Abstract: In an exhaust gas purification apparatus for an internal combustion engine which is provided with a supercharger, an exhaust gas purification catalyst, a bypass passage, a wastegate valve, and a flow regulating member for changing a direction of flow of exhaust gas, the exhaust gas purification catalyst and the flow regulating member are arranged in such a manner that when warming up the exhaust gas purification catalyst, bypass exhaust gas goes toward an upstream side end face of the exhaust gas purification catalyst, whereas when the internal combustion engine is operated in a predetermined high load region, the bypass exhaust gas goes toward the flow regulating member. The flow regulating member includes a guide portion that guides the exhaust gas thus impinged in a circumferential direction of an exhaust pipe, and the guide portion is formed with a plurality of through holes.

Abstract: An internal combustion engine (1) including a fuel reformation cylinder (2) for reforming a fuel and an output cylinder (3) for yielding an engine power by combusting a fuel or a reformed fuel, wherein at least a part of the surfaces constituting a volume-variable reaction chamber (23) of the fuel reformation cylinder (2) has a highly heat-insulative material (10).

Abstract: The present invention comprises a V-type 4-stroke internal combustion engine with 16 cylinders, having a counter-clockwise direction of rotation, comprising a firing sequence controller that fires the cylinders A1 to A8 and B1 to B8 in at least one of the following firing sequences, wherein the direction of rotation and the cylinder numbering is defined in accordance with DIN ISO 1204: a) A1-B7-A2-B6-A3-B5-A5-B1-A8-B2-A7-B3-A6-B4-A4-B8 b) A1-B7-A2-B6-A6-B4-A5-B1-A8-B2-A7-B3-A3-B5-A4-B8 c) A1-B7-A2-B5-A4-B3-A6-B1-A8-B2-A7-B4-A5-B6-A3-B8 d) A1-B4-A4-B6-A3-B7-A2-B8-A8-B5-A5-B3-A6-B2-A7-B1 e) A1-B5-A5-B3-A6-B2-A7-B1-A8-B4-A4-B6-A3-B7-A2-B8.

Abstract: An aeronautical gas turbine engine includes a turbomachine including a compressor section, a combustion section, a turbine section, and an exhaust section in serial flow order. The aeronautical gas turbine engine additionally includes a closed cycle heat engine including a compressor configured to compress a working fluid; a primary heat exchanger in thermal communication with the turbomachine and the working fluid, the primary heat exchanger configured to transfer heat from the turbomachine to the working fluid; an expander coupled to the compressor for expanding the working fluid; and an output shaft driven by the expander.

Abstract: A method of manufacturing a cable harness may comprise the steps of providing a plurality of cables, wherein each cable comprises a cable inner and a coating, wherein each cable inner comprises at least one conductor, locating at least a portion of each of the plurality of cables within a mould tool, heating the portions of each of the plurality of cables such that the coating of each cable consolidates to form a common harness with a solid cross section, wherein the cable inners are arranged within the common harness.

Abstract: Foreign object damage (FOD) screen assemblies and gas turbine engine compartments having FOD screen assemblies are provided. FOD screen assemblies provided herein are formed of materials that reduce the overall weight of the assembly such that easier handling and repair of the FOD screen assembly may be achieved. Further, the FOD screen assemblies provided herein include features that provide for a secure attachment of one or more mesh members to frame members of the assembly. The one or more mesh members are secured to the frame members in such a way that minimal stress is placed on the mesh member at the attachment points.

Abstract: A gas turbine engine including a lubricant system defining a lubricant circuit through which a lubricant flows in fluid communication with a bearing assembly of the engine. The lubricant system selectively bypasses thermal communication of the lubricant and a heat sink based at least on a temperature of the lubricant within the lubricant circuit.

