Abstract: A method for determining an injection quantity of a fuel injector determines a first time at which an injection process of the fuel injector starts, a second time at which the injection process of the fuel injector ends, calculates a model on the basis of the first time and the second time, which model represents the position of a nozzle needle of the fuel injector as a function of the time, and calculates the quantity of fuel to inject.

Abstract: An internal combustion engine has a secondary air pump and a method for operating an internal combustion engine with a secondary air pump. The internal combustion engine is equipped with a secondary air pump, with an exhaust gas line and with a secondary air line. In this context, a connection between the discharge side of the secondary air pump and the exhaust gas line with the secondary air line is established. Moreover, the vacuum side of a brake booster is fluidically connected to the secondary air pump.

Abstract: Methods and systems are provided for diagnosing a degraded fuel injector delivering undesired additional fuel in a variable displacement engine. In one example, a method includes, responsive to an indication of a cylinder air-fuel imbalance, deactivating a subset of cylinders of a multi-cylinder engine, performing a power balance test to determine an output of each cylinder after a duration of deactivation, and indicating that a deactivated cylinder has a degraded fuel injector responsive to the output being lower than a threshold output.

Abstract: A method to determine reference actuator positions for a gasoline engine, includes entering a base torque request, a known spark advance, a known CAM position and a known exhaust gas recirculation (EGR) valve position into an inverse torque model to generate a first iteration desired air per cylinder (APC) value. The first iteration desired APC value is passed through a deadband filter to produce a filtered first iteration desired APC signal. A Predicted As Cal (PAC) spark advance is calculated for the filtered first iteration desired APC value. The PAC spark advance and the base torque request are modified, and data from a first lookup table is entered to generate a second iteration desired APC value.

Abstract: A determining unit determines whether the deactivated cylinder is in the activated condition or the deactivated condition. A computing unit computes a synchronize correction amount for synchronizing an activated-side change speed of the activated-side rotational phase and a deactivated-side change speed of the deactivated-side rotational phase with each other, during a deactivated period in which the determining unit determines that the deactivated cylinder is in the deactivated condition. During the deactivated period, a deactivated-side control variable for controlling the deactivated-side rotational phase toward a target phase is corrected with the synchronize correction amount computed by the computing unit.

Abstract: A fuel injection control device includes processing circuitry, which executes an estimating process to estimate pressure in first and second fuel storage members connected to first and second fuel injection valves. The estimating process includes: estimating the pressure in the first fuel storage member based on a detection value of a pressure sensor that detects the pressure in the first fuel storage member and a cycle of pulsation in the first fuel storage member, which is determined in accordance with an interval of fuel injections in a first bank; and estimating the pressure in the second fuel storage member by assuming that a phase of a periodic fluctuation of the pressure in the second fuel storage member and a phase of a periodic fluctuation of the pressure in the first fuel storage member are in antiphase.

Abstract: Various methods and systems are provided for health assessments of a fuel system. In one example, a fuel system includes a high-pressure fuel pump operable to increase fuel pressure from a first pressure to a second pressure, a common fuel rail fluidly coupling the high-pressure fuel pump to a plurality of fuel injectors each of which is operable to inject fuel to individual cylinders of an engine, a pressure sensor operable to detect a pressure of fuel at the common fuel rail, and a controller operable to diagnose a condition of the high-pressure fuel pump based on output from the pressure sensor.

Abstract: Technology is provided for a cylinder with a carbon scraper for use in an opposed piston engine. The cylinder includes a cylinder body having first and second piston bores extending along a central axis for reciprocation of corresponding first and second pistons therein. A chamber bore is located between the first and second piston bores and first and second annular grooves are located on opposite ends of the chamber bore. The chamber bore extends between and is inclusive of a top-dead-center position of a top land of each of the first and second pistons. The first and second piston bores have a piston diameter and the chamber bore has a chamber diameter smaller than the piston diameter. For example, the chamber diameter can be between about 0.004 and about 0.020 inches smaller than the piston diameter.

Abstract: Provided is a cylinder liner having a first portion with a first thermal conductivity and a second portion with a second thermal conductivity. The first portion having the first thermal conductivity can include as-cast projections or a coating of a material, as desired. The first thermal conductivity can be greater than the second thermal conductivity. In this manner, the cylinder liner can exhibit a thermal conductivity gradient.

