Abstract: A controller injects fuel into a cylinder at a high fuel pressure of 30 MPa or higher, at least in a period between a terminal stage of a compression stroke and an initial stage of an expansion stroke when an operating mode of an engine body is at least in a first specified sub-range of a low load range, and at least in a second specified sub-range of a high load range. The controller sets an EGR ratio in the first specified sub-range to be higher than an EGR ratio in the second specified sub-range, and advances start of fuel injection in the first specified sub-range to start of fuel injection in the second specified sub-range.

Abstract: A power system includes an engine including an exhaust line, a turbine in the exhaust line, a bypass line connected to the exhaust line upstream of the turbine and comprising a controllable bypass valve, and a controller arranged to control opening of the bypass valve to bypass the turbine when, for example, the engine is operated such that power is transmitted from the crankshaft to the turbine shaft, and/or at least one of an engine load, an engine speed, and an exhaust line pressure are below predetermined levels. A method of operating a power system is also disclosed.

Abstract: A turbocharger compressor housing is configured to allow a releasable fixed adjustment of a geometry of a compressor housing to increase at least one of responsiveness, efficiency or the ultimate power obtainable by a turbocharged system. Adjustability can be provided by an air intake pipe that is threadably connected with a central portion of the compressor housing to allow an air gap between the housing and the intake pipe to be adjusted to create an effect similar to adjusting the inducer area of a compressor wheel disposed in the housing, whereby power can be exchanged for efficiency and responsiveness. Set screws may be used to releasably fix the position of the intake pipe relative to the compressor housing.

Abstract: A turbocharger has an annular bypass valve disposed in an annular portion of a bypass passage of the turbine housing. The turbine housing defines an exhaust gas chamber having separate half-annular first and second scrolls, and a portion of the bypass passage is sector-divided by a pair of dividing walls that create two 180-degree bypass sectors respectively connected to the first and second scrolls. Each dividing wall has a through-hole. The valve rotor defines a pair of valve members that close the through-holes when the bypass valve is fully closed. When the valve rotor begins to rotate toward an open position, first the valve members open the through-holes to connect the two bypass sectors, and then the bypass flow passages begin to open.

Abstract: Methods and systems are provided for adjusting flow of exhaust gas from downstream of an exhaust turbine outlet to an exhaust gas aftertreatment device inlet via a compact turbine outlet cone with adjustable swirl vanes. Exhaust flow reaching the exhaust gas aftertreatment device is adjusted based on a desired exhaust gas temperature and exhaust gas flow rate at the aftertreatment device. During cold start conditions, the swirl vanes may be closed to concentrate exhaust gas flowing towards a portion of the aftertreatment device while after attainment of aftertreatment device light-off temperature, the position of the swirl vanes may be adjusted to introduce turbulence and homogeneity to exhaust flow reaching the exhaust aftertreatment device.

Abstract: A turbocharger turbine section is disclosed. The turbine may include a first swing vane rotatably coupled with a first pin that may include a first leading edge, a first trailing edge, a first exhaust side edge extending between the first leading edge and the first trailing edge and a first bearing side edge extending between the first leading edge and the first trailing edge. Furthermore, the turbine may include a second swing vane rotatably coupled with a second pin that may include a second leading edge, a second trailing edge, a second exhaust side edge extending between the second leading edge and the second trailing edge and a second bearing side edge extending between the second leading edge and the second trailing edge. Moreover, the turbine may include an exhaust side nozzle wall, a bearing side nozzle wall opposite the exhaust side nozzle wall and a turbine wheel.

Abstract: A lubrication system and method for an engine are provided. In some embodiments, the lubrication method comprises driving a lube pump with a gearbox in a power drive housing, the gearbox including an expander shaft of an expander of a waste heat recovery system; suctioning lubrication fluid, with the lube pump, from a lube sump in the power drive housing; lubricating, with the lubrication fluid, an expander shaft bearing supporting the expander; and after lubricating the expander shaft bearing, transferring the lubrication fluid to the lube sump.waste heat recovery power drive and lubrication system therefor.

Abstract: A device and method are provided for automatically adjusting torque transmitting ability of a hydrodynamic coupling in a transmission arranged between a power turbine and a crank shaft in a turbocompound combustion engine. The method includes continuously registering a value for one or several of: a. engine load parameter for the combustion engine and/or, b. temperature in the combustion engine and/or, c. parameters for indicating NVH in the transmission; If parameters a to c have passed a predetermined value for each of the parameters, then braking a power turbine side of the hydrodynamic coupling and continuously adjusting said torque transmitting ability of the hydrodynamic coupling in dependence of the development of the parameters a to c. Increased control of the transmission and engine performance, especially lower noise and exhaust emissions, and accelerated heating of the engine during cold starts, but also better auxiliary braking, can be provided.

