Abstract: A valve train assembly includes a rocker arm assembly, and axial shifting cam assembly, and a lost motion device. The axial shifting cam assembly is movable between a first axial position and a second axial position on a camshaft, the cam assembly having a first cam having a first lobe, and a second cam having a second lobe. The first and second lobes are configured to each selectively engage the rocker arm assembly to respectively perform a first and a second discrete valve lift event. The lost motion device is operably associated with the rocker arm assembly and configured to perform a third discrete valve lift event, distinct from the first and second valve lift events.

Abstract: A valvetrain for an engine includes a pair of valves that are disposed in a spaced apart relation to one another, and in which each of the valves has an elongated valve stem. The valvetrain further includes a valve bridge that is coupled to the pair of valves. The valve bridge is configured to define a pair of receptacles to at least partly receive the pair of valve stems therein. The valve bridge further defines a central recess that is located midway between the pair of receptacles and disposed in a co-planar relationship with the pair of receptacles.

Abstract: In a valve timing control system, a control command unit includes: a first stage setting block and a next stage setting block. The first stage setting block sets a retard holding command value as a control command value to introduce hydraulic fluid to each retard operation chamber under a state where a rotation phase is locked, to start applying an operation pressure more than or equal to an unlock pressure to a lock component. The next stage setting block sets an advance holding command value as a control command value to introduce hydraulic fluid to each advance operation chamber, after setting the retard holding command value, to maintain the applying of the operation pressure more than or equal to the unlock pressure to the lock component.

Abstract: An electro hydraulic valve for a cam phaser, including an electromagnetic actuator assembly, and a hydraulic assembly, wherein the electromagnetic actuator assembly and the hydraulic assembly are arranged axially aligned along a longitudinal axis, wherein the hydraulic assembly includes a valve housing in which a valve piston is arranged axially movable along the longitudinal axis, wherein a plunger for positioning the valve piston along the longitudinal axis is arranged within the electromagnetic actuator assembly, and wherein the electromagnetic actuator assembly and the hydraulic assembly are connected with one another indirectly or directly, wherein the electromagnetic actuator assembly includes an actuator housing and a friction or form locking connection of the electromagnetic actuator assembly with the hydraulic assembly is provided by an ultrasonic weld between the actuator housing and the valve housing.

Abstract: A head assembly for an internal combustion engine includes an electromagnetic valve actuation system. The head has an intake or exhaust passage defined therein. A valve is disposed in the passage and is operable to selectively open and close the passage. The head has a cooling passage defined therein for passage of a cooling fluid. An electromagnetic actuator has a piston in mechanical communication with the valve and a coil in fluid communication with the cooling passage. The electromagnetic actuator is operable to move the valve between a closed and an open position.

Abstract: The present invention provides a hollow engine valve achieving high durability while suppressing an increase in manufacturing cost, and a manufacturing method therefor.

Abstract: A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector connected to an injection controller, an intake valve connected to an intake valve controller, and an exhaust valve connected to an exhaust valve controller. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand.

Abstract: An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode can include a rocker shaft and a rocker arm. The rocker shaft can define a pressurized oil supply conduit. The rocker arm can receive the rocker shaft and is configured to rotate around the rocker shaft. The rocker arm can have an oil supply passage defined therein. A valve bridge can engage a first exhaust valve and a second exhaust valve. A hydraulic lash adjuster assembly can include first and second plunger bodies, the first plunger body can engage the valve bridge.

Abstract: A system for actuating engine valve comprises a main valve actuation motion source configured to supply main valve actuation motions to the at least one engine valve via a main motion load path, and an auxiliary valve actuation motion source separate from the main valve actuation motion source and configured to supply complementary auxiliary valve actuation motions to the at least one engine valve via an auxiliary motion load path. A lost motion component is configured, in one state, to maintain lash between the auxiliary valve actuation motion source and the auxiliary motion load path or within the auxiliary motion load path and, in another state, to take up this lash. The auxiliary valve actuation motion source is further configured to supply at least one lash-prevention valve actuation motion that substantially matches at least one of the main valve actuation motions.

Abstract: A baffle plate includes a curved part which in turn includes a bottom portion (40), an upstream inclined portion (41), and a downstream inclined portion (42). A part of the downstream inclined portion adjacent to the bottom portion is provided with a first downstream through hole (49) elongated in the axial direction of the crankshaft, and a downstream side wall (50) extending from a downstream edge of the first downstream through hole in an upstream direction with respect to the rotational direction of the crankshaft, and a part of the downstream inclined portion remote from the bottom portion is provided with a plurality of second downstream through holes (52).

