608 results about "Air mass" patented technology

A method, apparatus, and computer program product for identifying air data for an aircraft. The lift for the aircraft is identified. The number of surface positions for the aircraft is identified. The angle of attack during flight of the aircraft is identified. A synthetic dynamic pressure is computed from the lift, the number of surface positions, and the angle of attack.

An internal combustion engine system includes an intake manifold, a combustion chamber, an exhaust manifold and exhaust gas recirculation apparatus for recirculating a portion of the exhausted gases from the exhaust manifold to the intake manifold. An estimate intake manifold oxygen concentration is determined from the air fraction within the intake manifold which is determined from an engine system model that provides interdependent air mass fractions at various locations within the engine system.

Method and arrangement for providing and controlling a gas turbine (1) at least one turbine (11, 20, 20′), at least one compressor (2, 5) driven by the turbine and a combustion chamber (16) arranged between the compressor and the turbine in the airflow path. The gas turbine includes devices (8) for direct measurement of the air mass flow at a position upstream of the combustion chamber in the airflow path, with the aim of regulating the quantity of fuel that is delivered to the combustion chamber (16) on the basis of the measured air mass flow.

A measuring device for measuring the mass of a medium flowing in a flow line, in particular the aspirated air mass of an internal combustion engine, including a measuring element bathed by the flowing medium and disposed in a flow conduit of the measuring device provided in the flow line. The flow conduit extends in a primary flow direction between an inlet opening that communicates with the flow line and at least one outlet opening that discharges into the flow line downstream of the inlet opening. The flow conduit branches at a first dividing point, disposed between the inlet opening and the measuring element, into a measuring conduit, in which the measuring element is disposed, and a first bypass conduit, which bypasses the measuring element in the primary flow direction.

This invention sets forth a commercially viable diesel combustion system that meets environmentally acceptable levels of NOx emissions (i.e. 0.2 g / bhp-hr or lower across a full map of engine speeds and loads) without the need for use of NOx aftertreatments, and simultaneously maintains engine-out PM emissions relatively close (e.g. with smoke levels at or below 3 BSN) to environmentally acceptable PM post-aftertreatment levels. The invention achieves these results by operating within a unique combination of parameters. These parameters comprise: (1) charge-air oxygen concentration below 16%, preferably between 10% and 15%, more preferably between 11% and 14%, and most preferably between 12% and 13.5% for virtually all engine operating conditions (but not necessarily at no-load or low load conditions), (2) fuel injection pressures at or exceeding 1800 bar, preferably exceeding 2100 bar, more preferably exceeding 2300 bar, and most preferably exceeding 2500 bar, at most engine speeds and loads, and (3) charge-air mass / fuel mass ratio between 25:1 and 45:1 for medium and high loads. Furthermore, the system is preferably run continuously slightly lean of stoichiometry, providing just enough excess oxygen to facilitate completeness of combustion and to maintain an exhaust oxygen level sufficient for continuous trap regeneration at a balance point in operation.

A method for operating an HVAC system includes the steps of adjusting a heating temperature of a heat exchanger disposed in a first flow passage, directing a first partial air mass flow through the first flow passage, directing a second partial air mass flow through a second flow passage, and directing the first partial air mass flow and the second partial air mass flow downstream of the first flow passage and the second flow passage, wherein the heating temperature of the heat exchanger required to at least one of achieve and maintain a desired climate in the passenger compartment of the vehicle is set as a maximum heating temperature for the heat exchanger, and wherein only an amount of energy required to at least one of achieve and maintain a desired climate in the passenger compartment of the vehicle is added to the HVAC system.

Cooling system for motor vehicles with at least one radiator to which in a first operating phase, particularly in the ram pressure phase, a first air stream can be supplied via a first air flow path and which in an alternative or simultaneous second operating phase, particularly during fan operation, can be supplied by means of at least one air-conveying device, with a second air stream flowing along a second air flow path. Among other things, it is also provided that at least in some regions the two air flow paths are oriented at an angle to each other so that the air-conveying device is disposed outside or essentially outside the first air flow path. The invention also related to a corresponding method.