Abstract: A combustor of a gas turbine includes a nozzle plate to accommodate an arrangement of fuel injection nozzles; an outer cap coupled with the nozzle plate while surrounding an outer circumferential periphery of the nozzle plate; a plurality of first protrusions radially protruding from the outer cap toward a center of the outer cap, the first protrusions arranged in a circumferential direction of the outer cap; and a plurality of first guide holes arranged at the outer circumferential periphery of the nozzle plate in a circumferential direction, to be respectively engaged with the first protrusions. Each first guide hole communicates with a linear recess and with a first fixing recess disposed at an end of the linear recess. The combustor, and a gas turbine including the combustor, evenly distribute stress to the nozzle plate and the outer cap, while minimizing thermal deformation of combustor components in a high-temperature operating environment.

Abstract: A fuel supply system for a turbomachine. The supply system includes a starter circuit, at least one first hydraulic resistance and a purge circuit. The purge circuit includes a duct including an opening at the exterior of the supply system. The purge circuit is configured to make purge air flow between a starter injector and the opening through the first hydraulic resistance. The supply system includes a device for measuring a value representative of pressure, which devices are configured to measure a value representative of pressure between the starter injector and the first hydraulic resistance when purge air flows between the starter injector and the first hydraulic resistance.

Abstract: A seal configuration for an aircraft engine includes a ring shaped sealing component defining an axis, a carrier disposed radially outward of the ring shaped sealing component and supporting the ring shaped sealing component, and a housing disposed at least partially about the carrier. The housing is maintained in a static position relative to the carrier via a bellows spring. At least one of the carrier and the housing include a plurality of rotation inhibiting features disposed in a balanced configuration about the at least one of the carrier and the housing. Each of the rotation inhibiting features including a finger extending from the housing and at least one interface feature corresponding to each finger, and being disposed on the carrier. The at least one interface feature comprises one of a notch protruding radially into the carrier and a tab protruding radially outward from the carrier.

Abstract: An internal combustion engine includes a cylinder including a piston connected to a rotatable crankshaft, an air guide arranged to guide an air flow to the cylinder an adjustable air flow restriction element arranged to restrict the How through the air guide, an exhaust guide being arranged to guide a gas flow from the cylinder, an adjustable exhaust flow restriction element arranged to restrict the flow through the exhaust guide, an exhaust valve arranged to control a communication between the cylinder and the exhaust guide, and an exhaust valve actuation assembly for actuating the exhaust valve so as to perform in each of a plurality of cycles of the cylinder an exhaust valve actuation sequence, wherein the exhaust valve actuation assembly is adapted to control the commencement of the exhaust valve actuation sequence to occur selectively at any crankshaft angle within a non-zero crankshaft angle interval.

Abstract: An engine controller includes a cylinder deactivation control unit and a valve stopping control unit. When performing the valve stopping control, the valve stopping control unit, in a case in which the cylinder deactivation control unit executes the cylinder deactivation with the deactivated cylinder fixed, stop the operation for opening and closing the exhaust valve of the deactivated cylinder from a first combustion cycle after starting the cylinder deactivation and stop the operation for opening and closing the intake valve of the deactivated cylinder from a second combustion cycle after starting the cylinder deactivation. The valve stopping control unit, in a case in which the cylinder deactivation control unit executes the cylinder deactivation without fixing the deactivated cylinder, stop the operation for opening and closing both the intake valve and the exhaust valve of the deactivated cylinder from the first combustion cycle after starting the cylinder deactivation.

Abstract: An engine controller configured to control an engine includes a combustion cylinder ratio control unit, a valve stopping control unit, and a throttle control unit. The throttle control unit is configured to start adjusting a throttle open degree in accordance with the change of the combustion cylinder ratio at an earlier timing when the value of the combustion cylinder ratio is increased by the change than when the value of the combustion cylinder ratio is decreased by the change.

