1431results 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.

A fuel reforming system for a vehicle on which a reciprocating engine is mounted is provided can comprise a decomposer to decompose hydrocarbon fuel into carbon and hydrogen gas by using heat and a pressure of combustion gas and a catalyst and to hold carbon. The decomposer can communicate with a combustion chamber via an openable / closable third port. A reforming space in which a reforming member including the catalyst is installed can be on the side of a connection portion of the decomposer with the third port. On an opposite side of interior of the connection portion of the decomposer with the third port, an additional space is provided to accommodate residual gas that remains in the third port and the decomposer when combustion gas is introduced into the decomposer through the third port.

The invention relates to an engine braking stepless regulation method, device and equipment and a medium, and belongs to the technical field of engine braking. The method comprises the steps that a negative torque request and basic driving data sent when a vehicle is braked are obtained, and the required negative torque is determined according to the negative torque request; according to the basic driving data and the required negative torque, the engine braking starting state is determined; when the engine braking starting state is starting, and engine braking of the vehicle does not meet the required negative torque, a pneumatic supercharger is adjusted, and first engine braking torque is obtained; when the first engine braking torque meets the required negative torque, stepless adjustment of engine braking is completed, and the braking effect can be improved through engine braking and adjustment of a pneumatic supercharger; the engine braking torque of the vehicle is controlled according to the required negative torque, continuous and variable torque adjustment can be carried out, and then stepless adjustment of engine braking is achieved.

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

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 present invention discloses a fully variable valve control method and engine system, the method comprising: obtaining a first reference signal, a second reference signal, and a current operating condition signal of the engine during engine operation; determining a target opening angle and a target closing angle of the valve based on the current operating condition signal; determining the opening and closing times of the valve based on the current operating condition signal, the first reference signal, the second reference signal, the target opening angle, and the target closing angle; obtaining the actual opening angle when the valve is open, and obtaining the actual closing angle when the valve is closed; and performing real-time corrections on the target opening angle and the target closing angle based on the relationship between the actual opening angle and the target opening angle, and the relationship between the actual closing angle and the target closing angle, so that the actual opening angle is the same as the target opening angle, and the actual closing angle is the same as the target closing angle. Using the above method, precise control of the valve angle is achieved.

The invention discloses an engine phase synchronization method and system, a vehicle and a storage medium, and relates to the technical field of engine control, and the method comprises the steps that a crankshaft pulse signal output by a crankshaft position sensor and a camshaft pulse signal output by a camshaft position sensor are received in real time; analyzing the crankshaft pulse signal and the camshaft pulse signal in real time, and judging whether the crankshaft pulse signal triggers a preset first synchronization condition or not and whether the camshaft pulse signal triggers a preset second synchronization condition or not; if the crankshaft pulse signal triggers the first synchronization condition, a first synchronization strategy is adopted to determine the initial rotation position of a crankshaft signal panel and the tooth ID and angle of each tooth, and engine phase synchronization is achieved; and if the camshaft pulse signal triggers the second synchronization condition, a second synchronization strategy is adopted to determine the initial rotation position of the crankshaft signal panel and the tooth ID and angle of each tooth, and engine phase synchronization is achieved. The problem that the engine phase synchronization speed is low is solved.

Operating an engine system includes calculating a crank angle timing term corresponding to an in-cylinder temperature sufficient for autoignition of a first fuel injected at a first injection location. Operating an engine system further includes calculating, based on the crank angle timing term, at least one of an injection amount or an injection duration, to increase the in-cylinder temperature sufficiently via burning of the first fuel to ignite a second fuel injected into a mixture of the first fuel and pressurized intake air. The first fuel may include a blend of dimethyl ether (DME), methanol (MeOH), and water. Based on expected progression of in-cylinder temperatures, and fuel injection amount and / or duration based thereon, desirable controllability of combustion phasing and / or other combustion properties may be realized.

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.

Method for controlling an actuator for variable cam timing (VCT), comprising the following: during engine shutdown (10, 200), adjusting a camshaft (214, 216) by means of the VCT actuator (224, 226) to a target initial position and applying a first holding level to the VCT actuator (224, 226) to maintain the target initial position, and increasing the holding level applied to the VCT actuator (224, 226) from the first holding level to a third holding level, which is greater than the first holding level, in order to compensate for inertial transition loads of a valve train during engine shutdown (10, 200); and During engine start-up (10, 200), before camshaft position feedback becomes available, a second hold level is applied to the VCT actuator (224, 226) to maintain the target initial position; wherein the VCT actuator (224, 226) is an electric VCT actuator and the first hold level is a first current, the second hold level is a second current, and the third hold level is a third current; and where the first current is smaller than the second current.

