59 results about "Engine configuration" patented technology

An intelligent energy management system, includes: a drive device including an engine configured to output power to a wheel of the vehicle, a drive motor configured to output power to the wheel, and an electric generator connected to the engine and driven by the engine to generate electricity; a power battery configured to supply electricity to the drive motor and charged with an alternating current outputted from the electric generator or the drive motor; and a control device configured to acquire multi-domain data fusion information, predict, according to the multi-domain data fusion information, a route-specific vehicle energy consumption corresponding to a preset travel route, plan, according to a road section-specific vehicle energy consumption corresponding to each road section, a target SOC corresponding to each road section, and control, according to the target SOC and an actual vehicle demand corresponding to each road section, the drive device.

The invention discloses an engine configuration using liquid hydrogen as a coolant and fuel and an overall design method, and relates to the field of aero-engines, and the engine configuration comprises an air inlet channel, a fan, a precooler, an air compressor, a main combustion chamber, a high-pressure turbine, a low-pressure turbine, a mixing chamber, an afterburner and an exhaust nozzle. Only the inner culvert airflow is cooled, on the basis of solving the difficulty of rotation limitation under the high Mach number working condition of the core engine, the problem of cooling capacity waste generated by precooling the outer culvert airflow is avoided, and the liquid hydrogen amount depends on the combustion amount needed by the main combustion chamber and the afterburner; therefore, the waste problem caused by the fact that the amount of liquid hydrogen needed by pre-cooling is larger than the amount of liquid hydrogen needed by combustion is avoided. According to the overall design of the engine, from the angle of flight / intake / launch integration, the size and performance parameters of an engine body are determined in a ground state based on the take-off task requirement of an aircraft, the size of an intake and exhaust system is determined in a cruise state based on the cruise task requirement of the aircraft, and a control rule is determined by the engine demand flow and the intake passage capture flow.

A vessel for transporting cargo by water comprises one or more propulsion devices with at least one air-breathing engine from the one or more propulsion devices disposed entirely above a surface of the water in a high-speed mode of operation. The least one air-breathing engine is configured to bleed airflow into a fluid circuit. The fluid circuit routes the bleed airflow to one or more fluid outlets disposed entirely below the surface of the water in the high-speed mode of operation. At least some of the one or more fluid outlets release the bleed airflow in the high-speed mode of operation generate a boundary layer along at least a portion of a hull of the vessel to reduce a skin friction drag thereof.

In one embodiment, a system includes prefetcher engines to predict next memory access addresses of a memory from which to load data to a cache during execution of a software application, and load the data from the predicted next memory access addresses to the cache during execution of the software application, and a processor to control the prefetcher engines according to configurations of the prefetcher engines selected by a machine learning agent in exploration phases and in exploitation phases during execution of the software application, and execute the machine learning agent to select from a pruned set of configurations to control the prefetcher engines in the exploration phases, perform measurements on the system during execution of the machine learning agent, and execute the machine learning agent to select from the configurations to maximize potential rewards from controlling the prefetcher engines in the exploitation phases based on the performed measurements.

A vessel for transporting cargo by water comprises one or more propulsion devices with at least one air-breathing engine from the one or more propulsion devices disposed entirely above a surface of the water in a high-speed mode of operation. The least one air-breathing engine is configured to bleed airflow into a fluid circuit. The fluid circuit routes the bleed airflow to one or more fluid outlets disposed entirely below the surface of the water in the high-speed mode of operation. At least some of the one or more fluid outlets release the bleed airflow in the high-speed mode of operation generate a boundary layer along at least a portion of a hull of the vessel to reduce a skin friction drag thereof.

A method for controlling a turbocharged hydrogen engine for burning an air-hydrogen mixture having an air-hydrogen ratio λ greater than 1. The hydrogen engine is configured to assume steady operating states and transient operating states, wherein ignition timings are more retarded in the transient operating states than in the steady operating states.