Abstract: An engine control system comprises: an engine 10 capable of switching between a reduced-cylinder operation mode in which combustion is stopped in a part of a plurality of cylinders 2 and an all-cylinder operation mode in which combustion is performed in all the plurality of cylinders 2; and a PCM 50 configured to stop fuel supply to the cylinders 2 when a given fuel cut-off condition is satisfied. The PCM 50 is operable, during a transition from a state in which the engine 10 is operated in the reduced-cylinder operation mode to a state in which the fuel cut-off condition is satisfied, to stop the fuel supply to the cylinders 2 at a timing earlier than that during a transition from a state in which the engine 10 is operated in the all-cylinder operation mode to the state in which the fuel cut-off condition is satisfied.

Abstract: A method for producing an output data stream includes picking up and digitalizing a combustion chamber signal to a combustion chamber signal data stream and, simultaneously therewith, picking up and digitalizing a crankshaft angle signal to a crankshaft signal data stream. The combustion chamber signal data stream is split or duplicated into a first and a second combustion chamber signal data flow. The first combustion chamber signal data flow is filtered to a first filtered combustion chamber signal data stream and then transformed to a first transformed combustion chamber signal data stream. The second combustion chamber signal data flow is transformed to a second transformed combustion chamber signal data stream. The first and second transformed combustion chamber signal data streams are combined to an output data stream which comprises the first and second transformed combustion chamber signal data streams in a respective first and second crankshaft angle range.

Abstract: The present disclosure relates to a compressor for compressing charge air for a combustion engine. The compressor comprises charge air inlet for the through-flow of charge air in axial direction, in which an adjustment device for adjusting a diameter of the charge air inlet is fixedly arranged. The adjustment device comprises a ring-shaped radially arranged guidance arrangement and aperture elements movably mounted in the guidance arrangement, wherein the aperture elements can be adjusted at right angles to the axial direction by the guidance arrangement in at least two closed positions. With this arrangement the diameter of the charge air inlet varies in the respective closed positions. The aperture elements are arranged in a common radial aperture plane and are supported against each other in the respective closed positions in the circumferential direction.

Abstract: Methods and systems are provided for measuring exhaust gas recirculation (EGR) distribution among individual engine cylinders. In one example, a method may include fluidly coupling a plurality of intake runners of an engine to a vacuum pump, diverting a portion of intake charge gas from the intake runner to a gas composition sensor with the vacuum pump, measuring an oxygen concentration of the diverted intake charge portion with the gas composition sensor, and estimating an EGR concentration of the intake charge based on the measured oxygen concentration.

Abstract: Systems, apparatus, and methods are disclosed that include a divided exhaust engine with at least one primary EGR cylinder and a plurality of non-primary EGR cylinders. The systems, apparatus and methods control the amount of recirculated exhaust gas in a charge flow in response to EGR fraction deviation conditions.

Abstract: A control device for an internal combustion engine executes an automatic stop control and automatic start-up control for an intermittent operation of the internal combustion engine. In the automatic start-up control, the control device is configured to commence a restart by starting fuel injection from a fuel-injection-start cylinder. In the automatic stop control, the control device is configured to: execute an air-fuel-ratio rich processing that controls an air-fuel ratio such that the air-fuel ratio becomes richer than the stoichiometric air-fuel ratio before a start of the fuel cut; execute a throttle closing processing that closes a throttle valve in synchronization with the fuel cut; and execute a throttle opening processing approaches the atmospheric air pressure before a cylinder destined to be the fuel-injection-start cylinder later completes the last intake stroke in the course of the engine stop after execution of the throttle closing processing.

Abstract: An engine start controller includes an injection amount calculating portion that is configured to calculate, as an assist injection amount, an injection amount of fuel injected from a fuel injection valve of an engine in an engine start-up period until the engine rotation speed exceeds a predetermined starting rotation speed from zero. The injection amount calculating portion is configured such that, in a case in which the rotation speed of the engine is higher than or equal to a threshold value that is a value less than the starting rotation speed, the injection amount calculating portion calculates the assist injection amount to be smaller when the engine is started by using the motor generator than when the engine is started by using the starter.

