57results about "Liquid engine fuels" patented technology

The present invention generally relates to providing an air supply for components associated with an engine. More particularly, the present invention relates to a system and method for using compressed air generated by a split-cycle engine to power components such as valves or air springs associated with the split-cycle engine.

A turbocharger system for an internal combustion engine includes a turbocharger with a utility pedestal extending between the turbocharger and hard point associated with the cylinder block. The utility pedestal includes a mounting pad for attaching the combined turbocharger and pedestal assembly to an engine, as well as internal oil and coolant supply passages for supplying the turbocharger with coolant and lubricating oil under pressure.

A compression-ignition low octane gasoline engine. The engine uses low octane gasoline and a compression-ignition method, does not require a spark plug, and compared with ordinary gasoline engines, increases thermal efficiency by approximately 40% and reduces green-house effects caused by emissions by approximately 45%. The “compression-ignition” of the low octane gasoline engine is a diffusion charge compression-ignition, differing from a homogeneous charge compression-ignition. The compression ratio in a cylinder can be 14 to 22, while an ordinary gasoline engine has a compression ratio of 7 to 11. The low octane gasoline engine has a simple structure, easy combustion control, a low noise level, and a low failure rate. As the low octane gasoline can be free of aromatic hydrocarbons, and not require the addition of antiknock agents such as MTBE and MMT, the present novel gasoline engine is a highly efficient, clean, and environmentally friendly internal combustion engine.

The present invention relates to novel uses of copolymers for removing and / or reducing the level of deposits in the fuel system and / or injection system of direct injection diesel and / or gasoline engines.

The disclosure relates to a method for operating an internal combustion engine in a six-stroke mode, wherein the engine comprises at least one cylinder (20) with a reciprocating piston (21), each cylinder having at least one inlet and outlet valve (22, 23). The method involves performing a first stroke where a gas comprising at least air is induced into a combustion chamber (24) from an intake conduit (25); a second stroke where the gas and injected fuel is compressed; a third stroke where the compressed fuel / gas mixture is expanded following an ignition; a fourth stroke where combusted exhaust gas is expelled through a catalyst body (26) into a first exhaust conduit (27); a fifth stroke where pressurized fuel and pressurized heated water is injected into the combustion chamber (24) to be expanded; and a sixth stroke where steam and gaseous fuel mixture is expelled through the catalyst body (26) into a second exhaust conduit (28).

A neat-fuel direct-injected compression ignition engine having a thermal barrier coated combustion chamber, an injection port injects fuel that satisfies a stoichiometric condition with respect to the intake air, a mechanical exhaust regenerator transfers energy from exhaust gas to intake compression stages, an exhaust O2 sensor inputs to a feedback control to deliver quantified fuel, a variable valve actuation (VVA) controls valve positions, an exhaust gas temperature sensor controls exhaust feedback by closing the exhaust valve early according to the VVA, or recirculated to the chamber with an exhaust-gas-recirculation (EGR), heat exchanger, and flow path connecting an air intake, a load command input, and a computer operates the EGR from sensors to input exhaust gas according exhaust temperature signals and changes VVA timing, the load control is by chamber exhaust gas, the computer operates a fuel injector to deliver fuel independent of exhaust gas by the O2 signals.

A turbocharger system for an internal combustion engine includes a turbocharger with a utility pedestal extending between the turbocharger and the hard point associated with the cylinder block. The utility pedestal includes a mounting pad for attaching the combined turbocharger and pedestal assembly to an engine, as well as oil and coolant supply passages for supplying the turbocharger with coolant and lubricating oil under pressure. An internal, isolated, turbocharger oil drainback passage conducts waste oil from the turbocharger to a crankcase sump without permitting the waste oil to contact the engine's moving parts.

A uniflow engine includes a cylinder having a cylinder wall, an inlet channel, an extension of a central axis of the inlet channel first intersecting the cylinder wail in a first portion of the cylinder and next intersecting the cylinder wail in a second portion of the cylinder opposite the first portion of the cylinder, an intake air gallery, the intake air gallery having a gallery wall and being in flow communication with the inlet channel, and a plurality of intake ports extending between the cylinder wail and the gallery wall, at least some of the intake ports having different areas at the cylinder wall measured perpendicular to longitudinal axes of the intake ports, and wherein an area of at least one in take port in the first portion of the cylinder is larger than an area of at least one intake port in the second portion of the cylinder.

An internal combustion engine comprises a turbo-compound and the known Föttinger-coupling is replaced by a torsion vibration damper. The Föttinger-coupling, which is used to transmit power, has high losses in power when it is necessary to have a differential rotational speed between the input side and the output side, i.e., the appearance of a slip. The losses are not used in a torsion vibration damper which has at least the same quality as a Föttinger-coupling.

