Abstract: A vehicle thermal management system (VTMS) includes: an Integrated Thermal Management Valve (ITM) for receiving coolant through a coolant inlet connected to an engine coolant outlet of an engine, and for distributing the coolant flowing out toward a radiator through a coolant outlet flow path connected to a heat exchange system. The heat exchanger system includes at least one among a heater core, an oil warmer, and an Auto Transmission Fluid (ATF) warmer and the radiator. The VTMS also includes: a water pump positioned at the front end of an engine coolant inlet of the engine; a coolant branch flow path branched from the front end of the engine coolant inlet to be connected to an Exhaust Gas Recirculation (EGR) cooler together with the coolant outlet flow path; and a Smart Single Valve (SSV) for adjusting a coolant flow in a coolant outlet flow path direction and an EGR cooler flow path direction on the coolant branch flow path.

Abstract: A cooling water control valve device includes a housing and a valve. The housing includes a planar attachment surface, a first inlet port, a second inlet port, and at least one outlet port. The first inlet port and the second inlet port are open on the planar attachment surface. The housing is attached to the engine such that the first inlet port and the second inlet port are fluidly connected to a first outlet and a second outlet, respectively, and the planar attachment surface comes into contact with an outer wall of either one of an engine block or an engine head of the engine.

Abstract: Systems and methods for providing an improved strategy for controlling a variable speed water pump in a vehicle. In some embodiments, more than one water pump speed function is calculated based on values obtained from vehicle sensors, and a controller chooses among the water pump speed function results to set a water pump speed. In some embodiments, the water pump speed is increased when driveline torque is greater than a threshold amount for an amount of time that varies based on the driveline torque. In some embodiments, ambient temperature is considered while determining whether the water pump should provide full coolant flow to an auxiliary coolant loop of a trailer.

Abstract: A waste heat recovery (WHR) and coolant system with active coolant pressure control includes an engine cooling system, a WHR system, and a coolant pressure control system. A coolant heat exchanger positioned along each of the engine cooling and working fluid circuits, and is structured to transfer heat from the coolant fluid to the working fluid. The coolant pressure control system includes a pressure line operatively coupled to an air brake system and to the coolant tank. A valve is coupled to the pressure line upstream of the coolant tank. A coolant pressure controller is in operative communication with each of the valve, an air pressure sensor, and a coolant temperature sensor. The coolant pressure controller is structured to determine a target coolant pressure based on a coolant temperature and control a valve position of the valve so as to cause the air pressure to approach the target coolant pressure.

Abstract: Embodiments for controlling condensate in a charge air cooler are provided. In one example, a charge air cooler comprises an inlet to admit charge air, a plurality of heat exchange passages to remove heat from the charge air, an outlet configured to discharge the charge air from the heat exchange passages to an intake passage upstream of an intake manifold of an engine, and a dispersion element extending at least partially across the outlet.

Abstract: In an aspect a method is provided for controlling air flow to an internal combustion engine, comprising: providing a in turbocharger and a compressor that is driven by the turbocharger; driving rotation of a turbine of the turbocharger using exhaust gas from the engine; driving rotation of an impeller of the compressor to generate pressurized air for the engine; sending pressurized air from a pressurized air storage chamber to the internal combustion engine if the pressurized air generated by the impeller is sufficiently low; and sending pressurized air from the compressor to the pressurized air storage chamber for storage therein if the pressurized air generated by the impeller is sufficiently high.

Abstract: A turbocharger for an internal combustion engine is provided, where the turbocharger includes a housing, a shaft, a turbine wheel, and a compressor wheel. The shaft is rotatable with respect to the housing and defines a centerline. The turbine wheel is mounted to the shaft and is disposed within the housing. The compressor wheel is also mounted to the shaft and is disposed within the housing. The turbine wheel and/or the compressor wheel has a plurality of blades with leading edges that converge at an apex. The apex is aligned with the centerline. A method of constructing a turbocharger is also provided, where the method includes the step of performing a finishing operation on the turbine wheel and/or the compressor wheel to form an apex where the leading edges of the blades converge.

