Abstract: An exhaust pipe structure includes a first pipe portion, a second pipe portion, and a third pipe portion. The first pipe portion is arranged below a floor panel of the vehicle, and extends in a horizontal direction in a vehicle side view. The second pipe portion communicates with a front end of the first pipe portion, and has a bottom portion recessed downward below a lower end of the from end and a top portion protruding downward below an upper end of the front end. The third pipe portion communicates with a rear end of the first pipe portion, and has a bottom portion recessed downward below, a lower end of the rear end and a top portion protruding downward below an upper end of the rear end.

Abstract: An exhaust purification apparatus for an internal combustion engine is provided with an NOx storage and reduction type catalyst in an exhaust passage. The NOx storage and reduction type catalyst comprises a base member, an upstream side coat layer arranged on the base member, and a downstream side coat layer arranged at a downstream side in the direction of exhaust flow from the upstream side coat layer. The upstream side coat layer does not include a Ce-containing oxide but includes a precious metal catalyst. The downstream side coat layer contains a Ce-containing oxide and precious metal catalyst. A length of the upstream side coat layer is a length of 5 to 62.5% of the total length of the upstream side coat layer and the downstream side coat layer, while the remaining part of the coat layer aside from the upstream side coat layer is the downstream side coat layer.

Abstract: A mobile emissions control system is provided for diesel engines operated on ocean-going ships at-berth. The emissions control system comprises two essential elements: an emissions capturing system and an emissions control system. The emissions control system may be mounted on a towable chassis or mounted on a barge, allowing it to be placed alongside ocean-going ships at-berth. The emission capturing system captures exhaust from a ship's diesel engine and conducts it into the emissions control system, which cleans the exhaust and then passes clean air into the atmosphere through an exhaust outlet.

Abstract: The present invention is directed to address the following problem: in an exhaust gas purification catalyst comprising a dual catalyst of a combination of a startup catalyst and an underfloor catalyst, reduction in the gas diffusivity of the underfloor catalyst results in reduction in the use efficiency of a catalytic active site, resulting in reduction in purification performance. The present invention relates to an exhaust gas purification catalyst comprising a dual catalyst of a combination of a startup catalyst and an underfloor catalyst having a catalyst coating where a large number of voids are included, wherein high-aspect-ratio pores having an aspect ratio of 5 or more account for a certain rate or more of the whole volume of the voids, to thereby enhance the purification performance of the catalyst.

Abstract: The problem of the present invention is to provide an exhaust gas purification catalyst which can exhibit sufficient purification performance under a high Ga condition while having a resistance to stress such as high-temperature and poisonous substances. The present invention relates to an exhaust gas purification catalyst comprising two or more catalyst coating layers on a substrate, wherein a lower catalyst coating layer that is present lower with respect to an uppermost catalyst coating layer has a structure where a large number of voids are included and high-aspect-ratio pores having an aspect ratio of 5 or more account for a certain proportion or more of the whole volume of voids, thereby to improve gas diffusivity in the lower catalyst coating layer.

Abstract: An exhaust gas aftertreatment unit includes a selective catalytic reduction device that treats engine exhaust gas, a connecting pipe that guides the engine exhaust gas to the reduction device, a reducing agent injection device disposed on the connecting pipe to inject a reducing agent into the exhaust gas, and a cooling water flowpath that guides cooling water to an internal flowpath of the injection device. The cooling water path includes a first flowpath joined with the internal flowpath, second and third flowpaths branching off from the first flowpath, and a branching point where the first flowpath branches into the second flowpath and the third flowpath is positioned higher than a connecting portion of the injection device and the first flowpath. The third flowpath extends further upward than the second flowpath from the branching point. The second and third flowpaths merge on an opposite side of the branching point.

Abstract: An actuator includes a slider intended to actuate a gate, movable between first and second positions, and an urging member to apply an urging force to drive the slider towards a first position when a temperature of the urging member is greater than a predetermined value. The actuator includes an elastic member that applies on the slider a return force towards a second position. The return force is less than the urging force. The urging member is a helical member with shape memory, and is ductile when its temperature is less than the predetermined value, and is formed towards a predefined helical shape when its temperature is greater than the predetermined value.

