Abstract: The invention relates to a plate heat exchanger forming between its plates a first flat flow tube in which a first fluid circulates between a first inlet orifice and a first outlet orifice, and a second flat flow tube in which a second fluid circulates between a second inlet orifice and a second outlet orifice. The two flat tubes form parallel arms which extend in a longitudinal direction (L) perpendicular to a transverse air flow traversing the heat exchanger, the first tube being upstream in the air flow and the second tube being downstream.

Abstract: The present disclosure relates to an exhaust-gas turbocharger for a supercharged internal combustion engine having a charge-air cooler. In order to prevent the formation in the charge-air-guiding parts of condensate which above a certain quantity, if it remains within the charge-air-guiding parts, leads to damage to the engine, such as, for example, ice formation, water shock or corrosion, it is proposed to provide a condensate outlet opening on the compressor of the exhaust-gas turbocharger, which opening is provided in a lowermost region of a charge-air flow path through the compressor.

Abstract: Disclosed is a controller for a turbocharged engine. The engine includes a supercharger configured to supercharge intake air using an exhaust gas from the engine, and including movable flaps arranged so that a boost pressure generated in an intake passage is adjustable. If a rotational speed of a turbine and compressor that constitute the supercharger has reached a first threshold lower than an endurance limit, an amount of fuel injected to the engine is reduced to a predetermined amount. If the rotational speed has reached a second threshold lower than the first threshold, the amount of fuel injected is reduced in accordance with an excess of the rotational speed over the second threshold.

Abstract: An internal combustion engine comprising an engine block comprised of a main cavity, an intake plenum, and an exhaust plenum; a crankshaft supported within the main cavity of the engine block; a rotating piston assembly contained within the main cavity of the engine block and comprised of a rotatable cylinder housing having a housing axis of rotation and comprised of a plurality of pistons contained in combustion cylinders; and a rotating valve ring contained within the engine block and surrounding the rotating piston assembly, and comprised of intake ports, ignition energy ports, and exhaust ports corresponding to each of the plurality of combustion cylinders. The rotatable cylinder housing has an axis of rotation that is parallel to and offset from the crankshaft axis of rotation.

Abstract: An engine comprises a crankcase and a crankshaft. The crankshaft has a central main portion, a crankpin and a crankshaft web. A crank member is rotatably and eccentrically mounted on the crankpin. An external crank member gear meshes with an external drive shaft gear. A driven portion of the drive shaft is located at a side of the crankshaft web which is opposite to its side where the crankpin is located and is drivably coupled via a first transmission to an intermediate member which is rotatably mounted to the crankshaft. The intermediate member is drivably coupled to a control shaft portion of a control shaft via a second transmission which control shaft portion is located at axial distance of the driven portion of the drive shaft and the control shaft is rotatable at a fixed rotational position with respect to the crankcase under operating conditions at fixed compression ratio.

Abstract: Methods and systems are provided for the design and manufacture of a crankshaft of a piston internal combustion engine. In one example, a crankshaft comprises a crankshaft throw, the crankshaft throw comprising a crankpin and crank webs. The crank webs are formed asymmetrically in a region of the crankpin with respect to a plane intersecting an axis of rotation of the crankshaft and a center axis of the crankpin, such that the breaking strength of the crankshaft throw is increased at a crankshaft angle of rotation which differs from the top dead center position of a piston to which the crankpin is coupled, and at which the piston exerts a maximum combustion-induced force on the crankpin.

Abstract: An inlet for a turbofan engine, including an inlet wall surrounding an inlet flow path. The inlet wall extends axially from an upstream end to a downstream end adjacent the fan. The inlet wall has a shape defining a plurality of teeth circumferentially spaced around the inlet. The teeth extend axially and project radially inwardly toward the central longitudinal axis. A central portion of the inlet flow path has a cross-sectional dimension measured diametrically between opposed teeth, the cross-sectional dimension varying along the axial direction. The central portion defines a geometric throat at a minimum value of the cross-sectional dimension. The inlet wall is shaped so that the geometric throat is axially spaced from the upstream end and the downstream end. A gas turbine engine and a method of shielding tips of fan blades from impact by an object having a predetermined minimum dimension are also discussed.

Abstract: A gas turbine engine according to an exemplary aspect of the present disclosure includes, a shaft including at least one bearing, a speed change device in communication with the shaft, a first lubrication system in communication with the at least one bearing and a second lubrication system in communication with the speed change device.

