartments. A buffer system is configured to pressurize the seals to prevent the lubricant from escaping the bearing compartments. The buffer system includes a first circuit configured to supply a first buffer supply air to the first bearing structure, a second circuit configured to supply a second buffer supply air to the second bearing structure, and a controller configured to select between at least two bleed air supplies to communicate the first buffer supply air and the second buffer supply air.

Abstract: This is a system that stores energy by compressing atmospheric air and confining it in tanks or caverns, combining the thermodynamic cycle followed by the atmospheric air (Brayton cycle) with another thermodynamic cycle followed by an auxiliary fluid, that is confined in the same cavern within a membrane, following two sections of a Rankine cycle, one during the air compression and entry into the cavern process and the other during the air outlet and turbining process, using heat from the exhaust gases from the turbine as a heat source for an additional Rankine cycle, and being able to use the tanks or caverns for making an extra constant volume heating of compressed air and/or of the auxiliary fluid.

Abstract: A flow guiding system for a rotary combustion engine, in particular an aircraft jet engine. The flow guiding system comprises a bypass region positioned radially around a core region, a flow scoop device for guiding a first airflow from the bypass region, at least one flow guiding device for decoupling the flow regime in a region containing a flammable fluid from a flow regime in a region with tip clearance control by at least partially guiding at least one airflow divided from the first airflow, a second airflow directed into the region containing flammable fluid, and/or a third airflow directed into a region away from the region containing flammable fluid.

Abstract: A gas turbine structure includes a first housing and a second housing, one of the first and second housings being located around the other of the first and second housings such that a core flow passage is obtained between the first and second housings. The gas turbine structure further includes an elongate structural member extending in a structural member direction from the first housing to the second housing and the gas turbine structure further includes a fairing circumferentially enclosing at least a portion of the structural member.

Abstract: In a damping device according to the present invention, a damping device 63 is mounted on a bypass pipe 61 that supplies an amount of high-pressure air to a combustor transition piece 33. The damping device 63 includes a fluid introducing unit 71 that forms a fluid introduction space B by covering an outer peripheral portion of the bypass pipe 61, a plurality of acoustic boxes 73a and 73b that forms resonance spaces Da and Db with the base portions connected to the fluid introducing unit 71 and the end portions extending along the outer peripheral portion of the bypass pipe 61 in the circumferential direction, and partition plates 74a and 74b that form resonance ducts Ea and Eb of a predetermined length by partitioning the resonance spaces Da and Db.

Abstract: An engine accessory system for a gas turbine engine includes a first accessory component defined along an accessory axis and a second accessory component mounted to the first accessory component along the accessory axis.

Abstract: A gas turbine engine includes a very high speed low pressure turbine such that a quantity defined by the exit area of the low pressure turbine multiplied by the square of the low pressure turbine rotational speed compared to the same parameters for the high pressure turbine is at a ratio between about 0.5 and about 1.5.

Abstract: A gas turbine engine includes an engine centerline longitudinal axis and a fan section including a fan with fan blades and rotatable about the engine centerline longitudinal axis. A low corrected fan tip speed less than about 1400 ft/sec and the low corrected fan tip speed is an actual fan tip speed determined at an ambient temperature divided by [(Tram ° R)/(518.7 ° R)]0.5, where T represents the ambient temperature in degrees Rankine. A bypass ratio greater than about 11 and a speed reduction device having a gear system with a gear ratio. A low and high pressure turbine in communication with a first and second shaft, respectively. The first and second shafts are concentric and mounted via at least one of the bearing systems for rotation about the engine centerline longitudinal axis and the first shaft is in communication with the fan through the speed reduction device and the low pressure turbine includes four stages.

Abstract: A control apparatus for an internal combustion engine is configured to: calculate measured data of MFB based on in-cylinder pressure detected by an in-cylinder pressure sensor; execute engine control based on a measured value of a specified fraction combustion point that is calculated based on the measured data of MFB; and calculate a first correlation index value for the measured data (current data) and the reference data of MFB and a second correlation index value for the current data and the immediately preceding past data. The engine control is suspended that uses the measured data of the specified fraction combustion point based on the current data when both of the first correlation index value and the second correlation index value are less than a determination value.

