60results 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 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.

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).

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.

This suppresses delays in engine starting during engine startup. [Solution] The engine control device comprises an engine 4, an electric variable valve timing device (intake S-VT44), and a controller that outputs a control signal to the variable valve timing device. The valve opening and closing timing is set to a specific timing to improve engine starting when the engine is started from a standstill. The controller sets the valve opening and closing timing to the specific timing when it receives an ON operation signal from the occupant of the engine start switch 55 if the difference between the actual valve opening and closing timing before the engine starts and the specific timing is less than or equal to a predetermined value. If the difference exceeds the predetermined value, the controller sets the valve opening and closing timing to the specific timing when it detects a specific action by the occupant before the occupant turns on the start switch.

Provided is an internal combustion engine starting system capable of facilitating smooth restart while suppressing use of a starting motor, thereby enabling easy improvement in fuel efficiency.　An internal combustion engine starting system has: an internal combustion engine (40); a starting motor (43) that rotates a crankshaft (23a); a control device (100) that controls the internal combustion engine (40) and the starting motor (43); and a decompression mechanism (60) that reduces the compression pressure in a cylinder (24). When restarting from an idling stop state, the system rotates the starting motor (43) by using, as a target value, a prescribed first rotation speed (Ne1) that does not exceed a crank rotation speed (Ne) at which the operation of the decompression mechanism (60) stops, and does not change the target value of the starting motor (43) if the crank rotation speed (Ne) in a prescribed crank phase of a combustion stroke does not exceed a prescribed threshold (TH0).

A method (100) of controlling a supercharged spark ignition internal combustion engine (10) comprising a heat exchanger mounted downstream of a compressor of a supercharging system and a variable valve timing system (27) configured to control valve lift (VVT) between exhaust bottom dead centre (exhaust BDC), top dead centre (TDC) and intake bottom dead centre (intake BDC), wherein: - the mass (M_water) of liquid water stored in real time on the internal walls of the exchanger (26) is estimated; - the said estimated mass (M_water) is compared with a threshold value (S); and - the cooler purge (26) is activated when the water mass estimate (M_water) is greater than the threshold value (S), by generating oscillations of the intake air volumetric flow rate (Qvol) entering the exchanger (26) between a nominal volumetric flow rate value (Qvol_name) and an increased flow rate value (Qvol_+).

An internal-combustion engine supplied with gaseous fuel, in particular hydrogen, comprises, for each cylinder (1), a first intake duct (3A) and a second intake duct (3B), controlled, respectively, by a first intake valve (VA) and a second intake valve (VB). In each operating cycle of the cylinder, a movement of opening and closing only of the first intake valve (VA) is firstly activated, while the second intake valve (VB) remains closed, and a movement of opening and closing only of said second intake valve (VB) is subsequently activated, while the first intake valve (VA) remains closed. The gaseous fuel is supplied directly into the cylinder only starting from an instant subsequent to closing of the first intake valve (VA) and prior to opening of the second intake valve (VB) in such a way as to be able to obtain a regular combustion, without pre-ignition phenomena or backfiring phenomena, thanks to the cooling obtained during opening of the first intake valve.

An assembly (100) to turn off one or more cylinders of an engine to reduce load from a crankshaft is disclosed. The assembly (100) includes one or more butterfly valves (104) of a pre-defined shape housed inside one or more corresponding cylinders of the engine. Each of the one or more butterfly valves (104) comprises at least one hole (106) at a pre-defined position in the corresponding at least one butterfly valve (104), and configured to reduce effect of negative pressure. The assembly also includes at least one actuator operatively coupled to the corresponding one or more butterfly valves (104). The at least one actuator is configured to operate the corresponding cylinders of the engine.

A method for operating an internal combustion engine (10) with hydrogen as fuel is proposed, in which hydrogen is directly injected into the combustion chamber (13) of the internal combustion engine and the ignition of the air-hydrogen mixture in the combustion chamber (13) is effected by means of a prechamber spark plug (1). An operating state of the internal combustion engine (10) is identified in which there is a tendency towards pre-ignition. In the identified operating range, the internal combustion engine is operated with a time overlap of the opening of the air intake valve (2) and the exhaust gas exhaust valve (3) of the combustion chamber (13). Furthermore, a prechamber spark plug (1) with a prechamber cover (4) for igniting an air-hydrogen mixture introduced into the combustion chamber (13) of an internal combustion engine (10) is proposed, wherein the prechamber cover (4) has a flushing opening (6). The flushing opening (6) is configured to form an air flow in the prechamber cover (4) with the air intake valve (2) and the exhaust gas exhaust valve (3) of the combustion chamber being open at the same time.

