Method for controlling the operation of a compressor

A method for controlling a compressor of a turbocharger is disclosed. In one example, the method comprises varying a maximum permitted compressor outlet temperature based upon a function of compressor outlet temperature and operating time, and controlling the operation of the compressor so that the maximum permitted compressor outlet temperature is not exceeded. In this way a higher boost pressure can safely be used during the early life of the compressor but excessive coking of the compressor with a resultant loss of efficiency later in the life of the compressor is reduced.

VACUUM BOOST FOR VEHICLE BRAKING

Methods for controlling vacuum within a brake booster by modifying powertrain operation include determining an intake manifold vacuum in response to actuation of a brake pedal. Increasing the intake manifold vacuum if the brake booster vacuum is less than a desired brake booster vacuum. In some embodiments, the transmission is downshifted to increase engine speed and intake manifold vacuum. In other embodiments, engine torque is reduced to increase intake manifold vacuum and the torque of the electric machine is increased to maintain a constant output torque. 1. A method for controlling brake vacuum within a brake booster on a vehicle that includes an engine and a transmission , comprising:determining an intake manifold vacuum in response to actuation of a brake pedal;downshifting the transmission to increase engine speed and intake manifold vacuum when the intake manifold vacuum is less than a desired brake booster vacuum; andreducing torque of the engine to maintain a constant power output of the engine.2. The method of wherein the transmission is a continuously variable transmission.3. The method of wherein the vehicle includes an exhaust gas recirculation (EGR) system and wherein the method further comprises the step of:disabling the EGR to increase intake manifold vacuum when the intake manifold vacuum is less than the desired brake booster vacuum.4. The method of wherein the engine includes variable cam timing and wherein the method further comprises the step of:adjusting cam timing to increase intake manifold vacuum when the intake manifold vacuum is less than the desired brake booster vacuum.5. The method of wherein the engine is configured for start-stop operation claim 1 , and wherein the method further comprises the steps of:stopping the engine when torque is not requested by the driver; andin response to actuation of the brake pedal, restarting the engine to increase intake manifold vacuum when the intake manifold vacuum is less than the desired brake ...

METHOD FOR CONTROLLING ENGINE IN VARIOUS OPERATING MODES

A method for controlling an engine in various operating modes and for controlling an engine having dual injectors, may include selecting a number of injectors configured to inject fuel based on an operating mode of the various operating modes, and injecting fuel based on a selection of whether to inject fuel while an intake valve is open, or to inject fuel while the intake valve is closed. 1. A method for controlling an engine having dual injectors and various operating modes , the method comprising:a step of selecting a number of injectors configured for injecting fuel based on an operating mode of the various operating modes; anda step of injecting fuel based on a selection of whether to inject fuel while an intake valve is open, or to inject fuel while the intake valve is closed.2. The method of claim 1 , wherein the operating modes are divided into a general mode claim 1 , a first mode aimed at fuel efficiency improvement claim 1 , and a second mode aimed at performance increase.3. The method of claim 2 , wherein claim 2 , in the general mode claim 2 , a controller is configured to control adjustment of the amount of fuel to be introduced into a combustion chamber by adjusting an injection ratio claim 2 , injection amount claim 2 , and injection timing of the injectors in a previously input way.4. The method of claim 2 , wherein only one injector performs injection in the first mode.5. The method of claim 2 , wherein both of the injectors perform injection in the second mode.6. The method of claim 1 , wherein the step of injecting fuel includes adjusting injection timings of a main injector and an auxiliary injector such that fuel is injected within a prescribed set interval between bottom dead center (BDC) and top dead center (TDC).7. The method of claim 6 , wherein the step of injecting fuel includes controlling the main injector such that claim 6 , when an effective injection period of the main injector is set to extend from before BDC to after BDC claim 6 , ...