Abstract: The present invention discloses a novel apparatus and methods for augmenting the power of a gas turbine engine, improving gas turbine engine operation, and reducing the response time necessary to meet changing demands of a power plant. Improvements in power augmentation and engine operation include additional heated compressed air injection, steam injection, water recovery, exhaust tempering, fuel heating, and stored heated air injection.

Abstract: A modulating fan air diverter and annular air-oil cooler for a gas turbine engine located in the inner fixed structure adjacent to the core cowl is provided. The fan air diverter modulates between an open position, corresponding to maximum fan nozzle area and airflow through the air-oil cooler, and a closed position, corresponding to minimum fan nozzle area and airflow through the air-oil cooler. As such, the device is capable of supporting dual functions of engine heat management as well as engine performance and fan stability.

Abstract: A fuel circuit of a turbomachine, this circuit including a fuel return valve connected to the main fuel circuit and to a tank, the valve being able to take a first and a second open position, separate from one another, and a closed position, two primary hydraulic lines connecting the valve to the main circuit and including, respectively, first and second filters through which the fuel passes when the valve is in its first open position, two secondary hydraulic lines which connect the valve to the main circuit and which are positioned in relation to the first and second filters in such a way that the circulation of fuel in these secondary lines contributes, respectively, to the cleaning of the first and second filters, the fuel circulating in the secondary lines when the valve is in its second open position.

Abstract: A heat shield (44) for an external component, such as a gearbox (42), of a gas turbine engine (20) for limiting heat transfer from the engine (20) to the external component is disclosed. The heat shield (44) may be formed to the shape of the gearbox (42) to reduce the geometric envelope of the gearbox (42) and heat shield (44). The heat shield (44) may be formed by a thin thermal insulation core (50) surrounded by a metal sheet (51). The small thickness of the heat shield (44) also reduces the geometric envelope of the heat shield (44). Since no extra equipment is needed to provide cooling fluid to the gearbox (42), the heat shield (44) reduces the overall weight of the gas turbine engine (20) as well.

Abstract: Systems and methods for controlling a fluid based engineering system are disclosed. The systems and methods may include a model processor for generating a model output, the model processor including a set state module for setting dynamic states of the model processor, the dynamic states input to an open loop model based on the model operating mode, the model generates current state derivatives and synthesized parameters as a function of the dynamic states and the model input, wherein a constraint on the current state derivatives is based a series of modules, each member of the series of modules arranged in at least a primary stream group and a secondary stream group corresponding to a component of the system. The model processor may further include an estimate state module for determining an estimated state of the model.

Abstract: A seal assembly for a gas turbine engine includes an engine static structure. First and second members fluidly separate cavities from one another. A seal assembly is captured by the engine structure. The seal assembly includes a carrier and a seal that engages the first member. The second member is captured by the carrier.

Abstract: A method of controlling a flow of a fuel mixture of different types of fuel in a gas turbine engine is described which includes determining a combustive energy value of an input of the fuel mixture in the engine, extracting fuel schedule data from a fuel schedule established for a reference fuel, determining a desired fuel mixture flow rate by adapting the fuel schedule data to the fuel mixture based on the combustive energy value, and controlling a fuel metering device of the engine such that the fuel mixture flow rate corresponds to the desired fuel mixture flow rate.

Abstract: A flap device for an internal combustion engine includes a flow housing which delimits a flow duct, a shaft which rotates and which is supported on one side thereof, a flap body attached to the shaft in the flow duct, an actuator which rotates the shaft and thereby the flap body, an actuator housing having the actuator arranged therein, a first bearing seat formed on the flow housing, a first bearing arranged in the first bearing seat to radially surround the shaft, a second bearing, a chamber which surround the shaft, and a bore arranged to open into the flow duct from the chamber. The shaft protrudes into the actuator housing. The shaft is supported on the one side via the first bearing and via the second bearing. The chamber from which the bore opens into the flow duct is arranged between the first bearing and the second bearing.

Abstract: The Intelligent Fault Tolerant Throttle Body prevents unintended acceleration of vehicles. This invention solves this emergency by returning the throttle plate to a safe position when commanded by a driver Emergency Button or by brake actuation. The device is installed on a conventional throttle body and comprises an Emergency Button (EB) and a Throttle Motor Controller (TMC). The TMC is a micro controller contained inside the throttle body assembly that intercepts and modifies signals from the engine control unit (ECU) to the Throttle Body Motor (TBM) and monitors the brake switch signal and the throttle position sensor (TPS). The TMC has an internal accelerometer and a throttle pedal sensor input as well as other sensors which are used as additional confirmation of a true unintended acceleration condition and not resulting from ECU, wiring or sensor failures.

