Abstract: Various structures for catalytic convertors are disclosed herein. The device includes an outer housing enclosing a catalytic core. The catalytic core can be formed in a myriad of ways. Flow paths through the core are constructed so that they are not straight-line paths from the inlet of the device to the outlet of the device. Zigzag conformations and stacked panel arrays are described that maximize the catalytic surface area in a given volume of housing.

Abstract: An exhaust heat recovery apparatus is installed proximate an engine and at a front side of a warm-up catalytic converter in an exhaust system, where the exhaust system includes an exhaust line connected with the engine, and the warm-up catalytic converter is installed at the exhaust line. The exhaust heat recovery apparatus includes a bellows unit which is of a dual-pipe type and exchanges heat between exhaust gas emitted through the exhaust line and coolant circulating from a cooling system to the engine.

Abstract: An exhaust manifold for an internal combustion piston engine with a row of at least two cylinders inclined from the vertical. The exhaust manifold has plural exhaust stack assemblies and a manifold plenum with an outlet. Each of the plural exhaust stack assemblies comprises a leader pipe and an exhaust connector, with a first end of each leader pipe being joined to a first end of the exhaust connector of the exhaust stack assembly, and a second end of each exhaust connector being joined to the manifold plenum. Each leader pipe is joined to a manifold flange that is adapted for joining to the internal combustion engine to receive exhaust gases from the cylinders of the engine. Each leader pipe is joined in a vertical plane to the manifold flange at a first angle so that the plural exhaust stack assemblies are approximately horizontally oriented when joined to the internal combustion engine, and each leader pipe is joined in a horizontal plane to the manifold flange at a second angle inclined toward the outlet.

Abstract: A cooling structure includes: a first heat exchanger including a first heat dissipating portion configured to cool coolant for a first device and a second heat dissipating portion configured to cool coolant for a second device, the first and second heat dissipating portions being arranged along a plane facing in a fore and aft direction with respect to the vehicle and constituting a unitary structural body extending along the plane facing in the fore and aft direction; and a second heat exchanger including a third heat dissipating portion configured to cool coolant for a third device, the third heat dissipating portion extending along the plane facing in the fore and aft direction and being disposed in front of the first heat exchanger to overlap with a part of the first heat exchanger as seen in the fore and aft direction.

Abstract: A coolant control valve unit for a vehicle is disclosed. The coolant control valve unit includes a cam having an upper surface to which a driving axle is connected and a lower surface having at least one sloped surface with a profile set in a rotation direction on the basis of the driving axle, a valve provided in a rod supported on one side of the sloped surface, an actuator rotating the driving axle to push the rod along the profile of the sloped surface of the cam to cause the valve to open and close a coolant passage, a cam cover supporting an upper surface of the cam, and an annular cam bearing interposed between the cam cover and the cam, excluding a central region in which the driving axle is formed.

Abstract: An engine cooling system has a coolant control valve unit and includes a cylinder head disposed on a cylinder block. The coolant control valve unit is configured to receive coolant from a coolant outlet side of the cylinder head to control coolant distributed to a heater and a radiator and to control coolant exhausted from the cylinder block. A control unit is configured to determine a heating priority mode according to operation conditions and to substantially open a first coolant passage corresponding to the heater by controlling the coolant control valve unit in the heating priority mode.

Abstract: Method for controlling the quantity of air introduced to the intake of a supercharged internal combustion engine, said engine comprising an exhaust gas outlet (32) connected to an exhaust collector (30), comprising a supercharging device (38) comprising a turbocompressor with a turbine (40) having a single inlet (46) connected to said exhaust gas outlet, and an external air compressor (44), and a duct (64) for the partial transfer of the compressed air from the compressor to the inlet of the turbine. According to the invention, a branch (70) is provided on said partial transfer duct, said branch being connected to the inlet of the turbine and comprising a proportional valve means (74), and in that the flow of the compressed air in this branch is controlled during transitory operating phases in accordance with strategies that are applied to said valve means and are determined according to characteristics of the stabilized phases.

