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9/26/2007 4:33:51 PM
Deadlines
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Q4 - Year In Review / 2009 Preview
Pub. Date: November 15, 2008
Editorial Deadline: October 31, 2008
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Art: November 7, 2008
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this year due to record GMC registrations and production limitations
onsite. DONT WAIT to reserve your
ad / editorial space.
GMC Today - Published daily during the
Gas Machinery Conference in Dallas,
October 6-8, 2008
Publication Dates: Oct 6- 8, 2008
Editorial Deadline: Sept19, 2008
Ad Deadlines:
Space Res: Sept 19, 2008
Art: September 26, 2008
Coming in November:
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Examining Trends From 2008,
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GMC Today
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The Results
Figure 1
This is a significant
changed that allows
fuel to be accurately
metered to each cylinder. With the old
system, the governor
was located upstream
of the manifold, and
thus quite some distance from each valve.
As the governor made
changes to the flow of
fuel, the response of
the engine took a longer time. With the new
system, the valve is right at the cylinder, and the response to changes
from the control system is seen by the engine is on each individual cycle.
This allows the engine to run more consistently on a cycle-by-cycle basis, thus improving fuel efficiency.
The valves are controlled by a special control system, which sends a signal to each electronic fuel valve to tell it exactly when to open, based on
a position sensing system that monitors the position of the flywheel. The
global signal that controls speed can be biased in fractions of a millisecond on a per cylinder basis to balance the power cylinders. Normally,
the electronic fuel valves are opened at the same crank angle that the
mechanical fuel valve opens, but with this electronic system, this can be
varied to optimize the combustion. Since the pressure to the electronic
fuel valve on each cylinder is higher than the normal pressure supplied
to the mechanical valves (usually ~70 psi compared to ~30 psi), the electronic valve is not open as long as the mechanical valve. The speed of
the electronic valve enables the fuel to be precisely metered into each
cylinder, and this improves cycle-to-cycle combustion stability.
The graph above (Figure 1) demonstrates the improvement in fuel rate on
a sixty year old Cooper GMV-10. This engine normally runs at less than
80% torque, but with this system, it can easily be configured to drop a
cylinder if the power requirement drops below a certain level. The benefit of this skip-firing has been known for some time, and to be able to do
it automatically is a real benefit. This feature is now being incorporated
into the control system, and the expected result is a flattened fuel curve.
This yields specific fuel rates that approach the levels seen near full load,
even when the load drops into the 70%, 60%, and even 50% levels.
The Possibilities
One major advantages of this system is the ability to configure it in such a
manner that it will automatically balance the power cylinders. It has long
been known that a balanced engine, i.e., one where the power cylinders
each produce power with the optimal peak pressure and peak pressure
angle, is the most fuel efficient way to run an engine. Before now, the
only way to get a real-time engine balancing system was to install an expensive, high pressure fuel injection system. Many of the smaller, legacy
engines will never be fitted with that type of system because of both the
cost of the system, and the cost to upgrade the fuel system to handle
the high fuel pressures needed. This system, while lower in initial cost
with no cost (or very little) cost for upgrading the fuel system, offers the
same ability to do real-time engine balancing, thus ensuring optimal fuel
performance. Papers have been published that demonstrate a fuel rate
improvement of 1-3% based on balance alone. Now this is achievable
with a relatively inexpensive upgrade to this system by adding the peak
pressure sensors, and the control system software to do that function.
The balancing upgrade can pay for the additional cost in a few months of
operation, based on todays high cost for natural gas. (As of July 1, 2008,
that cost was over $11.00/MCF)
Cooper GMV-10
Clark BA-8
p. 4
GM Journal
GM
Journal
mounted engines (Units A & B) that drive high speed reciprocating compressors and operate in parallel. To acquire the necessary data to document the engine and skid
vibration levels, velocity probes were placed as needed
to measure vibration levels while engine operating speed
was varied. Figure 1 shows a photograph demonstrating
some of the velocity test points on Unit A. A similar testing configuration was used for Unit B. A description of
testing locations is given in Table 1.
