63results about How to "Reduce idle speed" patented technology

A fuel injection system operates under a substantially constant pump speed and creates multi-pressure levels by diverting the fuel flow. Fuel pressure can be switched from one steady pressure level to another level on-demand instantly. This superimposes and overlaps typical fuel injection events in the linear operating ranges under different pressure levels, significantly increasing the fuel injection dynamic range. Lower fuel injection when idle or during city driving reduces fuel consumption per mile traveled and reduces exhaust emission that causes smog in metropolitan areas. The system delivers additional power to the engine instantly at peak load on-demand, reduces idle speed with the engine running smoothly, does not change fuel tank temperature, and may enhance the life of the fuel pump.

The invention relates to an engine idle speed control-based AMT (Automated Mechanical Transmission) vehicle start control method, which comprises the following steps of: a, starting an engine, shifting to a start gear, controlling the engine to maintain an idle speed state by an electric control AMT, gently stamping a throttle to send out a starting signal; b, after receiving the starting signal, controlling a power source to drive a clutch to a semi-combined point; c, controlling an engine speed to be in a range of 650-1300 rpm by the electric control AMT, and detecting whether the ROTATING speed of an output shaft is more than 50 rpm or not; d, controlling the torque limit value of the engine to BE increaseD from 40% to 100% progressively by the electric control AMT and controlling the power source to drive the clutch to gradually combine, detecting whether the clutch sliding rate is less than 5% or not and whether the rotating speed of the output shaft is more than 120 rpm or not; and e, stopping controlling the engine by the electric control AMT, and ending a vehicle start process. The engine idle speed-control based AMT vehicle start control method has the beneficial effects of reducing abrasion of the clutch, increasing the comfort and economy as much as possible on the premise of maintaining dynamic property, and the like.

To provide a fuel injection control apparatus capable of reducing the minimum quantity of fuel injection without reducing the maximum quantity of injection.

For fuel injector valve opening, a driving circuit 56 supplies an electric current from a high-voltage power supply VH to the fuel injector 53, then after valve opening, switches the high-voltage power supply VH to a low-voltage power supply LV, and retains the open state of the valve. A microcomputer 57 is adapted such that for opening the valve of the fuel injector, the microcomputer, after supplying the current from the high-voltage power supply to the injector 53, discharges the current rapidly for a decrease below a first current level Ihold1 at which the open state of the valve cannot be retained, and then controls the supply current to the injector 53 so as to supply a current of a second current level Ihold2 at which the open state of the valve can be retained.

The vehicle-use power generation control apparatus regulates an output voltage of a vehicle generator driven by a vehicle engine at a set value by on/off controlling an excitation current flowing through an excitation winding of the vehicle generator The vehicle-use power generation control apparatus includes a rotation detecting circuit detecting a rotational speed of the vehicle generator, and an excitation current control circuit reducing, when the rotation detecting circuit detects decrease of the rotational speed, the excitation current at a rate depending on a rate of the decrease of the rotational speed detected by the rotation detecting circuit.

Disclosed herein is a fuel injection control apparatus for an internal combustion engine, capable of opening and closing accurately a valve of the fuel injector even when the quantity of injection required is small and a pulse duration of a driving pulse signal to the fuel injector is short.

A fuel injector pulse width computing unit 9a calculates, from the operational state of the internal combustion engine and the fuel pressure detected by a fuel pressure sensor, pulse width of a pulse signal which drives the valve of the fuel injector. After an valve-opening command has turned on and a high valve-opening current for opening the fuel injector valve has been supplied from a high-voltage source to the fuel injector, a fuel injector driving signal waveform command unit 9b discharges the current and supplies from a low-voltage source a small hold current Ih2 that allows the fuel injector to maintain the valve-open state. Also, during the time from supply of the valve-opening current to an arrival at the value of the hold current Ih2, after the elapse of a previously assigned rapid-discharge starting time Tsy from the turn-on of the valve-opening command, the fuel injector driving signal waveform command unit 9b rapidly discharges the current until the hold current Ih2 has been reached.