The invention gives a process for the control of the amount of cooling air of a gas turbine set (1, 2, 3). Suitable means (32, 33) are provided in the cooling system (26, 27) to enable the amount of cooling air to be varied. The control of this means takes place in dependence on an operating parameter (X). This is determined in a computer unit (22) by suitable combination of measured machine data (p1, p2).

A system and method to convert the ram air energy resulting from the movement of an electric vehicle through the air mass into electric energy to recharge the energy storage devices of the vehicle while minimizing the apparatus caused drag effect on the vehicle, thereby extending the driving range of the vehicle between external charging. At least one ram air driven turbine is positioned within the vehicle, the turbine driving a mechanically coupled generator to charge the battery. Ram air is ducted in the front of the vehicle to cause the turbine generator to rotate and output electrical energy to charge the battery. The effect of variation in vehicle speed on both turbine generator output and turbine caused drag is optimized by adjusting the pitch angle of the turbine blades. At least one included ultra capacitor will implement a pre-programmed charge / discharge profile to reduce charge resistance electrical loading on the turbine generator and enable continued battery charging with minimal increase of turbine caused drag.

At least one engine operating parameter other than total fuel energy content is taken into account when transitioning between operating modes in a dual fuel or other multimode engine (20) in order to maintain a smooth transition between modes. The parameter preferably comprises at least one of primary fuel excess air ratio (lambda) and ignition timing and preferably is controlled in addition to total fuel energy content control. Lambda control is especially beneficial because it permits the control system to compensate for the engine's inability to substantially alter the instantaneous air mass in the combustion chamber during the transition period. For instance, during a transition from pilot ignited gaseous fuel mode to diesel mode, the controlled parameter preferably comprises diesel lambda, and the controlling step comprises setting diesel lambda at a relatively high value at the beginning of the transition period and thereafter reducing diesel lambda during the transition period.

A wind powered variable area exit aperture electric generating system having configurable, adjustable duct side walls by which means the ratio between the intake cross-sectional aperture area and the exhaust cross-sectional aperture area may be varied for maximum air molecule flow through the duct, leading to ideal maximum electrical output for any given air mass input. The planar characteristic and angular dispersion of the mutually leading edge coupled extended flaps, and the regular square interior housing result in complementary internal vortices developed at the trailing edge of the planar architectural surfaces.

A process is provided for the control of the amount of cooling air of a gas turbine set. Suitable means are provided in the cooling system to enable the amount of cooling air to be varied. The control of this means takes place in dependence on an operating parameter (X). This operating parameter is made dependent on the fuel type used.

At least one engine operating parameter other than total fuel energy content is taken into account when transitioning between operating modes in a dual fuel or other multimode engine (20) in order to maintain a smooth transition between modes. The parameter preferably comprises at least one of primary fuel excess air ratio (lambda) and ignition timing and preferably is controlled in addition to total fuel energy content control. Lambda control is especially beneficial because it permits the control system to compensate for the engine's inability to substantially alter the instantaneous air mass in the combustion chamber during the transition period. For instance, during a transition from pilot ignited gaseous fuel mode to diesel mode, the controlled parameter preferably comprises diesel lambda, and the controlling step comprises setting diesel lambda at a relatively high value at the beginning of the transition period and thereafter reducing diesel lambda during the transition period.

An acoustic absorption system fills each frame void within an airframe section with a close fitting foam portion. A mass barrier layer is adhered over the foam portions and to a multitude of frame members. The mass barrier layer is a contiguous layer adhered across the multitude of frame members to seal the airframe frame voids to make use of mass-air-mass principles to reduce flanking path leakage around the foam portions.