Abstract: A control apparatus for an internal combustion engine includes an exhaust gas sensor that has a sensor element and a heater for electrically heating the sensor element, a sensor circuit that detects the electric current generated by the exhaust gas sensor, a controller configured to: carry out starting processing to start the internal combustion engine, learn a value of the output of the sensor circuit when the starting processing is carried out by the controller, and control a temperature of the sensor element by using the heater, and controls the temperature of the sensor element to less than the predetermined temperature until the learning of the output value of the sensor circuit by the controller is completed after the starting processing is carried out by the controller.

Abstract: A motor vehicle is disclosed having an internal combustion engine and an integrated starter-generator drivingly connected to a crankshaft of the internal combustion engine by a belt drive. Operation of the internal combustion engine and the integrated starter-generator is controlled by an electronic controller in response to a number of inputs. The electronic controller is arranged to use the internal combustion engine and the integrated starter-generator to actively reduce driveline shuffle in one of a number of shuffle reduction modes that are selected by the electronic controller based on at least the current rotational speed of the internal combustion engine.

Abstract: Systems and methods for determining operation of a cylinder deactivating/reactivating device are disclosed. In one example, a direction of engine rotation is selected to maximize air flow through the engine while the engine is rotated without combusting air and fuel. Operation of one or more cylinder valve deactivating mechanisms is assessed while the engine is rotated without combusting air and fuel.

Abstract: An internal combustion engine includes: a cylinder block including a bulkhead formed so as to separate adjacent cylinders; a crankshaft including a counterweight; and a gas-vent hole which is formed in the bulkhead within a radius of rotation of the counterweight when seen from below a piston bottom-dead-center position and an axial direction of the crankshaft, and which communicates between the adjacent cylinders. The counterweight includes at least one of a concave portion and a through-hole formed at at least a part of a region of the counterweight opposed to the gas-vent hole during rotation of the crankshaft. The concave portion hollows in a direction away from the gas-vent hole, the through-hole penetrating through the counterweight in a direction away from the gas-vent hole.

Abstract: An exhaust mixer arrangement for a gas turbine engine comprises an exhaust cone, a lobed exhaust mixer surrounding at least a portion of the exhaust cone and a cover mounted to an outer surface of the exhaust cone. The cover and the outer surface of the exhaust cone define a dead-end cavity for receiving a stiffener ring. A plurality of circumferentially spaced-apart struts interconnect at least a number of lobes of the lobed exhaust mixer to the stiffener ring.

Abstract: A purge system malfunction diagnosis device is configured to diagnose a malfunction in a purge system mounted on a vehicle. The purge system includes a canister, a purge passage, a purge valve capable of opening and closing the purge passage, an outside air passage configured to cause the canister to communicate with an outside air opening, an outside air valve capable of opening and closing the outside air passage, and a system pressure sensor configured to detect a pressure in the purge system. In a state where the outside air passage is closed, a diagnosis mode is executed on a basis of a relationship between the pressure in the purge system and an integrated value of flow rate estimates of a purge gas. In the diagnosis mode, a parameter to be used for diagnosing a malfunction in the purge system is adjusted in a case where the flow rate estimate is lower than a flow rate threshold.

Abstract: Methods and systems are provided for conducting diagnostics to indicate whether a fuel system and/or an evaporative emissions system of a vehicle has a source of undesired evaporative emissions, or not. In one example, a method comprises conducting such a diagnostic via evacuating the fuel system to a target vacuum, then sealing the fuel system from atmosphere and monitoring a pressure bleed-up in the fuel system, and dynamically adjusting a pressure bleed-up threshold responsive to one or more conditions that impact the pressure bleed-up during the diagnostic, and indicating undesired evaporative emissions responsive to the pressure bleed-up reaching the adjusted pressure bleed-up threshold. In this way, interpretation of the results of such a diagnostic may be more robust, completion rates may improve, and engine operation may be improved.