Abstract: Technology is provided for a fluid conduit assembly for connecting orthogonally oriented connections. The assembly includes a first tube arcuately extending from a first proximal end portion to a first distal end portion. The first proximal end portion includes a first fitting connectable to a first fluid connection. A second tube arcuately extends from a second proximal end portion to a second distal end portion. The second proximal end portion includes a second fitting connectable to a second fluid connection that is orthogonally oriented with respect to the first fluid connection. A coupling connects the first distal end portion and the second distal end portion. The first rigid tube is rotatably positionable with respect to the first fluid connection whereby a first distal axis and a second distal axis are substantially coaxially aligned when the first fitting and second fitting are connected to the first and second fluid connections, respectively.

Abstract: A piston for an internal combustion engine including a piston crown and a combustion chamber recess recessed therein, the combustion chamber recess including a recess edge. The piston may also include a ring groove for receiving a piston ring. The piston may further include a cooling duct having a smaller spacing from the piston crown than that of a flank of the ring groove, the cooling duct defining a minimum spacing from the piston crown at a first location, and a minimum spacing from the combustion chamber recess at a second location. The cooling duct may have a rounded portion between the first location and the second location. The cooling duct may have a maximum spacing from the recess edge at a third location. The rounded portion may have a rounding radius defined at least at the third location that is greater than 4% of a piston diameter.

Abstract: A vent nozzle configured to minimize adverse flow interactions between merging gas flows that have two different speeds. The nozzle includes a first wall that defines an outer surface and an inner surface. A first flowpath is positioned on one side of the first wall such that the first flowpath is adjacent to the outer surface. A second flowpath is positioned on another side of the first wall such that the second flowpath is adjacent to the inner surface. A second wall is spaced-apart from the first wall and that defines a portion of the second flowpath and an extension of the second wall extends beyond the first wall. The extension of the second wall approaches an imaginary line that is defined by an extension of the outer surface.

Abstract: An engine assembly includes a nacelle configured to at least partially surround an engine and a thrust reverser coupled to the nacelle. The thrust reverser includes: a thrust-reversing element movable relative to the nacelle between a stowed position and a deployed position; a hydraulic actuator operably coupled to move the thrust-reversing element; and a fluid control system configured to operate the hydraulic actuator. The fluid control system includes: a directional control unit including a directional control valve operable to selectively route fluid between a pressurized fluid source, the actuator, and a fluid return reservoir; one or more bypass fluid lines providing fluid communication between the actuator and the fluid return reservoir independent of the directional control valve; and a flow limiter residing between the pressurized fluid source and the directional control valve, the flow limiter configured to inhibit a pressure draw by the actuator from surpassing a predetermined threshold.

Abstract: The present subject matter can be embodied in, among other things, a two-speed thrust reverser actuation system for actuating a thrust reverser element experiencing an assisting load during movement between a stowed and deployed positions. The system includes a hydraulic actuator to move the thrust reverser element between the stowed and deployed positions, and a directional control valve with a regeneration feature including a restrictor and a velocity fuse arranged in parallel with the restrictor. The velocity fuse is configured to close when the assisting load on the thrust reverser element increases the flow rate of hydraulic fluid through the velocity fuse above threshold value. In operation, the system defines a first movement speed when the velocity fuse is open, and a second movement speed when the velocity fuse is closed, thereby decreasing an effective exit orifice size of the hydraulic actuator when the assisting load increases the deploy rate.

Abstract: A nacelle comprising a fixed cowl and a movable cowl movable in translation, a window delimited by the fixed cowl and the movable cowl, a reverser flap movable in rotation and a drive mechanism coordinating the movements of the reverser flap with those of the movable cowl. The drive mechanism comprises two bearings fixed to the nacelle, for each bearing, a lever arm with one end movable in rotation on the bearing and one end articulated on the reverser flap, for each lever arm, a rail comprising a straight portion and a curved portion, for each lever arm, a rod with one end articulated on the lever arm, and for each rail, a slider that is movable in translation on the rail and is articulated to one end of the rod.

Abstract: A turbofan engine is provided including a fan having a plurality of rotatable fan blades and defining a fan pressure ratio during operation of the turbofan engine. The turbofan engine also includes a turbomachine operably coupled to the fan for driving the fan, the turbomachine including a compressor section, a combustion section, and a turbine section in serial flow order and together defining a core air flowpath. The turbofan also includes an outer nacelle at least partially surrounding the fan and the turbomachine, the outer nacelle defining a bypass passage with the turbomachine. A bypass ratio of an amount of airflow through the bypass passage to an amount of airflow through the core air flowpath during operation of the turbofan is less than or equal to about 11 and wherein the fan pressure ratio is less than or equal to about 1.5.