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

Abstract: A method for controlling valve timing of a continuous variable valve duration engine may include: classifying a plurality of control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve and controlling a valve overlap between an exhaust valve and an intake valve by using an exhaust valve closing (EVC) timing in a first control region; advancing an intake valve closing (IVC) timing and applying a maximum duration to the exhaust valve in a second control region; advancing the IVC timing and the EVC timing in a third control region; controlling the EVC timing in a fourth control region; controlling a throttle valve to be fully opened and controlling the IVC timing in a fifth control region; and controlling the throttle valve to be fully opened and advancing the IVC timing in a sixth control region.

Abstract: A control unit for controlling a phase angle of a first camshaft of an internal combustion engine includes a first characteristic diagram signal generator for determining a dynamic setpoint phase angle of the first camshaft, a second characteristic diagram signal generator for determining a static setpoint phase angle of the first camshaft, and a first interpolator for determining a corrected setpoint phase angle of the first camshaft based on the dynamic setpoint phase angle of the first camshaft and on the static setpoint phase angle of the first camshaft. A motor vehicle including a control unit for controlling a phase angle of a first camshaft of an internal combustion engine and a method for controlling a phase angle of a first camshaft of an internal combustion engine are also provided.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, an intake valve timing, exhaust valve timing of a first set of exhaust valves coupled to the first exhaust manifold, and a position of an exhaust gas recirculation (EGR) valve in an EGR passage may be adjusted in coordination with one another in response to a condition at a compressor. The EGR passage may be coupled between the intake passage, upstream of the compressor, and the first exhaust manifold.

Abstract: Methods and systems are provided for integrating a VCR engine with a CVT transmission. Responsive to a driver demand, a controller may determine whether to maintain a current compression ratio or transition to an alternate compression ratio based on the fuel economy benefit of the transition and further based on any engine limitations that may be incurred at the engine speed-load following the transition. To improve the net fuel economy benefit while addressing the engine limitation, a compression ratio transition may be combined with a CVT adjusted engine speed-load regime, while maintaining engine power output.

Abstract: Disclosed herein is a system for managing combustion in an internal combustion engine includes a detection module that determines a combustion condition of the internal combustion engine. The combustion condition includes one of a first combustion condition or second combustion engine. The system also includes a fuel table module that receives the combustion condition and selects an engine operating request based on data in a first fuel table when the combustion condition is the first combustion condition, and data in a second fuel table when the combustion condition is the second combustion condition. The system additionally includes an engine control module that receives the engine operating request and generates engine operating commands based on the engine operating request.

Abstract: A drive unit for a motor vehicle includes an internal combustion engine having a feeder line for feeding combustion air to the internal combustion engine and a compressor device that cooperates with the feeder line and by means of which the combustion air is compressed for the internal combustion engine. A bypass line opens into the feeder line, and through which the combustion air can be fed to the internal combustion engine without passing through the compressor device. An isolating mechanism associated with the bypass line serves to shut off and/or adjust the quantity of combustion air that flows through the bypass line. A control unit controls the isolating mechanism in such a manner that the isolating mechanism is at least partly closed or is caused to at least partly close when the internal combustion engine is in coasting mode.

Abstract: Operating a dual fuel engine system includes firing combustion cylinders on a liquid fuel or both the liquid fuel and a gaseous fuel, and selectively cutting out at least one of the combustion cylinders based on a cylinder pressure parameter. A subset of those combustion cylinders remaining active after cylinder cutout is fired at a gas-to-liquid substitution ratio based on a user-settable combustion optimization term. The optimization term can include an efficiency term, an emissions term, and/or a fuel cost term, each of which has a finite range of values including a diesel equivalency value.

Abstract: Methods and systems are provided for controlling boost pressure and exhaust gas recirculation in a split exhaust system. In one example, a first portion of exhaust may be routed from a cylinder to an exhaust turbine via a first exhaust valve and a second, remaining portion of exhaust may be routed as exhaust gas recirculation (EGR) via a second exhaust valve, the timing and lift of each of the first valve profile and the second valve profile adjusted based on boost error and EGR error. Further, motor torque from an electric motor may be supplied to the turbocharger to attain a desired boost pressure and a desired EGR flow.