Abstract: The arrangement for controlling the flow of laden gases is arranged upstream of an oil separation system and is provided with a check valve, a bypass valve and a stationary segment. The check valve is at least partially movable so as to define a first passage for a forward first flow direction in the event of positive pressure, while the bypass valve is moved rearward by negative pressure so as to clear a second passage for a second, opposite, flow direction. The stationary segment forms a seating surface for the bypass valve. The bypass valve, urged against the seating surface by an elastic biasing member, forms a seat for the check valve. In the event of sufficient negative pressure, the two valves are moved rearward together despite the biasing member and work together to redirect and guide the flow along an escape path corresponding to the second passage.

Abstract: Provided is a bi-directional PCV valve assembly, system and method. The bi-directional PCV valve may include a fluidic geometry that allows for a flow of fluid a high flow rate in one direction, forward flow, and a low flow rate in the opposite direction, reverse flow. The reverse flow includes a swirling flow that increases the pressure drop and reduces the flow rate to a third of the flow rate of the forward flow. The disclosed assembly produces a strong swirling flow (vortex) in the reverse direction and an efficient (low pressure drop) flow in the forward direction.

Abstract: A blow-by gas treatment device causes blow-by gas in a space defined by a cylinder head and a head cover in an internal combustion engine to flow back into an intake pipe. The blow-by gas treatment device includes a pipe joint and a blow-by gas pipe connected to the intake pipe. The pipe joint includes a basal end connected to the head cover, a distal end, a sensor-connected part connected to the pressure sensor, and a constriction located closer to the basal end than the sensor-connected part. The blow-by gas pipe is connected to a position of the pipe joint closer to the distal end than the sensor-connected part.

Abstract: A positive crankcase ventilation gas diversion and reclamation system comprises a positive crankcase ventilation gas diversion line to divert oil laden positive crankcase ventilation gases from the air intake manifold of an internal combustion engine. A positive crankcase ventilation gas diversion line directs oil laden positive crankcase ventilation gases into a vapor headspace of a fuel tank. A pressure sensor measures a vapor pressure in a vapor headspace of a fuel tank, and a fuel tank vent valve is operative with a fuel tank vent line. A controller actuates the fuel tank vent valve into an open position and discharges fuel enriched vapor to the air intake manifold of the internal combustion engine. A method permits diverting positive crankcase ventilation gasses from the air intake manifold of an engine, and reclaiming oil laden fuel components and/or particulates from positive crankcase ventilation gasses.

Abstract: An internal combustion engine, which includes a collection device that is arranged in an exhaust pipe through which an exhaust gas emitted from a cylinder passes and collects PM contained in the exhaust gas and an NOx sensor that is arranged on an upstream side of the collection device and detects an NOx content in the exhaust gas, includes: an estimating device which estimates a PM content in the exhaust gas at the upstream side of the collection device from a detection value of the NOx sensor, based on a trade-off relation between an NOx emission amount and a PM emission amount from the cylinder.

Abstract: A disclosed microwave heating apparatus includes a casing part configured to accommodate an object to be heated; a microwave generator configured to generate a microwave; an electromagnetic wave generator configured to generate an electromagnetic wave whose frequency is different from that of the microwave; an electromagnetic wave sensor configured to measure power of the electromagnetic wave, the power of the electromagnetic wave being measured after the electromagnetic wave incident on the casing part from the electromagnetic wave generator has passed through the object to be heated; and a controller configured to control, based on the power measured in the electromagnetic wave sensor, the microwave generator to generate the microwave.

Abstract: A filter regeneration device includes a microwave radiator configured to radiate a microwave and disposed to be oriented in a direction toward a ceramic filter configured to purify exhaust gas of an internal combustion engine, the ceramic filter being disposed in a cylindrical portion of a metallic case having the cylindrical portion and having a protruding portion protruding toward an outside of the cylindrical portion of the metallic case, the microwave radiator being disposed inside the protruding portion, and a microwave generator configured to generate the microwave radiated from the microwave radiator toward the ceramic filter.