Abstract: An exhaust manifold for an internal combustion piston engine having a first row of at least two cylinders inclined relative to a vertical plane and a second row of at least two cylinders inclined relative to the vertical plane, where the two rows of cylinders form a V configuration with the vertical plane being approximately equidistant between the two rows. The exhaust manifold in one aspect comprises plural exhaust stack assemblies for receiving exhaust gas from the first row of cylinders, an elongate manifold plenum having a terminal portion defining an exhaust gas passageway, and an exhaust gas routing circuit joined to the manifold plenum. The routing circuit comprises a turbocharger support column and a bypass pipe. The turbocharger support column is joined at a first junction with the manifold plenum, extends in a generally perpendicular direction from the elongate manifold plenum and terminates in a first exhaust gas outlet adapted for connection to a turbocharger.

Abstract: A variable position device (25) for a turbocharger includes a turbine wheel (24). A fluid diverter (26) for diverting exhaust gas flow to the turbine wheel (24) is moveable inclusively between a first and a second end-stop position (80, 104, 82, 106) defining an end-stop span (84, 108). An actuator (46) is in operable association with the fluid diverter (26). The actuator (46) is configure to, in an operation mode, selectively move the fluid diverter (26) inclusively between a first and a second guard band position (88, 110, 90, 112) defining a guard band span (92, 114) that is less than the end-stop span (84, 108). The actuator (46) is configured to, in a first mode, move the fluid diverter (26) to a first reduced guard band position (94, 116) that is inclusively between the first end-stop position (80, 104) and the first guard band position (88, 110), and apply a constant force to the fluid diverter (26) to hold the fluid diverter (26) in the first reduced guard band position (94, 116).

Abstract: A compound cycle engine having a rotary internal combustion engine, a first turbine, and a second turbine is discussed. The exhaust port of the internal combustion engine is in fluid communication with the flowpath of the first turbine upstream of its rotor. The rotors of the first turbine and of each rotary unit drive a common load. The inlet of the second turbine is in fluid communication with the flowpath of the first turbine downstream of its rotor. The first turbine is configured as a velocity turbine and the first turbine has a pressure ratio smaller than that of the second turbine. A method of compounding a rotary engine is also discussed.

Abstract: An auxiliary power unit for an aircraft includes a rotary intermittent internal combustion engine, a turbine having an inlet in fluid communication with an outlet of the engine, the turbine compounded with the engine, a compressor having an inlet in fluid communication with an environment of the aircraft and an outlet in fluid communication with the aircraft, the compressor rotatable independently of the turbine, an electric motor drivingly engaged to the compressor, and a transfer generator drivingly engaged to the engine, the transfer generator and the electric motor being electrically connected to allow power transfer therebetween. The compressor or an additional compressor may be in fluid communication with the inlet of the engine. A method of operating an auxiliary power unit of an aircraft is also discussed.

Abstract: In a vehicle drive device, a case cover includes a cylindrical wall portion formed circumferentially in an outside space of a first rotating shaft and projecting toward the case parallel to an axial direction of the first rotating shaft, an oil pump includes a pump cover arranged in a space radially inside the wall portion and a pump chamber formed in a space radially inside the wall portion by the case cover including the wall portion and the pump cover to house the pump gear, and the wall portion includes a support portion disposed on the other axial end side of the first rotating shaft relative to the pump cover, having a bearing fitted thereto, and rotatably supporting a second rotating shaft via the bearing.

Abstract: A rotational drive unit having an input rotatable about a first axis of rotation and configured to be driven by a power source in a single rotational direction. The rotational drive unit including a first shaft in operable communication with the input and configured to rotate in a first direction, a second shaft in operable communication with the input and configured to rotate in a second direction opposite the first direction, an output rotatable about a second axis of rotation, and a clutch assembly in operable communication with the first shaft, the second shaft, and the output. Where the clutch assembly is operable in a first configuration in which force is transmitted between the first shaft and the output, and a second configuration in which force is transmitted between the second shaft and the output.

Abstract: A gas turbine engine includes a low pressure compressor, a high pressure compressor, a turbine, and a gearbox. The high pressure compressor includes a plurality of stages split into a forward portion and an aft portion. One or both of the forward portion and the aft portion of the high pressure compressor are driven by the turbine through a gearbox such that the forward portion and the aft portion may rotate at different speeds.

