Abstract: A blade for a turbine includes an airfoil extending between a platform end and a tip and between a leading edge and a trailing edge. A squealer tip wall protrudes from a tip surface of the tip and defines a tip cavity. At least one separator wall protrudes from the tip surface and divides the tip cavity into at least a first tip cavity lying on a first side of the separator wall facing the pressure side, and a second tip cavity lying on a second side of the separator wall facing the suction side. A first exit opening is formed in the squealer tip wall in the area of the trailing edge, wherein the first exit opening defines a fluid passage between the first tip cavity and the pressure side. A second exit opening is formed in the squealer tip wall in the area of the trailing edge, wherein the second exit opening defines a fluid passage between the second tip cavity and the suction side.

Abstract: The present disclosure relates to a blade and a gas turbine, and a blade may include: a body part; an injection hole comprising a communication part connected to an internal flow passage formed inside the body part; and an extension connecting the communication part and a surface of the blade to each other and having a width gradually increasing from the communication part the surface of the blade and configured to inject a cooling fluid to the surface of the blade; and an injection guide means disposed in the extension and configured to uniformly inject the cooling fluid in an expanding manner so as to form a cooling film on the surface of the blade. According to the present disclosure, it is possible to form the cooling film wider on the surface of the blade, by preventing a problem of a separation that occurs during when the cooling fluid flows through materialization of the uniform injection of the cooling fluid to the surface of the blade.

Abstract: A method for manufacturing a blade of a fan for an aircraft turbomachine extending around a longitudinal axis, the blade including an aerofoil made of a composite material having a leading edge and a trailing edge connected by a pressure side and a suction side, the aerofoil extending between a base and a free end, the method including each of the following steps: —pairing and bonding a metal shield to the leading edge, —obtaining a first measurement of a radial moment weight of the blade before or after the metal shield has been bonded to the leading edge and determining a machining kerf, —machining the free end and/or the trailing edge along the machining kerf so as to adjust the mass and radial moment weight of the blade, —obtaining a second measurement of the radial moment weight of the blade.

Abstract: The invention relates to an assembly for a turbine engine blade, the assembly comprising a fastener defining a well for receiving a blade root, and a clamping device for clamping the blade root against the fastener when the blade root is received in the well, wherein the clamping device comprises: at least one clamping member suitable for bearing simultaneously on the blade root and on the fastener in the well so as to exert a clamping force on the blade root, the clamping member defining a threaded hole, and a resilient layer arranged to bear in the well on the blade root, a rod comprising a thread engaging with the threaded hole so that a rotation of the rod with respect to the clamping member causes a variation in the clamping force exerted by the clamping member on the root.

Abstract: The invention relates to an assembly for a gas turbine engine which has a rotor disc, rotor blades and an annular blade retention plate, which adjoins the axially front side or the axially rear side of the rotor disc. The blade retention plate includes a radially outer region, which fixes the rotor blades axially, and a radially inner region, which is fixed axially by means of a securing ring in a recess on the axially front side or on the axially rear side of the rotor disc. Provision is made for the radially inner region of the blade retention plate to bear on the securing ring under axial preload. The invention relates further to a method for fastening a blade retention plate to a rotor disc of a gas turbine engine.

Abstract: Gas turbine engines include a compressor section having an impeller configured to compress a core flow. A combustor section having a combustor is arranged downstream from the compressor section along a path of the core flow. A turbine section is arranged downstream from the combustor section along the path of the core flow, with the turbine section having a plurality of first vanes arranged at an outlet of the combustor and at least one first vane of the plurality of first vanes includes an internal vane path. The path of the core flow, in a flow direction, passes through the impeller of the compressor section, the internal vane path internal to the first vane, the combustor, and then between external surfaces of the plurality of first vanes to enter the turbine section.

Abstract: A turbine nozzle assembly for use in a turbine engine is provided. The assembly includes an inner barrel and a turbine nozzle support ring. The inner barrel has a forward end and an aft end. The turbine nozzle support ring includes an annular body that defines a forward end, an opposite aft end, an inner surface, and an opposite outer portion. The forward end of the annular body is coupled to the aft end of the inner barrel. The annular body includes a first arcuate segment and a second arcuate segment removably coupled to the first arcuate segment. The first arcuate segment has a first arcuate length and the second arcuate segment has a second arcuate length. The second arcuate length is shorter than the first arcuate length.

