13 results about "Power stroke" patented technology

The swing-arm double-gear power transmission mechanism is a type of engine that eliminates the crankshaft structure of the traditional cylinder piston connecting rod crankshaft engine, replacing it with a swing-arm double-gear power transmission mechanism. This mechanism consists of a straight rod fixed to the piston, a U-shaped gear carrier fixed to the straight rod, and two fork plates under the U-shaped gear carrier, each with a long, narrow opening in the middle. At the rear end of each fork plate, there is also a shaft hole. Between the two fork plates of the U-shaped gear carrier, a pair of meshing gears are installed. A connecting plate is installed on each side of the gears, and each connecting plate has a shaft hole corresponding to the gear shaft position, allowing for sliding fit with the gear shaft or a rolling bearing fit. After passing through the connecting plates, both ends of the gear shaft are fixed to a pair of swing arms. The other end of the upper gear's swing arm is fixed to the power output main shaft and the flywheel energy storage sub-shaft, respectively. The lower gear's swing arm... At the other end, it engages with the shaft holes or rolling bearings on the two fork plates of the U-shaped gear carrier. Driven by the engine starter, the main shaft transmits rotation to the upper gear of this structure, which in turn transmits it to the meshing lower gear. This, in turn, drives the U-shaped gear carrier to move along the direction of the cylinder piston, preparing the engine for the four-stroke power stroke. When the engine ignites and begins the power stroke, the piston drives the U-shaped gear carrier, and through the initial operating mode, the gear set, in turn, pushes the main shaft to continue rotating in the direction it began to rotate, performing power. At the end of the power stroke, the flywheel releases its stored energy, continuing to complete the other strokes of the engine, forming a continuous cycle of power delivery. Because of this continuous cycle, the main shaft continuously outputs power, eliminating all the defects of traditional crankshaft engines. This swing arm double-gear power transmission mechanism has an extremely simple structure, reliable operation, is very easy to manufacture, process, install, and maintain, has low cost, and extremely high thermal efficiency. It is suitable for all applications and equipment using traditional cylinder piston crankshaft engines.

The invention discloses a novel technical scheme of a novel internal combustion engine, which is characterized in that a cylinder body of an air cylinder is extended to exceed the length of two air cylinders, cylinder covers are arranged at two ends, gear holes are formed in the middles of the air cylinders, two symmetrically connected pistons are arranged in the gear holes, a connecting body is provided with a strip-shaped concave gear, and four-stroke acting is performed twice; the working sequence is as follows: the piston 2 of the first air cylinder works, the piston 2 exhausts, the piston 3 exhausts, the piston 2 enters, the piston 3 compresses, the piston 2 compresses, the piston 3 works, the gears 20, 21, 24 and 25 are in gear transmission when the piston 2 works, the gears 20, 21, 22 and 23 are in gear transmission when the piston 3 works, the piston 4 enters, the piston 5 compresses, the piston 4 compresses, the piston 5 works, the piston 4 exhausts, the piston 4 exhausts, and the piston 5 enters. Therefore, the power of a traditional four-cylinder engine can be reached or even exceeded by only combining two cylinders, the volume of the engine is reduced, the weight of the engine is reduced, the stability of the piston is improved, and the heat efficiency is improved.

This invention relates to a crankshaft unit, an aero-engine, and an aircraft, belonging to the field of aerospace technology. It solves the problems of excessive weight and vibration when converting automotive engines for aero-engine use. The invention is for automotive-to-aero-engine conversion and includes a crankshaft, a crankshaft pulley, and a flexible disc. The flexible disc is fitted onto one end of the crankshaft and is used to connect to the engine's starter. The crankshaft pulley is located at the end of the crankshaft opposite to the flexible disc. An annular groove is provided on the outer peripheral wall of the crankshaft pulley, and the bottom of the groove has a damping section, which is the impact point of the engine piston during power stroke. This invention achieves a weight reduction similar to that of a dedicated aero-engine when converting an automotive engine for aero-engine use, while also providing superior vibration damping performance.

The invention is called "Cutting Blade", which is a device installed in the engine intake pipe. Through friction, cutting, and heat transfer, it combines the air entering the engine with atomized fuel to form a high-quality mixture, enabling more energy to be released during the explosion and power stroke, and the mixture to burn more completely, achieving the purpose of fuel savings and exhaust gas reduction. Its core principle is to cut, refine, and uniformly heat the air entering the engine. The dominant thinking in the product design and structure is to not only cut the air flowing through the intake pipe but also minimize the resistance of this device to hinder the air from entering the engine. Practice has proven that installing this device can effectively reduce the phenomenon of altitude sickness in vehicles. The technical field to which the invention belongs is: automotive power efficiency, automotive exhaust gas reduction, and technologies for dealing with automotive altitude sickness. The inventor solved the problem of abnormal noise generated by previous similar products during high-speed driving through ingenious design. The result was obtained through a total of six design modifications during the actual test of 90,000 kilometers in seven years.

Disclosed herein are high pressure systems and components thereof including an intensifier pump and asymmetric ram piston. The asymmetric ram piston includes a first effective area upon which a force is exerted during a power stroke of the intensifier pump and a second effective area upon which a force is exerted during a recovery stroke of the intensifier pump. The first and second effective areas are different sizes. Also disclosed herein are methods of assembly of the asymmetric ram piston and methods of operation of the intensifier pump to pressurize a fluid.