Abstract: A turbofan engine comprising a fan shaft configured to rotate about an axis of the engine. A fan drive gear system is configured to drive the fan shaft. A first spool comprises a high pressure turbine and a high pressure compressor. A second spool comprises a lower pressure turbine, a lower pressure compressor, and a shaft coupling the lower pressure turbine to the intermediate pressure compressor. The engine has a plurality of main bearings. The lower pressure compressor has a plurality of disks and a forward hub mounted to a forwardmost disk.

Abstract: A control device of the gasification combined cycle power plant includes: a casing pressure calculation part that calculates a casing pressure of the gas turbine; a pipe pressure loss calculation part that calculates a pressure loss in the pipe from the flow control valve to a combustor of the gas turbine; an outlet pressure calculation part that calculates an outlet pressure of the flow control valve based on the casing pressure calculated by the casing pressure calculation part and the pressure loss calculated by the pipe pressure loss calculation part; and an opening degree command calculation part configured to obtain an opening degree command for the flow control valve based on a fuel flow rate command for the gas turbine, a calculation result of the outlet pressure obtained by the outlet pressure calculation part, and a measured value of a differential pressure of the flow control valve.

Abstract: A combined power generation system improves the generation efficiency of a pressure difference power generation facility by using at least one of air for cooling a turbine of a gas turbine power generation facility and waste heat of flue gas generated by the gas turbine power generation facility. Working fluid to be used in a supercritical fluid power generation facility is cooled by using cold energy of liquefied natural gas. The system includes an air discharge channel via which compressed air is discharged; a fuel gas heater for heating the natural gas to be introduced into the pressure difference power generation facility by performing a heat exchange between the discharged air and the natural gas being heated; and a cooling air inflow channel for guiding the cooled air passed through the fuel gas heater to a turbine of the gas turbine power generation facility.

Abstract: An energy storage and release apparatus and a method for energy storage and release are disclosed. The energy storage and release apparatus includes a first compression unit, a first heat exchange unit, a gas storage unit, and a turbine unit. The first heat exchange unit is directly or indirectly connected between the gas storage unit and the first compression unit. A first gas enters the first compression unit via a first inlet; sequentially passes through the first compression unit, the first heat exchange unit, the gas storage unit, and the turbine unit; and then is discharged. A first temperature of the first gas before entering the first heat exchange unit is higher than a second temperature of the first gas after passing through the first heat exchange unit, and a first heat energy is provided by a temperature difference between the first temperature and the second temperature.

Abstract: A thermal management system for a gas turbine engine and/or an aircraft is provided including a thermal transport bus having a heat exchange fluid flowing therethrough. The thermal management system also includes a plurality of heat source exchangers and at least one heat sink exchanger. The plurality of heat source exchangers and the at least one heat sink exchanger are in thermal communication with the heat exchange fluid in the thermal transport bus. The plurality of heat source exchangers are arranged along the thermal transport bus and configured to transfer heat from one or more accessory systems to the heat exchange fluid, and the at least one heat sink exchanger is located downstream of the plurality of heat source exchangers and configured to remove heat from the heat exchange fluid.

Abstract: Combustor panels including panel bodies with first and second sides, a pin array extending from the first side, wherein each pin extends a first height, has a pin diameter, and is separated from adjacent pins by a pin array separation distance. A structural protrusion extends from the first side. No pins of the pin array are located within a flashing distance that is equal to a protrusion separation distance plus half of the pin diameter, wherein a location of the pin is measured from a center point of the pin to a closest point on the exterior surface of the structural protrusion. At least one pin array extension is integrally formed with the structural protrusion, the pin array extension extending along the first side to a position that replaces a pin of the pin array that would be within the flashing distance.

Abstract: A combustor includes a fuel injector to inject fuel; a cooling passage configured to pass compressed air for cooling an outer surface of a liner forming a combustion chamber for containing combustion gas; and a nozzle part that is coupled to the liner and has a rear surface facing the combustion chamber, the nozzle part configured to mix the compressed air with the fuel from the fuel injector and to discharge some of the compressed air in the cooling passage to the rear surface in order to block an introduction of the combustion gas into the nozzle part. Before the compressed air introduced through air introduction holes formed in a nozzle casing is discharged through through-holes formed in a nozzle cap, some of the compressed air may be introduced through bypass holes formed in a bypass tube and then discharged to the combustion chamber through the gap.

