Abstract: A generator arrangement includes a generator and a pneumatic turbine. The pneumatic turbine is operably connected to the generator. A gas turbine engine compressor section is in fluid communication with the pneumatic turbine through a bleed air conduit to provide pressurized air to the pneumatic turbine for applying mechanical rotation to the generator.

Abstract: A gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, a shaft and first and second bearing structures 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: A gas turbine engine includes devices, systems, and methods for de-icing using heat of compression and expelling the de-icing medium into a gas flow path of the engine.

Abstract: Features and methods for modulating a flow of cooling fluid to gas turbine engine components are provided. In one embodiment, an airfoil is provided having a flow modulation insert for modulating a flow of cooling fluid received in a cavity of a body of the airfoil. In another embodiment, a shroud is provided comprising a cooling channel for a flow of cooling fluid and an insert that varies in position to modulate the flow of cooling fluid through the cooling channel. In yet another embodiment, a method for operating a gas turbine engine having a cooling circuit for cooling one or more components of the gas turbine engine comprises increasing power provided to the engine and decreasing power provided to the engine to modulate a position of a flow modulation insert located in the cooling circuit and thereby modulate the flow of cooling fluid through the cooling circuit.

Abstract: A sleeve for a pressure regulating valve includes a sleeve body surrounding a central axis and defined by an overall length extending from a first end to a second end. The sleeve body has a central sleeve bore extending from the first end to the second end. The sleeve body includes a first set of windows circumferentially spaced about the central axis and a second set of windows axially spaced from the first set of windows and circumferentially spaced about the central axis. Each window of the first set of windows is defined by a plurality of small holes.

Abstract: A geared turbofan engine includes a first spool including a first compressor and a first turbine. The first compressor is immediately before a combustor and the first turbine is immediately after the combustor. A second spool includes at least a second turbine disposed axially aft of the first turbine. A first tower shaft is engaged to drive the high speed spool. A second tower shaft engaged to be driven by the second spool. A starter is engaged to drive the first tower shaft. An accessory gear box is driven by the second tower shaft. A first clutch is disposed between the first tower shaft and the starter. The first clutch is configured to enable the starter to drive the high speed spool. A second clutch is disposed between the second tower shaft and the accessory gear box, the second clutch configured to enable the second spool to drive the accessory gear box. A gas turbine engine and a method of operating a gas turbine engine are also disclosed.

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 valve assembly includes a body including an inlet port, an outlet port, and a flow passage extending therebetween. The flow passage includes a plurality of valve seats in a stepped arrangement between the inlet port and the outlet port. The valve assembly further includes a valve stem positioned within the flow passage. The valve stem includes at least one shaft and a poppet disk positioned at one end of the at least one shaft, and at least one reed petal coupled to the at least one shaft. The poppet disk is engageable with a first valve seat of the plurality of valve seats, and the at least one reed petal is engageable with a second valve seat of the plurality of valve seats.

Abstract: According to an aspect, a ground-based health test of a fuel pump of a fuel control system of a gas turbine engine is initiated. A starter speed of the gas turbine engine is determined while the ground-based health test is in progress. Fuel flow is initiated from the fuel pump to an ignition system of the gas turbine engine with the starter speed set below a nominal ground-based engine starting speed. A parameter of the gas turbine engine is monitored to verify light-off. A health status of the fuel pump is determined based on the starter speed at which light-off is achieved.

Abstract: The present invention relates to a control system (10) of a turbopropeller (1) including: a centralized control (24) configured to slave the screw propeller power PRW of the turbopropeller (1) to the screw propeller power set point PRWref and the screw propeller rotation speed XNP of the turbopropeller (1) to the screw propeller rotation speed set point XNPref, the centralized control (24) supplying fuel flow rate WF and screw propeller pitch ? controls for the turbopropeller (1); a screw propeller rotation speed error limiter (12) saturating the screw propeller rotation speed error ?XNP with a limiting value ? ? ? XNP sat ? ( min ? / ? max ) ; a screw propeller power error limiter (11) saturating the screw propeller power error ?PRW with a limiting value ? ? ? PRW sat ? ( min ? / ? max ) ;