Abstract: A microchip oxygen sensor for sensing exhaust gases from a combustion process, and related methods. The microchip oxygen sensor includes a dielectric substrate and a heater pattern affixed to the substrate. A first electrode is affixed to the substrate and has a first plurality of fingers forming a first comb. A second electrode is affixed to the substrate and has a second plurality of fingers forming a second comb. The second electrode is disposed in spaced relation to the first electrode such that the first and second combs face each other. A semiconducting layer is disposed over the first and second electrodes so as form a physical semiconductor bridge between the first and second electrodes. The semiconducting layer comprises an n-type semiconducting material or a p-type semiconducting material. A porous dielectric protective layer, advantageously containing a catalytic precious metal, may cover the semiconducting layer.

Abstract: A device for providing a liquid additive into an exhaust line includes a tank, a delivery line, a heating element formed of a posistor or PTC material for heating the additive in the tank and/or the delivery line, and a dosing device or doser for dosing the liquid additive. The dosing device has a coil and a movable component and the movable component can be moved by the coil. The coil can be connected electronically in series with the heating element by a first switching element. It is thus possible for an activation current through a heating element formed of a posistor material to be limited in magnitude in an inexpensive manner.

Abstract: The present application provides an aftertreatment system for treating an exhaust stream of an engine. The aftertreatment system may include a selective catalyst reduction system positioned downstream of the engine, a secondary catalyst positioned downstream of the selective catalyst reduction system, a first gas sensor positioned between the engine and the selective catalyst reduction system, a second gas sensor positioned between the selective catalyst reduction system and the secondary catalyst, and a third gas sensor positioned downstream of the secondary catalyst.

Abstract: An exhaust manifold includes a body portion and a flange portion. The body portion includes a first split body having a plurality of semi-cylindrical portions, and a second split body having a plurality of semi-cylindrical portions. The semi-cylindrical portions of the first and second split bodies overlie each other, respectively, and define branch pipes. The exhaust manifold includes a first weld bead and a plurality of second weld beads. The first weld bead welds the semi-cylindrical portions defining one of the branch pipes to each other from an outer surface side. The second weld beads weld an outer peripheral portion of the one of the branch pipes to an edge portion of opening in the flange portion. At least one of the second weld beads partially overlaps the first weld bead. End portions of neighboring second weld beads overlap each other and are separated from the first weld bead.

Abstract: A thermally insulating protective sleeve. The thermally insulating protective sleeve comprises a tubular shell and a thermally insulating liner located in the tubular shell and made of a thermally insulating soft material. The shell comprises two longitudinally separated half-parts, the two half-parts being detachably connected to each other. The thermally insulating liner defines a hollow opening in the shell, and an object to be thermally insulated can be received in the hollow opening in such a way that the thermally insulating liner is subjected to pressure in a radial direction.

Abstract: An exhaust pipe support member of a vehicle includes: an elastic support portion that has multiple insertion holes into which multiple hanger stays provided in an exhaust pipe are inserted; a metal frame that surrounds the elastic support portion; and multiple support legs that are arranged between the elastic support portion and the metal frame to support the elastic support portion.

Abstract: A cylinder bore wall thermal insulator set in a groove-like cooling water channel of a cylinder block of an internal combustion engine including cylinder bores and for insulating all bore walls of all the cylinder bores or a part of the bore walls of all the cylinder bores includes bore wall insulating sections having an arcuate shape when viewed from above and for insulating a wall surface on the cylinder bore side of the groove-like cooling water channel and a supporting section made of synthetic resin and having a shape conforming to a shape of the groove-like cooling water channel in a setting position of the thermal insulator, the bore wall insulating sections being fixed to the supporting section. The bore wall insulating sections include rubber members, rear surface pressing members, and elastic members.

Abstract: Intake assemblies for an engine are provided. In one aspect, an air intake assembly includes a screen defining a plurality of air passage holes therein, a fan, a flywheel, a crankshaft, and a screen support member coupled to the screen. The fan, the flywheel and the screen support member are coupled to the crankshaft with a single fastener, and the screen, the fan, the flywheel, the crankshaft and the screen support member all rotate together. In one aspect, the screen support member supports the screen a distance away from the fan such that the screen is completely spaced-apart from and does not engage the fan. In one aspect, a screen support member includes a base near one end of the screen support member and a plurality of coupling locations near a second end. The screen couples to the screen support member at the plurality of coupling locations.

Abstract: Internal combustion engines having non-circular, preferably rectangular, cross-section pistons and cylinders are disclosed. The pistons may include a skirt with a field of pockets that provide a ringless, non-lubricated, seal equivalent. The pistons also may have a domed piston head with depressions thereon to facilitate the movement of air/charge in the cylinder. The engines also may use multi-stage poppet valves in lieu of conventional poppet valves, and a split crankshaft. The engines may use the pumping motion of the engine piston to supercharge the cylinder with air/charge. The engines also may operate in an inverted orientation in which the piston is closer to the local gravitationally dominant terrestrial body's center of gravity at top dead center position than at bottom dead center position.