A method of controlling a dual fuel engine configured to receive a first fuel and a second fuel includes operating the engine using the first fuel, measuring a current load of the engine, sending a first signal to a first fuel system to deliver an amount of the first fuel to the engine, and determining at least one first operating parameter associated with the engine. The method also includes determining an engine load estimate based on the first signal and the at least one first operating parameter, comparing the engine load estimate to the measured load, and based on the comparison, determining, an adjusted engine load estimate to compensate for a drift in the first fuel system.

A gas turbine engine for an aircraft is disclosed. The gas turbine engine comprises: a combustor, comprising a combustion chamber and a plurality of fuel spray nozzles configured to inject fuel into the combustion chamber, wherein the plurality of fuel spray nozzles comprises a first subset of fuel spray nozzles and a second subset of fuel spray nozzles, wherein the combustor is operable in a condition in which each of the fuel spray nozzles of the first subset of fuel spray nozzles is supplied with fuel at a greater fuel flow rate than each of the fuel spray nozzles of the second subset of fuel spray nozzles, wherein a ratio of the number of fuel spray nozzles in the first subset of fuel spray nozzles to the number of fuel spray nozzles in the second subset of fuel spray nozzles is in the range of 1:3 to 1:6. A MTO nvPM emissions index ratio is defined as:EImaxTO,SAFEImaxTO,FFwhere: EImaxTO,SAF is the nvPM emissions index in mg / kg of the gas turbine engine when operating at around 100% available thrust for given operating conditions if a fuel provided to the plurality of fuel spray nozzles comprises a sustainable aviation fuel (SAF); and EImaxTO,FF is the nvPM emissions index in mg / kg of the gas turbine engine when operating at around 100% available thrust for the given operating conditions if a fuel provided to the plurality of fuel spray nozzles is a fossil-based hydrocarbon fuel. The MTO nvPM emissions index ratio of the gas turbine engine is less than 1. The gas turbine engine is configured to provide fuel comprising a SAF to the plurality of fuel spray nozzles. Also disclosed are methods of operating the gas turbine engine.

The invention relates to the technical field of function engine configuration, and discloses a development method and system based on a low-code configuration function engine, and the method comprises the steps: decoupling bottom configuration information and specific business configuration according to the core capability demand of the function engine, and configuring a basic support module for the operation of the function engine; configuring a core function of the function engine based on the basic support module, and converting a core function configuration process of the function engine into an executable logic or instruction; configuration of executable logic or instructions is achieved through a visual user interface, an operation and maintenance mechanism is adjusted in real time in combination with the operation state in the operation process of the function engine, and core functions of the function engine are continuously iterated in combination with user feedback and service changes. According to the method, the function engine can be quickly configured while the code quantity is reduced, so that business changes are quickly responded, the efficiency is improved, and the cost is reduced.

A gas turbine engine comprises: a combustion chamber (16) comprising a plurality of fuel spray nozzles (124), wherein the fuel spray nozzles (124) comprise a first subset (124A) and a second subset (124B) of fuel spray nozzles (124), wherein the combustion chamber (16) is operable in a state in which each of the fuel spray nozzles of the first subset (124A) is supplied with a higher fuel flow rate than each of the fuel spray nozzles of the second subset (124B), wherein the ratio of the number of fuel spray nozzles (124) in the first subset (124A) to the number in the second subset (124B) is in the range of 1:3 to 1:6. An nvPM emission index ratio in lean-burn cruise flight to MTO is defined as: EIR (lean) EI max TOBPR where: EI Reiseflug (mager) is defined as: EI max TO + EIA approach 2 EGG maxTOEI is the system loss-corrected nvPM emission index of the gas turbine engine in mg / kg at operation with approximately 100% of the available thrust under the given operating conditions; Steigflug is the nvPM emission index of the gas turbine engine in mg / kg, corrected for system loss, at operation with approximately 85% of the available thrust under the given operating conditions; BPR is the bypass ratio of the gas turbine engine. The nvPM emission index ratio in lean-burn cruise flight to MTO is less than 0.2. The gas turbine engine is configured to supply a sustainable aviation fuel (SAF) to the multiple fuel spray nozzles (124).