Abstract: A purge system malfunction diagnosis device is configured to diagnose a malfunction in a purge system mounted on a vehicle configured to execute an idling stop control. The system includes a canister, a purge passage, a purge valve capable of opening and closing the purge passage, an outside air passage that causes the canister to communicate with an outside air opening, an outside air valve capable of opening and closing the outside air passage by being driven using an electric power supplied from a battery, and a system pressure sensor that detects a pressure in the purge system. In a state where the outside air passage is closed, a diagnosis mode is executed on a basis of a relationship between the pressure in the purge system and an integrated value of flow rate estimates of a purge gas, and the diagnosis mode is prohibited on a basis of a voltage of the battery.

Abstract: Provided is a canister whose performance is enhanced while achieving the advantage of suppressing changes in temperature by using a heat storage material and overcoming the disadvantage of a reduction in the adsorption amount. A canister for treating evaporated fuel includes: a tank port that is in communication with an upper air chamber of a fuel tank of an internal combustion engine; a purge port that is in communication with an air intake path of the internal combustion engine; an atmospheric air port that is open to atmospheric air; and an adsorbent material chamber R that contains an activated carbon that adsorbs evaporated fuel that flows from the tank port to the atmospheric air port.

Abstract: A concentrated oxygen supplied engine system for enhancing fuel combustion includes an engine and a concentrating module. The concentrating module is configured to generate concentrated oxygen from air. The concentrating module is coupled to an air supply assembly of the engine so that the concentrating module is positioned to supply the concentrated oxygen through the air supply assembly to combustion chambers of the engine to enhance combustion of fuel that is positioned in the combustion chambers.

Abstract: An internal combustion engine in which a required reformed-fuel heat generation quantity (required output cylinder heat generation quantity) is calculated based on a required engine power and the thermal efficiency of an output cylinder. An estimated reformed fuel heat generation quantity is calculated based on the molar number of reformed fuel, mole fraction of each gas component in the reformed fuel, and heat generation quantity of each gas component in the reformed fuel. When a value resulting from subtracting the estimated reformed fuel heat generation quantity from the required reformed-fuel heat generation quantity is negative, a fuel reforming operation is not executed, assuming that there is a possibility that surplus reformed fuel may be generated. For example, a fuel supply from an injector to a fuel reformation chamber is stopped.

Abstract: A heat exchange apparatus that can satisfactorily discharge a liquid that is a liquid condensed when a gas is cooled is achieved. A heat exchange apparatus 1 according to one embodiment of the present disclosure exchange heat between a gas flowing through a first flow path and a fluid flowing through a second flow path. The heat exchange apparatus includes offset fins disposed along a circumferential surface of the first flow path, and a discharge path extended in an extending direction of the first flow path at a lower part of the first flow path and configured to discharge a liquid condensed from the gas by being cooled through heat exchange with the fluid. The discharge path becomes lower toward one side of the first flow path in the extending direction.

Abstract: An engine includes an EGR device and a water-cooled heat exchanger. The water-cooled heat exchanger is provided on a downstream side of an EGR gas-introduction portion of an intake passage into which EGR gas is to be introduced and exchanges heat with gas flowing in the intake passage. A control device is programmed to execute condensed water-suppression control that supplies coolant having a temperature higher than the temperature of the gas heat-exchanged in the water-cooled heat exchanger to the water-cooled heat exchanger while a hybrid vehicle is traveling in a state in which the engine is stopped.

Abstract: Methods and systems for diagnosing operation of an exhaust gas recirculation system of an internal combustion engine are described. In one example, the EGR system is diagnosed while an engine that includes the EGR system is not rotating and combusting fuel. The EGR system is diagnosed when the engine is not operating so that vehicle passengers are not disturbed by the diagnostic and so that flow estimates through the EGR system may not be disturbed by pressure changes that may be related to combustion within the engine.