Abstract: The present disclosure relates to systems and methods for power production utilizing a recirculating working fluid. In particular, a portion of the recirculating working fluid can be separated from the main stream of recirculating working fluid as a bypass stream that can be compressed for adding heat to the system.

Abstract: In a power generation system, exhausted fuel gas exhausted from a solid oxide fuel cell (SOFC) is used as a fuel of a first combustor or a second combustor of a gas turbine, and at the same time, a part of compressed air compressed by a compressor of the gas turbine is used to drive the SOFC. The gas turbine includes the first combustor for burning fuel gas which is different from the exhausted fuel gas, a first turbine configured to be driven by combustion gas supplied from the first combustor, the second combustor for burning at least a part of the exhausted fuel gas, and a second turbine coupled with the first turbine and configured to be driven by combustion gas supplied from the second combustor.

Abstract: A gas turbine engine includes a compressor. A turbine is mechanically connected to the compressor by a shaft. An air-driven auxiliary turbine is in fluid communication with the compressor and is configured to receive pressurized air from the compressor. An auxiliary generator is operably connected to the auxiliary turbine. The auxiliary generator is configured to generate electrical energy in response to an operation of the auxiliary turbine. An energy storage device is in electrical communication with the auxiliary generator.

Abstract: A gas turbine engine includes a compressor section, a combustor fluidly connected to the compressor section via a primary flowpath and a turbine section fluidly connected to the combustor via the primary flowpath. Also included is a cascading cooling system having a first inlet connected to a first compressor bleed, a second inlet connected to a second compressor bleed downstream of the first compressor bleed, and a third inlet connected to a third compressor bleed downstream of the second compressor bleed. The cascading cooling system includes at least one heat exchanger configured to incrementally generate cooling air for at least one of an aft compressor stage and a foremost turbine stage relative to fluid flow through the turbine section.

Abstract: A heat exhaust system for an on-aircraft electric generator, includes: a fuel pump which is driven by electric power generated by an electric generator installed in an aircraft, and which measures and supplies fuel to an engine of the aircraft; a first heat exchanger which releases heat generated by the electric generator into the fuel supplied to the engine; a fuel flow rate determiner which determines a flow rate of the fuel supplied to the engine by the fuel pump; an electric generator output determiner which determines an output from the electric generator; and a heat release controller which controls heat release at the first heat exchanger by using at least one of the flow rate of the fuel determined by the fuel flow rate determiner and the output determined by the electric generator output determiner as a control parameter.

Abstract: An airblast injector for gas turbines is disclosed. The airblast injector assembly consists of fuel swirler, a swirler cup, and a combustor dome. The airblast injector is designed to improve engine performance without using a fuel staging system to incorporate pressure injectors. The swirler cup is provided with pressurized air which exits the swirler cup with high velocity that penetrates perpendicularly into the fuel spray cone obtained by orifices in the fuel swirler.

Abstract: An air turbine starter (ATS) assembly includes a rotatable pinion gear (72) wherein the rotatable pinion gear is coupled to a combustion engine (10), a speed sensor (78) measuring the rotational speed (302) of the rotatable pinion gear (72), a torque sensor (79) providing a torque output (304) indicative of a torque experienced by the pinion gear (72), and a controller module configured to operate a starting sequence for the ATS assembly such that the rotational speed (302) is controllably increased while the torque output (304) is kept below the start sequence torque threshold (310).

Abstract: Disclosed is a high-speed section disconnect for a driven turbocharger with a traction drive. The turbo shaft is attached to a turbine and compressor, and interfaces with a high-speed traction drive. A mechanical coupling connects the traction drive to a transmission, which is connected to the engine so that power can flow to or from the turbo shaft, but the mechanical coupling can be selectively disconnected so that the high-speed section of the driven turbocharger can also be decoupled from the engine during certain operating conditions to reduce mechanical losses in the system.

