Abstract: A combustion chamber for an opposed-piston engine has an elongated asymmetrical shape in longitudinal section that runs along a chamber centerline, between diametrically-opposed openings of the combustion chamber through which fuel is injected. The asymmetry apportions combustion chamber volume to provide additional clearance on a side of the chamber centerline toward which swirl is directed, thereby giving a fuel plume space to swing without hindrance in response to swirl.

Abstract: A variable compression ratio device mounted to an engine, the engine rotating a crankshaft using a combustion force of a gas mixture and a piston, the variable compression ratio device changing a compression ratio of the mixture and including a connecting rod including a small end rotatably connected to the piston and a big end portion formed with a circular hole to be eccentrically rotatably connected to the crankshaft, a crank pin provided in the crankshaft, an eccentric cam provided to be concentrically rotatable in the hole of the big end portion and having a crank pin mounting hole eccentrically inserted with the crank pin to be rotatably connected, and a cam rotation unit provided inside the eccentric cam and rotating the eccentric cam in a clockwise or counterclockwise direction in a hole of the big end portion by a selectively supplied hydraulic pressure.

Abstract: A method for preventing a piston oil-up, may include determining an oil-up condition formation to use a controller, wherein an oil-up oil generates since an engine oil moves upward above a piston, after an engine operation state is verified; determining a suction condition of the oil-up oil to use the controller based on any of a cylinder total control suction method, a cylinder explosion sequence suction method and a cylinder identical stroke sequence suction method when the oil-up condition has been formed; and operating an oil pump to use the controller, sucking the oil-up oil to use a suction force of the oil pump and discharging the sucked oil-up oil from a cylinder block.

Abstract: A disc turbine engine includes a multi disc engine in which each disc engine includes a turbine blade, and low-pressure compressor blade, a high-pressure compressor blade and a bearing that runs the disc engine freely around a shaft. Each disc engine has its own cooling system, the compressor's blades act as cooling fins for the turbine blade, and air bleeding from the high-pressure compressor to the lower pressure compressor through a hollow turbine blade. Cooling the nozzle is by attaching the nozzle to the guide fan and by air bleeding through the hollow body. There is no stator in between the disc engine and no large shaft is required because the power produced by each turbine blade is consumed by its own compressor. The weight and cost of this engine will be less than other engines at the same thrust output.

Abstract: Disclosed is a gas turbine engine including a compressor section in communication with a bleed flow path. A rotary valve is provided in communication with the bleed flow path to selectively regulate a flow of fluid within the bleed flow path.

Abstract: A hydraulic fracturing system for fracturing a subterranean formation is disclosed. In an embodiment, the system may include a plurality of electric pumps configured to pump fluid into a wellbore associated with a well at a high pressure; at least one turbine generator electrically coupled to the plurality of electric pumps so as to generate electricity for use by the plurality of electric pumps, each turbine generator having at least one air intake channel; and an air chiller system associated with the at least one turbine generator, the air chiller system comprising: a chiller unit configured to chill a fluid; and at least one coil in fluid communication with the chiller unit and positioned adjacent to the at least one air intake channel, wherein the air chiller system is configured to increase a power output of the at least one turbine generator.

Abstract: A turbine engine wall having a cold side and a hot side and including a plurality of cooling orifices for enabling air flowing on the cold side of the wall to penetrate to the hot side at least some of the cooling orifices being plugged by a plugging material so as to define a minimum level of porosity for the wall corresponding to putting the turbine engine into service, and the plugged cooling orifices being suitable for being unplugged progressively throughout the lifetime of the turbine engine in order to define a maximum level of porosity for the wall corresponding to an end of lifetime for the turbine engine, the plugging being performed by alternating at least one of the following rows or lines: circumferential rows, axial rows, diagonal lines, so as to lie in the range one-third to one-half of the maximum porosity.