Abstract: An engine system 10A is characterized by having a first electrolyzing device 11A for electrolyzing water into hydrogen and oxygen, an engine 12 which runs on the combustion of a mixed gas of the hydrogen and oxygen generated by the first electrolyzing device 11A, a battery 14 for storing electricity, a boosting coil 16 for boosting the voltage of electricity stored in the battery and supplying the boosted high-voltage electricity to the first electrolyzing device 11A and ignition plugs of the engine 12, and an alternator 15 for generating electricity from the running of the engine and supplying the generated electricity to the battery 14. The engine system can be driven by simply replenishing water without requiring construction of refilling stands or replacement of tanks.

Abstract: A compound engine assembly having an engine core including at least one internal combustion engine in driving engagement with an engine shaft, a compressor having an outlet in fluid communication with an inlet of the engine core and including at least one rotor rotatable about an axis coaxial with the engine shaft, the engine shaft in driving engagement with the compressor rotor, and a turbine section having an inlet in fluid communication with an outlet of the engine core and including at least one rotor engaged on a rotatable turbine shaft, the turbine shaft configured to compound power with the engine shaft. The turbine and engine shafts are parallel to and radially offset from one another, and the turbine shaft and the axis of the compressor rotor are parallel to and radially offset from one another. A method of driving a rotatable load of an aircraft is also discussed.

Abstract: A system includes a cast mounting tower having an upper portion configured to support an engine, a generator, or any combination thereof and a plurality of ribs coupled to and supporting the upper portion of the mounting tower. The plurality of ribs extend from the upper portion in a direction crosswise to the upper portion, the upper portion and the plurality of ribs are integrally coupled as a one-piece structure of the cast mounting tower, and the cast mounting tower is configured to couple to a frame.

Abstract: Variable compression ratio engines and methods for homogeneous charge, compression ignition operation. The engines effectively premix the fuel and air well before compression ignition. Various embodiments are disclosed including embodiments that include two stages of compression to obtain compression ratios well above the mechanical compression ratio of the engine cylinders for compression ignition of difficult to ignite fuels, and a controllable combustion chamber volume for limiting the maximum temperature during combustion. Energy storage with energy management are also disclosed.

Abstract: An engine wash manifold assembly for delivering wash liquid to an engine with a radial air passage includes a feeder body, an inlet on the feeder body to receive wash fluid, a first nozzle in fluid communication with the feeder body and configured to direct wash fluid into the radial passage, and a securing device configured to support the feeder body relative to a mounting location.

Abstract: The invention relates to an exhaust-gas turbocharger (1) having a compressor housing (3), having a bearing housing (28) which can be connected at one end to the compressor housing (3) by means of a first fastening device (19), and having a turbine housing (2) which can be connected to the bearing housing (28) at the other end of the latter by means of a second fastening device (20), with the compressor housing (3), the bearing housing (28) and the turbine housing (2) extending along an exhaust-gas turbocharger longitudinal axis (R), wherein the first fastening device (19) is designed as a plug-and-twist connecting device.

Abstract: An acoustic panel intended to be fixed internally to a fan casing of a turbojet engine, including an exterior face and an interior face which are curved about an axis, and two axially opposed transverse faces, the exterior curved face having at least one first recess on the side of a first transverse face and at least one second recess on the side of the opposite transverse face, said recesses each an attachment, in which said recesses do not open onto the interior curved face of the panel. Also covered are the turbojet engine including these panels and the method of mounting them.

Abstract: A pipe arrangement for a turbomachine is provided having a fluid pipe for guiding fluids and a coupling element for coupling the fluid pipe to a temperature affected component. The coupling element is configured to provide a first connection between the coupling element and the component by a first end of the coupling element. The coupling element provides also a second connection between the coupling element and a first surface section of the fluid pipe by a second end of the coupling element. Furthermore, the coupling element has a sleeve portion surrounding a second surface section of the fluid pipe and being spaced apart to the second surface section of the fluid pipe. A fluid inlet or outlet arrangement is also provided having such a pipe arrangement and also a gas turbine engine having such a pipe arrangement.