Abstract: The present application is directed to systems and methods for on-board fuel separation. The system includes: a source fuel tank for liquid fuel; a pump; and a membrane module. The membrane module includes a hydrophilic membrane, a retentate channel, and a permeate channel. The retentate and permeate channels are on opposing sides of the membrane. The membrane module receives fuel from the source fuel tank and separates the liquid fuel into a high octane fraction that collects in the retentate channel and a low octane fraction that diffuses through the membrane to the permeate channel. The system further includes a low octane fuel tank for receiving at least a portion of the low octane fraction, a high octane fuel tank for receiving at least a portion of the high octane fraction, and an engine configured to selectively receive at least a portion of the low and high octane fractions.

Abstract: Provided is a fuel injection valve capable of stroking a valve body in large and small two stages and capable of precisely controlling an injection flow rate at the stroke. Therefore, the fuel injection valve of the present invention is provided with a valve body for opening or closing a flow path, a movable element for driving the valve body in a valve opening direction, and a magnetic core for attracting the movable element, in which the movable element is separately configured from the valve body, and is configured by a first movable element having a first facing surface facing the magnetic core and having the first facing surface attracted by the magnetic core, and a second movable element separately configured from the first movable element, having a second facing surface facing the magnetic core, and having the second facing surface attracted by the magnetic core.

Abstract: A fuel pipe includes a tubular header pipe and a socket coupled to the header pipe and supplied with fuel from the header pipe. The header pipe and the socket form a joining portion therebetween. The joining portion is shaped to be elongated in a first direction. The joining portion includes a communication hole that connects an inner region of the header pipe and an inner region of the socket. The communication hole is an elongated hole elongated in the first direction.

Abstract: An assembly for fuel-injection systems for connecting a fuel injector to a fuel-conveying component includes a retaining part that is used for mechanical fastening, and an attachment part, to which the fuel injector is hydraulically connectable. A connecting part is provided via which the attachment part, that is connectable to the fuel-conveying component, is connectable to the retaining part.

Abstract: An electronic fuel injection throttle body unit has a core body with two side components. The two side components each including a fuel delivery passage. Four air intake passages extending vertically through the throttle body. Valves are rotatable within the air intake passages. The valves being connected to valve shafts that rotate about respective valve shaft axes. The valve shaft axes and the fuel delivery passages are perpendicular to each other.

Abstract: Systems and methods for improving operation of a vehicle are presented. In one example, a controller notifies a human vehicle driver before electric power consumers that are electrically coupled to the vehicle are deactivated. The controller may notify the human driver in response to a state of charge of a vehicle battery.

Abstract: A method for controlling a mild hybrid starter & generator (MHSG) for a torque assist and an air conditioner of a mild hybrid electric vehicle according to an exemplary embodiment of the present disclosure includes setting a minimum charge amount of a first battery of the mild hybrid electric vehicle based on an outdoor temperature of the vehicle, repeating charging and discharging of the first battery by operating the MHSG so that the charge amount of the first battery is maintained at the set minimum charge amount or more, and operating the MHSG to convert power from the first battery to a second battery.

Abstract: A rechargeable battery jump starting device having detachable positive and negative cables. The rechargeable battery jump starting device, including a rechargeable battery connected to a positive cam-lock cable connecting device and a negative cam-lock cable connecting device. The rechargeable battery jump starting device can include a highly electrically conductive frame connecting the rechargeable battery to the cam-lock cable devices.

Abstract: Methods and systems are provided for improving the operating range of an electric vehicle having an engine wherein waste heat generated during motor operation is transferred to pre-heat the engine. Engine starting is predicted based on the electrical torque demand of the vehicle relative to the actual and predicted electrical energy consumption of the electric vehicle. Prior to starting the engine to charge a battery of the motor, various engine components are pre-heated in an order that improves vehicle range while also optimizing fuel economy.

