Abstract: A fibrous texture to form the fibrous reinforcement of a turbomachine blade made of composite material, the texture being made in one piece and having a three-dimensional weaving, and includes blade root, blade airfoil and blade support portions. The blade support portion includes a first area extending transversely from a first edge of the texture to form a leading edge and a second area extending transversely from the first area up to a second edge of the texture to form a trailing edge, the first area including warp yarns or strands made of second fibers different from the first fibers, the second fibers having an elongation at break greater than that of the first fibers, the first area having a first volume ratio in yarns or strands made of second fibers strictly greater than a second volume ratio in yarns or strands made of second fibers in the second area.

Abstract: A component for a gas turbine engine including: a body portion enclosing an interior compartment of the component, the body portion including an interior surface defining the interior compartment, an exterior surface opposite the interior surface, and one or more cooling holes within the body portion, wherein each of the one or more cooling holes extend from the interior surface to the exterior surface; and a porous mesh liner at least partially enclosing the exterior surface of the body portion, the porous mesh liner being fluidly connected to the one or more cooling holes, wherein the cooling holes in operation direct cooling airflow from the interior compartment of the component into the porous mesh liner.

Abstract: An apparatus and method for forming a film hole in an outer wall of an airfoil. The film hole includes a blind opening adjacent the interior of the airfoil and a hole adjacent the exterior of the airfoil. The blind opening fluidly couples to the hole to form the film hole for providing a volume of fluid as a surface cooling film along the exterior of the outer wall.

Abstract: A compressor disc includes a diaphragm portion connected to a mounting disc portion at its distal end and a cob portion at its proximal end. The cob portion having a leading edge with a shoulder section connected to an end section at Point X, and a trailing edge with a shoulder section connected to an end section at point Y, and a base. The cob portion is asymmetrical about a centreline that extends along a plane representing the geometric centre of the diaphragm portion and through to the base of the cob portion, dividing the diaphragm and cob portion into two respective cob sections, which have surface areas that differ by no more than 10%. The distance between the base of the cob portion and Point X of the leading edge may differ from the distance between the base of the cob portion and Point Y of the trailing edge.

Abstract: A gas turbine includes a plurality of first-stage stator vanes arranged in a circumferential direction, the first-stage stator vanes each including a vane surface having a pressure surface and a suction surface, a first combustor disposed on a suction surface side of one of the first-stage stator vanes, the first combustor having a first combustor outlet which includes a first side wall portion extending along a radial direction, and a second combustor disposed on a pressure surface side of the one of the first-stage stator vanes and adjacent to the first combustor in the circumferential direction. The one of the first-stage stator vanes satisfies 0.05??y/P?0.25, where ?y is a protruding amount of the suction surface from the inner wall surface of the first side wall portion to the circumferential direction, and P is an arrangement pitch of the first-stage stator vanes in the circumferential direction.

Abstract: The present disclosure is directed to a system for mitigating rotor bow at a turbine engine. The system includes a casing circumferentially surrounding a rotor assembly in which a heat pipe is attached to the casing and extended circumferentially around the rotor assembly.

Abstract: An assembly for use with a gas turbine engine includes a block housing, a main bell crank, a bell crank, and a sync rod. The main bell crank extends between a main bell crank first end and a main bell crank second end that is connected to an actuator. The bell crank extends between a bell crank first end and a bell crank second end that is pivotally supported by the block housing. The sync rod is connected the main bell crank first end and the bell crank first end. The sync rod defines a first tab disposed proximate a first side and extends beyond a face of the sync rod.

Abstract: A borescope plug system includes a housing, a driver, and a spring. The housing includes a first housing end and a second housing end. The housing further includes a longitudinally extending centerline extending between the first housing end and the second housing end. The driver is disposed at least partially within the housing along the longitudinally extending centerline and includes a first driver end and a second driver end. The spring is disposed within the housing and couples the housing to the driver. The driver is configured to move within the housing, along the longitudinally extending centerline, to engage the first driver end with a borescope plug of a borescope plug port, and to install or remove the borescope plug from the borescope plug port based on a rotation of the driver about the longitudinally extending centerline.

Abstract: An inter-shaft bearing is supported by a support including a solid rigid body which is non-deformable during normal operation, but which can break in the event of an excessive stress, such as a blade failure. A damper included in the support limits the movements between the two shafts and prevents excessive instability.

