469results about "Output power" patented technology

A valve timing control device includes: a unit for calculating a target valve timing for one of an intake valve and an exhaust valve in accordance with an operational state; a unit for detecting an actual valve timing of one of the intake valve and the exhaust valve; an actual valve timing control unit for generating a controlled variable for the VVT based on a difference between the target valve timing and the actual valve timing; a unit for learning a learning value of the controlled variable required for maintenance of the actual valve timing based on an integral correction value; and a unit for detecting a malfunction in a VVT from an amount of a shift in the actual valve timing when learning is not completed yet, and for detecting a malfunction in the VVT from the difference when learning is already completed.

The invention relates to the technical field of power energy and ship resistance reduction, and discloses an internal combustion engine compressed air and electric supercharger ship bubble resistance reduction air supply control system which comprises an internal combustion engine set, an electric supercharger, an electric supercharger, an electric supercharger, an electric supercharger, an electric supercharger, an electric supercharger, an electric supercharger, an electric supercharger, an electric supercharger, an electric supercharger and an electric supercharger, and the internal combustion engine set serves as a power source of the whole system and generates excessive compressed air by delaying the closing moment of an intake valve during conventional operation; the gas-liquid separator is arranged on one side of the internal combustion engine set and used for separating liquid impurities of the compressed air and discharging the liquid impurities regularly; the filter is arranged on the side, away from the internal combustion engine set, of the gas-liquid separator and used for further filtering the compressed air; the first gas storage tank is arranged on the side, away from the gas-liquid separator, of the filter. Compressed air of the internal combustion engine and exhaust gas of the internal combustion engine are used for replacing traditional independent air compression equipment, the effect of reducing the requirement for additional compression equipment is achieved, the problem that a traditional ship bubble drag reduction air supply system is high in energy consumption is solved, the energy utilization efficiency of ship operation is improved, and the overall energy consumption cost is reduced.

The invention provides a control method and device for consistency of all cylinders of an engine and a vehicle. The method comprises the steps that the rotating speed and torque of the engine are obtained, and the rotating speed and torque of the engine are obtained; determining that the engine is in a low-speed and low-load working condition under the condition that the engine rotating speed is in a first preset range and the engine torque is in a second preset range; under the condition that the engine is in the low-speed and low-load working condition, the camshaft phase is controlled to be delayed relative to the crankshaft phase, so that opening of an intake valve of the engine is delayed, and the problem that in the prior art, the actual EGR rate consistency of all cylinders of the engine is poor is solved.

The invention provides an engine VVT clamping stagnation processing method and system, and the method comprises the steps: obtaining the static characteristics and dynamic response characteristics of an engine during operation, detecting the operation state of the engine VVT, and judging whether the VVT clamping stagnation exists or not; if VVT clamping stagnation does not exist, according to the set period, the oscillation amplitude and the oscillation frequency, a battery valve is driven to enable a VVT actuator to do reciprocating motion within the stroke range; if VVT clamping stagnation exists, a corresponding voltage compensation coefficient is obtained according to the real-time storage battery voltage, and oscillation is performed by adopting a strong oscillation mode or a limit position recovery mode based on the voltage compensation coefficient; and detecting the triggering times of oscillation, judging whether the VVT clamping stagnation is solved or not when the triggering times reach a triggering times threshold value, if so, entering PID control, and if not, judging that the VVT has a fault. By means of the method, VVT clamping stagnation can be prevented and repaired in the early stage, and the VVT fault rate and engine performance fluctuation are reduced.

The invention provides an intake valve late closing device, an intake valve assembly and an engine, and belongs to the technical field of engines, and the intake valve late closing device comprises a cam shaft, a rocker arm shaft, an intake rocker arm, a main roller, a control unit, a movable unit, a contact part and a return spring. The device has the beneficial effects that an air inlet valve late-closing rocker arm in the prior art is omitted, the movable unit is movably connected with the air inlet rocker arm, when the electromagnetic valve is closed, the air inlet cam makes contact with the main roller, and the air inlet valve late-closing roller makes contact with the air inlet late-closing cam but only compresses the return spring; when the electromagnetic valve is opened, engine oil pressure pushes the movable block to move to the position away from the air inlet rocker arm, the air inlet late-closing cam and the air inlet valve late-closing roller are still in contact but do not compress the return spring any more, the air inlet cam and the main roller are separated, a pause gap is formed, and therefore the air inlet late-closing cam does not work any more.

