1812 results about "Forced induction" patented technology

The invention relates to systems and methods for rapidly and isothermally expanding and compressing gas in energy storage and recovery systems that use open-air hydraulic-pneumatic cylinder assemblies, such as an accumulator and an intensifier in communication with a high-pressure gas storage reservoir on a gas-side of the circuits and a combination fluid motor/pump, coupled to a combination electric generator/motor on the fluid side of the circuits. The systems use heat transfer subsystems in communication with at least one of the cylinder assemblies or reservoir to thermally condition the gas being expanded or compressed.

An engine with cylinder deactivation (Displacement on Demand or DOD™) includes standard (STD) cylinders which are not deactivated and DOD cylinders which can be deactivated by closing their intake and exhaust valves and shutting off their fuel supply. To provide smooth transitions, the STD and DOD cylinders form separate groups each supplied with charge air through one or more separate throttles. When switching to DOD operation, the throttles are oppositely actuated to cut out the DOD cylinders and maintain torque in the active cylinders prior to deactivation of the cylinder valves. When returning to STD operation, the valves are reactivated before oppositely actuating the throttles to enable full cylinder operation. In DOD operation, a small supercharger may be operated to boost torque of the operating STD cylinders and thus increase the DOD operating range.

An internal combustion engine defined as having an engine block for internal combustion, a high-pressure turbocharger for delivering pressurized intake air to the engine block, a low-pressure turbocharger for delivering pressurized intake air to the high-pressure turbocharger, a turbogenerator for recovering heat energy from the exhaust gas downstream of the low-pressure turbocharger to generate electricity, and an exhaust gas recirculation (EGR) system comprising an EGR-pump drawing exhaust gas from an EGR inlet located between the low-pressure and high-pressure turbocharger turbines, wherein the EGR-pump controllably delivers exhaust gas to an EGR mixer in the pressurized intake air stream at a location between the low-pressure and high-pressure turbocharger compressors. An electronic control unit (ECU) is adapted to command the EGR-pump to deliver a desired EGR flow-rate to the engine block based on look-up tables and either open-loop and/or closed-loop control algorithms.

The invention discloses an experimental device with a physical landslide model. The experimental device comprises a landslide experiment tank which comprises a base and four segments of platforms, wherein the first segment of platform is located above the base, the first segment of platform, the second segment of platform, the third segment of platform and the fourth segment of platform are connected in sequence, the first segment of platform is horizontal, and the inclination angles of the second segment of platform, the third segment of platform and the fourth segment of platform are adjustable. The experimental device with the physical landslide model disclosed by the invention has the characteristics of large scale, sectional type, multi-factor and overall process, and can truly simulate the overall damage evolution process of a landslide disaster chain under hydrodynamic force induction factors.

In fuel injector including an accumulator and an intensifier, fuel is injected such that an injection control valve and a piston control valve are individually controlled, an operational phase difference therebetween is regulated, and at least one of a maximum injection pressure, a rate of increase of an injection pressure at the start of an increase of pressure, a rate of decrease of the injection pressure at the completion of injection, a pilot injection pressure, and an after injection pressure of fuel injected from a fuel injection nozzle is arbitrarily changed. Namely, a pressure during a movement from a base common rail pressure of the accumulator to a static maximum pressure statically determined by an operation of the intensifier is positively used as a control factor of injection, whereby a fuel injection pattern can be implemented with an extremely high degree of freedom.

An engine system with a turbocharger is provided. The system may include an exhaust manifold having plural independent exhaust passages, each of the exhaust passages being connected to an exhaust port of a corresponding engine cylinder. The system may further include a collective part formed by gathering said independent exhaust passages in said exhaust manifold or on a downstream side of said exhaust manifold. The system may further include an exhaust turbocharger connected to a downstream side of said collective part. The system may further include a variable exhaust valve for changing each passage cross-sectional area of said independent exhaust passage at an upstream side of said collective part. The system may further include a controller for controlling said variable exhaust valve, wherein said controller is configured to perform independent exhaust throttle control for reducing a passage cross-sectional area of at least one of said independent exhaust passages.