The invention belongs to the technical field of vehicles, and discloses a variable valve lift device and a vehicle, the variable valve lift device comprises a rocker arm shaft, an electromagnetic valve, a cam, a fixed rocker arm and a switching rocker arm, the electromagnetic valve is arranged on a support of the rocker arm shaft, the electromagnetic valve is provided with an oil supply way communicated with an engine main oil way, the responsiveness and reliability of a system are improved, and the reliability of the system is improved. The cam is arranged on the rocker arm shaft, the fixed rocker arm is arranged on the rocker arm shaft and can make contact with the cam, the fixed rocker arm is provided with a driving part, the shell is provided with a switching oil way, the switching oil way is communicated with the oil supply way, and the valve is arranged in the shell and divides the shell into a force transmission cavity and a pressure relief cavity. The plunger is arranged in the force transmission cavity in a sliding mode and can make contact with the driving part, the two ends of the first elastic piece are connected to the plunger and the valve respectively, the push rod is arranged in the pressure relief cavity in a sliding mode and can open or close the valve, the two ends of the second elastic piece are connected to the push rod and the bottom wall of the pressure relief cavity respectively, lock pin mechanical force transmission is replaced with hydraulic force transmission, and switching noise is eliminated.

To provide an engine system that reduces a risk of ignition of unburned gas in a crank chamber by using a simple configuration.SOLUTION: An engine system includes: an engine having a cylinder and a piston accommodated in the cylinder; an air supply system having an air tank and a starting air line for guiding compressed air stored in the air tank into the cylinder as air for starting an engine; and a fuel gas supply system for supplying fuel gas into the cylinder. The engine further includes: a crank shaft located on the lower side of the piston to drive the piston; and a crank case that accommodates the crank shaft. The air supply system further includes an extraction line for extracting the compressed air flowing in the starting air line and guiding the compressed air to a crank chamber in the crank case.SELECTED DRAWING: Figure 1

A computer system comprising processing circuitry configured to obtain topographic data containing information about the topography of the road along which a heavy-duty vehicle is currently travelling, the topographic data including information about an upcoming downhill slope; acquire prediction data indicative of the braking requirements for the upcoming downhill slope, the braking requirements including how much brake power and / or brake energy that will be needed in the upcoming downhill slope to maintain the speed of the heavy-duty vehicle at or below a selected speed limit of the heavy-duty vehicle throughout the travel in the downhill slope; determine a brake blending combination which allows a Selective Catalytic Reduction System (SCR) of the heavy-duty vehicle to be kept as warm as possible while still fulfilling the braking requirements; and apply the determined brake blending combination to the heavy-duty vehicle while travelling along the downhill slope.

The invention discloses an engine control method and a related device, and the method comprises the steps: obtaining a current engine load parameter, a current engine power parameter and a current environment pressure value of the operation of an engine under the condition that the engine enters a dynamic VVT (Variable Valve Timing), and obtaining a control parameter of the engine based on the current engine power parameter and the current environment pressure value; and determining a quit dynamic VVT critical value meeting the current engine working condition, and controlling the engine to quit the dynamic VVT under the condition that the current engine load parameter and the quit dynamic VVT critical value meet the quit dynamic VVT condition. According to the method, when the dynamic VVT condition is determined to exit, the engine power parameters and the pressure value of the environment where the engine runs are comprehensively considered, so that it can be guaranteed that the dynamic VVT condition is exited to meet the running environment and power requirements of the engine, and the dynamic VVT condition can be exited under the condition that the required torque of the engine in a high-altitude area is large. And the condition that the engine frequently advances and retreats into the dynamic VVT is effectively avoided.

An internal combustion engine supplying gaseous fuel, in particular hydrogen, comprises, for each cylinder (1), a first intake duct (3A) and a second intake duct (3B) controlled by a first intake valve (VA) and a second intake valve (VB), respectively. In each operating cycle of the cylinder, first only the opening and closing movement of the first intake valve (VA) is activated while the second intake valve (VB) remains closed, and successively only the opening and closing movement of the second intake valve (VB) is activated while the first intake valve (VA) remains closed. According to the present invention, due to the cooling obtained during the opening of the first intake valve, gaseous fuel is directly supplied into the cylinder only from the moment after the first intake valve (VA) is closed and before the second intake valve (VB) is opened, thereby enabling regular combustion without a pre-ignition phenomenon or a tempering phenomenon.