Abstract: When A denotes a required oil lower limit amount for one bearing near an oil supply source, and B and C respectively denote a required oil lower limit amount and a safety surplus oil amount for the other bearing away from the source, an amount of oil equal to A+B+C is supplied from the source and a hole diameter and the number of first oil holes are set such that an amount of oil to be supplied to the one bearing is equal to the amount A. Thus, the oil with the amount A can be securely supplied to the one bearing. Also, oil with the sum of the amounts B and C is supplied to the other bearing so that the oil with the amount B can be securely supplied to the other bearing which tends to receive oil insufficiently because of its remoteness from the source.

Abstract: A thermal protection device for equipment positioned in an engine compartment of an aircraft turbomachine is disclosed. The device comprises at least one heat shield arranged at least partially between the equipment and a thermally radiative wall of the engine compartment exposed to a heating source. The heat shield comprises an air-channeling elements connected to a cooling air source and configured to direct cooling air toward the equipment.

Abstract: A shroud retention system may generally include a shroud hanger and first and second hooked components extending from an outer hanger wall of the hanger. The first hooked component may include a first wall extending from the outer hanger wall and a first rail extending from the first wall. The second hooked component may include a second wall extending from the outer hanger wall and a second rail extending from the second wall. In addition, the system may also include a shroud segment having a shroud wall configured to be positioned radially between the outer hanger wall and the first and second rails. Moreover, the system may include a retention spring positioned within a radial space defined between the outer hanger wall and the first and second rails that is configured to apply a radial spring force against the shroud segment.

Abstract: A gas turbine engine includes a compressor portion, a combustor fluidly connected to the compressor portion via a primary flowpath, and a turbine portion fluidly connected to the combustor via the primary flowpath. The turbine section includes a first turbine portion and a second turbine portion. The second turbine portion is at a low pressure relative to the first turbine portion. A first turbine shaft is supported relative to a second turbine shaft by a first bearing, the first bearing having an inner diameter and an outer diameter, with the inner diameter of the first bearing being connected to one of the first shaft and the second shaft and the outer diameter of the first bearing being connected to the other of the first shaft and the second shaft.

Abstract: A fuel manifold and fuel injector arrangement has a fuel manifold and at least one fuel injector. The fuel injector has main and pilot fuel nozzles. The fuel manifold has at least one fuel pipe segment and each fuel pipe segment has an outer pipe, an intermediate pipe arranged within the outer pipe and an inner pipe arranged within the intermediate pipe. A thermally insulating medium is provided in a chamber defined between the outer pipe and the intermediate pipe. The chamber between the intermediate pipe and the inner pipe is fluidly connected to a first fuel supply and the chamber within the inner pipe is fluidly connected to a second fuel supply. The at least one pilot fuel nozzle is fluidly connected to the chamber between the intermediate pipe and the inner pipe and the main fuel nozzle is fluidly connected to the chamber within the inner pipe.

Abstract: An exhaust gas turbocharger may include a compressor housing and a turbine housing. The turbine housing may be connected to the compressor housing via a plurality of spacer pins composed of a heat-insulating material. The plurality of spacer pins may respectively include a head and at least one axial pin.

Abstract: A gas turbine engine comprises a main fan that delivers air into a bypass duct and into a core engine. A heat exchanger is positioned within the bypass duct and receives a fluid to be cooled from a component associated with the gas turbine engine. A heat exchanger fan is positioned to draw air across the heat exchanger and a control for the heat exchanger fan. The control is programmed to stop operation of the fan during certain conditions, and to drive the heat exchanger fan under other conditions. A method of forming a heat exchanger is also disclosed.

Abstract: A system and method of detecting an uncontrolled high thrust (UHT) condition in a turbofan gas turbine engine includes processing data to determine when a current commanded fan speed value is greater than a predetermined speed value. A current UHT commanded fan speed value is processed to determine if it will cause a target fan speed value to increase, remain steady, or decrease. The target fan speed value is set equal to the current UHT commanded fan speed value when the current UHT commanded fan speed value will cause the target fan speed value to increase or remain steady, and to a deceleration threshold value when the current UHT commanded fan speed value will cause the target fan speed value to decrease. An uncontrolled high thrust alert signal is generated when actual engine fan speed exceeds the target fan speed value by a predetermined amount for a preset time period.