The invention concerns turbochargers, or more particularly to multivariable dual stage series turbochargers having two degrees of freedom. A multistage series turbocharger apparatus has a low pressure turbocharger comprising a low pressure compressor and a low pressure turbine; a high pressure turbocharger comprising a high pressure compressor and a high pressure turbine, and a exhaust gas recirculation device. A controller controls the operation of at least two of the low pressure compressor, high pressure compressor, low pressure turbine, high pressure turbine, and exhaust gas recirculation device such that at least one operating parameter is maintained at about a selected value.

A hybrid input differential engine system comprising a planetary gear set. Preferably, an ICE is connected to the planet gear carrier, the output shaft is connected to the ring gear, and the sun gear is connected to a supercharger/expander and an electric or hydraulic motor/generator. As engine torque increases, the supercharger speeds up, increasing torque still further, enabling a small displacement engine to have very high torque at low RPM. In cruise conditions, the sun gear direction is reversed by the motor/generator, causing the supercharger to act as an expander for efficiently throttling the engine. The motor/generator modulates the speed/torque relationships between the engine and the supercharger/expander. A second motor/generator may be used on the output shaft. The electric machines and electric storage may be downsized because less electrical power is needed for the operation of the system.

A hydrogen-powered hybrid powertrain system includes a hydrogen-fuelled internal combustion engine operating at a lean air/fuel mixture, and a supercharger for boosting a primary drive torque produced by the engine primarily over a high operating speed range. An electric motor/generator generates a secondary drive torque for the vehicle, such that the secondary drive torque complements the boosted primary drive torque over at least a low operating speed range of the powertrain. A disconnect clutch disposed between the engine and the motor/generator engages and disengages the engine from the motor/generator, and serves to transfer the boosted primary driver torque through the motor/generator and to a power transmission system. The input at the power transmission is thus a combination of the boosted primary drive torque and the secondary drive torque having an enhanced torque characteristic over at least the low operating speed range.

Disclosed is an intake control device for a supercharged and intercooled gas engine. By coaxial control bidirectional pressure relief means, the output pressure of two superchargers is simultaneously controlled by the aid of one device, the technical problem of unbalanced output pressure of the two superchargers is solved, a complicated structure respectively controlling the output pressure of the two superchargers is simplified, functional cost is reduced, reliability is improved, the influence of a balancer on maximum intake flow of the engine is thoroughly eliminated, and the maximum output power of the engine is improved. The device is applicable to the gas engine with air and gas respectively supercharged and intercooled.

A system is provided. The system includes an internal combustion engine having an intake manifold and an exhaust manifold. The system also includes a high pressure turbocharger having a variable geometry high pressure turbine drivingly coupled to a high pressure compressor, wherein the variable geometry high pressure turbine is driven by a first portion of exhaust gases from the exhaust manifold, wherein the high pressure compressor is configured to compress an intake air and to provide the compressed intake air to the intake manifold. The system also includes a low pressure turbocharger having a variable geometry low pressure turbine drivingly coupled to a low pressure compressor, wherein the variable geometry low pressure turbine is driven by a second portion of the exhaust gases from the exhaust manifold, wherein the low pressure compressor is configured to compress a third portion of the exhaust gases from the exhaust manifold and to provide the compressed third portion to the intake manifold, wherein the first and second portions of the exhaust gases are different from one another.

A motor vehicle kinetic energy recovery system uses one or more cylinders of an internal combustion engine as the first or primary stage in a multi-stage high pressure air compression system, a compressed air storage system, compressed air operated drive train boosters and vehicle management electronics to provide cooperation between the air compression, storage and booster systems. The multi-stage, high pressure air compressor system is operable through engine compression braking allowing kinetic energy of a vehicle to be recaptured during retardation of vehicle speed.

A system and method for controlling a plurality of accessories associated with a multiple cylinder internal combustion engine having the accessories coupled to an engine crankshaft by an electromagnetic coupling device with a flowable magnetic material disposed between a driving member and a driven member include selectively supplying power to the electromagnetic coupling device in response to at least one operating condition to simultaneously engage or disengage the plurality of engine accessories. Embodiments include a magnetic particle clutch or magnetorheological fluid clutch connected to an engine crankshaft and a plurality of engine accessories that may include an air conditioning compressor, water pump, power steering pump, alternator, and/or supercharger, for example.