Abstract: The invention relates generally to portable internal combustion engine powered devices. Public a small engine control combination switch comprising a knob assembly, a bracket and a choke cable, knob assembly includes a fixed plate, characterized in that the fixed plate with a rail; the bracket including a first hole. The choke cable connects with the rail through the first hole. The height of the rail is gradually increased, rail pivot drives the choke cable on the top of the track moves up and down; also further includes a fuel switch, a fixed plate is provided with a rotating shaft, the shaft connecting the fuel switch. The invention through the choke point of engine control, start-up, operation and shut down control, which simplifies the traditional steps of engines, generators and other equipment, greatly simplifying the operation process, improving the operation efficiency.

Abstract: A control unit for an internal combustion engine is configured for allowing smooth operation of the internal combustion engine by increasing an intake amount while maintaining an opening timing of an intake valve constant, at the time of low-rotation, high-load state. A valve opening/closing timing control apparatus includes a phase adjustment mechanism configured to vary a relative rotational phase between a driving side rotary body rotatable in synchronism with a crankshaft of the internal combustion engine and a driven side rotary body rotatable together with an intake cam shaft. After an opening timing of the intake valve, the relative rotational phase is displaced in the advancing direction.

Abstract: An internal combustion engine includes a method for operating including, determining, using an accelerator pedal position sensor, an operator request for power and determining an engine operating point based upon the operator request for power. A motored-cylinder temperature is determined based upon the engine operating point, and a knock-limited combustion phasing point is determined based upon the motored-cylinder temperature and the engine operating point. Engine operating parameters associated with achieving the knock-limited combustion phasing point are selected. Operation includes controlling, by a controller, engine control states in response to the engine operating parameters associated with achieving the knock-limited combustion phasing point and the operator request for power.

Abstract: The present disclosure provides a fuel vapor processing system. The system includes a tank passage, a canister, a purge passage, an air passage, a purge valve, a controller, a fuel vapor processing portion, a pressure sensor, a fuel refill detecting portion, and an abnormality detecting portion. The fuel refill detecting portion detects that fuel refill to the fuel tank is started or fuel refill to the fuel tank is being performed by executing a fuel refill detecting process. An abnormality detecting portion detects, by executing an abnormality detecting process, a clogged situation where the tank passage is clogged based on a signal from the pressure sensor received after the fuel refill detecting portion detected that the fuel refill to the fuel tank was started.

Abstract: Methods and systems are provided for improving the efficiency of canister purge completion. Based on engine operating conditions, a canister is purged to a compressor inlet or a throttle outlet. During purging conditions, as canister loads change, a purge flow through the canister is varied so that a fixed preselected portion of total engine fueling is delivered as fuel vapors.

Abstract: Methods and systems are provided for generating a predictive tachometer profile at a tachometer of a vehicle. An engine speed offset can be generated based on an engine acceleration and an accelerator pedal position rate. A predictive tachometer profile displayed at the tachometer can then be generated based on the engine speed offset and an actual engine speed.

Abstract: An engine controller is configured to perform fuel cut-off, which temporarily stops fuel injection, calculate an in-cylinder air amount, which is an amount of air used for combustion in a cylinder, and control an engine based on the in-cylinder air amount. The engine controller includes a residual air amount calculation unit configured to calculate a residual air amount that is an amount of air in the cylinder remaining from a previous cycle during the fuel cut-off so that the residual air amount increases as the number of cycles of intake-exhaust actions in the cylinder increases during the fuel cut-off.

Abstract: A control system includes an ignition system configured to generate spark within a cylinder of an engine and a controller. The controller is configured to obtain a target angle of the crankshaft for an approximately 50% mass fraction burn (MFB50) and predict an ignition angle to achieve the target MFB50 angle, the ignition angle indicating an advance or retardation of spark timing. Using a combustion model, the controller is configured to generate a modeled MFB50 angle based on the predicted ignition angle and, based on the target and modeled MFB50 angles and the predicted ignition angle, determine a relationship between MFB50 angle and ignition angle. The controller is also configured to control the ignition system using the determined relationship.