Abstract: An engine (1) includes an engine body, an injector (33), and an engine controller (100). The engine body includes a piston (15) inside a cylinder (11), and a combustion chamber (17) defined by the cylinder (11) and the piston (15). The injector (33) injects fuel containing at least gasoline into the combustion chamber (17) via a nozzle port (41). The engine controller (100) allows the injector (33) to inject the fuel in at least a second half of a compression stroke, and controls an injection condition of the injector (33). The injector (33) has a parameter for adjusting spread of fuel spray. The engine controller (100) adjusts the parameter to increase the spread of fuel spray with an increase in pressure in the combustion chamber (17).

Abstract: A knock determination apparatus for an internal combustion engine calculates a knock intensity based on an output signal of an in-cylinder pressure sensor in a gate range for knock determination. When the calculated knock intensity is larger than a knock determination threshold value, the knock determination apparatus determines that knock has occurred. Further, the knock determination apparatus calculates an integrated intensity which is an integrated value of knock intensities that are equal to or larger than a knock intensity at a point of 97% or more in a target knock level among knock intensities that are calculated at the respective cycles during continuous N cycles in the same cylinder. Furthermore, the knock determination apparatus corrects a knock determination threshold value so that the difference between the calculated integrated intensity and a target integrated intensity becomes small.

Abstract: Methods and systems are provided for calibrating a compressor surge line. In one example, a method may include adjusting the compressor surge line based on a vehicle speed in addition to a compressor pressure ratio. For example, at higher vehicle speeds, above a threshold vehicle speed, a less aggressive surge line calibration may be utilized in order to improve drivability while at lower vehicle speeds, below the threshold vehicle speed, a more aggressive surge line calibration may be utilized for NVH mitigation.

Abstract: A method for propulsion of a vehicle (100): The vehicle (100) includes a combustion engine (101), and a gearbox (103) that can be adjusted to a number of gear ratios for transfer of force between the combustion engine (101) and at least one driving wheel (113, 114), at least one combustion chamber with at least one inlet for the supply of combustion gas and at least one outlet for the evacuation of an exhaust gas flow that has resulted from combustion in the combustion chambers and a turbocharger unit (203) for pressurizing the combustion gas.

Abstract: A fuel supply controlling device includes: an auxiliary chamber fuel supply valve that supplies a gaseous fuel to an auxiliary chamber; a non-return valve between the auxiliary chamber fuel supply valve and the auxiliary chamber, the non-return valve blocking a reverse flow from the auxiliary chamber; a valve state detector that detects an operating state of the non-return valve; a rotation angle detector that detects a rotation angle within an engine cycle; and a controller that determines an operation command value of the auxiliary chamber fuel supply valve. The controller measures an actual operating state of the non-return valve based on signals from the valve state detector and the rotation angle detector in association with the detected rotation angle, and corrects the operation command value of the auxiliary chamber fuel supply valve such that the measured actual operating state is brought close to a target operating state.

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: A control device for an engine, the control device includes an ECU. The ECU is configured to: (i) perform switching between a first/second operation, the first operation is a first operation and the second operation is an operation with cylinder deactivation; (ii) determine operation points where vibration based on the operational state of the engine is equal to or lower than a predetermined value when performing the first/second operation; (iii) determine which one of a thermal efficiency in the operation point in case of performing the first operation and a thermal efficiency in the operation point in case of performing the second operation is higher; and (iv) control the operational state of the engine so as to operate in the operation point where the thermal efficiency is determined to be higher.

Abstract: A control device for an internal combustion engine controls a control object device based on an output value of a relative angle sensor that detects a relative angle of an output shaft of an actuator, and an output value of an absolute angle sensor that detects an absolute angle of a drive shaft coupled to the output shaft of the actuator via a speed reducer. In this event, the control device for the internal combustion engine corrects an output value of the absolute angle sensor based on an absolute angle of the drive shaft that is obtained from an output value of the relative angle sensor using, as a reference point, an output value of the absolute angle sensor at the start-up of the internal combustion engine, and an output value of the absolute angle sensor.

Abstract: A control method includes an electronic waste gate actuator (EWGA) and a waste gate valve, connected to each other through a rod. The control method includes an operation condition determination step for determining whether an engine is in cold operation or hot operation by measuring engine soak time and initial coolant temperature when the engine starts and by comparing them with a predetermined reference soak time and reference coolant temperature. The control method also includes a cold control step for setting cold operation reference voltage, performing cold operation learning, and applying cold operation learning data to the cold operation reference voltage, when the engine is in cold operation. The control method further includes a hot control step for setting hot operation reference voltage, performing hot operation learning, and applying hot operation learning data to the hot operation reference voltage, when the engine is in hot operation.

