Abstract: A combined heat and power (CHP) system. The CHP system including a combustion chamber with an air inlet and an exhaust. The combustion chamber configured to receive a hot secondary gas for combustion. A heat exchanger coupled to the particle separator receives mixed combustion gases and transfers heat to a secondary gas. The CHP system also includes a turbine configured to receive and compress a secondary gas and direct the compressed secondary gas to the heat exchanger, the turbine is also configured to receive a heated compressed secondary gas and expand it to generate work therefrom, the expanded heated secondary gas is also used for combustion and to regulate the temperature of the combustion gases entering the heat exchanger. A generator is connected to the drive shaft of the turbine and configured to generate electricity with the work generated therein.

Abstract: A system includes a controller coupled to an inlet bleed heat system of a compressor. The controller is configured to detect an icing condition of an inlet portion of the compressor by determining a current compressor efficiency value of the compressor, a current compressor flow value of the compressor, or any combination thereof, comparing the current compressor efficiency value to a compressor efficiency model of the compressor, the current compressor flow value to a compressor flow model of the compressor, or any combination thereof, and providing an icing indication to the inlet bleed heat system if a first difference between the current compressor efficiency value and the compressor efficiency model is greater than a first threshold, a second difference between the current compressor flow value and the compressor flow model is greater than a second threshold, or any combination thereof.

Abstract: A system includes an engine cover covering a side-facing rotorcraft engine and having an opening and an ice protection member mounted on the engine cover between the opening and the engine, an area of the ice protection member smaller than an area of the opening. The ice protection member is configured to partially cover the opening to prevent ice having a particular size from entering into the engine and to allow air flow downstream into the engine.

Abstract: Combustor panels for use in gas turbine engine combustors having a panel body having a peripheral rail around a periphery of the panel body, a first boss formed on the panel body and surrounding a first aperture that passes through the panel body, and a first webbing that extends from the peripheral rail toward the first boss. A first annular channel is formed between the first webbing and the first boss and surrounds the first boss and a first web pocket is formed within the first webbing between the peripheral rail and the first boss and defines a local extension of the first annular channel extending from the first boss to the peripheral rail.

Abstract: A variable vane pack includes an inner platform, an outer platform, radially outward of the inner platform, a plurality of vanes connecting the inner platform to the outer platform, wherein the outer platform comprises a platform body and an impingement plate, the impingement plate having a radially inward impingement plate, a radially outward pressure distribution plate, and an impingement plenum defined between the radially inward impingement plate and the radially outward pressure distribution plate.

Abstract: A towershaft support may comprise a mount support, and a mounting ring coupled to an aft portion of the mount support radially inward of the mount support, wherein the mounting ring and the mount support create a perimeter around a central void. The mounting ring may comprise a mounting flange on an outer diameter of the mounting ring and a fluid passageway on an inner diameter of the mounting ring fixedly coupled to the mounting flange, wherein the fluid passageway comprises an outer wall enclosing an internal passage configured to pass fluid therethrough.

Abstract: A support assembly for a load-bearing unit, a gas turbine engine including the support assembly, and a method of operation of the support assembly are provided. The support assembly includes a support element, a damper, and a variable stiffness member. The support element supports the load-bearing unit. The damper supports the support element and is configured to provide dampening of the load-bearing unit. The variable stiffness member is positioned between the damper and the load-bearing unit. The variable stiffness member is configured to provide a serial dampening of the load-bearing unit with the damper. The variable stiffness member includes a shape memory alloy.

Abstract: A cooling structure for a gas turbine engine comprises a gas turbine engine structure defining a cooling cavity. A cooling component is configured to direct cooling flow in a desired direction into the cooling cavity. A bracket supports the cooling component and has an attachment interface to fix the bracket to the gas turbine engine structure. A first orientation feature associated with the bracket. A second orientation feature is associated with the gas turbine engine structure. The first and second orientation features cooperate with each other to ensure that the cooling component is only installed in one orientation relative to the gas turbine engine structure. A gas turbine engine and a method of installing a cooling structure are also disclosed.

Abstract: A fuel injection device for injecting an air-fuel mixture to a combustion chamber in a combustor of a gas turbine engine includes a fuel injector which is arranged on an axis of the fuel injection device. The fuel injector includes a fuel injection portion for injecting fuel in the radial direction of the fuel injection device, a fuel flow path portion forming a passage through which fuel is supplied to the fuel injection portion, and a heat shield cover that covers an end portion facing toward the combustion chamber side of the fuel injection portion such that an air layer is formed between the heat shield cover and the end portion.

