Abstract: An engine cooling system may include: a water pump for supplying coolant to an engine system; a plurality of coolant passages for connecting the water pump to individual constituent components of the engine system; a solenoid valve disposed between an outlet of the water pump and inlets of the coolant passages to integrally control a flow of coolant from the water pump to the coolant passages; and a control unit for controlling the solenoid valve. The inlets of the respective coolant passages are adjacent to each other side by side in a width direction of the outlet of the water pump. The inlets of the respective coolant passages are sequentially opened and closed by moving a spool of the solenoid valve in the width direction.

Abstract: Provided is an engine cooling device in which a flow passage switching part, which is provided between an outlet (EFb) of a cooling flow passage (EF) and a radiator and between the outlet (EFb) of the cooling flow passage (EF) and a pump, has valves that perform switching to a radiator connection flow passage or a bypass flow passage according to a temperature of a coolant (W), and a sleeve that is connected in parallel to the valves and is configured to circulate the coolant (W) to both the bypass flow passage and the radiator connection flow passage.

Abstract: A thermostatic valve for a cooling circuit of a motor vehicle may include a thermostat housing part, a connector, a connector sleeve and an expansion element including a hearing resistor. The connector and the expansion element may each be insertable into the connector sleeve via a sealed and mechanically plugged-in connection. The connector and the expansion element together with the connector sleeve may define an assembly. The assembly may be insertable into the thermostat housing part via another sealed and mechanically plugged-in connection. The connector and the heating resistor may define an electrically conductive connection when the connector and the expansion element are inserted into the connector sleeve.

Abstract: An apparatus for controlling the temperature of a vehicle component, in particular of an internal combustion engine, by way of a cooling apparatus of the vehicle using at least one moving air guide which controls a cooling air stream. The apparatus has an anti-icing unblocking unit which is designed in such a way that it can release the air guide which has been blocked by ice and/or snow, so that the slats or the like which serve as the air guide are fully operational again. To this end, the anti-icing unblocking unit is designed to melt the ice and/or the snow.

Abstract: A thermal management system of a vehicle includes: a cooling circuit in which cooling water circulates; a heat accumulator storing the cooling water; a flow control valve adjusting a flow rate of the cooling water flowing to the heat accumulator; a radiator; a thermostatic valve adjusting the flow rate of the cooling water flowing to the radiator; a grille shutter adjusting amount of outside air introduced from a front grille into an engine room; a cooling water temperature sensor; a heat radiation control unit supplying the cooling water to the cooling circuit to warm up an engine when the engine is cold; and a heat storage control unit, by controlling opening degrees of the flow control valve and the grille shutter according to a cooling water temperature, supplying from the cooling circuit to the heat accumulator the cooling water whose temperature is raised by heat of the engine.

Abstract: A dual, dual-pass intercooler assembly for an intercooler supercharger system comprising an intercooler lid mountable to a supercharger housing; a pair of intercooler cores coupled mountable to and within at least one of the intercooler lid and the supercharger housing; wherein the pair of intercooler cores configured to receive and cool supercharger air upon a first pass through the pair of intercooler cores and receive and further cool the supercharger air upon a second pass through the pair of intercooler cores prior to receipt by an engine.

Abstract: Provided is a heat exchanger including a core portion configured to include an inlet header tank and an outlet header tank having a space, in which cooling water is stored and flows, formed therein and formed in a height direction, a plurality of tubes having both ends connected to the header tanks to form a cooling water channel, and fins interposed between the tubes, in which a core portion of the heater exchanger is formed to block only a part of a bypass area of a part where inlet/outlet header tanks are positioned to reduce a pressure loss of air which is a cooled fluid while minimizing a reduction in heat radiation performance of the heat exchanger and structural rigidity of the core portion is increased by a reinforcing structure formed at an outer side of the core portion to improve durability.

