Abstract: A tunnel automatic monitoring and measuring equipment and method based on fixed-point tour measurement are provided. The equipment includes a monitoring trolley that can move freely in the longitudinal direction of the tunnel, multiple automatic tracking and identification devices are set on the monitoring trolley, the automatic tracking and identification device is connected to the background processing system telecommunication; a monitoring points with reflective markings are arranged on the surface of the tunnel support structure, under the cooperation of the monitoring trolley and the automatic tracking and identification device, the reflective markings set on the tunnel support structure can be automatically measured at the fixed point to obtain the coordinate information of the relevant monitoring points; then, the deformation data of the support structure required in the construction process are extracted by coordinate information calculation.

Abstract: A ram air turbine rotor comprises at least one intra-flow path shroud structure coupled between rotor blades, along a radial position between a support disc and an outer rim. The shroud structure includes shroud sectors each coupled between a respective pair of blades. The sectors each include a first edge adjacent to leading edges of the respective pair of blades, the first edge including a first curved segment, and a second edge adjacent to trailing edges of the respective pair of blades, the second edge including a second curved segment. The curved segments are each partially defined by a respective ellipse having a semi-major axis and a semi-minor axis. The semi-major axis is a portion of a spanwise distance between the respective pair of blades. The semi-minor axis is a portion of an axial distance between the leading edge of one blade and the trailing edge of an adjacent blade.

Abstract: A gas turbine engine comprises a fan mounted to rotate about a main longitudinal axis; an engine core, comprising in axial flow series a compressor, a combustor, and a turbine coupled to the compressor through a shaft; a reduction gearbox that receives an input from the shaft and outputs drive to the fan so as to drive the fan at a lower rotational speed than the shaft; wherein the compressor comprises a first stage at an inlet and a second stage, downstream of the first stage, comprising respectively a first rotor with a row of first blades and a second rotor with a row of second blades, the first and second blades comprising respective leading edges, trailing edges and tips, and wherein the ratio of a maximum leading edge radius of the first blades to a maximum leading edge radius of the second blades is greater than 2.8.

Abstract: The invention relates to a fan blade (3) made of composite material the fibrous reinforcement of which comprises first strands (12) having a first stiffness, second strands (13) having a second stiffness and third strands (14) having a third stiffness lower than the first stiffness and greater than the second stiffness, the blade comprising a first portion (15) comprising only first strands (12), a second portion (16) comprising only second strands (13) and a third portion (17) which is located between the first and second portions (15, 16) and which comprises both first, second and third strands (12, 13, 14); there is a gradual transition of properties at the interface between the different portions (15, 16, 17).

Abstract: A method for manufacturing a turbomachine vane made of composite material, the method including forming, by three-dimensional or multilayer weaving, a fiber blank separated across its thickness into first, second and third parts in two non-interlinked areas present at the longitudinal ends of the fiber blank, the first part located between the second and third parts to which it is connected by weaving outside non-interlinked areas, forming, from the fiber blank, a preform of the vane to be produced, by unfolding and shaping, at each longitudinal end and on either side of the first part, the segments of the second part and the segments of the third part not interlinked with the first part to form preform parts for a platform of the vane, the segments of the first part not interlinked with the segments of the second and third parts extending along the longitudinal axis, and densifying the preform.

Abstract: A method (400) for coating a tip (106) of an aerofoil (100) is provided. The method (400) includes depositing a layer of nickel-based gamma/gamma prime chemistry (112) on the tip (106) of the aerofoil (100). The method (400) further includes depositing plurality of abrasive particles (114) on the layer of nickel-based gamma/gamma prime chemistry (112) to form a coating matrix (116). The method (400) further includes heating the tip (106) of the aerofoil (100) at a predetermined temperature in order to perform heat treatment of the coating matrix (116) and increase the strength of the coating (110) on the tip (106) of the aerofoil (100).

Abstract: A blade for a rotary machine includes an airfoil having a leading edge and a trailing edge, a root part located at a lower portion of the airfoil, and a platform part located between the root part and the airfoil and having a first side surface and a second side surface spaced apart from each other. The first side surface includes a first reference surface and a first inclined surface formed inclined to the first reference surface, and the second side surface includes a second reference surface and a second inclined surface formed inclined to the second reference surface.

