58results about How to "Improve NVH" patented technology

A window assembly configured for installation in a recessed window aperture comprises one or more transparent fixed position panes, one or more sliding panes, and a mounting frame. The mounting frame comprises at least a substantially full-circumference, molded plastic frame member and reinforcement integral with the frame member. The mounting frame at least partially defines a window opening. The mounting frame, e.g., the frame member, forms upper and lower slider runways extending laterally above and below the window opening. The sliding pane is slidably positioned in the upper and lower slider runways for sliding movement between open and closed positions. The mounting frame mounts the fixed position pane(s) by adhesive surface bonding to the interior surface of the fixed position pane. The exterior surface of the fixed position pane is free of adhesive. At least a laterally outboard portion of the peripheral edge of the fixed pane is covered by a portion of the frame member which also is flush with the adjacent exterior surface of the fixed position pane. A show-surface portion of the full-circumference, molded plastic frame member forms the entire show surface of the window assembly for at least a laterally extending portion the window assembly above and/or below the window opening. The reinforcement comprises an elongate reinforcing member(s) extending laterally above and/or below the window opening.

A vehicle drive system comprising of a variable displacement engine including a plurality of cylinders, where at least one of the plurality of cylinders selectively deactivates to decrease engine displacement; a torque converter operatively coupled to the variable displacement engine configured to operate with variable slip; a driver interface for receiving a preference setting from a driver; a control system for receiving the driver preference setting, and adjusting torque converter slip based on the driver preference setting.

A method of operating an engine having an adjustable balance shaft may comprise adjusting operation of the balance shaft during engine operation in response to an engine combustion mode. For example, balance shafts may be disabled during SI mode and enabled during HCCI mode. Various alternative examples may also be used.

The invention provides an engine compartment bracket assembly mounting structure. A chassis left suspension connected with a left longitudinal beam reinforcing assembly and a right suspension connected with a motor mounting bracket are correspondingly arranged at the two ends of an engine compartment bracket front cross beam assembly and an engine compartment cross beam assembly; the chassis leftsuspension and the right suspension can reduce and control the transmission of vibration of an engine compartment bracket and have a supporting effect. Compared with a hard connection mode in the prior art, the engine compartment bracket assembly mounting structure provided by the scheme has the advantages that an effect of realizing soft connection between the whole engine compartment bracket anda whole vehicle body structure can be achieved; requirements on strength and rigidity can be satisfied; requirements on vehicle stability can also be satisfied; the vibration amplitude of a vibrationsource is reduced to avoid the forming of resonance; and therefore, performances, such as NVH and safety grade, of the whole vehicle are obviously improved. The invention further provides a vehicle with the engine compartment bracket assembly mounting structure.

The invention relates to an apparatus (1) and a method for driving a solenoid valve (3), having an evaluation and control unit (10), a PWM apparatus (20) and a current measuring apparatus (AM), wherein, in normal operation, the evaluation and control unit (10) generates a PWM signal (PWM) having a duty ratio (TV) and emits said PWM signal to a magnet assembly (3.1) of the solenoid valve (3) by means of the PWM apparatus (20), wherein the current measuring apparatus (AM) detects a current (I) through the magnet assembly (3.1) resulting from the PWM signal (PWM) and reports said current back to the evaluation and control circuit (10), wherein a current (I) that is above a response threshold of the magnet assembly (3.1) triggers a switching process of the solenoid valve (3), and wherein, in test operation, the evaluation and control circuit (10) generates and emits at least one test PWM signal (TPWM1, TPWM2) having a duty ratio (TV1, TV2) by means of the PWM apparatus (20), said at least one test PWM signal inducing a test current (IT1, IT2) that is below the response threshold through the magnet assembly (3.1), and to a hydraulic assembly having such an apparatus (1) for driving a solenoid valve (3). In this case, in test operation, the evaluation and control unit (10) generates and emits at least two different test PWM signals (TPWM1, TPWM2) and detects the resulting test currents (IT1, IT2), wherein the evaluation and control unit (10) derives presently prevailing ambient conditions from the predefined test PWM signals (TPWM1, TPWM2) and the resulting test currents (IT1, IT2) and, in normal operation, generates and emits a subsequent PWM signal (PWM) based on the presently prevailing ambient conditions, said subsequent PWM signal inducing a current (I) that is above the response threshold, for the purpose of switching the solenoid valve (3).