Abstract: The present invention is provided with: a SOx purge control unit that executes catalyst regeneration processing that maintains the temperature of a NOx occlusion/reduction catalyst at a prescribed recovery temperature; a catalyst temperature estimation unit that estimates catalyst temperature on the basis of the amount of unburnt fuel contained in exhaust and of a catalyst heat generation amount; a second exhaust temperature sensor that is arranged further to an exhaust downstream side than the catalyst and that detects exhaust temperature; and a heat generation amount correction value setting unit that, during the execution of the catalyst regeneration processing, on the basis of an estimated catalyst temperature estimated by the catalyst temperature estimation unit and of an actual exhaust temperature detected by the second exhaust temperature sensor, obtains a heat generation amount correction value that is used to correct the heat generation amount of the catalyst.

Abstract: An apparatus includes a stored reductant determination circuit structured to determine an amount of stored reductant in a component of an exhaust aftertreatment system, and a fuel mode economy circuit structured to control an amount of reductant added to the exhaust aftertreatment system during an engine idle mode of operation based on the amount of stored reductant.

Abstract: A reductant delivery unit (RDU) for a selective catalytic reduction system, including a housing; a fluid inlet disposed at an upper portion of the housing; a fluid return outlet; a fluid nozzle outlet disposed at a lower portion of the housing; an injector disposed within the housing and configured to receive fluid from the fluid inlet and selectively discharge the fluid from the fluid nozzle outlet; and at least one fluid passageway disposed within or around the housing. The fluid passageway provides fluid communication along a first fluid path between the fluid inlet and the fluid nozzle outlet and along a second fluid path between the fluid inlet and the fluid return outlet so that the same fluid discharged by the injector is also used as a coolant for the RDU.

Abstract: An internal combustion engine, in particular for a vehicle, is provided. The internal combustion engine has a crankcase, a cylinder head, a coolant feed line, a cooling channel branching line, a first coolant channel which runs at least partly through the cylinder head, and a second coolant channel which runs at least partly through the crankcase. The coolant feed line is connected to the cooling channel branching line to supply coolant. The first and second coolant channels are each connected to the cooling channel branching line to be supplied with coolant from the cooling channel branching line. The cooling channel branching line is equipped with a temperature-sensitive current regulating device which is configured to variably adjust the ratio of the coolant volumetric flow rates that are from the cooling channel branching line into the first and second coolant channels over a range on the basis of the temperature.

Abstract: A prechamber ignition device in an internal combustion engine is provided having a body piece formed of a first type of material and a tip piece formed of a second type of material. A distal end of the body piece has a cladding, which may be of the second type of material, for preventing corrosion of the first type of material from which the body piece is formed.

Abstract: An intake air control device includes: an intake air flow channel that includes an air flow pipe furcated into multiple branch flow channels that communicate with the same combustion chamber; an intake air valve provided to the air flow pipe to adjust an opening degree of the air flow pipe in accordance with a rotation angle thereof; a swirl valve provided to any one of the multiple branch flow channels to adjust an opening degree of the branch flow channel in accordance with a rotation angle thereof; and a cam plate that is rotatable and has a first cam slot. The intake air valve has a first protrusion inserted in the first cam slot. The first cam slot has a first rotation section within which the first protrusion slides and rotates about the rotational shaft of the intake air valve in response to rotation of the cam plate.

Abstract: A supercharged internal combustion engine has a supercharger operable to selectively supply a mass of air from below through above atmospheric air pressure according to the operating requirements of the engine. The supercharger has a shuttle combined with a throttle valve that controls the mass of air directed to an air mass bypass opening and supplied to the internal combustion engine. The shuttle has rollers that ride on rails that allow the shuttle to move to open and close the air mass bypass opening in communication with a casing that directs a mass of atmospheric air and a bypass mass of air interfused with the mass of atmospheric air to an air mass inlet of the supercharger.

Abstract: A spacer is disposed between a rotor and a bearing of an electric supercharger to fix the rotor. The spacer has a tapered surface with a diameter decreasing toward the bearing in an outer circumferential surface of the spacer. An area of an end surface of the spacer on a rotor side is larger than an area of an end surface of the spacer on a bearing side. A balance correction part that corrects balance of the spacer is disposed inside a recess formed in the end surface. A region of the end surface located on an outer side of the recess relative to a central axis of the spacer constitutes a surface coming in contact with the rotor.

Abstract: A hydrogen fueled powerplant including an internal combustion engine that drives a motor-generator, and has a two-stage turbocharger, for an aircraft. A control system controls the operation of the motor-generator to maintain the engine at a speed selected based on controlling the engine equivalence ratio. The control system controls an afterburner, an intercooler and an aftercooler to maximize powerplant efficiency. The afterburner also adds power to the turbochargers during high-altitude restarts. The turbochargers also include motor-generators that extract excess power from the exhaust.

