35 results about "Brake specific fuel consumption" patented technology

A method and architecture to reduce specific fuel consumption of a twin-engine helicopter without compromising safety conditions regarding minimum amount of power to be supplied, to provide reliable in-flight restarts. The architecture includes two turbine engines each including a gas generator and with a free turbine. Each gas generator includes an active drive mechanism keeping the gas generator rotating with a combustion chamber inactive, and an emergency assistance device including a near-instantaneous firing mechanism and mechanical mechanism for accelerating the gas generator. A control system controls the drive mechanism and emergency assistance devices for the gas generators according to the conditions and phases of flight of the helicopter following a mission profile logged beforehand in a memory of the system.

A method includes controlling an engine speed based on: intake manifold air temperature and/or intake manifold pressure one, or more, of the following data parameters: an engine load as a function of a fuel level, a fuel injecting timing, an intake oxygen concentration, a constituent concentration from the exhaust gas flow, an engine power, and an engine torque. The method also recirculates a portion of the exhaust gas flow to the combustion cylinders of the engine via a recirculation channel, as a function of intake manifold temperature and/or intake manifold pressure at which the engine is operated. An engine system, other methods, and a non-transitory computer readable medium encoded with a program, to enable a processor-based control unit to control aspects of the engine are also disclosed.

The invention provides a method and a system for designing a diesel engine aftertreatment system. The method includes: recording NOX, THC, CO and PM discharge and BSFC (brake specific fuel consumption) values under different injection combinations of diesel engine working condition test, when a diesel engine does not have any aftertreatment systems, so as to determine optimal timing and rail pressure parameters and determining optimal injection parameters based of a first optimization rule; designing multiple DOC (diesel oxidation catalyst) + CDPF (coated diesel particulate filter) catalyst sample structures based on universal characteristics of extraction flow and discharge temperature to prepare the corresponding catalysts, mounting the prepared catalysts on the diesel engine, recording PM conversion rate, backpressure and cost of the corresponding catalysts, and determining relevant information of the optimal catalyst based on a second optimization rule so as to prepare the optimal catalyst; mounting the optimal catalyst on the diesel engine with an optimized fuel system, recording NOX conversion rate and urea leakage rate of SCR (selective catalytic reduction), and determining optimal urea leakage rate based on a third optimization rule to have the aftertreatment system designed.

A method includes combusting air within a plurality of cylinders of an internal combustion engine by injecting a fuel into the plurality of cylinders. The method further includes expanding a first portion of an exhaust gas generated from the plurality of combustion cylinders via a turbine. The method further includes controlling at least one of feeding a second portion of the exhaust gas via an exhaust channel bypassing the turbine; and recirculating a third portion of the exhaust gas to the plurality of combustion cylinders via a recirculation channel, as a function of an intake manifold air temperature and pressure at which the engine is operated.

Piston face (104, 204, 304) and combustion chamber (18) designs for use particularly in HSDI (high speed direct injection) diesel engines include an open bowl (108 208, 308) characterized by a large face perimeter region (106, 206, 306) on the piston face (104, 204, 304), and a bowl (18) defined by a first depressed region (112, 212, 312) gently sloping radially inwardly from the face perimeter region (106, 206, 306) and a second depressed region (116, 216, 316) sharply sloping radially inwardly from the first depressed region (112, 212, 312) to the bowl floor (120, 220, 320). Injection is preferably directed towards an intermediate edge which is well-defined between the first and second depressed regions, resulting in portions of the injected fuel plume being directed to both the squish regions and the portion of the bowl situated below the intermediate edge. The designs promote premixed or MK (Modulated Kinetics) combustion, with a concomitant reduction in soot and nitrous oxides (NOx) emissions while maintaining or enhancing brake specific fuel consumption.

A power generating system is described which operates at high pressure and utilizes a working fluid consisting of a mixture of compressed non-flammable air components, fuel combustion products and steam. The working fluid exiting the power generating system is substantially free of NOx and CO.

Working fluid is provided at constant pressure and temperature. Combustion air is supplied by one or more stages of compression. Fuel is injected at pressure as needed. At least about 40% of the oxygen in the compressed air is consumed when the fuel is burned. Inert liquid is injected at high pressure to produce working an inert mass of high specific heat diluent vapor for use for internal cooling of the combustion chamber.

The use of non-flammable liquid injection inhibits the formation of pollutants, increases the efficiency and available horsepower from the system, and reduces specific fuel consumption. Control systems allow the independent control of the quantity, temperature and pressure of the air, fuel and non-flammable liquid introduced in the combustion chamber allowing control of the maximum temperature and average temperature within the combustion temperature as well as the temperature of the exhaust from the combustion chamber.