Baseline data was recorded for Units A and B. Another
data set was acquired while the engine speed was varied
throughout the operating range. Vibration data was recorded in peak hold mode during speed changes so that
the maximum vibration amplitudes were captured.
During the test program, Unit A experienced difficulties
with start-up and Unit B was shut down to replace auxiliary equipment. This presented an opportunity to conduct
impact tests on both engines while the engines were not in
operation and therefore background noise was minimal.
This allowed for the capture of accurate modal response
data and identification of distinct mechanical responses
on both units.
Background
Skid mounted high speed machinery has become commonplace in the gas
compression industry today. Various skid designs exist and with each design,
there exists a different set of mechanical responses of the skid and machinery
that are mounted on the skid. These natural mechanical frequencies of the
skid can be excited by engine and compressor unbalanced forces and moments
as well as rolling torques, which can result in mechanical resonance and an
increase in vibration levels of skid components.
Mechanical finite element (FE) modeling of these skid structures and machinery is important so that mechanical resonance and excessive skid component
vibration can be predicted and avoided. Due to the complexity and uncertainty
in these types of models, it is sometimes necessary to obtain the appropriate
field vibration measurements to give insight into various ways to reduce vibration levels of the skid and supported components. This article will present
a case study where engine vibration levels were an issue due to mechanical
resonance, which resulted in excessive vibration of the engine and associated
components. The article will discuss the field data that was acquired on the engine and skid, the finite element analysis (FEA) that was performed to predict
the skid modes and vibration levels, and some options to reduce the vibration
levels of this particular engine and skid. Follow up data will also be presented
that documents the reduction of vibration levels due to the option selected for
implementation.
Test Procedure
Excessive vibration was reported on two separate physically identical skid
Table 1. Description of Test Points
Data Analysis
Impact data was acquired on Engines A and B to identify
the natural mechanical frequencies of each engine as it
sits on the adjustable engine mounts, pedestal, and lower
skid structure. Figures 2 and 3 present this data, which is
essentially the same for both engines as it should be for
physically identical units. The two modes of interest occur at approximately 16.5 Hz and 65.5 Hz. Unfortunately,
these modes are easily excited by 1 times operating speed
forces (1x) and 4 times operating speed forces (4x) from
the engine during operation. Significant 1x forces are always present for reciprocating engines and 4x forces are
significant for eight cylinder four cycle engines at half
orders, which are manifested in the rolling torques.
Both units were operated over an 850 rpm to 1,000 rpm
speed range while vibration data was acquired. Figures
4 and 5 present the horizontal vibration data acquired
at crankshaft level (top spectrum) and engine foot level
(bottom spectrum) on Unit A and Unit B, respectively.
The 1x vibration levels reached 0.7 ips on Unit A and 0.3
ips on Unit B at crankshaft level. The 4x vibration levels
reached 0.8 ips on Unit A and 0.8 ips on Unit B at the
engine foot level. SwRIs criteria for allowable vibration levels on high speed units is 1 ips at any discreet frequency or 1.5 ips overall. The vibration of these engines
does not exceed the 1 ips criteria but does exceed the 1.5
ips criteria. Although the SwRI overall criteria is allowable on some piping or attached components, this level
should not be seen on the foot of a major component,
such as the engine. The authors opinion of the vibration
levels experienced by both units is that it is excessive and
should be reduced. There is excessive buzzing of small
engine components that are susceptible to fatigue damage
if these vibrations are not addressed. The vibration levels
of Unit A are worse due to the larger 1x vibration levels.
GM Journal
p. 5
GM
Journal
Figures 6 and 7 present vibration profile data acquired on engines A and B at 1x and 4x, respectively. The data was acquired at various locations in the horizontal direction from the
bottom of the lower skid and up to crankshaft level. Both figures indicate that there is little movement of the bottom skid,
but vibration levels do increase through the pedestal height.
