Abstract: When a stopper portion is brought into abutment against body high-compression-ratio side stopper portion, when viewed in the control shaft axial direction, it is configured that the distance between body high-compression-ratio side stopper surface and control-shaft high-compression-ratio side stopper surface becomes relatively longer as being closer to the control shaft rotation center. Similarly, when a stopper portion is brought into abutment against body low-compression-ratio side stopper portion, when viewed in the control shaft axial direction, the distance between body low-compression-ratio side stopper surface and control-shaft, low-compression-ratio side stopper surface becomes relatively longer as being closer to the control shaft rotation center.

Abstract: The timing or phasing of port openings and closings during operation of an opposed-piston engine is varied in response to changing engine speeds and loads by changing crankshaft phasing.

Abstract: A method is provided for evaluating the delivery and effectiveness of engine performance chemicals and products for reducing intake valve deposits for gasoline direct injection and port fuel injection engines. The engine evaluation tool provides the ability to repeatedly quantify the relative improvements between engine performance and maintenance products through a series of tests in a controlled environment with parameters that simulate intake valve and combustion chamber conditions of an engine. Non-limiting examples of test engine parameters illustratively include air fuel ratio, intake air flow, temperature of sample, oscillation frequency, presentation angle of replaceable sample, and product delivery method that includes throttle body upstream, port vacuum in plenum, and by fuel injector.

Abstract: The present invention relates to a system and to a method for storing energy in form of compressed air, having an assembly of connected tubes forming a storage volume, which are confined in a pressure-resistant thermally-insulating tank. The storage system according to the invention comprises a system for storing and releasing the heat of the compressed air to increase the storage system efficiency.

Abstract: A disclosed gas turbine engine includes a compressor section including a first compressor disposed axially forward of a second compressor, a combustor in fluid communication with the compressor section and a turbine section in fluid communication with the combustor. The turbine section includes a first turbine driving the first compressor and a second turbine driving the second compressor. An inner shaft defines a driving link between the second compressor and the second turbine and an outer shaft defines a driving link between the first compressor and the first turbine. The inner shaft and the outer shaft are concentric about a common axis of rotation. A bumper is disposed on the inner shaft within an axial region common to an aft portion of the outer shaft for accommodating interaction between the inner and outer shafts during high load conditions.

Abstract: A turbofan engine (300; 600; 700) comprising a fan shaft (120) configured to rotate about an axis (500) of the engine. A fan drive gear system (60) is configured to drive the fan shaft. The fan drive gear system has a centerplane (540). A first spool comprises a high pressure turbine (326) and a high pressure compressor (324). A second spool comprises an intermediate pressure turbine (328), a lower pressure compressor, and a shaft (334) coupling the intermediate pressure turbine to the lower pressure compressor. A third spool comprises a lower pressure turbine (330) coupled to the fan drive gear system to drive the fan. The engine has a plurality of main bearings. The turbofan engine has a single stage fan. Of the main bearings, at least one is a shaft-engaging bearing engaging a driving shaft (336) coupled to the fan drive gear system. A closest (340; 640) of the shaft-engaging bearings engaging the driving shaft behind the fan drive gear system has a centerplane (550) and a characteristic radius (RB).

Abstract: A gas turbine engine comprises a compressor section, a combustor section downstream of the compressor section, and a turbine section downstream of the combustor section. A mid-turbine frame includes an outer case portion and is configured to support the turbine section. At least one shaft defines an axis of rotation, and the turbine section comprises an inner rotor directly driving the shaft. The inner rotor includes an inner set of blades. An outer rotor is positioned immediately adjacent to the outer case portion and has an outer set of blades interspersed with the inner set of blades. The outer rotor is configured to rotate in an opposite direction about the axis of rotation from the inner rotor. A gear system is positioned downstream of the combustor section, is mounted to the mid-turbine frame, and is coupled to the outer rotor to drive the at least one shaft.