Abstract: A combined cycle power plant system that includes: a gas turbine operably connected to a heat recovery steam generator; a first controller for optimizing a shutdown operation defined between an initiating shutdown command and a terminating event, wherein the first is controller configured to execute the steps of: receiving the shutdown initiating command; receiving operating parameters measured by sensors for each of a first component and a second component of the combined cycle power plant, and, based thereupon, determining a current state for each of the first and the second component; based on the current state, deriving an optimized shutdown operating mode for transitioning the first component and the second component from the current state to a shutdown state.

Abstract: The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration. The method may include: classifying a plurality of control regions depending on an engine speed and an engine speed; applying a maximum duration to an intake valve in a first control region; maintaining the maximum duration of the intake valve and controlling the exhaust valve to reach a maximum duration in a second control region; advancing intake valve closing (IVC) timing and exhaust valve closing (EVC) timing in a third control region; controlling the IVC timing to be close to bottom dead center (BDC) in a fourth control region; controlling a throttle valve to be fully opened and controlling the IVC timing to an angle after BDC in a fifth control region; and controlling the throttle valve to be fully opened and advancing the IVC timing in a sixth control region.

Abstract: A method of controlling intake and exhaust cam phase in an internal combustion engine for optimal HVAC performance in a motor vehicle includes requesting a cabin heating value, sensing an engine speed and an engine load of the internal combustion engine, utilizing the cabin heating value, the engine speed and the engine load in one or more lookup tables to determine intake phaser constraint values and exhaust phaser constraint values for cabin heating, and transitioning the intake phaser constraint values and the exhaust phaser constraint values for cabin heating to intake phaser constraint values and exhaust phaser constraint values based on one or more lookup tables for normal operation without a cabin heating request.

Abstract: A system and method for determining the quality of natural gas is provided. The system includes a fuel line for communicating natural gas to an engine. An infrared light source is disposed along the fuel line and is configured to emit a beam of infrared light into the fuel line having a wavelength of 6 to 10 micrometers. An infrared light detector detects a transmission value of the natural gas as the beam of infrared light passes through the fuel line. A natural gas quality module receives the transmission value from the infrared light detector and determines a quality value of the natural gas based on an amount of infrared light absorbed by methane in the natural gas. An engine control module, including a feed-forward control loop, receives the quality value from the natural gas quality module and alters an operating parameter of the engine in response thereto.

Abstract: A propane injection system for supplementing gasoline or diesel engines in vehicles such as automobiles and marine vessels. The invention would also be appropriate for use in turbines and jet engines by providing a secondary fuel source for improved fuel economy. A propane tank is mounted into the vehicle, such as within a cavity within the trunk of an automobile, and is connected to the air intake, exhaust, and turbo charger of the vehicle's stock engine system. A switch is used to activate the injection of propane directly into the engine cycle at two points to increase engine performance. The switch could be incorporated into an existing switch, such as the cruise control of an automobile, and may be canceled by depressing the brake pedal of the vehicle.

Abstract: Various methods and systems are provided for an engine with an exhaust gas treatment system. In one example, under a first condition, a first fuel is delivered for combustion in the engine. Under a second condition, a second fuel is delivered for combustion in the engine, the second fuel different than the first fuel. Under a third condition, the first fuel is delivered as a reductant for the exhaust gas treatment system.

Abstract: A method for analyzing a driving pattern of a vehicle includes setting a driving pattern measurement condition, measuring a driving pattern, deducing an engine operating region for the measured driving pattern from an engine control map, calculating each weighting determined according to a distance from the measured driving pattern to each vertex of the engine operating region, accumulating each calculated weighting for each coordinate of the engine operating region, determining whether a current measurement condition departs from the set measurement condition, and calculating a weighting factor for each coordinate under the set measurement condition when the current measurement condition departs from the set measurement condition, wherein, in the step of deducing an engine operating region, the engine operating region refers to a virtual block defined by four vertex coordinates of a pixel, in which the measured driving pattern is present, in the engine control map.

Abstract: A hybrid electric vehicle includes an internal combustion engine configured to provide power to traction wheels, and a controller. The controller is configured to, in response to the engine being off and a power request exceeding an engine-start threshold, delay an engine start when vehicle speed is below a predetermined value. Delaying an engine start may include providing an engine-start-threshold offset. The offset decreases as vehicle speed increases. The engine is started when the power request exceeds a sum of the engine-start threshold and the engine-start-threshold offset.

Abstract: A method for operating an internal combustion engine in an idle mode, in which an ignition angle and/or an air quantity of the internal combustion engine is influenced and/or is modified as a function of an idle rotation speed of the internal combustion engine. The ignition angle and/or the air quantity and/or a fuel quantity for at least one combustion chamber of the internal combustion engine is modified as a function of at least one variable characterizing a combustion event in the combustion chamber.