Abstract: The described gas turbine engine fuel manifold includes one or more fuel conduits defined within a ring-shaped manifold body, each of the fuel conduits being fluidly connected to a respective separate group of fuel injection nozzles. Each of the fuel conduits, which extend from a conduit inlet to a conduit end, include a first portion extending continuously between the conduit inlet and an inflexion of the conduit, and a second portion downstream of the first portion and connected thereto in serial flow communication, the second portion extending between the inflexion and the conduit end. The inflexion being a single exit of the first portion such that fuel flows uninterrupted between the conduit inlet and the inflexion. The respective separate group of fuel injection nozzles of the fuel conduit fluidly communicating exclusively with the second portion of the fuel conduit.

Abstract: A gas turbine that includes: a combustor coupled to a turbine that together define a working fluid flowpath; a compressor discharge cavity; a staged injector; stator blade airfoils extending between inboard and outboard sidewalls; and a first and second coolant flowpath. The first coolant flowpath includes: an intake section connected to the compressor discharge cavity and a downstream port formed through the inboard sidewall; an outtake section including a downstream port connected to the staged injector and an upstream port formed through the outboard sidewall; and a cooling circuit through the airfoil. The second coolant flowpath includes: an intake section connected to the compressor discharge cavity and a downstream port formed through the outboard sidewall; an outtake section that comprises a downstream port connected to the staged injector and an upstream port formed through the inboard sidewall; and a cooling circuit through the airfoil.

Abstract: A gas-circulation system for conditioning a disk of an aircraft may comprise a first takeoff port configured to extract a combusted gas and a second takeoff port configured to extract an uncombusted gas. A first valve may comprise an inlet in fluid communication with the first and second takeoff ports and an outlet of the first valve in fluid communication with the disk.

Abstract: A fuel control device and method of a gas turbine combustor, for advanced humid air turbines, in which plural combustion units comprising plural fuel nozzles for supplying fuel and plural air nozzles for supplying air for combustion are provided. A part of the plural combustion units are more excellent in flame stabilizing performance than the other combustion units. A fuel ratio, at which fuel is fed to the part of the combustion units is set on the basis of internal temperature of the humidification tower and internal pressure of the humidification tower to control a flow ratio of the fuel fed to the plural combustion units.

Abstract: A system for supplying pressurized air installed in an aircraft turbine engine, configured to supply pressurization air to a portion of the aircraft for using compressed air from pressurization air collected from a portion for collecting compressed air, characterized in that it comprises a collection port formed on a casing of the compressed air collection portion, a collection member coupled to the collection port, a through port of the collection member formed on a casing of a compartment of the turbine engine, said casing being subjected to small movements relative to the casing of the compressed air portion, the collection member crossing the through port with a freedom of movement relative to the latter during said small movements, a high-pressure space crossed by the collection member, located between the casing of the compressed air collection portion and the casing of the compartment.

Abstract: Present invention optimizes utilization of different fuels in various single and multi-fueled engines. The fuel system and optimization controller links fuel properties (physical, reactionary, combustion etc.) to on-board computer systems during the refueling process. This link enables fuel and additive producers an opportunity to optimize combustion parameters of their proprietary fuel blends to increase performance, fuel efficiencies and reduce emissions.

Abstract: A control device causes the engine to start with a throttle valve being set to a first throttle position when required power required in an engine is smaller than a first threshold value and a detected fuel pressure detected by a low-pressure fuel sensor is lower than a second threshold value. The control device causes the engine to start with the throttle valve being set to a position larger than the first throttle position when the required power is smaller than the first threshold value and the detected fuel pressure is higher than the second threshold value. With this structure, a control device for a vehicle can be provided which allows intermittent operation of the engine with reduced variation in air-fuel ratio.