Abstract: A supersonic turbofan engine includes a fan section having a single-stage fan defining a fan pressure ratio greater than 1.9. The supersonic turbofan engine also includes a core turbine engine defining a core air flowpath. A nacelle at least partially surrounds the fan of the fan section and the core turbine engine. The supersonic turbofan engine defines a bypass ratio, the bypass ratio being greater than or equal to three.

Abstract: A fuel gas supply device for providing a fuel gas to a fuel gas supply point, including: a fuel gas reservoir that is configured to store liquid fuel gas, the fuel gas reservoir being fluidically connected to a first supply path and a second supply path, the first supply path and second supply path each including a heat exchanger configured to evaporate liquid fuel gas; and a valve device configured alternately to connect the first supply path to the fuel gas supply point and simultaneously block the second supply path or connect it to the fuel gas reservoir, and to connect the second supply path to the fuel gas supply point and simultaneously block the first supply path or connect it to the fuel gas reservoir.

Abstract: A tank venting system for an internal combustion engine includes a tank, which is connected via a tank vent to a sorption reservoir for a temporary storage of fuel from a tank venting flow. A purge air pump is provided for feeding regenerated fuel from the sorption reservoir via a purge air flow into an intake air flow to the internal combustion engine. A controller is configured to control the purge air pump in such a way that the purge air flow can be adjusted with regard to its pressure, its mass and/or its volume, thus ensuring that a metering of the regenerated fuel via the purge air flow into the intake air flow takes place in accordance with an operating state of the internal combustion engine. A method for regenerating a sorption reservoir is also provided.

Abstract: A ship propulsion system is disclosed comprising an internal combustion engine for driving a ship, wherein the internal combustion engine comprises a combustion chamber for combusting fossil fuel, a supply line for delivering a gas mixture to the combustion chamber, an electrolysis chamber for producing hydrogen gas and oxygen gas, and a vacuum pump for sucking the hydrogen gas and the oxygen gas from the electrolysis chamber. The ship propulsion system furthermore comprises a gasification tank with volatile organic compounds received therein, in particular methanol or ethanol, as well as a supply line for supplying a gas mixture to the combustion chamber, wherein the gas mixture comprises gasified organic compounds from the gasification tank and at least a part of the hydrogen gas and the oxygen gas. Furthermore a corresponding method for operation a ship propulsion system is disclosed.

Abstract: An internal combustion engine includes an air intake system in communication with a plurality of cylinders. An exhaust system is in communication with the plurality of cylinders. An EGR passage is in communication with the exhaust system and the air intake system. The EGR passage includes an EGR cooler with an EGR inlet end with a passage having a first portion extending in one direction in an assembled condition toward an intermediate section. The passage includes a second portion extending in an opposite direction from the intermediate section toward an EGR outlet end. A first cooler matrix is disposed in the first portion and a second, optional, cooler matrix disposed in the second portion. A thermally separated bypass channel is provided to allow a fast warm-up and guarantee the lowest possible pressure drop. The EGR cooler shape allows a compact packaging around the bypass pipe.

Abstract: An engine system is provided. The engine system may include an exhaust gas heat exchanger valve including an actuatable valve plate, a valve actuation assembly adjusting the position of the valve plate through operation of mechanical linkage coupled to the valve plate, and a flow reversal valve positioned in a coolant passage, the flow reversal valve configured to reverse the coolant flow in a flapper coolant conduit to trigger actuation of the mechanical linkage.

Abstract: An internal combustion engine for a motor vehicle may include at least one cylinder including a combustion chamber for combustion of an air-fuel mixture introduced into the combustion chamber. The engine may also include a fresh air feed for supplying fresh air into the combustion chamber, and an exhaust gas removal system for removing exhaust gas from the combustion chamber. The engine may further include an exhaust gas recirculation system fluidically communicating with the fresh air feed and the exhaust gas removal system for at least partial recirculation of the removed exhaust gas. Additionally, the engine may include a fuel supply device arranged in the exhaust gas recirculation system for introducing a fuel into the exhaust gas guided through the exhaust gas recirculation system, and a fuel vaporizer arranged in the exhaust gas recirculation system configured to chemically convert hydrocarbons contained in the fuel introduced into the exhaust gas.