Vibration levels also increase across the engine supports, and
the rate of increase through this region at 4x is significant.
This vibration profile data indicates significant flexibility
across the upper pedestal and engine support region.
Figure 8 presents a plan profile of the Unit A vibration data
acquired at the top of the pedestal along its horizontal profile
at 1,000 rpm. The data indicates that the engine rocks back
and forth with similar vibration levels along the engine length
at 1x but the 4x vibrations are more significant near the center
and non-drive end of the engine.
Once the field data was obtained, the next step was to compare
the measured data to what was predicted by the finite element
model. The FE skid analysis was revisited and the model was
tuned so that the engine modal frequencies and amplitudes
were similar to what was measured in the field. To accomplish this, the adjustable support stiffness was reduced significantly in the model. By making this change, the model was
in good agreement with the field data and the predicted modes
are found in Figure 11.
The next model was created to investigate the effects of replacing the adjustable supports with steel chocks and shims.
Figure 12 indicates that this modification would push both of
the engine modes off of resonance, which would significantly
reduce vibration levels.
The original model was modified to include one inch thick
t-section pedestal restraints (six total), as shown in Figure 13.
This modification also resulted in a significant increase in the
frequency of the two engine modes of concern. The model
predictions indicate that the pedestal restraints would also reduce engine vibration levels.
Figure 14 shows the modal results that include all of the modifications applied simultaneously. The modifications include
replacing the adjustable mounts with steel chocks, adding pedestal restraints, and extending the pedestal end plate by eight
inches in height. These simultaneous modifications would
result in a significant increase in the engine modal frequencies and a significant decrease in vibration levels during operation.
Figure 15 shows all of the potential modifications as well as
descriptions of each modification. Based on the analyses presented and various options available to reduce vibration levels, a decision was made to just replace the adjustable engine
supports with steel chocks and shims.
p. 6
- continued p. 8
Figure 12. Stiff Engine Supports (replace adjustable supports with steel
chocks and shims)
GM Journal
XVG
Gas Fuel Control &
Flow Measurement
in one small package
GM
Journal
OBSOLETE:
ACI Services has developed a standard replacement for aging, unsafe
and troublesome valve-in-head cylinders. ACIs new valve-in-barrel
cylinders are bolt-in replacements for the old cylinders. Mounting,
bottle flange connections and supports dont have to change.
The ACI EnviroLine valve-in-barrel design improves reliability and
safety and reduces maintenance costs while delivering a safer
and more environmentally friendly solution. In most cases, ACI
EnviroLine cylinders even provide a higher MAWP rating than the
old cylinders they replace.
For more info, call us at (740) 435-0240.
GM
Journal
The good news is that tertiary recovery technology, called enhanced oil
recovery or EOR, is driving a resurgence of some of the nations oldest
oil fields, with the result that many
thousands of stripper wells once in
danger of premature closure are now
meeting and even exceeding their
production peaks of bygone years
[3].
One widely used EOR method, steam
flooding (Figure 2, below), has been
successfully applied for a long time,
especially in heavy oil fields like
those in southern Kern County. A
proprietary variation of cyclic steam
flooding in use at Chevron Exploration & Production Co.s McKittrick
operation has proven quite successful
since its implementation in the mid1970s.
In operation, steam is pumped into
the reservoir zone at a temperature
and pressure sufficient to induce fractures in the rock, resulting in new access paths to reservoir contents. After
three days, steam injection stops and
the well is allowed to soak. During
this time the rock absorbs the water
and heat, thinning the molasses-like
heavy oil and increasing its mobility. The pressure induced during
Figure 1: One of four 3MW gas turbines at Chevrons Cymric 36W cogen plant about 35 miles west of Bakersfield, Calif.
When operating, the turbines run 24/7 generating electricity for oil field operations and producing steam for numerous
injection wells. Excess electricity is sold to the grid to help defray operating costs.
on-site power station. The tremendous heat produced by the gas turbine
exhaust is not released directly into
the atmosphere but is harnessed to a
thermal-generation system that creates steam up to 500F for transport
to the various injection well locations
through a maze of above-ground piping (Figure 3, below).