Abstract: Disclosed is an apparatus for using negative pressure energy of an engine, comprising: a first cavity (10), which first cavity (10) is in communication with the atmosphere via a first intake port (20); a second cavity (30), which second cavity (30) is in communication with the intake port of the engine (50) for supplying air to the intake port of the engine; a second intake port (40), which second intake port (40) is connected to the second cavity (30), wherein when the second intake port (40) is open, the second cavity (30) is in communication with the atmosphere for supplying the air to the intake port of the engine; and a rotating device (60), which rotating device (60) is located between the first cavity (10) and the second cavity (30), and can be rotated under the action of pressure difference between the first cavity (10) and the second cavity (30). Further disclosed is a method for using negative pressure energy of an engine.

Abstract: Methods and systems are provided for flowing exhaust gas in an exhaust system of an engine. In one example, a method may include flowing a first portion of exhaust gas to a turbine, from the turbine to at least one aftertreatment device, then from the at least one aftertreatment device to atmosphere, and flowing a second portion of exhaust gas to the at least one aftertreatment device, bypassing the turbine, then from the aftertreatment device to atmosphere, during a second condition. The method may also include, during a second condition, flowing a third portion of exhaust gas to the at least one aftertreatment device, from the at least one aftertreatment device to the turbine, and then from the turbine to atmosphere, and flowing a fourth portion of exhaust gas to the at least one aftertreatment device, and then from the at least one aftertreatment device to atmosphere, bypassing the turbine.

Abstract: A method of stopping and starting an engine of a vehicle having a manually operated clutch system including a clutch for driveably connecting the engine to a transmission includes controlling stopping and starting of the engine based on first and second clutch engagement thresholds selected based on whether the clutch is being engaged or disengaged. The first threshold corresponds to a more disengaged state of the clutch than the second threshold. The first threshold is used when the clutch is being disengaged to decide whether the engine can be shut down while the transmission remains in-gear. The second threshold is used when the clutch is being engaged to decide whether the engine can be started while the transmission remains in-gear. By using a less conservative threshold for starting the engine than stopping the engine, the number of inhibited restarts is reduced.

Abstract: In an engine control device, an automatic engine stop control section automatically stops an engine operating when an automatic engine stop condition is satisfied. An engine start control section supplies electric power to a starter to drive the starter when receiving an initial engine start intention signal transmitted from a push starter and when an automatic engine start condition has been satisfied. An engine start completion detection section detects whether the engine start of the engine has finished. An automatic engine stop permission section permits the automatic engine stop control section to stop the engine operating when the automatic engine stop permission section detects that the engine start has finished at a timing when the engine start control section has started the engine after receiving an initial engine start intention detection signal transmitted from the push starter.

Abstract: A method for controlling a cold starting of a diesel engine vehicle may include determining whether a cold starting condition is satisfied by detecting data for controlling a diesel engine, determining torque generated by combustion for starting the diesel engine when the cold starting condition is satisfied, determining a combustion delay and a combustion phase based on the torque and detected data, determining a main injection timing according to the determined combustion delay and combustion phase, determining a latent heat of fuel based on the torque and detected data, determining a pilot injection amount according to the determined latent heat of fuel, determining a total amount of heat by combustion based on the torque and detected data, determining a main injection amount according to the determined total amount of heat, and controlling an operation of an injector based on the main injection timing, pilot injection amount and main injection amount.

Abstract: A method to control engine start-stop in a vehicle is provided. The method includes outputting via a controller an engine command to auto-start the engine based on detection of a predetermined vehicle condition affecting fuel economy of the vehicle, detection of a shift from neutral to another gear position, and whether a predetermined time threshold has expired following the shift in response to detection of a presence of an engine auto-stop mode and a neutral gear position. The predetermined vehicle condition may be a movement of the vehicle in a reverse direction. The predetermined vehicle condition may be a battery parameter being outside of predetermined range. The predetermined range may be based on a battery state of charge, a battery temperature, a battery voltage, or a battery load current. The predetermined vehicle condition may be a HVAC component activation.