The invention belongs to the technical field of engines, and discloses a multi-mode combustion system of a low-carbon fuel engine and a control method thereof.The multi-mode combustion system of the low-carbon fuel engine comprises a supercharger, an air inlet supercharging cooler, an engine body, a Miller adjusting mechanism and an exhaust gas recirculation (EGR) system, the Miller adjusting mechanism is arranged between the cooled air inlet channel and the engine body, and the engine body is provided with a dual-fuel injector used for injecting ignition fuel and low-carbon fuel into an air cylinder. An exhaust port of the engine body is connected with an exhaust passage, the other end of the exhaust passage is divided into two paths, one path is connected with an exhaust emission pipeline through an exhaust machine inlet of the supercharger, and the other path is communicated to an intercooling rear air inlet passage sequentially through an EGR valve and an EGR cooler. According to the multi-mode combustion system of the low-carbon fuel engine and the control method of the multi-mode combustion system, efficient compression ignition of low-carbon fuel can be achieved, the combustion process is accurately controlled, and soot emission is remarkably reduced.

A system includes an aftertreatment system coupled to an engine and a controller communicably coupled to the engine and the aftertreatment system, the controller is configured to perform operations. The operations include receiving an engine braking request, and, responsive to receiving the engine braking request, enabling an engine braking operation whereby at least one engine braking mode of a plurality of engine braking modes is enabled and implemented. The operations include receiving a temperature value regarding a temperature of the aftertreatment system, comparing the temperature value to a first threshold or a second threshold, and selecting and implementing one of the one or more engine braking modes based on comparing the temperature value to the first threshold or the second threshold.

A valve actuation system includes a first motion transfer mechanism operably connected to a first valve actuation motion source that provides at least main valve actuation to at least one engine intake valve. A second motion transfer mechanism is operably connected to a second valve actuation motion source that provides at least one LIVC valve actuation and IEGR valve actuation. The main valve actuation is transmitted to the at least one engine intake valve via the first motion transmission mechanism when the selectable coupling mechanism is operated in a first state. When the selectable coupling mechanism is operated in a second state, at least a portion of the main valve actuation is transmitted again to the at least one engine intake valve, and the LIVC valve actuation and the IEGR valve actuation are transmitted to the at least one engine intake valve via the second motion transmission mechanism, the coupling mechanism, and the first motion transmission mechanism.

A method (200) for controlling the temperature of recirculated exhaust gas in an internal combustion engine, comprising: Operating (202) the internal combustion engine (10) in a baseline mode; Receiving (204) a signal indicating the operating temperature of a motor; (206) comparing the engine operating temperature with a predetermined IEGR threshold; if the engine operating temperature is lower than the predetermined IEGR threshold, (210) activating an IEGR mode in which internal exhaust gas recirculation is present, and activating an EEVO mode, which is an operating mode of the internal combustion engine in which exhaust valve timing is changed compared to an initial operating mode; and If the engine operating temperature is higher than the first preset IEGR threshold, the IEGR mode is deactivated and the EEVO mode is deactivated. wherein the baseline mode includes activating a primary exhaust valve opening during an exhaust event of the associated cylinder of the exhaust valve, wherein the IEGR modes include activating a secondary exhaust valve opening during an intake event of the associated cylinder of the exhaust valve and partially holding the exhaust valve (64) open between the primary exhaust valve opening and the secondary exhaust valve opening, wherein the exhaust valve (64) is fully open during the primary exhaust valve opening and the exhaust valve has less than 40% of its full opening during the secondary exhaust valve opening, including the EEVO modes: Activating the primary exhaust valve opening prior to the primary exhaust valve opening of the baseline; holding the exhaust valve fully open (64); and Closing the outlet valve (64) according to the baseline mode.