Abstract: A gas turbine engine includes a core engine that includes a core flow path that connects a compressor section, combustor section and a turbine section. The gas turbine engine further includes a bottoming cycle system that includes a supercritical CO2 (sCO2) working fluid flow. A first recuperator is disposed in the core flow path downstream of the turbine section, the first recuperator is configured to transfer thermal energy from a core flow aft of the turbine section to the sCO2 working fluid flow. A second recuperator is disposed in the compressor section, the second recuperator is configured to transfer thermal energy from the sCO2 working fluid flow to a location forward of the combustor section.

Abstract: The invention relates to a method for increasing the efficiency of a turbomachine, wherein a fluid guided through the turbomachine transfers kinetic energy to the turbomachine. The object of the invention is to increase the efficiency of a turbomachine. This object is achieved in that the fluid or at least one fluid component of the fluid is compressible, and that the flow velocity of the fluid reduced in the turbomachine (1) during the transfer of kinetic energy is increased directly downstream of the turbomachine (1) by a force FB generated by means of a force field and acting in the direction of flow, by converting potential energy of the fluid into kinetic energy of the fluid to such an extent that the pressure of the fluid, which is reduced in the turbomachine (1), is thereby increased again to at least 0.1 times the pressure of the fluid upstream of the turbomachine (1).

Abstract: A plant for energy storage, comprises: a basin (2) for a work fluid having a critical temperature (Tc) lower than 0°; a tank (3) configured to store the work fluid in at least partly liquid or super-critical phase with a storage temperature (Ts) close to the critical temperature (Tc); an expander (4); a compressor (5); an operating/drive machine (6) operatively connected to the expander (4) and to the compressor (5); a thermal store (8) operatively interposed between the compressor (5) and the tank (3) and between the tank (3) and the expander (4). The plant (1) is configured for actuating a Cyclic Thermodynamic Transformation (TTC) with the work fluid, first in a storage configuration and then in a discharge configuration. The thermal store (8), in the storage configuration, is configured for absorbing sensible heat and subsequently latent heat from the work fluid and, in the discharge configuration, it is configured for transferring latent heat and subsequently sensible heat to the work fluid.

Abstract: An energy storage system (TES) converts variable renewable electricity (VRE) to continuous heat at over 1000° C. Intermittent electrical energy heats a solid medium. Heat from the solid medium is delivered continuously on demand. Heat delivery via flowing gas establishes a thermocline which maintains high outlet temperature throughout discharge. The delivered heat which may be used for processes including power generation and cogeneration. In one application, the energy storage system provides higher-temperature heat to a steam cracking furnace system for converting a hydrocarbon feedstock into cracked gas, thereby increasing the efficiency of the temperature control.

Abstract: An energy storage system (TES) converts variable renewable electricity (VRE) to continuous heat at over 1000° C. Intermittent electrical energy heats a solid medium. Heat from the solid medium is delivered continuously on demand. Heat delivery via flowing gas establishes a thermocline which maintains high outlet temperature throughout discharge. The delivered heat which may be used for processes including power generation and cogeneration. In one application, the energy storage system provides higher-temperature heat to a steam cracking furnace system for converting a hydrocarbon feedstock into cracked gas, thereby increasing the efficiency of the temperature control.

Abstract: The present invention relates to a sliding-cam camshaft assembly for an internal combustion engine, comprising at least a first sliding-cam camshaft with a longitudinal axis and a second sliding-cam camshaft with a longitudinal axis. The first sliding-cam camshaft comprises a support shaft and at least one sliding cam. The sliding-cam comprises a first cam and at least one second cam, and a shift gate. The second sliding-cam camshaft comprises a support shaft and at least one sliding cam. The sliding cam comprises a first cam and at least one second cam, and a shift gate. The first sliding-cam camshaft and the second sliding-cam camshaft are arranged parallel to one another. A transmission means for transmitting the switching state of the sliding-cam of the first sliding-cam camshaft to the sliding-cam of the second sliding-cam camshaft is arranged between the first sliding-cam camshaft and the second sliding-cam camshaft.