Abstract: A water injector for an aviation cooling system includes a body having a first end, a second end, and an intermediate portion extending therebetween. A conduit extends through the body from the first end to the second end. A spray nozzle is fluidically connected to the conduit and arranged at one of the first end and the second end. A mounting plate is arranged at the other of the first end and the second end. The mounting plate is configured and disposed to secure the body to an aviation cooling component. A filter is supported at the body and is fluidically exposed to the conduit. The filter is configured and disposed to capture particulate flowing into the water injector towards the spray nozzle.

Abstract: Systems, methods and apparatus for connection of a multi-stage turbocharger to a heat exchanger are disclosed. The multi-stage turbocharger includes at least first and second compressors with respective first and second outlets. An air intake system is provided that connects each of the first and second compressor outlets to a common inlet of a heat exchanger. The air intake system includes a flow transition segment connected to the first and second compressor outlets, a diffuser segment, and a flow delivery segment connected to the inlet of the heat exchanger.

Abstract: Cross-port air flow that improves engine fuel economy and reduces pumping losses during part-throttle operation can be implemented in various types of internal combustion engine systems using ports that interconnect the intake ports of different cylinders, thus allowing different cylinders to share combustion air. Cross-port air flow is commenced during part-throttle engine operation to disrupt the primary combustion air flow from each throttle to its associated cylinder, which reduces charge density and engine power. The engine compensates for the reduced power by incrementally opening the throttles, thus increasing the primary combustion air flow, reducing pumping losses and improving fuel economy.

Abstract: An intake passage structure for a turbocharger-equipped engine (1) includes a supercharging passage (71) and an air relief passage (72) that are provided in a compressor case (72a). The air relief passage (72) has a first passage (73) and a second passage (74), each of which is in a non-linear shape. The first and second passages (73) and (74) each have an air outflow port (73a, 74a) formed through an inner wall surface of an upstream portion (71a) of the supercharging passage (71) upstream of a compressor (21). The air outflow ports (73a, 74a) are formed through different portions of the inner wall surface in a circumferential direction of the inner wall surface so as to overlap with each other in a direction along a central axis of the upstream portion (71a).

Abstract: An internal combustion engine is described. The internal combustion engine comprises a valve control which is configured to close inlet valves of the internal combustion engine at Miller or Atkinson closing times. An electrified exhaust-gas turbocharger of the internal combustion engine comprises an electric machine which is operable selectively as a motor or generator. A control unit operates the electric machine of the electrified exhaust-gas turbocharger as a motor in a first load range of the internal combustion engine and as a generator in a second load range which corresponds to greater loads of the internal combustion engine than the first load range.

Abstract: An internal combustion engine includes: a turbocharger including a compressor and an exhaust turbine; a wastegate valve for allowing a part of exhaust gas to bypass the exhaust turbine and flow into a downstream side of the exhaust turbine, wherein the exhaust gas is to be brought into the exhaust turbine; and an exhaust adjustment mechanism for adjusting a quantity of the exhaust gas. A control method includes operating a first one of the wastegate valve and the exhaust adjustment mechanism with higher priority to a second one of the wastegate valve and the exhaust adjustment mechanism in response to a condition where an intake air quantity is to be varied along with a variation in engine load or air fuel ratio, wherein operation of the first one allows thermal energy to be recovered more efficiently under the condition than that of the second one.

Abstract: An assembly for an exhaust bypass valve of a two-stage turbocharger can include a first turbocharger stage; a second turbocharger stage; an exhaust bypass valve that includes an open state and a closed state; an actuator; and a linkage mechanism that links the exhaust bypass valve to the actuator where the linkage mechanism includes a spring-biased linkage with a preset load where, in the closed state of the exhaust bypass valve, an axial length of the spring-biased linkage increases responsive to application of a load by the actuator that exceeds the preset load.