A launch system for a hybrid vehicle includes a pump, an electronic throttle, a sensor, and a hybrid control module. The pump is driven by an internal combustion engine and provides pressurized fluid to a transmission. The electronic throttle selectively adjusts airflow to the internal combustion engine and current to an electric motor. The sensor detects when a brake pedal has been released. The hybrid control module increases pressure of the pressurized fluid and limits torque transfer from at least one of the internal combustion engine and the electric motor when the sensor detects that the brake pedal has been released until a predetermined condition has been met. The hybrid control module increases pressure of the pressurized fluid with the pump by increasing the revolutions of the internal combustion engine and limits torque to the transmission by retarding the responsiveness of the electronic throttle.

An internal combustion engine idle speed control system includes a first valve control mechanism that adjusts a first operating parameter of a first cylinder valve. A control module determines an idle speed error and generates a first control signal to the first valve control mechanism to adjust the first operating parameter. The first control signal is based on the idle speed error.

A structural health monitoring system includes a signal transmission element and a sensor unit. The sensor unit is designed to feed a first signal into the signal transmission element and to read out a second signal from the signal transmission element. The signal transmission element has carbon nanotubes.

The invention provides an engine control device which can eliminate the unstable working phenomenon of the engine caused by the period changes of idling rotate speed. A bent axle angular speed change amount obtaining part (36) detects the bent axle angular speed change amount (delta w) representing the engine load. According to the judgment result which is bigger than an upper threshold set in a threshold setting part (40) or is smaller than a lower threshold set in the threshold setting part (40), an engine load judging mechanism (37) reduces or increases the advance angular value in a next period, so according to the change rules of each period, he angular speed change amount (delta w) in the next period is in an allowable range determined by the threshold (H) and (L). The engine load can also be indicated by the indicating average effective pressure (IMEP).

The invention belongs to the field of automobile idling fuel saving technology, and provides an idling fuel saving rate calculation method. The idling fuel saving rate calculation method comprises an S1 step of testing first fuel consumption at a first idling speed under a long idling condition; an S2 step of testing second fuel consumption at a second idling speed under the long idling condition; an S3 step of testing third fuel consumption at a third idling speed under the long idling condition; an S4 step of testing fourth fuel consumption at a third idling speed under an NEDC cyclic condition; an S5 step of calculating the fuel saving rate at the second idling speed under the NEDC cyclic condition and the fuel saving rate at the third idling speed under the NEDC cyclic condition, the first idling speed being greater than the second idling speed and the second idling speed being greater than the third idling speed. According to the invention, the fuel consumption is tested in the long idling way and converted into fuel consumption in the NEDC cycle, so that the fuel saving rate at a lower idling speed in the NEDC cycle is obtained, and the fuel saving effect of a vehicle can be truly reflected.

A fuel supply apparatus for an internal combustion engine includes a low-pressure fuel injection mechanism, a high-pressure fuel injection mechanism, a low-pressure fuel pump, a high-pressure fuel pump, a first pulsation damping element, and an orifice. The first pulsation damping element is provided in a passage, located on. the high-pressure fuel pump-side, in a “fuel pipe interposed between the high-pressure fuel pump and the low-pressure fuel injection mechanism. The orifice is provided in the passage, located on the low-pressure fuel injection mechanism-side relative to the first pulsation damping element, in the fuel pipe.

A seal assembly for use in a turbomachine, the seal assembly comprising an oil seal plate; a rotatable component which defines a central axis and is received in a central aperture of the oil seal plate; and an annular seal which comprises a base and a sealing portion, the base being held by the rotatable component; wherein the sealing portion is configured to form a seal with the oil seal plate when the rotatable component and annular seal are rotating below a predetermined rotational speed; and wherein the sealing portion is configured to move radially outwards with respect to the central axis such that the sealing portion loses contact with the oil seal plate when the rotatable component and annular seal are rotating above the predetermined rotational speed.

