30results about How to "Engine efficiency" patented technology

A stator assembly for a rotary machine having an array of wall segments for bounding a working medium flow path is disclosed. Various construction details which provide a sealing structure for the segments are developed. In one detailed embodiment, a removable seal retainer for a seal chamber bounded by wall segments traps a resilient seal member in the seal chamber. In one particular embodiment, a modular subassembly for the engine is an outer air assembly disposed in a fixture as the subassembly is assembled.

A ceramic comprising predominately a cordierite-type phase approximating the stoichiometry Mg2Al4Si5O18 and having a coefficient of thermal expansion (25-800° C.) of greater than 4×10−7 / ° C. and less than 13×10−7 / ° C. and a permeability and a pore size distribution which satisfy the relation 2.108 (permeability)+18.511 (total pore volume)+0.1863 (percentage of total pore volume comprised of pores between 4 and 40 micrometers)>24.6. The ceramic is suitable in the fabrication of cellular, wall-flow, diesel particulate filters having a pressure drop in kPa that at an artificial carbon soot loading of 5 grams / liter and a flow rate of 26 scfm is less than 8.9-0.035 (number of cells per square inch)+300 (cell wall thickness in inches), a bulk filter density of at least 0.60 g / cm3 and a volumetric heat capacity of at least 0.67 J cm−3 K−1 as measured at 500° C.

An electrical power generating system and method wherein a generator is driven by an air-breathing engine. At any operating condition, for a given power output the engine efficiency is substantially optimized by controlling the rate of air flow through the engine in such a manner that the fuel / air ratio is controlled to maintain a high peak temperature imparted to the working fluid in the engine. The method and system of the invention eliminate the need for variable-geometry mechanisms in the engine, and also eliminate the need for variable-geometry combustors and pre-burners. The invention is applicable to various types of air-breathing engines that operate at low fuel / air ratios.

A method and apparatus for fuel reforming using the exhaust gases from internal combustion engines and high temperature combustion processes in which a fuel for reforming and steam mixture is introduced into a tube bundle having a plurality of heat exchange tubes and heat from the exhaust gases is transferred into the heat exchange tubes, thereby increasing the temperature of the mixture. The heated mixture is reformed by contact with a reforming catalyst external to, but proximate to the exit of, the tube bundle, forming a reformed fuel. To remove substantially all of the heat from the exhaust gases, a plurality of tube bundles and associated reforming catalyst arranged in series are provided.

Supersonic Magnetic Advanced Generation Jet Electric Turbine (S-MAGJET) described herein, and a subsonic derivative, MAGJET, integrate a gas power turbine, superconducting electric power and propulsion generation, and magnetic power flux field systems along with an ion plasma annular injection combustor which utilizes alternative petroleum-based fuel and combustion cycles to create a hybrid turbine turbomachine for aerospace propulsion. The propulsion unit is able to achieve a dramatic increase in horsepower, combustion and propulsion efficiency, and weight reduction. In addition, the turbomachinery structures may be disposed within an exo-skeleton architecture that achieves an increase in thrust to weight ratio with a concomitant increase in fuel efficiency and power generation over traditional gas turbine technology today. The engine continuously adjusts the temperature, pressure and mass airflow requirements using an electromagnetic power management system architecture. Engine performance may be controlled across the entire desired flight envelope, whether subsonic, transonic or supersonic flight conditions. With bypass fan(s), compressor stages and turbine segments controlled electrically in a shaftless turbine design, the S-MAGJET maximizes the propulsion efficiencies over a broader range of operating conditions compared to current art of turbine technology and at much higher thermodynamic and aerodynamic efficiencies.

When controlling the valve characteristics of an intake valve and changing the compression ratio, an upper variation limit compression ratio, which is the upper limit of the variation of compression ratio, is determined according to the actual valve characteristics of the intake valve characteristics control. The upper variation limit compression ratio is set to a valve at which the intake valve does not collide with the piston. When a target compression ratio corresponding to the operation state of the engine is larger than the upper variation limit compression ratio, the compression ratio is set to the upper variation limit compression ratio that is smaller than the target compression ratio. Thus, collision between the intake valve and the piston can be prevented while allowing the compression ratio to be increased up to the maximum compression ratio of the range where the collision does not occur.

An electrical power generating system and method wherein a generator is driven by an air-breathing engine. At any operating condition, for a given power output the engine efficiency is substantially optimized by controlling the rate of air flow through the engine in such a manner that the fuel / air ratio is controlled to maintain a high peak temperature imparted to the working fluid in the engine. The method and system of the invention eliminate the need for variable-geometry mechanisms in the engine, and also eliminate the need for variable-geometry combustors and pre-burners. The invention is applicable to various types of air-breathing engines that operate at low fuel / air ratios.