Abstract: A fluid tube assembly includes a first fluid tube extending through a duct liner, a portion of the first fluid tube disposed radially outward of the duct liner and a portion of the first fluid tube disposed radially inward of the duct liner. Also included is a second fluid tube located radially inward of the duct liner. Further included is a clamp located radially inward of the duct liner and having an inner wall defining an interior space. Yet further included is a nut at least partially disposed within the interior space, the nut having an outer geometry corresponding to a geometry of a portion of the inner wall of the clamp, the first fluid tube and the second fluid tube each having a portion disposed within the nut, the clamp and the nut providing anti-rotation during assembly of the fluid tube assembly.

Abstract: A magnetic fire seal for a nacelle may comprise an exterior surface configured to form a sealing interface and an interior surface opposite the exterior surface. A fire-resistant material may be disposed between the exterior surface and the interior surface. A magnet may be located at the interior surface proximate the sealing interface. A portion of the fire-resistant material may be located between the magnet and the exterior surface.

Abstract: A composite component may include a substrate including a first material and defining a surface; and at least one feature attached to the surface of the substrate. The at least one feature may include a second, different material attached to the surface using cold spraying. Cold spraying may include accelerating particles of the second material toward the surface without melting the particles.

Abstract: A system includes an air chamber and an oil capture cavity. The air chamber includes an inlet to receive pressurized air from a gas turbine engine. The oil capture cavity is positioned between the air chamber and an oil sump supplying lubricating oil to the gas turbine engine. The oil capture cavity includes an auxiliary vent formed in a base of the oil capture cavity. A seal may separate the oil capture cavity from fluid communication with the oil sump. A nozzle provides fluid communication between the oil capture cavity and the air chamber. The nozzle is configured and positioned to direct a stream of the pressurized air into the oil capture cavity against an opposite wall of the oil capture cavity to create a quiescent zone at the base of the oil capture cavity. The quiescent zone includes the auxiliary vent.

Abstract: The present invention enables machining to be easily performed and reduces stress concentration on a machined hole that is formed in a cylindrical member. Recesses (2) recessed in the depth direction of a machined hole (1) are formed on circumferential side-portions of the machined hole 1 formed in a cylindrical member (10). In each of the recesses (2), a part of the opening edge is formed to be a circular arc portion (2a) that has a circular arc shape, the bottom is formed to be gradually shallowed by an inclined surface (2c) toward an opened portion (2b) in which the circular arc shape is opened, from a part along the circular arc portion (2a), and the circular arc portion (2a) is disposed toward the machined hole (1).

Abstract: Variable-length assemblies, including lost motion assemblies eliminate hydraulic or pneumatic working fluids for operation in internal combustion engine valve trains and may be integrated into valve rocker arm pivots. An example piston and actuating plate are provided with working surfaces that interact when the actuating plate is rotated relative to the piston. The working surfaces include ramped transition portions and may include upper and lower flat portions. A shallow ramp angle prevents counter-rotation of the actuating plate under load. Actuating assemblies include an actuating solenoid includes a plunger that engages and pivots the actuating arm to cause rotation of the actuating plate relative to the piston and changes the state of the lost motion assembly from an “off” state, where motion may be absorbed, to an “on” state where the lost motion assembly is rigid and does not absorb motion.

Abstract: A device separates particles such as oil particles from a gas flow, from a blow-by gas of a crankcase ventilation, in an internal combustion engine. The device includes a valve seat that defines a flow passage opening and a movable valve element that can be displaced between a closed position, in which the valve element is in abutting contact with the valve seat and the abutting contact defines an axial abutting point, and at least one open position, in which the valve element is moved from the axial abutting point in an axial actuating direction. The movable valve element has a rotationally symmetrical bowl upstream of the gas flow, and a base of the bowl axially protrudes past the abutting point opposite to the axial actuating direction.

Abstract: A device separates particles such as oil particles from a gas flow, from a blow-by gas of a crankcase ventilation, in an internal combustion engine. The device includes a valve seat that defines a flow passage opening and a movable valve element that can be displaced between a closed position, in which the valve element is in abutting contact with the valve seat and the abutting contact defines an axial abutting point, and at least one open position, in which the valve element is moved from the axial abutting point in an axial actuating direction, wherein at least one abutting contact surface of the valve element and/or the valve seat is contoured in such a way that a fluid passage is allowed in the closed position.