Abstract: A combustion control apparatus for an internal combustion engine includes a spark plug for performing spark ignition of an air-fuel mixture in the combustion chamber, a plurality of coil pairs for generating spark discharge in the spark plug, and a fuel injection valve capable of injecting atomized fuel. Atomized fuel is injected into the intake passage, and a homogeneous lean air-fuel mixture is formed in the combustion chamber. The air-fuel ratio of the air-fuel mixture in the combustion chamber is controlled to be leaner than a predetermined lean air-fuel ratio. A spark discharge start timing and a spark discharge continuation time period are controlled using the plurality of coil pairs. The spark discharge start timing is set to a timing advanced from the spark discharge start timing for igniting a stratified lean mixture, such that the air-fuel ratio in the vicinity of the spark plug is relatively small.

Abstract: An engine control system for a vehicle includes a flowrate module, first and second mass fraction calculating modules, and an actuator control module. The flowrate module determines a mass flowrate of exhaust gas recirculation (EGR) to an engine. The first mass fraction calculating module, based on the mass flowrate of EGR, determines a first mass fraction of recirculated exhaust gas relative of a first gas charge for a first combustion event of the engine. The second mass fraction calculating module determines a second mass fraction of recirculated exhaust gas of a second gas charge for a second combustion event of the engine based on an average of the first mass fraction and one or more other values of the first mass fraction determined for other combustion events, respectively. The actuator control module selectively adjusts an engine operating parameter based on the second mass fraction.

Abstract: An engine includes an exhaust gas recirculation system with a high pressure exhaust gas recirculation loop and a low pressure exhaust gas recirculation loop, and an air charging system. A method of controlling the air charging system includes monitoring an actual exhaust gas recirculation rate, operating conditions of a compressor and turbine in the air charging system. A compressor flow is determined based on a target exhaust gas recirculation rate, a target intake manifold pressure and the actual exhaust gas recirculation rate. A power requested by the compressor is determined based on the compressor flow, the target intake manifold pressure, and the monitored operating conditions of the compressor. A power to be generated by the turbine is determined based upon the power requested by the compressor. A turbine flow is determined based upon the power to be generated by the turbine and the monitored operating conditions of the turbine.

Abstract: In an engine, a controller is configured to fully close the opening of EGR valve when a cut condition is satisfied and variably control the opening when a cut release condition is satisfied. An operating zone is defined as a zone surrounded by a characteristic curve indicating a relationship between rotation speed and torque. The operating zone comprises a high operating zone containing an NTE zone, and a low operating zone that is set at a lower torque side and at a lower rotation speed side with respect to the high operating zone. The cut condition is that an operating condition specified by the rotation speed and the torque is kept within the low operating zone during a predetermined time or more. The cut release condition is that the operating condition falls within the high operating zone.

Abstract: A control device includes a cylinder pressure sensor, a driving condition detector, a reference crank angle setter, a reference cylinder pressure calculator, an EGR ratio estimator, and a controller. The cylinder pressure sensor detects a cylinder pressure inside a cylinder. The driving condition detector detects a driving condition in an internal combustion engine. The reference crank angle setter calculates, according to the driving condition, a reference crank angle immediately before which mixture gas starts combusting. The reference cylinder pressure calculator calculates a reference cylinder pressure at the reference crank angle based on temperature characteristics of a heat capacity ratio of the mixture gas under a condition. The EGR ratio estimator calculates an EGR ratio based on a pressure difference between the reference cylinder pressure and the cylinder pressure at the reference crank angle. The controller controls the internal combustion engine according to the EGR ratio.

Abstract: Methods are provided for controlling a vehicle engine to improve engine efficiency utilizing onboard water condensate. In one example, condensate is collected from cooling air routed into an engine, and injected into one of a plurality of locations based on engine operating conditions to keep NOx in combustion gases below desired amounts and to avoid ignition knock in said engine. In this way, condensate build-up in the CAC is advantageously utilized, engine performance and efficiency may be improved, and harmful emissions may be reduced.

Abstract: Methods and systems are provided for detecting cylinder air-fuel imbalance. In one example, a method may include adjusting engine operation based on an indication of cylinder air-fuel imbalance. The imbalance may be detected based on output from a second exhaust gas sensor and a plurality of individual cylinder weighting factors, the second sensor located in an exhaust system downstream of a first sensor located in the exhaust system.