Abstract: A switchable rocker arm (1, 2, 3, 4) can comprise a main body (10, 11) configured to rotate around a rocker shaft. The main body can comprise a valve end (102), and a cam end (103) comprising a piston bore (135, 136). A second body (21, 22, 23, 24) can comprise a pivot portion (2140, 2240, 2340, 2440), a cam-receiving transfer portion (2130, 2230, 2330, 2430), and a latch bore (2132) through the transfer portion. A latch assembly (60) can be mounted in the latch bore. A piston assembly (50) can be mounted in the piston bore.

Abstract: A valve train for an internal combustion engine includes an outlet valve, an engine brake rocker shaft that is pivotable around a pivot axis, where the outlet valve is operable by pivoting the engine brake rocker shaft during an engine braking operation of the internal combustion engine, a camshaft which has a cam via which the engine brake rocker shaft is pivotable around the pivot axis, and a spring element via which the engine brake rocker shaft is tensioned against the camshaft. The spring element is a leaf spring.

Abstract: An engine end cover integrated oil pump assembly comprises an engine end cover, an oil pump, a crankshaft driving gear and a crankshaft driving gear retaining structure. The oil pump comprises a pump body, an oil pump shaft and an oil pump driving gear, wherein the pump body is integrated with the engine end cover, and the oil pump driving gear is connected to the oil pump shaft. The crankshaft driving gear is rotatably arranged on the engine end cover and externally meshes with the oil pump driving gear.

Abstract: A device and method for correcting emissions can include a first sensor that measures a sample of air not containing an exhaust gas, and a second sensor, wherein the exhaust gas enters a settling chamber and a relative humidity of the exhaust gas is measured by the second sensor. A microcomputer can calculate a mass of water vapor in the sample of air measured by the first sensor and in the exhaust gas measured by the second sensor and can determine a dilution factor of the measured exhaust gas. The dilution factor can be used for correcting emissions based on the measurements of the exhaust gas made by the first sensor and the second sensor. The first and second sensors can comprise one or more of, for example, a relative humidity sensor, a dew point sensor, a trace water vapor sensor and/or other types of sensors.

Abstract: Provided is an exhaust gas purification system that allows suppressing the emission of carbon monoxide (CO). An exhaust gas purification system includes a three-way catalyst and a particulate filter and a control device. The three-way catalyst and the particulate filter are arranged respectively on an upstream side and a downstream side of an exhaust channel connected to an internal combustion engine. The control device controls the internal combustion engine so as to execute fuel cut during a deceleration operation of the internal combustion engine. The particulate filter includes a honeycomb substrate and an outflow cell side catalyst layer. The honeycomb substrate includes a porous partition wall defining a plurality of cells extending from an inflow side end surface to an outflow side end surface. The plurality of cells include an inflow cell and an outflow cell adjacent across the partition wall. The inflow cell has an open inflow side end and a sealed outflow side end.

Abstract: The disclosure relates to an exhaust gas sub-system for an internal combustion engine, having a catalytic converter with an inlet section for introducing an exhaust gas flow into the outer housing and having a feed line for secondary gas, the feed line having an inflow element at the end, which opens at the inlet section, the outer housing has an inlet opening for exhaust gas, an external heating element for heating the secondary gas and for generating hot gas being provided in the feed line upstream of the inflow element, at least one inflow opening in the outer housing being assigned to the inflow element, via which hot gas can be fed into the inlet section.

Abstract: The disclosure relates to an exhaust gas aftertreatment system with a turbine arranged in the exhaust gas line and with a main catalytic converter arranged downstream from the turbine, wherein the exhaust gas line has a bypass line and a bypass connector, wherein the bypass line opens downstream from the turbine, wherein a main particle filter and, in the bypass line, a catalytic converter are provided, wherein the bypass valve a1) is formed as a three-way valve is and forms the bypass connector a2) the bypass valve is formed as a three-way valve and is provided at the opening b1) is positioned in the bypass line, wherein an exhaust gas flap is provided upstream from the opening in the exhaust gas line b2) the exhaust gas line is formed without exhaust gas flaps downstream from the bypass connector and upstream from the opening, and the catalytic converter has a three-way coating or the respective main catalytic converter has a DOC coating.