Abstract: A control device for an internal combustion engine, equipped with: an exhaust purification catalyst provided in the exhaust passage of the internal combustion engine and capable of absorbing oxygen; a downstream air-fuel ratio sensor provided downstream from the exhaust purification catalyst in the direction of the exhaust flow; and an engine control device that controls the internal combustion engine in response to the output from the downstream air-fuel ratio sensor. The downstream air-fuel ratio sensor is configured such that the applied voltage for which the output current is zero changes in response to the exhaust air-fuel ratio, and such that when the exhaust air-fuel ratio equals the theoretical air-fuel ratio and the applied voltage in the downstream air-fuel ratio sensor is increased, the output current increases in conjunction therewith.

Abstract: Methods and systems are provided for accurately estimating intake aircharge based on the output of an intake oxygen sensor while flowing EGR, purge, or PCV hydrocarbons to the engine. The unadjusted aircharge estimate is used for engine fuel control while the hydrocarbon adjusted aircharge estimate is used for engine torque control. A controller is configured to sample the oxygen sensor at even increments in a time domain, stamp the sampled data in a crank angle domain, store the sampled data in a buffer, and then select one or more data samples corresponding to a last firing period from the buffer for estimating the intake aircharge.

Abstract: A method for plausibilization of an engine control function for an internal combustion engine includes: provision of injection parameters with which an injection of fuel into cylinders of the internal combustion engine is controlled on the basis of a torque that is to be realized; estimation of an actual torque of the internal combustion engine as a function of the injection parameters; and evaluation of the actual torque as a function of the torque that is to be realized, in order to plausibilize the engine control function.

Abstract: A delay module, based on a base request received for a first loop, sets a delayed base request for a second loop. A first period between the first and second loops corresponds to: a first delay period of an oxygen sensor; and a second delay period for exhaust to flow from a cylinder of an engine to the oxygen sensor. A closed loop module determines a closed loop correction for the second loop based on: the delayed base request for the second loop; a measurement from the oxygen sensor; the closed loop correction for the first loop; and the closed loop correction for a third loop. A second period between the second and third loops corresponds to the first delay period of the oxygen sensor. A summer module sets a final request for the second loop based on the base request plus the closed loop correction for the second loop.

Abstract: Methods and systems are provided for operating a lift pump of an engine fuel system. In one example, a method may comprise limiting a lift pump voltage to a lower first level when powering on a lift pump from off. The method may further comprise maintaining the lift pump voltage at the lower first level for a duration before increasing the lift pump voltage above the first level.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, different duration port fuel injection windows are provided to maximize fuel injection amount and improve accuracy of an amount of fuel injected during a cylinder cycle via port and direct fuel injectors.

Abstract: An engine of the invention includes an engine main unit having cylinders, an intake line, an exhaust line, a supercharger, a turbo sensor detecting a rotational speed of the supercharger, a control device controlling, based on signal from the turbo sensor, an operating state of the engine main unit that has a correlation with the rotational speed of the supercharger, and a crank angle sensor detecting a rotation angle of a crankshaft. The control device recognizes timings at which the cylinders are in a top dead center state based on detection signals of the crank angle sensor and, also, makes a disconnection judgment for the turbo sensor at non-top dead center timings that are within one combustion cycle of the engine main unit and at which none of the plurality of cylinders are in a top dead center state.

Abstract: A method for regulating a common rail injector, the method including acquiring a signal of a sensor, which signal is proportional to a pressure in a valve space of the common rail injector; evaluating a change in the signal over time in order to detect at least one operating event of the common rail injector; and modifying at least one operating variable of the common rail injector as a function of the at least one operating event, the at least one operating variable being selected from an opening duration, a closing duration, an opening point in time, and a closing point in time of a switching valve of the common rail injector, and from an opening duration, an opening point in time, and a closing point in time of a needle valve of the common rail injector.

Abstract: Methods and systems are provided for controlling fuel injectors included in a fuel injection system of an internal combustion engine of a vehicle. The fuel injection system includes a fuel rail. The methods and systems measure data for the fuel injector relating fuel injection flow rate and fuel injector energization time at a first rail pressure. The methods and systems transform the measured data using a correlation function t to correlated data relating fuel injection flow rate and injector energization time at a second rail pressure different from the first rail pressure. The methods and systems control the fuel injector using the correlated data relating fuel injection flow rate and injector energization time.