Abstract: A turbine assembly includes a rotating blade including a T-root. The T-root defines a first engagement surface that is cylindrical, a rotor including a blade groove arranged to receive the rotating blade, the blade groove including a neck portion that defines a second engagement surface and a neck surface that is normal to and intersects the second engagement surface. The second engagement surface is cylindrical, and a relief groove is formed in the neck surface and positioned adjacent the second engagement surface.

Abstract: An inner ring for supporting variable-pitch blades of an axial compressor stator of a turbomachine includes two or more ring sectors, assembled to form the inner ring, each ring sector including plural housings for receiving a pivot axis of one of the blades. At each junction plane between the ends of two successive ring sectors, an assembly pin and a cavity for receiving the assembly pin are engaged. The assembly pin is fixed on one end one of the two successive ring sectors and the cavity is formed at the end of the other of the two successive ring sectors. The cavity receives the assembly pin with a mounting clearance allowing a mounting by sliding fit, and the assembly pin is made of a material having a coefficient of thermal expansion greater than a coefficient of thermal expansion of a material constituting the successive ring sectors.

Abstract: Apparatus, systems, and articles of manufacture are disclosed to dynamically support axial thrust in pumps. Examples disclosed herein include a thrust bearing system including a thrust disc coupled to an impeller shaft; a first thrust pad coupled to a body of the pump, the first thrust pad positioned on a forward side of the thrust disc; a second thrust pad coupled to the body of the pump, the second thrust pad positioned on an aft side of the thrust disc; and a spring-loaded assembly integrated into the first and second thrust pads, the spring-loaded assembly connected to a pump outlet via a first flowline, the first flowline to transmit a working fluid from the pump outlet to the forward side of the thrust disc or the aft side of the thrust disc based on a position of the spring-loaded assembly.

Abstract: An oil jet for lubricating members such as bearings inside a turbine engine, includes a main pipe for supplying oil, at least one secondary oil discharge pipe through which the oil is sprayed onto the member, and a connection area which is for connecting the secondary pipe to the main pipe and which includes a junction angle between the main pipe and the secondary pipe, wherein the connection area includes an inner wall in contact with the oil, the inner wall being at least partially curved at the junction between the secondary pipe and the main pipe such that the junction angle inside the connection area is at least partially rounded.

Abstract: A turbine ring assembly extending around an axis, including a plurality of ring sectors made of ceramic matrix composite material forming a turbine ring and a ring support structure held by a turbine casing, each ring sector including a base from which an upstream tab and a downstream tab extend radially outward, spaced axially from one another, wherein the assembly also includes a cross-member mechanically connected to the ring support and including a first radial flange bearing against the upstream latching tabs of the ring sectors, and, for each ring sector, at least two transverse pins and a radial spring, each transverse pin passing through the upstream latching tab and the downstream latching tab of the ring sector and the ring support to hold the ring sector and the ring support secured to one another.

Abstract: Systems and methods for producing heat and an oxidant for an endothermic chemical production process are disclosed. At least some process heat is recovered from (1) a hot gas including hot gas from a waste air vent of an MTBE production unit and/or (2) a catalyst regeneration process into a combustion gas stream. The combustion gas stream is further used in a steam reformer and/or a cracker for providing an oxidant and at least some heat.

Abstract: A rocker arm assembly can include a latch assembly, a primary arm configured to receive the latch assembly, and a secondary arm configured to receive the latch assembly. The secondary arm includes a secondary arm body and a piston support ring. A pivot slot passes through the primary arm, the secondary arm body, and the piston support ring.

Abstract: A latch assembly and valvetrain therewith can comprise a stationary housing comprising a plunger cavity, a plunger in the plunger cavity, and a controllable upper latch member. The plunger can comprise a control end, a plunger body, a spigot body and a spigot end. The controllable upper latch member can be configured to selectively act on the control end and can be configured to switch between locking the plunger from moving along a first axis and unlocking the plunger to slide in the plunger cavity along the first axis. A slidable transverse latch member or rotatable upper castellation body can act as the controllable upper latch member. While a valve bridge and rocker arm can be movable, the housing for the latch assembly can be stationary.