A power system includes an intake arrangement and a compression ignition engine including piston-cylinder sets. Each piston-cylinder set includes: a cylinder; a piston positioned within the cylinder to form a combustion chamber in between; an intake valve configured to open and close the intake port; an exhaust valve configured to open and close the exhaust port; and a fuel injector. During an exhaust stroke, the exhaust valve is opened to enable exhaust gas to flow out; during an initial portion of an intake stroke, the intake valve is opened to enable the intake air to flow into the combustion chamber, and during a further portion of the intake stroke, the intake valve is closed and the exhaust valve is opened to enable a portion of the exhaust gas to flow back into the combustion chamber in order to create thermally stratified layers of intake gas and exhaust gas.

This engine system is provided with: an engine including a cylinder and a piston housed in the cylinder; an air tank; an air supply system including a starting air line for guiding compressed air stored in the air tank into the cylinder as starting air of the engine; and a fuel gas supply system for supplying fuel gas into the cylinder. The engine further includes a crankshaft located below the piston for driving the piston, and a crankcase housing the crankshaft. The air supply system further includes a bleeding line for bleeding compressed air flowing through the starting air line and guiding the compressed air to the crank chamber in the crankcase.

The invention discloses a method for improving jittering in the flameout and shutdown process of a diesel engine, and belongs to the technical field of diesel engine control. The method for improving jittering in the flameout and shutdown process of the diesel engine comprises four subsystems including an ECU module, an electronic control unit module, a valve body control module and a post-processing module; the ECU module is responsible for monitoring and identifying data returned by the sensor and sending corresponding operation to the electronic control unit module according to the data; the electronic control unit module is responsible for receiving data of the ECU module and controlling the valve body control module according to the data. In the flameout shutdown process, the electronic control unit automatically recognizes the flameout working condition of the diesel engine, so that the control instruction is sent to the exhaust brake valve and the in-cylinder brake valve to close the exhaust brake valve and the in-cylinder brake valve, and therefore the diesel engine can generate large air suction resistance in the flameout process to restrain and consume rotation energy of a flywheel; therefore, shaking generated in the flameout process of the flywheel is restrained and absorbed, and the diesel engine is prevented from being damaged.

A valve train assembly is provided for modifying a lift of at least one intake valve and / or exhaust valve. The valve train assembly includes at least one tappet that is housed in a rocker housing with at least one rocker lever. The at least one tappet is engaged to an actuator that is operable to change the tappet from a first configuration in which all cam lobe motion is imparted to the rocker lever for opening and closing the intake and / or exhaust valve, to a second configuration in which less than all motion of the cam lobe is transferred to the rocker lever.

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 discloses a camshaft phase correction method and device and a vehicle. According to the camshaft phase correction method, working data of a calibration prototype under a preset working condition are obtained in advance, and the camshaft phase of the calibration prototype under the preset working condition is obtained according to the working data of the calibration prototype under the preset working condition; when the to-be-tested engine meets the triggering condition, the camshaft phase of the to-be-tested engine under the preset working condition is obtained according to the working data of the to-be-tested engine under the preset working condition; calculating an actual phase deviation value between the camshaft phase of the to-be-measured engine under the preset working condition and the camshaft phase of the calibration model machine under the preset working condition; judging whether a difference value between the actual phase deviation value and an initial deviation value of the to-be-detected engine is greater than a preset threshold value or not; and if not, correcting the operation of the to-be-tested engine according to the actual phase deviation value when the to-be-tested engine operates next time. Intake and exhaust amount deviation caused by camshaft phase deviation of the engine can be reduced, and the engine can achieve the optimal combustion effect.

The invention provides an engine braking device with returning and limiting functions and an engine, and belongs to the technical field of automobile parts. The brake rocker arm and the rocker arm shaft are matched through a shaft hole, the side portion of the brake rocker arm extends in the horizontal direction to form an abutting platform, a limiting concave part is arranged on the outer surface of the rocker arm shaft, and a limiting convex part is arranged on the brake rocker arm; the rocker arm support is provided with a first connecting part; one end of the return spring support is connected with the first connecting part, the horizontal height of the first connecting part and the horizontal height of the second connecting part are both higher than the horizontal height of the abutting platform, and the horizontal height of the return spring support is lower than the horizontal height of the upper surface of the brake rocker arm; the two ends of the first elastic piece are clamped between the other end of the return spring support and the abutting platform. According to the engine braking device, the size of the whole engine braking device in the vertical direction is reduced, and the structure is more compact.