Abstract: A valve member cooling arrangement for a valve having at least one housing with sets of working fluid inlet/outlet ports and coolant supply/return ports. A valve member movably disposed within a valve chamber has a valve head configured to control flow between the working fluid ports. The valve member has valve member inlet/outlet openings and defines an internal valve member cooling passage uniting the valve openings. At least one coolant sleeve is disposed about the valve member. The coolant sleeve(s) have inflow and outflow ports separated inflow from outflow by at least one seal. During static and dynamic positioning of the valve member, the valve member inlet(s) are in communication with inflow port(s) of the coolant sleeve, and the valve member outlet(s) are in communication with outflow port(s) of the coolant sleeve(s).

Abstract: A gas turbine engine includes a convex case section. The convex case section includes an upstream case portion having a first radius, a downstream case portion having a second radius, and an intermediate case portion between the upstream case portion and the downstream case portion. The intermediate case portion has a third radius larger than the first radius and the second radius. A tension rod extends from the upstream case portion to the downstream case portion.

Abstract: The present invention provides a support duct for a gas turbine engine. The supported duct comprises at least one support frame having an aperture defined by an upper aperture wall, a lower aperture wall and opposing aperture side walls. It further comprises a duct extending through aperture, the duct comprising an upper panel in abutment with the upper aperture wall, a lower panel in abutment with the lower aperture wall and opposing side walls extending between the upper and lower panels. The opposing side walls of the duct are spaced from the opposing aperture side walls.

Abstract: A ducted fan gas turbine engine has a propulsive fan, a fan case surrounding the fan, a core engine, and a plurality of support structures which transmit loads from the core engine to the fan case. Each support structure has two support struts which extend from the core engine to a joint radially outwardly of the fan case. The support struts are spaced apart at the core engine but converge to meet at the joint. Each support structure further has two structural elements which extend from the joint to respective fixing positions on the fan case at opposite sides of the joint.

Abstract: A method of joining includes applying braze to a braze reservoir in a first component. A second component is engaged to the first component, wherein a joint location is defined between the first and second components. A wicking structure provides flow communication from the braze reservoir to the joint location. The method also includes joining the first and second components together at the joint location by applying heat to the braze to flow the braze from the reservoir through the wicking structure to the joint location to form a braze joint at the joint location.

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, wherein the open loop model generates a current state model as a function of the dynamic states and the model input, wherein a constraint on the current state model is based a series of cycle synthesis modules, each member of the series of cycle synthesis modules modeling a component of a cycle of the control system and including a series of utilities, the utilities are based on mathematical abstractions of physical properties associated with the component, the series of cycle synthesis modules including a rotary apparatus module which estimates a tip clearance between the rotor and the rotor case.

Abstract: A combustor seal for use between a downstream end of a combustor and a turbine vane includes a seal body and a plurality of seal alignment features. The plurality of seal alignment features projects from the seal body. The seal alignment features are arranged such that there is only one alignment of the combustor seal with the turbine vane.

Abstract: A gearbox to be attached to a turbine engine to drive at least one apparatus annexed to the turbine engine, the gearbox including a housing; a power take-off member capable of engaging with a radial shaft of the turbine engine; at least one kinematic chain located inside the housing and capable of transmitting the rotational movement of the power take-off member to at least one rotatable shaft of an apparatus. The kinematic chain includes a first end and a second end. The power take-off member is linked to the kinematic chain by a gear having convergent axes and located between the first end and the second end of the kinematic chain.

Abstract: An exemplary turbomachine exhaust flow diverting assembly includes an outer flow diverter distributed about a rotational axis of a turbomachine. The outer flow diverter moveable between a first position and a second position. The outer flow diverter in the first position permits more flow through a main bypass flow passage and less flow through a third stream bypass flow passage. The outer flow diverter in the second position permits more flow through the third stream bypass flow passage and less flow through the main bypass flow passage.

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, one or more valves of a set of first exhaust valves coupled to the second exhaust manifold may be deactivated in response to select engine operating conditions, while maintaining active all valves of a set of second exhaust valves coupled to the first exhaust manifold. The select engine operating conditions may include one or more of a deceleration fuel shut-off condition, a part throttle condition, and a cold start condition.

Abstract: A system for detecting a pre-fill status of a fuel filter in a fuel system includes a monitoring mechanism structured to monitor a fluid property of the fuel system indicative of priming. A control mechanism is coupled with and structured to received data from the monitoring mechanism, and outputs a signal responsive to a time to prime the fuel system that is indicative of a filter pre-fill state.