Abstract: An emissions control system for a motor vehicle that includes an internal combustion engine includes a first selective catalytic reduction (SCR) device and a reductant injector, The system further includes a model-based controller that is configured to calculate a target amount of reductant to inject to maintain a predetermined ratio between an amount of NH3 and an amount of NOx at the outlet of the first SCR device, and to send a command for receipt by the reductant injector to inject the calculated amount of reductant. The model-based controller is further configured to send a command for receipt by an engine controller to influence NOx production by the engine by modifying an engine operating parameter, based on a calculated target amount of NOx at the inlet of the first SCR device.

Abstract: A heating device comprises a grid and a power supply device connected to the grid to pass an electric current in the grid. The grid is formed by strands delimiting openings between the strands. The strands of the grid do not overlap.

Abstract: Electric energy generating device (1) for installation to an exhaust conduit (2) in which an exhaust gas (9) is flowing, comprising: —a thermoelectric generator (3) comprising a hot side (4) and a cold side (5), —at least one hot side heat transfer loop (6) comprising a fluid conduit circuit having a thermal fluid circulating therein, and where the fluid conduit circuit comprises: —a first in section (7) n thermal contact with the hot side (4), —a second section (8) adapted to be in thermal contact with the exhaust gas (9), —a third section (10) and a fourth section (11), wherein the third section (10) and the fourth section (11) each comprises at least one vibrational damping part (12), wherein each of the at least one vibrational damping part (12) comprises a heat resistant and flexible tube integrated into the third section (10) and the fourth section (11) of the fluid conduit circuit.

Abstract: A method of predicting temperature of at least one location in a fluid flow system that has a heating system for heating fluid. The method includes obtaining a mass flow rate of fluid flow of the fluid flow system, obtaining at least one of a fluid outlet temperature and a fluid inlet temperature of a heater of the heating system, obtaining power provided to the heater, and calculating temperature at the at least one location based on a model of the fluid flow system and the obtained mass flow rate, fluid outlet temperature, and fluid inlet temperature.

Abstract: Systems, apparatuses, and methods include a plurality of diesel exhaust fluid (DEF) dosing systems and a controller. The plurality of DEF dosing systems are in fluid communication with an exhaust gas stream and are structured to provide DEF to the exhaust gas stream. The controller is structured to: determine a commanded amount of DEF dispensed to the exhaust gas stream; determine an actual amount of DEF dispensed to the exhaust gas stream; determine a difference between the commanded amount of DEF and the actual amount of DEF; determine a value of a DEF variable indicative of an amount of DEF not dosed over a predetermined time period; compare the value of the DEF variable to a predetermined threshold; and indicate a fault alert in response to the value of the DEF variable exceeding the predetermined threshold.

Abstract: A catalyst deterioration diagnosis device includes: a unit configured to obtain a temperature of a catalyst; a unit configured to obtain a sensor output from a gas sensor disposed between the catalyst and an exhaust port; and a unit configured to determine the catalyst to be faulty when the temperature of the catalyst obtained when the sensor output becomes a preset evaluative output is equal to or higher than an evaluative catalyst temperature.

Abstract: A vehicular coolant flow system includes: a main cooling circuit configured to circulate a coolant through a power electronic device mounted on a vehicle so as to cool the power electronic device; a heat-radiating device provided in the main cooling circuit so as to cool the coolant; a bypass circuit that branches off at a point between the power electronic device of the main cooling circuit and the heat-radiating device, bypasses the heat-radiating device, and merges with the main cooling circuit; a heating device connected to the bypass circuit and heated by the coolant that has cooled the power electronic device; a first adjustment valve positioned at a point at which the bypass circuit branches off from the main cooling circuit or merges with the main cooling circuit; and a controller that controls the first adjustment valve so as to adjust a flow rate of the coolant supplied to the bypass circuit.