When controlling the valve characteristics of an intake valve and changing the compression ratio, an upper variation limit compression ratio, which is the upper limit of the variation of compression ratio, is determined according to the actual valve characteristics of the intake valve characteristics control. The upper variation limit compression ratio is set to a valve at which the intake valve does not collide with the piston. When a target compression ratio corresponding to the operation state of the engine is larger than the upper variation limit compression ratio, the compression ratio is set to the upper variation limit compression ratio that is smaller than the target compression ratio. Thus, collision between the intake valve and the piston can be prevented while allowing the compression ratio to be increased up to the maximum compression ratio of the range where the collision does not occur.

A fuel injection timing control system for diesel engines operating at high altitude, including a sensor for a parameter of the engine intake air, such as engine intake air pressure or turbocharger speed. This sensor communicates with a barometric pressure timing controller, and a throttle position sensor communicates with the barometric pressure timing controller. Nominal values of the engine intake air parameter at various throttle notch settings and various engine performance parameters are stored in a table, for a nominal barometric pressure. The barometric pressure timing controller determines the instantaneous barometric pressure by adjusting the nominal barometric pressure based on the difference between the instantaneous value for the engine intake air parameter and the nominal value for the engine intake air parameter, at the known throttle notch setting and the known engine performance parameters. The barometric pressure timing controller then adjusts fuel injection timing in response to the thusly determined barometric pressure and the sensed throttle position, by advancing or retarding the fuel injection timing by predetermined values as the barometric pressure or the throttle position changes. The predetermined values of fuel injection timing are selected to reduce exhaust emissions and increase engine efficiency and performance under various barometric pressure conditions so that the engine may be operated continually and optimally under various barometric pressure conditions.

Supersonic Magnetic Advanced Generation Jet Electric Turbine (S-MAGJET) described herein, and a subsonic derivative, MAGJET, integrate a gas power turbine, superconducting electric power and propulsion generation, and magnetic power flux field systems along with an ion plasma annular injection combustor which utilizes alternative petroleum-based fuel and combustion cycles to create a hybrid turbine turbomachine for aerospace propulsion. The propulsion unit is able to achieve a dramatic increase in horsepower, combustion and propulsion efficiency, and weight reduction. In addition, the turbomachinery structures may be disposed within an exoskeleton architecture that achieves an increase in thrust to weight ratio with a concomitant increase in fuel efficiency and power generation. The engine continuously adjusts the temperature, pressure and mass airflow requirements using an electromagnetic power management system architecture. Engine performance may be controlled across the entire desired flight envelope, whether subsonic, transonic or supersonic flight conditions.

A four-cycle internal combustion engine has a single or multi-stage pre-cooled compression, which allows the temperature and pressure of intake air to the combustion cylinders to be tightly controlled, so that a much higher compression ratio and pre-ignition compression pressure can be achieved without approaching the air / fuel mixture auto-ignition threshold. The minimal threshold pressure of air intake is determined to be >1.8 Bars at sea level and a minimal temperature drop of at least 50° C. at the heat exchanger air cooling radiator. Because this design can effectively regulate and set the maximum pre-ignition temperature of the fuel-air mixture, it can combust virtually any type of liquid hydrocarbon fuel without knocking This four-cycle engine, due to its higher compression ratio, generates power equivalent to or greater than a standard four-cycle engine in a smaller and lighter engine and at a higher efficiency.

Pressurized and superheated, dry steam is admitted into the working chamber of a spark ignition engine for the purpose of increasing the thermal efficiency of the engine. The steam is admitted into the working chamber near the end of compression, and before ignition of the fuel. An igniter ignites the fuel. Additional work is pneumatically recovered from the steam, thus augmenting the total work obtained by the engine.

An ignition controlling apparatus is provided that can diagnose a state of spark discharge in an internal combustion engine, and perform appropriate actions based on the diagnostic results.In the internal combustion engine ignition controlling apparatus, a controlling apparatus has a signal extracting device that extracts an ion current that is generated together with combustion of a combustible gas mixture inside a combustion chamber by a spark discharge of an ignition apparatus based on an ignition signal of an ignition coil, includes a signal diagnosing device that sets a predetermined detection zone from a period in a single stroke of an internal combustion engine from a first spark discharge commencement until after a last spark discharge completion, and that determines an ignition state based on parameters included in the signal extracted in this detection zone, and controls the internal combustion engine in response to this ignition state.