Abstract: A valve control device includes a drive circuit for supplying a drive signal to an actuator adjusting an opening degree of a valve via a prescribed transmission line, generates a PWM signal on the basis of a target opening degree supplied from the outside and a sensor signal that indicates a real opening degree of the valve, and supplies the PWM signal to the drive circuit. The valve control device includes a disconnection detection unit which detects, on the basis of the PWM signal and a monitor signal of the drive signal, whether the transmission line is disconnected.

Abstract: An apparatus for reducing flow noise in a commercial engine vehicle includes an actuator into which first compressed air generated according to operation of an accelerator pedal and second pressed air generated from an air tank of a vehicle are selectively introduced. The apparatus also includes a lift plate moving up and down in the actuator by a pressure of the first or second compressed air introduced thereinto. The apparatus also includes a waste gate valve operated by a pressure according to the up and down movement of the lift plate in the actuator, in order to bypass exhaust gas in a turbine when the waste gate valve is opened.

Abstract: A water injection device of an internal combustion engine is provided. The water injection device includes a water tank for storing water, and a delivery element for delivering the water. The delivery element is connected to the water tank. The water injection device further includes at least one water injector for injecting water. The at least one water injector is connected to the delivery element. The water injection device further includes a pressure sensor, which is arranged in a line region between the delivery element and the water injector, and a control unit, which is designed to determine, on the basis of pressure data of the pressure sensor, a formation of vapour in the aforementioned line region when the water injector is closed and the delivery element is deactivated.

Abstract: The apparatus is directed toward improving compression ratios relating to the crank angle positions, generating higher variable compression during the expansion cycle. An internal combustion engine is disclosed. This invention is directed toward retaining the highest compression ratio available during the expansion cycle without increased fuel consumption. The apparatus comprising of three basic components: a conventional and eccentric half of crank pin with radially displaced centerline section, two piston rods and an articulated connecting rod end. The piston is linked to this piston rod assembly. Applied dimensions of said components provide virtual infinite variations of compression curves.

Abstract: Engine mounted trim part for a vehicle engine comprising a fibrous carrier layer and at least one mounting system for mounting the trim part to a vehicle engine characterised in that the mounting system is built such that it can form a vibration-coupled connection upon mounting to the engine and the fibrous carrier layer is at least self-damping such that it can dampen the vibrational energy.

Abstract: The present disclosure relates to a novel gas turbine having applications, for example, in thermal power generation in an environmentally friendly manner. In various embodiments, the present disclosure provides a multiloop gas turbine with enhanced efficiency close to Ericsson/Carnot Cycle and a method of operating the multiloop gas turbine.

Abstract: A gas turbine engine includes a compressor section and turbine section. The gas turbine engine of the present disclosure is a relatively small gas turbine engine, configured to generate less than 2,000 horsepower during peak operations. The compressor section defines an overall compressor ratio of at least 15:1 in order to increase in overall efficiency of the gas turbine engine.

Abstract: A non-metallic tailcone in a tip turbine engine includes a tapered wall structure disposed about a central axis. The non-metallic tailcone is fastened to a structural frame in the aft portion of the tip turbine engine. The tip turbine engine produces a first temperature gas stream from a first output source and a second temperature gas stream from a second output source. The second temperature gas stream is a lower temperature than the first temperature gas stream. The second temperature gas stream is discharged at an inner diameter of the tip turbine engine over an outer surface of the tailcone. Discharging the cooler second temperature gas stream at the inner diameter allows a non-metallic to be used to form the tailcone.

Abstract: The present invention relates to a process of storing energy through the conversion of thermal energy and subsequent power generation by means of a gas turbine set with compressor (1), expander (6) and power generator (8), with at least one (3) and with a second (4) low-temperature reservoir, and a high-temperature reservoir (5) with bulk material as the heat storage medium (11), characterized in that, the electric energy is stored in the form of high-temperature heat above the turbine outlet temperature TOT in a thermal reservoir (5), that during the power generation phase a compressed gas from the compressor (1) is heated in a low-temperature reservoir (3, 4) to a temperature near the turbine outlet temperature TOT and subsequently heated in a high-temperature reservoir (5) with stored heat from electric power to a temperature level of at least the turbine inlet temperature TIT, and that the ratio between the bed height in flow direction and the mean particle diameter of the bulk material (11) in the

Abstract: An energy generation system for generating energy to be supplied to a chip zapping unit of for example a gas turbine engine comprises an ignition system, e.g. that of the gas turbine engine, the ignition system having an energy output and configured to supply operational energy to the energy output, and the chip zapping unit having an energy input, the energy input coupled to the energy output of the ignition system to receive the operational energy therefrom. Such an energy generation system generates the operational energy needed for the chip zapping unit directly from the ignition system thus avoiding pulse generation circuitry inside an electronic control unit.