Abstract: A gas turbine engine, in particular an aircraft engine, includes: a turbine connected via an input shaft device to a gearbox device having a sun gear, a planet carrier having a plurality of planet gears attached thereto, and a ring gear, the sun gear is connected to the input shaft device, the planet carrier or the ring gear is connected to a propulsive fan via an output shaft device of the gearbox device, with a rear carrier bearing device radially between the planet carrier and a static structure on the input side of the gearbox device or a front carrier bearing device radially between the planet carrier and a static structure on the output side of the gearbox device.

Abstract: An engine for an aircraft includes an engine core including a turbine, a compressor, and a core shaft connecting the turbine to the compressor; a fan located upstream of the engine core, the fan comprising a plurality of fan blades; and a gearbox. The gearbox receives an input from a gearbox input shaft portion of the core shaft and outputs drive to the fan so as to drive the fan at a lower rotational speed than the core shaft. The gearbox is an epicyclic gearbox including a sun gear, a plurality of planet gears, a ring gear, and a planet carrier on which the planet gears are mounted. The carrier and the gearbox input shaft each have a torsional stiffness, and a carrier to gearbox input shaft torsional stiffness ratio is greater than or equal to 70.

Abstract: A lower pressure tap is connected to a first heat exchanger to be cooled by cooling air, and then to a selection valve. The selection valve selectively delivers the lower pressure tap air to a boost compressor. The lower pressure tap air downstream of the boost compressor is connected to cool the at least one turbine. The selection valve also selectively delivers a portion of the lower pressure tap air across a first cooling turbine, and to a line associated with an air delivery system for a cabin on an associated aircraft. A portion of the air downstream of the first cooling turbine is connected to a second cooling turbine, and air downstream of the second cooling turbine is connected for use in a cold loop A method of operating an air supply system is also disclosed.

Abstract: Methods and systems are provided for improving calibration of a variable compression ratio engine. Cylinder-to-cylinder compression ratio variations are detected and accounted for by comparing cylinder fuel flow and IMEP at each compression ratio setting. Dilution parameters including EGR and VCT schedule are also calibrated to account for the cylinder-to-cylinder compression ratio variations.

Abstract: A control device of an engine including a cylinder, a piston, a cylinder head, and a combustion chamber is provided, which includes intake and exhaust ports, a swirl control valve provided in an intake passage connected to the intake port, a fuel injection valve attached to the cylinder head to be oriented into the center of the combustion chamber in a plan view thereof, and having first and second nozzle ports, and a control unit. The control unit includes a processor configured to execute a swirl opening controlling module to output the control signal to the swirl control valve to have a given opening at which a swirl ratio inside the combustion chamber becomes 2 or above, and a fuel injection timing controlling module to output the control signal to the fuel injector to inject fuel at a given timing at which the swirl ratio becomes 2 or above.

Abstract: A hand-held power tool comprising an internal combustion engine (4), a working tool (6), a centrifugal clutch (8), and a control system (10) is disclosed. The engine (4) has a clutch-in speed, above which the engine (4) drives the working tool (6). The control system (10) comprises a rotation speed sensor (12), and a speed limitation controller (14), which is configured to limit an engine speed at a limitation speed below the clutch-in speed. It is active or activated during a starting procedure of the internal combustion engine (4). The control system (10) is configured to deactivate the speed limitation controller (14) upon sensing at least one acceleration at a level above the limitation speed and sensing at least one deceleration at a level above the limitation speed, such that the engine (4) is rotatable above the limitation speed to drive the working tool (6).

Abstract: An air bypass system for an internal combustion engine is provided. The internal combustion engine includes an air intake system defining a first air intake chamber and a second air intake chamber coupled in flow communication with the first air intake chamber. The air bypass system includes at least one bypass assembly controlling flow communication between the first air intake chamber and the second air intake chamber, said at least one bypass assembly facilitating air flow from the second air intake chamber into the first air intake chamber during an expansion stroke of the internal combustion engine.