The application discloses a kind of electro-hydraulic variable valve opening duration continuous variable closed-loop control methods, belong to valve opening state identification technical field, comprising: the laser displacement sensor for detecting valve lift signal is installed in the lift end of electro-hydraulic variable valve, the calibration of opening time and closing time is carried out to each state valve data collected in Matlab, valve opening identification algorithm and valve closing identification algorithm used in Matlab offline test are written into ECU to carry out multiple-cycle open-loop test;With the identification valve opening duration as closed-loop feedback input, PID closed-loop controller is used to control valve to track target and realize the closed-loop switching of variable duration.The application can reduce the steady-state error of valve opening duration and realize continuous variable of arbitrary duration by taking the identification valve opening duration as feedback closed-loop control high-frequency solenoid valve high-frequency signal under the multiple-cycle operation of valve.

This suppresses delays in engine starting during engine startup. [Solution] The powertrain control device comprises a powertrain 100 including an engine 4, an electrically operated variable valve timing device (intake S-VT44), and a controller. The valve opening and closing timing is set to a specific timing to improve engine starting when the engine is started from a standstill. Before the engine starts, the controller calculates the required pre-operation time for the variable valve timing device from the difference between the actual valve opening and closing timing and the specific timing, and the response speed. If the required pre-operation time is shorter than the allowable time, the controller starts changing the valve opening and closing timing when the start switch is turned on by the occupant. If the required pre-operation time is longer than the allowable time, the controller starts changing the valve opening and closing timing when a specific action by the occupant before the start switch is operated is detected.

To provide a control device for an internal combustion engine that can suppress the recurrence of abnormal combustion after it has occurred. [Solution] The engine 2 has a plurality of cylinders 11, each cylinder 11 having an intake valve 15 that opens and closes an intake port 13 used to supply air to a combustion chamber 12, an exhaust valve 16 that opens and closes an exhaust port 14 used to discharge exhaust gas from the combustion chamber 12, and an injector 19 that injects fuel into the combustion chamber 12. The ECU 3 stops fuel injection to any cylinder 11 in the next combustion cycle if abnormal combustion occurs in that cylinder 11.

A method is proposed for determining a predicted angular position of a camshaft in an internal combustion engine, in which the camshaft is controlled by a camshaft adjuster. A current setpoint (1) of the camshaft angular position, resulting from the current operating conditions of the internal combustion engine, and a desired angular position (2), resulting from a user's request to the internal combustion engine, are used to determine a predicted setpoint (4) of the camshaft angular position.

A valvetrain system may include a rocker arm assembly actuatable between a drive mode defining a drive valve lift profile of an engine valve, and a cylinder deactivation mode defining a recharge valve lift profile of the engine valve. The recharge valve lift profile begins after the drive valve lift profile. The recharge valve lift profile defines a recharge lift amplitude that is less than a drive lift amplitude. The recharge valve lift profile ends within 15% of an end of the drive valve lift profile. The recharge valve lift profile is defined entirely within the drive valve lift profile so that: when the rocker arm assembly is in the drive mode, movement of the engine valve is dictated by the drive valve lift profile, and when the rocker arm assembly is in the cylinder deactivation mode, movement of the engine valve is dictated by the recharge valve lift profile.

This internal combustion engine comprises: a combustion chamber; an exhaust passage connected to the combustion chamber; a first exhaust valve which opens / closes the interface between the exhaust passage and the combustion chamber; and a second exhaust valve disposed adjacent to the first exhaust valve and opens / closes the exhaust passage. The valve opening period of the second exhaust valve is shorter than the valve opening period of the first exhaust valve. The first exhaust valve and the second exhaust valve close simultaneously.

This application relates to the field of engine technology, and discloses a method, device, equipment, and medium for joint optimization control of engine backfire prevention. The method includes: acquiring at least engine speed, average indicated pressure, excess air coefficient, intake manifold pressure, cylinder pressure, valve overlap angle, intake manifold flow velocity, and hydrogen injection parameters, and at least determining the magnitude relationship between cylinder pressure and intake manifold pressure; when the intake manifold pressure is greater than the cylinder pressure, determining that there is no risk of flame backflow in the engine, not triggering the fuse action, and constructing a multi-objective optimization function, and then executing a preset joint optimization strategy based on the multi-objective optimization function; when the intake manifold pressure is not greater than the cylinder pressure, determining that there is a risk of flame backflow in the engine, triggering the fuse action and generating a forced intake blockage command to at least control the intake valve to close and stop intake until the intake manifold pressure is greater than the cylinder pressure for a preset duration, then releasing the fuse action and resuming the execution of the preset joint optimization strategy.

In an internal combustion engine, if the ignition timing is delayed, the temperature of exhaust gas rises, as a result, overheat of an exhaust system component is easily generated. In view of the above, the present application provides a control device of an internal combustion engine, the internal combustion engine being provided with: an ignition device; a changing device that changes the opening timing of an exhaust valve; an exhaust system component that is provided to an exhaust passage; and an injection device that injects fuel to supply fuel to the internal combustion engine, the control device, when a delay request amount of the ignition timing is acquired, executing the following processes: S105, a process of controlling the ignition device in such a manner that the delay amount of the ignition timing is equal to the delay request amount; and S104, a process of controlling the changing device in such a manner that the opening timing of the exhaust valve is delayed compared to when the delay request amount is acquired.