Abstract: An engine system having an exhaust gas recirculation (EGR) apparatus includes: an engine including a plurality of combustion chambers; an intake line through which an intake gas supplied to the combustion chambers flows; an exhaust line in which an exhaust gas discharged from the combustion chambers flows; and a turbocharger including: a turbine disposed at the exhaust line and rotating by the exhaust gas; and a compressor disposed in the intake line and rotating and compressing external air. The EGR apparatus includes a recirculation line branched from the exhaust line; an EGR valve disposed at the recirculation line and adjusting a recirculation gas amount; a pressure sensor disposed at a front end of the EGR valve to measure a pressure of a recirculation gas; and a flow rate adjustment apparatus disposed at a rear end of the EGR valve and adjusting the recirculation gas amount.

Abstract: Methods and systems are provided for improving the detection and mitigation of high speed pre-ignition. In one example, high speed pre-ignition is detected based on concurrent or sequential changes in an integrated knock sensor output in a knock window as well as a pre-ignition window. The high speed pre-ignition is addressed using cylinder fuel deactivation and/or engine load limiting to reduce the risk for run-away pre-ignition.

Abstract: A starting control device for an engine includes an ECU configured to: i) execute an autonomous starting control in which the ECU injects fuel into the cylinder from a fuel injection valve after a crank shaft rotates reversely before the crank shaft stops its rotation and then ignites an air-fuel mixture using an ignition plug to start the engine without using a starter motor; ii) determine whether a pressure in the cylinder increasing due to the reverse rotation is equal to or greater than a predetermined pressure at a time point of firing of the air-fuel mixture by the ignition; and iii) prohibit starting of the engine under the autonomous starting control when the ECU determines that the pressure in the cylinder is not equal to or greater than the predetermined pressure.

Abstract: A step-down circuit is connected to an output of a step-up circuit that steps up a battery voltage, and an output of the step-down circuit is connected to a power supply input terminal of a CPU via an FET. The step-down circuit is normally maintained in an inactive state and, in response to an ignition switch being turned off, the CPU causes the step-down circuit to actuate and a stepped-down voltage (equal to a stabilized voltage) is output from the step-down circuit. The stepped-down voltage is further stepped down to a CPU power supply voltage, and the CPU power supply voltage is supplied to the power supply input terminal of the CPU. This allows the residual charge of the step-up circuit to be dissipated by the step-down circuit and the CPU.

Abstract: A system according to the principles of the present disclosure includes an engine stall module and an actuator control module. The engine stall module identifies a potential engine stall based on a speed of an engine and a rate of change in the engine speed. The actuator control module selectively adjusts an actuator of a powertrain system to prevent the engine from stalling when a potential engine stall is identified.

Abstract: Methods and systems are provided for performing mitigating actions in response to detecting a fuel injector leak. In one example, a method may include in response to detecting a fuel injector leak, performing first high pressure mitigating actions including increasing a fuel rail pressure, increasing a pulse width delivered to the leaking fuel injector, and commanding fuel injection during compression stroke; in response to the first mitigating actions not reducing the leak below a threshold rate, performing second high pressure mitigating actions including increasing the fuel rail pressure, increasing the pulse width delivered to the leaking injector, and commanding fuel injection during intake stroke for a cylinder receiving fuel from the leaking injector; and in response to the second mitigating actions not reducing the leak below the threshold rate, reducing the fuel rail pressure, and commanding intake stroke fuel injection to all cylinders.

Abstract: A device for a common rail diesel engine can control an engine phase when the engine is stopped so the engine can be restarted quickly. An engine phase determining means determines an engine phase based on a crank angle and an angle of a camshaft, an engine stop position determining means stores a stopping time spent from the issuance of an engine stop request to the stop of the engine and obtains an engine phase when the engine is stopped based on the engine phase, resulting when the engine stop is requested, and the stopping time, and an at-time-of-stopping injector control means controls fuel injected from the fuel injectors so the engine phase obtained by the engine stop position determining means when the engine is stopped after making the engine stop request allows a piston in a specific cylinder to stop at a bottom dead center of a compression stroke.

Abstract: After a system-off state has continued for a preset, time period since a system-off operation, on satisfaction of abnormality diagnosis prerequisites including a condition that a warm-up determination parameter indicating a degree of warm-up of an engine at a system-off time is equal to or greater than a predetermined value, characteristic abnormality diagnosis is performed to determine whether a characteristic abnormality occurs in a fuel pressure sensor. For a time period from a system-on operation to a system-off operation, the warm-up determination parameter is incremented when the engine is in operation, while being decremented after satisfaction of a predetermined condition when the engine is not in operation.