Supercharger motor system for a motor vehicle, comprising: an internal combustion engine, a small-capacity, variable-geometry turbocharger designed to meet the charge air requirement up to a predefined supply value, and an electrically driven compressor arranged in parallel to the turbocharger, which is operated by an electronic control unit, wherein the engine is configured to receive a primary supply of charge air during normal engine operation below the predefined supply value from the turbocharger and to receive an additional supply of charge air from the electrically driven compressor when it is necessary to meet a temporary high demand for charge air above the predefined supply value, and a recirculation circuit to build up pressure when the electrically driven compressor starts up before the electrically driven compressor is connected to the engine, wherein the recirculation circuit includes an electrically controlled recirculation valve for directing the airflow through a duct connecting an outlet of the electrically driven compressor to an inlet of the electrically driven compressor.an electrically controlled shut-off valve positioned between the outlet of the electrically operated compressor and the motor for selectively isolating the outlet of the electrically operated compressor from the motor, and a non-return valve to prevent backflow of air from the inlet of the electrically operated compressor into the atmosphere, wherein the electronic control unit is configured to , Keeping the electrically controlled return valve open and the electrically controlled shut-off valve closed when the electrically operated compressor starts up, until the pressure in the return circuit reaches a predefined limit value, and in response to reaching the predefined limit value, opening the electrically controlled shut-off valve and closing the electrically controlled return valve.

A hybrid vehicle includes an engine, a transaxle, a propeller shaft, a main battery, and a fuel tank. The engine is disposed in front of the driver's seat and the passenger's seat, and the transaxle is disposed behind the driver's seat and the passenger's seat. The transmission shaft extends between the driver seat and the passenger seat, and connects the engine and the transaxle. The fuel tank is disposed behind the driver seat and the passenger seat and above the transaxle. The main battery is disposed behind the fuel tank and above the transaxle.

Provided is a power transmission device for a hybrid vehicle including an engine configured to generate power, an input connected with the engine and configured to provide one-speed power, a first motor generator driven when power is applied, a first transmission connected with the first motor generator, positioned parallel to the input, and configured to transmit power to the input, an output engaged with the input, a second motor generator driven when power is applied, a second transmission connected with the second motor generator, positioned parallel to the output, and configured to transmit power to the output, and a differential engaged with the output and configured to provide power to wheels.

A gas turbine engine for an aircraft. The gas turbine engine comprising: a rich burn, quick quench, lean burn (RQL) combustor having a number of fuel spray nozzles in the range of 14-22 or a number of fuel spray nozzles per unit engine core size in the range 2 to 6. An MTO nvPM emissions index ratio is defined as:EImaxTO,SAFEImaxTO,FFwhere: EImaxTO,SAF is the system loss corrected nvPM emissions index in mg / kg of the gas turbine engine when operating at around 100% available thrust for given operating conditions if a fuel provided to the fuel spray nozzles comprises a sustainable aviation fuel (SAF); and EImaxTO,FF is the system loss corrected nvPM emissions index in mg / kg of the gas turbine engine when operating at around 100% available thrust for the given operating conditions if a fuel provided to the fuel spray nozzles is a fossil-based hydrocarbon fuel. The MTO nvPM emissions index ratio of the gas turbine engine is less than 1. The gas turbine engine is configured to provide fuel comprising a SAF to the fuel spray nozzles. Also disclosed is a method of operating a gas turbine engine.

A steer-by-wire system may comprise: first and second motor assemblies sharing a common shaft; a single package with an interior space accommodating the first and second motor assemblies; a steering rack configured to move linearly in response to rotation of the common shaft of the first and second motor assemblies; and a rotary-to-linear conversion mechanism operationally connected between the common shaft of the first and second motor assemblies and the steering rack, configured to convert rotary motion of the common shaft of the first and second motor assemblies into linear motion for linear movement of the steering rack. A seal may be positioned between the first and second motor assemblies within the interior of the single package.