Only a percentage of the generated
capacity is actually used to power
oil field operations, including the
pumpjacks for 36Ws almost 50 producing wells. The cyclic steam-flooding process requires periodic engine
start/stops as the existing wells are
toggled between the thermal injection and production phases. Considering the economic impact of engine
downtimewhich effects not only
well production but power exportation to the gridit is easy to see why
optimum turbine performance and
reliability are of paramount concern
to facility engineers at the McKittrick
site.
Figure 2: One of almost 240 pumpjacks powered by gas turbines at Chevrons five Cymric sites.
Just to the left center of the picture may be seen a steam line with a characteristic loop used for
trapping water out of the steam line on its way to the injection wells. At one point, almost half of
Chevrons producing wells at Cymric employed steam flooding, a commonly used EOR technique
in heavy oil fields [4].
p. 10
GM Journal
GM
Journal
Case Study: XVG Flow Limiting at Chevrons Cymric 36W Site sure. The valve is configured with
Performance and Reliability: Still
the Bottom Line
New power-generation technology, particularly solar, is still in the
early stages of oil field implementation. However, maintaining the safe,
efficient and reliable operation of
Chevrons installed base of some 20
turbine gensets at various Cymric
siteswithout resorting to costly
control system upgradesremains a
key objective for keeping costs down
while maximizing production efficiency.
This was the crux of the matter at
Cymric 36W, where the cyclic starts
and stops of the turbine gensets were
beginning to take their toll on operational efficiency. Normal engine
use revealed a recurring pattern of
fuel-delivery-system problems that
required frequent inspection and
maintenance to reduce the chronic incidence of engine hard starts.
Problem: Maintenance-Intensive
Mechanical System
As shown in Figure 4, the turbines
stock fuel-delivery system featured a
hydro-mechanical design consisting
of a pressure regulator and an actuator driving a butterfly-type modulating valve operated by inherently
maintenance-intensive hydraulic and
mechanical linkages.
The existing control systems relaybased architecture utilizes several
proprietary electronic devices to drive
the actuator with a 0 to 50mA signal.
During engine startup, the ramping of the actuator from minimum
Figure 4: Callouts show pre-retrofit gas turbine fuel-delivery components. Note fewer
elements, elimination of mechanical linkage and less clutter after all-electronic XVG
valve retrofit shown in Figure 6.
GM Journal
Figure 6: Retrofitted XVG electronic fuel-metering valve with onboard fuel schedules
provided a seamless interface with the turbine gensets existing control system. Installation and commissioning of subsequent valves in other gensets was easy enough
to be performed by the customer with minimal initial vendor assistance.
Figure 7: PECC engineer downloads engine acceleration / deceleration schedules into the gas fuel metering valve retrofit in one
of Cymric 36Ws four gas turbine cogen units.
p. 11
GM
Journal
When I think of Mr. Hutton, two words come to mind, honesty and integrity. He lives by
these words and inspires each of us in the CECO family of companies by his example, said Joe
Miniot, Vice-President of Sales and Marketing at CECO.
Richard Hotze, President of CECO, said, Mr. Hutton has made an incalculable contribution to
our business and has helped innumerable companies over the last 60 years with his knowledge,
leadership and responsible approach to sales. We dont want him to retire anytime soon.
p. 12
In How to Sell Technical Equipment and Services, Hutton shares the wisdom gleaned from decades of experience in the petroleum industry to help readers master the challenge of industrial
sales. The book covers topics such as knowing the product, always keeping promises, identifying the real decision makers on orders and how to deal with difficult, complicated projects. The
book is available from PennWell books, or directly from Hutton.
In announcing the move, Dover Fluid Management President and CEO William W. Spurgeon
said, Don was instrumental in the recent formation of Cook Compression. His background,
experience and skills give him a unique ability
to move the organization forward with a single
vision and direction. Under Dons leadership,
Cook Compression will continue to maximize
organizational synergies, drive international
expansion and foster long-term growth.