Abstract: Disclosed is a method for reducing friction in a radial drilling application. The method involves coating the interior of a deflector shoe with a lubricant. Lubrication of the deflector show can be accomplished by applying a wet lubricant to the interior of the deflector shoe or spraying a dry lubricant on the interior of the deflector shoe. The method can further include coating a hose and/or a jet nozzle, passing the hose and/or jet nozzle through the coated interior of the deflector shoe. The method can further include coating components of a milling cutter, and passing the components of the milling cutter through the coated interior of the deflector shoe. An apparatus for reducing friction in a radial drilling application is also disclosed.

Abstract: An exhaust gas aftertreatment system includes an exhaust gas conduit a mixer, and a plurality of flow disrupters. The exhaust gas conduit is centered on a conduit center axis and includes an inner surface. The mixer includes a mixer body and an upstream vane plate. The upstream vane plate has a plurality of upstream vanes. At least one of the upstream vanes is coupled to the mixer body. The flow disrupters are disposed downstream of the mixer and circumferentially around the conduit center axis. Each of the flow disrupters is coupled to the exhaust gas conduit or integrally formed with the exhaust gas conduit. Each of the flow disrupters extends inwardly from the inner surface.

Abstract: The invention relates to a method for operating a particulate filter (3) taking the ash loading into consideration, to an arrangement in this respect, to a control unit in this respect, and to a vehicle in this respect, wherein, during the operation of the internal combustion engine (1), fuel and/or lubricants are at least partially converted into ash by the internal combustion engine (1), wherein a first ash value is calculated on the basis of the fuel consumption and/or the lubricant consumption of the internal combustion engine (1), wherein, after regeneration of the particulate filter, the differential pressure across the particulate filter (3) is determined, wherein a second ash value is calculated on the basis of the determined differential pressure, wherein the ash quantity in the particulate filter (3) is determined from the first and the second ash value, and wherein, if the determined ash quantity exceeds a predefined value, a status device is activated.

Abstract: A connector system includes an adaptor with a magnetic target surface, and a nozzle that is configured to be connected to the magnetic target surface of the adaptor by a magnetic coupling. The nozzle has a housing having an inlet end and an outlet end, and a throughgoing channel having an axial extension therebetween. The housing includes one or more magnets that are arranged at the inlet end and configured to direct or indirect engage the magnetic target surface in a condition when the nozzle is connected to the adaptor. Further, the housing includes one or more air vents that are arranged at the outlet end and which have an axial extension being radially displaced in view of the axial extension of the throughgoing channel.

Abstract: A heater for an exhaust system that includes a housing having a connector coupled to the exterior thereof, a first terminal and a second terminal that are each disposed to the interior of the housing and electrically coupled to the connector, a heating element coupled to the first and second terminals, a heating wire coupled to the first and second terminals, and a plurality of heating rods inserted into the heating element to conduct heat from the heating wire throughout the heating element, wherein the connector receives power from an external power supply to supply electrical current to the heating element and the heating wire and wherein at least one of the heating rods supports the heating wire. The combination of elements are configured to heat and disrupt the flow of exhaust gases and aid in removing and/or reducing toxic gases and pollutants from the exhaust system.

Abstract: An exhaust gas pipe includes: a plurality of pipe bodies which are formed in a tubular shape centered on an axis and are arranged in a direction of the axis and through which an exhaust gas led from an engine body flows; a connection portion which connects a pair of the pipe bodies adjacent to each other; and a gasket which is provided between the pipe body and the connection portion, wherein a flange projecting toward an outer peripheral side is provided a an end portion of the pipe body in the direction of the axis, wherein the connection portion includes a main connection body which has a tubular shape centered on the axis and a pressing ring which is provided with a facing surface facing the flange while sandwiching the gasket in a gap between the flange and the facing surface, and wherein the exhaust gas pipe further includes: coupling members which are provided at intervals in a circumferential direction and couple the flange and the pressing ring to each other; and a deformation prevention member that

Abstract: A cooling mechanism 10 includes: a cooling circuit 11; and a compressor cooling path 30 branched from the cooling circuit 11 and joined to the cooling circuit 11 after passing through an inside of a compressor 22. The cooling mechanism 10 includes a flow rate adjustment valve 32 configured to control a flow rate of cooling water flowing inside the compressor 22. The flow rate adjustment valve 32 is configured to make the flow rate of the cooling water flowing inside the compressor 22 when a temperature of intake air at an outlet of the compressor 22 is lower than a temperature of the cooling water lower than the flow rate of the cooling water flowing inside the compressor 22 when the temperature of the intake air at the outlet of the compressor 22 becomes equal to or higher than the temperature of the cooling water.