A method for determining a fuel characteristic, the method including receiving a gaseous fuel within a gaseous fuel rail of a dual fuel engine configured to run on at least the gaseous fuel and a diesel fuel. The method may include receiving a pressure signal from a pressure sensor indicating a pressure of the gaseous fuel within the gaseous fuel rail, and identifying at least one of an amplitude and a phase of the pressure signal, The method may further include determining a characteristic of the fuel within the fuel rail based on the amplitude or the phase of the pressure signal, and, based on the determined characteristic of the fuel, modifying an operational parameter of the dual fuel engine.

The invention provides an engine configuration method and device, an engine calling method and device, equipment and a storage medium, and the configuration method comprises the steps that an engine identifier of a to-be-configured execution engine is acquired; obtaining engine capability information of the execution engine, and determining request parameter information and output parameter information corresponding to the engine capability information; based on the engine identifier, the engine capability information, the request parameter information and the output parameter information, establishing a code project corresponding to the execution engine to obtain an engine Api of the execution engine and a computing engine plug-in service; creating a user-defined class loader corresponding to the execution engine, and configuring a corresponding loading priority rule; and integrating the engine Api of the execution engine, the calculation engine plug-in service and the user-defined class loader into the calculation engine to establish connection between the execution engine and the calculation engine. According to the scheme, unified management of different execution engines can be achieved, and the engine configuration efficiency is improved.

A method of controlling a dual fuel engine configured to receive a first fuel and a second fuel includes operating the engine using the first fuel, measuring a current load of the engine, sending a first signal to a first fuel system to deliver an amount of the first fuel to the engine, and determining at least one first operating parameter associated with the engine. The method also includes determining an engine load estimate based on the first signal and the at least one first operating parameter, comparing the engine load estimate to the measured load, and based on the comparison, determining, an adjusted engine load estimate to compensate for a drift in the first fuel system.

The application relates to an engine control method and device, computer equipment, a computer readable storage medium and a computer program product. The method comprises the following steps: acquiring an operating parameter of an engine; determining a target application scenario of the engine according to the operating parameter of the engine; determining a target Miller cycle mode corresponding to the engine according to the target application scenario of the engine, and controlling the engine to work in the target Miller cycle mode, wherein the target Miller cycle mode corresponding to different application scenarios is different, and the engine works at at least one Miller degree in one target Miller cycle mode. The engine in the application is configured with multiple Miller cycle modes, can be switched based on the target application scenario of the engine, and the application scenario of the engine is considered during switching, so that the power performance and economic performance of the engine in different application scenarios can be met, and the performance of the engine can be better exerted.

The invention provides a hybrid vehicle which can realize light weight without carrying a starting motor. A hybrid vehicle (100) is provided with: a transaxle (15) provided with a motor generator (19) and a transmission mechanism (20); and a propeller shaft (16) which is formed of a carbon fiber composite material and which transmits the rotation output by the engine (14) to the transaxle (15). In a hybrid vehicle (100), an engine (14) is disposed in front of a driver's seat (12) and a passenger seat, and a transaxle (15) is disposed in rear of the driver's seat (12) and the passenger seat. In a hybrid vehicle, a propeller shaft (16) passes between a driver's seat (12) and a passenger seat and connects an engine (14) and a transaxle (15). A hybrid vehicle (100) starts an engine (14) by rotating a propeller shaft (16) by a motor generator (19).

A system and method for detecting failures in an aircraft ignition specifically a magneto. The system comprises at least one inductive pickup with a coil and lead that captures electromagnetic fields generated during engine operation. The coil generates an electrical signal in response to the captured electromagnetic field, which is transmitted through the lead to a signal processing system. The signal processing system includes a converter and / or interrogator with signal conditioning circuitry that amplifies and filters the signal to detect magneto degradation or failure. The system provides real-time feedback through indicator lights that change color based on operational status and audible alerts for failure conditions. The system supports multi-engine configurations with multiple independent inductive pickups and can transmit magneto status information to external aircraft monitoring systems for comprehensive health monitoring.