An engine control apparatus is disclosed for determining crankshaft position and engine phase of an internal combustion engine through monitoring intake air pressure fluctuations. The opening of the intake valve is mechanically linked to the crankshaft position of an engine. When the intake valve opens it creates air pressure fluctuations in the air induction system of the engine. The control apparatus is configured to determine intake air pressure fluctuations indicative of an intake air event and thus a particular crankshaft position, and their corresponding period of the engine cycle. The controller then uses this information to determine crankshaft speed and position for the purpose of fuel injection and ignition timing of the internal combustion engine. Engine phase is also determined on four-stroke engines. The engine may also include a crankshaft position sensor in combination with monitoring intake air pressure fluctuations to increase resolution in determination of crankshaft position. A circuit is provided for simultaneously measuring intake temperature using a single bridge type pressure sensor in order to calculate air mass flow rate.

An air circulation system for use with or without ductwork having an outside air stream and a return air stream includes a controller and a return damper apparatus operatively connecting the return air stream to the controlled environment. The air circulation system further includes a heating unit and an air mass sensor disposed adjacent to the return damper apparatus. The air mass sensor selectively and directly detecting a ventilation rate of air moving through the return damper apparatus and communicates the ventilation rate to the controller which selectively modulates operation of the heating unit in dependence upon the ventilation rate.

A blower for combustion air in a wall / floor furnace is provided that includes a blower housing (26), and blower wheel (27), with an air inlet (28) and an air outlet (29), and with a fuel feeder line (1) for fuel, wherein a mass current sensor (13) for determining the air mass current is located on the air inlet (28), which is functionally connected with a data processing device (4) and sends signals to the data processing device for calculation of a ratio of combustion medium to combustion air in dependence on a desired heating capacity.

A method and a calculating device are for modeling the temperature of a catalytic converter in the exhaust gas of an internal combustion engine. In this context, the heat input into the catalytic converter based on exothermic reactions is taken into consideration. The method provides that a first correcting quantity delta_T1 and a second correcting quantity delta_T2 are formed, which each take into consideration a heat input into the catalytic converter based on exothermic reactions in the catalytic converter, delta_T1 being formed as a function of the ratio of the first fuel mass, combusted in the internal combustion engine simultaneously with an air mass, to the air mass, and delta_T2 being formed as a function of a heat input that results from an exothermic reaction of a second fuel mass, which was metered in for the regeneration of the catalytic converter in addition to the fuel proportion of the fuel / air mixture combusted in the internal combustion engine.

A method for controlling exhaust gas particulate emissions from a compression ignition internal combustion engine having a variable geometry turbocharger (VGT) includes the steps of determining backpressure across the engine and air mass flow into the engine, closing vanes of the VGT to provide air mass flow increase when backpressure is increasing, and stopping the step of closing the vanes of the VGT when a decrease in rate of change of air mass flow is determined.

An HVAC system for a vehicle including a battery casing having a battery disposed therein, an air conditioning device in fluid communication with a passenger compartment of the vehicle, and an air distribution system including an outflow channel and a return channel. The outflow channel fluidly connects the battery casing with an ambience of the vehicle and the return channel fluidly connects the battery casing with the passenger compartment. The air conditioning device includes an ambient air channel for receiving an air mass flow from the vehicle ambience, a recirculating air channel for receiving an air mass flow from the passenger compartment, and a battery cooling channel to fluidly connect the air conditioning device and the battery casing. The conditioned air mass flow from the air conditioning device is directed into the passenger compartment and / or the battery casing to maintain a desired temperature of the passenger compartment and / or the battery.

The invention provides a poisonous gas leakage source-locating method based on a wireless sensor network. The poisonous gas leakage source-locating method is characterized in that the poisonous gas leakage source-locating method includes the following steps: firstly, a plurality of sensors are arranged in an area to be detected so as to fully cover the area, and the data of the sensors are transmitted via the wireless network; then, when poisonous gas is leaked, parameters are recorded at different states according to the alarm sequence of the sensors, and according to the parameters, the coordinates of a leakage source leaking the poisonous gas are worked out. The method provided by the invention can locate poisonous gas leakage sources, analyzes the spread and motion of a mass of gas respectively in combination with a turbulence model and a Gaussian model in microscopic and macroscopic views, and also introduces a key influencing factor - wind.

