90results about How to "Fuel consumption" patented technology

The inspection methods and systems of the present invention are mobile, deployable, and capable of scanning a wide variety of receptacles cost-effectively and accurately on uneven surfaces. The inspection system comprises an inspection module that, in a preferred embodiment, is in the form of a mobile trailer capable of being towed and transported to its intended operating site with the help of a tug-vehicle. The tug-vehicle preferably includes at least one source of electromagnetic radiation, a hydraulic lift system to load and unload the radiation source, and at least one radiation shield plate positioned on the back of the driver cabin of the tug-vehicle.

A hydraulic system for construction equipment is provided, which can increase the driving speed of a corresponding working device by making hydraulic fluid of a hydraulic pump, which is added to the hydraulic system having two hydraulic pumps in the construction equipment, join hydraulic fluid on the working device side, and can intercept the supply of hydraulic fluid from the working device side to a traveling apparatus side when the working device and the traveling apparatus are simultaneously manipulated.

A drive system for an electric drive machine having an engine, a generator, a motor, final drive wheels and auxiliary devices is provided. The drive system may include an inverter circuit and an auxiliary driver. The inverter circuit may be coupled to each of the generator and the motor. The auxiliary driver may be coupled to each of the generator and the auxiliary devices. The inverter circuit and the auxiliary driver may be configured to automatically communicate power from the engine and any power from the auxiliary devices to the motor in a propel mode, and automatically communicate power from the motor to the engine, and optionally to a hybrid system if applicable, in a dynamic braking mode so as to minimize fuel consumption during the dynamic braking mode.

The transmission includes a minimal-orbiter gear complex and a single infinitely-variable rotary control device. The minimal orbiter includes only a control gear and an output gear interconnected by the different gearing portions of at least one cluster gear supported by an orbiting web responsive to an input drive provided by a primary engine. The rotary control device may be any kind of apparatus that is capable of providing resistance torque that can match the torque of the primary engine to slow and stop the control gear of the orbital complex. In a preferred embodiment disclosed, the rotary control device is a hydraulic jack machine having a drive shaft connected to an adjustable swash plate that provides primary control of the flow of fluid through the machine.

A drive assist device for a diesel-electric driven truck is provided to guide and assist a driver in starting to coast so that appropriate coasting deceleration suitable for load weight is realized. The drive assist device includes a course information database that stores information about a course, a truck body information database that stores information about the truck body, a current location determination unit that calculates current location information, a coast initiation timing calculation unit that calculates timing of coasting based on a current location and velocity of the truck and a target velocity at a predetermined point ahead of the truck, those of which being obtained from the databases and input information, the timing of coasting being used to achieve the target velocity at the predetermined point and a guidance unit that informs a truck driver of the timing of coasting according to an output of the calculation unit.

A method is provided to start a hybrid powertrain to optimize fuel consumption, wherein such hybrid powertrain comprises a combustion engine; a gearbox with input shaft and output shaft; a first planetary gear, connected to the input shaft and a first main shaft; a second planetary gear, connected to the first planetary gear and a second main shaft; first and second electrical machines respectively, connected to the first and second planetary gears; one gear pair connected with the first main shaft; and one gear pair connected with the second main shaft. The method comprising: ensuring that the moveable parts of each of the first and second planetary gears are respectively disconnected from each other; bringing the combustion engine to a predetermined engine speed (nice); and controlling the first and the second electrical machine in such a way that a desired torque (TDrv) is achieved in the output shaft.

The invention pertains to a de-icing system for an aircraft with at least one heat source and at least one air delivery means for delivering air into regions of the aircraft to be de-iced. In comparison with the prior art, the invention is characterized in that the air delivery means is connected to an air-conditioning system of the aircraft for discharging air from the cabin of the aircraft via an air heating device, wherein the air heating device is connected to at least one heat source in order to heat the air from the cabin of the aircraft. The de-icing system according to the invention is able to realize a wing de-icing that not only fulfills an anti-icing function, but also a de-icing function on the ground without additional expenditure of energy. The function of the de-icing system according to the invention could also be advantageously supplemented by utilizing the cabin waste air for increasing the flow energy on the upper side of the wing in order to delay a change-over or separation of the boundary layer and to generally increase the lift or lower the resistance.

In a fuel injection apparatus of an internal combustion engine comprising a fuel injector, an intake valve device for opening and closing an intake port, and an intake air flow control device arranged in an upstream side of the intake valve device, a fuel injection is synchronized with an intake stroke of the engine. A fuel spray is oriented to an inner wall face which is positioned in an opposite side to an inner wall face of a cylinder heads in a fuel injector side and the fuel spray is transported by an air flow having a strong fluidization which is entered from the intake air control device. In a port injection lean burn engine, an adhesion to the wall face according to the fuel spray can be reduced, and a quality and a formation state of an air-fuel mixture in a cylinder can be improved.