Abstract: A cooling device for an in-wheel motor may include: a cooling circuit configured to form a flow path of oil in an in-wheel motor; an oil tank connected to the cooling circuit, and configured to supply oil to the cooling circuit or store oil from the cooling circuit; a valve installed on a pipeline connecting the cooling circuit to the oil tank, and configured to control movement of oil according to a control signal; and a controller configured to receive a traveling condition of a vehicle and a temperature of the in-wheel motor, and transmit a control signal to control the operation of the valve and adjust the amount of oil flowing through the cooling circuit

Abstract: A method for charge pressure control of an internal combustion engine that is an integral part of a drive train, wherein the drive train comprises at least the internal combustion engine, an intake line, an exhaust gas line, and an exhaust gas turbocharger. The internal combustion engine has at least one intake valve that fluidically connects the intake line to a combustion chamber of the internal combustion engine, and at least one exhaust valve that fluidically connects the combustion chamber to a first section of the exhaust gas line. The exhaust gas line has a first section between the combustion chamber and the exhaust gas turbocharger, and a second section downstream from the exhaust gas turbocharger. The exhaust gas turbocharger and/or a bypass that bypasses the exhaust gas turbocharger are/is adjustable. In the method, an opening point in time of the at least one intake valve and a closing point in time of the at least one exhaust valve are taken into account.

Abstract: An assembly method for joining a telescopic rod part of a length-adjustable connecting rod, the method includes the following steps: providing a first section of the telescopic rod part, the first section comprising a connecting-rod eye and having a connection thread, providing a second section of the telescopic rod part, the second section comprising the piston rod, to which a piston is fixedly connected, and having a connection thread, wherein the second section has already arranged thereon at least sealing and/or supporting and/or closing elements, which are to be secured to the second section and which are to be mounted onto the piston rod and the piston, respectively, from the side of the associated connection thread, providing a tool for establishing a sufficiently strong frictional engagement with the piston rod and the piston, respectively, by means of form-fit clamping, establishing a sufficiently strong frictional engagement with the second section of the telescopic rod part by means of the tool, sc

Abstract: The disclosed technology concerns an aircraft turbomachine part comprising a part body drilled with at least one cavity open to the outside and at least one conduit joining the cavity on the one hand and leading to the outside on the other hand. Each cavity receives a pressure sensor, and the conduit corresponds to the cavity guides the cables connected to the sensor to the outside of the part body. The part is an aircraft turbomachine vane.

Abstract: A power generation system includes an inert gas power source, a thermal/electrical power converter and a power plant. The thermal/electrical power converter includes a compressor with an output coupled to an input of the inert gas power source. The power plant has an input coupled in series with an output of the thermal/electrical power converter. The thermal/electrical power converter and the power plant are configured to serially convert thermal power produced at an output of the inert gas power source into electricity. The thermal/electrical power converter includes an inert gas reservoir tank coupled to an input of the compressor via a reservoir tank control valve and to the output of the compressor via another reservoir tank control valve. The reservoir tank control valve and the another reservoir tank control valve are configured to regulate a temperature of the output of the thermal/electrical power converter.

Abstract: A gas turbine engine is provided that includes a compressor section, a turbine section, and a unitary structure. The compressor section has at least one compressor rotor stage. The turbine section has at least one turbine rotor stage. The compressor rotor stage and the turbine rotor stage are in rotational communication with each other. The unitary structure includes an outer case portion, a combustor section, a turbine nozzle, and an exhaust duct. The unitary structure configured for attachment with the turbine section and compressor section.

Abstract: Acoustic core segments include splicing resonant cells that resemble a first segment of a whole resonant cell configured to overlap and align with counterpart splicing resonant cells of another acoustic core segment so as to define a splice joint. The splicing resonant cells include one or more fastening elements configured to couple with corresponding counterpart splicing resonant cells thereby together defining coupled resonant cells. Acoustic liners have an acoustic core assembly that includes a first acoustic core segment mechanically joined with a second acoustic core segment by a combination of splicing resonant cells of the first acoustic core segment overlapping and aligning with splicing resonant cells of the second acoustic core segment so as to define a splice joint, and a plurality of fastening elements coupling splicing resonant cells of the first acoustic core segment with splicing resonant cells of the second acoustic core segment.

Abstract: The gas turbine engine can have a bearing cavity, an ejector having an air/oil path fluidly connected to the bearing cavity, and a nozzle fluidly coupled with the air/oil path, the nozzle connected to a compressed air source.

Abstract: An epicyclic gear system includes a sun gear, a ring gear, and two or more star gear assemblies enmeshed between the sun gear and the ring gear. Each star gear assembly includes a star gear and a journal bearing supportive of the star gear. The journal bearing includes one or more lubricant passageways to deliver a flow of lubricant to a selected location of the star gear assembly, wherein a first cross-sectional area of a lubricant passage of a first journal bearing of the two or more star gear assemblies is greater than a second cross-sectional area of the corresponding lubricant passage of a second journal bearing of the two or more star gear assemblies.