Abstract: A method includes receiving a plurality of signals from a plurality of sensors coupled to a dual fuel engine. The method further includes altering an actual speed of the dual fuel engine to obtain a predetermined air-fuel ratio in response to a changed operating condition of the dual fuel engine determined based on the plurality of signals, so as to maintain operation of the dual fuel engine between knock and misfire conditions.

Abstract: A fuel storage apparatus includes a fuel tank, a heat exchanger, a fuel pipe, and a medium pipe. The heat exchanger performs heat exchange between fuel inside the fuel tank and a heat exchange medium. The fuel pipe is provided inside the fuel tank and delivers the fuel to the heat exchanger. The medium pipe is provided outside the fuel tank and delivers the heat exchange medium to the heat exchanger. The heat exchanger includes a first joint and a second joint. The first joint is provided inside the fuel tank and is connectable to the fuel pipe. The second joint is provided outside the fuel tank and is connectable to the medium pipe.

Abstract: A method for running a vehicle (100) that includes a combustion engine (101) which can selectively be connected to a driveshaft (104, 105). When the vehicle (100) is in motion and is approaching a downgrade, determining whether the engine (101) can be disconnected from the driveshaft (104, 105) for at least a first period of time (T1), and disconnecting the driveshaft (104, 105) for at least the first period of time (T1); and the engine (101) also is switched off for the first period (T1). A system that performs the method and a vehicle that performs it are disclosed.

Abstract: Methods and systems are provided for determining a cylinder air charge based on a boost manifold volume of an engine. In one example, a method may include inducing a compressor surge event, and updating the boost manifold volume in response to a difference between an actual surge pressure and an expected surge pressure. The method further includes determining the cylinder air charge based on the updated boost manifold volume.

Abstract: An engine system includes an intake passage, a non-deactivation exhaust passage, a second exhaust manifold, a first turbocharger including a first turbine rotated by exhaust gas flowing via the first exhaust manifold, a second turbocharger including a second turbine rotated by exhaust gas flowing via the second exhaust manifold, an exhaust outlet, a main intake circulation passage in communication with the intake passage via a compressor of the first turbocharger such that supercharging air is supplied to the intake passage, a sub intake circulation passage in communication with the main intake circulation passage via a compressor of the second turbocharger such that supercharging air is supplied to the main intake circulation passage, and a deactivation valve disposed on the sub intake circulation passage between the compressor of the second turbocharger and the main intake circulation passage so as to selectively open/close the sub intake circulation passage.

Abstract: A purge device includes a canister; a purge passage configured to extend from the canister and be connected to an upstream side of a compressor of a supercharger in an intake passage; a supply unit configured to supply purge gas to the upstream side of the compressor in the intake passage during supercharging; a throttle configured to be provided in a portion of the intake passage connected with the purge passage and limit an inflow of gas from the purge passage; a sensor configured to detect internal pressure downstream of the supply unit in the purge passage; and a control device configured to determine that a passage end of the purge passage deviates from the intake passage, in a case where a detection value obtained by the sensor during the operation of the supply unit is lower than a predetermined pressure.

Abstract: A control system of a vehicle includes a fuel vapor canister that traps fuel vapor from a fuel tank of the vehicle. A purge valve, when open, allows fuel vapor flow into an intake system of an engine at a first location and, when closed, prevents fuel vapor flow to the intake system of the engine. A purge control module controls opening of the purge valve and determines a fuel vapor flow into cylinders of the engine based on: (i) a first pressure at the first location, (ii) a second pressure at a second location between the purge valve and the intake system, and (iii) at least one delay period between opening of the purge valve and fuel vapor reaching cylinders of the engine.

Abstract: An engine includes an exhaust gas recirculation system with a high pressure exhaust gas recirculation loop and a low pressure exhaust gas recirculation loop, and an air charging system. A method of controlling the air charging system includes monitoring an actual exhaust gas recirculation rate, operating conditions of a compressor and turbine in the air charging system. A compressor flow is determined based on a target exhaust gas recirculation rate, a target intake manifold pressure and the actual exhaust gas recirculation rate. A power requested by the compressor is determined based on the compressor flow, the target intake manifold pressure, and the monitored operating conditions of the compressor. A power to be generated by the turbine is determined based upon the power requested by the compressor. A turbine flow is determined based upon the power to be generated by the turbine and the monitored operating conditions of the turbine.