Abstract: Disclosed herein are emission treatment systems comprising an oxidation catalyst composition in fluid communication with an exhaust gas stream emitted from an engine that combusts both hydrocarbon fuel and hydrogen; and optionally, at least one selective catalytic reduction (SCR) composition and/or at least one three-way conversion (TWC) catalyst composition, combustion systems comprising the same, and method of treating an exhaust gas stream, such as, e.g., an exhaust gas produced by combusting hydrogen fuel during a cold-start period, using the same.

Abstract: A method of aftertreatment regeneration includes routing exhaust gases from a diesel engine through an exhaust system and initiating a nitrogen dioxide based aftertreatment regeneration of a diesel particulate filter (DPF) by at least partially de-activating a first DEF injector and an upstream selective catalyst reducer (SCR), increasing levels of Nitric Oxide within exhaust gas from the engine, establishing and maintaining an target exhaust gas temperature at an inlet of the DPF by actively controlling combustion characteristics of the engine, converting, with a diesel oxidation catalyst, (DOC) NO within the exhaust gas entering the DOC to NO2, and converting solid carbon-based particulate matter that has accumulated within the DPF to gaseous carbon dioxide (CO2) and NO by using NO2 as an oxidant.

Abstract: A system and method for treating turbine exhaust gas for improved operational flexibility includes a turbine exhaust gas discharge structure, a catalytic turbine exhaust gas treatment device positioned at least partially within the turbine exhaust gas discharge structure, a pump, and at least two heat exchangers. A first heat exchanger is positioned at least partially within the turbine exhaust gas discharge structure to remove heat from turbine exhaust gas by transferring heat to a working fluid. A second heat exchanger removes heat from the working fluid gained at the first heat exchanger. The pump drives the working fluid between the first and second heat exchanger. In a further embodiment, the catalytic turbine exhaust gas treatment device is replaced by a heat recovery steam generator.

Abstract: The present disclosure provides for a system for converting motor vehicle waste heat into useful energy. The system provides a motor vehicle having a vehicle electrical system, a heat source, and at least one passive electromotive force (EMF) generator. The heat source has an exhaust stream and the at least one passive EMF generator generates an EMF when the passive EMF generator is operably and fluidly coupled to the exhaust stream. At least a portion of the EMF is operatively and electrically coupled to an input of the vehicle electrical system of the motor vehicle.

Abstract: The application relates to cylinder head water jacket design. A water jacket for a cylinder head of an engine system includes a water jacket lower portion including a plurality of water jacket lower portion coolant inlets and a plurality of water jacket lower portion coolant paths. The water jacket lower portion is in coolant receiving communication with the water jacket lower portion coolant inlets. The water jacket further includes a water jacket upper portion connected to and in coolant receiving communication with the water jacket lower portion. The water jacket upper portion includes a first coolant rail, a second coolant rail, and a water jacket upper portion coolant outlet. A first one of the plurality of water jacket lower portion coolant paths surrounds at least a portion of an exhaust port of the cylinder head. A second one of the plurality of water jacket lower portion coolant paths is positioned between two intake ports of the cylinder head.

Abstract: A water management system for a hydrogen engine is capable of reducing a capacity of a water tank for storing cooling water injected into the hydrogen engine and is capable of not requiring separate replenishment of water for the water tank. The water management system includes: a water tank module, which stores water for cooling the hydrogen engine; a water pump provided at the water tank module and configured to supply the water stored in the water tank module to the hydrogen engine; and an exhaust line provided between the hydrogen engine and the water tank module and configured to supply an exhaust gas, which contains water vapor discharged from the hydrogen engine, to the water tank module.

Abstract: Provided is a cooling module including a reservoir tank in which cooling water is stored, a screw pump coupled to the reservoir tank and having a cooling water inlet communicating with the reservoir tank to pump cooling water, and a direction control valve coupled to the reservoir tank, having an outlet port communicating with the reservoir tank, and having a plurality of inlet ports to change a direction of flow of cooling water according to an operation, so that efficiency corresponding to the use of a plurality of centrifugal pumps of the related art may be achieved by using a single screw pump, thereby reducing the number of parts and simplifying a package, while simplifying the configuration.

Abstract: A pre-chamber ignition system for a spark-ignited reciprocating piston internal combustion engine includes a housing where the housing is installable in a cylinder head of the spark-ignited reciprocating piston internal combustion engine and where the housing has a cavity. An ignition device is disposed in the housing and the ignition device projects into the cavity of the housing. A cover covers the cavity with respect to a combustion chamber of the spark-ignited reciprocating piston internal combustion engine and the cavity and the combustion chamber are connectable together in a gas-guiding manner by an aperture in the cover. The housing consists of a material having a thermal conductivity of more than 170 W/(m*K) and the cover consists of a material having a thermal conductivity of less than 170 W/(m*K).