Abstract: A gas turbine engine includes an outer nacelle; a fan at least partially surrounded by the outer nacelle; and a turbomachine drivingly coupled to the fan and at least partially surrounded by the outer nacelle. The outer nacelle defines a bypass airflow passage with the turbomachine. The turbomachine includes a compressor section defining in part a core air flowpath. The turbomachine also includes a heat sink heat exchanger; and a thermal management duct assembly defining a thermal management duct flowpath extending between an inlet and an outlet and positioned between the core air flowpath and the bypass airflow passage along the radial direction, the outlet selectively in airflow communication with a core compartment of the turbomachine, and the heat sink heat exchanger positioned in thermal communication with the thermal management duct flowpath for transferring heat to an airflow through the thermal management duct flowpath during operation.

Abstract: A gas turbine includes a compressor; a combustor; a turbine configured to drive a rotational shaft of the compressor using combustion gas generated by the combustor; a cooling device configured to generate cooling air by bleeding compressed air from the compressor and cooling the compressed air, and to supply the cooling air to the turbine along the rotational shaft; a pressurizing device configured to increase pressure of the cooling air; a pressurizing device diffuser configured to provide a passage continuing in a turbine circumferential direction, on the outer side in the turbine radial direction to guide the cooling air having the increased pressure to the outer side of the pressurizing device; and a manifold disposed between the pressurizing device diffuser and a plurality of turbine vanes so that a ring-shaped passage communicates with the passage in the pressurizing device diffuser and a cooling passage provided inside each turbine vane.

Abstract: Energy scavenging health monitors are provided for assessing the health of components onboard aircraft and other vehicles, as are methods carried-out by energy scavenging health monitors. In various embodiments, the energy scavenging health monitor includes an energy scavenger system, a controller coupled to the energy scavenger system, and a first sensor coupled to the controller. During operation of the health monitor, the first sensor provides sensor signals to the controller, which are indicative of an operational parameter pertaining to a monitored device of the vehicle. Storage media contains computer-readable instructions, which when executed by the controller, cause the energy scavenging health monitor to determine when a predetermined trigger event has occurred based, at least in part, on electrical input signals received from the energy scavenger system.

Abstract: A system for controlling a gas turbine, includes a control system for providing control signals to a gas turbine; a tuning system for providing tuning signals, a modelling system for generating virtual measurement signals, the virtual measurement signals being based on the control signals and the tuning signals; a sensor diagnostics system for diagnosing at least one sensor measurement signal and outputting control system reconfiguration signals to the control system and tuner system reconfiguration signals to the tuning system, the tuning signals being based at least on the tuner system reconfiguration signals, the control signals being based on the at least one sensor measurement signal, the virtual measurement signals and the control system reconfiguration signals.

Abstract: In an electric air flow control device for controlling the flow rate of air supplied to an engine, a drive unit and a throttle unit are formed separately from each other, and the drive unit and the throttle unit are integrally connected to open and close a throttle valve by a motor. An outer ring of a bearing attached to a rotating shaft of the throttle valve is used as a spigot joint to be inserted into both of a recess formed in the drive unit and a recess formed in the throttle unit, and the concentricity of the rotating shaft is obtained between the drive unit and the throttle unit.

Abstract: A nitrous safety control system includes a first computing device in communication with a throttle position sensor, an RPM sensor, and a fuel pressure sensor; a second computing device in communication with a nitrous bottle pressure sensor and a bottle heater; a third computing device having a display; and a CAN BUS network to facilitate communication between the first, second, and third computing devices; the system activates a nitrous circuit based on data received from the first and second computing devices.

Abstract: An electric supercharger system for a hybrid vehicle is disclosed. The electric supercharger system includes a turbocharger for compressing external air using energy of exhaust gas from an exhaust manifold of a combustion engine, an intercooler cooling the compressed air supplied from the turbocharger; and an electric supercharger for further compressing the compressed air from the intercooler. The electric supercharger system is configured to re-circulate at least a part of the exhaust gas the exhaust manifold to the intake manifold and to convert energy of the exhaust gas to generate electricity for charging a battery of the hybrid vehicle.