York commented, This is an exciting and challenging time for our company, as well as for
our customers. Cook Compression is well-positioned as a leader in the reciprocating compressor and engine markets. We offer a complete package of products and services, encompassing
various options that are tailored to meet specific customer applications and requirements. Were
truly a single-source solution for all of their compressor and engine needs.
Don York is a veteran of more than 24 years with Dover Corporation, having previously served
with C. Lee Cook and Cook Airtomic in positions of increasing responsibility in various functional areas. Most recently he was President of the Products Group of Cook Compression. York
will be based in Houston at the Dover Fluid Management Energy Platform office.
GM Journal
GM
Journal
7,398,642
7,389,767
Issue Date: July 15, 2008
7,393,183
7,389,752
The automated fault diagnostic system operates on engine-compressor sets with one vibration sensor per sub-group of engine cylinders
and one sensor per compressor cylinder. Vibration signals linked to
crankshaft phase angle windows (VT) mark various engine events
and compressor events. In data-acquisition-learning mode, VT is
stored for each engine and compressor event per operating load
condition, statistical process control (SPC) theory identifies alarm
threshold bands. Operator input-overrides are permitted. If no baseline data is stored, the system automatically enters the learn mode.
To monitor, current VT are obtained and current load condition is
matched to the earlier load set and alarms issue linking predetermined engine or compressor event to the over-under VT. Baseline
data, SPC analysis, alarms and monitoring are set for crankcase
flow, engine cylinder exhaust temperatures, ignition system diagnostic messages. Compressor performance alarms use suction and
discharge temperatures and pressures.
Inventors: Boutin; Benjamin J., Webber, Jr.; Robert J., Oliva; Ferdinand G., Kealty; John F. , Fernandez; Javier, Kitchens; Thomas J.
Assignee: Dynalco Controls Corporation
7,402,335
The invention relates to a method and device for controlling an internal combustion engine comprising an inlet pipe leading to a cylinder
input where a gas input valve is placed. Said engine also comprises a
drive for the gas input valve which makes it possible to adjust a gas
input valve lift for at least two values. The engine also comprises an
injection valve for metering fuel and a spark plug which controls the
crankshaft angle of air-fuel mixture ignition. Said internal combustion
engine is controlled in a following manner: a fuel is metered at least
once during the intake stroke of a cylinder when the valve lift (VL)
passes from one value to the other and at least one final injection
is carried out in a dosing manner only when the valve lift (VL) is
really carried out.
Inventors: Weiss; Frank, Zhang; Hong
Assignee: Siemens Aktiengesellschaft
7,398,743
An internal combustion engine having a compression ignition initiation device is provided. The compression ignition initiation device
includes a body defining a chamber and an outlet from the chamber.
The device further includes means, within the chamber, for generating a combustion initiating shock front from the outlet. A method is
provided, including compressing a mixture of fuel and air in an internal combustion engine cylinder to a point less than a compression
ignition threshold, and initiating ignition of the mixture by subjecting
it to a shock front.
Inventors: Fiveland; Scott B.
Assignee: Caterpillar Inc.
7,398,649
The invention relates to a system and method for use in a homogeneous charge compression ignition (HCCI) combustion engine that
is preferably equipped with an exhaust gas recirculation device. This
system and method enable an improved adjustment of the temperature level inside the combustion chamber. In addition to adjusting
the temperature by using the exhaust gas recirculation device, an
influencing of the temperature, which is independent thereof, ensues
based on the compression of the induced fresh air by the exhaust gas
turbocharger. An increase in temperature is maintained even after the
compressed air is expanded on a throttle valve, and this increase
in temperature can, in the end, be used for influencing the energy
content inside the combustion chamber.