A fuel injection timing control system for diesel engines operating at high altitude, including a sensor for a parameter of the engine intake air, such as engine intake air pressure or turbocharger speed. This sensor communicates with a barometric pressure timing controller, and a throttle position sensor communicates with the barometric pressure timing controller. Nominal values of the engine intake air parameter at various throttle notch settings and various engine performance parameters are stored in a table, for a nominal barometric pressure. The barometric pressure timing controller determines the instantaneous barometric pressure by adjusting the nominal barometric pressure based on the difference between the instantaneous value for the engine intake air parameter and the nominal value for the engine intake air parameter, at the known throttle notch setting and the known engine performance parameters. The barometric pressure timing controller then adjusts fuel injection timing in response to the thusly determined barometric pressure and the sensed throttle position, by advancing or retarding the fuel injection timing by predetermined values as the barometric pressure or the throttle position changes. The predetermined values of fuel injection timing are selected to reduce exhaust emissions and increase engine efficiency and performance under various barometric pressure conditions so that the engine may be operated continually and optimally under various barometric pressure conditions.

A manual engine starter includes a starting device having a driven shaft selectively connected to a crank of the engine and a drive shaft connected to the driven shaft for driving the driven shaft and starting the engine. The drive shaft has a tubular drive portion formed with a guide side and the driven shaft having a driven portion that is rotatably received in the tubular drive portion and engaged to the guide side and moved along the guide so as to make the driven shaft moved along an axis thereof when the drive shaft is rotated to drive the driven shaft. A puller laterally is mounted the starting device for driving the drive shaft to drive the driven shaft.

A system and method generate a trip plan for a trip of a vehicle system along a route. The usage of an engine during the trip is determined based on engine operational parameters, energy storage device operational parameters, and one or more objectives of the trip desired to be achieved. The usage of the energy storage device during the trip is also determined based on the engine operational parameters, the energy storage device operational parameters, and the one or more objective, including when to charge or discharge the energy storage device during the trip.

[PROBLEMS] To provide an internal combustion engine enabling an increase in engine efficiency and fuel economy and a reduction in residual black smoke concentration of exhaust gas. [MEANS FOR SOLVING PROBLEMS] One end of each of air flow passages is connected to the side wall of the cylinder exhaust tube of each of cylinders, the other end of each of these air flow passages is connected to a shared bypass control chamber, and the exhaust tube of each of the cylinders is connected to each of the flow passages through the shared bypass control chamber. Thus, a part of pressurized exhaust gas in the exhaust tube of each of the cylinders brought in an exhaust step when the other cylinders are in an explosive step is discharged to the bypass control chamber through the air flow passage by the compression explosion compressive pressure of the atmosphere produced as a reaction immediately after an explosion exhaust to absorb an exhaust resistance. On the AS other hand, a part of a surplus pressure gas in the bypass control chamber is sent to the other cylinder exhaust tubes through the other air flow passages, and a fuel and an air in the exhaust gas are uniformly mixed with each other in an entire bypass step and re-burned for complete combustion.

A four-cycle naturally-aspirated internal combustion engine has a permanent curtailed intake process, which allows the temperature and pressure of intake air to the combustion cylinders to be tightly controlled, and enables a very small combustion chamber so that a much higher compression ratio and pre-ignition compression pressure can be achieved without approaching the air / fuel mixture auto-ignition threshold. The maximum threshold of curtailed intake volume is determined to be 68% of engine cylinder volume to achieve a compression ratio CR of 18 or higher. Because this design can effectively regulate and set the maximum pre-ignition temperature of the fuel-air mixture, it can combust virtually any type of liquid hydrocarbon fuel without knocking. This four-cycle engine, due to its higher compression ratio, generates power equivalent to or greater than a standard four-cycle engine in a smaller and lighter engine and at a much higher efficiency.

The invention provides a method of operating a diesel engine under oxygen-limited conditions such that the efficiency of the engine is at least 1% improved over the engine efficiency obtained when using a conventional crude-derived diesel fuel, said method including the combustion of a distillate fuel having a density of below 0.800 g.cm−3 in the engine. The invention extends to the use of a distillate fuel with a density less than 0.800 g.cm−3 (at 20° C.) for achieving increased engine efficiency when operating a diesel engine under oxygen-limited conditions, said use including combusting said fuel such that the efficiency of the engine is at least 1% improved over the engine efficiency obtained when using a conventional crude-derived diesel fuel.