Abstract: Systems and methods for a turbocharged gasoline engine utilize a controller configured to receive a set of parameters including a measured pressure delta across an exhaust gas recirculation (EGR) valve disposed in a low pressure EGR (LPEGR) system of the engine and a measured pressure at an outlet of a differential pressure (dP) valve disposed in and distinct from a throttle valve of an induction system of the engine. The controller is further configured to determine a set of modeled pressures based on the set of parameters, a target EGR valve mass flow, a target EGR valve delta pressure, a current dP valve mass flow, and a pressure at an outlet of the air filter, determine target positions for the EGR valve and the dP valve based on the set of modeled pressures, and control the EGR valve and the dP valve based on their respective target positions.

Abstract: Systems and methods for a turbocharged engine comprising an exhaust gas recirculation (EGR) valve and an EGR valve differential pressure sensor disposed in a low pressure EGR (LPEGR) system of the engine and a differential pressure (dP) valve that is distinct from a throttle valve and a dP valve outlet pressure sensor disposed in an induction system of the engine utilize a controller configured to, based on the sensed pressures, determine (i) a modeled pressure at the EGR pickup, (ii) a modeled pressure at outlet of an EGR cooler, (iii) a modeled pressure at an outlet of an air filter and (iv) a modeled pressure at the dP valve outlet, and control the dP valve and the EGR valve based on the modeled EGR pickup pressure, the modeled EGR cooler outlet pressure, the modeled air filter outlet pressure, and the modeled dP valve outlet pressure.

Abstract: A CPU operates a purge valve to control the amount of fuel vapor that flows into an intake passage from a canister. If there is a requirement for increasing the temperature of a three-way catalyst, the CPU executes dither control in which the air-fuel ratio of one of cylinders #1 to #4 is made richer than the stoichiometric air-fuel ratio, and the air-fuel ratio of the remaining cylinders is made leaner than the stoichiometric air-fuel ratio. The CPU executes the dither control and performs feedforward correction of the distribution variation of the fuel vapor to the cylinders #1 to #4 if the amount of fuel vapor from the canister to the intake passage is greater than zero.

Abstract: An unequal-interval combustion engine misfire-determination device determines whether a misfire has occurred in an unequal-interval combustion engine including a plurality of cylinders in which combustion occurs at unequal intervals.

Abstract: A reciprocating engine system includes a cylinder, a piston disposed within the cylinder, a knock sensor disposed proximate to the cylinder and configured to detect vibrations of the cylinder, piston, or both, a crankshaft sensor configured to sense a crank angle of a crankshaft, and a controller communicatively coupled to the knock sensor and the crankshaft sensor. The controller is configured to receive a raw knock signal from the knock sensor and a crank angle signal from the crankshaft sensor corresponding to vibrations of the cylinder, piston, or both relative to the crank angle of the crankshaft, convert the raw knock signal into a digital value signal, and at least one of a crank angle for a start of combustion, a peak firing pressure, a percentage of fuel mass fraction burn, or a combination thereof, based on the digital value signal and the crank angle.

Abstract: Various embodiments may include a method for operating a diesel-common-rail piezo-operated servo injector comprising: partially charging the piezo-actuator from a non-charged state at 0 V (method a); partially discharging the piezo-actuator from an already charged state to a remaining limited charge (method b); measuring the piezo-voltage with both methods and comparing the results; when the comparison demonstrates correspondence within a predefined threshold, using method b in ranges in which method a cannot be carried out; and when the comparison does not demonstrate correspondence within the predefined threshold, using method a without using method b.

Abstract: Various embodiments may include a method for operating a piezo-actuator in a piezo-operated injector for a fuel injection system comprising: producing a measuring pulse at a position at which the usable signal which is to be measured is expected; then producing a reference pulse which corresponds to the measuring pulse, in the same cycle; subtracting a first actuator voltage measured during the reference pulse from a second actuator voltage measured during the measuring pulse; using a resulting voltage signal difference to calculate a force sensed by the piezo-actuator; and using the force sensed to correct an injection amount for the injector.