Abstract: A system for controlling an engine based on piston temperature deviation includes a piston temperature estimation module that estimates a piston temperature based on engine operating conditions, a piston temperature deviation estimation module that estimates a deviation of the estimated piston temperature from a steady-state piston temperature, and an engine control module that determines an engine control parameter based upon the estimated piston temperature deviation.

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: A cylinder liner for an internal combustion engine may include an outer circumferential surface defined by the cylinder liner composed of a gray cast iron for integrally casting onto a cast material of an engine block. A bonding component may be included for strengthening a bond of the outer circumferential surface to the cast material of the engine block. The bonding component may include at least one of a wire mesh and a wire grid that does not melt during a casting operation of the engine block. The bonding component may be arranged at least in a predefined region on the outer circumferential surface. The bonding component may be welded at least partially to the outer circumferential surface.

Abstract: A lubrication structure of an internal combustion engine is provided according to the present application and configured to lubricate a large particle between components of each of friction pairs of the internal combustion engine. The lubrication structure includes several microstructural bodies being capable of entering into a clearance between the components of each of the friction pairs. Under the action of the microstructural bodies, a plastic deformation of surfaces of each of the friction pairs caused by the large particle can be avoided, thereby, wear of components of the internal combustion engine is decreased, the service life of the internal combustion engine is increased, a load and fuel consumption of the internal combustion engine are decreased, and pollution of the internal combustion engine is reduced.

Abstract: An object of the present invention is to enhance the thermal efficiency of an engine, to provide a film having low thermal conductivity and low heat capacity and being free from separation, drop-off and the like and excellent in durability and reliability. According to the present invention, an engine combustion chamber structure, wherein an anodic oxide film having a thickness of from more than 20 ?m to 500 ?m and a porosity of 20% or more is formed on the inner surface of the engine combustion chamber, and a manufacturing method thereof are provided.

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: The present invention provides an engine cover that can be manufactured easily and at a lower cost and has an attachment member that is high in quality and may not easily fall off. The engine cover has a cover body made of urethane foam, a skin layer disposed on a surface of the cover body, and an attachment member made of an elastic body and integrally molded with the cover body. The attachment member has a recess into which an attachment pin provided to project from an engine member is fitted, and a sealing portion that is provided to project at least one of the opening end surface of the recess and the side surface of the opening end part of the recess and that suppresses entry of a foamed urethane resin material that forms the cover body into the recess during integral molding.

Abstract: An exhaust centerbody for a turbine engine is provided. The centerbody includes a truncated downstream part, which is connected to an upstream part by an annular ridge marking a discontinuity between the outer surfaces of the upstream and downstream parts. The outer surface of the downstream part has a substantially conical general shape, of which the tip is oriented downstream and is positioned in the region of the axis A, the axial half-section of this outer surface defining a line of which the upstream end part is substantially tangential to a straight line passing through the ridge and forming a non-zero angle ? with a tangent to the outer surface of the upstream part, in the region of the ridge, and of which the downstream end part is substantially tangential to a straight line passing through the tip and forming a non-zero angle ? with the axis A.

Abstract: The present disclosure provides a thrust reverser device that is integrated in an aircraft nacelle. Blocking flaps are stored inside a mobile cowl disposed in a downstream section of the nacelle, under deflection cascade assemblies during direct-jet operation of the nacelle. Various devices are provided for executing the passage from direct-jet operation to reverse-jet operation in two stages: the mobile cowl moves in translation towards the downstream end of the nacelle; and each flap is then deployed in the main air flow path.

Abstract: The invention relates to a ramjet including a detonation chamber and an aircraft comprising such a ramjet. According to the invention, the ramjet (S1) comprises an annular detonation chamber (2) having a continuous detonation wave and fuel injection means (6) for continuously injecting fuel (F2) directly into the chamber (2) just downstream of an air injection base (3). The fuel (F2) and the air (F1) are injected separately into the detonation chamber (2) in a permanent manner throughout the operation of the ramjet (S1).

Abstract: Thrust vector control for a vehicle having a fluid drive, vehicle having thrust vector control and method of controlling thrust vector. Thrust vector control includes a thrust current region for a thrust current of a propulsion stream having a flow direction; a steering mechanism for the thrust current including at least one steering device arranged at least in a peripheral region of the thrust current region, and the at least one steering device includes a rotational body with a lateral surface and a rotational axis arranged transverse to the flow direction, and the rotational body being rotatable so that a first part of the lateral surface exposed to the thrust current rotates in a first rotational direction, whereby a Magnus effect is produced to deflect the thrust current. The first rotational direction is in a direction of the thrust current.