Abstract: An internal combustion engine to which the apparatus is applied is a multi-cylinder internal combustion engine that includes a passage injection valve and a cylinder injection valve and that can use gasoline and alcohol as fuel. The apparatus performs abnormality determination for a determination object device, based on a detection signal of an oxygen sensor provided in an exhaust passage of the internal combustion engine. The concentration sensor detects alcohol concentration ALp of the fuel in a first fuel passage through which the fuel is fed to the passage injection valve, and alcohol concentration ALd of the fuel in a second fuel passage through which the fuel is fed to the cylinder injection valve. When a difference ?AL between the alcohol concentrations ALp, ALd is a determination value or greater (S13: YES), the execution of the abnormality determination is prohibited (S12).

Abstract: A blow-by gas returning (BGV) apparatus includes a blow-by gas storage unit, a throttle device placed in an intake passage, a BGV passage for allowing blow-by gas to flow to the intake passage downstream of the throttle device for recirculation, and a PCV valve for regulating a flow rate of blow-by gas. An abnormality diagnosis device includes an air flow meter to detect an intake amount in the intake passage upstream of the throttle device and an electronic control unit (ECU) for diagnosis. The ECU controls the PCV valve to a first opening degree and a second opening degree when an engine is during deceleration fuel cut, and diagnoses abnormality of the BGV apparatus based on a first intake amount detected under control with the first opening degree and a second intake amount detected under control with the second opening degree.

Abstract: A method of improving fuel efficiency and an apparatus for operating a vehicle that performs the method are provided. The apparatus includes a storing unit that stores control plans for a fuel injection system and an intake/exhaust system that optimize responsiveness of an engine for a plurality of driving modes. A catalyst temperature obtaining unit obtains a catalyst temperature and an operation period determining unit determines an operation period of an engine based on rpm of the engine and an amount of fuel consumption. A driving mode determining unit determines any one of the driving modes as a current driving mode based on the catalyst temperature, the operation period, and present time. Additionally, a controller is configured to access a control plan that corresponds to the current driving mode and operate the fuel injection system and the intake/exhaust system based on the control plan corresponding to the current driving mode.

Abstract: Disclosed is an injector controlling method using an opening duration. The injector controlling method using an opening duration converts a target fuel quantity into an opening duration and sets relationship between the opening duration and an injector actuation signal in order to control the fuel quantity of injectors more accurately.

Abstract: A cylinder head cover for a cylinder head of a piston engine may include a cover body for mounting on the cylinder head. The cover body may include a cover body section and a first longitudinal side edge disposed opposite a second longitudinal side edge. An outer cover seal may seal off the cover body from the cylinder head and extend completely around along an outer edge of the cover body. A securing bridge may be fitted over the cover body on an outer side along the cover body section from the first longitudinal side edge of the cover body to the second longitudinal side edge.

Abstract: On a piston top surface, a cavity and two valve recesses are formed. On the piston top surface, a first heat insulating film is formed. However, on edge portions, a second heat insulating film different from the first heat insulating film is formed. The second heat insulating film is formed along the edge portions. The first heat insulating film is composed of porous alumina and a sealer. The second heat insulating film is composed of only porous alumina.

Abstract: A piston for a diesel engine is prepared as a piston for a direct injection engine, a cavity face of the piston is grinded, and a squish face thereof is masked. Next, a high-purity aluminum coating is formed on the cavity face, and the masking of the squish face is removed and the entire area of the piston top face is subjected to an anodizing treatment. Thereafter, the cavity face is masked, and the squish face is subjected to a sealing treatment.

Abstract: An assembly includes a cylinder having a bore diameter, and a piston disposed within the cylinder. The piston is provided with a top land and a top ring groove. The top land and the cylinder are provided with a tight top land clearance. The ratio of the top land height to the bore diameter is less than or equal to 0.075.

Abstract: A composite cylinder block comprises an inner component defining one or more cylinder bores and main bearing supports of a crankshaft, and an outer component defining an upper crankcase, the inner component being inserted in the outer component, and being rigidly attached thereto. The arrangement provides a comparatively lightweight and rigid cylinder block.

Abstract: A gas turbine engine has a core engine and a nacelle having a cowl translatable along the axis of the engine from a stowed position to a deployed position, A thrust reverser cascade extends circumferentially about the engine axis. To obviate the need for additional blanking cascades the cowl has a forwardly extending tongue that in the deployed position of the cowl is at the same axial position as the thrust reverser cascade.