Abstract: A boosted engine is provided, which includes an engine body formed with a combustion chamber, a spark plug, a fuel injection valve, a booster, a boost controller, and a control unit including an operating range determining module and a compression end temperature estimating module. In a high load range, the fuel injection valve and the spark plug are controlled so that a mixture gas inside the combustion chamber starts combustion through flame propagation by ignition of the spark plug, and unburned mixture gas then combusts by compression ignition, and the boost controller is controlled to bring the booster into a boosting state. When a gas temperature inside the combustion chamber exceeds a given temperature at CTDC, the fuel injection valve is controlled so that a fuel injection end timing occurs on a compression stroke, and the spark plug is controlled so that the mixture gas is ignited after CTDC.

Abstract: A method and system for controlling temperature in an exhaust gas routing system of an internal combustion engine is provided. The exhaust gas routing system includes an exhaust gas manifold, an exhaust gas turbine which includes an electric machine arranged downstream of the exhaust gas manifold in the exhaust gas stream, an aftertreatment system arranged downstream of the exhaust gas turbine, and a control means configured to control the operation of the electric machine to adapt an operating mode of the exhaust gas turbine between motor operating, regeneration operating and neutral operating modes control means (50) such that the temperature of the aftertreatment system is controlled based on a target temperature.

Abstract: Methods and systems are provided for purging a fuel vapor storage canister in an evaporative emissions system of a vehicle. In one example, a method may include generating vacuum in a fuel tank fluidically coupled to the fuel vapor storage canister during an auto-stop of an engine while the engine spins down to rest, and purging vapors to an intake manifold of the engine during a subsequent restart of the engine. In this way, the fuel tank may be held at a vacuum while the engine is off, enabling more efficient purging of the fuel vapor storage canister when the engine is restarted.

Abstract: A purge control method of the present disclosure includes determining whether or not a vehicle quickly decelerates in a driving situation in which a large amount of fuel evaporation gas is discharged, decreasing purge duty for operating a purge control solenoid valve when the controller determines that the vehicle is in a state of quick deceleration, and decreasing a purge flow of the fuel evaporation gas by controlling operation of the purge control solenoid valve by the purge duty.

Abstract: Methods and systems are provided for diagnosing degradation of an exhaust gas recirculation (EGR) valve. In one example, a method may include, during a vehicle key-off condition, routing compressed air through an EGR passage housing the EGR valve, and indicating degradation of the EGR valve based on a change in an estimated EGR pressure, upon a commanded change in EGR valve position.

Abstract: An EGR apparatus includes an EGR passage to allow part of exhaust gas discharged from an engine to an exhaust passage to flow as EGR gas into an intake passage; an EGR valve to regulate an EGR flow rate in the EGR passage; various sensors for detecting an engine running state; and an ECU to control the EGR valve based on the detected running state to diagnose abnormality in the EGR valve. The ECU calculates a reference intake pressure according the detected engine rotation speed and load by reference to a reference intake pressure map showing a relationship of the reference intake pressure to engine rotation speed, and engine load, and determine whether or not the EGR valve has abnormality in opening/closing by comparing the reference intake pressure with the detected intake pressure.

Abstract: A system for detecting and controlling air-fuel ratio imbalance conditions between cylinders of an internal combustion engine having a plurality of cylinders is disclosed.

Abstract: An exhaust purification system of an internal combustion engine 50 comprises: an adsorbent 20 adsorbing HC and NOx in exhaust gas, a catalyst 24 removing HC and NOx, an air-fuel ratio control part 31 configured to control an air-fuel ratio of exhaust gas discharged from an engine body of the internal combustion engine to the exhaust passage, and a temperature calculating part 32 configured to calculate a temperature of the adsorbent. At the adsorbent, a desorption temperature of HC is higher than a desorption temperature of NOx. The air-fuel ratio control part is configured to make the air-fuel ratio a stoichiometric air-fuel ratio when a temperature of the adsorbent is in the vicinity of the desorption temperature of NOx, then make the air-fuel ratio leaner than the stoichiometric air-fuel ratio when the temperature of the adsorbent reaches the vicinity of the desorption temperature of HC.