Abstract: A system includes a combustor assembly which receives a fuel-oxidant mixture. The system includes a control valve which controls a fuel flow into the combustor assembly. The system includes one or more sensors which measure one or more properties. The system includes a controller communicatively coupled to the one or more sensors and the control valve. The controller receives data from the one or more sensors indicative of operating conditions of the combustor assembly. The controller determines a predicted fuel flow for a first fuel line of a plurality of fuel lines based in part on the data received from the one or more sensors. The controller calculates a difference between a commanded fuel flow and the predicted fuel flow. The controller adjusts an operation of the control valve associated with a gas turbine engine when the difference is greater than a threshold.

Abstract: A variable valve train for an engine is provided that includes a plurality of electric variable valve mechanisms, a single drive circuit used to drive at least two of the plurality of electric variable valve mechanisms, and a controller provided separately from the drive circuit and configured to control the drive circuit. The drive circuit is integrated with at least one of the at least two electric variable valve mechanisms.

Abstract: An object of the present invention is to provide a variable mechanism apparatus for an internal combustion engine capable of preventing a crown surface of a piston and intake and exhaust valves from interfering with each other or sufficiently acquiring an internal EGR effect during an exhaust stroke when a piston position at a compression top dead center is raised to achieve a high mechanical compression ratio. The variable mechanism apparatus is configured to set a piston position at an intake (exhaust) top dead center to a lower position than the piston position at the compression top dead center by a variable compression ratio mechanism.

Abstract: A machine includes an engine and a governor operable to control an operating speed of the engine along a first droop curve such that the operating speed is a function of an operating load of the engine. The first droop curve includes a first region that defines a first slope, a second region that defines a second slope different from the first slope, and a transition point located at an intersection of the first region and the second region. The machine further includes a controller in communication with the governor. The controller is configured to determine an average operating load of the engine over a predetermined time period, adjust the location of the transition point based at least in part on the average operating load to create a second droop curve, and operate the engine based on the second droop curve.

Abstract: Methods and arrangements for transitioning an engine between a deceleration cylinder cutoff (DCCO) state and an operational state are described. In one aspect, transitions from DCCO may begin with reactivating cylinders to pump air to reduce the pressure in the intake manifold prior to firing any cylinders. The number of pumping cycles, if any, is based on intake manifold absolute pressure (MAP).

Abstract: A method to diagnose post air charger compressor icing obstructions without the addition of a post compressor pressure sensor. The method detects when conditions exists for icing to occur and performs at least one icing mitigation strategy when the icing conditions exceed a predetermined icing condition threshold.

Abstract: A fuel evaporative emission control device including an electronic control unit that, when fuel tank inner pressure exceeds a first predetermined pressure, performs tank purge of closing a bypass valve and opening a sealing valve, discharging fuel evaporative gas inside the fuel tank into an air intake path of an engine in an operated state through a purge pipe and a vapor pipe, and treating the fuel evaporative gas, where, when tank purge is performed, if a first predetermined period of time passes after closing of the bypass valve without the fuel tank inner pressure falling to or below the first predetermined pressure, the sealing valve is closed and tank purge is stopped.

Abstract: Air to fuel ratio management comprises sensing a power output request for the engine and determining a fuel-efficient air to fuel ratio. A current air to fuel ratio is sensed in one or both of an intake manifold and an exhaust manifold connected to the engine. An air to fuel ratio adjustment is determined based on the fuel-efficient air to fuel ratio and based on the current air to fuel ratio. An in-cylinder exhaust gas recirculation technique is selected. The in-cylinder exhaust gas recirculation technique adjusts an oxygen and particulate content of exhaust gas resulting from combustion. A number of cylinders of the multiple-cylinder engine are selected to implement the in-cylinder exhaust gas recirculation technique. The intake valves and the exhaust valves are controlled to adjust the oxygen and particulate content of the exhaust gas by applying a second compression stroke of the respective reciprocating pistons to the exhaust gas.

