8359results about How to "Reduce fuel consumption" patented technology

A method of generating energy in a power plant (30) having a gas turbine (29), includes a first step a gas containing air (1) is compressed in a first compressor (2) of the gas turbine (29), a second step the compressed gas (3, 3a, 3b; 5; 7a, 7b) is fed to a combustion process with the addition of fuel (8) in a combustor (23), a third step the hot flue gas (9) from the combustor (23) is expanded in an expander or a turbine (10), driving a generator (18), of the gas turbine (29) while performing work, and a fourth step a partial flow of the expanded flue gas (11) is recirculated to the inlet of the first compressor (2) and admixed with the gas containing air (1). Carbon dioxide (CO₂) is separated from the compressed gas (3, 3a, 3b; 5; 7a, 7b) in a CO₂ separator (6) before the third step. In such a method, the overall size and energy costs are reduced by virtue of the fact that, to permit increased CO₂ concentrations in the CO₂ separator (6), not more than about 70% of the carbon dioxide contained in the compressed gas (3, 3a, 3b; 5, 5a, 5b; 7a, 7b) is removed from the compressed gas (3, 3a, 3b; 5, 5a, 5b; 7a, 7b).

A hybrid electric system designed to lower fuel consumption in heavy-duty long-haul vehicles, and in medium and light duty vehicles (trucks, buses, vans, SUVs, recreational vehicles, and the like), utilizing a multiplicity of thermal engines, regenerative power road-wheels, solar cells, and frontal area reducing adjustable-height suspension that are utilized singly or in combinations as suits the vehicle's mission.

A system and method of identify fuel savings opportunity in a fleet of vehicles based on a determination of fuel consumption due to modifiable use conditions is described. Modifiable use conditions, such as unauthorized usage, speeding and excessive idling, which represent opportunities for fuel savings are identified and fuel consumption based on the modifiable use conditions is determined. A user-defined statistical metric for the fleet, or a portion of the fleet, can be determined for each of the modifiable use conditions evaluated. Fuel consumption of an individual vehicle, or a group of vehicles, resulting from modifiable use conditions can be compared with a larger group of vehicle, or the fleet, to determine vehicles which correspond to a metric of the fleet. Fleet managers can use this information to modify the use conditions of individual or group of vehicles to provide fuel savings for the fleet.

In a motor vehicle, a fuel consumption measurement system comprising: measuring device for the vehicle's fuel consumption as first data; measuring device for second data for variables which may affect the fuel consumption, the second data including at least locations traveled by the vehicle, and wherein vehicle's location is measured in real time using a global positioning system or using info provided by a cellular wireless supplier; c. storage for storing samples of the first data with the second data; d. computing device for analyzing in real time the stored first and second data for reaching conclusions relating to ways for reducing the fuel consumption, wherein the conclusions include at least the cost of fuel used; e. display for presenting the conclusions in real time to a vehicle's driver.

A travel route generating method for an unmanned vehicle, which includes a condition input step of inputting a vehicle constraint condition including a vehicle width and a minimum turning radius of the unmanned vehicle, and a geometrical constraint condition including a travel route generation range in which the unmanned vehicle is to travel, an obstacle to avoid, and a position and a direction of an entrance point and an exit point; and a travel route generating step of generating a travel route such that the vehicle constraint condition and the geometrical constraint condition are satisfied, and such that a function value of a cost function having at least a magnitude of a curve and/or a rate of change in the curve as a cost element is minimized.

In one aspect, the invention is a system and method for improving vehicle operating conditions through the monitoring and adjustment of tire pressure in response to changing conditions. The system improves commercial vehicle productivity by reducing tire and fuel expenses, improving traction when needed, and reducing tire-induced shock-load damage to the vehicle axles and chassis. In another aspect, the invention is a tire management system, comprised of a tire inflation and deflation system positioned onboard said vehicle and operationally controlled by an onboard microprocessor-based control unit or by a remote centralized control-unit.

The present invention provides up-fit after treatment technology for bringing Heavy-Heavy Duty Diesel (HHDD) engine powered vehicles into compliance with the Title 13 CCR, Part 2025 mandate (meeting 2010 criteria emission standards). It also includes a Dual Fuel system, Exhaust Thermal Management System further reducing: NOx constituents, consumption of diesel fuel, particulate matter and CO2 emissions. The invention further comprises multiple sensors that provide data to electronic control module(s). The APGV6000 enables rapid after-treatment thermal activation, compares “real-time” sensor data with target data, and adjusts the after treatment system and/or dual fuel system and/or Exhaust Thermal Management system to produce exhaust emissions well below 2010 exhaust emission standards. For 2010 and newer HHDD engine applications, the V6000 comprises the Dual Fuel and exhaust thermal management system to affect rapid after-treatment activation, reduced NOx emissions well below, 2010 (current) standards, reduce diesel fuel usage and reduce CO2 emission.

A device for a traffic flow assistant for a vehicle includes a surroundings sensor system, which recognizes traffic-relevant objects on a traffic lane, on which the vehicle is traveling, and on at least one further adjacent lane, gaps in the traffic are recognized with the aid of the surroundings sensor system and vehicle-dynamic parameters of the objects are determined and future gaps in the flow of traffic are able to be predicted therefrom. For these recognized gaps and predicted gaps, lane change options are ascertained and, from this and the present and/or predicted presence of gaps in the traffic suitable for changing lanes and the vehicle-dynamic state of the vehicle, a signal for the lane selection is generated, which is dependent on the lane change options and an optimization strategy.