The invention relates to the technical field of engine knock detection and control, in particular to an engine knock energy prediction method and device, a vehicle, a storage medium and a product, and the method comprises the steps: obtaining an operation data set of an engine test, including operation data of an engine in a plurality of acting stages and real knock energy corresponding to each acting stage; a training data set and a verification set are generated according to the operation data set, each of the training data set and the verification set comprises a data sample and a real label, the data samples comprise operation data of the engine in the current acting stage, and the real labels are real knocking energy of the data samples; and training a pre-constructed knock energy prediction model by using the training data set, verifying the knock energy prediction model by using the verification set, and predicting the knock prediction energy of the engine by using the currently collected operation data and the knock energy prediction model. Therefore, the problem that the detonation energy prediction precision is poor due to the fact that differential operation working conditions are generated by the hybrid power engine due to power coupling in the related technology is solved.

The invention relates to a device (1) for closing and clamping a mould, in particular an injection mould, comprising: a first carrier plate (2), a first mould part being preferably arranged on the first carrier plate (2); a second carrier plate (4) which is arranged parallel to the first carrier plate (2); at least one rod (6) which extends perpendicularly away from the first carrier plate (2) and which is guided through an opening or a recess in the second carrier plate (4) such that the second carrier plate (4) is movable along the rod (6) relative to the first carrier plate (2); at least one controllable clamping / holding device (7) which is operatively connected to the second carrier plate (4) and which is designed and intended, when activated, to hold the second carrier plate (4) on the rod (6) in a first relative position with respect to the first carrier plate (2), and optionally, starting from the first relative position, to move the second carrier plate (4) towards the first carrier plate (2) into a second relative position by means of a power stroke and to hold it there, and which is designed and intended, when deactivated, to release the second carrier plate (4) for movement along the rod (6); and at least one joint arrangement (10) which permits four degrees of freedom, namely two translational degrees of freedom (x, y) in a plane (E) parallel to the carrier plates (2, 4), and two rotational degrees of freedom (RotX, RotY) about directions perpendicular to the rod (6).

A system includes a condensate injection system configured to fluidly couple to a combustion chamber of a reciprocating engine and an exhaust gas recirculation (EGR) system of the reciprocating engine. The condensate injection system includes a condensate tank configured to store condensate collected from the EGR system. The condensate injection system also includes a pump fluidly coupled to the condensate tank. The condensate injection system also includes an injector fluidly coupled to the pump. The injector is configured to inject condensate into the combustion chamber during a first portion of an engine cycle of the reciprocating engine. The first portion of the engine cycle includes at least part of a power stroke and / or an exhaust stroke of the engine cycle.

Disclosed herein are high pressure systems and components thereof including an intensifier pump and asymmetric ram piston. The asymmetric ram piston includes a first effective area upon which a force is exerted during a power stroke of the intensifier pump and a second effective area upon which a force is exerted during a recovery stroke of the intensifier pump. The first and second effective areas are different sizes. Also disclosed herein are methods of assembly of the asymmetric ram piston and methods of operation of the intensifier pump to pressurize a fluid.

The application discloses a kind of unequal distance stroke inertia reset high-efficiency internal combustion engine, belong to internal combustion engine technical field.This internal combustion engine is without inertia component such as crankshaft, flywheel, including at least two groups of piston power unit, power output mechanism, piston reset system, ignition and gas distribution system and water injection secondary power cooling system;Piston two ends are equipped with force transmission structure to realize bidirectional stress movement, power output mechanism is equipped with power output disengaging device to control power on-off, each group of piston is mechanically linked by piston reset system, and one group of piston power stroke drives another group of piston reset;Piston is asymmetric unequal distance structure, long end power, short end reset, power end low speed reset, ignition and gas distribution system burns at fixed point position in short end, and water injection system realizes secondary power in long end high temperature area.This application reduces the inertia loss of traditional internal combustion engine from structure, effectively improves power-on ratio, is compact in structure, runs smoothly, is flexible in arrangement, and is suitable for various internal combustion engine scenes.

An enhanced efficiency internal combustion engine is described. The engine may include a piston and a gear assembly capable of causing the duration of a piston power stroke to exceed that of the piston's compression stroke. One example of the engine of the present invention involves a gear assembly with non-circular gear pairs at crank and output shafts. The non-circular gears may increase the duration of the piston down stroke per combustion event, and decrease the duration of the piston up stroke per combustion event, resulting in greater fuel efficiency of the engine. The engine may be employed in various different vehicles or other internal combustion engine-utilizing devices.

This invention discloses a two-stage combustion six-stroke engine, comprising a single-cylinder engine body, a fuel injector, and a valve train unit disposed on the cylinder head; the valve train unit includes a gas reservoir, a first intake port, a second intake port, and a gas injector, used to compress and store gas and release gas; the center of the injector nozzle is located on a first axis; the centers of the gas reservoir and the injector nozzle are located away from the first axis to form tumble flow in the combustion chamber; the six-stroke engine utilizes the gas reservoir and part of the first intake port to achieve two consecutive compression and combustion of the working fluid in the same cylinder; moreover, in the second compression and combustion power stroke, the gas injected into the combustion chamber by the gas injector interacts with the in-cylinder airflow formed near the gas reservoir, forming enhanced tumble flow in the combustion chamber.

A crank assembly for a bicycle comprises a crank shaft, a crank arm installed on the crank shaft to drive the crank shaft to rotate, a bearing shaft installed on the crank shaft in a sliding mode and sliding relative to the crank shaft, and a chain wheel installed on the bearing shaft. The position sensor is used for determining the relative position of the diameter axis of the sprocket relative to the central longitudinal axis of the crank arm at the end of the power stroke. Further, an actuator is connected to the carrier shaft to operate the carrier shaft to slide the carrier shaft, and a controller is configured to drive the actuator based on an input of the position sensor to slide the carrier shaft relative to the crankshaft to change a start time of a power stroke of the sprocket.