Abstract: Methods and systems are provided for improving the operating range of an electric vehicle having an engine wherein waste heat generated during motor operation is transferred to pre-heat the engine. Engine starting is predicted based on the electrical torque demand of the vehicle relative to the actual and predicted electrical energy consumption of the electric vehicle. Prior to starting the engine to charge a battery of the motor, various engine components are pre-heated in an order that improves vehicle range while also optimizing fuel economy.

Abstract: Methods and systems are provided for improving the operating range of an electric vehicle having an engine wherein waste heat generated during motor operation is transferred to pre-heat the engine. Engine starting is predicted based on the electrical torque demand of the vehicle relative to the actual and predicted electrical energy consumption of the electric vehicle. Prior to starting the engine to charge a battery of the motor, various engine components are pre-heated in an order that improves vehicle range while also optimizing fuel economy.

Abstract: This invention relates to an electricity generator comprising a pressure chamber having a releasably sealable air vent, a liquid supply, a sump tank configured to deliver liquid to the pressure chamber and a turbine. The electricity generator further comprises a piping network including an upright liquid conduit configured to deliver water from the pressure chamber through the turbine and back to the sump tank, a pressurized air supply operable to pressurize air in the pressure chamber, a plurality of valves, and a controller to operate the plurality of valves. In use, a small amount of air may be used to efficiently move a large body of water which in turn is used to power a turbine. The electricity generated by the turbine may be harvested and subsequently used, thereby reducing electricity spend. The installation is compact and may be installed in a factory or other installation where electricity requirement/spend are high.

Abstract: The present invention relates to the utilization of wave energy and its conversion into operating motion of an electrical energy generating system. The system for generation of electrical energy through the conversion of aquatic wave motion includes floating bodies and a constant rotation mechanism, which converts the two-way linear motion of an inflexible transmission shaft or a flexible transmission shafts into one-way rotation of an output shaft of the constant rotation mechanism. This mechanism allows utilization of wave energy in two directions caused by the rise and fall of waves. The output shaft of the constant rotation mechanism is coupled to a force multiplier that is further coupled to a generator which generates electrical energy. Constant rotation mechanism can be driven by inflexible transmission shaft pivotally coupled to the floating bodies at one end, and the other end to an input gear of the constant rotation mechanism.

Abstract: A machine for driving an electric generator includes a bi-level tank which simultaneously has a higher surface level and a lower surface level. In this arrangement, after a power module has been dropped from a launch point and after its engagement with the generator, the power module is returned through the bi-level tank to the launch point for another duty cycle. To do this, the operation of a displacement device inside the bi-level tank is coordinated with the operation of a valve mechanism. Specifically, the valve mechanism alternatingly provides for an entry of the power module into the tank through the lower surface level, and for a subsequent exit from the bi-level tank through the higher surface level. During this transition, the displacement device is activated to establish and maintain the respective surface levels in the bi-level tank.

Abstract: A system for cyclically lifting a large volume of water includes a piston plate having first and second sides. The water to be lifted exerts a water pressure on the second side of the piston plate, while compressed air held in a pressurized tank exerts an air pressure on the first side of the piston plate. The resultant pressure differential ?p is such that the piston plate is biased to move in a particular direction. A force actuator is provided that periodically exerts a force F on the piston plate to overcome the bias of ?p and thereby lift the volume of water.

Abstract: Systems and methods related to linear turbine systems are presented. Each embodiment described herein may be designed as a single-stage, linear, impulse turbine system. In an embodiment, a linear turbine includes a first shaft extending along a first axis; a second shaft extending along a second axis, the second axis being separated from and substantially parallel to the first axis; a first plurality of buckets to travel a first continuous path around the first shaft and the second shaft along a first plane, the first path including a first substantially linear path segment between the first axis and the second axis; and a nozzle configured to direct a first fluid jet to contact the first plurality of buckets in the first linear path segment.