Abstract: An electric device includes a partition wall configured to partition between a motor chamber having a relatively high pressure and an inverter chamber having a relatively low pressure; an inverter, which is provided in the inverter chamber, and is configured to supply power; a motor, which is provided in the motor chamber, and is configured to operate with supply of power from the inverter; and a bus-bar device, which is mounted to the partition wall by being inserted into a partition wall through hole formed in the partition wall, and is configured to connect the inverter and the motor to each other. The bus-bar device includes a bus bar configured to connect the inverter and the motor to each other; a plate portion into which the bus bar is inserted; and a resin portion.

Abstract: An engine may include a plurality of cylinders generating driving torque by burning fuel; a first intake valve disposed in a first intake line in which intake air supplied to the cylinders flows; a second intake valve disposed in a second intake line in which intake air supplied to the cylinders flows; a first electric supercharger disposed in the first intake line; a second electric supercharger disposed in the second intake line; a bypass valve disposed in a bypass line connecting the first intake line and the second intake line; and a controller for controlling the first electric supercharger and the second electric supercharger to be operated in a single mode, a serial mode, or a parallel mode based on an operating region of the engine determined by driving information.

Abstract: A fuel and water injection system includes: an injector having a needle which is movable upwardly and downwardly by a solenoid coil, a nozzle orifice which is opened and closed by upward and downward movements of the needle, and a pressure chamber communicating with the nozzle orifice; a fuel pump supplying fuel to the pressure chamber; a water pump supplying water to the pressure chamber; a solenoid shut-off valve disposed on a water supply pipe connecting the water pump and the injector; an engine control unit (ECU) controlling the fuel pump and the injector; and a water supply controller controlling the water pump and the solenoid shut-off valve.

Abstract: An object of the present invention is to provide a method and a system for implementing the method so as to alleviate the disadvantages of a reciprocating combustion engine and gas turbine when generating power. The invention is based on the idea of arranging a multifunction valve inside a combustion chamber to create more favorable conditions for combustion process. The multifunction valve may act as an output valve, but it can also provide additional final compression to contents of the compression chamber and it may even capture part of energy released in a combustion process.

Abstract: A multiple axle-sleeve driving bidirectional rotating wheel-shaped fan turbine and a bushing wheel-shaped fan compressor, including: a working component, a driving component, a structural and installed component and a starting component. A wheel-shaped fan of the turbine drives a corresponding wheel-shaped fan of compressor to rotate through a driving axle sleeve. A rotating direction of the wheel-shaped fan of the turbine is opposite to a rotating direction of a wheel-shaped fan adjacent to the wheel-fan and rotating speed of the plurality of wheel-shaped fan is different. Each of the auxiliary wheel-shape fans is respectively bushed on each of the wheel-shaped fans of the compressor. A turbojet assembled with this disclosure has a high functionality, a light weight, a quick heat dissipation, an excellent anti-surging and a low energy consumption.

Abstract: The present disclosure relates to a power production system that is adapted to achieve high efficiency power production with carbon capture when using a solid or liquid hydrocarbon or carbonaceous fuel. More particularly, the solid or liquid fuel first is partially oxidized in a partial oxidation reactor that is configured to provide an output stream that is enriched in methane content. The resulting partially oxidized stream can be cooled, filtered, additionally cooled, and then directed to a combustor of a power production system as the combustion fuel. The partially oxidized stream is combined with a compressed recycle CO2 stream and oxygen. The combustion stream is expanded across a turbine to produce power and passed through a recuperator heat exchanger. The recycle CO2 stream is compressed and passed through the recuperator heat exchanger and optionally the POX heat exchanger in a manner useful to provide increased efficiency to the combined systems.

Abstract: A turbofan engine assembly including a compressor, an intermittent internal combustion engine having an inlet in fluid communication with an outlet of the compressor through at least one first passage of an intercooler, a turbine having an inlet in fluid communication with an outlet of the intermittent internal combustion engine, the turbine compounded with the intermittent internal combustion engine, a bypass duct surrounding the intermittent internal combustion engine, compressor and turbine, and a fan configured to propel air through the bypass duct and through an inlet of the compressor, wherein the intercooler is located in the bypass duct, the intercooler having at least one second passage in heat exchange relationship with the at least one first passage, the at least one second passage in fluid communication with the bypass duct.