Abstract: A vehicle includes an engine having a particulate matter removal filter to remove particulate matter, in an exhaust system, and a control device to control the engine such that the vehicle travels in a mode selected from a plurality of modes including a first mode in which both fuel efficiency and ride quality are achieved and a second mode in which the engine is operated at a load higher than a predetermined load. When an accumulation quantity of the particulate matter in the particulate matter removal filter is equal to or more than a threshold, the control device notifies a driver that traveling in the second mode is recommended. When the driver selects the second mode in response to the notification, it is possible to restrain an uncomfortable feeling to be given to the driver, even if the engine is operated at a high load for regenerating the filter.

Abstract: An in-vehicle controller prohibits engagement of a lock-up clutch when a temperature of a fluid that actuates the lock-up clutch is lower than a prescribed temperature. In addition, the in-vehicle controller stops fuel injection by a fuel injection valve when fuel cut conditions including such a condition that the lock-up clutch is engaged are established. Under a situation where the temperature of the fluid is lower than the prescribed temperature, in the case where a PM accumulation amount on a filter is equal to or larger than an accumulation amount threshold, the in-vehicle controller executes speed increase processing so as to execute gear shift control of a continuously variable transmission such that a rotational speed of a turbine impeller in a torque converter is increased to be higher than that in a case where the PM accumulation amount is smaller than the accumulation amount threshold.

Abstract: A method for regulating a filling of an exhaust gas component reservoir of a catalytic converter in the exhaust of an internal combustion engine. An actual fill level of the exhaust gas component reservoir is ascertained using a first system model, and in which a baseline lambda setpoint for a first control loop is predefined by a second control loop in which an initial value for the baseline lambda setpoint is converted, by a second system model identical to the first system model, into a fictitious fill level; the fictitious fill level is compared with a setpoint for the fill level; and the baseline lambda setpoint is iteratively modified as a function of the comparison result. At the beginning of a coasting phase, the baseline lambda setpoint is calculated based on signals of sensors and control variables which relate to the delivery of air and/or fuel to combustion chambers.

Abstract: A fuel supply apparatus is operated so as to increase an upon-stopping fuel pressure in accordance with an increase in an upon-stopping vehicle speed, the upon-stopping fuel pressure being a fuel pressure in a state in which an internal combustion engine is intermittently stopped, the upon-stopping vehicle speed being a vehicle speed upon intermittently stopping the internal combustion engine.

Abstract: A control device is provided for an engine in which premixed compression ignition combustion is carried out. The device includes an air amount adjusting mechanism, a variable valve mechanism, an exhaust choke valve, a water temperature sensor, and a processor. The processor controls the variable valve mechanism so that a valve overlap period of a given amount or more is formed in a low-load range where the engine load is low, and controls an injector, the air amount adjusting mechanism, and the exhaust choke valve so that A/F lean mixture gas is formed inside a combustion chamber, and premixed compression ignition combustion of the mixture gas is carried out. During the operation in the low-load range, the combustion controlling module makes an opening of the exhaust choke valve when a temperature parameter is low, smaller than that when the temperature parameter is high.

Abstract: Various methods and systems are provided for indexing an injector map and subsequently controlling fuel injection to an engine. In one embodiment, a method for the engine includes injecting fuel via activating an injector for a determined activation time, the activation time determined based on a commanded fuel value and a function of a modified pressure difference across an orifice of a nozzle of the injector, where the modified pressure difference is based on a difference between a rail pressure and peak cylinder pressure, the peak cylinder pressure scaled by a function of engine speed and injection timing and the pressure difference offset by a correction factor.