Abstract: Methods and systems are provided for regulating exhaust flow through an exhaust system of an engine. In one example, a method may include directing exhaust from downstream of a catalytic converter to a compressor storage tank in response to an engine air-fuel ratio deviating from stoichiometry. The stored exhaust may be released from the compressor storage tank to recirculate through the catalytic converter to atmosphere after adjusting an air-fuel ratio of the exhaust in the storage tank and when the he catalytic converter is at a target operating temperature.

Abstract: In a hybrid vehicle including: an engine having an exhaust system in which a filter that removes particulate matter is provided; a motor configured to generate a driving force for the hybrid vehicle; a power storage device configured to exchange an electric power with the motor; and an electronic control unit configured to control the engine and the motor. When an accumulation amount of the particulate matter of the filter is equal to or more than a predetermined accumulation amount, the electronic control unit is configured to permit fuel cut of the engine when a temperature of the filter is lower than a predetermined temperature, and the electronic control unit is configured to prohibit the fuel cut of the engine when the temperature of the filter is equal to or higher than the predetermined temperature.

Abstract: The present invention relates to a method for diagnosing a failure of a power stage of an electronic waste gate actuator (EWGA). According to the present invention, whether the failure of the power stage of the EWGA occurs is determined by confirming, by an engine control unit (ECU), information on the failure of the power stage transferred from an EWGA driver IC at the time of EWGA position learning, after an engine is turned off. By doing so, even when a turbo-charger is not used for a long time, whether the failure of the power stage of the EWGA occurs may be diagnosed for every driving cycle, such that a failure of the ECU may be prevented in advance and unnecessary replacement of components may be prevented, thereby decreasing maintenance costs for a vehicle.

Abstract: A method for ascertaining a correction value for a fuel metering of a fuel injector of an internal combustion engine, in which fuel is injected from a high pressure accumulator into a combustion chamber with the aid of the fuel injector, a value which is representative for a static flow rate through the fuel injector being ascertained by way of ascertaining, during at least one injection process of the fuel injector, a ratio of a pressure difference occurring in the high pressure accumulator as a result of the injection process and an associated duration which is characteristic for the injection process, and the correction value being ascertained on the basis of a comparison of the representative value with a comparative value.

Abstract: Methods and systems are provided for restarting an engine when a high pressure fuel pump is degraded. In response to an indication of high pressure fuel pump degradation, fuel may be injected during an intake stroke, rather than a compression stroke, for a selected number of combustion events since the engine restart. By shifting to an intake stroke injection, the engine may be started even when sufficient fuel rail pressures are not available.

Abstract: An oil cooled cylinder liner, a method for cooling the same, and an opposed piston engine using the oil cooled cylinder liner are described. The cylinder liner includes a liner wall that has an inner face adjacent a piston bore and an outer face including an oil gallery surface. A plurality of grooves are disposed along the oil gallery surface. The grooves run parallel to each other and are spaced apart by bridging portions of the liner wall. At least some of the grooves have at least one fin disposed therein that runs parallel with the grooves. The grooves in combination with the fins increase surface area of the oil gallery to improve heat transfer from the liner wall to oil disposed along the oil gallery surface.

Abstract: A method for manufacturing an engine includes: preparing, as a preparing step, a cylinder head having a surface on which a ceiling surface of a combustion chamber is formed; forming, as a film formation step, a thermal insulation film on the ceiling surface; measuring, as a measurement step, a volume of the thermal insulation film; and selecting, as a selection step, from a plurality of ranks set in correspondence with compression heights of pistons, the rank of the piston to be combined with the ceiling surface, the selected rank corresponding to an amount of difference of the measured volume of the thermal insulation film from a design value of the volume of the thermal insulation film.

Abstract: A manufacturing method for an engine includes: preparing, as a preparing step, a cylinder head having a surface on which a ceiling surface of a combustion chamber is formed; forming, as a film formation step, a thermal insulation film on the ceiling surface; measuring, as a measurement step, a volume of the thermal insulation film; and selecting, as a selection step, a rank for an engine valve to be used in combination with the ceiling surface so as to correspond to an amount of difference of a measured volume of the thermal insulation film from a designed value of a volume of the thermal insulation film, the rank being selected from a plurality of ranks set in correspondence with thicknesses of umbrella portions of engine valves.

