79 results about "Engine cycle" patented technology

According to the turboshaft turboprop engine overall performance scheme design method meeting the multiple working conditions, an engine nonlinear equation set containing a plurality of design points is constructed through an aerodynamic thermal process equation and engine complete machine matching conditions, and cycle parameters of aerodynamic design points and working points and rotating speeds under other working conditions are iterated; the invention relates to a process and a method for enabling an engine to simultaneously meet the requirements of component matching, performance requirements and load limitation at a plurality of design points (20-30 points), namely a multi-design-point model modeling and performance matching method meeting multi-working-condition-point calculation. In the process of designing engine cycle parameters and control laws under a new working condition combination by adopting a multi-design-point model, whether physical rotating speeds, conversion rotating speeds and turbine front temperatures of residual working condition points exceed limits or not under the existing cycle parameters and control laws is checked in sequence; and in the process of replacing the original working condition in the multi-design-point model with the working condition if the working condition exceeds the limit, a three-item replacement principle method is adopted for the working condition points of the engine.

The invention discloses a vehicle thermal management system and a control method, and relates to the technical field of vehicle thermal management, the system comprises a refrigerant circulation loop, a battery circulation loop, a warm air circulation loop and an engine circulation loop; the refrigerant circulation loop is coupled with the battery circulation loop through a battery cooler; the battery circulation loop and the warm air circulation loop are coupled through a first three-way proportional valve and a first three-way pipe joint; the warm air circulation loop and the engine circulation loop are coupled through a second three-way proportional valve and a third three-way pipe connector. According to the scheme, heat management components are reduced, the cost is greatly reduced, direct coupling of the engine, the warm air high-temperature loop and the battery low-temperature loop is achieved, meanwhile, separate and independent control over the water temperature of the warm air core and the water temperature of the battery is achieved, and the risk of thermal runaway caused by overheating of the battery is effectively avoided.

The invention provides a cooling system of a hybrid electric vehicle and a cooling circulation control method, and relates to the technical field of automobiles. The cooling system comprises an engine circulation device, an electric drive circulation device and a coupling heat exchanger. In the engine circulating device, an engine radiator, a first electric water pump and an engine are sequentially connected, the engine, a second electric water pump, a first three-way valve, a second loop of the coupling heat exchanger and a second three-way valve are sequentially connected, one end of a heating ventilation air conditioner is connected to the third end of the first three-way valve, and the heating ventilation air conditioner is connected with the second loop of the coupling heat exchanger in parallel. The third end of the second three-way valve is connected between the engine and the second electric water pump; in the electric driving circulating device, a motor radiator, a first loop of a coupling heat exchanger, an electric control mechanism, an electric driving mechanism and a third electric water pump are sequentially connected; the first loop and the second loop of the coupling heat exchanger are mutually independent. According to the cooling system, the technical effects of improving the heat exchange capacity of the hybrid electric vehicle and reducing the heat dissipation power are achieved.

A method for reducing the engagement noise in a chain or belt drive for an internal combustion engine with a crankshaft having a drive sprocket (30) and at least one driven shaft with at least one first driven sprocket, comprising the following steps: determining (200) the external excitations in the chain drive to determine the engine cycle sequences in which stresses occur; converting (202) the engine cycle sequences in which stresses predominate into sprocket sequences; determining (204) sprocket sequences that are not predominant; determining (205) a number of sprockets with a non-predominant sequence for the chain or belt drive;Determining (206) a unique set of non-predominant sequences to be integrated into each of the number of non-predominant sequence sprockets intended for the chain or belt drive, such that no non-predominant sequence sprocket has the same engine cycle sequences; Integrating (207) a unique set of at least one non-predominant sequence into a radial variation pattern of a sprocket for each of the non-predominant sequence sprockets; and Installing (208) the non-predominant sequence sprockets into the chain or belt drive of the internal combustion engine.