Abstract: A control system for an internal combustion engine, which is capable of quickly and properly ensuring excellent fuel economy of the engine even when atmospheric pressure has changed. The control system includes an ECU. The ECU performs weighted average calculation on lowland map values and highland map values, based on atmospheric pressure, to thereby calculate map values of a demanded torque that minimize a fuel consumption ratio of the engine in the atmospheric pressure, and calculates engine demanded output. The ECU calculates demanded torque and demanded engine speed using the map values and the engine demanded output, respectively. The ECU controls the engine using the demanded torque.

Abstract: Disclosed are a cylinder liner for insert casting and a method for manufacturing the same. In particular, the cylinder liner for insert casting has cooling and warming performances suitable for functions of respective parts by imparting multiple layers having different thermal conductivity on the surface of the cylinder liner for insert casting, such that the cylinder liner can be used for vehicle cylinder blocks.

Abstract: An internal-combustion engine has a crankcase, with at least one cylinder for accommodating a piston, the inner face of which cylinder is provided with a coating forming a running surface for the piston. The coating has a plurality of pores and the average size of the pores and/or the pore surface proportion varies over the length of the cylinder.

Abstract: A method for adjusting the volume of the combustion chamber of an engine with high accuracy is provided. A cylinder head (200) of an engine includes a recess (204) constituting part of the combustion chamber of the engine, and a mating surface (202) for a cylinder block. The method for adjusting the volume of the combustion chamber includes measuring a plurality of portions of the surface of the recess (204) and a plurality of portions of the mating surface (202) by using a displacement meter, calculating differences between the respective measurement values of the mating surface (202), and the design shape of the mating surface (202) in a state in which the design shape of the surface of the recess (204) is fitted with respect to the respective measurement values of the recess (204), and deciding the cutting amount of the mating surface (202) based on the calculated differences and cutting the mating surface (202) by the decided cutting amount.

Abstract: A cylinder head integrated with an exhaust manifold and an exhaust gas recirculation (EGR) cooler may include an exhaust manifold including a plurality of connection parts connected to a plurality of exhaust ports, respectively, and an extension part connected to a plurality of connection parts, a water jacket provided at a location adjacent to the exhaust manifold, and an EGR cooler communicating with the water jacket and configured to surround an outside of the extension part of the exhaust manifold.

Abstract: A container-type compressed air storage power generation device (2) comprises compressors (5a-5c); a tank (8); power generators (9a-9c); a control device (12); and a container (4). The compressors (5a-5c) compress air. The tank (8) is driven by air supplied from the compressors (5a-5c). The power generators (9a-9c) are driven by air supplied from the tank (8). The control device drives and controls the compressors (5a-5c) and the power generators (9a-9c). The container (4) houses the compressors (5a-5c) and the power generators (9a-9c), and the tank (8) is disposed outside the container (4). Therefore, the container-type compressed air storage power generation device (2) is easy to transport and construct on-site.

Abstract: An example thrust reverser of a gas turbine engine is configured to connect to an aircraft wing via a pylon via one or more thrust reverser mounts located adjacent to a top circumferential apex of the engine according to an exemplary aspect of the present disclosure includes, among other things, a first cowl moveable between a stowed position and a deployed position relative to a second cowl. The first cowl in the deployed position configured to permit thrust to be redirected from an engine to slow the engine. The first cowl forming a portion of a substantially annular encasement of the engine. The first cowl directly interfaces with second cowl of the encasement at a cowl interface position that is more than 18 degrees circumferentially offset from the top circumferential apex when the first cowl is in the stowed position.

Abstract: A flow control device includes a first axially extending flow control surface, a second axially extending flow control surface radially offset from the first surface to define a gas flow path therebetween, the gas flow path having a downstream flow path exit, and a third axially extending flow control surface radially offset from the first surface and capable of axially translating with respect to the first and second surfaces for modifying the gas flow path and selectively closing the flow path exit. A turbofan engine includes a core flow passage, a fan bypass passage located radially outward from the core flow passage, a third stream bypass passage located radially outward from the fan bypass passage, and a flow control device that dynamically regulates the third stream bypass passage, allowing fluid flowing through the third stream bypass passage to provide thrust to the turbofan engine and reduce afterbody drag.