Abstract: There is provided a piston with a surface modified layer for an internal-combustion engine by a method using a particle to be ejected made of iron-based alloy having a diameter of 20 to 200 ?m, a thermal conductivity of 30 W/m·k or less at 25° C., and a specific gravity of 7.5 g/cm3 or greater. The method includes: first treatment for ejecting the particle onto a surface of a piston made of aluminum-silicon alloy or aluminum-copper-based alloy in a space in which oxygen exists at arc height value of 0.07 to 0.13 mm (N), second treatment for ejecting the particle onto the surface of the piston in a space in which oxygen exists at arc height of 0.13 to 0.22 mm (N), and heating treatment applying to the piston for 1.5 hours or longer at 170 to 190° C. in a space in which oxygen exists.

Abstract: An engine cover for covering an engine including: a cover body configured to cover the engine from above; and at least one fixing part projecting from the cover body toward an engine side and being configured to be attached to the engine side, wherein the cover body and the fixing part are integrally formed of an urethane foam, and the fixing part has an infirm portion formed at a periphery thereof so that the fixing part is configured to be deformed toward a specific direction due to the infirm portion upon input of a load to the cover body.

Abstract: A heat energy recovery system includes an evaporator, a superheater, an expander, a power recovery device, a condenser, a pump, and a controller. The controller includes: an engine load calculation section; a maximum rotation speed determination section for determining a maximum rotation speed of the pump which is obtained when a pinch temperature reaches a target pinch temperature, based on a relational expression representing a relationship between the engine load and the maximum rotation speed, and an engine load; and a rotation speed regulation section for regulating the rotation speed of the pump in such a way as to allow the degree of superheat of the working medium flowing into the expander to be equal to or greater than a reference value, and to allow the rotation speed to be equal to or less than a maximum rotation speed determined by the maximum rotation speed determination section.

Abstract: A method of fabricating a mixer for a gas turbine engine is provided. The method includes forming a forward end and an aft end of the mixer, and forming an annularly undulating contour that defines a plurality of core immersion lobes and a plurality of bypass immersion lobes between the forward end and the aft end. The plurality of bypass immersion lobes includes a first bypass immersion lobe and a second bypass immersion lobe. The first bypass immersion lobe has a first crown contour line extending from the forward end to the aft end of the mixer, and the second bypass immersion lobe has a second crown contour line extending from the forward end to the aft end of the mixer. The first crown contour line is different than the second crown contour line.

Abstract: A thrust reverser for a nacelle of an aircraft turbojet engine includes at least one movable thrust reverser cowl, a means for locking the cowl, a variable section outlet nozzle, and at least one actuator including an actuator rod. The thrust reverser is provided with a resilient coupler comprising a body which is rigidly connected to the thrust reverser cowl and a resilient return and abutment device that engages with the actuating rod of the actuator such as to resiliently return the nozzle to a neutral position. The return device is calibrated such that, when the cowl is unlocked, the return device opposes the relative movement of the actuating rod relative to the cowl, such as to enable the movement of the cowl and the nozzle, and when the cover is locked, the actuator drives the actuating rod against the return device to enable the movement of the nozzle.

Abstract: An aircraft thrust reverser inner wall and method of manufacturing the same. The aircraft thrust reverser inner wall may include a face sheet, a perforated back sheet, and a core sandwiched between the face sheet and the perforated back sheet. The face sheet may have an inner face sheet surface and an outer face sheet surface, and the core may have an inner core surface, an outer core surface, and a plurality of cell walls extending therebetween. An electro-depositable material may be applied, via electrodeposition, in a substantially continuous layer over the outer core surface, the cell walls, and the outer face sheet surface, thus bonding the face sheet and core together. The perforated back sheet may be attached to the core at the outer core surface, and a conductive coating may be applied to the inner face sheet surface.