Abstract: The present disclosure is directed to a fuel manifold assembly for a gas turbine engine. The fuel manifold assembly defines a walled conduit through which a fuel flows in a fuel passage. The walled conduit defines a first end and a second end opposite of the first end along a length of the walled conduit. The fuel manifold assembly includes an exit manifold to which a fuel nozzle attaches. The fuel manifold assembly includes a damper assembly coupled to the walled conduit of the fuel manifold assembly. The damper assembly includes a walled tube extended from the walled conduit. The damper assembly further includes a walled enclosure defining a damper cavity therein. The damper cavity is in fluid communication with a damper passage defined within the walled tube, and the damper passage is in fluid communication with the fuel passage.

Abstract: This disclosure relates to various seals for sealing around exhaust pipes, such as the exhaust pipe of an aircraft auxiliary power unit. The seal can include a collar portion bounding an opening that is configured to receive the exhaust pipe. The seal can include a shroud portion connected to the collar portion and extending radially outward therefrom. The seal can be configured to inflate and/or deflate to facilitate installation and/or removal of the seal from the exhaust pipe.

Abstract: A turboshaft engine includes a in which is arranged a gas generator and a free turbine fitted to a power shaft. The power shaft is configured to be mechanically connected to/disconnected from a reduction gearbox. The turboshaft engine includes at least one centraliser movable between an active position, in which the centraliser forms a bearing for the power shaft and which corresponds to a mechanical disconnection between the power shaft and the reduction gearbox, and a passive position, in which the centraliser is distanced from the power shaft and which corresponds to a mechanical connection between the power shaft the reduction gearbox.

Abstract: A gas turbine engine has a fan section including a fan, a compressor section including a low pressure compressor and a high pressure compressor, a turbine section including a low pressure turbine and a high pressure turbine, and a gear reduction. The low pressure compressor and the low pressure turbine have a number of blades in each of at least one of a plurality of blade rows. The blades are rotatable at least some of the time at a rotational speed in operation. The number of blades in at least one row and the rotational speed are such that the following formula holds true for at least one row of the compressor rotor turbine: (number of blades×rotational speed)/60 s?5500 Hz, and the rotational speed is in revolutions per minute.

Abstract: A gas turbine engine comprises a housing having an inlet leading to a fan rotor. A bypass door is mounted upstream of the inlet to the fan rotor, and is moveable away from a non-bypass position to a bypass position to selectively bypass boundary layer air vertically beneath the engine. An aircraft is also disclosed.

Abstract: A gas turbine engine system includes a gas turbine engine and a control system including sensors for monitoring operating properties of the engine, a signaling device that outputs a discrete switching signal indicative of an engine load change, such as connecting or disconnecting an electrical load in an electrical power system powered by the gas turbine engine, and an electronic control unit. The control unit calculates an engine load estimate based upon the switching signal, the operating properties, and statistical information in a recursive statistical estimator.

Abstract: A bypass valve for an engine with turbocharging for use in a pipe section of a bypass. The bypass valve has a sealing device which comprises a flap. The flap is mounted to be doubly rotatable via a first axis of rotation and via a second axis of rotation.

Abstract: When it is determined that the initial combustion is unstable, the engine speed is forcibly increased. When the engine speed is forcibly increased, fluidity in the cylinder increases. When the fluidity in the cylinder rises, homogeneity of the homogeneous air-fuel mixture is improved. Therefore, it is possible to enlarge the flame kernel. When the flame kernel is enlarged, the initial flame resulting from the flame kernel is also enlarged. Then, the initial flame becomes easy to involve the closest fuel spray thereby the initial combustion can be stabilized.

Abstract: The present invention relates to a method for determining engine operation parameter values during and/or after a gear shift operation prior to performing said gear shift operation. The method comprises the steps of, prior to the gear shift operation: determining initial conditions comprising torque demand and engine speed and certain other engine operation parameter values; providing said initial conditions to an engine operation simulation model; providing a torque development course as well as an engine speed development course during the intended gear shift operation to said engine operation simulation model; and determining desired engine operation parameter values by means of said engine operation simulation model based upon the information thus provided to said engine operation simulation model.

Abstract: The present invention relates to a method for restricting work produced in a combustion chamber, wherein a substance resulting from combustion is reduced by supplying additive comprising a reagent to the exhaust gas stream. The method comprising: determining if a quality of said additive, estimated by means of a first sensor, being subjected to said additive, is below a first quality; determining if signals from a second sensor, being subjected to the exhaust gas stream, indicate insufficient reduction of said at least one substance; determining if a correction of the supply of additive has reached an upper limit; and restricting work produced by combustion only when: said estimated quality of said additive is below said first quality, said correction has reached said upper limit, and said measurement in the exhaust gas stream indicates insufficient reduction.