Abstract: The invention relates to a cylinder head (4) for an internal combustion engine having liquid cooling, comprising at least two outlet valves for controlling outlet openings (14) and at least one inlet valve for controlling at least one inlet opening (15) per cylinder (2), having at least one cooling jacket (3) through which coolant flows. An outlet valve bridge (7) is arranged between two adjacent outlet valves and an inlet/outlet valve bridge (8) is arranged in each case between at least one outlet valve and an adjacent inlet valve. A first cooling channel (18) is arranged in the region of at least one outlet valve bridge (7), and a second cooling channel (19) is arranged in the region of at least one inlet/outlet valve bridge (8), and the first and second cooling channels (18, 19) are fluidically connected to one other in a central cooling region (20) of the cylinder (2) with one another.

Abstract: An engine has a cylinder head defining an intake port with a roof defining first and second valve guide bores upstream of first and second siamesed intake valve seats for a cylinder. The head has first and second asymmetric fairings extending outwardly from the roof and positioned directly upstream of respective bores. Each fairing has an inner wall intersecting an outer wall along an upstream edge and an inclined planar roof wall extending between the inner and outer walls. A method of forming the cylinder head and engine is also provided by milling the fairings from a roof preform formed with the intake port of the head.

Abstract: The present disclosure provides an open-faced piston with a circumferential groove into which a piston ring assembly is arranged. Openings at the bottom of the circumferential groove and between a front land of the open-faced piston and the piston face are provided. The openings are arranged to allow for a combustion reaction to propagate through the volume defined between the bottom of the piston ring assembly and the piston face such that at least a portion of an air and fuel mixture located in that volume is reacted.

Abstract: A nacelle for a ducted fan turbojet engine comprising an engine. The nacelle comprises a fixed cowl, an upstream wall bounding off, with the engine, a working section for a secondary flow, a movable cowl with an interior wall and an exterior wall, and movable in translation between a closing position where the exterior wall adjoins the fixed cowl and the interior wall prolongs the upstream wall, and an opening position where the exterior wall is distant from the fixed cowl so as to open a window and the interior wall is distant from the upstream wall, an inverter flap between the interior wall and the exterior wall mounted to be free in rotation about an axis of rotation situated on the interior wall and a drive mechanism for moving the movable cowl.

Abstract: The present disclosure relates to a dismantleable mandrel assembly and a method of molding solid propellant grains with deep fin cavities whose major transverse dimensions are larger than casing opening dimensions in a monolithic rocket motor. The mandrel assembly comprises a base mandrel, a core mandrel insertable into the base mandrel and a plurality of fin molds attachable onto the base mandrel in a circular pattern about the motor axis. The plurality of longitudinal fin cavities is configured with forward swept leading and trailing edges. The manufacturing technique involves assembling and disassembling the mandrel components before propellant casting and after propellant curing respectively in a specific sequence. With minimum number of components and critical joints the method assures reduced quantum of explosive hazard in propellant grain manufacturing for high performance solid rocket motors.

Abstract: A thruster has an additively-manufactured housing that includes an integrally-formed nozzle with a burst disk in it. The housing is part of a casing that surrounds and encloses a propellant that is burned to produce pressurized gases that burst the burst disk and produce thrust. The thruster may be placed in a receptacle that defines a recess for receiving the thruster. The receptacle also may be additively manufactured. The thruster and the recess both may be cylindrical, with the housing being closely fit with the cylindrical walls of the receptacle. This may allow some of the structural loads on the housing, such as loads produced by the combustion of the propellant, to be transferred to the adjoining walls of the receptacle. This enables the housing to have less structural strength than if it were to have to contain the pressure from the propellant all on its own.

Abstract: A propulsion system is provided. The propulsion system provides a single or array of low power pulsed lasers used to accelerate water vapor or other molecules to relativistic velocities using the Wakefield effect. The present invention provides a thrust plate having one or more thrust channels operatively associated with the single or array of low power pulsed lasers, wherein the resulting electric field of the Wakefield effect accelerates the water or molecular ions at high speeds out of the thrust plate through the thrust channels.

Abstract: An EGR valve includes a valve seat in a flow passage of a housing, a valve element seatable on the valve seat, a rotary shaft to open or close the valve element, a motor and a speed reducing mechanism, a return spring urging the valve element in a valve closing direction, and an opening-degree sensor to detect an opening degree of the valve element. An electronic control unit (ECU) diagnoses abnormality due to lodging of foreign matter between the valve seat and the valve element during full close. When driving the motor to urge the valve element in the valve closing direction during full close of the valve element, the ECU determines the EGR valve to be abnormal because of lodging of foreign matter if a difference between a value detected by the opening-degree sensor and a predetermined reference value is larger than a first determination value.