Abstract: Methods and systems are provided for a boosted internal combustion engine. In one example, a system may include an intake system for supplying charge air, a compressor arranged in the intake system, a first shut-off element arranged in the intake system upstream of an impeller of the compressor, a bypass line that branches off from the intake system upstream of the first shut-off element and that rejoins the intake system upstream of the impeller, a second shut-off element arranged in the bypass line, a compressed air line that opens into the bypass line downstream of the second shut-off element, and a third shut-off element arranged in the compressed air line. A map width of the compressor may be increased by providing airflow to the impeller via the bypass line during low mass flow conditions, and impeller acceleration may be expedited by providing compressed air via the compressed air line.

Abstract: A combined heat and power plant includes a gasifier, a heat exchanger arranged to reduce the temperature of the raw synthesis gas formed in the gasifier by exchanging the heat of the raw synthesis gas into heating medium used for heating and forming cooled raw synthesis gas, a filtration unit for cleaning the cooled raw synthesis gas to form refined synthesis gas suitable as a fuel for an internal combustion engine, an internal combustion engine where the refined synthesis gas is burnt to produce mechanical power, ducts for connecting different parts of the plant to each other a raw gas burner arranged after the gasifier to burn the raw synthesis gas formed in the gasifier during the time when the refined synthesis gas is not utilized in the internal combustion engine. A method for treating raw synthesis gas a combined heat and power plant is also disclosed.

Abstract: A method for controlling an engine system, may include a water injection operation of injecting water into an intake system of an engine through a water injector of a water injection system in a first operating condition of the engine in which water injection is required, a compressed air injection operation of injecting compressed air into the intake system through a purge circuit of the water injection system in a second operating condition of the engine in which compressed air injection is required, and a water injection stop operation of stopping the water injection of the water injection system in a third operating condition of the engine in which water injection stop is required.

Abstract: A rotary engine having an insert in a peripheral wall of the stator body, the insert being made of a material having a greater heat resistance than that of the peripheral wall, having a subchamber defined therein and having an inner surface, the subchamber communicating with the cavity through at least one opening defined in the inner surface and having a shape forming a reduced cross-section adjacent the opening, a pilot fuel injector having a tip received in the subchamber, an ignition element having a tip received in the subchamber, and a main fuel injector extending through the stator body and having a tip communicating with the cavity at a location spaced apart from the insert. The subchamber has a volume corresponding to from 5% to 25% of a sum of the minimum volume and the volume of the subchamber. A method of injecting heavy fuel into a Wankel engine is also discussed.

Abstract: A rotary engine with axially directly connected compression and power cylinders is disclosed, which includes a compression cylinder, a power cylinder, an intermediate cylinder wall located between the compression and the power cylinder to serve as a common inner-end wall of the two cylinders, and a combustion chamber unit fixed to a circumferential surface of the intermediate cylinder wall, so that the rotary engine has axially directly connected compression and power cylinders. A compression-side and a power-side rotational valve are separately fitted in two recessed end surfaces of the intermediate cylinder wall. The compression-side and the power-side rotational valve are provided with three L-shaped first and second openings, respectively.

Abstract: Embodiments of an engine generator set are provided herein with a compact, modular design and improved cooling characteristics. The engine generator set embodiments may generally comprise a horizontally shafted engine and alternator, and a cooling system. In some embodiments, the embodiments may include a set of on-board transformers. The cooling system includes one or more components, such as a radiator and one or more electrically driven fans, which are mounted above and/or below the horizontally shafted engine and alternator in a vertical stack. A generator set housing encloses the horizontally shafted engine and alternator, the cooling system and the set of on-board transformers (if included), as well as other generator set components. Due in part to the vertical stacking of the cooling system components, a height of the generator set housing may be substantially larger than a length of the generator set housing, resulting in a substantially reduced footprint, as compared to conventional generator sets.

