112results about How to "Increase boost pressure" patented technology

A blowby gas returning apparatus is mounted in an engine provided with a turbocharger in an intake passage and provided with a blowby gas returning passage for flowing blowby gas generated in the engine to return to the engine. This apparatus comprises an intake bypass passage connecting an upstream side and a downstream side of the intake passage with respect to the turbocharger, and a jet pump for generating negative pressure in the intake bypass passage. An exit of the first blowby gas returning passage is connected to the intake bypass passage through the jet pump. The apparatus further includes a second blowby gas returning passage connecting the intake passage downstream of the throttle valve to a head cover. In the head cover, a PCV valve is placed at an entrance of the second blowby gas returning passage.

A control device for an internal combustion engine, which comprise a turbocharger, of which turbo flow rate is made variable, and an intake valve provided with a variable valve mechanism and in which mirror cycle is performed, the control device comprising: device, which calculates an intake air quantity per unit time and an intake air quantity per cycle on the basis of torque required to the internal combustion engine; device, which controls the turbocharger so that with the intake air quantity per unit time, supercharging pressure is further increased in that range, in which a ratio of supercharging pressure and exhaust pressure is equal to or less than a predetermined value; and device, which controls the variable valve mechanism on the basis of the supercharging pressure and the intake air quantity per cycle.

In a control apparatus of a supercharged internal combustion engine, a variable valve actuation system interacts with an engine control system. A controller is configured or programmed to increase an intake-valve lift by a variable valve lift mechanism, which is provided for variably controlling at least the intake-valve lift of engine valves, when starting from a vehicle stand-still state or when accelerating from an idling state or a light load state. The controller is further configured or programmed to increase a valve overlap of intake and exhaust valves by a variable phase control mechanism, which is provided for variably phase-shifting a central phase angle of a valve lift characteristic curve of at least one of the intake and exhaust valves, while increasing a boost pressure of intake air introduced into an engine cylinder by a supercharging device, after the intake-valve lift has been increased.

The invention relates to a method for controlling an engine braking device for a combustion engine in motor vehicles, wherein the engine braking device has an intake system, an exhaust system, gas exchange valves associated with the combustion engine, exhaust turbo-charging by at least one exhaust turbocharger integrated into the exhaust system and the intake system, and an engine braking unit, wherein the engine braking unit has a decompression brake, which influences at least one outlet valve of the gas exchange valves and is dependent on the exhaust gas backpressure, and a brake flap, which is arranged in the exhaust system. To achieve a precisely controllable engine braking power in the engine braking mode, the demanded braking torque is controlled in accordance with the boost pressure of the exhaust turbocharger and with the exhaust gas backpressure upstream of the brake flap, which is arranged directly upstream of an exhaust turbine of the exhaust turbocharger. A suitable engine braking device is furthermore proposed.

The invention discloses a complex turbine device with a variable section, comprising a double flow channel turbine volute, wherein the double flow channel turbine volute is provided with two air flow passageways; the double flow channel turbine volute is provided with a volute air outlet and a volute air inlet which are communicated with the air flow passageways; a complex turbine impeller is arranged in the double flow channel turbine volute; and the complex turbine impeller is formed by compounding two turbine impellers which correspond to the two air flow passageways one by one. In the invention, the variable section function can be achieved by design and development of the turbine of a turbocharger and by using the complex turbine device, thereby effectively solving the defects of poor reliability and high cost of a vane type turbocharger with the variable section, effectively improving the efficiency of the turbine of an engine in low speed and increasing the torque output of the turbine.

The invention relates to a turbine nozzle ring used in turbochargers. Compressed air from an outlet of an air compressor of the turbocharger and/or an external source goes through a hollow internal cavity of the nozzle vanes or a hollow sandwich near the internal wall of an intake pipe of a vane-less spiral case and blows directly to the nozzle vane ring or main burning gas flow at a flow passage and/or an outlet of the vane-less spiral case through a ventilation groove gap cut between a vane-shaped back side (or front side) and/or a rear margin part or through circular arc-shaped ventilation gap of the outlet of the hollow sandwich near the zero-degree section of the tip of the vane-less spiral case, making the mixed air of blowing flow from the gaps and the main flow change the flow direction at the outlet of the nozzle ring and causing the change of the flow angle (namely flow section) at the outlet. The invention has the advantages of wide range of control simple structure, low cost, safety and reliability, high efficiency, straightforward control and being applicable for turbochargers and being capable of making use of external air, additional pressure and external energy to supply auxiliary power.