The application discloses a three-engine / two-engine configuration helicopter engine power balancing method and device, which utilizes an engine power control system to realize balancing; the method comprises the following steps: a cockpit power balancing switch is in a torque balancing gear by default; when a pilot observes engine operation, if a difference between gas turbine outlet temperatures ITT of two engines / three engines is less than a preset temperature threshold and a percentage difference between Ngs is less than a preset speed threshold, the cockpit power balancing switch is not operated, and a current torque balancing state is maintained; when the pilot observes that the difference between the ITT of different engines is greater than the preset temperature threshold and the percentage difference between the Ngs is greater than the preset speed threshold, it is considered that the performance difference between the different engines is large, and then the cockpit power balancing switch is manually switched to an Ng balancing gear; after the engine electronic controller receives the Ng balancing gear information, Ng balancing is performed.

A method for determining a fuel characteristic, the method including receiving a gaseous fuel within a gaseous fuel rail (104) of a dual fuel engine configured to run on at least the gaseous fuel and a diesel fuel. The method may include receiving a pressure signal (302) from a pressure sensor (106) indicating a pressure of the gaseous fuel within the gaseous fuel rail (104), and identifying at least one of an amplitude and a phase of the pressure signal (302), The method may further include determining a characteristic of the fuel within the fuel rail (104) based on the amplitude or the phase of the pressure signal (302), and, based on the determined characteristic of the fuel, modifying an operational parameter of the dual fuel engine.

A gas turbine engine 10 for an aircraft comprising a rich burn quick quench, lean burn (RQL) combustor 16 having a number of spray nozzles 403, 404, in the range of 14-22 or a number of fuel spray nozzles per unit engine core size in the range of 2-6, with the engine configured to provide fuel comprising sustainable aviation fuel to the spray nozzles. The engine operation is characterised by specific non-volatile particulate emission ratio beign related to the bypass ratio. The fuel spray nozzles may comprise one or more duplex nozzles and one more single flow nozzles and preferably the combustor comprises 10-14 duplex fuel spray nozzles and 4-8 signle flow fuel spray nozzles. The duplex fuel spray nozzles are arranged in groups about the circumference of the combustor and optionally wherein the groups duplex fuel spray nozzles comprise at least two groups arraned dimametrically opposite each other. A corresponding method is also claimed. Fig 6

Jet engine thermal transport bus pumps are disclosed. Disclosed herein is an aircraft comprising a gas turbine engine configured to burn fuel at a fuel flow rate to generate an engine power (Pengine), the fuel characterized by a first specific heat capacity (cp_fuel) and a net heat of combustion (NHCfuel); and a thermal management system configured to transfer heat from a working fluid to a heat sink fluid, the working fluid characterized by a second specific heat capacity (cp_pump) and a first density (ρpump), the thermal management system including a pump configured to generate a pump power (Ppump) to pressurize the working fluid, and whereinPOW=Ppump(cp⁢_⁢pumpcp⁢_⁢water)⁢(ρwaterρpump)2,FFR=(PengineN⁢H⁢Cfuel)⁢(cp⁢_⁢fuelcp⁢_⁢pump),0.008≤POW / FFR5 / 3≤12, FFR is between 0.05 pounds-mass per second and 16 pounds-mass per second, and ρwater and cp_water is the density and specific heat capacity of water, respectively.