Abstract: A thermostat device ensures a coolant amount from a bypass passage sufficiently and excellent temperature sensitivity to the coolant temperature. The thermo-operating unit is provided with a control valve for controlling an introduced coolant amount from a first flow inlet via a radiator, corresponding to the temperature of the coolant from a second flow inlet via a bypass passage. Within the housing are provided multiple guides, which are formed extending from the second flow inlet side toward a thermo-element, are arranged intermittently around the thermo-element, and support the thermo-element slidably movable in an axial direction and coolant rectifying protrusions arranged spaced apart from the thermo-element between the guides, wherein a detoured passage for the coolant, directed from the second flow inlet side toward an outflow port, is formed by forming gaps between the guides and the coolant rectifying protrusions.

Abstract: A thermostat device is provided that smoothens the flow of the coolant to keep the pressure loss small and can sufficiently secure the flow rate of the coolant from the radiator side to the engine side. A housing having a first inlet for introducing a coolant cooled by a radiator and a coolant outlet supplied to the internal combustion engine, a thermo-element accommodated in the housing that moves axially depending on the temperature of the coolant, a control valve that controls the amount of coolant introduced from the first inlet as the thermoelement moves in the axial direction, and a slope having an upward slope from the outlet side to the valve seat side inside the exit-side conduit extending from the valve seat in the housing, wherein the control valve is in contact with in the valve-closed state, toward the flow outlet of the coolant, are provided.

Abstract: The thermostat device includes a housing including a first flow inlet that receives a coolant from a radiator, a second flow inlet that receives a coolant through a bypass passage, and a flow outlet of coolant in which each coolant is mixed; a thermo-element that is accommodated in the housing and moves in an axial direction depending on a temperature of the coolant from the second flow inlet; a control valve that controls amount of the coolant introduced from the first flow inlet as the thermo-element moves; a valve seat that is formed at a tip portion of an annular protrusion formed to protrude in a moving axis direction of the thermo-element in the housing and with which the control valve is in contact in a valve-closed state; and an annular groove formed by an annular gap provided outside of the valve seat and continuous in a circumferential direction.

Abstract: A cooling system for a vehicle including an air duct having an inlet funnel configured to connect to a vehicle grill, a heat-exchanger seat defining an outlet window, and an upper panel extending from the inlet funnel over top of the outlet window. The upper panel defines an intake. At least one heat exchanger is received on the heat-exchanger seat. A cooling fan assembly is disposed under the at least one heat exchanger and includes a shroud and a fan.

Abstract: A vehicle includes a component coated with a pollutant reduction catalyst configured to remove pollutants from a flow of air over the component, a catalyst temperature sensor coupled to the component, a general temperature sensor, a vehicle speed sensor, and an active grille shutter (AGS) system having a plurality of movable grille shutters. A controller is configured to determine an efficiency of the pollutant reduction catalyst based on signals from the catalyst temperature sensor, the general temperature sensor, the vehicle speed sensor, and the AGS system.

Abstract: An ignition system for a vehicle internal combustion engine (12) has a capsule defining a pre-chamber (136), an ignition fuel supply system (500) configured to inject an ignition fuel to the pre-chamber to create an ignition fuel-air mix in the pre-chamber, an ignition surface (137) within the pre-chamber, the ignition surface being defined by an interior surface of the capsule and configured to be contacted by the ignition fuel in the pre-chamber to thereby ignite the ignition fuel by hot surface ignition, and at least one jet nozzle (152). The ignition fuel is characterised by having a carbon content by mass less than 65%, a hot surface ignition temperature less than 500 deg C., and a volumetric energy density (LHV) greater than 18 MJ/L. The at least one jet nozzle is configured such that ignition of the ignition fuel by contact with the ignition surface causes at least one of hot gases, partially combusted fuel and flames to leave the pre-chamber through the at least one jet nozzle.