Abstract: The present invention relates to a method for determining when to correct supply of additive to an exhaust gas stream resulting from combustion in at least one combustion chamber, wherein the additive is arranged for reduction of at least one substance resulting from said combustion by supplying the additive to an exhaust gas stream resulting from said combustion. The quantity of additive being supplied is subjectable to correction, and a sensor is subjected to the exhaust gas stream and arranged to measure occurrence of said at least one substance. The method comprises: by means of sensor signals from said sensor, determining a level of occurrence of said first substance in said exhaust gas stream, and determining when to correct said supply of additive on the basis of said occurrence of said first substance in said exhaust gas stream.

Abstract: A method according to the invention for controlling an internal combustion engine having a camshaft whose phase with respect to a crankshaft can be adjusted by means of an electric adjustment device, and a control device comprises the steps S1 to S3, wherein in step S1 a stop request is output from the control device to the electric adjustment device. Subsequently, in step S2 a manipulated variable in the form of a pulse duty factor is output from the electric adjustment device, wherein the pulse duty factor counteracts a camshaft torque. In step S3, the direction of rotation of the camshaft is monitored, wherein in step S4, when a reversal of the direction of rotation of the camshaft is detected, an intensity level of this reversal of the direction of rotation is calculated by determining a rotational speed gradient.

Abstract: The control system of a vehicle comprises: a variable compression ratio mechanism A able to change a mechanical compression ratio of an internal combustion engine 2 provided in the vehicle 1, 1?, 1?; a compression ratio control part 31 configured to control the mechanical compression ratio by the variable compression ratio mechanism; and a slope detection device 41 detecting a slope of a road on which the vehicle is driving. The compression ratio control part is configured to control the mechanical compression ratio based on the slope detected by the slope detection device when fuel cut control in which feed of fuel to combustion chambers of the internal combustion engine is stopped is being performed.

Abstract: A torque requesting module generates a torque request for an engine based on driver input. A model predictive control (MPC) module: identifies sets of possible target values based on the torque request, each of the sets of possible target values including target effective throttle area percentage; determines predicted operating parameters for the sets of possible target values, respectively; determines cost values for the sets of possible target values, respectively; selects one of the sets of possible target values based on the cost values; and sets target values based on the possible target values of the selected one of the sets, respectively, the target values including a target pressure ratio across the throttle valve. A target area module determines a target opening area of the throttle valve based on the target effective throttle area percentage ratio. A throttle actuator module controls the throttle valve based on the target opening.

Abstract: A method to detect and mitigate sensor or actuator degradation in an automobile system includes: collecting a signal data output from at least one device which is outputting the signal data in response to monitored operational parameters of a motor vehicle system; analyzing patterns of the signal data compared to a signal data output from a nominal operating one of the at least one device using an artificial intelligence program; and identifying when the patterns of the signal data exceed a threshold level indicating the at least one sensor or actuator is operating in a degraded condition.

Abstract: An engine device including: an intake manifold (67) configured to supply air into a cylinder (77); a gas injector (98) configured to mix fuel gas with air supplied from the intake manifold (67), and supply mixed gas to the cylinder (77); an igniter (79) configured to ignite, in the cylinder (77), premixed fuel obtained by pre-mixing the fuel gas with the air; and a control unit (73) configured to execute a combustion control of a premixed fuel based on the output signal indicative of an output from the engine device. When the air amount is determined to be insufficient and when the output signal is lost, the control unit (73) estimates an output signal based on the fuel gas injection amount from the gas injector (98), and executes the combustion control based on the estimated output signal.

Abstract: A vehicle includes two accelerator position sensors and an electronic control unit. The two accelerator position sensors are configured to detect accelerator operation amounts. The electronic control unit is configured to perform drive control based on the accelerator operation amounts from the two accelerator position sensors. The electronic control unit is configured to, when failure occurs in one accelerator position sensor out of the two accelerator position sensors, perform the drive control based on the accelerator operation amount from the other accelerator position sensor out of the two accelerator position sensors, the accelerator operation amount being restricted by an accelerator operation amount upper limit that has a tendency of becoming larger as the vehicle speed is larger.