Abstract: The main purpose of the invention is an air circulation device (1) for a turbomachine (10), comprising an air conveyance circuit (2, 4b, 9, 4a, 3) adapted to bring hot bleed air (A1) from the turbomachine (10) to a part to be heated (38), comprising a first segment fixed in rotation to a rotating part (31, 24) and comprising at least one hot air (A2) conveyance conduit (3, 9), and a hot air passage device (4a, 4b), comprising an annular compartment fixed in rotation to the first segment, characterise in that the annular compartment comprises a heat exchanger in contact with external air, and in that the hot air passage device (4a, 4b) comprises a hot air bypass system to deviate air entering into the device and to make it circulate along the heat exchanger when the temperature of this intake air is above a predetermined threshold.

Abstract: A gas turbine engine assembly includes a fan section delivering air into a main compressor section. The main compressor section compresses air and delivers air into a combustion section. Products of combustion pass from the combustion section over a turbine section to drive the fan section and main compressor sections. A gearbox is driven by the turbine section to drive the fan section. A pylon supports the gas turbine engine. An environmental control system includes a higher pressure tap at a higher pressure location in the main compressor section, and a lower pressure tap at a lower pressure location. The lower pressure location being at a lower pressure than the higher pressure location. The lower pressure tap communicates to a first passage leading to a downstream outlet and a compressor section of a turbocompressor.

Abstract: The invention relates to a turbine (20) having an impeller (23) arranged in a housing (26). The turbine (20) has an inflow region (21) and an outflow region (22) and a working medium flows through said turbine during operation. The working medium flows into the inflow region (21), along a front side (23a) formed on the impeller (23) and subsequently out of the outflow region (22). There is a pressure drop at the front side (23a) between the inflow region (21) and the outflow region (22). A pressure distributer (9) is arranged on the rear side (23b) of the impeller (23), opposite the front side (23a). The pressure distributer (9) comprises a slide ring (31), which cooperates with the rear side (23b) of the impeller (23) and thereby forms a vapour-lubricated throttle. A first flow path (51) runs through the throttle, wherein the throttle hydraulically divides the rear side (23b) into a first region (231) and a second region (232).

Abstract: A gas turbine engine installed on an aircraft includes a fan rotor, a turbine rotor, a gearbox, an auxiliary pump, and an electric motor. The gearbox couples the fan rotor to the turbine rotor, the turbine rotor being adapted to drive the fan rotor via the gearbox. The auxiliary pump is configured to circulate lubricating fluid in an auxiliary lubrication system and supplies the gearbox. The electric motor is configured to receive electricity when the aircraft is parked an adapted to drive the auxiliary pump such that the auxiliary pump circulates lubricating fluid while the aircraft is parked.

Abstract: A ducted heat exchanger system for a gas turbine engine includes an additive manufactured heat exchanger core with a contoured external and/or internal geometry. A method of additively manufacturing a heat exchanger for a gas turbine engine includes additively manufacturing a core of a heat exchanger to set a ratio of local surface area to flow area to control a pressure drop per unit length along the core.

Abstract: A gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, a first compressor having a first overall pressure ratio, and a second compressor having a second overall pressure ratio. A ratio of the first overall pressure ratio to the second overall pressure ratio is greater than or equal to about 2.0. Further, a section of the gas turbine engine includes a thermally isolated area.

Abstract: A combustor including: a transition piece having a cylindrical shape and including an inlet of combustion gas at one end and an outlet of the combustion gas at the other end and configured to allow the combustion gas flowing from the inlet to flow out from the outlet so as to introduce the combustion gas into a turbine; a cooling medium introduction unit introduced with the cooling medium and provided on an outer periphery portion in an outlet side of the transition piece; a cooling medium inlet configured to introduce the cooling medium into the cooling medium introduction unit; and a cooling portion, connected to the cooling medium introduction unit, provided on a portion from the outlet of the transition piece toward the inlet and configured to allow the cooling medium from the cooling medium introduction unit to pass through the outlet toward the inlet.

Abstract: An example arrangement for cooling a gas turbine engine includes an air turbine starter, a starter air valve, and an airflow adjustment device. The air turbine starter includes a turbine section for rotationally driving a compressor of a gas turbine engine through rotation of a shaft that connects the turbine section to the compressor. The starter air valve is configured to control a flow of pressurized air along a flow path from a source to turbine blades of the turbine section. The starter air valve includes a manual override feature that allows manual opening of the starter air valve. The airflow adjustment device is configured to adjust the flow of pressurized air along the flow path when the manual override feature is engaged based on a rotational speed of one of the shaft and an additional shaft that is driven by the compressor.