The present invention relates to a method for estimating the pressure in an intake manifold of an indirect injection combustion engine, comprising: a pressure sensor measuring the pressure in the intake manifold, the intake manifold being in fluid communication with a combustion cylinder in which a piston is guided in translation and connected to a rotating crankshaft. The method comprises the following steps: measuring, by the pressure sensor, a maximum pressure value substantially corresponding to the maximum pressure in the intake manifold during a previous engine cycle; measuring, by the pressure sensor, a minimum pressure value substantially corresponding to the minimum pressure in the intake manifold during a previous engine cycle; determining, based on the crankshaft angular position and the engine speed, a precalculated average correction factor for the pressure; and estimating, based on the average correction factor and the minimum and maximum pressure values, the pressure in the intake manifold for the crankshaft angular position of the current engine cycle.

A diagnostic system for an engine system comprising a plurality of engine cylinders (30) and an air intake manifold (44) for receiving an intake of air during an intake phase of an engine cycle, the diagnostic system comprising; a plurality of fuel injectors (46), each for delivering fuel to an associated one of the engine cylinders (30) via the air intake manifold (44), wherein each of the plurality of fuel injectors (46) has an injector-open state when the fuel injector (46) is delivering fuel during the air intake phase of the associated engine cylinder (30) and an injector-closed state when the fuel injector (46) is not delivering fuel; and a sensor configured to measure the air pressure in the air intake manifold. The diagnostic system further comprises a controller (18) configured to determine an occurrence of a backfire event in the air intake manifold (44) on the basis of the measured air pressure; measure the number of backfire events in the air intake manifold which are associated with one of the fuel injectors (46); compare the number of backfire events with a predetermined count threshold, and, if the measured number of backfire events is greater than the predetermined count threshold, output a warning signal.

Internal combustion engine method, comprising: operating an engine in a first mode, the first mode comprising: Confirming the cold start condition of the engine, determining that the boiling point of the fuel in the engine is lower than a threshold boiling point of the fuel, and In response to confirmation of the engine's cold-start condition and determination that the fuel boiling point in the engine is lower than a threshold fuel boiling point, starting the internal combustion engine via a starter motor at an initial cranking speed, while fuel is injected via fuel injectors for a number of combustion engine cycles since the first combustion engine cycle, and subsequently suspending operation of the starter motor and operating the engine via combustion; and Operating the engine in a second mode, the second mode comprising the following: In response to confirmation of the engine's cold-start condition and determination that the fuel boiling point in the engine is higher than a threshold fuel boiling point, the internal combustion engine is started at a second cranking speed while fuel is injected and the ignition spark is deactivated for the number of combustion engine cycles since the first combustion engine cycle, and subsequently the operation of the starter motor is suspended and the engine is operated via combustion, wherein the fuel boiling point is based on a fuel composition in the engine, wherein in the first mode the fuel injection involves initiating fuel supply at top dead center (TDC) of an intake stroke of a combustion engine cycle and terminating fuel supply at bottom dead center (BDC) of the intake stroke of the combustion engine cycle.and wherein, in the second mode, fuel injection includes initiating fuel supply at TDC of the intake stroke of the internal combustion engine cycle and terminating fuel supply at TDC of a compression stroke of the internal combustion engine cycle.

The amphibious heat dissipation device and the amphibious power system for the transmission comprise a first heat dissipation unit, the first heat dissipation unit comprises a fan heat dissipation mechanism, the fan heat dissipation mechanism comprises a first heat dissipation device, and the amphibious heat dissipation device further comprises an oil cooler externally connected with the transmission; a cooling liquid outlet of the first engine is sequentially connected in series with the oil cooler and the first radiator and is circularly connected to a cooling liquid inlet of the first engine; the first heat dissipation unit further comprises a first air cooling assembly connected with a first engine in a circulating mode, a first fuel oil cooler and a first water tank, and the fan heat dissipation mechanism further comprises a second heat dissipation device. An outlet of the first water tank is sequentially connected with the first air cooling assembly, the first fuel cooler and the second radiator in series and is circularly connected to an inlet of the first water tank. By means of reasonable arrangement of component structures, switching of cooling units in waterway driving is achieved, cooling efficiency is higher and heat dissipation performance is better by means of low temperature of seawater / river water during overwater driving, and the effect that the navigational speed of the system on water exceeds 80 km / h and reaches the advanced speed in the world is achieved.