Abstract: A controller may identify a plurality of sets of potential parameters associated with operation of an engine, wherein each set of potential parameters includes a potential setting of a turbine of a variable geometry turbocharger (VGT) of the engine and a potential setting of an intake throttle valve (ITV) of the engine. The controller may determine, based on the plurality of sets of potential parameters, a plurality of sets of predicted values, wherein each set of predicted values includes a predicted outlet pressure of a compressor of the VGT and a predicted temperature of an exhaust gas of the engine. The controller may determine respective scores of the plurality of sets of predicted values, and may select, based on the respective scores, a particular set of predicted values of the plurality of sets of predicted values. The controller may thereby control the turbine of the VGT and the ITV.

Abstract: Safety of vehicles employing an electrolysis generator is improved by a rollover abatement system.

Abstract: A counter-rotating turbine for a turbine engine comprising an inner rotor having an inner drum to which is attached a plurality of inner impellers rotatably supported by a first shaft, an outer rotor comprising an outer drum to which is fastened a plurality of outer impellers rotatably supported by a second shaft coaxial with the first shaft, the outer rotor comprising a downstream impeller having a plurality of downstream moving blades extending between an outer shroud and an inner shroud, one upstream end of the outer shroud being attached downstream of said outer drum, the inner shroud being attached to the second shaft, at least one of the inner shroud and of the outer shroud comprising at least one flexible transition part configured to allow elastic deformation of said shroud in the radial direction.

Abstract: This gas turbine plant is provided with a gas turbine and a fuel supply facility. The fuel supply facility is provided with: a liquid ammonia line; a warm water line through which warm water can flow; a vaporizer which can perform the heat exchange between the warm water coming from the warm water line and liquid ammonia coming from the liquid ammonia line to heat and vaporize the liquid ammonia; a heat exchanger which can perform the heat exchange between the warm water in the warm water line and a medium; a heat exchange amount controller which can control the amount of heat exchange between the warm water and the medium to control the temperature of the warm water flowing into the vaporizer; and a gaseous ammonia line which can introduce gaseous ammonia that is ammonia vaporized by the vaporizer into the gas turbine.

Abstract: Thermal battery systems for management (e.g., load management) of electrical power sources, and related methods, are generally described. Thermal battery systems in certain embodiments have an electric heater, a thermal storage system, a heat exchange system and an electricity generator. The electric heater is configured to be connected in electrical communication with an electric power source, such as an electric power grid and to heat the thermal storage system. The electric heater may be a separate unit from the thermal storage system and heat the thermal storage system indirectly by heating a first fluid that is circulated through the thermal storage system during charging, or the electric heater may be integrated directly into the thermal storage system to heat it directly.

Abstract: A propeller shaft assembly for an aircraft engine includes a shaft having a bore extending through the shaft at a front end thereof, the front end of the shaft having an outer surface facing radially outwardly from the shaft and an inner surface spaced apart from the outer surface and facing radially inwardly to the bore. The shaft has a front flange extending radially outwardly on the outer surface, the front flange having a base merging with the outer surface of the shaft. A sleeve is coupled to the shaft within the bore by an interference fit between the sleeve and the shaft, at least part of the sleeve axially aligned with the front flange. The sleeve axially extends from a front to a rear sleeve end, the rear sleeve end axially offset from the engine side surface of the front flange at the base of the front flange.

Abstract: A gas turbine engine includes a fan located at a forward portion of the gas turbine engine, a compressor section and a turbine section arranged in serial flow order. The compressor section and the turbine section together define a core airflow path. A rotary member is rotatable with at least a portion of the compressor section and with at least a portion of the turbine section. An outlet guide vane assembly includes multiple outlet guide vanes located in an exhaust airflow path downstream of the turbine section. The multiple outlet guide vanes being spaced-apart circumferentially from each other over an angular range of about 360 degrees, and each multiple outlet guide vane defining a radial extent. At least one of the multiple outlet guide vanes includes a cold fluid passageway and another of the multiple guide vanes includes a heated fluid passageway.