Abstract: Electrical ignition of electrically operated propellant in a gas generation system provides an ignition condition at an ignition surface between a pair of electrodes that satisfies three criteria of a current density J that exhibits a decreasing gradient along an axis normal to an ignition surface, is substantially constant across the ignition surface and exceeds an ignition threshold at the ignition surface. These criteria may be satisfied by one or more of an angled electrode configuration, a segmented electrode configuration or an additive to the electrically operated propellant that modifies its conductivity. These configurations improve burn rate control and consumption of the available propellant and are scalable to greater propellant mass to support larger gas generation systems.

Abstract: A fuel delivery system may be utilized in an internal combustion engine or a generator engine. The fuel delivery system includes a fuel injector and a venturi. The venturi provides a force for delivering the fuel into the manifold of the engine, and the fuel injector provides metering to control the amount of fuel delivered into the manifold of the engine. In one example, the fuel delivery system includes a first chamber configured to enclose a gaseous fuel, a second chamber configured to direct a flow of air through the venturi, and a plunger. The plunger is controlled to selectively connect and disconnect the first chamber and the second chamber to control the flow of the gaseous fuel into the second chamber under a differential pressure of the venturi.

Abstract: Methods and systems are provided for a self-disabling ejector of an air induction system and evaporative emissions systems. In one example, an ejector may include an outlet coupled to an inlet flow port of an air induction passage, upstream of a compressor, an evacuation port coupled to an external protrusion arranged adjacent to the inlet flow port on the air induction passage, a constriction arranged between the outlet and evacuation port, and first and second inlets positioned on either side of the constriction. If the outlet becomes disconnected from the inlet flow port, the evacuation port may disconnect from the external protrusion, thereby disabling the vacuum generating capabilities of the ejector.

Abstract: Methods and systems are provided for improving combustion events during cold-starts of a vehicle engine, where the cold-start events include start/stop events. In one example, a method comprises spinning the engine in a reverse direction in response to an engine pull-down event where a temperature of an intake manifold of the engine is below a threshold, to heat the intake manifold by drawing exhaust system heat to the intake manifold. In this way, combustion may be improved in response to requests to start the engine, which may reduce undesired emissions and which may improve fuel economy.

Abstract: Provided are a strainer and a fuel pump module having the same, and more particularly, a strainer capable of preventing filter paper from stopping since the filter paper contacts each other at a portion at which the strainer is folded, in the strainer connected to an inlet of a fuel pump or a fuel pump module to filter fuel sucked thereinto, and a fuel pump module having the same.

Abstract: A fuel supply device includes a fuel pump, a filter case, a fuel passage, a discharge passage, and a residual pressure holding valve. A communication port opens at a shifted position of the fuel passage that is positionally shifted from the residual pressure holding valve toward the discharge passage. The fuel passage includes an outside passage part through which fuel flows from the communication port toward the discharge passage, and an inside passage part that throttles a flow of fuel flowing from the communication port toward the residual pressure holding valve more than the outside passage part. When a passage cross-sectional area of the inside passage part is converted into a passage cross-sectional area of a circular pipe, D which is a passage diameter of the circular pipe, and L which is a length of the inside passage part satisfy a relational expression of L/D?3.

Abstract: A timing-based method for regenerating a DOC included in an aftertreatment system fluidly coupled to a dual-fuel engine comprises performing at least one of the following: a temperature of the DOC is varied while flowing a mixed exhaust gas, which comprises a mixture of a diesel-only exhaust gas and a natural gas exhaust gas, generated by the dual-fuel engine through the DOC; alternately the method includes flowing (a) the mixed exhaust gas generated by the dual-fuel engine and (b) a diesel-only exhaust gas generated by the dual-fuel engine through the DOC.

Abstract: Disclosed herein is the structure of a GDI fuel delivery pipe. The structure of a GDI fuel delivery pipe includes: a main pipe configured to flow fuel through a hollow formed therein; a plurality of injector cups formed in cylindrical shapes having open lower ends, and configured to be coupled and fastened to the main pipe, to flow fuel therethrough, and to be coupled to respective injectors; a plurality of mount holders configured to form tubular parts each having a bolt hole in a lengthwise direction, and to be coupled and fastened to the main pipe; and fastening members configured to fasten the plurality of injector cups or mount holders to the main pipe by being coupled to the outer circumferential surface of the main pipe at both left and right ends thereof while surrounding the outer circumferences of the plurality of injector cups or mount holders.