The present invention discloses a method, a storage medium, and a device for diagnosing faults of an engine injector, which relate to the field of engines and related systems. The method includes determining whether to enter the injector fault diagnosis mode based on the injector diagnosis requirements and in combination with the current state of the vehicle; when entering the injector fault diagnosis mode, selecting the engine speed change diagnosis method or the cyclic fuel supply change diagnosis method to implement injector fault diagnosis; wherein, the engine speed change diagnosis method is based on the absolute difference in the engine speed before and after injector fault diagnosis, and the cyclic fuel supply change diagnosis method is based on the absolute difference in the engine cyclic fuel supply before and after injector fault diagnosis. The present invention can effectively improve the safety, simplicity, and accuracy of injector fault diagnosis, and reduce the diagnosis cost.

The utility model discloses a lubricating oil tank with a high-temperature-resistant heat insulation structure. An oil tank shell of the lubricating oil tank is wrapped by a heat insulation cover. The lubricating oil tank is mainly composed of a heat shield, an oil tank shell, an oil supply connector, an oil return connector, an oil scale, an oil level sensor, a gravity oil filler cap, an oil drainage connector, an overflow connector and the like. High temperature outside the shell is blocked through the heat insulation cover, so that the situation that lubricating oil in the oil tank is overheated, and heat influences are generated on an engine lubricating system is avoided. Lubricating oil with a certain volume is stored in the oil tank shell and used by an engine lubricating system, through the design of an oil supply and return pipeline of the lubricating oil tank, engine circulating lubricating oil enters the oil tank shell from the oil tank oil return connector and then circulates to the oil supply connector through the interior of the oil tank shell for continuous oil supply, and heat is taken away due to wrapping of the heat insulation cover and the circulating oil supply process. And the temperature of lubricating oil in the oil tank does not exceed the normal working temperature in a high-temperature environment. The engine lubricating oil tank can effectively solve the problem that lubricating oil in the engine lubricating oil tank is overheated in a high-temperature environment.

The present invention belongs to the technical field of tactical weapon system layout and engine structure design, and specifically relates to a solid fuel ramjet rotating detonation combined power system, comprising: an air inlet, an isolation section, a main charge, a pre-detonator tube, and a rotating detonation combustion chamber. To address the current difficulty in organizing mixed combustion in the afterburner, the present invention proposes using a rotating detonation combustion chamber instead of a traditional isobaric combustion chamber, thereby improving the engine cycle thermal efficiency and making the engine structure more compact. Theoretical calculations show that this invention can increase the engine specific impulse by more than 5%. Furthermore, the present invention provides a systematic design solution in conjunction with a solid fuel ramjet rotating detonation combined engine.

Fuel conversion unit and system for an internal combustion engine vehicle, and method for adjusting fuel distribution. The invention relates mainly to a fuel conversion unit (1) for an internal combustion engine vehicle, the vehicle comprising at least one first injector (4) and at least one second injector (6) controllable by a microcontroller (7) of the conversion unit (1), which microcontroller (7) is further provided to retrieve an injection signal, which conversion unit (1) further comprises a fuel sensor (8), characterized in that the microcontroller (7) is configured to determine the composition of the fuel, and for each engine cycle: • Determine an injection duration of the first injector (4) from the data of the injection signal;• Determine an injection duration for the second injector (6) based on the injection duration of the first injector (4) and the determined fuel composition, and • Control the second injector (6) according to the determined injection duration to deliver an additional quantity of fuel. Figure to be published with the abbreviation: Fig. 1;

The application discloses a kind of vehicles, the present application relates to vehicle technical field, vehicle includes: engine circulation flow path has exhaust branch, first heat exchange medium flow path and exhaust branch heat exchange cooperation, first heat exchange medium flow path has first interface and second interface, heater is arranged in first heat exchange medium flow path to heat heat exchange medium, second heat exchange medium flow path has third interface and fourth interface, battery circulation flow path and second heat exchange medium flow path heat exchange cooperation, battery circulation flow path has fifth interface and sixth interface, air conditioning circulation flow path and first heat exchange medium flow path heat exchange cooperation, air conditioning circulation flow path has air conditioning flow path import and air conditioning flow path export, radiator and first heat exchange medium flow path heat exchange cooperation, radiator is connected with air conditioning flow path import and air conditioning flow path export, connecting regulating valve and first interface, second interface, third interface, fourth interface, fifth interface, sixth interface are connected. It can utilize exhaust waste heat, heat passenger cabin and promote power battery temperature.