Abstract: A turbocharger assembly can include a center housing; a turbine housing; and an insert disposed between the center housing and the turbine housing where a surface of the turbine housing and a first surface of the insert define a volute and where a surface of the center housing and a second surface of the insert define a chamber.

Abstract: A supercharging device is disclosed for an internal combustion engine having an exhaust-gas turbocharger and a fresh-air compressor. The supercharging device includes a recuperation charger which has a compressor-turbine with a high-pressure side and a low-pressure side and which has an electromechanical motor-generator coupled to the compressor-turbine. The compressor-turbine is operable at least firstly when the supercharging device is configured in a booster operating mode in a manner driven by the motor-generator as a compressor for increasing the pressure of charge-air mass flow to the intake tract of the engine, and secondly when the supercharging device is configured in a recuperation operating mode in a manner driven by the charge-air mass flow as a turbine for energy recovery by the motor-generator.

Abstract: A turbocharger includes: a bearing portion which is provided in a turbine housing; a shaft rotatably inserted into a bearing hole of the bearing portion; an attaching member fixed to the shaft; and a valve coupled to the shaft via the attaching member and configured to open and close a flow path opened to an internal space along with rotation of the shaft. The attaching member includes: a base portion provided with an insertion hole of the shaft; and an extension portion integrally formed with the base portion and extending from the base portion in a radial direction of the shaft to thereby hold the valve. The base portion is provided at least at a part of a range of the shaft in a circumferential direction of the shaft, and protrudes more in the radial direction of the shaft than the bearing portion.

Abstract: A control device for an internal combustion engine including a turbocharger and a negative-pressure waste gate valve includes an electronic control unit configured i) to apply a first drive current value to a pressure regulation valve so as to maintain an opening degree of the waste gate valve in a fully closed state in a case where an actual boost pressure is lower than a target boost pressure and a boost pressure difference between the actual boost pressure and the target boost pressure is equal to or larger than a threshold, and ii) to apply a second drive current value that is smaller than the first drive current value to the pressure regulation valve in a case where the actual boost pressure is lower than the target boost pressure and the boost pressure difference is smaller than the threshold.

Abstract: A turbocharger assembly may include a turbine wheel. A turbine housing may surround at least part of the turbine wheel. A wastegate port may be defined by the turbine housing and may provide a bypass around the turbine wheel. A valve plate may be movable between a first position closing the wastegate port and a number of additional positions opening the wastegate port. The valve plate may have a face that faces the wastegate port. A shaft may be connected to the valve plate and may rotate about an axis at a pivot point. The pivot point may be located on an opposite side of a line from the valve plate, wherein the line may extend from the face and in a plane within which the face exists when the wastegate port is closed by the valve plate.

Abstract: An engine structure for a vehicle includes: a turbocharger rotating by a flow of exhaust gas and compress intake air; a first runner communicating with at least one of a plurality of combustion chambers which are formed in an engine and communicating with the turbocharger; a second runner communicating with remaining combustion chambers which are not in communication with the first runner; and a supercharger rotating by a motor, which is cooled by a coolant, and compressing intake air.

Abstract: A turbocharger according to an embodiment of the present invention includes a rotating shaft, a compressor, a turbine, a compressor-side floating bearing and a turbine-side floating bearing that rotatably support the rotating shaft, and a bearing housing that houses the compressor-side floating bearing and the turbine-side floating bearing, the bearing housing being internally provided with a turbine-side oil feeding passage through which oil to be fed to the turbine-side floating bearing flows and a compressor-side oil feeding passage through which oil to be fed to the compressor-side floating bearing flows. A ratio of an oil feeding pressure for oil at an outlet of the compressor-side oil feeding passage to an oil feeding pressure for oil at an outlet of the turbine-side oil feeding passage is configured to be higher than 1.0 and lower than 1.5.

Abstract: A rotary internal combustion engine including a rotor assembly where at least a first and a second of the combustion chambers have unequal theoretical volumetric ratios. Also, a rotary internal combustion engine including first and second rotor assemblies where at least one of the combustion chambers of the first rotor assembly and at least one of the combustion chambers of the second rotor assembly have unequal effective volumetric compression ratios and/or unequal effective volumetric expansion ratios.