The invention discloses a high-efficient intake and exhaust system of an internal combustion engine, wherein a cam of a gas distribution mechanism is an eccentric cam, and a profile of the eccentric cam consists of a base line, an opening profile, a closed profile and a deep-stroke line. The high-efficient intake and exhaust system disclosed by the invention has the advantages of suitability for large, intermediate and small cylinders, a single cylinder and multiple cylinders, a water-air-cooled engine, increased power due to natural air suction (preferably boosted intermediate cold) and full combustion, low oil consumption, low exhaust reaching the Europe emission standard 1-4, low noise, low vibration, low idle speed, low cost, long service life, good startability and reliability, and reduced oil consumption and emission compared with the same model of the internal combustion engine, and is an upgrade product that the energy is saved by 20 percent and the emission is reduced by 50 percent; and the internal combustion engine with performances exceeding the advanced level of the world and various matched powers are obtained.

The invention discloses a two-stroke internal combustion engine. The two-stroke internal combustion engine comprises a shell, wherein the shell is internally provided with a piston and a crankshaft box; the crankshaft box comprises a rotating shaft; the rotating shaft is connected with a rotary compressor; the rotary compressor comprises an electromagnetic clutch and a compressed air outlet; the compressed air outlet is connected with a compressed air storage tank; the top of the shell is provided with an end cover; the end cover is provided with a compressed air nozzle, an exhaust port, a fuel injector and an ignition device; the compressed air nozzle is connected with the compressed air storage tank through a communicating pipe; the communicating pipe is provided with a compressed air automatic control valve; the exhaust port is provided with an exhaust valve; the internal combustion engine carries out air suction, acting and air exhaust processes in sequence. According to the two-stroke internal combustion engine provided by the invention, air suction and air exhaust are carried out independently, and the emission and fuel consumption are reduced.

The invention provides a point-projection wedge-shaped blade brake-stage stator and rotor assembly. Stator blades and rotor blades are in a wedge shape with the width gradually increasing from top to bottom and from blade bottom to blade top. The multiple stator blades are circumferentially arranged between the outer wall of a stator leaf crown and the inner wall of a stator body in an inclined mode. The multiple rotor blades are circumferentially arranged between the outer wall of a rotor body and the inner wall of a rotor leaf crown in an inclined mode. The stator blades and the rotor blades are the same in inclining angle and inclining direction. Both the stator blades and the rotor blades are formed through point projection. The point-projection wedge-shaped blade brake-stage stator and rotor assembly is small in hydraulic loss and large in braking torque; after a certain number of point-projection wedge-shaped blade brake-stage stators and rotors and a certain number of turbine-stage stators and rotors are assembled together, working time of a turbine drill can be obviously prolonged, overload capacity of the turbine drill can be obviously improved, stability can be obviously improved when the turbine drill works at a low rotating speed, and the footage during turbine drilling can be obviously increased.

The invention discloses nano-diamond lubricating oil for taxis and buses. The nano-diamond lubricating oil is characterized by being prepared according to the following method: performing dispersing:adding 0.3-0.5g of nano-diamond into each liter of dispersing agent OP-10, performing heating to 60-80DEG C, carrying out strong shearing and stirring for 10-18min, and conducting standing; performingemulsifying, taking out the supernatant, adding the supernatant into 150N base oil according to a ratio of 1:1.4-1.6, performing mixing, then stirring the substances strongly, and performing standingto obtain an emulsified composition; adding 2-2.5% by mass of the emulsified composition into base lubricating oil, conducting strong shearing and stirring, and performing standing; and adding 0.4-0.6% by mass of a pour point depressant into the mixture obtained in step (3), conducting strong shearing and stirring, and performing standing to obtain the product. The problems that taxies and busesare prone to breaking down and air conditioners cannot be used in summer are solved, the engine service life is prolonged, tail gas emission is reduced, and fuel oil or fuel gas is saved.