Abstract: A gas turbine engine includes an offset core and a propulsion assembly. The offset core is configured to rotate about a first axis. The propulsion assembly includes a fan section and a low-pressure turbine connected to the offset core. The fan section is in communication with the low-pressure turbine by a shaft configured to rotate about a second axis, different than the first axis. The shaft includes a nosecone inlet duct, an inner channel, and at least one shaft vent. The nosecone inlet duct is disposed within the fan section. The inner channel extends along a length of the shaft between the nosecone inlet duct and at least one air duct. The at least one shaft vent is disposed within the at least one air duct. The at least one air duct is configured to deliver air from the nosecone inlet duct to at least one heat exchanger.

Abstract: An additively manufactured thermally insulating structure comprising a base layer and a fire-resistant layer adjacent to the base layer that forms an air gap therebetween. A method for assembling a miniature gas turbine engine includes additively manufacturing an additively manufactured thermally insulating structure onto a static structure of the miniature gas turbine engine.

Abstract: A method of extracting work from a convertible gas turbine engine having a core flowpath and a bypass flowpath. The method comprises operating the convertible gas turbine engine at a first volumetric flow rate through the core flowpath and a second volumetric flow rate through the bypass flowpath to produce a first work output of the convertible gas turbine engine; extracting the first work output via an unshrouded fan and a shaft at a first fan to shaft extraction ratio; altering the second volumetric flowrate through the bypass flowpath while maintaining the first work output; and extracting the first work output via an unshrouded fan and a shaft at a second fan to shaft extraction ratio.

Abstract: Herein provided are methods and systems for controlling an engine having a variable geometry mechanism. A pressure ratio between a first pressure at an inlet of the engine and a predetermined reference pressure is determined. A fuel flow rate to the engine is determined. The fuel flow rate is adjusted based at least in part on the pressure ratio to obtain a corrected fuel flow rate. A position control signal for the variable geometry mechanism of the engine is generated based on the corrected fuel flow rate. The position control signal is output to a controller of the engine to control the variable geometry mechanism.

Abstract: An operation management device includes a state acquiring unit that acquires a measurement value of a first state amount indicating an operation state of a power generation plant, a state updating unit that updates an estimation value of a second state amount, which indicates the operation state of the power generation plant and is a state amount different from the first state amount, based on the measurement value of the first state amount, and a managing unit that manages the operation state of the power generation plant based on the estimation value of the second state amount.

Abstract: A control system for fuel injection by predicting engine noise may include an engine noise predicting device configured to derive a predicted engine noise value in real time by a predicted engine noise coefficient which is pre-stored according to a currently measured combustion pressure value of an engine; and a combustion controller configured to determine a difference between the real-time predicted engine noise value derived by the engine noise predicting device and a target engine noise value for a current operation condition of the engine, and when the engine noise is determined as being degraded due to an abnormal combustion, configured to change the target engine noise value to control fuel injection according to the changed target engine noise value.

Abstract: An object is to provide a control device that calculates an intake pipe pressure of an engine, in which the humidity of air is measured, and a change in a gas constant due to a change in the total number of moles of air is corrected, to improve the accuracy of the calculation value of the intake pipe pressure.

Abstract: The method for calculating the fuel injection amount of a fuel vapor dual purge system may include the steps of calculating, by a controller, volumetric efficiency of a combustion chamber, determining, by the controller, a fuel vapor detection delay time at which the fuel vapor is detected in a surge tank according to the calculated volumetric efficiency of a combustion chamber, calculating, by the controller, a time at which the fuel vapor is injected into the combustion chamber based on the determined fuel vapor detection delay time, and calculating, by the controller, a fuel vapor total injection amount at the time at which the fuel vapor is injected into the combustion chamber. The method may be performed in a turbocharger operation section.

Abstract: A hybrid vehicle includes an engine with cylinders generating driving power and a turbocharger having a turbine in an exhaust line, and a compressor which rotates with the turbine and compresses intake gas. An electric supercharger is disposed in the intake line upstream from the compressor, a catalytic converter is disposed in the exhaust line downstream from the turbine. A post processing bypass line connects the exhaust line at a downstream portion of the catalytic converter and the intake line at a downstream portion of the electric supercharger. A low pressure EGR device includes a low pressure EGR line branching off from the exhaust line and merging into the intake line and a low pressure EGR cooler disposed therein. A high pressure EGR device includes a high pressure EGR line branching off from an exhaust system and merging into an intake system, and a high pressure EGR cooler disposed therein.