Abstract: An engine includes: two cylinder rows so placed as to be aligned side by side; a turbocharger; and an intercooler shared by the two cylinder rows, and connected to the turbocharger. The intercooler has: a cool liquid flow path through which a cool liquid flows, and an intake air flow path through which intake air from the turbocharger flows. The cool liquid flow path has an inlet and outlet of the cool liquid on one side in a first direction along the flow of the cool liquid. The intake air flow path has an inlet of the intake air on one side in a second direction along the flow of the intake air, and an outlet of the intake air on another side.

Abstract: The present invention discloses a system for providing mobile power, in which the required equipment for the power supply system at fracturing fields as well as connection cables and connection hoses are integrated properly, assigned onto three transport vehicles for movement and effectively connected. Intake components and a turbine generation system are combined on a first transport vehicle and installed together, then transported to customer sites directly, thus saving the installation time at the user sites. The two different designs on the locations of an exhaust stack and an exhaust silencer not only meet the requirements of road transportation, but also meet the requirements of exhaust gas emission during operations.

Abstract: Accessory transmission for an engine of a motor vehicle has a first pulley adapted to be connected to a crankshaft of the engine, a second pulley adapted to be connected to a shaft of an electric machine through a one-way clutch, and a belt connecting the first and the second pulley to one another in order to rotate in one and the same rotation direction (R). The one-way clutch is configured so as to couple the second pulley to the shaft of the electric machine when the electric machine drives the second pulley in the rotation direction, and to decouple the second pulley from the shaft of the electric machine when the second pulley tends to overrun the electric machine in the rotation direction.

Abstract: An internal combustion engine, including a pair of opposed pistons, a pair of opposed cylinders, and an output shaft, wherein each of the pistons is arranged for reciprocating motion within a respective one of the cylinders, driven by combustion, and the pistons are coupled to the output shaft by a coupling such that said reciprocating motion of the pistons drives rotation of the output shaft, wherein the coupling includes a unitary connecting rod coupled to the opposed pistons, the connecting rod having side guides for guiding a slider bearing located for reciprocating movement relative to the connecting rod, and the coupling further includes a crankshaft rotatably mounted within the slider bearing, the crankshaft having at least one guide shoulder for supporting axial location relative to the slider bearing.

Abstract: Methods and systems for operating an aircraft engine. A health parameter for the aircraft engine is monitored by a health evaluation device, the health parameter received from a first instrument. the health parameter is compared, by the health evaluation device, to a predetermined threshold. When the health parameter reaches the predetermined threshold, the health evaluation device wirelessly transmits a fault signal to a controller associated with the aircraft engine to elicit a health response from the controller, the fault signal containing at least two mutually-exclusive fault codes associated with an operating condition of the aircraft engine monitored by a second instrument.

Abstract: A turbomachinery plant comprises a mechanical hybrid gas turbine and a cooling system for the mechanical hybrid gas turbine conceived to increase/decrease a flow rate of a refrigerant fluid cooled by a chiller so as to an amount of air in an air filter chamber of a gas turbine module reaches a temperature corresponding to a predetermined temperature value associated to a predetermined power value of a gas turbine in a first degradation curve or an amount of air in an electrical reversible machine of a variable frequency drive electric unit reaches a temperature value corresponding to a predetermined temperature value associated to a predetermined power value of the electrical reversible machine in a second degradation curve, depending on a power demand. Also disclosed is a method for cooling an amount of air in a gas turbine module and in a variable frequency drive electric unit.

Abstract: A heat exchanger for providing thermal energy transfer between a first flow along a first flowpath and a second flow along a second flowpath has a plate bank having a plurality of plates, each plate having: a first face and a second face opposite the first face; a leading edge along the second flowpath and a trailing edge along the second flowpath; a proximal edge having at least one inlet port along the first flowpath and at least one outlet port along the first flowpath; and at least one passageway along the first flowpath. An inlet manifold has at least one inlet port and at least one outlet port. An outlet manifold has at least one outlet port and at least one inlet port. The first flowpath passes from the at least one inlet port of the inlet manifold, through the at least one passageway of each of the plurality of plates, and through the at least one outlet port of the outlet manifold.