Compatibility between prevention of hunting of engine start and stop and improvement of fuel consumption is achieved during traveling with mode transitions. An apparatus for controlling a hybrid vehicle includes an engine, a motor-generator, a first clutch and a mode transition control means. The motor-generator is disposed in a drive system (power train) between engine and tire wheels to perform a start of the engine and drive for the tire wheels according to motor acceleration and power generation according to regeneration. The first clutch switches between an HEV mode and an EV mode. Mode transition control means implements a delay time from a time at which an engine stop allowance condition is established to a time at which a mode transition from the HEV mode to the EV mode is started in a high vehicle speed area that is higher than a delay time in another vehicle speed area.

A method and apparatus for improving fuel efficiency in an aircraft having a digital avionics system and at least first and second engines. The avionics system includes first and second full-authority digital engine control (FADEC) systems and corresponding first and second engines. At least one processor is provided that is programmed with a differential specific fuel consumption (DSFC) algorithm and first and second engine optimization algorithms. The DSFC algorithm adjusts the throttle of the first and second engines to substantially equalize the differential specific fuel consumption of the engines and thereby improve the fuel efficiency of the aircraft. The first and second engine optimization algorithms adjust at least one operating parameter of the first and second engines respectively to improve the fuel efficiency of the first and second engines.

A pneumatic-internal combustion (IC) engine based power management system with improved energy efficiency for automobile application. More particularly, the pneumatic IC engine based power management system comprises a compressor, a pressure vessel, a pneumatic motor and related control mechanisms to provide energy on demand and reduce environmental pollution. The compressor is driven by the IC engine during low power demand by the vehicle. The lightweight pressure vessel wrapped with high strength metal wire and / or fibers provide impact resistance adequate to store compressed air at rated pressure. For low / no load condition of engine or compressor, the IC engine will shut off rather than idling to save fuel. The stored compressed air drives the air motor that powers the vehicle's initial motion and then starts the IC engine to provide continuous power. A controller monitors the power demand and actuates different system components accordingly through sensors. The system also supports accessories such as air conditioning, heater etc. and a wheel-rim system for inflation maintenance and easy change over of tyres.

A self-propelled harvesting machine has a chassis supported by drive wheels on the ground and a first drive for propelling the harvesting machine. At least one second drive for driving at least one working or harvesting device is provided. A drive unit that provides a variable total drive power for the first and second drives is provided. The drive unit has at least two drive motors. At least one common gear unit is associated with the at least two motors for transmitting a rotational movement. A control and regulating device controls a course of action for connecting a second one of the at least two motors to the common gear unit.

A drive system for a machine having an engine, a generator, a trolley drive arrangement, a motor, wheels and auxiliary devices is provided. The drive system includes an inverter circuit and an auxiliary driver both being operatively connected to the trolley drive arrangement. The inverter circuit may be coupled to each of the generator and the motor. The auxiliary driver may be coupled to each of the generator and the auxiliary devices. The inverter circuit and the auxiliary driver may be configured to automatically communicate power from the trolley drive arrangement and any power from the auxiliary devices to the motor in a trolley propel mode, and automatically communicate power from the motor to the engine, the trolley drive arrangement, and optionally to a hybrid system if applicable, in a dynamic braking mode, while attached to trolley lines so as to eliminate fuel consumption while attached to the trolley lines.

An improved method and system for facilitating no-break power transfer between an APU and a main engine includes determining a required APU speed for conducting power transfer based on various APU operating parameters, such as engine speed, fuel, environmental temperature, etc. The APU controller then adjusts the APU speed up or down to the required APU speed. Communication between an aircraft computer and the APU controller may also be provided so that operational data can be exchanged to adjust the electrical load of the aircraft below a maximum load threshold set by the APU, avoiding overloading of the APU during power transfer. By exchanging operational data between the APU controller and the aircraft computer, both the APU and the electrical load can be adjusted to optimize no-break power transfer despite varying APU operating conditions and main engine generator frequencies.

The combination of a piston with an integrated spark plug to be used in an internal combustion engine is disclosed. The plug-in-piston configuration allows for maximum combustion and fuel efficiency as well as increased power output. Further, the configuration minimizes the release of unburned fuel and pollutants into the atmosphere. A method is also disclosed by which electrical energy is communicated to a spark plug.

The invention pertains to a de-icing system for an aircraft with at least one heat source and at least one air delivery means for delivering air into regions of the aircraft to be de-iced. In comparison with the prior art, the invention is characterized in that the air delivery means is connected to an air-conditioning system of the aircraft for discharging air from the cabin of the aircraft via an air heating device, wherein the air heating device is connected to at least one heat source in order to heat the air from the cabin of the aircraft. The de-icing system according to the invention is able to realize a wing de-icing that not only fulfills an anti-icing function, but also a de-icing function on the ground without additional expenditure of energy. The function of the de-icing system according to the invention could also be advantageously supplemented by utilizing the cabin waste air for increasing the flow energy on the upper side of the wing in order to delay a change-over or separation of the boundary layer and to generally increase the lift or lower the resistance.