Provided is a miller cycle engine in which the thermal efficiency is improved by increasing boost pressure, while the reliability of mechanical strength and thermal load of the engine body is secured by maintaining a maximum in-cylinder pressure. The mirror cycle engine includes an intake valve variable unit (36) for controlling timing to open or close an intake valve (14), a steam. turbine (28) serving as a boost pressure adding device which adds an additional boost pressure to the boost pressure increased by a turbocharger (20) so as to increase only the boost pressure, or so as to increase the boost pressure by the additional boost pressure that is larger than increase in exhaust pressure, and a valve closing timing control unit (34) which advances more the timing to close the intake valve (14) as the additional boost pressure added by the steam turbine (28) becomes higher so as to maintain the boost pressure at substantially the same level as a maximum in-cylinder pressure before adding the additional boost pressure.

The invention discloses an auxiliary pressurization system adopting waste gas bypass. An intake port of a pressure accumulator (12) is connected with an intercooler intake pipe through a pressure accumulation pipeline (9); an exhaust port of the pressure accumulator (12) is connected with an engine intake connection pipe (5) through an auxiliary pressurization intake pipeline (14); a pressure accumulation bypass valve (10) and a check valve I (11) are arranged on the pressure accumulation pipeline (9); a pressurization bypass valve (15) and a check valve II (16) are arranged on the auxiliary pressurization intake pipeline (14); an intake pressure sensor (17) is arranged on an engine intake pipe (6); and the pressure accumulation bypass valve (10), the pressurization bypass valve (15) and the intake pressure sensor (17) are electrically connected with an engine ECU (13) separately. The excessive compressed air is collected through the pressure accumulator (12), so that the energy wasteis reduced, and the energy utilization rate is effectively increased.

In a method for operating a supercharged internal combustion engine, the exhaust gas turbine of which is equipped with a variable turbine geometry, if the pressure upstream of the compressor is higher than the pressure downstream of the compressor in the lower load/speed of the internal combustion engine, the variable turbine geometry is adjusted in the direction of its back-up position until the turbine efficiency is at least approximately in the region of the optimum efficiency.

The invention relates to a turbine nozzle ring in a turbocharger. Pressurized air flowing out from an outlet manifold bypass of an air compressor of the turbocharger per se and/or compressed air of an external air source (or exhaust fuel gas flowing out from an outlet manifold bypass of an exhaust pipe of an internal-combustion engine) passes through the hollow cavity of a nozzle blade or a hollow interlayer nearby the inner wall of a bladeless volute inlet pipe, and jets and blows a nozzle blade ring or the interior of a bladeless volute runner and/or a main fuel gas flow in a downstream way from a blade profile back (or ventral face) and/or a through-flow slit cut at the tail edge part (a jet deflection arc guide plate is connected to the back of the tail edge slit) or an annular arc through-flow gap at a hollow interlayer outlet nearby the zero-degree section of a bladeless volute tongue tip and the jet deflection arc guide plate connected thereafter, so that the air flow formed by mixing the gap jet flow and the main flow generates flow direction deflection at the outlet of the nozzle ring to cause the change of an outlet airflow angle (namely outlet flowing section area). The turbine nozzle ring has the advantages of high control strength, simple structure, low cost, safety, reliability, high efficiency, convenience for control and applicability for the gasoline engine turbocharger, and the additional air has the functions of additional pressurization and auxiliary energy application.

Methods and systems are provided for controlling and coordinating secondary air injection and blow-through to reduce turbo lag. By utilizing secondary air injection prior to providing blow-through, and deactivating the secondary air pump when a desired boost pressure for blow-through is achieved, turbine spin-up to a desired speed may be expedited and initial torque output may be increased.