Abstract: A cooling system includes: a high pressure bleed line configured to bleed high pressure compressed air from a first bleed position of a compressor and to send the air to a first hot part; a low pressure bleed line configured to bleed low pressure compressed air from a second bleed position of the compressor and to send the air to a second hot part; an orifice provided in the low pressure bleed line; a connecting line configured to connect the high pressure bleed line and the low pressure bleed line; a first valve provided in the connecting line; a bypass line configured to connect the connecting line and the low pressure bleed line; and a second valve provided in the bypass line.

Abstract: An acoustic attenuation panel for a turbojet engine nacelle is provided by the present disclosure. The panel includes at least one alveolar core disposed between at least one internal skin and at least one external skin. In one form, the alveolar core includes a plurality of alveoli having a helical-shaped cavity along an axis in a direction normal to at least one internal skin and at least one external skin.

Abstract: A method and apparatus for a gas turbine engine including a core engine a nacelle surrounding at least a portion of the core engine and defining an interior with an opening. An access door for the opening to provide selective access to the opening where the access door provides pressure relief for the interior.

Abstract: A gas turbine engine comprises a compressor, a combustor and a turbine. A housing for the gas turbine engine includes a mount member to define a vertically upper location. Sides of the engine are defined on opposed sides of the mount, with a fuel filter, a fuel pump and a fuel flow meter being positioned on a first side and an oil pump, an oil filter and an oil tank positioned on a second of the sides.

Abstract: A tower shaft support for a gearbox of a gas turbine engine includes a mounting ring, first and second gussets, and first and second tower shaft bearing mounts. Each gusset extends outward from and substantially normal to an outer circumference of the mounting ring. The first and second tower shaft bearing mounts are positioned between the first and second gussets.

Abstract: An input drive shaft for use in an integrated drive generator has a body extending from an end to a clutch face. The clutch face includes a plurality of clutch teeth extending away from a nominal surface of the body. The clutch face defines an inner bore of a first diameter. The clutch face has an outer peripheral surface defining a second diameter and a ratio of the first diameter to the second diameter is between 1.50 and 1.65. An integrated drive generator and a method are also disclosed.

Abstract: A turbofan engine includes a first spool including a first turbine; a second spool including a second turbine disposed axially forward of the first turbine, a first tower shaft engaged to the first spool, a second tower shaft engaged to the second spool and an accessory gearbox supporting a plurality of accessory components and a superposition gear system disposed within the accessory gearbox. The superposition gear system includes a plurality of intermediate gears engaged to the sun gear and supported in a carrier and a ring gear circumscribing the intermediate gears. The second tower shaft is engaged to drive the sun gear; a starter selectively coupled to the sun gear through a starter clutch; a first clutch for selectively coupling the first tower shaft to the ring gear; a second clutch for selectively coupling the ring gear to a static structure of the engine.

Abstract: An engine bleed air system having one or more taps in the compressor section of an aircraft engine, for example a low pressure tap and a high pressure tap. The low pressure tap is fluidly connected to the compressor of a turbo-compressor and the high pressure tap is fluidly connected to the turbine of the turbo-compressor. A bypass line connects the high pressure air to the outlet of the compressor, with a heat exchanger used to remove excess heat from the bypass line. An additional heat exchanger is used to remove any excess heat from the compressed air, dumping the heat to a fan stream or to the expanded air exiting the turbine. The system is controlled to minimize the amount of high pressure air extracted from the engine.

Abstract: A method for controlling intake and exhaust valves of an engine includes: controlling, by an intake continuous variable valve timing (CVVT) device, opening and closing timings of the intake valve; controlling, by an exhaust CVVT device, opening and closing timing of the exhaust valve; determining, by a controller, a target opening duration of the intake valve and target opening or target closing timings of the intake valve based on an engine load and an engine speed; modifying, by an intake continuous variable valve duration (CVVD) device, current opening and closing timings of the intake valve based on the target opening duration; and advancing or retarding, by the intake CVVD device, the current opening timing of the intake valve while simultaneously retarding or advancing the current closing timing of the intake valve by a predetermined value based on the target opening duration of the intake valve.