The invention provides a fuel consumption control method for considering emission of a hybrid vehicle. The control method comprises at least the steps: calculating the target regeneration rate of a catalytic particle catcher according to the carbon deposition amount; calculating the relative specific fuel consumption of the candidate working points in the target output power range of an engine according to the specific fuel consumption of the engine, the influence factors of carbon deposition, the influence factors of battery charging and discharging power and the universal characteristic diagram of tail gas emission; calculating the target torque and target rotating speed of the engine according to the relative specific fuel consumption; sending the target torque of the engine to an engine controller to execute a driving command; calculating the target torque of a motor according to the target rotating speed of the engine, the target output torque of the whole vehicle and the actual torque of the engine fed back by the engine controller; and sending the target torque of the motor to a motor controller to execute a driving command. According to the control method, the carbon deposition amount in a particle catcher or the catalytic particle catcher is reduced while the energy conversion loss is reasonably controlled.

A power system of controllable transmission incorporated with an engine running at fixed speed that controls the engine to run at a fixed speed or approaching a fixed speed within an rpm range with higher BSFC (braking specific fuel consumption) when the engine is started up from static status and in the accelerated drive from low rpm, the output end of the engine drives to achieve active control of the controllable front-end gearbox that is capable of executing variable or invariable gear shift so to activate the output end to execute accelerated drive output from low to high rpm; meanwhile, in the course of start-up and acceleration from lower to high rpm and in driving operation, the engine runs in an rpm range with higher BSFC for saving fuel.

A method and a system of managing load sharing among a plurality of power sources are disclosed. According to certain embodiments, the method includes determining a total power output to be directed from the plurality of power sources to at least one power consumer. The method also includes retrieving a Brake Specific Fuel Consumption (BSFC) curve associated with each of the plurality of power sources. The method further includes determining an operating priority for each of the plurality of power sources based on operating constraints associated with the respective power source. The method further includes determining a load share for each of the plurality of power sources based on at least the total power output, the BSFC curves, and the operating priorities.

The invention discloses an aviation diesel engine piston combustion chamber and a combustion system. The aviation diesel engine piston combustion chamber comprises a cylinder cover and a cylinder barrel, wherein a piston is arranged in the cylinder barrel; a cavity of the combustion chamber is formed between the top of the piston and the cylinder cover; a combustion chamber concave pit is formed in the top of the piston; a groove is formed in the top of the piston and is located around the combustion chamber; and the groove is located on the outer side of the combustion chamber pit. The requirements of high power per liter, relatively low explosion pressure, engine weight and low effective brake specific fuel consumption during high-speed high-load operation of an aviation diesel engine can be met.

A vehicle control device controls a vehicle including an internal combustion engine, an electric motor, and a drive wheel driven by an output of at least one of the internal combustion engine and the electric motor. When the internal combustion engine is in a cylinder deactivation operation, if a target torque reaches a cylinder deactivation bottom torque at which a value of a cylinder deactivation brake specific fuel consumption, which is a brake specific fuel consumption when the internal combustion engine is in the cylinder deactivation operation, is minimized, the vehicle control device executes cylinder deactivation bottom assist control for increasing a motor torque output from the electric motor in accordance with an increase in the target torque while maintaining an engine torque output from the internal combustion engine at the cylinder deactivation bottom torque.

The invention discloses a vehicle braking oil consumption prompting method. The vehicle braking oil consumption prompting method comprises the steps that the initial braking speed and the termination braking speed which correspond to the vehicle braking action and the corresponding movement distance in the braking action time are obtained; the sliding distances which correspond to the initial braking speed and the termination braking speed are obtained; the single braking sliding loss distance is calculated according to the sliding distances corresponding to the initial braking speed and the termination braking speed and the corresponding movement distance in the braking action time; and the single braking oil consumption is calculated and obtained according to the unit driving distance comprehensive oil consumption, the unit sliding distance oil consumption and the single braking sliding loss distance of a vehicle and is output. By means of the vehicle braking oil consumption prompting method provided by the invention, the sliding distance loss caused by braking is converted into the oil consumption value to be calculated and quantitatively output, and thus a driver can be prompted and can reduce unnecessary braking behaviors as far as possible, so that oil consumption is reduced, and meanwhile, the driving safety is improved. The invention further discloses a vehicle braking oil consumption prompting system.

Systems and methods for increasing hybrid driveline efficiency are disclosed. In one example, an efficient engine operating region is defined within an engine operating domain based on an engine's brake specific fuel consumption. The systems and methods may increase an amount of time a hybrid driveline operates at more efficient operating conditions.