Embodiments are directed to boosting aircraft engine performance for takeoff and critical mission segments by reducing airflow used for cooling exhaust gases. The airflow is reduced by stopping an accessory blower or by closing an external air vent Eliminating the cooling airflow to the exhaust has the effect of lowering the backpressure on the engine, which thereby increases maximum engine power.

A Hybrid Electric Vehicle comprising a heat transfer medium, transfers heat generated by an electric motor to a fuel, increasing fuel evaporation and cooling the motor. This configuration allows the use of multiple fuels and fuel blends including hydrogen, liquefied natural gas, natural gas liquids and heavier hydrocarbons in varying proportions while allowing higher efficiency and lower emissions due to the hybrid configuration, and efficient cooling.

A system is provided that may include a pressure sensor coupled to a radiator. The pressure sensor may determine plural pressure readings of a radiator fluid in the radiator. The system may also include a vehicle controller of a vehicle system that includes one or more processors. The one or more processors may repeatedly determine the plural pressure readings of the radiator fluid, and determine a pressure variance of the plural pressure readings that is repeatedly determined. The one or more processors may further be configured to identify a pressure condition based on the pressure variance that is determined.

A system is provided that may include a pressure sensor coupled to a radiator. The pressure sensor may determine plural pressure readings of a radiator fluid in the radiator. The system may also include a vehicle controller of a vehicle system that includes one or more processors. The one or more processors may repeatedly determine the plural pressure readings of the radiator fluid, and determine a pressure variance of the plural pressure readings that is repeatedly determined. The one or more processors may further be configured to identify a pressure condition based on the pressure variance that is determined.

A rotary turbine bypass valve comprises a valve chamber and a valve rotor. The chamber is positioned at a junction of an inlet port, an outlet port and a bypass port. The inlet port is configured to receive exhaust gas, the outlet port is configured to fluidly communicate with a turbine inlet, and the bypass port is configured to fluidly communicate with an exhaust aftertreatment device. The rotor comprises a first and second recess, the first recess defining a primary flow passage, the second recess defining a secondary flow passage. The rotor is rotatable between a first position in which the rotor substantially blocks exhaust gas flow through the bypass port and a second position in which the rotor permits such. The secondary flow passage is configured to selectively permit fluid communication between the inlet port and the bypass port when the primary flow passage is partially blocked.

A rotary turbine bypass valve comprises a valve chamber and a valve rotor. The chamber is positioned at a junction of an inlet port, an outlet port and a bypass port. The inlet port is configured to receive exhaust gas, the outlet port is configured to fluidly communicate with a turbine inlet, and the bypass port is configured to fluidly communicate with an exhaust aftertreatment device. The rotor comprises a first and second recess, the first recess defining a primary flow passage, the second recess defining a secondary flow passage. The rotor is rotatable between a first position in which the rotor substantially blocks exhaust gas flow through the bypass port and a second position in which the rotor permits such. The secondary flow passage is configured to selectively permit fluid communication between the inlet port and the bypass port when the primary flow passage is partially blocked.

The invention relates to a method to heat exhaust gases to a selected specific temperature by fuel injection control in an internal combustion engine (112), which engine comprises a control unit (115) registering the currently requested load and determining a required fuel amount in response to the requested load. The method involves registering low load operation of the internal combustion engine; registering an input from at least one exhaust after-treatment system (121) sensor indicating a detected condition; determining an exhaust temperature requirement for the detected condition and calculating a target exhaust temperature; selecting a group of cylinders to be regulated for achieving the target exhaust temperature; calculating a ratio for desired 1.sup.st and 2.sup.nd fuel amounts to be injected alternately in consecutive induction strokes for the selected group of cylinders to achieve the target exhaust temperature; wherein the ratio defines an offset between an increased 1.sup.st fuel amount to be injected in a cylinder of the selected group of cylinders for every second induction stroke, and a reduced 2.sup.nd fuel amount to be injected for the intermediate induction strokes.

A two-stroke engine (4) has a throttle motor (22) for driving a throttle valve (20), a fuel injection device (430) disposed in an intake system (18) including a crank chamber (420), and a control unit (24) controlling the throttle motor (22) and the fuel injection device. The two-stroke engine (4) is designed to achieve an engine rotation speed of 4,500 rpm to 7,000 rpm when the throttle valve (20) is fully open. The two-stroke engine (4) is operated with the throttle full open by the control unit (24), and a battery (8) is charged with electric power generated by a generator (6) using the two-stroke engine.

A CO sensor module includes a housing, a CO sensor, and a module battery. The housing has a first portion that is configured to be removably inserted into a compartment of a generator and a second portion that is configured to be positioned outside of the compartment. The CO sensor is positioned within the first portion of the housing and is configured to detect concentrations of CO. The module battery is positioned within the housing and is configured to power the CO sensor module. The second portion of the housing includes a mounting ring that is configured to abut a control panel of the generator in an installed position.

An engine system including: an engine configured to output shaft power by burning fuel, and a system main portion configured to operate using the shaft power of the engine. The engine system further includes: an operation controlling unit, and a power source unit configured to convert commercial power to operating power and supply the operating power to the operation controlling unit. The power source unit includes: a system main portion-side power source unit configured to supply operating power for controlling the operation of the system main portion, and an engine-side power source unit configured to supply operating power for controlling the operation of the engine. The system main portion-side power source unit and the engine-side power source unit are provided individually and separately from each other.