Abstract: The hyperbaric load control for a power plant is an energy storage device used to regulate the tangent velocity of a gas turbine. Specifically, the hyperbaric load control for a power plant: a) releases previously stored energy in the form of supplemental electrical energy to compensate for an energy deficit created by an operating condition where the electrical energy demanded by the electric load is greater than the energy provided by the gas turbine; and, b) absorbs and stores the excess energy created by an operating condition where the energy transferred to the electric generator from the gas turbine is greater than the electric energy demanded by the electric load. The hyperbaric load control for a power plant comprises an electric motor, a compressor, a high pressure gas tank, a supplemental turbine, a supplemental electric generator, and a control system.

Abstract: A method for operating a combined cycle power plant, wherein the combined cycle power plant has a gas turbine and a steam turbine and also a shutting-down device, and wherein, for shutting down the gas turbine and the steam turbine, the gas turbine and the steam turbine are operated within a time window that extends from the beginning of the shutting-down procedure at a first time to the falling of the steam temperature to a lower limit value at a second time by the shutting device in such a way that the gas turbine and the steam turbine are relieved substantially at the same time and the block power falls to zero, thermal energy that is stored in the combined cycle power plant preventing immediate falling of a steam temperature to operation below a minimum power output of the gas turbine within the time window.

Abstract: An oil supply system includes an oil supply assembly in a turbine engine. The assembly includes scavenge cavity and an oil supply tube located in and protected by a strut in the turbine engine to supply oil to a bearing chamber.

Abstract: The heat exchanger assembly includes a first internal flow path configured to channel a flow of fluid to be cooled from a first inlet to a first outlet. The heat exchanger assembly also includes a second internal flow path configured to channel a flow of a first coolant from a first inlet to a first outlet. The heat exchanger assembly further includes an external flow path configured to receive a flow of a second coolant proximate a surface of the external flow path.

Abstract: An apparatus and method for a turbine engine having an engine core. A casing can contain a compressor section, a combustor section and a turbine section in axial flow arrangement. An air conduit can extend at least partially between the compressor section and the turbine section. A compliant interface can include a nut and a biasing device mount the air conduit to the casing.

Abstract: Various examples of an active combustion control valve, combustion systems, and method of controlling the flow of liquid fluid in a gas combustion system are described. In one aspect of the present invention, an active combustion control valve includes a core valve housing, an actuator, a valve seat in communication with the actuator, and a passageway in fluid communication with the core valve housing and the valve seat. The control valve is responsive to change in voltage applied to the actuator and is capable of a first condition permitting a first fluid flow through the passageway and a second condition permitting a second fluid flow through the passageway, the first fluid flow being different than the second fluid flow. The combustion control valve is small, robust, responsive and self-cooling to operate in severe thermal environment.

Abstract: A gas turbine engine includes an inlet duct to guide a core engine flow to a compressor and an engine section stator arranged in the inlet duct upstream of the compressor including vanes with leading edges defining a first annulus area in the inlet duct, a mid-span leading edge point of the engine section stator vanes being arranged at a first radius. The compressor includes a first rotor with a row of first blades with leading edges defining a second annulus area; a mid-span leading edge point of the compressor first blades being arranged at a second radius and an axial distance from the engine section stator vane mid-span leading edge point. The ratio of the second to the first annulus area is equal or greater than 0.75, and the ratio of a difference between the first and second radius to the axial distance is equal or greater than 0.23.

Abstract: A method of operation for a gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, reducing a rotational speed of a fan relative to a shaft through a gear train, driving the shaft with a first turbine, driving a compressor with a second turbine, communicating airflow from the fan through a bypass passage defined by a nacelle, the nacelle extending along an engine axis and surrounding the fan, and having a bypass ratio of greater than 10, discharging the airflow through a variable area fan nozzle defining a discharge airflow area, detecting an airfoil flutter condition associated with adjacent airfoils of the fan, and moving the variable area fan nozzle to vary the discharge airflow area and mitigate the airfoil flutter condition.