Abstract: A method for controlling a plurality of injectors installed in the same cylinder of an engine may include determining whether an electrical failure occurred in any of the injectors, and entering a fail-safe mode when an electrical failure has occurred only in one of the plurality of injectors in the same cylinder. In the fail-safe mode, fuel supply to an injector that has experienced an electrical failure is cut off, and the amount of fuel injected into the cylinder by a normally operating injector is increased.

Abstract: A method for determining the point in time of a predetermined open state of a fuel injector having a solenoid drive for a combustion engine of a motor vehicle. The method includes detection of a time profile of the current level of a current flowing through the solenoid drive during a boost phase, where the solenoid drive is subjected to a first voltage during a first part of the boost phase and a second voltage during a second part of the boost phase. The second voltage is selected so that the current level of the current flowing through the solenoid drive during the second part of the boost phase essentially remains unchanged, and determination of a point in time at which the detected time profile of the current level has an extreme value, where the determined point in time is the point in time of the predetermined open state.

Abstract: An improved surface activation technique improves the adhesion of thermal spray coatings, which is useful for engine cylinder bores. The new method includes compressing the cylinder bore surface to create a surface profile on the surface, such as through rolling a roller along the surface. An engine block is also provided, which includes a plurality of cylinder bores, each cylinder bore having an inner surface, and each inner surface having a surface profile that includes a helical groove and other surface profiles formed in the inner surface. A thermal spray coating is formed on the inner surface of each cylinder bore, the thermal spray coating being adhered to the surface profile of the inner surface. A roller assembly for activating the surface is also provided.

Abstract: A port opening edge shape for a port in a cylinder of an opposed-piston combustion engine is optimized for flow area, as well as for minimization of piston ring clipping. The port opening edge shape includes a top edge, a bottom edge, a first and second side edge connecting the top and bottom edge, and an apex in the top edge. The apex has the minimum radius of curvature of the port opening edge shape. A spline that defines the port opening edge shape can be calculated based upon a maximum height, a full width, an amount or degree of skew, and a minimum radius of curvature. A model can measure values for engine performance and determine which spline defines a port opening edge shape yields a desired engine performance.

Abstract: A port opening edge shape for a port in a cylinder of an opposed-piston combustion engine is optimized for flow area, as well as for minimization of piston ring clipping. The port opening edge shape includes a top edge, a bottom edge, a first and second side edge connecting the top and bottom edge, and an apex in the top edge. The apex has the minimum radius of curvature of the port opening edge shape. A spline that defines the port opening edge shape can be calculated based upon a maximum height, a full width, an amount or degree of skew, and a minimum radius of curvature. A model can measure values for engine performance and determine which spline defines a port opening edge shape yields a desired engine performance.

Abstract: An internal combustion engine piston having an internal cooling cavity structure is provided, which includes a piston body, and a ring body fitted with the piston body to form the internal cooling cavity structure. The ring body and the top of the piston body form a first fitting region, and the ring body and a top end of a skirt portion of the piston body form a second fitting region. The first fitting region includes a body fitting portion and a ring body fitting portion arranged at the top of the ring body. Compared with the conventional technology, the ring body welding cylindrical surface in the present application is fitted with the body welding cylinder surface, and the welding seam formed by the welding does not extend into the cooling cavity.

Abstract: A nose cone assembly for a gas turbine engine and method of circulating air in a gas turbine engine are disclosed. The nose cone assembly includes a nose cone having an aperture communicating air to an interior space of the nose cone and a discharge member communicating the air out of the nose cone.

Abstract: A turbofan engine according to an example of the present disclosure includes, among other things, a fan section including a plurality of fan blades, the plurality of fan blades having a fixed stagger angle and a design angle of incidence, a low pressure turbine driving the plurality of fan blades through a gear train, a fan nacelle and a core nacelle extending along an engine axis of rotation, the fan nacelle at least partially surrounding the core nacelle and the plurality of fan blades, a fan bypass flow path defined between the core nacelle and the fan nacelle, the core nacelle contoured along the fan bypass flow path with respect to the engine axis of rotation, and a fan variable area nozzle in communication with a controller and with the fan bypass flow path, and defining a fan nozzle exit area between the fan nacelle and the core nacelle.