To properly restart an engine which is stopped as an engine travel mode is changed to a motor travel mode.SOLUTION: When switching from an engine travel mode to a motor travel mode, fuel cut is performed where clutch fastening is released and fuel supply to a combustion chamber of an engine is stopped, and a valve phase is changed by a phase variable device into a target phase suitable for restart of the engine. It is determined, based on the valve phase detected by a phase detection unit after the fuel cut, whether the valve phase can be changed to the target phase before the engine stops completely. In a case where it is not possible, an engine transient drive control is performed to give transient torque to the engine so that the timing of the complete stop of the engine is postponed until after the valve phase is changed into the target phase.SELECTED DRAWING: Figure 8

To provide an innovative solution for an internal combustion engine which is characterized by both high operating efficiency and an extremely simple structure.SOLUTION: An engine includes at least one cylinder, and a first intake valve and a second intake valve that control flows of intake air from a first intake duct and a second intake duct, respectively. The two intake ducts communicate with a common intake manifold so as to receive air at the same pressure. During the intake stage, in each cylinder operating cycle, initially an opening and closing movement of only the first intake valve is activated while the second intake valve remains closed, and subsequently an opening and closing movement of only the second intake valve is activated while the first intake valve remains closed. In this way, the two air flows at the same pressure entering the cylinder give rise to a high turbulent kinetic energy (TKE), to the advantage of combustion efficiency and reduction of harmful exhaust emissions.SELECTED DRAWING: Figure 4

The electric valve timing control apparatus of the present application controls an electric valve timing apparatus which changes valve timing by changing a relative rotation phase of a camshaft with respect to a crankshaft of an internal combustion engine using a motor coupled to the camshaft, and includes a control section which, when changing the relative rotation phase of the camshaft using the electric valve timing apparatus after a stop process of the internal combustion engine, changes a phase changing method for changing the camshaft from a current phase to a target phase based on a relationship between the current phase and the target phase of the camshaft.

An internal combustion engine has at least one intake valve (V1, V2) for each cylinder actuated by a cam (14) shaped to create a lift profile having a boot conformation. The intake valve is actuated by a respective cam by means a hydraulic circuit which can be pressurized or discharged by means of an electrically actuated control valve (24), governed by an electronic controller. The electronic controller is configured to actuate the intake valve (V1, V2), under given engine operating conditions, so that during a final part of the descent of the respective piston towards the BDC at least one intake valve (V1, V2) is kept completely closed or is kept open to an extent sufficiently small to generate a pressure drop of at least 0.4 bar (40,000 Pa) in the cylinder due to the simultaneous descent of the piston towards the BDC. During a subsequent ascent phase of the respective piston towards the TDC, substantially from the BDC, the intake valve is opened, to generate a jet of air entering the cylinder, due to the depression created in the cylinder during the previous descent phase of the piston towards the BDC.

This method for controlling the air-fuel ratio of a fuel mixture in an internal combustion engine (10) of a motor vehicle equipped with a variable valve timing system (50) comprises the following steps: - detecting a change in the engine operating point; - calculating at least one setpoint for the position of said system; - measuring the current position of said system; - predictively calculating a position of said system; - estimating the airflow rate from said predictive calculation; - calculating, from the estimated airflow rate, the quantity of fuel to be injected for engine operation at air-fuel ratio 1, and opening the engine's fuel injectors to inject said quantity of fuel. The predictive calculation of the position of the variable valve timing system (50) corresponds to the position of said system at the moment the fuel injectors open.

There are provided systems and methods for using fuel rich partial oxidation to produce an end product from waste gases, such as flare gas. Lambda sensor modifications and other control parameters that provide closed-loop mixture control at extremely fuel-rich operating conditions utilizing feed-forward and feedback approaches, physics-based engine models, novel use of a lambda sensor (02-based sensor), sensors with intermittent contact with the gas stream. In an embodiment the system and method use air-breathing engines having control systems, control parameters, sensors and input / output (I / O) for the fuel rich (ER of 1.2 and greater), partial oxidation of the flare gas to form syngas. In embodiments the syngas is further converted into an end product. In an embodiment the end product is methanol.