Abstract: An internal combustion engine for a motor vehicle may include at least one cylinder including a combustion chamber for combusting a fuel-air mixture introduced into the combustion chamber. The engine may also include at least one fuel injector and a fresh air feed. The engine may further include an exhaust gas discharge for discharging exhaust gas from the combustion chamber and an exhaust gas recirculation for recirculating the discharged exhaust gas into the combustion chamber. Additionally, the engine may include a heat exchanger arranged in the exhaust gas recirculation, the heat exchanger may include at least one first fluid path and at least one second fluid path. A knock number of the fuel may be increased when the fuel flows through the heat exchanger. The at least one second fluid path may fluidically communicate with the at least one fuel injector.

Abstract: An engine air induction system includes an air box and a hood insulator. The air box has an open top and a perimeter seal extending continuously around the open top. The hood insulator has a body including an air box closeout feature providing a continuous interface with the perimeter seal when a hood assembly incorporating the hood insulator is in a closed position. A related method of sealing an open top on an air box of a motor vehicle is also disclosed.

Abstract: An engine includes a plurality of cylinders, a gas chamber, and a heat shielding member. The plurality of cylinders are provided along a crankshaft. The gas chamber extends from a first end portion toward a second end portion in a direction of an axial line of the crankshaft and distributes gas into the plurality of cylinders. The heat shielding member is provided in the gas chamber. The heat shielding member extends from the first end portion toward the second end portion and shields heat radiated from an inner wall surface of the gas chamber.

Abstract: A sleeve structure comprises a plurality of sleeve main bodies fitted respectively into intake ports of a cylinder head of a multi-cylinder internal combustion engine and a shared base provided on one end of the plurality of sleeve main bodies. By fixing this sleeve structure to the cylinder head, an amount of labor involved in a fixing operation for fixing sleeves to a cylinder head is reduced.

Abstract: A fuel pipe structure includes a fuel pipe through which fuel is supplied from a fuel tank to an internal combustion engine, the fuel pipe including a first pipe connected to the internal combustion engine and a second pipe connected to the first pipe, a supporting portion to which the second pipe is attached, and a fixation portion configured to fix the supporting portion to a vehicle. An end portion of the second pipe that is on the first pipe side is attached to the supporting portion.

Abstract: An automatic drain device is configured for use with a fuel water separator filter system. The automatic drain device includes a solenoid, a water-in-fuel sensor, and a controller configured to operate the automatic drain device by activating the solenoid in response to a signal from the water-in-fuel sensor. The automatic drain device may be utilized with suction side and pressure side fuel water separator filter systems. The automatic drain device operates independently of any user input.

Abstract: A fuel injector includes control valve for controlling fuel pressure in a control chamber. The control valve includes a valve seat; and a valve member having a valve face for cooperating with the valve seat to control fuel pressure in the control chamber. A return line is provided for returning fuel from the control chamber. An armature connected to the valve member and an actuator is provided for actuating the armature. The armature is disposed in an armature chamber. A deflector is provided in the armature chamber to form a first sub-chamber and a second sub-chamber. The first and second sub-chambers are in fluid communication with each other via a first aperture. A pressure differential is established between the first and second sub-chambers when the valve face lifts from the valve seat promoting the flow of fuel from the second sub-chamber into the first sub-chamber through the first aperture.

Abstract: The present invention relates to a pulsation reducer which includes: an entrance-expanded fuel rail (40) configured such that a section-expanded fuel rail entrance (41) expanded to the size of the section of a high-pressure fuel line (31) is foiled thereon; a spring housing (61) configured such that a fuel storage space (611) and a low-pressure movement space (613) and high-pressure movement space (614) connected to the fuel storage space (611) via chimney holes (612a and 612b) are formed therein; connection parts (62a, 62b and 62c) configured to connect the spring housing 61 with the entrance-expanded fuel rail (40); a low-pressure reduction part (631) disposed in the low-pressure movement space (613), and configured to absorb mixed pulse waves in a low-pressure region; and a high-pressure reduction part (64) disposed in the high-pressure movement space (614), and configured to absorb mixed pulse waves in a high-pressure region.

Abstract: Methods and systems are provided for mounting a fuel pump to a cylinder head of an engine. In one example, a mounting system may comprise: an engine fuel pump mounted directly to a cylinder head cap positioned underneath a cam cover, the cap including a raised portion having a first and a second cap mounting boss, and a main opening for directly receiving the fuel pump, wherein each of the first and second cap mounting bosses couple to a flange formed on a bottom portion of the fuel pump. In this way, the fuel pump may be directly mounted to the cylinder head cap to simplify assembly, minimize fuel leakage and reduce pump vibration.