The invention provides an engine braking device with a return function and an engine, and belongs to the technical field of automobile parts, and the engine braking device comprises a cam shaft, an auxiliary cam, a braking device and a braking device, a brake rocker arm and a rocker arm shaft, wherein a limiting part is arranged on the brake rocker arm; the movable unit comprises a sliding part and a rolling part; the rocker arm support is provided with a first connecting part; one end of the return spring bracket is connected to the first connecting part, and the other end of the return spring bracket is provided with a return spring seat; the elastic piece is transversely arranged and is clamped between the return spring seat and the limiting part; when the engine is braked and the rolling part is in contact with the non-working surface, the distance between the return spring seat and the limiting part is minimum; and when the engine brakes and the rolling part is in contact with the working surface, the distance between the return spring seat and the limiting part is maximum. According to the engine braking device, the elastic piece is transversely arranged, so that the overall size of the whole engine braking device in the vertical direction is integrally reduced.

A system and method can include a decomposer to decompose hydrocarbon fuel into carbon and hydrogen gas by using heat and a pressure of combustion gas produced in a combustion chamber, and to separate the hydrogen gas by causing the hydrogen gas to permeate a hydrogen permeable membrane. The decomposer can be adjacent to an intake port in a state of communicating with the intake port via the hydrogen permeable membrane, and can be configured to be able to supply the separated hydrogen gas as fuel to the combustion chamber through the intake port.

Operating an engine includes opening and closing exhaust valves in an engine braking timing pattern, charging a first cylinder with air fed directly from an intake manifold, and releasing the directly fed air in a first braking event. Operating the engine further includes charging the first cylinder with air fed via a flow-through path through a second cylinder operating as an air conduit, and releasing the air fed through the flow-through path and pressurized to brake the engine in a second braking event. Related apparatus and valve lift profiles are also disclosed.

A hydrogen-diesel dual-fuel engine that includes an engine block, where the engine block includes a cylinder outfitted with at least two hydrogen fuel injectors and a piston. The engine further includes an air-handling system that includes an intake manifold, an intake pipe, an exhaust pipe, a variable geometry turbocharger, and an exhaust gas recirculation system configured to recirculate exhaust gases from the exhaust pipe to the intake manifold. The engine further includes a two-step camshaft, where the two-step camshaft is configured with the air-handling system for exhaust re-breathing and late intake valve closing, and a port fuel injector system that provides hydrogen gas to the at least two hydrogen fuel injectors. The engine further includes a diesel injector, a common-rail fuel injection system, a plurality of sensors, and a controller configured to receive engine data from the plurality of sensors and to control operation of the hydrogen-diesel dual-fuel engine.

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.

Fuel leak detection, fuel injector leak detection, diagnosis, and / or response to the same are disclosed for a spark-ignited combustion engine that combusts hydrogen fuel. The response to fuel leak detection varies depending on the compartment of the engine in which the leakage is detected. One or more operating parameters of the engine are adjusted to reduce the amount of hydrogen in the one or more compartments of the engine. Fuel injector leak detection is performed during motoring of the engine while exhaust gas characteristic are monitored via a sensor in order to detect the presence of hydrogen in the exhaust system. Variable valve train technology may also be used to diagnose the source of the fuel injector leakage in response to determining a leak condition exists.

A brake mechanism clamping stagnation control method and system based on multi-solenoid valve control belongs to the field of vehicle braking, and comprises the following steps: during three-cylinder high-power braking, if the temperature rise of an intake manifold is abnormal, switching to another three-cylinder high-power braking, after switching, adding one to a fault count, and switching to three-cylinder common braking if the temperature is abnormal; if a six-cylinder high-power braking request appears again at a certain time interval subsequently, switching to six-cylinder high-power braking, after switching, if the temperature is normal, adding one to a normal count, subtracting one from a fault count, if the temperature is abnormal, adding one to the fault count, and switching to six-cylinder ordinary braking, and not switching to high-power braking until the braking demand of the wheel is finished. And after the braking demand of the next wheel begins, the high-power braking can be switched to the high-power braking again according to the high-power braking request. When it is judged that temperature rise is abnormal, the braking is degraded into common braking, continuous temperature rise and braking loss are avoided, high-power braking can be tried again at a certain time interval after degradation, and the braking capacity is improved.

A method of controlling temperature of an engine aftertreatment system includes directing an exhaust heating device in an engine aftertreatment system to apply heat to the engine aftertreatment system; opening at least one of one or more intake valves and one or more exhaust valves of an engine coupled to the engine aftertreatment system; and pulsing, by an engine starter of the engine, the engine to generate airflow from the engine that moves the applied heat from the exhaust heating device downstream the engine aftertreatment system.