Abstract: When the output power of a gas turbine is going to be reduced and when the relationship between the target output power and the rotational frequency of the gas turbine satisfies predetermined conditions, a control device of a power unit system reduces the output power of the gas turbine to the target output power and thereafter reduces the rotational frequency of the gas turbine to the target rotational frequency, whereas when the relationship between the target output power and the rotational frequency of the gas turbine does not satisfy the predetermined conditions, the control device reduces the rotational frequency of the gas turbine to the target rotational frequency and thereafter reduces the output power of the gas turbine to the target output power.

Abstract: A fluid delivery system can include a main pump disposed in a primary fluid line configured to receive a low pressure fluid on a low pressure side and output a high pressure fluid on a high pressure side to provide flow from the fluid source to a fluid destination via the primary fluid line. An interconnected valve system can be disposed in the primary fluid line configured to control flow through the primary fluid line.

Abstract: A gas turbine engine includes an engine case along an engine axis, a conformal accessory drive gearbox housing mounted to the engine case, and at least one accessory mounted to the conformal housing.

Abstract: A turbomachine engine includes a fan section having a fan shaft, and a core engine having one or more compressor sections, one or more turbine sections that includes a power turbine, and a combustion chamber in flow communication with the compressor sections and turbine sections. The turbomachine engine includes a low-speed shaft coupled to the power turbine and having a midshaft that extends from a forward bearing to an aft bearing. The low-speed shaft is characterized by a midshaft rating (MSR) between two hundred (ft/sec)1/2 and three hundred (ft/sec)1/2. The low-speed shaft has a redline speed between fifty and two hundred fifty feet per second (ft/sec). The turbomachine engine includes a gearbox assembly that couples the fan shaft to the low-speed shaft and characterized by a gearbox assembly mode less than 95% of a midshaft mode of the midshaft or greater than 105% of the midshaft mode.

Abstract: A turbomachinery engine includes a fan assembly, a low-pressure turbine, and a gearbox. The fan assembly includes a plurality of fan blades. The low-pressure turbine includes 3-5 rotating stages. The low-pressure turbine includes an area ratio equal to the annular exit area of an aft-most rotating stage of the low-pressure turbine divided by the annular exit area of a forward-most rotating stage of the low-pressure turbine. In some instances, the area ratio is within a range of 3.1-5.1.

Abstract: A hybrid electric propulsion system includes a gas turbine engine having at least one compressor section and at least one turbine section operably coupled to a shaft. The hybrid electric propulsion system includes an electric motor configured to augment rotational power of the shaft of the gas turbine engine. A controller is operable to determine hybrid electric propulsion system parameters based on a composite system model and sensor data, determine a prediction based on the hybrid electric propulsion system parameters and the composite system model, determine a model predictive control optimization for a plurality of hybrid electric system control effectors based on the prediction using a plurality of reduced-order partitions of the composite system model, and actuate the hybrid electric system control effectors based on the model predictive control optimization.

Abstract: A gas turbine engine for an aircraft and a method of operating a gas turbine engine on an aircraft. Embodiments disclosed include a gas turbine engine for an aircraft including: an engine core has a turbine, a compressor, and a core shaft; a fan located upstream of the engine core, the fan has a plurality of fan blades; a nacelle surrounding the engine core and defining a bypass duct and bypass exhaust nozzle; and a gearbox that receives an input from the core shaft and outputs drive to the fan wherein the gas turbine engine is configured such that a jet velocity ratio of a first jet velocity exiting from the bypass exhaust nozzle to a second jet velocity exiting from an exhaust nozzle of the engine core at idle conditions is greater by a factor of 2 or more than the jet velocity ratio at maximum take-off conditions.

Abstract: Methods and system for operating a gas turbine engine are described. The method comprises determining an actual engine output power based on a torque of the gas turbine engine, comparing the actual engine output power to an estimated engine output power to obtain an error, obtaining an actual engine speed and biasing the actual engine speed using the error to produce a biased engine speed, determining the estimated engine output power using a model-based estimator having the biased engine speed as input, detecting a torque-related fault based on the error and a first threshold, and accommodating the torque-related fault in response to detecting the torque-related fault.