Abstract: An internal combustion engine comprises a fuel injector 31, a spark plug 16, a piston 14 having a cavity 91, a swirl control device 95, and a control system 70. The cavity is formed so as to change in distance from the fuel injector to a side wall surface of the cavity, in the circumferential direction. The system performs ignition assist control for successively performing injections of main fuel and ignition assist fuel, makes an air-fuel mixture formed by the ignition assist fuel burn by flame propagation by the spark plug, and makes the remaining fuel burn by pre-mix compression self-ignition. The system controls the swirl control device during the ignition assist control so that when the engine load is high, the fuel sprayed heads toward parts of the side wall surface which are short in distances from the fuel injector.

Abstract: A vehicle part or component includes a surface that is configured to contact a fuel containing ethanol. The surface has a layer of non-hydrogenated diamond like carbon (NH-DLC) material disposed on the surface. The layer of NH-DLC has a thickness of from greater than or equal to about 100 nm to less than or equal to about 100 ?m. The NH-DLC material has a carbon content of greater than or equal to about 90 atomic % (at. %), a carbon-carbon sp3 hybrid bond content of from greater than or equal to about 60% to less than or equal to about 100%, and a carbon-carbon sp2 hybrid bond content of from greater than or equal to about 0 to less than or equal to about 40%. The NH-DLC material is substantially free of hydrogen atoms. Methods for manufacturing the vehicle part or component are also provided.

Abstract: The present disclosure pertains to remote starting of a drive unit in a stationary motor vehicle. The drive unit includes one or more driving wheels, a clutch and a gearbox for coupling and decoupling the drive unit and the driving wheels. A starting signal is received by a control unit. The control unit only starts the drive unit in response to the received starting signal when it is detected that the drive unit and the driving wheel arrangement are decoupled and/or that the motor vehicle is at a standstill.

Abstract: A system for detecting operation of a motor includes a ripple voltage detector module including a ripple voltage detector unit, an input operatively connected to the ripple voltage detector unit and connectable to an alternator, and an output operatively connected to the ripple voltage detector unit and connectable to a starter motor control system. The ripple voltage detector module provides a motor operation signal to the starter motor control system upon detection of a ripple voltage produced by the alternator.

Abstract: A method of firing a spark plug of an internal combustion engine includes supplying AC power to the spark plug in which the AC power has a waveform with a rising edge and a falling edge, activating the spark plug during the rising edge of the waveform, and deactivating the spark plug during the falling edge of the waveform. This method further includes connecting an engine control module to an ignition coil and connecting the engine coil to the spark plug. The firing of the ignition coil mirrors the square waveform of AC power from the engine control module. A battery is connected to the engine control module.

Abstract: A method of firing at least one spark plug of an internal combustion engine include supplying AC power to the spark plug in which the AC power has a waveform with a rising edge and a falling edge, activating the spark plug during the rising edge of the waveform, and deactivating the spark plug during the falling edge of the waveform. This method further includes connecting an engine control module and a vehicle power supply to at least one AC ignition coil and connecting the AC ignition coil to the spark plug or spark plugs. The firing duration of the AC ignition coil or transformer mirrors a digital square waveform duration from the engine control module.

Abstract: The present invention is directed to a system for producing energy via use of gravity. The system is for generating energy, and in particular electrical energy, by utilizing the abundant force of gravity that exists and then integrating such a force into a system design of energy power generation by converting the force of gravity into potential energy then into kinetic energy and from kinetic energy back into potential energy again, by using the system's autonomous methodology of fluid recycling to produce electric power generation in the process.

Abstract: A horizontal-shaft wind machine having improved low wind speed performance and greater overall efficiency consists of multiple rotors, wherein each successive rotor is larger in diameter than the previous rotor moving from the most windward rotor to the most leeward rotor. Each rotor may be coupled to a separate concentric shaft, and all rotors may rotate in the same direction with the output shafts of each rotor coupled via an overrunning clutch to a single shaft, the output of which is used to drive the load. Winglets attached to the leading edge and tip of the rotor sails improve low wind startup torque.

Abstract: A noise reducing wind turbine blade is disclosed. The wind turbine blade includes a blade body having a leading edge, a trailing edge, a suction side, and a pressure side. The wind turbine blade further includes a fence disposed on a portion of the blade body upstream from the trailing edge for modifying airflow over the blade body in the vicinity of the trailing edge effective to reduce acoustic emission.

Abstract: The present disclosure is directed to a method for forming a wind turbine rotor blade. The method includes placing first and second prefabricated skin panels defining a portion of a root section of the wind turbine rotor blade, a pressure side of the wind turbine rotor blade, or a suction side of the wind turbine rotor blade in a mold. The first and second prefabricated skin panels partially overlap to define a connection region. A vacuum bag is placed over the mold. The connection region is infused with a resin.