Abstract: A switched reluctance motor is disclosed. The switched reluctance motor includes a rotor, a stator, an air gap between the stator and the rotor, and a plurality of conductive elements. The plurality of conductive elements are disposed on the rotor.

Abstract: A turbine supercharger includes: a turbine; a turbine housing which houses the turbine; and a turbine bypass valve for controlling a flow rate of exhaust gas to be supplied to the turbine. The turbine housing includes, inside the turbine housing: a scroll flow passage for guiding the exhaust gas to the turbine; an outlet flow passage for discharging the exhaust gas supplied to the turbine to outside of the turbine housing; and a bypass flow passage bypassing the turbine and connecting the scroll flow passage and the outlet flow passage. The turbine bypass valve includes: a valve rod; a valve body having a flat plate shape and being configured to revolve about the valve rod; and a valve housing having a cylindrical shape and defining a part of the bypass flow passage inside the valve housing. The valve housing is fixed to an inner peripheral wall surface of the bypass flow passage, inside the turbine housing.

Abstract: A control system of a Miller cycle engine includes an ECU. The ECU executes an early closing Miller cycle operating mode in which a variable valve mechanism is controlled to close an intake valve before an intake bottom dead center. The ECU executes a decompression mode in which the variable valve mechanism is controlled to close the intake valve at a point later than the intake BDC, when the engine is started. The electronic control unit executes the early closing Miller cycle operating mode after completion of the decompression mode. A later closing amount of the intake valve relative to the intake BDC, for use in the decompression mode, is larger than an early closing amount of the intake valve relative to the intake BDC when the closing timing of the intake valve is most advanced.

Abstract: A multi-fuel engine includes an engine operable on a liquid fuel and first and second gaseous fuels. The multi-fuel engine also includes a liquid cutoff solenoid selectively operable between open and closed positions to allow and inhibit a flow of the liquid fuel to the engine and at least one gaseous cutoff valve selectively operable between open and closed positions to allow and inhibit a flow of the first and second gaseous fuels to the engine. A jet block couples the first gaseous fuel source and the second gaseous fuel source to a carburetor connected to an intake of the engine, with the jet block being located downstream from the at least one gaseous cutoff valve. The jet block includes a first gaseous fuel jet to meter the first gaseous fuel to the carburetor and a second gaseous fuel jet to meter the second gaseous fuel to the carburetor.

Abstract: A fuel separation system includes a fuel separator configured to receive a fuel stream and separate the fuel stream, based on a volatility of the fuel stream, into a vapor stream defined by a first auto-ignition characteristic value and a first liquid stream defined by a second auto-ignition characteristic value, the second auto-ignition characteristic value greater than the first auto-ignition characteristic value; and a control system communicably coupled to the fuel separator and operable to receive an input from an engine, the input including an engine operating condition, the control system configured to adjust an operating parameter of the fuel separator, based at least in part on the engine operating condition, to vary at least one of the first or second auto-ignition characteristic values.

Abstract: A method for operating a drive device of a motor vehicle is disclosed. The drive device has a compressor, which can be driven by an electric motor for supplying combustion fresh gas to an internal combustion engine of the motor vehicle. At a power increase of the internal combustion engine, the compressor is driven with the electric motor so that a torque curve selected from a plurality of different torque curves is established at the internal combustion engine over its rotational speed.

Abstract: A control apparatus of a supercharging system for supplying an engine with compressed intake air, includes: a supercharger including a compressor configured to compress the intake air to be supplied to the engine; and a controller for controlling a control device affecting operation of the compressor.

Abstract: The present invention suppresses the worsening of stability due to a variation in EGR amounts between cylinders in a spark ignition engine. An engine control device for controlling a spark ignition engine equipped with an EGR means for recirculating exhaust gas in a combustion chamber and an air-fuel-ratio detection means for detecting the air-fuel ratio in each cylinder, the engine control device being characterized by being equipped with a means for changing the parameters for ignition control of a rich cylinder, when the air-fuel ratio of cylinders varies and there are richer cylinders and leaner cylinders relative to a prescribed air-fuel ratio during the execution of exhaust gas recirculation by the EGR means.

