369results about How to "Improve combustion" patented technology

A pressure gradient dosing system is provided for a fluid supply system. A flow passage has first and second pressure zones having a pressure gradient therebetween. An additive reservoir in an additive delivery system responds to the pressure gradient to release additive to the flow passage.

Methods and systems are provided for inducing combustion dynamics within turbine engines to remove combustion deposits within the turbine engine during operation of the turbine engine.

A compression ignition gasoline engine uses low-cetane number fuel, such as gasoline. The engine includes a combustion control device having an injector directly injecting fuel into a combustion chamber, intake and exhaust valves, and a variable valve device changing a valve timing, in which the compression ignition gasoline engine includes: at least two intake valves and two exhaust valves; a spark plug positioned at the center portion of the combustion chamber; and an injector positioned adjacent to the spark plug toward the center portion of the combustion chamber, in which the exhaust valve is a symmetric valve lift in which the lift and the opening section of the tow exhaust valves are the same in low lift, and the intake valve is an asymmetric valve lift in which the lift and the opening of the two intake valves are different in the low lift.

A gas turbine group is provided with at least one cooling apparatus for cooling the working medium before and/or during the compression. The cooling power of the cooling apparatus can be adjusted by suitable means. A controller controls the cooling power of the cooling apparatus as a function of a control deviation in the useful power of the gas turbine group. The cooling controller interacts with other controllers of the gas turbine group in such a way that the gas turbine group is itself always operated at least close to its full load operating state. In this context, it is preferable for the inlet guide vane row of the compressor to be maximally open, and for the hot-gas temperature on entry into the turbines to be controlled so that it is constantly at an upper limit value.

To provide an exhaust gas purifying system capable of forcibly regenerating DPF by efficiently raising the temperature of exhaust gas even when an exhaust gas temperature is very low at the time of low load and low engine speed such as an idling operation. In an exhaust purifying system (1) having an exhaust throttling valve (31) and a DPF (3) in an exhaust passage and having regeneration control means (P1) for regenerating the DPF (3), the regeneration control means (P1) is provided with an exhaust gas temperature detection means (P22), a fuel injection control means (P11), and an exhaust throttling control means (P12) and includes regeneration control for performing the exhaust gas temperature raising control through the multistage delay injection by the fuel injection control means (P11) and through the exhaust throttling of the exhaust throttling valve (31).

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.

An internal combustion engine includes first and second cylinder assemblies each to repeatedly carry out combustion cycle including intake, compression, combustion with expansion, and exhaust processes. In a surcharging system of the invention, the first cylinder assembly is coupled to the second cylinder assembly in gaseous communication to apply a charge of exhaust gas produced from a first combustion cycle of the first cylinder assembly to a compression process of a second combustion cycle of the second cylinder assembly. In a supraignition system of the invention, the first cylinder assembly is coupled to the second cylinder assembly in gaseous communication to apply a charge of ignition gas produced from a first combustion cycle of the first cylinder assembly to a compression process of a second combustion cycle of the second cylinder assembly. Buffer vessels coupled in gaseous communication with corresponding cylinder assemblies are also used in surcharging and supraignition processes.

A combustor includes two upstream parts of fuel supply system supplying gaseous fuels of two types having different heating values from each other, a three-way fuel transfer valve merging the two upstream parts of fuel supply system with each other, a plurality of gaseous fuel supply subsystems supplying a combustion chamber with the gaseous fuels supplied through the three-way fuel transfer valve and branched, and a plurality of burners injecting, corresponding to each of the gaseous fuel supply subsystems, the gaseous fuel supplied from the gaseous fuel supply subsystem into the combustion chamber.

The present invention provides a gas generator in which ignition and combustion performance of a gas generating agent and operation performance are enhanced. An inner cylindrical member 4 is disposed in a cylindrical housing 3, an annular first combustion chamber 5a is provided radially in the outside of the inner cylindrical member 4, and, in the combustion chamber 5a, a ratio (D/L) of its radial average distance (D) to its axial average length (L) is adjusted to be in the range of 0.2 to 2.0. The invention provides a gas generator for an air bag capable of reducing a size of the gas generator and easily and reliably adjusting a capacity of a combustion chamber which accommodates the gas generating agent, and also provides a retainer for such a gas generator. The invention provides a retainer which changes a flow of a gas ejected from a through-hole of an inner cylindrical member provided in the housing and has a cylindrical portion for collecting fluid and semifluid combustion products included in the gas, and provides a gas generator for an air bag using such a retainer. The invention provides a gas generator for an air bag comprising, in a housing having a gas discharging port, a inner cylindrical member having a cylindrical peripheral wall, and two combustion chambers defined by the inner cylindrical member, in which a gas generating agent to be ignited for generating a working gas is charged in the respective combustion chambers, and working gases generated in the respective combustion chambers pass through different flow-paths and reach the gas discharging port. The present invention further provides a gas generator for an air bag in which, in a housing having a gas discharging port, an inner cylindrical member having a cylindrical peripheral wall is disposed, two combustion chambers are defined by the inner cylindrical member, a gas generating agent which is burnt to generate a working gas is charged in each of the combustion chambers, and working gases generated in the respective combustion chambers pass through different flow-paths to reach a coolant means.