Abstract: An aircraft gas turbine engine nacelle comprising a thrust reversal arrangement. The thrust reversal arrangement comprises at least one thrust reverser cascade box comprising a fixed structure and a plurality of thrust reverser vanes configured to direct bypass air forwardly. At least a subset of the thrust reverser vanes are pivotable and/or translatable relative to the fixed structure between a deployed position, in which the vanes define a first volume, and a stowed position, in which the pivotable vanes define a second, smaller volume.

Abstract: A thruster nozzle (24) includes a throat (28) and a nozzle end portion (30) that is integral with the throat. The nozzle end portion includes an outer wall (32) that has a plurality of circumferentially-disposed nozzle features or connectors (34). A brace (26) may be disposed at least partially around the thruster nozzle and mated with the nozzle features to restrict relative movement between the thruster nozzle and the brace. The brace may be attached with a vehicle body (22) of a vehicle.

Abstract: An expandable exhaust cone assembly is described which is able to move from a collapsed position to an expanded position.

Abstract: Methods and systems are provided for reducing evaporative emissions from a vehicle by performing a fine leak test at a vehicle assembly plant. Fuel tank pressure generated after a green tank fueling event is monitored as the vehicle moves along an assembly line. A leak is determined based on a rate of pressure bleed-up over the duration, and accordingly the vehicle is directed to a repair station.

Abstract: A method of removing impurities from EGR by air blowing may include performing an air-blowing mode in which, when a current intake system pressure detected by a controller exceeds a target intake system pressure in an intake system, in which a mixture is supplied to an engine, a portion of the mixture, serving as compressed air, flows into an EGR path, through which a portion of exhaust, serving as EGR gas and flowing in the intake system and an exhaust system connected to the intake system, is supplied to the engine.

Abstract: An apparatus and a method are provided for an aircharger air intake system for filtering and conducting an airstream to an air intake of an engine. The aircharger air intake system includes an air filter comprising a filter medium configured to entrap particulates flowing within the airstream. An air box comprising one or more sidewalls and a mount wall is configured to support the air filter within an engine bay. The air box is configured to be mounted, or fastened, onto the engine. An intake tube is coupled with the air filter and configured to conduct the airstream to the air intake of the engine. The intake tube is configured to be coupled with an air temperature sensor or a mass air sensor of the engine. An adapter is configured to couple the intake tube with the air intake.

Abstract: In an internal combustion engine for a vehicle, a fuel delivery pipe (37) is favorably protected from a load of a frontal crash. An intake chamber member (42) positioned in an upper part of an intake manifold (31) is supported by an engine main body (11) via a first support member (50) and a second support member (51) at laterally spaced apart parts of the intake chamber member. A lower part of the intake manifold is connected to a cylinder head of the engine via downstream ends of branch pipes (43) of the intake manifold. The fuel delivery pipe extends laterally between an intake side of the engine main body and the branch pipes.

Abstract: In an internal combustion engine for a vehicle, a fuel delivery pipe is favorably protected without adding any heavy or costly protective structure. A guide portion (65) opposing the throttle body and having a slant that recedes rearward toward an outboard side of the vehicle is formed in a first support member (50) supporting a lateral end of an intake chamber member on the intake side of the engine main body.

Abstract: Air induction systems are for an internal combustion engine. The air induction systems comprise an air intake plenum that conducts intake airflow to an air cleaner for cleaning prior to combustion in the internal combustion engine. The air intake plenum is movable with respect to the air cleaner between an open position separated from the air cleaner and a closed position connected to the air cleaner. A bellows connects the air intake plenum to the air cleaner when the air intake plenum is in the closed position. The bellows has an upstream first end that seals with the air intake plenum and a downstream second end that seals with the air cleaner. A spring is disposed in the bellows. The spring applies a biasing pressure on the bellows that encourages sealing between the bellows and at least one of the air intake plenum and the air cleaner when the air intake plenum is in the closed position.