Front-end hybrid electric motor / generator system comprising the following: an internal combustion engine (8) comprising an engine crankshaft (47) having a front end opposite a rear end at which an engine flywheel is positioned, wherein the engine (8) is configured to transmit torque from the rear end of the crankshaft (47) to a torque consumer; a motor / generator (3); a torque transmission segment with a motor / generator end configured to accommodate the motor / generator (3) and to transmit torque between the motor / generator end and a coupling device end of the torque transmission segment; and characterized by an integrated switchable clutch device with a clutch device rotation axis arranged coaxially with a crankshaft rotation axis, wherein the integrated switchable clutch device is positioned between the clutch device end of the torque transmission segment and the front end of the power engine crankshaft (47) in a region adjacent to a front end of the power engine (8), wherein the integrated switchable clutch device comprises the following: a power-side part coupled to the engine crankshaft (47), a drive-side part coupled to the coupling device end of the torque transmission segment, and an engagement actuator designed to selectively engage the power-side part with the drive-side part, wherein at least a part of the engagement actuator is concentrically surrounded by the drive part along the axis of rotation of the coupling device; a power engine auxiliary drive arranged to be driven by the drive-side part of the integrated switchable clutch device and to drive at least one power engine auxiliary drive; an energy storage system, wherein the energy storage system includes the following: an energy storage device (11) designed to store electrical energy generated by the motor / generator (3) and to supply stored electrical energy to the motor / generator (3) in order to generate a torque output from the motor / generator (3) to the integrated switchable clutch device, and a network for the conversion and distribution of electrical energy, designed to convert one current type of electrical energy transmitted between the motor / generator (3) and the energy storage device (11) between alternating current and direct current when the electrical energy is transferred from the motor / generator (3) to the energy storage device (11), and between direct current and alternating current when the electrical energy is transferred from the energy storage device (11) to the motor / generator (3); and a front-end motor / generator system control designed to switch the integrated switchable clutch device actuator between an engaged and a disengaged state and to operate the network for conversion and To control the distribution of electrical energy during the transfer of electrical energy between the motor / generator (3) and the energy storage device (11).

A fuel system for a gas turbine engine configured to combust hydrogen fuel. The fuel system includes a main fuel conduit, a fuel pump configured to operate on hydrogen within the fuel conduit to provide pressurised fuel to a core combustor of the gas turbine engine, an auxiliary combustor downstream in fuel flow of the fuel pump, and configured to combust a portion of fuel diverted from the main fuel conduit and to heat a remainder of fuel in the main fuel conduit, and a fuel turbine downstream in fuel flow of the auxiliary combustor. The fuel turbine is configured to be driven by the heated fuel from the auxiliary combustor and configured to power the fuel pump. The fuel system includes a turbine bypass conduit configured to selectively bypass fuel around the fuel turbine. A method of operation is also described.

A gas turbine engine for an aircraft includes a rich burn, quick quench, lean burn combustor having 14-22 fuel spray nozzles or 2-6 fuel spray nozzles per unit engine core size. A thrust nvPM emissions index ratio isEImaxTO / FmaxTOEIidle / Fi⁢d⁢l⁢e.EIidle is the nvPM emissions index in mg / kg of the gas turbine engine operating at around 7% available thrust for given operating conditions. EImaxTO is the nvPM emissions index in mg / kg of the gas turbine engine operating at around 100% available thrust for the given operating conditions. FmaxTO is the thrust of the gas turbine engine at around 100% available thrust in kN. Fidle is the thrust of the gas turbine engine at around 7% available thrust in kN. The thrust nvPM emissions index ratio is greater than 0.09. The gas turbine engine is configured to provide fuel comprising a sustainable aviation fuel to the fuel spray nozzles.

An engine optimization controller can use an engine model to determine values of a set of input parameters of the engine and process that are used to determine a plurality of potential sets of output parameters. The engine optimization controller can determine an engine optimization scheme based on the plurality of potential sets of output parameters, which can indicate that a first number of cylinders of one or more cylinders of the engine are active and receive gas, a second number of cylinders of the one or more cylinders are inactive and receive gas, and / or a third number of cylinders of the one or more cylinders are inactive and do not receive gas. The engine optimization controller can provide the engine configuration scheme to another controller to allow control of the one or more cylinders and one or more fuel injectors in accordance with the engine configuration scheme.