The invention relates to the technical field of internal combustion engines, and discloses a two-stroke engine circulating lubrication system which comprises a crankshaft mechanism, an air cylinder, a piston piece, an oil duct and a sealing device, oil rings are arranged on the upper side and the lower side of a cylinder of the piston piece respectively, a circumferential oil duct is arranged between the two oil rings, and the piston piece slides on the wall of the air cylinder. The two oil rings are attached to the inner wall of the air cylinder to form a closed space, an oil inlet hole and an oil outlet hole are formed in the inner wall of the air cylinder and movably communicated with the oil channel on the periphery of the piston, the crankshaft mechanism comprises a connecting rod and a piston pin, and oil channels are formed in the crankshaft, the connecting rod and the piston pin. A first sealing device 9 and a second sealing device 11 are arranged at the two ends of the connecting rod to form a closed oil channel. The closed circulating lubricating system enables lubricating oil and mixed gas to be completely separated, the lubricating oil does not participate in combustion any more, an oil film wraps moving parts all the time, and the lubricating effect is better.

A value-moving deviation method for acquiring cycle-stage combustion parameters of an engine based on multiple sensing signals includes: with prior values of combustion feature parameters under each piece of working condition information as a reference, reconstructing combustion feature parameter values based on signal features acquired by sensors of the engine, and calculating deviations between the combustion feature parameter values and the prior values and weights of the deviations; obtaining a fusion deviation of the combustion feature parameters as a transient fluctuation amount of the combustion feature parameters; correcting, based on the value-moving deviation method, the prior values according to the obtained transient fluctuation amount, so as to obtain actual values of the combustion feature parameters of a current cycle of the engine; and updating, according to a Weber equation, a combustion heat release rate curve to obtain each piece of transient combustion parameter information under a current working condition.

The invention discloses a common rail diesel engine emission amount correction control method, device and equipment and a medium. The method comprises the following steps: acquiring vehicle driving process data of a current common rail diesel vehicle in a preset time period; if it is determined that the vehicle running working condition of the current common-rail diesel vehicle meets the preset running working condition judgment condition according to the vehicle running process data, the postprocessor temperature, the engine rotating speed and the engine circulating oil amount of the current common-rail diesel vehicle are obtained; determining a rail pressure correction output value and a fuel injection moment correction output value according to the postprocessor temperature, the engine rotating speed and the engine circulating fuel quantity; and based on the rail pressure correction output value and the fuel injection moment correction output value, controlling and correcting the current engine emission of the common rail diesel vehicle. According to the technical scheme, accurate correction of the original engine emission of the common rail diesel engine is achieved, and therefore effective control over the engine emission under the special working condition is achieved.

Various embodiments of the present disclosure are directed towards free-piston combustion engines. As described herein, a driver section may be provided in a free-piston combustion engine for storing energy during an expansion stroke. The driver section may be configured to store sufficient energy to perform the subsequent stroke. In some embodiments, the driver section may be configured to store sufficient energy so as to enable the engine to operate continuously across engine cycles without electrical energy input. A linear electromagnetic machine may be provided in a free-piston combustion engine for converting the kinetic energy of a piston assembly into electrical energy.

The application discloses a dry sump engine circulating pre-lubricating system and a control method thereof. The application utilizes an electric double pre-lubricating oil pump and original oil oil circuit of an engine pump, and before the engine starts, heated oil in an oil tank is delivered to each friction pair along the original oil oil circuit through the electric double pre-lubricating oil pump, each friction pair and its upstream lubricating pipeline are filled with the heated oil, and after being heated, the heated oil is circulated and returned to the oil tank, thus breaking the conventional thinking of low-temperature pre-lubrication of the dry sump engine, and each friction pair such as a shaft neck bearing bush is pre-lubricated and pre-heated before the engine starts at low temperature, the cooperation clearance is close to the state when the engine works, and movement constraint is more sufficient, and wear caused by insufficient movement constraint of the friction pair is effectively reduced. The oil circulation of the pre-lubricating system also enhances the convection of the oil in the oil tank, the oil is more uniformly heated, and the oil in the oil tank is better pumped.