The invention discloses an engine crankshaft composite shock absorber comprising a wheel hub which is connected with an engine crankshaft, a curve shock absorbing unit is arranged on the inner circumference of the wheel hub, and a torsion shock absorbing unit is arranged on the outer circumference of the wheel hub. Due to the fact that the torsion shock absorbing unit and the curve shock absorbing unit are composited together, curve amplitude and torsion amplitude of the crankshaft of a whole engine are made to be reduced at the same time through combined effects of the curve shock absorbing unit and the torsion shock absorbing unit, and therefore NVH and riding comfort of a whole vehicle are improved.

A control system and a control method of a gasoline direct injection engine may include determining whether the engine is stopped and can improve NVH of a vehicle by keeping the fuel high-pressure pump input valve of the high-pressure pump operating for a predetermined time and preventing fuel from flowing backward to the low-pressure pump.

The invention relates to an intelligent wheel speed sensor structure which comprises a PIN plugin, a wheel speed sensor probe and a wire harness. The PIN plugin comprises a two-PIN plugin body and a four-PIN plug joint, the two-PIN plugin body and the four-PIN plug joint are arranged at two ends of the wire harness respectively, and the wheel speed sensor probe is arranged on the wire harness through a branched structure. By adopting the above scheme, the problems of arrangement and assembly of an electronic clamp wire harness and an intelligent wheel speed sensor can be solved, after-sales claim can be reduced greatly, production efficiency can be improved, purchase cost can be lowered, and production management expense can be reduced. The intelligent wheel speed sensor structure is high in practicability and production efficiency and can lower labor intensity, reduce after-sales complaint, improve product image, lower purchase cost of a whole vehicle and improve NVH and waterproof performance of the whole vehicle.

The invention relates to a bushing structure of a cantilever frame shock absorber. The bushing structure comprises an inner steel sleeve, a rubber sleeve and an outer steel sleeve; the inner steel sleeve is in interference fit with the rubber sleeve; the rubber sleeve is in interference fit with the outer steel sleeve; the head end of the inner steel sleeve is provided with an inserting part and alimiting block, wherein the inserting part is inserted into a mating part hole position; and the limiting block is connected with the inserting part and is fixed together with the rubber sleeve in anintegrated sulfurization manner. According to the bushing structure provided by the invention, the end part of the inner steel sleeve is additionally provided with one limiting block so as to increase the radial load bearing capacity of a bushing so that the bushing can satisfy a bolt torque range of different loaded car types; and the bushing structure is applicable to rear suspension frames ofvarious platform car types, lowers the development cost and shortens the development period.

The invention discloses an internal combustion engine in-cylinder braking device which comprises a rocker arm shaft, an air inlet rocker arm assembly and an exhaust rocker arm assembly. A braking valve assembly is arranged on the exhaust rocker arm assembly, hydraulic tappet assemblies are arranged at the valve ends of the rocker arm assemblies respectively, and the hydraulic tappet assemblies are matched with valve bridge assemblies. Each hydraulic tappet assembly comprises a shell, tappets are elastically matched in the shells, elephant feet are assembled on ball heads of the tappets, main oil ducts are axially arranged on the tappets, first one-way valve assemblies are arranged between the upper ends of the main oil ducts and an upper oil cavity, exhaust holes are formed in the shells, oil inlet holes and oil outlet holes are radially formed in the tappets, and reducing sections are arranged on the oil outlet holes. A lubricating oil channel in the rocker arm shaft communicates with the oil inlet holes through oil inlet channels, the oil outlet holes communicate with the inner cavities of the elephant feet, and a braking control oil channel communicates with the braking valve assembly through a braking oil channel on a rocker arm. The internal combustion engine in-cylinder braking device has the advantages that the structure is reasonable, the braking reliability and safety can be improved, the valve clearance does not need to be adjusted, engine noise can be reduced, and NVH is improved.

A one-way clutch configured for decoupling an alternator pulley from an alternator hub in a motor vehicle drive system is provided. The one-way clutch includes a ramp plate for non-rotatable connection with an inner circumferential surface of the pulley and rollers in axial engagement with the ramp plate. The rollers are movable along ramped surfaces of the ramp plate between a first position and a second position. The one-way clutch also includes an elastic assembly forcing the ramp plate and rollers into the axial engagement. The elastic assembly axially forces the rollers to transfer torque from the pulley into the hub when the rollers are in the first position. The hub is rotationally decoupled from the pulley when the rollers are in the second position.