If the intake valve closing timing during cranking is constant, it can easily lead to starting problems under low-temperature conditions, and conversely, knocking under high-temperature conditions. [Solution] The internal combustion engine is equipped with an electrically operated variable valve timing mechanism that changes the phase of the camshaft and the crankshaft that open and close the intake valves within a predetermined angular range. In its default state, the variable valve timing mechanism is set to a late closing setting where the intake valve closing timing IVC is relatively far behind bottom dead center BDC. During cranking, the target conversion angle of the variable valve timing mechanism is controlled according to the coolant temperature, such that the lower the coolant temperature, the closer the intake valve closing timing IVC is to bottom dead center BDC, increasing the amount of intake air in the cylinder.

A device may include a surface configured to be disposed adjacent the hollow cylinder of the engine head. The device may further include a fuel injector disposed adjacent the surface, the fuel injector including an outlet configured to be disposed adjacent a cylinder periphery of the hollow cylinder of the engine.

The invention relates to a method for operating an internal combustion engine (1) having a crankshaft, which can be driven by a piston of a cylinder (4), a suction pipe, through which the cylinder (4) can be supplied with fresh air, an intake valve (5), via which fresh air can flow from the suction pipe into the cylinder (4) when the intake valve is open, a variable valve drive, by means of which the opening duration or relative opening time of the intake valve (5) is variable with respect to the crankshaft position, wherein, during the start-up of the internal combustion engine (1), in the case of a difference between the suction pipe pressure and a suction pipe desired pressure (p s ), a filling pilot control of the cylinder (4) is carried out by the variable valve drive by reducing the fresh air supply compared to the fresh air supply at the suction pipe desired pressure (p s ). The invention also relates to a control device (12) for an internal combustion engine (1), which enables low-emission operation.

To provide an internal combustion engine suppressing preignition at low rotation and high load.SOLUTION: An internal-combustion engine 1 for drive of running of a vehicle, includes: a turbocharger 15 having a compressor 15b provided in an intake passage 5 and driven by an electric motor 17 and a turbine 15a provided in an exhaust passage 11; a waste gate valve 25 opening and closing a bypass passage 24 bypassing the turbine 15a; and a control unit 50 controlling the waste gate valve 25 and the electric motor 17. When the target output of the internal-combustion engine 1 moves into a LSPI region from outside the LSPI region with a predetermined rotation or less and a predetermined load or more, the control unit 50 controls the electric motor 17 to drive the compressor 15b and controls the waste gate valve 25 to open the bypass passage 24.SELECTED DRAWING: Figure 1

A valve opening and closing timing control device includes a drive-side rotating body that rotates synchronously with a crankshaft of an internal combustion engine about a rotation axis, a driven-side rotating body that is disposed coaxially with the rotation axis and inside the drive-side rotating body, and rotates integrally with a camshaft for opening and closing a valve of the internal combustion engine, a phase adjustment mechanism that includes plural gears for reducing a driving rotational force of an electric motor and sets a relative rotational phase between the drive-side rotating body and the driven-side rotating body, a lubricating oil supply unit that supplies lubricating oil to the phase adjustment mechanism from outside, and an oil discharge control unit that performs oil discharge control of discharging lubricating oil by changing the relative rotational phase by driving the electric motor in accordance with stop control of stopping the internal combustion engine.

The application discloses a control device and method for realizing continuous variable valve lift and an engine, relates to the technical field of engine valve mechanism, and comprises a shell, a split piston cavity is further arranged on the shell, and a split piston capable of reciprocating motion is arranged in the split piston cavity; an oil leakage hole is formed in the side wall of a tappet, an oil leakage groove is arranged on the side wall of a tappet cavity, one end of the oil leakage hole penetrates the top end of the tappet and is communicated with a first oil path, the oil leakage hole is communicated with the oil leakage groove when the tappet moves to a set position, and the oil leakage groove is communicated with the split piston cavity through a second oil path; the continuous variable valve lift is realized by controlling the return position of the split piston in the split piston cavity, and then the valve lift is changed. The application solves the problem that the existing variable valve control device cannot realize the continuous adjustment of the valve lift.

In internal combustion engines, retarding the ignition timing increases the exhaust gas temperature, which can easily lead to overheating of exhaust system components. [Solution] A control device for an internal combustion engine comprising an ignition device, a modification device for changing the opening timing of an exhaust valve, an exhaust system member provided in the exhaust passage, and an injection device for injecting fuel and supplying fuel to the internal combustion engine, wherein the control device performs the following processes: when it obtains a required retardation amount for the ignition timing, it controls the ignition device so that the ignition timing is retarded by an amount equal to the required retardation amount (S105); and it controls the modification device so that the opening timing of the exhaust valve is retarded more than when the required retardation amount was obtained (S104).