A valvetrain control system includes a rocker shaft that attaches to an engine assembly and includes an internal bore that receives hydraulic fluid. An oil control valve (OCV) is attached to the rocker shaft and fluidly coupled to the internal bore to receive therefrom hydraulic fluid. Pivotably mounted onto the rocker shaft is a rocker arm with opposing ends thereof that mate with a pushrod and a valve. The rocker arm includes a spring lock unit that attaches to the pushrod and fluidly couples to the OCV to receive hydraulic fluid and thereby drivingly disengage the rocker arm from the pushrod. An insert sleeve mounted in the internal bore receives hydraulic fluid from the rocker shaft. The insert sleeve includes a feed port that transmits hydraulic fluid from the insert sleeve to the OCV, and a feed pocket that transmits hydraulic fluid from the OCV to the spring lock unit.

The invention relates to a method for operating an internal combustion engine of a motor vehicle, in which at least one value is determined by means of an electronic computing device, which characterizes a current and / or future deposit on at least one component of the internal combustion engine (step S1). A comparison is carried out in which the value is compared with a reference value (step S2). Depending on the result of the comparison, a switch is made from a first operating strategy, according to which the internal combustion engine is operated by means of the electronic computing device for a first period of time, to a second operating strategy that differs from the first operating strategy, according to which the internal combustion engine is operated by means of the electronic computing device for a second period of time (step S3).

The invention relates to a method for processing an electrical signal (S) that is generated continuously over time based on measured values ​​from a sensor (23, 24, 25) and transmitted via a line (20, 22) exposed to disturbances, comprising the following features: setting a sampling rate interval (T), setting quantization levels (Q1, Q2), assigning the electrical signal to a quantization level (Q1, Q2), determining the number of changes of the quantization level (Q1, Q2) within the sampling rate interval (T), and discarding all even-numbered changes of the quantization level (Q1, Q2) within the sampling rate interval (T). It also relates to a control unit (17, 21) for a camshaft adjuster (7, 8) or for an internal combustion engine (1) that performs such a method.

A fuel-air mixture of a fuel gas and air is combusted in a combustion chamber in a gas mode of a marine dual fuel engine (1). When power of the engine (1) is increased, power is calculated by a control unit (22) from data on a rotational speed and a torque measured by a rotational speed sensor (20) and a torque sensor (21) of a crankshaft (2). Advance of an opening / closing timing of an intake valve (8) is set from a first map (24) and a second map (25) on the basis of the data on the rotational speed and the power. A second electric signal of the opening / closing timing is converted into a pressure by an electropneumatic converter (27) and adjusts a movement amount of a rod using an actuator (28). A variable intake valve timing mechanism (30) is operated on the basis of the movement amount of the rod to adjust the opening / closing timing of the intake valve (8) by advancing the opening / closing timing of the intake valve (8), and control of lowering a compression ratio of a fuel-air mixture is performed. A power-up speed can be increased while preventing knocking by setting advance amount of the opening / closing timing of the intake valve (8) using the first map and the second map in which the advance amount is previously determined.

A cylinder deactivation system for an engine includes an engine block defining a cylinder. A valve opens and closes a port to the cylinder. The rocker arm pivots to operate the valve. The camshaft has a cam lift, and the cam-to-rocker input system transmits the cam lift to the valve through the rocker arm. A deactivation assembly is disposed in the rocker arm and responsive to fluid pressure to alternately achieve an activated state of the valve and a deactivated state of the valve.