Abstract: A cylinder liner for an engine block includes a first engine block bonding surface, and a second engine block bonding surface that provides a lower heat transfer coefficient between the cylinder liner and an adjacent engine block material than the first engine block bonding surface. The second engine block bonding surface extends a substantial portion of the axial length of the cylinder liner.

Abstract: A waste-heat recovery system includes a main power unit, an auxiliary power unit and a transmission unit. The main power unit includes a main engine, a main output shaft that is driven by the main engine, and a heat pipe that is connected to the main engine. The auxiliary power unit includes a stirling engine that is connected to the heat pipe, and an transmission shaft that is driven by the stirling engine. The transmission unit is disposed between the main output shaft and the transmission shaft for transmitting torque from the transmission shaft to the main output shaft.

Abstract: The present disclosure concerns a thrust reverser system for a turbojet engine and a method for unlocking a thrust reverser system. The thrust reverser system includes a movable cowl mounted on a nacelle of the turbojet engine that is displaceable between a closed position in which the thrust reverser system is inactivated and an open position in which the thrust reverser system is activated. The thrust reverser system includes a locking system having a first and second locking element mounted on the movable cowl and a fixed structure. The first and second locking elements lock and unlock relative to each other to lock the movable cowl on the fixed structure in the closed position. The locking system is shaped so that a controlled displacement of the movable cowl from its closed position to a reclosed position triggers unlocking of the first and second locking elements.

Abstract: A variable area fan nozzle actuation (“VAFN”) system is disclosed. The VAFN system may include an electrohydrostatic actuator (“EHA”) arranged to translate a VAFN panel relative to a translating sleeve. An electrical coupling may extend between a translating sleeve associated with the VAFN system and the fixed structure. The electrical coupling may be movable so that as the translating sleeve and fixed structure move relative to each other, power may be provided to the EHA by a wiring harness extending across the space between the translating sleeve and the fixed structure and connecting the EHA to an EHA power source.

Abstract: The present invention relates to a liquid propellant chemical rocket engine reactor Thermal Management System (TMS), which system comprises a reactor comprising a thermally conductive reactor housing, a heat bed, and a catalyst bed, which system further comprises an injector configured to spray the propellant in the form of a cone towards a portion of the circumference of the inner surface of the reactor housing, and an electrical heater located on the outside or inside of the reactor housing for heating said portion of the inner surface of the reactor housing.

Abstract: A rocket motor includes a case and first and second nozzles in the case. The first nozzle is disposed in the second nozzle. The first nozzle includes a forward leg, a rear leg, and an intermediate leg. The intermediate leg has a convex conical geometry, and the forward leg has a forward lip that is spaced from the case. The rear leg has a rear lip that is spaced from the case. The forward leg and the rear leg at least partially define a flow passage through the first nozzle. The first nozzle is exclusively secured by the intermediate leg to at least one of the case or the second nozzle. At least a portion of a fragmentation system is disposed between the first and second nozzles.

Abstract: Methods and systems are provided for fueling an engine with liquefied petroleum gas (LPG). In one example, a method may comprise pumping (LPG) from a fuel tank to a direct injection rail and not to a port injection rail. The method may further comprise supplying LPG from the direct injection rail to a port injection rail without returning the LPG to the fuel tank.

Abstract: A system for optimizing performance of an engine, including an intake manifold with an upper mount, plenum floor defining a plenum opening, lower mount defining intake openings, and intake runners communicating between the plenum and intake openings. The upper mount may be coupled to an air inlet device and the lower mount may be coupled to a cylinder head. A mountable device has an upper portion and lower portion and is configured to be inserted through the upper mount of the intake manifold to be coupled to the plenum floor so the mountable device covers the plenum opening and at least the upper portion of the mountable device remains between the upper mount and the plenum floor. A fixation system is configured align the mountable device to the intake manifold and to prevent the mountable device from decoupling from the plenum floor during engine operation. The mountable device is interchangeable without removing the intake manifold from the cylinder head.

Abstract: An evaporative emissions control system includes an evaporative emissions control canister, a first fuel vapor return conduit including a first end fluidically connected the evaporative emissions control canister and a second end connectable to an internal combustion (IC) engine. A first valve is fluidically connected to the first fuel vapor return conduit. A second fuel vapor return conduit includes a first end portion fluidically connected to the first fuel vapor return conduit and a second end portion configured to be arranged in a vehicle fuel tank. A second valve is fluidically connected to the second fuel vapor return conduit at the second end portion in the vehicle fuel tank. A vapor return system includes a pump fluidically connected to the second valve in the vehicle fuel tank.