Abstract: A method for controlling intake and exhaust valves of an engine may include: determining, by a controller, a target opening duration of the intake and exhaust valves based on an engine load and an engine speed; modifying, by an intake continuous variable valve duration (CVVD) device and by an exhaust CVVD device, current opening and closing timings of the intake valve and/or exhaust valve based on the target opening duration of the valves; and advancing or retarding, by the intake and/or exhaust CVVD devices, the current opening timing of the intake and exhaust valves while simultaneously retarding or advancing the current closing timing of the intake and exhaust valve by a predetermined value based on the target opening duration.

Abstract: A method and a device for controlling the engine braking operation in internal combustion engines for motor vehicles, wherein the internal combustion engine is operated with direct injection of fuel and a controllable brake flap is provided in the exhaust gas system for retaining exhaust gases in the engine braking operation, and moreover has an exhaust gas recirculation device having an EGR valve that is arranged upstream of the brake flap and a recirculation line that connects the exhaust gas system to the intake system of the internal combustion engine and during the driving operation controls a defined quantity of recirculated exhaust gas with respect to the combustion air. To avoid critical excessive temperatures at the injection valves, in the engine braking operation (MB), the EGR valve (13) is more or less opened in dependence upon operating parameters (n, TE) of the internal combustion engine (1).

Abstract: A control apparatus is applied to an internal combustion engine equipped with a plurality of cylinders, a variable valve actuation system capable of switching the operation mode of intake and exhaust valve between an inactive mode and an active mode on a cylinder-by-cylinder basis, and a fuel injection valve capable of supplying fuel to each cylinder. When the engine speed is equal to or lower than a first engine speed, the control apparatus performs cylinder deactivation in the internal combustion engine by skip firing control. When the engine speed is higher than the first engine speed, the control apparatus performs cylinder deactivation in the internal combustion engine by fixed deactivated cylinder control.

Abstract: Techniques, systems, and devices are disclosed for converting an alcohol and water mixture to hydrogen-rich gas inside a gasoline engine to power the gasoline engine vehicle. In one aspect of the disclosed technology, an electronic control module installed on a gasoline engine vehicle for controlling the gasoline engine vehicle to run on an alcohol and water mixture as fuel is disclosure. This electronic control module includes a processor, a memory, and an interface coupled to the ECU of the gasoline engine vehicle to receive various sensor signals from the ECU. The electronic control module also includes interconnects coupled to various modules of the gasoline engine vehicle to control a process of running the vehicle on the alcohol and water mixture stored in the gasoline tank of the vehicle. The said process includes converting catalyzed alcohol and water mixture to a hydrogen-rich gas inside a cylinder of the gasoline engine.

Abstract: Systems and methods are provided for controlling a power plant during use of a power take-off (PTO) device, wherein the responsiveness and stability of the controller are adjustable by an operator in the field. The use of setting maps allows fine tuning of controller responsiveness while also ensuring that expected performance would be achieved at any setting within the setting map. In some embodiments, a proportional-integral-derivative (PID) controller is used to control engine speed, and gains for the proportional, integral, and derivative terms are obtained from setting maps based on a responsiveness setting chosen by a vehicle operator.

Abstract: A control system includes a turbocharger having an exhaust air control device, sensors, and a controller for controlling a closing amount of the turbocharger using a cold data map. The exhaust air control device includes at least one of a waste gate or a vane angle control device. The controller performs a cold control step to control the closing amount to be a cold closing amount preset for a cold control when a vehicle condition satisfies a cold control condition. The controller also performs a cold data map application step to continuously change the closing amount while limiting a change rate of the closing amount of the turbocharger immediately after the cold control step to a predetermined reference change rate or lower, thereby preventing rapid changes in an engine RPM.

Abstract: A variable geometry turbocharger control method includes monitoring parameters of an engine using a plurality of sensors and generating engine state estimates using an engine observer model. The engine observer model represents the intake manifold volume, the exhaust manifold volume, and the charge air cooler volume. The engine state estimates are based on the monitored engine parameters from the plurality of sensors. The method also includes calculating a turbine intake correction factor based on the differences between the measured engine states and the engine state estimates and inputting the turbine intake correction factor to the engine observer model. The method further includes determining a desired turbocharger vane position based on setpoint commands, the monitored engine parameters, the turbine intake correction factor, and the engine state estimates.

Abstract: In an EGR device configured to reflux part of exhaust gas of the engine as EGR gas into intake air of the engine, an EGR valve configured to restrict a flow rate of the EGR gas is closed when rotation speed N of the engine is between a low-speed threshold and a high-speed threshold, and fuel injection rate is between a low-injection rate threshold and a high-injection rate threshold that are set for each rotation speed.