A piston for in-cylinder fuel-injection type internal combustion engine includes a piston body, a low thermal conductor, and a piston head. The low thermal conductor is disposed on the top of the piston body. The low thermal conductor includes a low thermally-conductive substrate, and a coating layer. The low thermally-conductive substrate has opposite surfaces. The coating layer includes alumina fine particles (Al2O3). The coating layer is adhered on at least a part one of the opposite surfaces of the low thermally-conductive substrate that makes a cast-buried or enveloped surface to be cast buried or enveloped in the piston head.

In a method of operating a supercharged internal combustion engine in which exhaust gas is retained in the combustion chamber during a charge change, wherein the engine is operated with compression ignition or with spark ignition depending on the operating point and in which a charge pressure can be established for the fresh air supplied to the combustion chamber, and the exhaust gas is compressed during the charge change, and a first fuel quantity is optionally injected into the retained exhaust gas and a second fuel quantity is subsequently supplied to the combustion chamber, such that a homogeneous fuel / air mixture is formed in the combustion chamber, the retained exhaust gas quantity in the combustion chamber is corrected in such a way that the center of the combustion is displaced in the direction toward a set point value when the center of the combustion deviates from the set point value because of a change in the charge pressure of the fresh air or because of a change in the temperature of the fresh air.

Methods and systems for an engine are provided. In one example, a system for an engine comprises an exhaust passage through which exhaust gas is configured to flow from the engine, a turbocharger with a turbine positioned in the exhaust passage, an exhaust gas treatment system disposed in the exhaust passage upstream of the turbine and including at least one exhaust gas treatment device and a bypass with a bypass valve, the bypass valve configured to be adjusted to reduce exhaust gas flow through the exhaust gas treatment system in response to a transient engine operating condition, and an exhaust gas recirculation system coupled between the exhaust passage and an intake passage of the engine, the exhaust gas recirculation system including an exhaust gas recirculation passage and at least one exhaust gas recirculation valve, an inlet of the exhaust gas recirculation system positioned upstream of the exhaust gas treatment system.

A glow plug includes: a tubular body (2) having at one of its ends a plug head as well as a fixing zone including elements (12, 13) for being fixed in a bore, an arm (4) mounted on the body (2) of the plug at the end opposite to the plug head, and a pressure sensor (8) sealingly insulated from the corresponding cylinder. The arm (4) is fixed to an elastically deformable tubular zone (17) designed to project inside the cylinder. The pressure sensor (8) is mounted between the arm (4) and a support component (18) fixed inside the tubular body (2).

A drive system for a machine having an engine, a generator, a trolley drive arrangement, a motor, wheels and auxiliary devices is provided. The drive system includes an inverter circuit and an auxiliary driver both being operatively connected to the trolley drive arrangement. The inverter circuit may be coupled to each of the generator and the motor. The auxiliary driver may be coupled to each of the generator and the auxiliary devices. The inverter circuit and the auxiliary driver may be configured to automatically communicate power from the trolley drive arrangement and any power from the auxiliary devices to the motor in a trolley propel mode, and automatically communicate power from the motor to the engine, the trolley drive arrangement, and optionally to a hybrid system if applicable, in a dynamic braking mode, while attached to trolley lines so as to eliminate fuel consumption while attached to the trolley lines.

The invention discloses a method for causing a car to stall automatically. The method comprises the following steps: detecting that the car is in a stationary state; monitoring driving action; when monitoring that a driving stop action occurs, continuously monitoring the duration time of the driving stop action; if the duration time of the driving stop action is longer than a first preset time threshold, controlling the car to stall automatically. By adopting the method and system for causing the car to stall automatically, a user does not need to worry about forgetting to cause the car to stall, and does not need to turn back to check whether the car stalls or not, so that convenience is brought to users to use the car.

A method is provided for adjusting a fuel pressure in a high pressure fuel accumulator of an accumulator injection system of an internal combustion engine as a first drive motor which, together with a second drive motor, is situated in a drive train, in which variable torque contributions of the internal combustion engine and of the second drive motor are superposed, an actual value of the fuel pressure, which sets in in response to a lower torque contribution of the internal combustion engine in the high pressure fuel accumulator, deviating from a setpoint value specified for higher torque contributions and at which the actual value, in response to an increase in the torque contribution from the lower value to the higher torque contribution of the internal combustion engine being adjusted to its higher setpoint value. The method stands out in that the adjustment is performed so that a rate of a change in the actual value does not exceed a specified boundary value during the adjustment. A control device equipped to perform the method is also provided.

A novel technique for distinguishing fuel-operated engine idling and working periods by monitoring the different values of the engine alternating-current alternator frequencies for distinguishing engine idling and working, and, where desired, total engine operating run time.

A hydraulic system for construction equipment is provided, which can increase the driving speed of a corresponding working device by making hydraulic fluid of a hydraulic pump, which is added to the hydraulic system having two hydraulic pumps in the construction equipment, join hydraulic fluid on the working device side, and can intercept the supply of hydraulic fluid from the working device side to a traveling apparatus side when the working device and the traveling apparatus are simultaneously manipulated.