Abstract: A tubular seal is formed of an elastic material and equipped on the outer periphery of a first tube. A second tube is inserted in the tubular seal and connected with the first tube via the tubular seal. A clamp is in a strap shape formed of a metallic material and is attached on an outer periphery of the tubular seal. The second tube or the clamp has a tab, which is protruded in a radial direction. The tubular seal has a slit extending in the radial direction. The tab is engaged with and latched on the slit.

Abstract: An intake apparatus includes an intake apparatus body including a plurality of intake pipes and a distribution passage including a gas passage before branching which includes a first gas passage through which the external gas flows in a first gas flow direction and a second gas passage through which the external gas flows in a second gas flow direction, the second gas passage curving relative to the first gas passage at a downstream, and a gas passage after branching including a third gas passage branched in the first gas flow direction relative to the second gas passage and a fourth gas passage branched in an opposite direction from the first gas flow direction relative to the second gas passage, an angle formed between the second gas passage and the third gas passage is smaller than an angle formed between the second gas passage and the fourth gas passage.

Abstract: Provided is an intake manifold for an internal combustion engine, the intake manifold including an upstream portion, a first downstream portion, and a second downstream portion. The upstream portion includes a first upstream passage and a second upstream passage. The first downstream portion includes a first downstream passage configured to communicate the first upstream passage with an intake port of a first cylinder head. The second downstream portion includes a second downstream passage configured to communicate the second upstream passage with an intake port of a second cylinder head. The upstream portion, the first downstream portion, and the second downstream portion are provided in a separate manner. In the intake manifold, a flange of the first downstream portion is connected to a flange of the upstream portion, and a flange of the second downstream portion is connected to the flange of the upstream portion.

Abstract: A dewatering system is disclosed. In a particular embodiment, the dewatering system includes a debris tank configured to receive a slurry through an inlet and a dewatering filter installed in the debris tank. In addition, the dewatering system includes a bar screen forming a curvilinear surface of the dewatering filter, where the bar screen is configured to prevent sediment from passing through and into an interior space of the dewatering filter. A first end of the dewatering filter is in communication with a discharge port to remove filtered liquid from an interior of the debris tank, and a vibratory device is configured to shake the dewatering filter to remove sediment from an exterior surface of the dewatering filter.

Abstract: A fuel injector includes a nozzle having at least one nozzle outlet. A valve needle is moveable with respect to a valve needle seating through a range of movement between a closed position and an open position to control fuel delivery through the at least one nozzle outlet. The movement of the nozzle needle is controlled by fuel pressure within a control chamber. The injector has first and second nozzle control valves for controlling fuel flow into and out of the control chamber to pressurise and depressurise the control chamber, respectively. The first nozzle control valve can operate selectively to place the control chamber in fluid communication with a fuel drain or to place the control chamber in fluid communication with a high pressure supply line. The second nozzle control valve can operate selectively to place the control chamber in fluid communication with a fuel drain.

Abstract: An electromagnetically actuable rate control valve for controlling a delivery rate of a high-pressure pump includes an electromagnet, a valve element, an armature shaft, and at least one strength element. The valve element is movable in an axial direction and is configured to open and to close the electromagnetically actuable rate control valve. The armature shaft transmits a force. The force is produced by the electromagnet and acts on the valve element in the axial direction. The at least one strength element is configured to raise at least the strength of the armature shaft. The armature shaft includes a needle region adjacent to the valve element and an armature region remote from the valve element. The needle region and the armature region are integral with each other.

Abstract: A fuel supply pump includes a pressurizing chamber, a high-pressure path, and a valve unit. The valve unit includes an outlet valve which is configured to open to allow fuel in the pressurizing chamber to flow to the high-pressure path when fuel pressure in the pressurizing chamber becomes higher than a first predetermined pressure. The valve unit also includes a pressure relief valve which is configured to open to allow fuel in the high-pressure path to return to the pressurizing chamber when fuel pressure in the high-pressure path becomes higher than a second predetermined pressure. The valve unit also includes a valve seat member in which a relief path and a plurality of outlet paths are formed, wherein a first end of the relief path opens on a relief valve seat for the pressure relief valve, and respective first ends of the plurality of outlet paths open on an outlet valve seat for the outlet valve.