Abstract: A method for monitoring crankcase pressure, in which a learning curve is calculated according to a target-actual deviation of the crankcase pressure, the target crankcase pressure is adjusted according to the learning curve, and a limit curve is calculated according to the target crankcase pressure. The actual crankcase pressure is monitored for exceedance of the limit curve. After an engine start, upon identification of a steady-state operation of the internal combustion engine, the actual crankcase pressure is compared with a limit value and, if the limit value is identified as being exceeded, the learning curve and, as a result, the limit curve are reset to their initial values.

Abstract: An engine maintenance set can be generated via a computerized system using engine status data for an internal combustion engine. The generating can include operating on the engine status data using a set of computer-readable maintenance set generation rules, with the rules correlating an engine maintenance set with a triggering condition. The generating can include determining that the triggering condition is met, with the triggering condition including each of one or more triggering parameters being within one or more corresponding triggering value ranges. The triggering parameters can include at least one engine emission triggering parameter. The generating can further include producing the engine maintenance set using the maintenance set generation rules. The generated engine maintenance set can be issued, with the engine maintenance set including one or more commands to perform one or more maintenance operations to improve efficiency of the engine and/or one or more engine status notifications.

Abstract: A control device 60 of a vehicle drive device comprises a processing part 81 configured to use a trained model using a neural network to calculate an output parameter of a vehicle, and a control part 82 configured to control the vehicle drive device based on the output parameter. The neural network includes a first input layer to which input parameters of the vehicle other than a design value are input, a second input layer to which the design values are input, a first hidden layer to which outputs of the first input layer are input, a second hidden layer to which outputs of the second input layer are input, and an output layer outputting the output parameter, and is configured so that the second hidden layer becomes closer to the output layer than the first hidden layer.

Abstract: A method is presented for regulating a filling of an exhaust gas component reservoir of a catalytic converter in the exhaust of an internal combustion engine. Using a first catalytic converter model, an actual fill level of the exhaust gas component reservoir is ascertained. An aging state of the catalytic converter is determined; and a set of model parameters of the first catalytic converter model is allocated to the aging state; the individual model parameters being ascertained by interpolation from basic values of model parameters, the basic values having been determined for at least two different aging states of a catalytic converter of identical design.

Abstract: An internal combustion engine control device includes a combustion degree of stoppage determination unit which determines whether stoppage of combustion of an internal combustion engine has reached a threshold degree, and an internal combustion engine control unit which performs a normal control in the case that the combustion of the engine is resumed in a state where stoppage of combustion has not reached the threshold degree, and performs a soot suppression control in the case that the engine combustion is resumed in a state where stoppage of combustion has reached the threshold degree. In the soot suppression control, the split injection or the single injection is carried out within the predetermined stroke, and the engine control unit causes a fuel injection timing in the single injection of the soot suppression control to be delayed with respect to the fuel injection timing in the single injection of the normal control.

Abstract: A method for injector injection error diagnosis may include a diagnostic inrush condition control of establishing an injector injection error diagnosis entry condition as air tank pressure of an air tank applied to an air pressure brake system according to presence or absence of an air compressor when injector injection error diagnosis entry of a controller for an injector performing fuel injection to an engine of an engine system is performed.

Abstract: In a first region on a low load side of an operation region of a direct fuel injection engine, homogenous combustion is performed, while, in a second region of the operation region on a load side higher than the first region, stratified combustion is performed. In the stratified combustion, a fuel is dispersed in a cylinder by a first injection operation and a fuel is unevenly distributed in a vicinity of the ignition plug by a second injection operation. Shift control by the stratified combustion is executed at a time of shifting when an operation state of the engine has shifted from the first region to the second region, and in the shift control, a fuel in an amount larger than a target amount of the second injection operation in the second region is injected by the second injection operation and then, an injection amount of the second injection operation is decreased toward the target amount.

Abstract: An aircraft propulsor with a thrust reverser with a pressure relief system is disclosed herein. The aircraft propulsor can include a flow path and a blocker door configured to block the flow path to divert airflow within the flow path to generate reverse thrust. The blocker door can include a main door and a pressure relief door. The pressure relief door can be coupled to the main door and configured to move from a closed position to an open position in response to flow path pressure greater than a threshold pressure. Moving the pressure relief door to the open position can relieve flow path pressure.