The application provides a liquid hydrogen fuel storage and supply system suitable for a hybrid hydrogen-powered aircraft, which comprises an engine circulation unit, the engine circulation unit comprising a first liquid hydrogen storage tank, a first booster pump group, a first heat exchanger, a second heat exchanger, a compressor and a hydrogen fuel engine, liquid hydrogen in the first liquid hydrogen storage tank is pressurized by the first booster pump group, and then sequentially passes through the second heat exchange side of the first heat exchanger, the second heat exchange side of the second heat exchanger, the first heat exchange side of the first heat exchanger and the second heat exchanger, and is heated and gasified by waste gas heat exchange of the first heat exchange side of the second heat exchanger, and is compressed by the compressor or directly enters the hydrogen fuel engine, the application can open different numbers of the first booster pump according to the actual demand of the hydrogen fuel engine, and then select to pressurize hydrogen or directly deliver hydrogen to the hydrogen fuel engine, control hydrogen with different pressure and flow to enter the hydrogen fuel engine, and ensure sufficient combustion of hydrogen and improve hydrogen utilization.

A method of operating a hydrogen-powered internal combustion engine includes executing a torque estimation procedure in which an actual torque Tactual of an engine cycle is calculated by estimating a cylinder pressure based on an intake air pressure and a temperature, and using a lambda value [lambda] des determined from a map based on an engine operating state.

A method of operating a hydrogen internal combustion engine having at least one cylinder with an intake valve and a direct injector for injecting hydrogen fuel directly into the cylinder. The method comprises performing a plurality of hydrogen fuel injections before an ignition during an engine cycle, wherein a first injection, with a first injection amount m1 and a first injection time t1 as first injection parameters, is performed before the intake valve is closed and a second injection, with a second injection amount m2 and a second injection time t2 as second injection parameters, is performed by the direct injector after the intake valve has been closed and before an ignition is performed. The method further comprises performing an adjustment process.

An air-shut off valve for an engine is provided to reduce the number of engine cycles that occur if an engine starts in reverse. The air shut-off valve includes a shaft centered on and extending along a longitudinal axis and a valve plate centered on a central axis. The valve plate is mounted on the shaft and positioned such that the central axis and the longitudinal axis do not intersect with each other. The valve plate can be actuated automatically (i.e., through air interfacing with the valve plate) or manually (i.e., by a user) between an opened position and a closed position with respect to the air intake tube.

The application discloses a ship compound power system and a control method and device thereof, and relates to the technical field of ship power engineering. When the working power of a fuel engine is high, part of exhaust gas of the fuel engine provides heat for a reforming reaction subsystem, and part of the exhaust gas is used as raw material for a reforming reaction, and the reforming gas obtained by the reforming reaction subsystem is all recycled by the fuel engine. When the working power of the fuel engine is low, the fuel cell is controlled to be turned on to ensure power, and all the exhaust gas of the fuel engine is used to provide heat required by the system, and the hydrogen-rich reforming gas under the low working condition of the fuel engine is recycled to the fuel engine and the fuel cell for reuse. In the working process of the ship compound power system, a fuel cold energy processing subsystem exchanges heat between the fuel in a fuel storage tank and the reforming gas of the reforming reaction subsystem, improves the heat efficiency of the system, and liquefies and recovers carbon dioxide in the reforming gas.

The application discloses a heavy vehicle carbon emission and oil consumption partition reconstruction evaluation method suitable for remote monitoring and actual road test, which is characterized in that: remote monitoring data or actual road test data of a target vehicle model are taken as vehicle real-time data input, vehicle real-time data per second and engine speed and net output torque of the drum data are partitioned and data correlated, average oil consumption level of the target vehicle model is obtained through data clustering of the partitioned data, reconstruction data of carbon emission or oil consumption level of each partition is obtained based on drum data prediction and average oil consumption level of the target vehicle model, different partition reconstruction data are spliced according to engine cycle process of the target vehicle model during oil consumption authentication on a chassis dynamometer, carbon emission or oil consumption level of the target vehicle model during use is obtained, and conformity or compliance of the carbon emission or oil consumption level is compared with an authentication result. The application improves the use efficiency of remote monitoring and actual road test data, and is simple in calculation, high in accuracy and strong in adaptability.