A dual fuel connector separately supplies two different fuels to fluidly isolated fuel passages within a fuel injection valve of an internal combustion engine. The dual fuel connector comprises a body with separate fluid connections to the first fuel inlet, the second fuel inlet, a first fuel rail and a second fuel rail. A first fuel passage within the body is in fluid communication with the first fuel rail and the first fuel inlet. A second fuel passage within the body is in fluid communication with the second fuel rail and the second fuel inlet, and wherein the first fuel passage is fluidly isolated from the second fuel passage. The dual fuel connector supplies two different fuels to a fuel injection valve, for engines that are not designed with a cylinder head that has internal bores that can serve as fuel rails.

The invention discloses a multilayer inner flame combustor which consists of a combustor body and a distributor device, two fire orifice layers of an upper layer and a lower layer are arranged on the distributor device, and fire orifice outlets are arranged inwards; air channels are arranged or not arranged between fire orifices in the upper layer; a single inner chamber or two independent inner chambers are arranged; the two independent inner chambers are arranged so as to independently adjust flame in the upper and the lower layers; the air channels are arranged so as to lead air supplement to be more sufficient. The multilayer inner flame combustor is characterized by double-layered cyclonic flame, large heat transfer rate, high thermal efficiency, low CO and NOx content in flue gas and unblocked fire orifices, and the like, and can be widely used in inner flame gas cookers.

The present invention provides a motor including a combustion chamber, an oxidizer injector, a vortex generators and a nozzle. The combustion chamber can be used to dispose a solid fuel, and the oxidizer injector is used to control the flow rate of an oxidizer and to inject the oxidizer into the combustion chamber. The vortex generators is disposed on the inner wall of the combustion chamber for generating eddies to enhance the mixing of the fuel and the oxidizer. Additionally, the nozzle is connected with the combustion chamber for exhausting the gas generated by the combustion of the propellants.

An improved spark ignition system for an internal combustion engine that includes a pair of electrodes disposed to extend from opposite sides and into a combustion chamber to form a spark gap between them that is central to the combustion chamber. Each electrode is integral with a conductive fuel delivery tube that contains a capillary passage and fuel outlet ports adjacent the electrode. The heat from combustion conducted into the electrodes and fuel delivery tubes is used to vaporize the fuel within the capillary passages before it exits the outlet ports as an atomized fog into the combustion chamber adjacent the spark gap. The vaporization of the fuel flowing in the capillary passages absorbs energy from the electrodes and thus performs a cooling effect on the electrodes. The spacing of the electrodes from opposite sides of the cylinder also allows a design that can utilize and increased spark gap to produce a larger spark across the gap.

A combustion chamber system for a spark-ignited linear motor includes an open-ended primary combustion chamber located within a secondary combustion chamber. An unrestricted opening between the primary and secondary combustion chambers provides for more efficient scavenging of combustion byproducts. A compression wave trigged by a spark-ignited flame front within the primary combustion chamber is reflected within the secondary combustion. Upon return, the compression wave effectively closes the unrestricted opening of the primary combustion chamber by colliding with the flame front and forcing flame jets through smaller openings in the primary combustion chamber into the secondary combustion chamber for accelerating combustion within the secondary combustion chamber.

A particulate trap system for an exhaust system of an internal combustion engine includes a monolithic wall-flow particulate trap having a plurality of contiguous porous walls, and a remotely actuated relief valve downstream of said trap for periodically creating a reverse pressure throughout the exhaust system upstream of the relief valve and including said trap. A reversing apparatus periodically creates a reverse pressure drop across a portion of the contiguous porous walls of said trap to dislodge accumulated particulate and cause a portion of the filtered exhaust gas to flow back through said portion of the contiguous porous walls to remove particulate therefrom. A control system actuates the relief valve and the reversing apparatus. In one embodiment the system is utilized on a vehicle and the reversing apparatus includes a relief valve that is also operative as an exhaust break. Regeneration includes the steps of: creating a backpressure in the entire exhaust system from a location downstream of the trap; creating a reverse pressure drop across only a portion of the porous walls to dislodge accumulated particulate therefrom; and causing a portion of filtered exhaust gas to flow back through said portion of the porous walls to carry the dislodged particulate out of the trap.