To prevent gaseous fuel from reaching an exhaust passage after an internal combustion engine is stopped.SOLUTION: An internal combustion engine 100 comprises: a plurality of cylinders 11; injectors 50 each provided in each of the cylinders 11, which injects gaseous fuel; a fuel tank 71 that stores the gaseous fuel; a fuel supply passage 75 that connects the fuel tank 71 and each of the injectors 50; and a fuel supply valve 76 that opens and closes the fuel supply passage 75. When stopping operation of the internal combustion engine 100, a control device 110 executes: first processing of closing the fuel supply valve 76; and second processing of, when a cylinder 11 with a closed exhaust valve 16 among the plurality of cylinders 11 is designated as a valve closed cylinder, opening each injection port of injector 50 corresponding to one or more cylinders 11 of the valve closed cylinders, while closing each injection port of injector 50 corresponding to the cylinder 11 with an open exhaust valve 16.SELECTED DRAWING: Figure 1

A method performed by a control unit (11) for controlling exhaust valves (1A-6A, 1B-6B) of cylinders (1-6) in an internal combustion engine (10) is provided. The method comprises controlling (410) a number of first exhaust valves (1A-3A) for a first set of cylinders (1-3) to transfer exhaust gas to a turbine (8) during part of an exhaust phase (Δt1) of the first set of cylinders (1-3) via a first exhaust manifold (12). Also, the method comprises controlling (420) a number of second exhaust valves (1B-3B) for the first set of cylinders (1-3) to transfer exhaust gas to an exhaust gas recirculation, EGR, conduit (9)) during part of the exhaust phase (Δt1) of the first set of cylinders (1-3) via a second exhaust manifold (7). The method further comprises controlling (430) a number of first exhaust valves (4A-6A) for a second set of cylinders (4-6) to transfer exhaust gas to the turbine (8) during part of an exhaust phase (Δt2) of the second set of cylinders (4-6) via the first exhaust manifold (12). Furthermore, the method comprises controlling (440) a number of second exhaust valves (4B-6B) for the second set of cylinders (4-6) to transfer exhaust gas to the EGR conduit (9) during a part of the exhaust phase (Δt2) of the second set of cylinders (4-6) via the second exhaust manifold (7). Here, the exhaust phase (Δt1) of the first set of cylinders (1-3) is separated in time from the exhaust phase (Δt2) of the second set of cylinders (4-6). A control unit (11), a computer program, a carrier, an internal combustion engine and a vehicle is also provided.

To provide a variable valve gear for capable of making components common while suppressing increase in a size of an engine.SOLUTION: In a cylinder head (23), a cam chain (31) is installed at a center in a predetermined direction where a plurality of cylinders (29) is arranged side by side, and a spark plug (19) is installed at both side walls recessed in a predetermined direction. In a variable valve gear (40) for the cylinder head, there are provided in each cylinder a rocker shaft (46) extending in a predetermined direction, a plurality of rocker arms (51a, 51b) supported by the rocker shaft, a connection pin (61) installed in a pin hole of one rocker arm, a return pin (62) installed in a pin hole of the other rocker arm, a thrust member (63) for forcing the connection pin to push the return pin into the other side, and a repulsion member (64) for forcing the return pin to push the connection pin back to one side. The connection pin, the return pin, the thrust member, and the repulsion member are each away from the spark plug in the direction perpendicular to the predetermined direction in plan view.SELECTED DRAWING: Figure 4

To suppress an influence due to delay of drive start and drive stop of a supercharger, in an internal combustion engine system containing an internal combustion engine including the supercharger and in a control method of the internal combustion engine.SOLUTION: An internal combustion engine system 1 includes: an internal combustion engine 3 having an engine body 11 which includes a variable valve timing mechanism 47 and a supercharger 15; and a control device 7 for performing early closing control for advancing closing timing for closing an intake valve 38 by an advance angle amount θ corresponding to a predetermined phase angle from an intake bottom dead point, according to a request load. The control device sets the advance angle amount to a first angle θ1 when the request load is below a request load threshold value Tth, drives the supercharger when the request load is equal to or greater than the request load threshold value, and sets the advance angle amount to a second angle θ2 larger than the first angle, and when first advance angle control is shifted to second advance angle control, it changes the advance angle amount to a first correction advance angle amount δ1 smaller than the second angle and larger than the first angle until the supercharger drives completely.SELECTED DRAWING: Figure 5

Cylinder head (3) for spark-ignition engine (2) comprising at least one spark plug shaft (30) under which the cylinder head casting delimits a first volume (300) wherein a spark plug (4) and a mobile pre-chamber (5) are configured for movement in the first volume (300), with respect to the spark plug (4), in order to circulate the drain air flow in the first volume (300) and in an intermediate volume (550) of the pre-chamber (5).