Abstract: An intake air cooling apparatus abnormality detection system for an engine includes a first intake air temperature sensor that detects an intake air temperature in an intake pipe at the downstream side of an intercooler and a second intake air temperature sensor that detects the intake air temperature in an intake manifold. An abnormality determination unit determines that an abnormality occurs in an intercooler cooling water circuit if a state in which at least one of a value based on an output from the first intake air temperature sensor and a value based on an output from the second intake air temperature sensor exceeds a predetermined threshold value continues for a certain time or longer when a load state determination unit determines that the engine is in a high load state.

Abstract: Methods and systems are provided for monitoring a fuel injector of an internal combustion engine. In one embodiment, a method includes: receiving a set of feature data, the feature data sensed from a fuel injector during a fuel injection event; processing, by a processor, the set of feature data with a machine learning model to generate a prediction of a fault status; and selectively generating, by the processor, a notification signal based on the prediction.

Abstract: A method for determining a first time at which a fuel injector having a solenoid drive is in a first predetermined opening state. The method includes the following: (a) determining a second time at which the fuel injector is in a second predetermined state, (b) determining a stroke value of a moving component of the fuel injector, which stroke value corresponds to a movement path of the moving component which is covered when the fuel injector transitions between the first predetermined opening state and the second predetermined opening state, and (c) determining the first time at which the fuel injector is in the first predetermined opening state, on the basis of the second time and the stroke value. A method for actuating a fuel injector having a solenoid drive, an engine controller and a computer program.

Abstract: An engine includes a first injection valve, which is one of port and direct injection valves, and a second injection valve, which is the other. When operating only the first injection valve based on a base injection amount, which has been corrected using a feedback operation amount and a first learning value, an air-fuel ratio control apparatus updates the first learning value and determines that the first learning value has converged on condition that a correction ratio of the base injection amount is not more than a predetermined ratio. When the first and second injection valves are being operated, the apparatus updates a second learning value for the second injection valve on condition that the first learning value has converged and the ratio of the injection amount of the second injection valve is not less than a specified value.

Abstract: In a cylinder head according to an example of the present disclosure, a pair of intake ports communicating with the common combustion chamber are formed so that the wall thickness of the port walls on opposing sides is relatively small and the wall thickness of the port walls on reversing sides is relatively large. Herein, the opposing side is the side on which the port walls of the pair of the intake ports face each other. The reversing side is the side opposite to the opposing side. That is, the reversing side is the side on which the port walls of the pair of the intake ports face away from each other. An inter-ports flow path for flowing the cooling water is formed between the port walls on the opposing sides of the pair of the intake ports.

Abstract: A compact two-stage evaporator waste heat recovery (WHR) device (7) is disclosed, and a system using the device. The device recovers energy from waste heat passing through the device and transfers that energy to a Rankine Cycle working fluid also passing through the device. The device includes a first and second evaporator (15); and, a state separator (17) connected between the outlet of the first evaporator and the inlet of the second evaporator. The state separator (17) separates the working fluid into liquid and vapor. The liquid is re-cycled to the inlet of the first evaporator (15); the vapor is sent to the inlet of the second evaporator (19) for superheating. An overall WHR system using the device further includes an expander (21), condenser (23), and pump (25). The system further includes control circuitry (26) for controlling operation of the waste heat recovery device (7) itself and the WHR system.

Abstract: The present disclosure concerns a thrust reverser system for a turbojet engine and a method for unlocking a thrust reverser system. The thrust reverser system includes a movable cowl mounted on a nacelle of the turbojet engine that is displaceable between a closed position in which the thrust reverser system is inactivated and an open position in which the thrust reverser system is activated. The thrust reverser system includes a locking system having a first and second locking element mounted on the movable cowl and a fixed structure. The first and second locking elements lock and unlock relative to each other to lock the movable cowl on the fixed structure in the closed position. The locking system is shaped so that a controlled displacement of the movable cowl from its closed position to a reclosed position triggers unlocking of the first and second locking elements.