Abstract: An exhaust gas purifying apparatus for an internal combustion engine, in which a NOx absorbing catalyst and a NOx concentration sensor for detecting a NOx concentration in exhaust gases of the engine, are provided in an exhaust passage of the engine. A rich spike for temporarily enriching the air-fuel ratio is performed, and an execution timing of the rich spike is determined based on a detected output from the NOx concentration sensor. Performing the rich spike is determined to be unnecessary during a reducing state period from the time the rich spike ends to the time a preset time period has elapsed, and is also determined to be unnecessary when a change tendency of the detected output is determined to be an output decreasing state where the detected output is decreasing.

Abstract: A vehicle control apparatus includes a current sensor that detects a current value of a battery; and a processing device that suppresses initiation of idling stop control in a vehicle non-stop state with a vehicle speed higher than 0, in the case where an abnormal state of the battery is detected based on an output signal of the current sensor in the vehicle non-stop state.

Abstract: The invention relates to a control device for an internal combustion engine that includes a turbocharger, and an actuator that changes a turbocharging pressure by regulating exhaust energy for use in drive of the turbocharger. When a target torque is increased during execution of a lean burn operation, the control device switches an operation mode of the internal combustion engine from the lean burn operation to a stoichiometric operation. When the operation mode switching is performed in a turbocharging state, the control device determines whether a target torque is within a range of a torque realizable under the lean air-fuel ratio. When the target torque is within the range, the control device operates the actuator so as to keep the turbocharging pressure at a magnitude equal to or larger than a magnitude at a time point at which the operation mode is switched.

Abstract: A signal conditioning module for a wide-band oxygen sensor and methods of installing the same. One signal conditioning module includes an electronic processor, a first electrical coupling, and a second electrical coupling. The first coupling is configured to be coupled to a port of an electrical harness. The power is configured to receive an electrical coupling of a narrow-band oxygen sensor signal for providing power to the narrow-band oxygen sensor. The second coupling is configured to be coupled to the wide-band oxygen sensor. The electronic processor receives power over the first coupling, powers the wide-band oxygen sensor over the second coupling using the received power, receives first data over the second coupling from the wide-band oxygen sensor, converts the first data to second data, and outputs the second data over the first coupling to the electrical harness for transmission to an electronic control unit coupled to the electrical harness.

Abstract: A method of operating an internal combustion engine having a turbocharger for pressurizing an intake airflow and an after-treatment (AT) system including an AT device for reducing nitrogen oxides (NOX) concentration in the engine exhaust gas. The method includes operating the engine with a variable high-pressure exhaust gas recirculation (EGR) and low-pressure EGR split in the intake airflow. The method also includes determining the NOX concentration in the exhaust gas and determining a current high-pressure EGR to low-pressure EGR split in the intake airflow. The method additionally includes determining an EGR corrective factor using the determined current high-pressure EGR to low-pressure EGR split and applying the determined EGR corrective factor to the determined NOX concentration to generate a corrected NOX concentration. Furthermore, the method includes regulating operation of the AT system to treat the exhaust gas via the AT device in response to the generated corrected NOX concentration.

Abstract: Methods and systems for use of model predictive control (MPC) controllers utilizing hybrid, quadratic solvers to solve a linear feasibility problem corresponding to a nonlinear problem for an internal combustion engine plant such as a diesel engine air path. The MPC solves a convex, quadratic cost function having optimization variables and constraints and directs the plant per the output solutions to optimize plant operation while adhering to regulations and constraints. The problem includes a combination of iterative and direct calculations in the primal space depending on whether a partial step (iterative) or a full step (direct) is attempted. Further, primal and dual space array matrices are pre-computed and stored offline and are retrieved via use of a unique identifier associated with a specific active set for a set of constraints. Such hybrid and/or offline calculations allow for a reduction in computational power while still maintaining accuracy of solution results.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, port fuel injection timing is adjusted to reduce particulate matter formation in the engine so that particulate filter loading may be reduced until a time when the particulate filter may be purged.