This disclosure provides a "system and method for diagnosing intake oxygen sensors." A method and system are provided for diagnosing whether one or more intake oxygen sensors located in the intake port of an engine of a vehicle are functioning as expected. In one example, a method includes: injecting fuel into one or more cylinders of the engine without combustion; directing unburned hydrocarbons from the one or more cylinders to the intake port via a crankcase ventilation system; and indicating whether the one or more intake oxygen sensors are functioning as expected based on their responses. In this way, the one or more intake oxygen sensors can be diagnosed periodically, which can improve engine operation and reduce engine degradation, particularly for hybrid electric vehicles with limited engine operating time.

A valve train method for a dual-lift camshaft in a range-extending engine belongs to the field of automotive engine technology. The invention includes the following steps: Cam profile design: designing the cam profile of the camshaft, wherein the cam buffer section adopts a constant acceleration-constant velocity profile, and the cam working section adopts a high-power polynomial cam profile design method to design the first cam profile and the second cam profile respectively; Cam profile correction: using a cam profile dynamic correction method, obtaining the final first target cam profile and the second target cam profile used for machining the camshaft; Operating condition selection and valve drive: selecting the engine's operating point, and driving the valves to open and close according to the corresponding valve motion law through a rocker arm valve train mechanism to achieve valve train operation. This invention can solve the technical problems of existing fixed-lift camshafts in range-extending engines, which cannot simultaneously meet the requirements of economic operating conditions and rated operating conditions, as well as poor NVH performance and high mechanical losses.

An engine (100), comprising: a housing (1), a piston (3), and an intake valve (2). The housing (1) is provided with a combustion chamber (11) and an intake passage (12) in communication with the combustion chamber (11). The piston (3) is movably arranged in the combustion chamber (11). The intake valve (2) is movably arranged between the combustion chamber (11) and the intake passage (12). When the piston (3) moves to a preset position, the intake valve (2) is closed, the compression ratio of the engine (100) is A and the expansion ratio thereof is B, wherein 8.6≤A≤14.2, and 15≤B≤18. Also disclosed are a powertrain and a vehicle.

The invention relates to the technical field of knock control, and discloses an intelligent control system and method for engine knock and preignition, and the method comprises the following steps: collecting engine knock signal data and preignition signal data, and carrying out the signal processing of the knock signal data and the preignition signal data, the method comprises the following steps: generating knock intensity data and preignition intensity data, and during engine knock and preignition identification, setting multi-stage identification thresholds including a basic threshold, a dynamic self-learning threshold and a temperature compensation threshold, and updating the thresholds in real time by utilizing a self-learning algorithm, so that the engine knock and preignition identification accuracy is improved. The method can effectively adapt to sensor signal characteristic change caused by engine wear, fuel quality difference and environment change, solves the problems of misjudgment and missed judgment caused by a fixed recognition threshold value, ensures the accuracy and reliability of knock and preignition recognition, reduces control errors, and improves the reliability of knock and preignition recognition. And the dynamic property, the economical efficiency and the driving smoothness of the engine are effectively improved.

A hydrogen-diesel dual-fuel engine (100) includes an engine block (102) having a cylinder (104) outfitted with at least two hydrogen fuel injectors (118) and a piston. An air- handling system of the engine (100) includes an intake manifold (114), an intake pipe (107), an exhaust pipe (122), a variable geometry turbocharger (108), and an exhaust gas recirculation system (126) configured to recirculate exhaust gases from the exhaust pipe (122) to the intake manifold (114). A two-step camshaft of the engine (100) is configured with the air-handling system for exhaust re-breathing and late intake valve closing, and a port fuel injector system (116) provides hydrogen gas to the at least two hydrogen fuel injectors (118). The engine (100) further includes a diesel injector (305), a common-rail fuel injection system (120), a plurality of sensors (150), and a controller (170) for controlling operations of the hydrogen-diesel dual- fuel engine (100).