Abstract: A generator system includes (i) an internal combustion engine, (ii) an exhaust gas outlet, connected to the internal combustion engine, for venting exhaust gasses, and (iii) a condenser, connected to the exhaust gas outlet, for condensing water from exhaust gasses.

Abstract: An intake and exhaust system of an internal combustion engine includes an exhaust gas recirculation passage (35) communicates a part of an exhaust passage (7) downstream of a turbine with a part of an intake passage (6) upstream of a compressor and a cooling circuit (51), the cooling circuit including a first evaporator (52) provided in a part of the exhaust passage downstream of the turbine and upstream of a junction with the exhaust gas recirculation passage and storing a medium, an ejector pump (54) using vapor from the first evaporator as a driving flow, a condenser (57) for cooling and condensing the vapor ejected from the ejector pump and returning the condensed medium to the first evaporator, and a second evaporator (55) provided in the exhaust gas recirculation passage to cool the exhaust gas passing through the exhaust gas recirculation passage by evaporating a medium stored therein with a negative pressure created by the ejector pump.

Abstract: The invention relates to an exhaust gas heat exchanger for transferring heat between the exhaust gas of a combustion engine of a motor vehicle and a coolant. The exhaust gas heat exchanger has a housing with connections for supplying and discharging coolant. According to the invention, one connection is formed by a pipe section which has a joining surface, formed on the outer circumference thereof, for fixing on the housing of the exhaust gas heat exchanger and a transfer opening, which is aligned transversely to the longitudinal axis (LA) of the pipe section and communicates with a passage opening in the housing.

Abstract: A number of variations may include an actuator and valve arrangement.

Abstract: An intake manifold for an internal combustion engine includes branch pipes, each of which is connected to one of intake ports and has an intake passage, valve cases, each of which is provided to one of the branch pipes and connected to the corresponding intake port, branch pipe bodies, each of which is connected to the upstream end of one of the valve cases, valves, each of which is provided in one of the valve cases to change the cross-sectional area of the intake passage of the corresponding branch pipe, and a coupling portion, which is located between downstream ends of each adjacent pair of the branch pipe bodies to couple the downstream ends to each other.

Abstract: An air duct system includes a first member that includes a groove disposed around only a portion of an opening. A second member defines a passage extending along a longitudinal axis, and is in fluid communication with the opening of the first member. The second member includes a flange disposed within the groove of the first member. The engagement between the flange and the groove restricts relative movement between the first member and the second member in an axial direction along the longitudinal axis. An attachment system connects the first member and the second member together, and restricts relative movement between the first member and the second member in a lateral direction that is transverse to the longitudinal axis, to secure the flange within the groove.

Abstract: Provided is a device used in the air induction tube of an internal combustion engine after the air filter and before the throttle body, and in particular to a device used to separate an air flow into a plurality of segments. The device can be made of two pieces. Each piece is initially a flat plate. A slit is formed half way through each plate and the corners are cut off or clipped. Each plate is then formed to have two generally curved portions. The pieces are joined via the slits resulting in the device. The pieces are generally perpendicular to each other at their intersection. The device is fitted into the air induction tube upstream of the throttle body, whereby it separates the air flow into distinct segments. The curved walls can be slightly compressed when inserted into an induction tube to hold the assembly in place.

Abstract: Various methods and systems are provided for an intake manifold for an engine. In one example, the intake manifold comprises a first passage for supplying intake air to a plurality of cylinders of the engine and a second passage for supplying gaseous fuel to the plurality of cylinders.

Abstract: An engine includes a cylinder block defining a bank of cylinders having physically adjacent first and second cylinders. The engine also has a gas compressor configured to pressurize an ambient airflow for delivery to the first cylinder and the second cylinder. The engine additionally has intake valves configured to control delivery of the pressurized airflow as a first airstream to the first cylinder and a second airstream to the second cylinder for combustion therein. A firing interval for the two adjacent cylinders results in the first airstream temporally overlapping the second airstream. A charge-air cooler is configured to cool the pressurized airflow prior to delivery thereof to the first and second cylinders and includes a cold-side plenum for discharging the pressurized airflow toward the first and second cylinders. A partition in the cold-side plenum is configured to separate the first airstream from the second airstream and thereby minimize interference therebetween.