Abstract: A shear web for a wind turbine blade is described. The shear web comprises a panel and a web head. A longitudinal edge of the panel is received within a slot defined in the web head. A plurality of discrete spring features are attached to the longitudinal edge of the panel. The spring features are mutually spaced apart at intervals along the length of the longitudinal edge. The spring features compress against a base of the slot when the longitudinal edge region of the panel is inserted into the slot.

Abstract: There is provided a wind turbine rotor blade comprising a rotor blade root region, a rotor blade tip region, a pressure side, a suction side, at least one fin which extends along a longitudinal direction of the rotor blade and at least one deflection unit between an end of the at least one fin and the rotor blade tip region. The at least one deflection unit is adapted to deflect an air flow which is propagated along the at least one fin. In addition there is provided at least one fin drop-shaped portion arranged in the region of the at least one fin to reduce turbulence in the air upon deflection.

Abstract: The present application relates to the field of energy recovery and in particular to the use of shape memory alloys (SMA) for same. An energy recovery device is provided which comprises a one way drive mechanism for incrementally winding a spring. An SMA engine comprising a length of SMA material is fixed at a first end and connected at a second end to the one way drive mechanism. The SMA engine is housed in an immersion chamber and adapted to be sequentially filled with fluid to allow heating and/or cooling of the SMA engine to enable high frequency contractions and expansion. An output transmission is provided which is coupled to and driven by the spring. In this manner, repeated contractions of the SMA material incrementally wind the spring to store energy. The spring is restrained by a release mechanism which may be activated to allow the spring to drive an output transmission.

Abstract: The invention relates to an ion thruster, comprising: a chamber, a reservoir, comprising a solid propellant (PS), housed in the chamber and comprising a conductive jacket provided with an orifice; means for forming an ion-electron plasma in the chamber, which means are able to sublime the solid propellant in the reservoir, then to generate said plasma in the chamber from the sublimed propellant coming from the reservoir through the orifice; a means for extracting and accelerating the ions and electrons of the plasma out of the chamber, which means comprises at least two grids at one end (E) of the chamber; a radiofrequency AC voltage source for generating a radiofrequency signal comprised between the plasma frequencies of the ions and of the electrons, arranged in series with a capacitor and connected, by one of its outputs and via this capacitor, to one of the grids, with the other grid being connected to the other output of said voltage source; said means for extracting and accelerating and said voltage

Abstract: A Hall-effect thruster (10), configured to be arranged inside or outside a spacecraft. The thruster has a concentrator (36) for collecting particles (P). The shape of the concentrator is defined by a continuous contour (C1) wrapped around the thrust axis and is such that on a major portion of the contour, each section of the concentrator perpendicular to the contour has a parabolic shape and has a focus (F1) belonging to the contour (C1). In addition, the magnetic circuit (50) is arranged so as to generate the magnetic field (B) in the vicinity of the contour (C1).

Abstract: A method for controlling a pumping system includes a pump, a pump motor, a generator that provides power to the pump motor and an engine that drives the generator. The method includes the steps of operating the pump at a first operational speed, detecting a transient high load event, reducing the speed of the pump to a second operational speed, detecting the end of the transient high load event, and increasing the speed of the pump to the first operational speed.

Abstract: Swash plate 3, which is a sliding member, includes base material 31, and coating layer 31 that is formed on base material 31 and has a thickness of 10 ?m or more. Coating layer 31 includes binder resin 321 and solid lubricant 322, which is dispersed in binder resin 321 and has a c-axis orientation, and a relative c-axis intensity ratio of solid lubricant 321 in coating layer 32 is 80% or more.

Abstract: A stator of an outer-rotor type motor is fixed to a stator fixing member, and the stator fixing member is fixed to a member (cylinder block) of a compression element, which has a main bearing. Further, an auxiliary bearing is configured to be separate from the stator fixing member and is fixed to the stator fixing member. In this manner, it is possible to fix the stator fixing member to the member of the compression element in a state in which an even clearance is formed between an inner circumference of a rotor and an outer circumference of the stator, and it is possible to fix the auxiliary bearing to the stator fixing member in a state in which the auxiliary bearing is reliably coaxial to the main bearing. Therefore, it is possible to narrow the clearance between the inner circumference of the rotor and the outer circumference of the stator such that it is possible to achieve high efficiency of the motor.