Abstract: An exhaust gas recirculation control method of an internal combustion engine, the internal combustion engine including: a turbo supercharger; an exhaust gas recirculation passage communicating an exhaust passage with an intake passage at a part upstream of a compressor of the turbo supercharger; an exhaust gas recirculating amount control valve disposed in the exhaust gas recirculation passage; a differential pressure generating valve disposed upstream of a merging portion of fresh air gas and exhaust gas in the intake passage; and a controller adapted to control an opening of the exhaust gas recirculation amount control valve and an opening of the differential pressure generating valve, wherein in the method, the controller cooperatively controls the opening of the exhaust gas recirculation amount control valve and the opening of the differential pressure generating valve to make an exhaust gas recirculation ratio change to a target exhaust gas recirculation ratio at a change rate that prevents abnormal comb

Abstract: Systems and methods for reducing noise or vibration generated by an internal combustion engine are described. An engine controller is arranged to operate the working chambers of the engine in a cylinder output level modulation manner A noise/vibration reduction unit actively control of a device that is not a part of the powertrain. The device is controlled in a feed forward manner to alter an NVH characteristic of the vehicle in a desired manner based at least in part on a characteristic of the cylinder output level modulation operation of the engine.

Abstract: Disclosed is a method for determining the state of rotation of a camshaft of a vehicle engine, notable in that the method for determining the state of rotation of the camshaft determines that the state of rotation of the camshaft is “in the process of stalling”, corresponding to an intermediate state of rotation, when the time elapsed since the last detection of a camshaft wheel tooth-front by the sensor exceeds Tcam_cal, Tcam_cal being defined as the theoretical length of time needed for the camshaft wheel to cover an angular distance equal to the maximum angular distance separating two successive camshaft wheel tooth-fronts at a camshaft rotational speed corresponding to a predetermined low engine speed higher than the minimum engine speed tolerated by the engine.

Abstract: Methods and systems are provided for an aftertreatment system arranged in a vehicle underbody downstream of close-coupled aftertreatment devices, the aftertreatment system including a first aftertreatment device and a second aftertreatment device adjacent one another. In one example, the first aftertreatment device is a hydrocarbon trap and the second aftertreatment device is a three-way catalyst.

Abstract: A method for improving engine start performance of a vehicle performing engine synchronization at the time of the engine start may include performing a first synchronization task from an engine stop position stored when the engine stops in immediately previous traveling, and performing the first synchronization task when a crank signal of a crank sensor is first input to an engine position management (EPM) module.

Abstract: A method of operating an arrangement includes using a rotating drive machine, wherein a value characteristic of a change of a power output of the arrangement is provided by measuring at least one parameter and/or calculation. The rotating drive machine is open and/or closed loop controlled depending on the value characteristic of the change of the power output of the arrangement and/or a load of the rotating drive machine is changed depending on the value characteristic of the change of the power output of the arrangement, such that the change of the power output of the arrangement is substantially compensated.

Abstract: A control device of an internal combustion engine using a neural network. When a value of an operating parameter of the engine is outside a preset range, the number of nodes of a hidden layer one layer before an output layer of the neural network is increased and training data obtained by actual measurement with respect to a newly acquired value of an operating parameter of the engine is used to learn a weight of the neural network so that a difference between the output value changing corresponding to the value of the operating parameter of the engine and training data corresponding to the value of the operating parameter of the engine becomes smaller.

Abstract: A method for matching the performance of a plurality of electronic fuel injectors, includes: applying a supply voltage to a control module; applying an operating voltage signal having a pulse width to each of the plurality of electronic fuel injectors individually via the control module; measuring an amount of time that each of the plurality of electronic fuel injectors supplies fuel; individually adjusting an operating voltage supplied to each of the plurality of electronic fuel injectors to cause each of the electronic fuel injectors to deliver fuel for a substantially same amount of time.

Abstract: The objective of the present invention is to correct deviation in the injection amount and changes in the injection timing when the voltage of a high-voltage source for a drive device decreases.