Abstract: An exemplary intake manifold may include an upper manifold configured to receive fresh air, an EGR tube configured to introduce exhaust gas into the upper manifold to be mixed with the fresh air, and a lower manifold configured to distribute the mixture of the fresh air and the exhaust gas cylinders of the internal combustion engine. The upper manifold may include an upper shell and a lower shell that may cooperate to define at least one channel in which at least a portion of the EGR tube may be secured.

Abstract: A fuel supply device includes a sub fuel tank disposed in a return fuel line, a pressure reduction valve, and a recirculation cutoff valve. When an internal combustion engine stops, the fuel supply device opens the pressure reduction valve and closes the recirculation cutoff valve. Due to this first transfer state, a liquefied gas fuel in a common rail is transferred to the sub fuel tank. Thereafter, the fuel supply device closes the pressure reduction valve and opens the recirculation cutoff valve. Due to this second transfer state, the liquefied gas fuel in the sub fuel tank is transferred to a main fuel tank. The fuel supply device repeatedly alternates between the first and second transfer states to collect the liquefied gas fuel from the common rail to the main fuel tank.

Abstract: An evaporated fuel processing device includes a liquid level surface detection valve that detects a full-tank liquid level surface when refueling, and closes a canister communication hole; a fuel shutoff valve to close an evaporation hole when a liquid level surface becomes higher than the full-tank liquid level surface; and an outlet port communicating with a canister. A first communication path and a second communication path are formed in a folded back shape folded back at a first valve seat upper part in plan view. The first communication path enables communication between the first valve seat upper part and a second valve seat upper part, and the second communication path enables communication between the first valve seat upper part and the outlet port. This constitution reduces fuel liquid leakage from the outlet port.

Abstract: A bi-fuel vehicle has an Internal Combustion Engine (ICE) to provide motive power to the vehicle by combustion of a liquid fuel and gas-phase fuel. The vehicle has a dual fuel tank including a liquid fuel tank to receive liquid fuel, contain the liquid fuel, and supply the liquid fuel for combustion in the ICE. The vehicle has a pressurizable gas-phase fuel tank defined by a wall. A gas-phase fuel is permeable through the wall. The pressurizable gas-phase fuel tank is to receive the gas-phase fuel, contain the gas-phase fuel, and supply the gas-phase fuel for combustion in the ICE. A shell envelops the pressurizable gas-phase fuel tank and defines an interior space of the liquid fuel tank. The wall is in fluid communication with the interior space. The interior space is to receive the permeated gas-phase fuel.

Abstract: A fuel injector includes an injector body defining a liquid fuel passage, a gaseous fuel passage, and a first guide bore; a gaseous fuel check guided within the first guide bore between a retracted position and an advanced position to selectively open and block, respectively, fluid communication between the gaseous fuel passage and a gaseous fuel nozzle outlet; and a sleeve seal seated within the first guide bore, the sleeve seal having an inner surface defining a sleeve seal bore therethrough, and at least a portion of the gaseous fuel check is disposed within the sleeve seal bore; an outer surface of the sleeve seal including a first portion and a second portion, the first portion being disposed closer to a longitudinal axis of the sleeve seal bore along a radial direction than the second portion.

Abstract: A fluid injection valve has a valve needle and an electromagnetic actuator assembly with a pole piece and an armature. The valve needle includes a retainer element for limiting an axial displacement of the armature with respect to the valve needle in a first axial direction. The pole piece has a central opening with a step so that it has a first section in which a first portion of the retainer element is arranged and a second section for receiving a second portion of the retainer element. The first section of the central opening has a smaller cross-sectional area than the second section.