An electric vehicle reducer gear shaft assembly structure comprises an input shaft assembly, an output shaft and a differential mechanism assembly and is characterized in that a ratchet wheel and an output gear which is meshed with the input shaft assembly are sequentially installed on the output shaft in a press fitting mode; a cone bearing is installed on a shaft shoulder of the output gear in a press fitting mode; an output shaft shoulder which is close to a meshed position of the output shaft and the differential mechanism assembly is provided with a cone bearing; a graded snap spring is arranged on the press fitting external side portion of the output shaft and the output gear. The electric vehicle reducer gear shaft assembly structure is impact and light. According to the electric vehicle reducer gear shaft assembly structure, the length of a gear shaft string is shortened, the axial length, the size and the weight of a reducer is reduced, and the gear accuracy is improved due to a gear structure design; the gear machining and assembling error caused by spline is avoided and accordingly the gear accuracy is improved due to a gear machining and assembling scheme; meanwhile the NVH (Noise Vibration and Harshness) performance, the gear intensity service life and the cone bearing service life are improved.

The invention relates to a device used for an engine and acting on a timing belt or chain, in particular to an engine chain timing system. A high-intensity nylon chain wheel structure is adopted, so that original steel-steel contact between a chain and chain wheels is converted into nylon-steel contact; oil-resistant rubber is arranged below the position, between every two adjacent teeth of the chain wheels, of the tooth root circle; in the process that the chain is pinched into the chain wheels, a chain connection board makes contact with the oil-resistant rubber firstly, and then rollers are pinched into the chain wheels, so that the pinching impact between the rollers and the chain wheels is greatly reduced, the NVH of the chain timing system is improved, and the system moves more stably and silently. Idler wheels are additionally arranged on a guide rail, so that sliding fiction between a chain plate on the chain and a guide rail in the prior art is changed into rolling friction between the rollers and the guide rail, the friction loss of the system is reduced, and the fuel utilization ratio of the engine is increased. A sensor used for detecting whether a plunger bounces up completely or not is also additionally arranged in an expansion machine and can remind a driver of replacing the chain timing system in time, and major quality accidents of the engine are avoided.

The invention is applicable to the technical field of engines and vehicles, and discloses a crankshaft damping wheel, a mounting structure thereof, an engine and a vehicle. The crankshaft damping wheel comprises a wheel body located in an engine front cover plate, the wheel body comprises a hub connected with a crankshaft, an inertia ring mounted on the hub in a sleeving manner and a rubber ring mounted between the Inertia ring and the hub, the mounting structure is provided with the crankshaft damping wheel, the engine is provided with the mounting structure, the vehicle is provided with theengine, according to the crankshaft damping wheel, the mounting structure thereof, the engine and the vehicle, the crankshaft damping wheel is mounted in the engine, a crankshaft does not need to penetrate through the engine front cover plate, a penetrating hole and an oil seal do not need to be mounted on the engine front cover plate, the rotating resistance of the crankshaft is small, the friction of the engine is relatively reduced, the whole vehicle oil consumption is reduced, the way of transmitting the engine noise to the outside can be reduced, NVH of the engine can be improved, and theuser driving and taking experience is better.

The invention discloses an electric vehicle cooling system and a control method. The electric vehicle cooling system is composed of a motor cooling system and a battery cooling system, the motor cooling system is composed of a liquid storage tank, a radiator, an electric fan, a water temperature sensor, an electric water pump, a motor, a controller and a DCDC, the liquid storage tank, the radiator, the electric fan, the water temperature sensor, the motor, the controller and the DCDC are connected through a cooling pipeline, and the water temperature sensor is used for collecting temperature signals and transmitting the temperature signals to the controller; and the battery cooling system is composed of an electric water pump, a PTC, a heat exchanger, a CHILLER, an electric water pump, a battery, a water temperature sensor and a liquid storage tank which are connected through a cooling pipeline, and the water temperature sensor collects temperature signals and then transmits the temperature signals to the controller. The electric vehicle cooling system control method is divided into a motor cooling control method and a battery cooling control method. According to the electric vehicle cooling system and the control method, the cooling system can be simplified, and power consumption of parts of the cooling system is reduced; and the control method effectively avoids frequent opening and closing of parts of the cooling system and improves NVH of the system.