Abstract: During a catalyst rapid warm-up at a time of a cold start of an engine, a fuel is injected by a required injection quantity through a multi-stage injection consisting of a fuel injection by a full lift injection during an intake stroke and a fuel injection by a partial lift injection during a compression stroke. In a case where a deterioration of a combustion state is confirmed, a correction for increasing the required injection quantity, which is to enrich an air-fuel ratio, is performed. At a time of the enriching quantity increase, a sum of injection quantities of the multi-stage injection is increased by the amount of the correction for increasing the required injection quantity without the injection quantity and an injection timing of the fuel injection by the partial lift injection being changed from a base time.

Abstract: An engine control method for a vehicle may include a temperature securing determination step of determining, by a controller, whether an exhaust gas temperature before a turbine of a turbocharger is normally secured; a basic determination step of, when the exhaust gas temperature before the turbine is normally secured, obtaining, by the controller, a first compensation torque according to a current state of the vehicle from a first compensation torque map according to the exhaust gas temperature before the turbine, an engine operation mode, engine speed, and atmospheric pressure; and an engine control step of, when the exhaust gas temperature before the turbine is normally secured, determining, by the controller, a final compensation torque on the basis of the first compensation torque and controlling engine torque at a value which is obtained by subtracting the final compensation torque from engine full-load torque.

Abstract: A method for measuring the flow rate MAF of cool air entering an intake manifold of a two-stroke engine, the intake manifold being located between a throttle body and an intake system. The method uses a specific prediction model depending on whether the two-stroke engine is subject, on the one hand, to a light load and, on the other hand, to a medium or heavy load. The model suitable for the load is selected using a predetermined threshold and two absolute pressure measurements taken at the intake manifold at crankshaft angles of rotation around top dead center and bottom dead center. Next, a pressure quotient is formed for each model which will be used to deduce the flow rate of cool air entering the intake manifold.

Abstract: An internal combustion engine comprises an exhaust purification catalyst and a downstream side air-fuel ratio sensor which is arranged at the downstream side of the exhaust purification catalyst. The control system performs feedback control so that the air-fuel ratio of the exhaust gas becomes the target air-fuel ratio, and performs learning control to correct the control center air-fuel ratio based on the output air-fuel ratio of the downstream side sensor. The target air-fuel ratio is switched to the lean air-fuel ratio when the output air-fuel ratio of the downstream side sensor becomes the rich judged air-fuel ratio and is switched to the rich air-fuel ratio when the output air-fuel ratio becomes the lean judged air-fuel ratio.

Abstract: Various methods and systems are provided for calibrating one or more exhaust valves. In one example, a system comprises an exhaust valve configured to control flow of exhaust gas exiting an engine and a controller configured to calibrate the exhaust valve by commanding the exhaust valve to a fully closed position with a first driving current and measuring a first position of the exhaust valve at the first driving current, commanding the exhaust valve to a fully open position with a second driving current and measuring a second position of the exhaust valve at the second driving current, and generating a map based on a linear function determined from the first driving current, the second driving current, the measured first position, and the measured second position. The controller is further configured to adjust a position of the exhaust valve based on the map.

Abstract: A vehicle propulsion system includes a first pump having an inlet for receiving fuel from a fuel reservoir and an outlet for providing pressurized fuel to a fuel feed line at a first pressure, a fuel feed line pressure sensor, a second pump having an inlet for receiving fuel from the fuel feed line and an outlet for providing pressurized fuel to an engine fuel rail at a second pressure, the second pressure being higher than the first pressure, a fuel temperature sensor, and a controller controlling the first pump to reduce the pressure of the fuel in the fuel feed line and determining whether the pressure of the fuel in the fuel feed line has reached a vaporization pressure of a component in the fuel.