Abstract: A two-stroke internal combustion engine has a crankcase, a cylinder block defining at least one cylinder, a cylinder, a crankshaft, at least one piston, at least one scavenge port, at least one throttle body for supplying air to an interior of the crankcase, at least one direct fuel injector fluidly communicating with at least one combustion chamber for injecting fuel directly in the at least one combustion chamber; and at least one port fuel injector fluidly communicating with the interior of the crankcase for injecting fuel upstream of the at least one combustion chamber. Methods for controlling an engine having at least one direct fuel injector and at least one port fuel injector are also described.

Abstract: A method of calculating an angular position of a crankshaft at the occurrence of a fuel injection event includes integrating a first polynomial function, and integrating a second polynomial function. The integrated second polynomial function is then divided by the integrated first polynomial function to calculate the angular position of the crankshaft at the occurrence of the fuel injection event. The calculated angular position of the crankshaft at the occurrence of the fuel injection event may then be correlated to an absolute angular position of the crankshaft, relative to a Top Dead Center position of the crankshaft. The calculated angular position of the crankshaft at the occurrence of the fuel injection event may be used to adjust the injection timing of future fuel injection events.

Abstract: A method for providing consistent actuator events for each of a plurality of consecutive actuator events of an electromagnetic actuator, includes applying a first bi-directional current waveform for a first actuator event and applying a second bi-directional current waveform for a second actuator event immediately subsequent to the first actuator event. The first bi-directional current waveform includes applying current in a first direction when the actuator is commanded to an actuated position and applying current in a reversed second direction when the actuator is commanded to a rest position. The second bi-directional current waveform includes applying current in the reversed second direction when the actuator is commanded to an actuated position and applying current in the first direction when the actuator is commanded to a rest position.

Abstract: An action of injection of the main injection fuel (QM) from the fuel injector (3) is started within a range of crank angle from 10 degree before the compression top dead center to 10 degree after the compression top dead center. A smaller amount of the auxiliary injection fuel (QN) than the main injection fuel (QM) is made to be injected from the fuel injector (3) before the main injection fuel (QM) so as to make the auxiliary injection fuel (QN) ignite by the premixed charge compression ignition. The injection timing of the auxiliary injection fuel (QN) is controlled to a timing whereby a heat generated by the premixed charge compression ignition of the auxiliary injection fuel (QN) causes the premixed charge compression ignition of the main injection fuel (QM) after the start of injection of the main injection fuel (QM).

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: A marine engine has a cylinder block having a plurality of cylinders. A cooling jacket is formed in the cylinder block and is configured to convey cooling fluid alongside the plurality of cylinders. The cooling jacket has a top end and a bottom end. A ledge is formed in the cylinder block. The ledge radially extends into cooling jacket at a location between the top end and the bottom end. A spacer is disposed in the cooling jacket and supported by the ledge so that the spacer remains spaced apart from the bottom end, thereby maintaining a lower cooling passage between the spacer and the bottom end.

Abstract: An engine power unit includes a crankcase, a cylinder body, and a cylinder head sequentially stacked and fastened with each other. A cam shaft holder is fastened to the cylinder head to rotatably support a cam shaft of an engine valve operating mechanism. A cylinder head cover covers the cylinder head and the cam shaft holder. Fastening bolts penetrate the cylinder head cover and the cam shaft holder to be screwed into the cylinder head. Pressing surfaces are formed on the inner surface of the cylinder head cover. The pressing surfaces are abutted against and press the cam shaft holder to the cylinder head. Thus, rigidity around the cylinder head is enhanced, and a weight reduction of the power unit is achieved.

Abstract: Disclosed is a water jacket for a cylinder head. The disclosed water jacket allows a coolant flowing in a cylinder head to pass around exhaust ports, thereby cooling the cylinder head to equalize the temperature thereof. The disclosed water jacket includes a coolant inlet provided around exhaust port holes of a cylinder head to concentrate a flow of a coolant to the coolant inlet and a coolant passage configured to allow the coolant flowing in through the coolant inlet to flow around the exhaust port holes.