Abstract: A fuel injection controller is applied to a fuel injector injecting fuel to be combusted in an internal combustion engine by an open-valve operation of the valve body according to an electromagnetic suction force generated by an energization of a coil. The fuel injection controller controls an injection state of the fuel injector by controlling a coil current flowing through the coil. The fuel injection controller includes an increasing control portion which increases the coil current to a first target value, a holding control portion which holds the coil current increased by the increasing control portion to the first target value, and a changing portion which changes the first target value according to the operation state of the internal combustion engine.

Abstract: A control device for an fuel pump includes an electronic control unit. The fuel pump is an electric fuel pump configured to supply fuel to a fuel pipe to which a fuel injection valve disposed within a cylinder of an engine is coupled. The electronic control unit executes an inter-injection discharge control of executing fuel discharge from the fuel pump at a predetermined timing between an Nth fuel injection and an (N+1)th fuel injection from the fuel injection valve. The electronic control unit changes a discharge ratio in accordance with an operational state of the internal combustion engine during the execution of the inter-injection discharge control. The discharge ratio is a ratio of the number of times of fuel discharge from the high-pressure fuel pump to the number of times of fuel injection from the fuel injection valve.

Abstract: Methods and systems for operating an engine and determining relative compression ratio differences from a reference cylinder are disclosed. In one example, an engine is rotated via a starter or another type of electric machine and engine deceleration rates related to each engine cylinder are determined. The engine deceleration rates form a basis for compression ratio factors for each engine cylinder.

Abstract: An engine and a method of forming an engine are provided. The engine has a block that defines a cooling jacket extending continuously about an outer perimeter of first and second siamesed cylinders. The block defines a series of head bolt bores intersecting a deck face such that each cylinder is surrounded by four bores. The jacket has a first floor and a second floor. The second floor is offset above the first floor and extends along an intake side of the block between midpoints of the first and second cylinders, respectively. The second floor is configured to decouple a relationship between the cooling jacket and the series of bores for each cylinder and reduce fourth order bore distortion for each cylinder.

Abstract: A coolant jacket is provided for a liquid-cooled cylinder head for an internal combustion engine having a crankcase. The cylinder head has a gas exchange intake side having two gas exchange intake valves and a gas exchange exhaust side having two gas exchange exhaust valves. A fuel injection valve is provided on the intake side and an ignition device is provided on the exhaust side between the gas exchange valves. The coolant jacket extends as a first partial coolant jacket on the exhaust side, coming from the crankcase, between the gas exchange exhaust valves and then radially outside around the ignition device and the fuel injection valve and further in the direction of the intake side and the crankcase. Optimal cooling of the ignition device and the fuel injection valve is achieved which enables high specific powers and pressures leading to fuel consumption and cost advantages.

Abstract: A piston for a diesel engine includes a piston body having a skirt and crown. The piston body has portions defining an outer combustion bowl and an inner combustion bowl within the piston body through the crown. The outer combustion bowl has a curved annular side wall extending from the crown surface and an annular flat shelf extending from the curved annular side wall. The new stepped bowl design integrates a bottom profile with smoothly varying curvature and a sharp step at the top. The annular flat shelf is recessed a distance in the range of 2.5-4.5 millimeters from a line coplanar with the crown surface. The piston body defines an outer convex curved surface connecting the curved annular side wall to the crown surface. The outer convex curved surface has a radius of curvature in the range of 0.25-0.75 millimeter.

Abstract: A piston for an internal combustion engine with a piston crown and a circumferentially arranged crown edge, whereby, near the periphery of the crown edge, a thermal barrier coating is applied, whereby the thermal barrier coating tapers off before the periphery of the crown edge.

Abstract: A piston crown for a piston of a pair of pistons in a two-stroke, opposed-piston, compression ignition combustion engine has a barrier layer and a conductive layer. The barrier layer at least partially surrounds a combustion chamber formed by the piston crown and an end surface of an opposing piston. The conductive layer connects the crown to the rest of the piston body. The barrier layer and the conductive layer are joined either through welding or through the fabrication process. Optionally, the piston crown includes an insulating layer between the barrier and conductive layers.

Abstract: Disclosed is a linkage assembly for a gas turbine engine having a link having a first end, a second end, and a rod extending therebetween, the first end having a first sliding bearing disposed within a first sliding bearing housing, a fastener comprising a first flange and a second flange, a pin extending between the first flange and the second flange, wherein the first sliding bearing is pivotally connected to the pin; and a biasing member secured between the first flange and the sliding bearing housing, the biasing member contacting the sliding bearing housing and biasing the link against rotation about a center axis for the rod of the link.