Abstract: A field of vehicles propelled by reaction, and more specifically to a method of suppressing the pogo effect in such a vehicle. A feed system for feeding a reaction engine of the vehicle includes a hydraulic accumulator enabling a selection to be made from among a plurality of predetermined operating levels, each corresponding to a different volume of gas. In the method, if a first reference criterion is not satisfied by the current level, the hydraulic accumulator is ordered to make a transition, preferably to an alternative level selected from among alternative levels for which the first reference criterion is satisfied and for which no hydraulic resonant frequency crosses any current mechanical resonant frequency during the transition.

Abstract: A device for injecting water in a vehicle includes a water container which is connected to a number of injection nozzles via a supply line, with a pumping operation for pumping water from the water container to the injection nozzles via the supply line and with a stationary operation in which the supply line is a closed line system. The supply line is equipped with a blocking device which is open in the pumping operation and which is closed in the stationary operation in order to block the supply line and keep same dry. Water is prevented from being suctioned into the supply line and the injection nozzles at low temperatures as a result of a pressure decrease.

Abstract: A motor vehicle includes a liquid container for receiving an operating liquid, a cooling circuit for cooling a drive motor of the motor vehicle via a cooling liquid circulating in the cooling circuit, at least one heating coil arranged in the liquid container, the heating coil being operatively attached to the cooling circuit so that the cooling liquid is to flow through the heating coil and thereby heat the operating liquid, and a connection line operatively attached to the cooling circuit to thereby form a secondary circuit through which the cooling liquid is to flow, wherein the heating coil is arranged in the secondary circuit.

Abstract: A leak diagnosis system using a purge pump of an active purge system is provided. The leak diagnosis system includes a canister for adsorbing an evaporated gas from a fuel tank, a purge line for connecting the canister with an intake pipe, the purge pump and a purge control solenoid valve mounted to the purge line, and an auxiliary canister and an auxiliary canister control valve mounted to the purge line and located between the intake pipe and the purge control solenoid valve.

Abstract: In accordance with the present invention, there are provided simplified systems and methods for catalytically deactivating, removing, or reducing the levels of reactive component(s) from the vapor phase of fuel storage tanks. The simple apparatus described herein can be utilized to replace complex OBIGGS systems on the market. Simply stated, in one embodiment of the invention, the vapor phase from the fuel tank is passed over a catalytic bed operated at appropriate temperatures to allow the reaction between free oxygen and the fuel vapor by oxidation of the fuel vapor, thus deactivating reactive component(s) in the gas phase.

Abstract: An engine includes an air intake system, an exhaust system, a single-cylinder-sourced EGR system, an exhaust sensor that is disposed to monitor exhaust gas from the single one of the cylinders, and a diverter valve. A controller includes an instruction set that executable to determine operation of the engine in a fuel cut-off mode, discontinue fuel flow to the single one of the cylinders, divert exhaust gas from the single one of the cylinders to the air intake system, determine an airflow, temperature, and an equivalence ratio of the diverted exhaust gas from the single one of the cylinders, determine a mass flowrate of oxygen in the diverted exhaust gas, integrate the mass flowrate of oxygen in the diverted exhaust gas, and discontinue the diverting of the exhaust gas from the single one of the cylinders when the integrated mass flowrate of oxygen is greater than a threshold value.

Abstract: A fuel oxygen reduction unit for an aeronautical engine is provided. The fuel oxygen reduction unit includes a stripping gas line that provides a stripping gas flow and a plasma reactor in fluid communication with the stripping gas line. The plasma reactor includes a plasma reactor gas inlet that receives the stripping gas flow from the stripping gas line and a plasma reactor gas outlet that provides the stripping gas flow back to the stripping gas line, the plasma reactor configured to reduce a free oxygen content of the stripping gas flow such that an outlet free oxygen content of the stripping gas flow that exits the plasma reactor gas outlet is lower than an inlet free oxygen content of the stripping gas flow that enters the plasma reactor gas inlet.