Abstract: An evaporated fuel treating device includes a fuel tank, a canister containing a fuel adsorbent, a vent pipe, a purge pipe, a purge valve, and a reforming catalyst. The fuel adsorbent captures evaporated fuel that is generated in the fuel tank. The evaporated fuel flows into the canister through the vent pipe. The fuel captured in the canister flows into an intake passage of an engine through the purge pipe. The purge valve is interposed in the purge pipe and opens when the captured fuel is introduced into the intake passage. The reforming catalyst is disposed in a space where the reforming catalyst comes into contact with the evaporated fuel that has not reached the canister. The reforming catalyst is configured to promote a chemical change from unsaturated hydrocarbon to alcohol.

Abstract: A passage through which a fluid can flow is formed in a canister. A first end of the passage includes an evaporated fuel introducing port and a purge port, and a second end of the passage includes an atmosphere release port. A first chamber and a second chamber are provided at the passage. The first chamber accommodates a first adsorbent, and the second chamber accommodates a second adsorbent, both capable of adsorbing and desorbing evaporated fuel. The passage is horizontal when the canister is mounted on the vehicle. A flow dividing plate including a plurality of communicating holes is provided in the second chamber, close to the atmosphere release port. When the canister is mounted, an area of the communicating holes per unit area on a surface of the flow dividing plate is larger at a lower side of the flow dividing plate than at an upper side.

Abstract: An EGR cooling apparatus includes a first EGR cooling-water passage (passage parts) to cause cooling water flowing out of an engine to an engine cooling water passage to return to the engine cooling water passage via an EGR cooler; a second EGR cooling-water passage (passage parts) to cause cooling water flowing out of a radiator to the engine cooling water passage to return to the second EGR cooling-water passage via the EGR cooler; a three-way valve for switching a flow of cooling water for the EGR cooler between a first EGR cooling-water passage and a second EGR cooling-water passage; and an electronic control unit (ECU) to control the three-way valve to switch a flow of cooling water to the EGR cooler between the first EGR cooling-water passage during warm-up of the engine and a second EGR cooling-water passage after warm-up.

Abstract: A fuel reforming system includes an engine combusting reformed gas to generate mechanical power; an intake line connected with the engine to supply the reformed gas and air to the engine; an exhaust line connected with the engine to circulate exhaust gas exhausted from the engine; a fuel reformer provided at an exhaust gas recirculation (EGR) line diverging from the exhaust line, mixing the exhaust gas passing through the EGR line with fuel and reforming the fuel mixed with the exhaust gas; a water temperature controller (WTC) provided at the engine to control coolant cooling the engine; a radiator for radiating a portion of heat generated from the engine to atmosphere through the coolant; a temperature sensor provided at the EGR line at a front end of the fuel reformer and measuring temperature of the exhaust gas at the front end of the fuel reformer; a coolant passage provided to connect an exit of the engine, the fuel reformer, the radiator, and an entrance of the engine in series; and a coolant supply con

Abstract: An inlet duct for an internal combustion engine includes a duct member made of a compression molded fiber material. The duct member includes a main body and end portions provided on opposite sides in an axial direction of the main body. The main body includes at least one high-compression portion and at least one low-compression portion, which is made through compression molding at a compression ratio lower than that of the at least one high-compression portion. The at least one low-compression portion extends throughout a length in the axial direction of the main body.

Abstract: An air induction system includes a hood inlet duct having a first induction inlet and an air induction plenum assembly having a second induction inlet. The air induction system also includes an air box in fluid communication with the air induction plenum and the hood inlet duct. The air box defines an inner box cavity. The air induction system also includes a panel filter disposed inside the air box, wherein the panel filter divides the inner box cavity so that the first induction inlet and the second induction inlet are upstream of the panel filter.

Abstract: An impeller for a fuel pump is molded by a molding material containing a phenolic resin and an inorganic filler. A content at a minimum spin-spin relaxation time is 70% or higher with respect to a whole when approximating a free induction decay curve, which is obtained by Solid Echo Method in a pulse NMR measurement at 90° C., with a sum of relaxation curves of three components. The content at the minimum spin-spin relaxation time corresponds to a content of a portion of the phenolic resin, which forms the impeller for the fuel pump, where a cross-linking reaction is caused. A swelling amount of the impeller due to a liquid containing a fuel and water decreases as a crosslink density of the phenolic resin increases. The swelling amount of the impeller in the present disclosure is smaller than the swelling amount of an impeller molded by PPS resin.