Abstract: An assembly is provided for a turbine engine with a flowpath. This assembly includes a fuel source and an engine component. The engine component forms a peripheral boundary of the flowpath. The engine component includes a component internal passage. The engine component is configured to receive fuel from the fuel source. The engine component is configured to crack at least some of the fuel within the component internal passage thereby cooling the engine component and providing at least partially cracked fuel. The assembly is configured to direct the at least partially cracked fuel into the flowpath for combustion.

Abstract: An aircraft engine is provided. The aircraft engine includes a compressor section having a compressor. A turbine section is downstream of the compressor section. The turbine section includes a turbine having turbine blades arranged in counter rotating stages. The aircraft engine further includes one or more fluid supply lines and a fuel cell assembly fluidly coupled to the one or more fluid supply lines for receiving one or more input fluids. The fuel cell assembly is in fluid communication with the turbine section to provide one or more output products to the turbine section. The aircraft engine further includes a heat exchanger in fluid communication with the turbine downstream of the counter rotating stages of turbine blades to receive exhaust gases from the turbine. The heat exchanger is thermally coupled to the one or more fluid supply lines of the fuel cell assembly.

Abstract: There is disclosed a gas turbine engine comprising: an electrically-powered motor configured to rotate a driven spool of the gas turbine engine; a primary controller configured to conduct a primary function using the motor; and a bow controller configured to selectively control the motor to perform a rotor bow mitigation operation in which the motor drives the driven spool to rotate to mitigate a non-uniform thermal distribution in a rotor of a spool of the gas turbine engine.

Abstract: A method monitors a bleed air supply system of an aircraft, the bleed air supply system having at least two analog sensors for monitoring a state of the bleed air supply system based on sensor data. The method includes: determining at least one characteristic map point cloud from simultaneously acquired sensor data from two respective analog sensors, of the at least two analog sensors, relating to the state of the bleed air supply system over a predefined minimum period of time; comparing the characteristic map point cloud with a corresponding predefined characteristic curve for a relationship between the simultaneously acquired sensor data that is represented by the characteristic map point cloud; and based upon a deviation of the characteristic map point cloud from the predefined characteristic curve beyond a predefined amount being detected: outputting a warning.

Abstract: A method of controlling a fuel supply device of at least one aircraft propulsion system. The method includes a step of determining the state of the fuel flowrate control system following a change of state that has moved it away from an initial state, a step of modifying the pressure of the fuel as a function of the state of the fuel flowrate control system that has been determined, and a step of changing the state of the fuel flowrate control system to return it to or toward the initial state.

Abstract: Methods and systems for supply of fuel for a turbine-driven fracturing pump system used in hydraulic fracturing may be configured to identify when the supply pressure of primary fuel to a plurality of gas turbine engines of a plurality of hydraulic fracturing units falls below a set point, identify a gas turbine engine of the fleet of hydraulic fracturing units operating on primary fuel with highest amount of secondary fuel available, and to selectively transfer the gas turbine engine operating on primary fuel with the highest amount of secondary fuel from primary fuel operation to secondary fuel operation. Some methods and systems may be configured to transfer all gas turbine engines to secondary fuel operation and individually and/or sequentially restore operation to primary fuel operation and/or to manage primary fuel operation and/or secondary fuel operation for portions of the plurality of gas turbine engines.

Abstract: A gas turbine system and control method for the gas turbine system that includes a gas turbine having a compressor for producing compressed air, a combustor for burning fuel with the compressed air, a turbine driven by a combustion gas generated by burning the fuel in the combustor, and an inlet guide vane for adjusting an intake air amount of the compressor; an inlet guide vane control device for controlling an opening degree of the inlet guide vane; and a motor generator drivable by the turbine and capable of providing rotational power to the gas turbine by electric power supplied from outside the gas turbine. The inlet guide vane control device controls the opening degree of the inlet guide vane to be an opening degree greater than a minimum opening degree which is a minimum value of the opening degree of the inlet guide vane in a normal operation mode.

Abstract: An internal combustion engine kart implementing an accelerator cable connecting an accelerator pedal and an operating lever rotating an air inlet flap controlling the amount of air entering the engine, and a controller receiving at least one control signal emitted by a remote transmitter. The kart includes a movable stop acting on the operating lever so as to change its range of movement and consequently a level of maximum opening of the air inlet flap. The movement of the movable stop depends on the control signal.