A system and process for operating an internal combustion engine includes a fuel injector connected to a fuel rail, which injects fuel during an engine cycle. A high-pressure pump is connected to the fuel rail and includes pump elements that pressurize the fuel, as well as discrete-flow inlet metering valves that control the fuel flow from the pump elements. The fuel flow from the high-pressure pump's pump elements to the fuel rail is interrupted by the discrete-flow inlet metering valves during a portion of the engine cycle to obtain fuel pressure readings from the fuel rail during fuel injection.

To provide a combustion state detection device for an internal combustion engine which can detect a misfire regardless of the type of fuel. The combustion state detection device for the internal combustion engine includes: a discharge feature amount acquisition unit; and a determination unit. The discharge feature amount acquisition unit acquires the discharge feature amount based on a voltage value or a current value of an ignition coil connected to a spark plug. The spark plug executes an ignition spark discharge for igniting an air-fuel mixture and a detection spark discharge in the same engine cycle after the ignition spark discharge. The determination unit determines whether the internal combustion engine is in a misfire state or a non-misfire state based on the comparison result between the discharge feature amount of the detection spark discharge and a predetermined determination threshold value.

An air-shut off valve for an engine is provided to reduce the number of engine cycles that occur if an engine starts in reverse. The air shut-off valve includes a shaft centered on and extending along a longitudinal axis and a valve plate centered on a central axis. The valve plate is mounted on the shaft and positioned such that the central axis and the longitudinal axis do not intersect with each other. The valve plate can be actuated automatically (i.e., through air interfacing with the valve plate) or manually (i.e., by a user) between an opened position and a closed position with respect to the air intake tube.

The invention relates to a fuel conversion system and unit for a heat-engine vehicle, and to a method for adjusting the distribution of fuel. The invention relates mainly to a fuel conversion unit (1) for a heat-engine vehicle, the vehicle comprising at least a first injector (4) and at least a second injector (6) that can be operated by a microcontroller (7) of the conversion unit (1), which microcontroller (7) is also designed to collect an injection signal, which conversion unit (1) further comprises a fuel sensor (8), characterized in that the microcontroller (7) is configured to determine the composition of the fuel, and, for each engine cycle: • To determine an injection duration of the first injector (4) from the data in the injection signal; • To determine an injection duration of the second injector (6) from the injection duration of the first injector (4) and from the determined fuel composition, and To operate the second injector (6) for the determined injection duration in order to deliver a complementary quantity of fuel.

The present application belongs to the technical field of engine starting control, and particularly relates to an engine starting control method and system for starting an engine with load. The method comprises receiving an engine starting signal, detecting whether the current load rate of the engine is greater than a load rate demarcation value, and if so, determining that the engine is started with load; calculating the initial cycle fuel injection amount of the engine based on the reference cycle fuel injection amount and in combination with the set initial correction coefficient; detecting the engine speed when the engine injects fuel according to the initial cycle fuel injection amount, and if the engine speed can reach the target speed, injecting fuel according to the initial cycle fuel injection amount; otherwise, increasing the initial correction coefficient to obtain the correction coefficient of the next time step, and recalculating the cycle fuel injection amount of the next time step until the engine reaches the target speed and the starting with load is completed. The present application identifies the engine starting demand with load through a preset control logic, controls the cycle fuel injection amount of the engine, realizes the starting with load, and solves the problem of large torque for the starting demand with load.

An engine system operating and control strategy includes autoigniting a directly injected pilot fuel to ignite a primary fuel in a cylinder (16) in a first engine cycle. The strategy further includes comparing data indicative of a heat release in the cylinder in the first engine cycle to phasing error criteria for an earlier pilot shot of the pilot fuel and a later shot of the pilot fuel. A quantity of one or more pilot shots in a subsequent engine cycle is varied, based on the comparison. Pilot shot quantity can be varied closed loop to obtain desired combustion phasing characteristics, such as when a characteristic of a primary fuel is changed during operation. Related apparatus and control logic is also disclosed.