Inventors: Bauer; Erwin, Ellmer; Dietmar, Lauer; Thorsten
Assignee: Siemens Aktiengesellschaft
A fuel control system for an engine is disclosed. The fuel control system may have a source of pressurized fuel and at least one injector
configured to receive and inject the pressurized fuel. The fuel system
may also have a sensor configured to generate a signal indicative of
an actual fuel pressure at the at least one injector, and a controller in
communication with the sensor. The controller may be configured
to determine a desired fuel pressure at the at least one injector, and
compare the signal to the desired fuel pressure. The controller may
also be configured to initiate a leak detection sequence in response
to the comparison.
Inventors: Puckett; Daniel Reese
Assignee: Caterpillar Inc.
7,392,791
A fuel system for an engine is disclosed. The fuel system has a first
source configured to pressurized fuel to a first pressure, and a second source configured to pressurized fuel to a second pressure. The
fuel system also has a fuel injector configured to receive fuel at the
first pressure and the second pressure, and a valve disposed between the fuel injector and the first and second sources. The valve is
configured to modify the pressure of fuel from the first source based
on a pressure of fuel from the second source.
Inventors: Gibson; Dennis H.
Assignee: Caterpillar Inc.
7,390,471
An exhaust gas treatment apparatus (20) for reducing the concentration of NO.sub.x, HC and CO in an exhaust gas stream (18) such as
produced by a gas turbine engine (12) of a power generating station (10). The treatment apparatus includes a multifunction catalytic
element (26) having an upstream reducing-only portion (28) and
a downstream reducing-plus-oxidizing portion (30) that is located
downstream of an ammonia injection apparatus (24). The selective
catalytic reduction (SCR) of NO.sub.x is promoted in the upstream
portion of the catalytic element by the injection of ammonia in excess
of the stoichiometric concentration, with the resulting ammonia slip
being oxidized in the downstream portion of the catalytic element.
Any additional NO.sub.x generated by the oxidation of the ammonia
is further reduced in the downstream portion before being passed to
the atmosphere (22).
Inventors: Sobolevskiy; Anatoly (Orlando, FL), Rossin;
Joseph A. (Columbus, OH)
Assignee: Siemens Power Generation, Inc. (Orlando, FL)
7,390,282
The present invention provides an internal combustion engine system that includes an internal combustion engine system includes
an internal combustion engine having an intake manifold fluidly
coupled to a compressor adapted to receive ambient air through an
air conduit of the engine, a first sensor positioned at least one of
inside and outside the air conduit and configured to measure a first
water content in the ambient air, and a second sensor positioned at
least one of inside the intake manifold and upstream of the intake
manifold and configured to measure a second water content in the
intake manifold.
Inventors: Andrews; Eric B., Lindner; Frederick H., Frazier; Tim
Assignee: Cummins, Inc.
GM Journal
A method and system for providing pilot fuel for a pilot ignition system of an internal combustion engine having one or more cylinders
and having a lubrication system. A portion of the lubricating oil is
diverted from the lubricating system. During the pilot ignition phase
of the engine combustion cycle, the diverted lubricating oil is injected
into the one or more cylinders.
Inventors: Alger, II; Terrence F., Gingrich; Jess W., Hahne; Stephen F.
Assignee: Southwest Research Institute
7,389,683
An electrical power system that can be used to interconnect a plurality of generators to a plurality to loads while being rated at less than
a total power consumed. The system is preferably used to distribute
power for a Liquefied Natural Gas (LNG) facility. The system broadly
comprises a primary bus connected between the generators and the
loads, such as electrical compressor motors used in the LNG facility.
The generators and the loads are arranged along the primary bus
in order to distribute the power from the generators to the loads,
without overloading the primary bus.
Inventors: Seiver; John R.
Assignee: Conocophillips Company
7,383,813
In a method for checking temperature values of a temperature sensor of an internal combustion engine, a first temperature value is
recorded during a first predefined time period close in time to an
operating state of the starting of the internal combustion engine.
With the method a check is made to determine whether a cold start
of the internal combustion engine is present. An error in the first
temperature value is detected if the cold start is detected and the first
temperature value is greater than a temperature threshold value.