Abstract: A control system of a compression-ignition engine is provided, which includes an engine configured to cause combustion of a mixture gas inside the combustion chamber, an injector attached to the engine and configured to inject fuel into the combustion chamber, a spark plug disposed to be oriented into the combustion chamber and configured to ignite the mixture gas inside the combustion chamber, and a controller connected to the injector and the spark plug and configured to operate the engine by outputting a control signal to the injector and the spark plug, respectively. After the spark plug ignites the mixture gas to start combustion, unburned mixture gas combusts by self-ignition. The controller outputs the control signal to the injector so that a fuel injection timing is advanced when the engine operates at a high speed than at a low speed.

Abstract: Provided is a vehicle control apparatus which can output, to the outside, a signal input from a sensor to an arithmetic processing unit while keeping delay at a lower level. An ECU (vehicle control apparatus) includes an arithmetic processing unit having a pair of an input port and an output port assigned to a sensor signal indicating a signal output from a sensor. The arithmetic processing unit performs arithmetic processing by using the sensor signal input from the input port, and outputs the sensor signal from the output port.

Abstract: A cylinder liner for an internal combustion engine, with a collar, whereby the cylinder liner, on its lateral surface, is provided with a protruding flow-guiding device axially spaced from the collar, having at least one axial opening.

Abstract: A method and apparatus that reduces the dead volume in a heat engine or heat pump, such as a duplex Stirling or Vuilleumier cycle device, by nesting the components of the displacer and regenerator such that nearly all working fluid is purged from the interstices of the regenerator elements and all other working fluid spaces that are not involved in doing useful work at each portion of the cycle. Particularly, a more scalable and efficient method and apparatus for providing solar air conditioning or refrigeration by means of a heated cylinder that alternately pressurizes and depressurizes a separate cooling cylinder by directly transferring thermally induced pressure changes to that cooling cylinder at optimized times in the cycle, under the control of a numerically controlled actuation system that can cycle at a much lower rate than mechanically coupled or harmonically phased systems.

Abstract: A method of producing a pulsatile jet flow from a substantially constant flow primary jet in a way that is mechanically efficient, easy to implement, and allows direct control over pulse duration and pulsing frequency is disclosed herein. The invention includes at least two components: (a) a constant flow fluid jet produced by any normal method (e.g., propeller) that can be directionally vectored fluidically, mechanically, or electromagnetically and (b) a nozzle with multiple outlets (orifices) through which the vectored jet may be directed. By alternately vectoring the jet through different outlets, a transient (pulsatile) flow at an outlet is obtained even with a substantially constant primary jet flow. Additionally, the nozzle outlets may be oriented in different directions to provide thrust vectoring, making the invention useful for maneuvering, directional control, etc.

Abstract: An assembly is provided for an aircraft propulsion system. This assembly includes a nacelle inlet structure, a thrust reverser and a fan cowl. The thrust reverser includes a forward portion and a translating sleeve. The fan cowl is axially between the nacelle inlet structure and the translating sleeve. The fan cowl axially covers the forward portion of the thrust reverser. The fan cowl is axially structurally tied to the nacelle inlet structure. The fan cowl is radially and circumferentially structurally tied to the forward portion of the thrust reverser.

Abstract: A combustor of a jet engine includes a fuel injector, an igniter for igniting a gas mixture of air and fuel, and a flame holder. The igniter is disposed in the flame holder. After an activation of the igniter, the igniter disappears, and a space after the disappearance functions as a flame-holding space.

Abstract: A dual fuel engine includes an engine operable on a gaseous fuel and a liquid fuel and a switch to change operation of the engine between gaseous fuel and liquid fuel. The dual fuel engine also includes a carburetor attached to an intake of the engine to mix air and fuel and connect to a gaseous fuel source and a liquid fuel source. A liquid fuel cut-off attaches to the carburetor to interrupt liquid fuel upon actuation of the switch from liquid fuel to gaseous fuel.