Abstract: A fuel injection valve includes a valve seat 15b and a valve body 27c that cooperate with each other to open and close a fuel passage, a movable element 27 that has the valve body 27c provided at one end thereof and has a fuel passage formed therein, a valve seat member 15 having the valve seat 15b formed thereon, an upstream-side communication hole 27boa that is located upstream of the flow of fuel and connects the inside and outside of the movable element 27, and a downstream-side communication hole 27bob that is located downstream of the flow of fuel and connects the inside and outside of the movable element, in which a guide section for the valve body 27c, where the valve seat member 15 and the valve body 27c are in sliding contact with each other, is provided downstream of the downstream-side communication hole 27bob and in which a fuel passage 17h for connecting in the center axis direction the upstream side and downstream side of the guide section is provided at the same angular position in the circumf

Abstract: In a fuel injector 10, a first injection hole 155a and a second injection hole 155b having reference inside diameters Dn1, Dn2 different from each other are formed as a plurality of injection holes 155. In such a configuration, an L/D value obtained by dividing the flow channel length Ln1 of the first injection hole 155a by the reference inside diameter Dn1 of the first injection hole 155a agrees to an L/D value obtained by dividing the flow channel length Ln2 of the second injection hole 155b by the reference inside diameter Dn2 of the second injection hole 155b.

Abstract: A starter device for an internal combustion engine has a rope pulley and a starter rope wound onto the rope pulley. A starter handle is fastened to the starter rope. A rope guide with a first deflection roller is provided. A rope outlet opening is arranged along a circumferential section of the first deflection roller and extends along the circumferential section of the first deflection roller about a peripheral angle of the first deflection roller of at least 60°. The rope guide guides the starter rope from the guide pulley to the rope outlet opening of the starter device. A guide element is arranged at rope outlet opening and holds the starter rope in the rope outlet opening. The starter handle can be positioned relative to the rope outlet opening at different orientations and enables ergonomic starting of the internal combustion engine of a backpack power tool.

Abstract: A mobile telephone capable of controlling a remote keyless system is provided. The mobile telephone is loaded with an executable program that enables the mobile telephone to control the remote keyless system using frequencies and systems already used by the remote keyless system. The complex functionality a mobile telephone allows the executable program to fully control remote keyless systems.

Abstract: An engine is equipped with a starter motor which is attached to an engine main body and is configured to perform cranking of a crankshaft. The engine is further equipped with a battery pack (37). The battery pack is equipped with a lithium-based cell which is attached to the engine main body and which is configured to supply electric power which drives the starter motor.

Abstract: An electrical starter system and construction kit for retrofitting Harley-Davidson motorcycles built from 1936 to 1957 with a mechanical starting device. The starter system includes a clutch device that can be coupled to the transmission main shaft for transmitting rotary motion having at least one starter gearwheel, a clutch hub, a clutch cage that can be or is attached to the hub for transmitting a rotary motion and an electrical starter motor with a starter shaft pinion that can be driven by the electrical motor for engaging the starter gearwheel. The starter gearwheel is or can be mechanically coupled to the clutch hub for transmitting a rotary motion to the hub. Preferably, a gearwheel/hub adapter is disposed between and couples the clutch hub and the starter gearwheel. The adapter is or can be coupled to the starter gearwheel and the clutch hub and is or can be coupled to a transmission main shaft of the motorcycle.

Abstract: A start control system for an engine is provided. The engine is a direct injection engine, and the engine is provided with a starter motor. The start control system includes an electronic control unit. The electronic control unit is configured to execute fuel injection and ignition in a cylinder in an expansion stroke so as to start the engine without using the starter motor, when the electronic control unit determines that a restart condition of the engine is satisfied immediately before the engine is stopped. The electronic control unit is configured to control an ignition delay time based on at least one of a rotational direction and a rotational speed of a crankshaft, during execution of the fuel injection. The ignition delay time is a period of time from fuel injection into the cylinder in the expansion stroke to ignition.

Abstract: A system and method for preventing a flame out condition in at least one engine, includes detecting a moisture content exceeding a threshold moisture content in an operating environment of the at least one engine, and engaging at least one igniter associated with the at least one engine in response to the moisture content.