The invention discloses a hydraulic valve mechanism of a variable valve lift. The hydraulic valve mechanism of the variable valve lift comprises a valve spool of a puller cam, a sleeve capable of rotating relative to the valve spool and a seal gland connected with a valve. The top end of the sleeve is adapted to the valve spool; the bottom of the sleeve is adapted to the seal gland and an oil chamber is formed in the middle part of the sleeve. The hydraulic valve mechanism of the variable valve lift is characterized in that a valve spool oil duct is formed in the valve spool; an inlet of the valve spool oil duct is movably adapted to a sleeve oil duct; the outlet of the valve spool oil duct is communicated with the oil chamber; and the inlet of the valve spool oil duct is in shape of a helical notch. Part of gears are arranged outside the sleeve so as to drive the sleeve to rotate by racks or other similar mechanisms. A return spring is further arranged on the valve spool. The problems of complicated structure, high cost and low reliability existing in prior art are solved. The hydraulic valve mechanism of the variable valve lift is a hydraulic valve mechanism which is capable of realizing quick response.

A shutter for closing openings with pivotal shutter elements, the rotational axes of which are arranged parallel to each other. Better sealing is achieved in that the shutter elements consist of at least two wings that are solidly joined together and arranged almost parallel to each other. The wings of the shutter elements are oriented substantially parallel to an imaginary plane of the opening, thus closing it on both sides, in a first position and substantially normal to the plane of the opening, thus clearing said opening, in a second position.

An electrically variable transmission includes: an input member to receive power from an engine; an output member; first and second motor/generators; and first and second differentially geared planetary gear sets each having first, second and third gear members. The input member is continuously connected to the first member of the first planetary gear set, and the output member is continuously connected to the first member of the second planetary gear set. The first motor/generator is continuously connected to the second member of the first planetary gear set, and selectively connected to the second member of the second planetary gear set. The second motor/generator is continuously connected with the third member of the second planetary gear set. Five or six torque transfer devices selectively connect members of the planetary gear sets with each other or with ground. The torque transfer devices are engageable in combinations of two or three to provide five or six available fixed speed ratios.

A multi step transmission comprising gear sets, shafts and shift elements. The sun gear of set (P1) couples drive shaft (1). The carrier of set (P1) couples shaft (3) which couples, via brake (03), housing (G). Shaft (3) couples shaft (1), via clutch (13), and shaft (5) via clutch (35). Shaft (5) couples the ring and sun gears of sets (P2, P4) respectively, and shaft (8), which couples the sun gear of set (P3), via clutch (58). Shaft (1) couples shaft (7) which couples, via clutch (17), the carrier of set (P4). Shaft (6) couples the ring gear of set (P1) and the carrier of set (P2). The sun gear of set (P2) couples shaft (4) which couples, via brake (04), housing (G). The ring gear of set (P3) couples housing (G). Output shaft (2) couples the ring gear and carrier of sets (P4, P3) respectively.

An engine lubricant formulated as a complete crankcase motor oil or additive concentrate composed of a combination of chemical constituents including a base oil selected from a synthetic oil, a mineral oil or semi-synthetic base oil (hydrogenated oil) or combination thereof, an oil soluble molybdenum additive, a dispersant inhibitor containing zinc dithiophosphate, and viscosity index improvers and one or more seal swelling agents to lubricate the engine and recondition the seals of new and/or high mileage engines. Addition of a polyalphaolefin and/or one or more esters such as a diester or polyolester may also be utilized therein. The lubricant may be formulated as a complete engine oil crankcase lubricant, or concentrated into an additive for addition to conventional mineral oil based engine oil, synthetic engine oils, or blends thereof in an effective amount of up to 30 percent volume percent, typically from 20 to 25 percent by volume.

A vehicle engine has a system of valves that permits various engine cylinders to operate in different modes of operation. During braking, some of the engine cylinders receive atmospheric air, compress it, and transfer it to an intermediate air-container. Other cylinders receive compressed air from the intermediate air-container, further compress it, and transfer it to a high-pressure air-reservoir for storage. During acceleration, some of the engine cylinders receive compressed air from the high-pressure air-reservoir, expand it to a lower level of pressure, and transfer it to the intermediate air-container. Other cylinders receive air from the intermediate air-container, further expand it, and use it for combustion in an internal-combustion cycle. During short stops, the engine is shut down, for the duration of the stop, and, then, it is restarted with compressed air. During cruise, the engine operates as a conventional internal-combustion engine.

A gear train of an automatic transmission for vehicles has the advantages of improving power delivery performance and reducing fuel consumption as a consequence of realizing more than eight forward speeds by combining four planetary gear sets with three clutches and three brakes.

The invention discloses a regional path tracking control method for an autonomous land vehicle. A problem that collision of a vehicle with a road boundary or surround obstacle occurs because shapes and sizes of the vehicle and the road are not considered by the existing tracking control method can be solved. The method comprises the following steps: establishing a two-dimensional road model; establishing a mathematical model associated with a vehicle path tracking problem; calculating a roadable region boundary line within a certain distance in front of the vehicle; establishing a vehicle system model; carrying out a design of a regional path tracking control model and selecting a controlled quantity being an optimum front wheel steering angle at current time; according to the optimum front wheel steering angle, controlling a steering execution mechanism to make motion to enable the controlled vehicle to be driven in a roadable region, provided by a vehicle sensing system, within a certain distance in front of the vehicle. When the two-dimensional road model is established, the shapes and sizes of the vehicle and roads are taken into consideration, thereby reducing the possibility of collision of the vechile with the road boundary and thus improving safety of the autonomous land vehicle.

A gear train of an automatic transmission for vehicles is provided to improve power delivery performance and reduce fuel consumption as a consequence of realizing eight forward speeds and two reverse speeds by combining two simple planetary gear sets and one compound planetary gear set with two clutches and four brakes.