Abstract: An internal combustion engine control device includes: a temperature acquisition unit configured to acquire the temperature of an internal combustion engine at the time when it is requested to start the internal combustion engine; a motoring execution unit configured to execute motoring of the internal combustion engine using the motor when it is requested to start the internal combustion engine; and an in-cylinder pressure control unit configured to control the in-cylinder pressure of the internal combustion engine during the motoring based on the temperature of the internal combustion engine. The in-cylinder pressure control unit is configured to execute in-cylinder pressure increase control, in which the in-cylinder pressure is increased when the temperature of the internal combustion engine is equal to or less than a predetermined threshold temperature compared to when the temperature of the internal combustion engine is higher than the threshold temperature, since the motoring is started.

Abstract: A vehicle system and method of controlling a vehicle engine are provided. The method includes determining a speed of an engine in the vehicle system including a hydraulic system and a vehicle propulsion system operatively coupled to the engine. The method includes determining that the engine speed is decreasing and an actual engine speed is less than a target engine speed, and determining a current gear setting and one or more operating parameters of the hydraulic system in response to determining that the engine speed is decreasing and the actual engine speed is less than the target engine speed. The method, in response to the current gear setting being engaged and the one or more operating parameters being greater than a predetermined threshold value, includes controlling the engine speed to be higher than the target engine speed.

Abstract: A method of estimating in-cylinder pressure includes receiving a vibration signal from a vibration sensor mounted proximate a compression ignition (CI) engine, receiving angular position information for the CI engine, and determining in-cylinder pressure based on the angular position information and on a combustion component of the vibration signal.

Abstract: A method of heating catalyst through system cooperation implemented by a vehicle may enable the start of an engine of a part load among engine operation modes to heat a catalyst even in a cold quick acceleration situation with a lock-up CH control by locking up an engine clutch through system cooperation implemented by mutually exchanging information between controllers of an engine management system (EMS) and a hybrid control unit (HCU) by applying a lock-up CH control logic which retards a lock-up CH ignition angle compared to an idle CH control logic of the conventional method, thereby improving the regulation responsiveness, fuel efficiency, and merchantability relatively compared to the idle CH even while having the advantages of the idle CH in which quick lambda feedback control for an engine is possible.

Abstract: A method of controlling a solenoid controlled fuel injector including a solenoid controlled actuator adapted to control a needle valve comprises the steps of: a) providing a reference curve/signal; b) activating the injector by sending an activation pulse to the solenoid, and measuring the voltage signal to provide a solenoid voltage signal, determining a difference signal, Delta_signal; d) differentiating the signal of step c) to provide a first differential signal; e) from step d) providing a signal of values; f) differentiating the plot/single of step d) to provide a second derivative of the Delta_signal; g) multiplying the values of plots/signals from step f), step e) and c) to provide a further plot; h) determining the valve closing time; i) subsequently controlling the fuel injector based on the result of step h).

Abstract: Method and system for detecting a high friction within a flow control device of a fuel system are disclosed. For example, the method includes receiving a service test sequence to execute a service test, performing, in response to receiving the service test sequence, the service test to generate test data, the service test including a first test cycle with a first dither level and a second test cycle with a second dither level, wherein the second dither level is different from the first dither level. The method further includes determining whether a performance difference between the first test cycle and the second test cycle exceeds a predetermined threshold based on the test data and detecting, in response to determining that the performance difference exceeds the predetermined threshold, a presence of high friction within the flow control device.

Abstract: A method for managing an engine for which segment tasks are initiated at a moment referred to as “segment”, in order to determine setpoint values which must be available before a predetermined angular time, having the following steps: a) executing a segment task; b) determining the difference between the angular starting time for application of the setpoints and the position corresponding to the availability of the setpoint values; c) comparing the difference determined in step b) with a lower difference value and a greater difference value; and d) modifying the segment if the difference determined in step b) is not between the lower and greater difference values, the position of the segment being advanced if the difference determined in b) is less than the lower difference value and the position of the segment being delayed if the difference determined in b) is greater than the greater difference value.