The invention relates to a pedestal installed on a cylinder body and a turbocharger system for an internal combustion engine. The invention provides a turbocharger system of an internal combustion engine. The system comprises a turbocharger system with a practical pedestal, wherein the practical pedestal extends between the turbocharger and a hard point associated with the cylinder body. The practical pedestal comprises a mounting pad which connects the combined turbocharger and pedestal assembly to the engine, an inner lubricating oil supply passage and a coolant supply passage which supply the pressurized lubricating oil and coolant to the turbocharger. According to the invention, the turbocharger system can be directly connected to the cylinder body of the internal combustion engine, so as to reduce external pipes and noise of the turbocharger.

A cooling structure of a water-cooled two-cycle parallel multicylinder engine includes: an exhaust port in a cylinder block; an air intake port disposed in a crankcase below the exhaust port; a water pump disposed in the crankcase in an opposite side of the exhaust port; a first cooling water passage introducing cooling water discharged from the water pump to a cooling water jacket of a cylinder head; and a second cooling water passage introducing a part of the cooling water discharged from the water pump to a cooling water jacket below the exhaust port, the second cooling water passage being provided in the crankcase.

An internal combustion engine having a combustion chamber incorporates a fuel conditioner and injector employs a vessel having a wall exposed within the combustion chamber to be heated by combusting fuel. The vessel encompasses an expansion chamber and has at least one open fuel injection passage through the wall into combustion chamber. An inlet conduit receives liquid fuel at a predetermined pressure from a fuel delivery system. A nozzle interconnects the inlet conduit and the expansion chamber. A pin operably seals the nozzle for timed injection of liquid fuel into the expansion chamber. An operator actuates the pin from a closed position sealing the nozzle to an open position placing the fuel injection volume in fluid communication with the expansion chamber. Liquid fuel injected into the expansion chamber at a predetermined time is simultaneously adiabatically heated, and pressurized to a state above a critical point using heat in the vessel wall and self-injects through the at least one open fuel injection passage into the combustion chamber of the engine.

A compression-ignition low octane gasoline engine. The engine uses low octane gasoline and a compression-ignition method, does not require a spark plug, and compared with ordinary gasoline engines, increases thermal efficiency by approximately 40% and reduces green-house effects caused by emissions by approximately 45%. The “compression-ignition” of the low octane gasoline engine is a diffusion charge compression-ignition, differing from a homogeneous charge compression-ignition. The compression ratio in a cylinder can be 14 to 22, while an ordinary gasoline engine has a compression ratio of 7 to 11. The low octane gasoline engine has a simple structure, easy combustion control, a low noise level, and a low failure rate. As the low octane gasoline can be free of aromatic hydrocarbons, and not require the addition of antiknock agents such as MTBE and MMT, the present novel gasoline engine is a highly efficient, clean, and environmentally friendly internal combustion engine.

The invention discloses an oxygen-injection double-stroke internal combustion engine and a running method thereof. The oxygen-injection double-stroke internal combustion engine comprises a high-pressure oxygen pipe and a pressure stabilizing device; a high-pressure nozzle, a spark plug, an oil injector and an exhaust valve are fixed to the top end of the cylinder; the high-pressure oxygen pipe isconnected with the high-pressure nozzle; a pipeline where the high-pressure oxygen pipe is connected with the high-pressure nozzle is provided with the pressure stabilizing device; when the rotation angle of a crank is changed from 230 degrees to 360 degrees, a piston is sequentially subjected to compression, oil injection and spark plug ignition processes; and when the rotation angle of the crankis changed from 0 to 230 degrees, the piston sequentially does work and executes an exhausting process. According to the oxygen-injection double-stroke internal combustion engine disclosed by the invention, an existing four-stroke internal combustion engine is changed into a double-stroke internal combustion engine, a gas feed stroke is canceled, a compression stroke and an exhaust stroke of theoriginal four-stroke internal combustion engine are integrated as one stroke, thus zero emission of NOx is realized, and the emission load of HC is remarkably reduced.

The invention relates to a turbocharger system with internally isolated turbocharger oil drainback passage. The invention provides a turbocharger system of an internal combustion engine. The system comprises a turbocharger system with a practical pedestal, wherein the practical pedestal extends between the turbocharger and a hard point associated with the cylinder body. The practical pedestal comprises a mounting pad which connects the combined turbocharger and pedestal assembly to the engine, an inner lubricating oil supply passage and a coolant supply passage which supply the pressurized lubricating oil and coolant to the turbocharger. The turbocharger system with internally isolated turbocharger oil drainback passage conveys waste oil from the turbocharger to a crankcase sump without permitting the waste oil to contact moving parts of the engine.

The present disclosure is directed toward implementations of internal combustion engines. The disclosure describes various embodiments of internal combustion engines where most of the internal elements rotate. Such engines allow for more efficient transfer of the energy created by combustion to the motive components of a vehicle such as wheels or propellers. One specific embodiment includes a rotating cylinder with a single piston which both reciprocates and rotates. The rotating motion of the piston is transferred to the cylinder, which in turn is connected to a driveshaft. Various embodiments of the invention employ differing numbers and configurations of pistons. All embodiments have the advantage of decreasing engine volume and increasing efficiency over traditional internal combustion engines.

