A device for determining a filling level of a container is provided, having a damping cup, a measuring section extending vertically inside the damping cup, and having an ultrasound converter arranged at its lower end region, and at least one antechamber. A calming structure is arranged in at least a part of at least one antechamber, to achieve as much degassing of the liquid as possible. The part of the antechamber having the calming structure is designed to be open towards the top over a large area and is connected, via a venting channel, with a vent in the upper region of the device.

A device for determining a filling level of a container is provided, having a damping cup, a measuring section extending vertically inside the damping cup, and having an ultrasound converter arranged at its lower end region, and at least one antechamber. A calming structure is arranged in at least a part of at least one antechamber, to achieve as much degassing of the liquid as possible. The part of the antechamber having the calming structure is designed to be open towards the top over a large area and is connected, via a venting channel, with a vent in the upper region of the device.

A gas turbine engine radial impeller includes first and second impeller portions that are secured to one another along a neutral bending plane of the radial impeller. A vapor cooling cavity is provided between the first and second impeller portions. The neutral bending plane is arranged in the vapor cooling cavity.

A compression-release engine brake system for effectuating a compression-release engine braking operation of an internal combustion engine. The compression-release system includes a lost motion exhaust rocker assembly including an exhaust rocker arm, an actuation device including an actuation piston and an actuation cavity, and a reset device including a reset check valve and a slider-piston. Hydraulic fluid in the exhaust rocker arm is locked in the actuation cavity when the reset check valve is in the closed position, and flows through the reset check valve when the reset check valve is in the open position. The slider-piston is associated with the reset check valve so that in an extended position of the slider-piston the reset check valve is free to move toward the closed position, and in a retracted position of the slider-piston the reset check valve is moved to the open position thereof by the slider-piston.

A combination lever for a carburetor is an integrated shutoff lever and fuel valve. The combination lever includes a longitudinal portion for a handle and a cylindrical portion including a fuel path for the fuel valve. A carburetor casing is shaped to form a valve chamber and a carburetor chamber. The valve chamber supports the cylindrical portion. A directional cavity formed in the cylindrical portion of the combination lever regulates a flow of fuel to the carburetor chamber according to a rotation of the combination lever. At one position the directional cavity opens the fuel path so that fuel flows into the carburetor chamber. At another position the directional cavity closes the fuel path so that the flow of fuel is blocked. The combination lever may also include an abutment portion to engage a switch for completing an electrical shutoff path to an engine coupled to the carburetor.

A driving control device for a fuel pump may include a valve-opening-rate calculating unit and a driving control unit. The valve-opening-rate calculating unit may be configured to calculate an injector valve opening rate. The injector valve opening rate may be an injection time of an injector per unit time. The driving control unit may be configured to set a voltage duty ratio of a driving voltage that should be applied to the fuel pump that supplies fuel in a fuel tank to a fuel pipe communicating with the injector. The driving control unit may be further configured to set the voltage duty ratio to a value that is proportional to the injector valve opening rate calculated via the valve-opening-rate calculating unit.

A driving control device for a fuel pump may include a valve-opening-rate calculating unit and a driving control unit. The valve-opening-rate calculating unit may be configured to calculate an injector valve opening rate. The injector valve opening rate may be an injection time of an injector per unit time. The driving control unit may be configured to set a voltage duty ratio of a driving voltage that should be applied to the fuel pump that supplies fuel in a fuel tank to a fuel pipe communicating with the injector. The driving control unit may be further configured to set the voltage duty ratio to a value that is proportional to the injector valve opening rate calculated via the valve-opening-rate calculating unit.

A control system includes a controller. The controller counts the number of driving times of the high pressure fuel pump, which is the number of the reciprocating motions of the plunger based on a crank counter that is counted up at every predetermined crank angle. The controller stores a map in which a top dead center of the plunger is associated with a crank counter value, and store a crank counter value while an engine is stopped as a stop-time counter value. The controller calculates, referring to the map, the number of the crank counter values corresponding to the top dead center of the plunger between a crank counter value and the stop-time counter value, and set a calculated number as the number of driving times.

A control system includes a controller. The controller counts the number of driving times of the high pressure fuel pump, which is the number of the reciprocating motions of the plunger based on a crank counter that is counted up at every predetermined crank angle. The controller stores a map in which a top dead center of the plunger is associated with a crank counter value, and store a crank counter value while an engine is stopped as a stop-time counter value. The controller calculates, referring to the map, the number of the crank counter values corresponding to the top dead center of the plunger between a crank counter value and the stop-time counter value, and set a calculated number as the number of driving times.

A booster pump increases fuel pressure in a high-pressure system of a fuel supply system. A decompression mechanism reduces the fuel pressure. In case of a discharge abnormality of the booster pump which causes rise in the fuel pressure, the fuel pressure control system performs an abnormality handling to cause the decompression mechanism to stop the rise in the fuel pressure. In case of the discharge abnormality, and on determination of a warning-required state, in which the fuel pressure in the high-pressure system possibly exceeds a threshold pressure, a control device causes a warning state, in which the fuel pressure does not exceed the threshold pressure before the rise in the fuel pressure stops, even if the discharge abnormality occurs.