Abstract: A variable compression ratio apparatus including an eccentric cam interposed at an internal circumference of a front end portion of a connecting rod, in which a first chamber is formed to realize a high compression ratio by a piston by rotating the eccentric cam in one direction and a second chamber is formed to realize a low compression ratio by the piston by rotating the eccentric cam in an opposite direction may include a first spool valve selectively supplying a hydraulic pressure to expand the first chamber or the second chamber for realizing the high compression ratio and the low compression ratio; a second spool valve forming a control hydraulic pressure for the operation of the first spool valve; and an oil control valve controlling the operation of the second spool valve.

Abstract: An axial turbine engine for an aircraft, in particular a ducted fan turbine engine. The engine comprises an oil circuit with a cooler fitted with a first heat exchange surface in contact with oil of the oil circuit, and a second heat exchange surface in contact with a secondary air flow entering the turbine engine. The cooler is of the air/oil type (ACOC) and comprises fins. To increase the capacity of the cooler, the cooler is fitted with a device for injecting a cooling liquid, e.g., water with additives. The thermal capacity of the water amplifies the cooling. Evacuation of the water increases the thrust of the turbine engine. A method is also provided for cooling the turbine engine of an aircraft by injection of a cooling liquid at the time of take-off.

Abstract: Hydrogen gas compression systems that each include a multistage centrifugal compressor in which each stage has an inlet-to-outlet pressure rise ratio of about 1.20 or greater. In one embodiment, the multistage compressor includes six high-speed centrifugal compressors driven at a speed of about 60,000 rpm. The compressor has an output of more than 200,000 kg/day at a pressure of more than 1,000 psig. The compressors for the compression stages are distributed on both sides of a common gearbox, which has gearing that allows axial thrusts from the compressors to be handled effectively. Each stage's compressor has a unique impeller, which is secured to a support shaft using a tension-rod-based attachment system. In another embodiment, the multistage compressor is driven by a combustion turbine and one or more intercoolers are provided between compression stages. Each intercooler is cooled by coolant from an absorption chiller utilizing exhaust gas from the combustion turbine.

Abstract: A dynamic pressure exchanger configured for a combustion process includes a seal plate and a rotor assembly. The rotor assembly is mounted for rotation relative to the seal plate about a central axis of the dynamic pressure exchanger.

Abstract: The present invention discloses a novel apparatus and methods for augmenting the power of a gas turbine engine, improving gas turbine engine operation, and reducing the response time necessary to meet changing demands of a power plant. Improvements in power augmentation and engine operation include systems and methods for preheating piping of a power augmentation system and directing flows of hot compressed air, steam or a combination thereof into the gas turbine engine.

Abstract: A heat exchange unit (100) for hot gas recovery comprising, an inlet duct (34) to which a heat exchange duct (59) and a bypass duct (58) are connected, one being surrounded by the other, a heat exchange array (2) situated within the heat exchange duct (59) and a damper (50) arranged to direct the flow of gas through the unit (100), such that the damper (50) is situated within the inlet duct (34) and has two extreme positions, such that in a first extreme position the damper provides a first continuous surface and substantially seals one of the heat exchange and bypass ducts from the inlet duct and in the other extreme position the damper provides a second continuous surface and substantially seals the other of the ducts from the inlet duct.

Abstract: A gas turbine facility 10 of an embodiment includes: a combustor 20; a cylinder 80 dividing a space between a combustor casing 70 and the combustor 20; and a turbine 25 rotated by a combustion gas exhausted from the combustor 20. The gas turbine facility 10 includes: a heat exchanger 24 which cools the combustion gas; a pipe 42 through which a part of the combustion gas cooled in the heat exchanger 24 passes in the heat exchanger 24 to be heated and is guided to a space between the combustor 20 and the cylinder 80; a pipe 44 which guides another part of the combustion gas cooled in the heat exchanger 24 to a space between the combustor casing 70 and the cylinder 80; and a pipe 45 which exhausts a remaining part of the combustion gas cooled in the heat exchanger 24 to the outside.

Abstract: A compressed air energy storage power generation device equipped with: a compressor mechanically connected to a motor; a first pressure storage tank storing compressed air from the compressor; an expansion device driven by compressed air from the tank; a generator mechanically connected to the expansion device; a first heat exchanger that exchanges heat between a heat medium and the compressed air supplied from the compressor to the tank; a second heat exchanger that exchanges heat between the heat medium and the compressed air supplied from the tank to the expansion device; a pressure sensor that detects the state of charge (SOC) of the tank; SOC adjustment units that adjusts the SOC; and a control device. The control device controls the SOC adjustment units such that the detected SOC is within an optimal SOC range while satisfying the requested power.