Inventors: Bayerle; Klaus, Moser; Wolfgang, Prinz; Oliver
Assignee: Siemens Aktiengesellschaft
7,380,540
An internal combustion engine has a plurality of cylinders having combustion chambers and each being associated with a spark
plug designed for igniting a mixture of air and fuel in the combustion chamber, and at least two adjusting devices for adjusting the
air supply to the combustion chambers of the different cylinders. To
control the internal combustion engine, an individual ignition angle
is detected for each group of cylinders to which the same air mass
per working cycle is respectively supplied and during the respective working cycles of which the same loss torque is decisive. The
decisive loss torque is the one associated with the cylinder that is
in its intake cycle during the respective working cycle of the respective cylinder of the respective group. The individual ignition angle for
each group is detected as a function of the decisive loss torque for
the respective group.
Inventors: Jehle; Martin, Schneider; Dirk
Assignee: Siemens Aktiengesellschaft
7,377,250
7,372,253
A sensor for measuring the rotational speed of a turboshaft of a turbocharger includes a sensor housing and a sensor element which is
positioned in the sensor housing and which senses a variation of a
magnetic field caused by the rotation of the turboshaft. In order to
provide a sensor for measuring the rotational speed of a turboshaft
which can be produced simply and at low cost and also can be integrated in a turbocharger without major structural modifications, the
sensor element can be positioned outside the turbocharger, on or in
a compressor housing, and a pole piece is arranged on the sensor
element in such a way that it concentrates the magnetic field in the
sensor element.
Inventors: Biber; Peter, Gilch; Markus, Roux; Jean-Louis,
Simonnet; Antoine
Assignee: Siemens Aktiengesellschaft
Siemens VDO Automotive
7,371,352
A combustion catalyst coating (36) applied to the surface of a ceramic thermal barrier coating (34) which is supported by a metal
substrate (32). The microstructure of the thermal barrier coating
surface provides the necessary turbulent flow and surface area for
interaction of the catalyst and a fuel-air mixture in a catalytic combustor of a gas turbine engine. The temperature gradient developed
across the thermal barrier coating protects the underlying metal substrate from a high temperature combustion process occurring at the
catalyst surface. The thermal barrier coating deposition process may
be controlled to form a microstructure having at least one feature
suitable to interdict a flow of fuel-air mixture and cause the flow to
become more turbulent than if such feature did not exist.
Inventors: Campbell; Chris, Subramanian; Ramesh,
Burns; Andrew Jeremiah
Assignee: Siemens Power Generation, Inc.
7,370,613
7,377,116
7,367,223
Fuels that are used nowadays can have a different densities or different heating values. Even when filling the fuel tank (7) the quality of
the fuel in the fuel tank (7) can change since different fuels are mixed.
For example a low density or a low heating value can lead to reduced
performance of the internal combustion engine (1). It is therefore
proposed that a fuel-specific factor k be determined using a sensor
(2, 2a), with which the characteristic of the combustion chamber
pressure and/or a lambda value is measured, and using an algorithm.
In a further embodiment the operating parameters (injected quantity,
start of injection, end of injection, injection pattern, exhaust gas recirculation rate, etc.) are corrected using the factor k.
Inventors: Kettl; Thomas, Zhang; Hong
Assignee: Siemens Aktiengesellschaft
Randall W. Schwartz
Hovey Williams LLP
rws@hoveywilliams.com
p. 13
Business Briefs
Announcements may be sent to gmjournal@striker-ent.com or faxed to 972-692-8956.
Deadline for GMC Today is September 29, 2008; Deadline for Q4 GM Journal is October 31, 2008.
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user-adjustable intervals. These records are stored in a rolling first infirst out fashion and are accessible
for download via the Enhanced Display Module for offline trending and
analysis.
In Memoriam
GM Journal
New Eco Jet and SUPERIOR 825 Combustion Chamber - Reduced emissions.