A boost system comprising a turbocharger, a supercharger operable as either a compressor or an expander. Air flows through the turbocharger, optionally through a first charge air cooler CAC1, then through the supercharger, a second charge air cooler CAC2, and into the engine. At low engine speeds, the supercharger may be used to compress air, which is tempered by CAC2. At high engine speeds, the turbocharger has excess capacity, resulting in a hot compressed air stream. The supercharger operates as an expander to cool the air stream and reduce the air pressure and temperature to a desired level. Temperature may be reduced to a level below that desired for combustion; CAC2 then rewarms the air, thereby storing cooling capacity. A useful embodiment incorporates a turbocharger with a hybrid gas/electric or diesel/electric engine arrangement wherein a supercharger and a starter/generator/motor are disposed on a disconnectable secondary drive powered by the engine.

This invention relates to a turbocharger multiple-series adjustable boost system, which belongs to combustion engine technique field. The system comprises diesel engine air inlet pipe, diesel engine, diesel engine discharge pipe, high-pressure turbine stage by-pass conduit and by-pass valve, high-pressure turbine stage by-pass conduit, high-pressure turbine stage, high and low pressure turbine connecting pipe flow change-over valve, high and low pressure turbine connecting pipe, low-pressure turbine stage by-pass conduit, low-pressure turbine, intercooler, high booster by-pass conduit and by-pass valve, high booster by-pass conduit, high blower, high and low pressure booster connecting pipe flow change-over valve, high and low pressure booster connecting pipe, low pressure booster by-pass conduit and low pressure booster, wherein the diesel engine is connected with diesel engine air inlet pipe and diesel engine discharge pipe separately, and the high pressure turbine outlet is connected with the low pressure turbine through the high and low pressure turbine conduit. By said invention, it can realize single-stage turbocharging, successive turbocharging and two-stage turbocharging.

An air hybrid vehicle is described powered by an internal combustion engine (16) which may or may not be equipped with a supercharger or turbocharger (10) for boosting the engine (16). In the invention, power is taken from the vehicle to drive the engine (16) during deceleration or coasting of the vehicle. The engine (16) absorbs kinetic energy from the vehicle and uses that energy to produce boost air which is transferred and stored in a boost air storage tank (34) on board the vehicle at a storage pressure not exceeding 3 bar absolute pressure. The vehicle achieves fuel saving and high performance by boost substitution when this boost air is used to supply the engine (16) for short periods during acceleration or cruising of the vehicle without relying on any air charger, temporarily fulfilling the role of an air charger without actually driving an air charger by substituting the boost normally supplied by an air charger with an equivalent boost produced and stored during regenerative braking. To accommodate a large boost air storage tank (34), the body of the vehicle is adapted with air-tight volumes linked together to form one large storage volume.

A vehicle system controls a compression ignition internal combustion engine equipped with a supercharger system including a plurality of superchargers. The compression ignition internal combustion engine has an exhaust gas recirculation (EGR) system. The vehicle system determines a desired intake manifold supercharging state (tQac) and a desired EGR rate (Megr). The vehicle system includes control logics, each having a first input parameter and a second input parameter, for determining desired set points (Rvnt1 & Rvnt2) for the plurality of superchargers, respectively. The desired set points are used to control the plurality of superchargers, respectively. The vehicle system also includes control logic for determining the first input parameters in response to the desired intake manifold supercharging state. The vehicle system further includes control logic for determining the second input parameters in response to the desired EGR rate.

The invention is the test-bed for the turbocharger character with assistant brake assembly, which is a test-bed with turbocharger compressor character test, turbine performance test and self-circulation character test. It includes the electric heater, intake valve for out gas source, blast chamber, the assistant supercharger, the governor valve to adjust all kinds of test condition, the connecting conduits and sensors. The test-bed uses the compressing air input from the out air source, the turbo of turbocharger is drive by the high-temperature gas generated by the injection ignition burning and the electric heater heating, which is adjusted by the corresponding valves to test the turbocharger compressor character, turbine performance and self-circulation character state. Especially, in the turbo character test, the turbo work absorption is done by the assistant turbocharger, which compressor impeller of compressor has the greater absorption ability.