Abstract: A system includes a reciprocating engine having a piston disposed in a cylinder, an intake valve, an exhaust valve, and an exhaust flow path downstream of the exhaust valve. The system also includes a first sensor configured to obtain a first feedback indicative of an exhaust gas parameter in the exhaust flow path. The system also includes a controller configured to identify a valve wear condition of at least one of the intake valve or the exhaust valve at least partially based on the first feedback from the first sensor.

Abstract: The subject of the present invention is a method for diagnosing the operation of an injector of a diesel engine of a vehicle controlled by a plurality of control laws on the basis of at least one injector operating parameter for each control law. The method comprises a step (E2) of measuring a value of an operating parameter during use of the injector, a step (E3) of determining a value for the effectiveness of each control law on the basis of the measured value of the parameter and of a predetermined reference curve representing the effectiveness of the parameter in its range of operating values, and a step (E4) of determining a value for the effectiveness of the injector on the basis of the effectiveness value for each of the control laws.

Abstract: Disclosed is a method for determining operation of a valve in a gas tank system comprising a plurality of gas tank and valve arrangements, each comprising a gas tank and at least one valve arranged at a passage downstream said gas tank. The method comprises: opening the valves at the passages in a first set of gas tank and valve arrangements; determining a first pressure value at a gas transportation arrangement downstream all of said opened valves; closing the passage at all gas tank and valve arrangements, except for one gas tank and valve arrangement; waiting a pre-determined amount of time; determining a second pressure value at said gas transportation arrangement downstream the gas and tank and valve arrangement whose valve have not been closed; and determining whether said at least one valve which has not been closed operates properly based on said first and second determined pressure values.

Abstract: Various embodiments may include a method for operating an internal combustion engine having a wastegate turbocharger comprising: measuring an intake pipe pressure; determining a cylinder air mass from the pressure; injecting an amount of fuel into a cylinder of the internal combustion engine based on the air mass; determining and a plausible intake pipe pressure gradient for a current engine operating point; calculating a gradient of the measured intake pipe pressure during a full-load acceleration; comparing the stored plausible intake pipe pressure gradient to the calculated gradient; identifying manipulation of the intake pipe pressure sensor if the difference between the stored plausible intake pipe pressure gradient and the calculated gradient exceeds a selected threshold value; and limiting a power output of the engine if manipulation is identified.

Abstract: A variable output fuel pump includes a BLDC motor and a control module to supply three power phases A, B and C to the motor, wherein the control module connects to a power supply connection of a vehicle, and to a vehicle communications network such as a CANbus to control operation of the BLDC motor. The motor is driven by a motor driver that is connected to a micro-controller and in turn, the micro-controller is connected to a communications or CANbus I/F module. In this manner, the micro-controller can be operated by the vehicle control system such as an engine control unit (ECU) through a connection with the vehicle CANbus or other vehicle communications network. The motor driver also detects characteristics of the power used in the three power phases of the motor so that the system is operated with or without motor sensors located within the motor.

Abstract: In a hybrid fuel supply system for the same high pressure supply pump used for gasoline direct injection (DI) is also used to supply the port injection (PI) system. For a given pumping stroke, fuel can be delivered only to the DI system, only to the PI system, or a first portion can be delivered to the DI system and a second portion delivered to the PI system. The pumping chamber always fills to maximum volume. Fuel metering for DI is by a control valve, which when closed delivers fuel into the DI system and when opened “spills” pumped fuel into the PI system. Any “spill” at high pressure opens a pressure regulating valve in the PI system that dumps fuel at excess pressure to a low pressure region to maintain the PI system at a constant target pressure.

Abstract: In the present disclosure, pressurized fuel is directly injected from a fuel injection valve into a cylinder, and a fuel pressure is controlled to a target fuel pressure. A target fuel pressure during early depressurization is calculated on the basis of a target amount of intake air that is a target load of an internal-combustion engine, a target fuel pressure during a normal state is set on the basis of an actual amount of intake air that is an actual load of the internal-combustion engine, and a lower one of the target fuel pressure during early depressurization and the target fuel pressure during a normal state is set as the target fuel pressure.

Abstract: A cylinder structure of a diesel engine in which diesel fuel is ignited by a self-ignition manner includes a cylinder including a cylinder body in which a combustion chamber is formed and a cylinder head covering an upper portion of the cylinder body, at least one intake valve included in an intake port formed in the cylinder head, at least one exhaust valve included in an exhaust port formed in the cylinder head, and a diesel injector mounted at the center of the cylinder head and injecting diesel fuel. A lower surface of the cylinder head may be formed in a pent roof shape.