This invention sets forth a commercially viable diesel combustion system that meets environmentally acceptable levels of NOx emissions (i.e. 0.2 g / bhp-hr or lower across a full map of engine speeds and loads) without the need for use of NOx aftertreatments, and simultaneously maintains engine-out PM emissions relatively close (e.g. with smoke levels at or below 3 BSN) to environmentally acceptable PM post-aftertreatment levels. The invention achieves these results by operating within a unique combination of parameters. These parameters comprise: (1) charge-air oxygen concentration below 16%, preferably between 10% and 15%, more preferably between 11% and 14%, and most preferably between 12% and 13.5% for virtually all engine operating conditions (but not necessarily at no-load or low load conditions), (2) fuel injection pressures at or exceeding 1800 bar, preferably exceeding 2100 bar, more preferably exceeding 2300 bar, and most preferably exceeding 2500 bar, at most engine speeds and loads, and (3) charge-air mass / fuel mass ratio between 25:1 and 45:1 for medium and high loads. Furthermore, the system is preferably run continuously slightly lean of stoichiometry, providing just enough excess oxygen to facilitate completeness of combustion and to maintain an exhaust oxygen level sufficient for continuous trap regeneration at a balance point in operation.

An integrated power supply air inlet unit (124) coupled to slidably insert into a first interspace region (120) of an embedded computer chassis (100), where the first interspace region is defined by a module portion (102), a rear surface (110) and a first side surface (112), includes a power supply (128) coupled to supply power to the embedded computer chassis, and a front surface (130) that is substantially perpendicular to the first side surface. A cooling air mass (140) is drawn into the embedded computer chassis through the front surface in a direction substantially perpendicular (150) to the front surface, where upon entering the integrated power supply air inlet unit the cooling air mass is turned substantially ninety degrees to flow over the module portion in a direction substantially parallel the front surface, and where the integrated power supply air inlet unit is hot-swappable in the embedded computer chassis.

The optimized mine ventilation system of this invention supplements mine ventilation basic control systems composed of PLCs (Programmable Logic Controllers with human machine interfaces from vendors such as Allen-Bradley™, Modicon™ and others) or DCSs (Distributed Control System from vendors such as ABB™ and others) with supervisory control establishing a dynamic ventilation demand as a function of real-time tracking of machinery and / or personnel location and where this demand is optimally distributed in the work zones via the mine ventilation network and where the energy required to ventilate is minimized while totally satisfying the demand for each work zones. The optimized mine ventilation system operates on the basis of a predictive dynamic simulation model of the mine ventilation network along with emulated control equipment such as fans and air flow regulators. The model always reaches an air mass flow balance where the pressure and density is preferably compensated for depth and accounts for the natural ventilation pressure flows due to temperature differences. Model setpoints are checked for safety bounds and sent to real physical control equipment via the basic control system.

The invention relates to an air conditioning system for a motor vehicle, with at least two coolant circuits as well as a refrigerant circuit. The refrigerant circuit comprises a compressor for the compression of the refrigerant, a heat exchanger for the cooling and liquefying of the compressed refrigerant, an expansion device, and a heat exchanger for the evaporation of the two-phase refrigerant. The heat exchangers are designed as coolant-refrigerant heat exchangers in each case for the heat transfer between the refrigerant circuit and at least one of the coolant circuits. The refrigerant circuit is moreover constructed with a heat exchanger for the heat exchange between the refrigerant and an air mass flow to be supplied to the passenger compartment of the motor vehicle as well as with an element, arranged downstream of the heat exchanger in the flow direction of the refrigerant, for changing the throughflow cross section.

To determine air mass flows, especially for controlling internal combustion engines, a hot-film air-mass sensor is provided, which may be used especially for sensing air mass flows in the intake tract of an internal combustion engine. The hot-film air-mass sensor has a sensor chip having a sensor frame and a sensor diaphragm having at least one heating element and at least two temperature sensors. Furthermore, the hot-film air-mass sensor has a chip carrier for mounting the sensor chip, as well as at least one additional heating element. The sensor chip is able to be heated up using the at least one additional heating element, which is inserted into the chip carrier. Compared to the usual devices, the hot-film air-mass sensor has a lower susceptibility to contamination, especially by oil films.