Abstract: The present disclosure relates to combined heat and power plants. The teachings thereof may be embodied in methods for operating such a plant to provide electrical and thermal energy to a consumer unit, comprising: simultaneously generating electrical energy and heat in a process flow based on a demand for electricity; storing heat generated in excess of a demand for heat; and increasing a heat output when a difference between an actual provided heat output and the demand for heat is exceeded.

Abstract: An integrated fuel and environmental control system is provided and includes a first heat exchanger in which fuel and oil thermally communicate and a second heat exchanger disposable in a super-cooled fluid flow. The second heat exchanger is receptive of at least one of the fuel and oil from the first heat exchanger whereby the at least one of the fuel and oil thermally communicate with the super-cooled fluid flow. The second heat exchanger is also receptive of a second fluid whereby the second fluid thermally communicates with the super-cooled fluid flow downstream from the thermal communication of the super-cooled fluid flow with the at least one of the fuel and oil.

Abstract: A fuel manifold may be provided for use in a turbine engine. The fuel manifold may include four discrete segments including a first segment, a second segment, a third segment, and a fourth segment. The fuel manifold may also include a first line coupled to the first segment and the second segment and a second line coupled to the third segment and the fourth segment. The first line may be configured to supply a first portion of the fuel to the first segment and a second portion of the fuel to the second segment. The second line may be configured to supply a third portion of fuel to the third line and a fourth portion of fuel to the fourth segment.

Abstract: A system for supplying a turbine engine with fluid includes a first low-pressure pump, a downstream hydraulic resistance and a high-pressure volumetric pump located between the first low-pressure pump and the downstream hydraulic resistance. The downstream hydraulic resistance includes at least one element selected among a fluid proportioning unit, a filter, a flow meter, an exchanger, a cut-off valve and an injection system. The supply system includes a second low-pressure pump and a supply variator configured such as to vary the flow of fluid supplied to the second low-pressure pump, the second low-pressure pump and the supply variator being located parallel to the first low-pressure pump.

Abstract: An air turbine starter for starting an engine, comprising a housing defining an inlet, an outlet, and a flow path extending between the inlet and the outlet for communicating a flow of gas there through. A turbine member is journaled within the housing and disposed within the flow path for rotatably extracting mechanical power from the flow of gas. A gear train is drivingly coupled with the turbine member, a drive train is operably coupled with the gear train, and an output shaft is selectively operably coupled to rotate with the engine via a decoupler.

Abstract: A power extraction system and method for a gas turbine engine of a vehicle are provided. The system has an HP spool tower shaft coupled between an HP spool of the gas turbine engine and an accessory gearbox assembly coupled to the gas turbine engine. The HP spool tower shaft extracts mechanical power from the HP spool. The system has an LP spool tower shaft coupled between an LP spool of the gas turbine engine and the accessory gearbox assembly. The LP spool tower shaft extracts mechanical power from the LP spool. The system further has the accessory gearbox assembly having an accessory drive combining the mechanical power from both the HP spool and LP spool, having a planetary gear train coupled to the accessory drive, and having one or more engine-driven accessories coupled to the planetary gear train and driven by a planetary gear train output to generate power.

Abstract: A gas turbine engine comprises a high speed spool and a low speed spool. A low speed power takeoff is driven by the low speed spool and a high speed power takeoff is driven by the high speed spool. The low speed power takeoff drives a plurality of low speed driven accessories about low speed spool drive axes and the high speed power takeoff drives a plurality of high speed driven accessories about high speed spool drive axes. The low speed spool drive axes are generally tangential to an envelope defined about a center axis of the engine, and the high speed spool drive axes are generally tangential to an envelope defined about the center.

Abstract: A regulator device for automatically regulating a power plant of a rotary wing aircraft having a turbine engine includes a computer system. The computer system, while implementation of an idling mode of operation of the turbine engine is requested and the aircraft is standing on ground, implements the idling mode of operation and operates the turbine engine in compliance with idling mode of operation as a function of operational and hierarchically ordered conditions either through a first mode of regulation by regulating a speed of rotation (Ng) of a gas generator of the turbine engine or through a second mode of regulation by regulating a speed of rotation (NTL) of a free turbine of the turbine engine.