The invention discloses a diesel and methanol dual-fuel system of an internal combustion locomotive engine and a method. The dual-fuel system comprises a diesel engine and further comprises a methanolsupplying system, a methanol sprayer assembly and a methanol spraying control system; the methanol supplying system comprises a methanol tank, a methanol filter, a methanol pump, a methanol flowmeter, a distribution box and a methanol pressure-limiting valve, and the methanol tank is sequentially connected with the methanol pump, the methanol flowmeter and the distribution box through pipelines;the distribution box comprises an input end and a plurality of output ends, and each output end is sequentially connected with the methanol pressure-limiting valve and the methanol sprayer assembly through pipelines; the methanol sprayer assembly comprises a methanol rail, a methanol rail pressing plate, a methanol spraying nozzle and a gas inlet bent pipe; and the methanol spraying control systemcomprises a methanol electronic control unit, a control wire harness, an upper computer, a rotating speed sensor, a coolant temperature sensor, a throttle position sensor, a methanol liquid level meter and a fault alarm device.

A reciprocating engine includes a turbocharging unit that: supplies the intake manifold with air via a coolant; is supplied with gas by the exhaust manifold; and has the turbine supply pressure substantially equal to the compressor discharge pressure. At constant air temperature, the turbocharging unit delivers a substantially constant volume of cooled air when the pressure varies, and the volume is substantially proportional to the turbine outlet section. The turbine pressure is maintained substantially equal to compressor pressure by a EGR bypass between the intake and exhaust manifold. In addition, the volume of air is less than the volume drawn in at the speed so that a flow of hot gases is drawn in again via the bypass above the speed, where the volume drawn in is equal to the volume, and a flow of air is deflected towards the turbine below the speed.

The invention relates to a method for operating a fuel-injected, especially a directly fuel-injected, reciprocating internal combustion engine. Said engine comprises at least one outlet valve per cylinder, communicating with an exhaust gas installation, and at least one inlet valve, communicating with an air inlet installation, and means for increasing the boost pressure in the air inlet installation. The method is characterized in that a control device for variably adjusting at least the opening times of the inlet valves is provided and that in the lower engine speed range the inlet opening times of the inlet valves can be adjusted via the control device in such a manner that there is a valve overlap with the closing time of the corresponding outlet valves, thereby scavenging the cylinder with fresh charge air before charge exchange in the area of top dead center.

A control device of waste gas by-pass valve is prepared as forming crank link mechanism by connecting executor, push bar, crank and link in sequence, fixing waste gas by-pass valve on link and making length of push bar or crank in said crank link mechanism be adjustable one.

An object of the present invention is to provide a control apparatus for an electrically assisted supercharger capable of effectively compensating for an output drop even with decrease in the atmospheric pressure. A control apparatus for an electrically assisted supercharger according to the present invention has a supercharger 20 disposed on an intake passage 5 of an internal combustion engine 1 mounted on a vehicle, and driven by an electric motor 20a, a controller 16, 21 for controlling the electric motor 20a to control a boost pressure, and a pressure detector 30 for detecting a state of the atmospheric pressure, and is characterized in that when the atmospheric pressure detected by the pressure detector 30 becomes less than a predetermined value, the controller 16, 21 makes a driving force of the electric motor 20a larger than that when the atmospheric pressure is not less than the predetermined value.

The invention discloses a turbine device with a changeable runner. The turbine device comprises a turbine volute, a turbine volute casing cover plate and a turbine wheel, wherein the inside of the turbine volute casing is provided with a turbine volute casing runner; a turbine volute casing gas inlet and a turbine volute casing gas outlet are arranged on the turbine volute casing runner; and a partition board is arranged in the turbine volute casing runner, and the partition board can move along the axial direction of the turbine volute casing. In the turbine device of the invention, the partition wall capable of moving axially is arranged in the turbine volute casing runner, thus the turbine volute casing runner can have different runner sections, the energy of the exhaust gas discharged from the engine can be utilized extremely and the turbines efficiency can be effectively increased. The turbine device with the changeable runner of the invention which contains the partition wall capable of moving axially has simple structure and low cost, is reliable and is easy to realize.

A transmission control device for an automatic transmission that changes the speed of rotation output from an engine having a turbocharger includes intake-state detecting means detecting an engine intake state; intake-state determining means determining whether or not a predetermined target intake state is satisfied based on a detection result of the intake-state detecting means; transmission-pattern selecting means having a first transmission pattern for setting a transmission gear ratio in accordance with an operational state and a second transmission pattern for setting the transmission gear ratio such that an engine rotation speed is higher than that in the first transmission pattern, and selecting the first transmission pattern or the second transmission pattern when the target intake state is satisfied or not satisfied, respectively; and transmission control means controlling a transmission mechanism unit of the automatic transmission based on the selected transmission pattern.