Abstract: An air intake structure for a vehicle engine includes: a variable flap rotatably provided in an intake air passage so as to control a cross-sectional area of intake air flow; a port plate provided to a downstream of the variable flap, and generating displacement in cooperation with the variable flap; a driving unit supplying a driving force for generating displacement of both the variable flap and the port plate; and a controller determining a rotation angle of the variable flap in accordance with an operating range of an engine, and controlling the rotation angle of the variable flap by driving the driving unit.

Abstract: An internal combustion engine includes a component configured to be subjected to combustion gasses, the component includes a substrate presenting a surface and a coating applied to the surface of the substrate. The coating includes an insulating layer applied to the surface having a plurality of microspheres and a sealing layer bonded to the insulating layer and seals against the insulating layer.

Abstract: A peripheral wall portion of a piston is provided with a through hole penetrating through the peripheral wall portion. A cylinder is provided with a scavenging passage having a first opening being open in a bore surface and configured to make a bore section and a crank chamber communicate with each other and is provided with a communication passage having a second opening being open in the bore surface on the other side with respect to the first opening and configured to make the bore section and the scavenging passage communicate with each other. The cylinder and piston are configured so that the through hole overlaps the second opening to communicate with the communication passage in a partial interval of a scavenging stroke in which the first opening becomes open in the bore surface on one side of the piston with reciprocal motion of the piston.

Abstract: Disclosed is an aluminum alloy having superior elasticity and wear resistance. The aluminum alloy has superior elasticity and wear resistance and improved wear properties by including additional reinforcing phase formation such as Al3Ni phase formation. In particular, the reinforcing phase may be generated by adding nickel (Ni) that may reinforce and enhance properties which may be decreased due to generation of a ternary phase such as TiAlSi. The aluminum alloy comprises an amount of about 13 to 21% by weight of the silicon (Si), an amount of about 1 to 5% by weight of the nickel (Ni), an amount of about 4 to 5% by weight of the titanium (Ti), an amount of about 0.7 to 1% by weight of boron (B), and a remainder of Al based on a total weight of the aluminum alloy.

Abstract: A mixer of a bypass turbine aeroengine according to one embodiment, includes circumferential inner and outer flow surfaces in a wavy configuration to form a plurality of lobes of the mixer. The mixer has an upstream end portion of sheet metal with a first thickness and a downstream end portion of sheet metal with a second thickness less than the first thickness.

Abstract: A turbofan engine having a fan, a fan casing surrounding the fan and having a first radial flange, a thrust reverser having a second radial flange, and a band clamp coupling the first and second radial flanges to connect the thrust reverser and the fan casing. The band clamp may be a segmented band clamp.

Abstract: A thrust reverser device for an aircraft turbojet engine includes: a movable cowl, translating cascades connected to the movable cowl, a mast; and a front suspension to suspend the turbojet engine. The cascades translates between a direct jet position where the cascades are retracted in a fan casing, and an indirect jet position where the cascades are brought out of the fan casing. In particular, the cascades have a sliding connection with the mast by means of at least one spacer connected to the mast downstream of the front suspension.

Abstract: A hypersonic vehicle has a body, a control surface, and a hypersonic air-breathing engine. The engine includes a converging inlet having a fixed cowling having a first cross-sectional area and a throat having a second cross-sectional area. A flow restrictor is movable between a stowed position and a fully deployed position. The flow restrictor has a third cross-sectional area that is smaller than the first cross-sectional area, such that a consistent gap is formed between a periphery of the flow restrictor and an inner surface of the cowling with the flow restrictor in the fully deployed position and the difference between the first cross-sectional area and the third cross-sectional area is approximately equal to the second cross-sectional area.

Abstract: In order to stably use a catalyst for pyrolysis and supply a reformed fuel, the fuel supply system includes a fuel reforming section which pyrolyzes a hydrocarbon system fuel by the heat of the combustion chamber to generate the reformed fuel. The fuel reforming section includes a preheat vaporization section provided on the combustion chamber, and a decomposition reaction section that is provided on the preheat vaporization section and includes the catalyst for pyrolysis. The preheat vaporization section heats the fuel, the decomposition reaction section pyrolyzes the heated fuel to generate the reformed fuel, and the fuel reforming section supplies the reformed fuel to the combustion chamber. The reforming catalyst includes a zeolitic catalyst.