The invention provides a methanol engine air inlet control method and system, and relates to the field of vehicle engines. The method comprises the steps that working state information of an engine iscollected firstly, then the target air inlet temperature of the engine is determined according to the working state information of the engine, then the bypass valve opening degree corresponding to the target air inlet temperature of the engine is searched for from a preset storage module, wherein the corresponding relation between the target air inlet temperature of the engine and the opening degree of a bypass valve is pre-stored in the preset storage module, and finally parameter adjustment is conducted on the bypass valve according to the searched opening degree of the bypass valve. According to the method, by optimally controlling an engine air inlet system, the air inlet temperature of the engine is adjusted in real time, so that the heat required by methanol fuel gasification in anengine air inlet channel can be met to the maximum extent under different working conditions of the engine, the gasification of methanol in the air inlet channel is improved, therefore, methanol fueland air can be fully mixed under the action of air flow after an air inlet valve is opened and the methanol fuel and air enter an air cylinder.

The invention provides an exhaust purification device capable of suppressing the temporal decrease in NOx catalyst removal efficiency due to soot accumulation. The invention provides an exhaust purification device using an air injection nozzle to inject pressurized air into a casing of a catalyst reactor containing an NOx catalyst as a catalyst and removing soot adhering to the NOx catalyst, wherein it is determined and externally notified that there is abnormal deterioration in the NOx catalyst when the pressure difference ΔP in exhaust between the upstream and downstream sides of the NOx catalyst has increased by at least a first reference pressure difference increase ΔPt1, which is the allowable amount of pressure difference increase, above the pressure difference ΔPi in exhaust between the upstream and downstream sides of the catalyst in the initial state at the same exhaust flow rate Ve.

Operating a machine system for co-production of electrical power and filtered potable water includes operating an electrical generator by way of rotation of an engine output shaft to produce electrical power, and collecting water condensed from cooled treated exhaust from the engine for delivery to an outgoing water conduit. Operating the machine system further includes supplying electrical power produced by the electrical generator to an in situ electrical load, and to at least one ex situ electrical load such as a power grid. The in situ electrical load is produced by at least one of an exhaust conveyance device, an air conveyance device, or a water conveyance device in a water subsystem.

A two-stroke spark-ignition engine with through scavenging, exhaust valves (7), an injection nozzle (5) and sparking plug (6) in the cylinder head is characterized by higher volume efficiency and higher volume output with the possibility of gradual change of timing of air inlet into the engine cylinder (2) from the idle run to the full power. The use of a charger or turbocharger is convenient. Higher volume efficiency is achieved by a limitation of flow of exhaust gas back to the suction part through a gradual change of the inlet section to the engine cylinder (2) and by ensuring a higher air pressure before the inlet section. The change of the inlet section is achieved by a rotary bushing (4) on the cylinder (2) or insert of the engine cylinder (2), the bushing (4) being controlled with a control rod (14) from the throttle pedal.

The invention provides a clean energy converter, and belongs to the technical field of automobile driving systems. According to the clean energy converter, the problem of low driving efficiency in theprior art is mainly solved. The converter comprises a cylinder system, a boosting mechanism, transition balance wheel systems, a timing system and an air inlet and exhaust system; the converter is characterized in the cylinder system comprises multiple cylinder groups, and each cylinder group comprises two symmetrically-arranged cylinders, each cylinder comprises a cylinder body, a piston and a piston push rod; and each cylinder body is provided with a main oil pressure port, a fuel nozzle and a valve; the piston is connected to a piston in the other cylinder which is symmetrically arranged through a piston push rod into a whole; the boosting mechanism comprises a boosting oil cylinder and a boosting piston, wherein the boosting oil cylinder is provided with boosting oil pressure ports, and the boosting piston is fixedly connected to the piston push rod, and is positioned in the boosting oil cylinder; and each transition balance wheel system comprises a transition balance wheel, an idler wheel and an idler wheel frame, and the transition balance wheels are fixedly connected to a time gauge shaft. According to the clean energy converter, the pistons are stressed uniformly and workintermittently, meanwhile, the efficiency is high and the service life is long.

Embodiments disclosed herein relate generally to systems and methods of operating an internal combustion (IC) engine, and more particularly to systems and methods of starting a compression ignition (CI) engine (i.e., "cold start") when the ambient environment is significantly lower than the normal operating temperature of the engine. In some embodiments, the CI engine may include an ignition assist. In some embodiments, a method of operating a CI engine during a cold start may include opening an intake valve to draw a volume of air into a combustion chamber; moving the piston from a bottom dead center position to a top dead center in the combustion chamber at a compression ratio of between about 15 and about 25; injecting a volume of fuel, the fuel having a cetane number of less than about 30; closing an intake valve; and burning substantially all of the volume of fuel.