Abstract: In accordance with at least one aspect of this disclosure, there is provided a fuel control system for gaseous fuel in an aircraft. The system includes a control module operatively connected to a metering device in a fuel flow conduit, the control module operable to control the flow of fuel through the fuel flow conduit. The control module includes an input line operable to receive a command input indicative of a requested engine state. In embodiments, the control module includes a compressibility logic and machine readable instructions. The machine readable instruction can be configured to cause the control module to control the metering device to achieve the requested engine state based on a compressibility factor input from the compressibility logic.

Abstract: A method of controlling an aircraft engine with an engine control system for limiting acceleration in response to reslam operation. The method includes triggering a reslam logic, detecting an acceleration that exceeds an acceleration threshold, and determining an elapsed time debit based on time elapsed from triggering of the reslam logic threshold. The elapsed time debit is inversely proportional to the elapsed time from triggering of the reslam logic and is utilized to set an engine acceleration reference value limit and maximum fuel rate limit.

Abstract: A gas turbine engine includes a propulsor, a compressor and a turbine section having a first turbine rotor connected to the compressor through a first shaft. A second turbine rotor is connected to at least the propulsor through a second shaft. The first turbine rotor drives the compressor at a first speed, and the second turbine rotor drives the propulsor at a second speed. There is a control for the gas turbine engine. The control is programmed to compare one of the first speed and the second speed to a commanded speed to determine a difference. The control also is programmed to identify a flame out condition, and identify a locked in stall condition when the difference between the two speeds exceeds a threshold for at least a threshold period of time at least in part concurrently with the flame out condition. The control is programmed to take a corrective action should the locked in stall condition be identified. A method is also disclosed.

Abstract: In some examples, a system including a gas turbine engine, the engine including a high-pressure (HP) shaft; HP compressor; HP turbine, second shaft; second compressor; second turbine, the second turbine being coupled to the second compressor via the second shaft (e.g., LP shaft); and a generator coupled to the LP shaft. The generator is configured to generate electrical power from rotation of the LP shaft, and increase electrical power generated by the generator to increase a torque applied to the LP shaft by the generator, e.g., in combination with reduction in engine thrust, or in response to the detection of a stall and/or surge of the engine. The increase in torque applied to the second shaft is configured to increase a rate at which a rotational speed of the second shaft decreases, e.g., in combination with the reduction in engine thrust or during the stall/surge of the engine.

Abstract: A gas turbine engine control system and a method for limiting turbine overspeed in case of a shaft failure. An overspeed protection system detects a shaft failure of the engine. A variable stator vane mechanism adjusts stator vanes of a compressor of the engine in their rotational position, and is activated to move at least one row of the stator vanes into a closed position which blocks air flow through the compressor in case a shaft failure is detected. Bleed valves in the compressor have closed and open positions and divert in the opened position airflow through the compressor to a bypass channel. A detection system detects directly or indirectly the position of the stator vanes, and the control system sets the bleed valves to the open position when the detection system detects that the stator vanes have moved into the closed position.

Abstract: An internal combustion engine includes a variable valve timing mechanism. The variable valve timing mechanism includes a first member configured to rotate according to rotation of a crankshaft, a second member configured to be displaced relative to the first member between a most retarded angle position and a most advanced angle position, and a lock pin configured to engage with the first member and the second member. When displacing the second member from an initial angle, the variable valve timing mechanism supplies oil pressure such that the lock pin moves to a position where the lock pin disengages from the first member and the second member. A valve rest mechanism is capable of performing a rest operation when a displacement angle of the second member relative to the first member is equal to or more than a prescribed waiting angle displaced relative to the initial angle.

Abstract: Systems and methods for controlling a fuel system associated with a propulsion system of a vehicle are provided. The method includes receiving, by a processor, a concentration of Ethanol in a fuel in the fuel system. The fuel system includes at least two fuel injection systems. The method includes determining, by the processor, a change in the concentration of Ethanol in the fuel exceeds a fuel concentration threshold, and determining, by the processor, the fuel with the change in the concentration of Ethanol has reached a divergence defined between the at least two fuel injection systems. The method includes determining, by the processor, a volume ratio between the at least two fuel injection systems, and outputting one or more control signals, by the processor, to command the at least two fuel injection systems based on the volume ratio.