55results about "Liquid engine fuels" patented technology

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 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 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.

An internal combustion engine comprises includes 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, that is, 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.

Inside an engine compartment (53) of a vehicle, an ammonia concentration sensor (50) is arranged above a liquid ammonia injector (13) which is attached to an internal combustion engine body (1) and to the rear in a direction of progression of the vehicle. An ammonia concentration which is detected by the ammonia concentration sensor (50) is used as the basis to judge if ammonia is leaked.

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

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 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 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.

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.

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 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.