Abstract: The invention relates to a fuel supply device for supplying fuel to a first injection device of an internal combustion engine, in particular of a motor vehicle, having at least one first low-pressure port, via which the fuel can be fed to the high-pressure fuel pump from a low-pressure fuel pump, having at least one second low-pressure port for conducting the fuel conveyed by means of the low-pressure fuel pump and fed to the high-pressure fuel pump away from the high-pressure fuel pump to a second injection device provided in addition to the first injection device, having a pump housing as first structural element, and having a second structural element, which is formed separately from the pump housing and which is held on the pump housing, wherein both low-pressure ports are arranged on one of the structural elements.

Abstract: A fuel valve for injecting fuel into the combustion chamber of a large two-stroke self-igniting internal engine combustion engine, with a valve needle that is resiliently biased towards a valve seat. The effective pressure surface that causes fuel pressure to urge the valve needle in the opening direction increases significantly when the valve needle has lift from the valve seat. A supplementary effective pressure surface is provided on the valve needle. The supplementary effective pressure surface creates a force urging the valve needle towards the valve seat when the supplementary effective pressure surface is exposed to fuel pressure.

Abstract: The present disclosure relates to a method of modifying a conventional injector (e.g., a high pressure direct fuel injector) and to the modified injector resulting therefrom. The modified injector provides a fluid flow rate and/or fluid spray plume (i.e., pattern) which is different than the fluid flow rate and/or fluid spray plume (i.e., pattern) of the original conventional injector. In one embodiment, provided is a modified injector used in internal combustion engines for fuel delivery directly into the combustion chamber.

Abstract: The present disclosure relates to internal combustion engines. Various embodiments thereof may include a piezo injector for fuel injection. For example, an injector may include: a nozzle unit with a nozzle needle; a piezoelectric actuator unit; and a hydraulic coupler unit coupling the nozzle unit to the actuator unit. The coupler unit includes a coupler piston, a coupler cylinder, and a coupler spring. The coupler piston has a top side facing toward the coupler cylinder and a bottom side. The coupler spring pushes the coupler piston against a face side of the nozzle needle oriented toward the bottom side of the coupler piston and has a contact area with the nozzle needle. The coupler piston includes a passage opening providing a flow connection from the bottom side of the coupler piston to the top side of the coupler piston, arranged within the contact area.

Abstract: An apparatus for controlling a start sequence of an engine for a vehicle may include an engine, a motor configured to start the engine, a main switch configured to connect power to the motor or interrupt the power to be supplied to the motor, a main battery configured to supply the power to the motor through the main switch, a converter configured to step up a voltage of the motor by boosting reverse power through a reverse control operation, an auxiliary battery configured to supply the reverse power, and a converter controller configured to perform a pre-charging operation for a predetermined time through the reverse control operation when an ignition-ON signal is inputted, and close the main switch when the pre-charging operation is completed.

Abstract: The electronic control unit determines whether or not an battery state of charge is equal to or above a first state of charge, and determines, based on the result of a determination, whether or not to allow a next automatic stop of an engine while the engine is driven by automatic restart after each automatic stop of the engine. The electronic control unit allows the next automatic stop of the engine when determining that the battery state of charge is equal to or above the first state of charge, and prohibits automatic stop of the engine until the vehicle starts traveling, when determining that the battery state of charge is less than the first state of charge.

Abstract: A starter motor that includes an integrated solid state switching device. The solid state switching device is mounted within the outer housing of the starter motor such that the entire starter motor can be installed as a single unit. In one embodiment, the solid state switching device includes a MOSFET positioned on the low side of the starter motor. The solid state switching device opens and closes to control the flow of current through the starter motor. In another embodiment, the solid state switching device is positioned on the high side of the starter motor. The solid state switching device can include a speed sensing circuit to prevent operation of the starter motor when the internal combustion engine is operation, a crank limiting circuit that limits the amount of time the starter motor can operate without starting the internal combustion engine and/or a thermal limiting circuit to prevent operation during overheating of the starter motor.

Abstract: A remote startup system includes a terminal of a user, a center server that is configured to communicate with the terminal, and a vehicle that is configured to communicate with the center server, and starts up an engine of the vehicle according to a startup request transmitted from the terminal to the center server. The remote startup system includes a position information acquisition unit that acquires position information of the vehicle, a time information acquisition unit that acquires time information, and a controller that changes a performance manner of the startup of the engine based on the startup request including whether the startup of the engine is permitted according to the position information of the vehicle and the time information when the startup request is transmitted from the terminal to the center server.