Abstract: An intake passage structure for an engine includes an intake port in a cylinder head of the engine, and connected to a combustion chamber to define an intake passage. The intake passage structure further includes a heat insulating member disposed along an inner surface of the intake port, and including a bulge having an upstream end surface which is a portion of an upstream end surface of the heat insulating member, the bulge has a radially outwardly protruding radially outer surface and has an increased wall thickness. The wall thickness of the bulge increases from downstream to upstream of the intake port. The upstream end surface of the bulge includes an injection machine connecting portion facing an injection gate configured to inject resin for forming the heat insulating member into the intake port.

Abstract: Methods and systems are provided for actively heating pistons in combustion chambers to decrease a torque imbalance in an engine. In one example, a method for operation of an engine includes determining a variation between compression ratios in a first combustion chamber and a second combustion chamber and operating a piston heating system to apply a targeted amount of heat to a first piston assembly based on the variation between the compression ratios, the first piston assembly including a first piston positioned within the first combustion chamber.

Abstract: A piston for a cylinder for an internal combustion engine has a piston bowl surface adapted for facing a combustion chamber of the cylinder, the piston bowl surface being provided with a thermal barrier coating layer, wherein the thermal barrier coating layer is provided on a plurality of circumferentially spaced surface parts of the piston bowl surface. A method for producing a piston for a cylinder for an internal combustion engine includes the steps of providing a piston for a cylinder for an internal combustion engine, the piston having a piston bowl surface adapted for facing a combustion chamber of the cylinder, and providing the piston bowl surface with a thermal barrier coating layer, wherein the step of providing the thermal barrier coating layer is made on a plurality of circumferentially spaced surface parts of the piston bowl surface.

Abstract: An ultrashort nacelle configuration employs a fan cowl having an exit plane and a serrated trailing edge. A variable pitch fan is housed within the fan cowl. The variable pitch fan has a reverse thrust position inducing a reverse flow through the exit plane and into the fan cowl. The serrated trailing edge forms a plurality of vortex generators configured to induce vortices in the reverse flow.

Abstract: A gas turbine engine includes a main gas flow exhaust nozzle having an annular inner surface which, in use, bounds a flow of exhaust gas. The gas turbine engine further includes cooling passages having respective outlets therefrom to provide a flow of cooling air over a surface of the engine or an adjacent airframe component, thereby protecting the cooled surface from the exhaust gas flow. Adjacent cooling passages of the or each pair of the nested cooling passages are separated from each other by a respective dividing wall. The outlets from the nested cooling passages are staggered in the axial direction of the exhaust nozzle such that cooling air flowing out of an inner one of the adjacent cooling passages of the or each pair of the nested cooling passages flows over the dividing wall separating the adjacent passages.

Abstract: A pulse combustor system for reducing noise and/or vibration levels. The system includes a pulse combustor including a combustion chamber, an inlet pipe, an exhaust pipe, and a first fuel injector for injecting fuel into the combustion chamber. The pulse combustor has a fundamental oscillation mode and one or more additional oscillation modes. The system includes at least one pressure sensor for measuring a pressure inside the fuel combustor and/or a at least one fluid velocity sensor for measuring fluid velocity at the inlet pipe or at the exhaust pipe. A controller adjusts a rate of fuel supply to the pulse combustor if the measured pressure and/or the measured velocity is above a predetermined threshold value to reduce excitation of the one or more additional oscillation modes.

Abstract: Provided is a mounting structure of a water injection device of an internal combustion engine. The mounting structure is for a water injector (11) of the internal combustion engine. The water injector (11) is mounted to the intake port (6) of the internal combustion engine (1) installed in a vehicle and injects water into the intake port (6) during operation of the internal combustion engine (1). The water injector (11) has a body part (12) mounted to the intake port (6) and an injection port (13a) disposed at the front end of the body part (12) in a state of facing the interior of the intake port (6) and injecting water (W). The intake port (6) has an inclined wall (21) for preventing water from flowing to the downstream side of the intake port (6) when water leaks from the injection port (13a).