CONTROL DEVICE

A control device that controls a vehicle drive device in which a first engagement device, a rotary electric machine, and a second engagement device are arranged in this order from an internal combustion engine on a power transmission path that connects the internal combustion engine to wheels. The control device is configured to determine an operation stop of the internal combustion engine in a state in which torque is transmitted from the internal combustion engine to the wheels, the control device executes rotational speed control that controls output torque of the rotary electric machine such that a rotational speed of the rotary electric machine approaches a target rotational speed and executes torque-down control that causes output torque of the internal combustion engine to decrease. 111-. (canceled)12. A control device that controls a vehicle drive device in which a first engagement device , a rotary electric machine , and a second engagement device are arranged in this order from an internal combustion engine on a power transmission path that connects the internal combustion engine to wheels , wherein ,in a case in which the control device determines an operation stop of the internal combustion engine in a state in which torque is transmitted from the internal combustion engine to the wheels, the control device executes rotational speed control that controls output torque of the rotary electric machine such that a rotational speed of the rotary electric machine approaches a target rotational speed and executes torque-down control that causes output torque of the internal combustion engine to decrease.13. The control device according to claim 12 , wherein claim 12 ,in a case in which the control device determines an operation stop of the internal combustion engine, the control device controls the second engagement device so as to be in a slip engaged state.14. The control device according to claim 13 , wherein claim 13 ,in the torque-down control, the control ...

CONTROL DEVICE OF VEHICLE

An ECU starts an engine when an operation to deactivate the hybrid system has been performed during travel of the hybrid vehicle and then an operation to activate the hybrid system is performed before a hybrid vehicle stops. 111-. (canceled)12. A control device of a vehicle , comprising:an engine;an electric motor configured to drive the vehicle in a state where the engine is stopped;an operation unit configured to receive operations to activate and deactivate a vehicle system that controls travel of the vehicle; anda controller configured to determine whether or not the vehicle is traveling and so that, during travel of the vehicle, when the operation unit receives the operation to deactivate the vehicle system, and then the operation unit receives the operation to activate the vehicle system when the vehicle is traveling and before the vehicle stops, the controller starts the engine.13. The control device according to claim 12 , whereinthe controller is configured so that, during travel of the vehicle, when the operation unit receives the operation to deactivate the vehicle system, and then the operation unit receives the operation to activate the vehicle system after at least part of the vehicle system has been deactivated and before the vehicle stops, the controller starts the engine.14. The control device according to claim 13 , whereinthe at least part of the vehicle system includes supply of fuel to the engine.15. The control device according to claim 12 , whereinthe controller is configured so that, when the operation unit receives the operation to activate the vehicle system before the vehicle stops, the controller sets a start parameter used to start the engine to be a first value which differs from a second value of the start parameter used to start the engine at normal times, and a start mode of the engine varies in accordance with the value of the start parameter.16. The control device according to claim 15 , whereinthe controller sets the start ...

CONTROL DEVICE FOR HYBRID VEHICLE

A rotation adjusting device is controlled such that an engine speed rising rate at the time of acceleration request is made smaller when a turbocharging pressure is lower than the turbocharging pressure is higher. Therefore, an engine speed can be increased at such a low speed that a rising delay in the turbocharging pressure hardly occurs, in a low turbocharging pressure region. Further, when the rotation adjusting device is controlled such that the engine speed rising rate at the time of the acceleration request is set to a value corresponding to the turbocharging pressure, an MG2 torque is controlled to compensate for an insufficient drive torque of an actual engine torque for a request engine torque. Therefore, even when the engine torque is increased slowly by increasing the engine speed at a slow speed, the insufficient drive torque is compensated for by the MG2 torque. 1. A control device for a hybrid vehicle including an engine having a turbocharger , a rotation adjusting device that mechanically adjusts an engine speed of the engine , drive wheels to which power of the engine is transmitted , and a rotating machine connected to the drive wheels to transmit power , the control device comprising:a rotation speed controller configured to control the rotation adjusting device such that a rate of change of the engine speed at a time of increasing the engine speed according to an acceleration request is smaller when turbocharging pressure by the turbocharger is lower than when the turbocharging pressure is higher; anda rotating machine controller configured to control output torque of the rotating machine to compensate for an insufficient drive torque of an actual output torque of the engine for a request output torque that is requested for the engine, when the rotation adjusting device is controlled such that the rate of change of the engine speed is set to a value corresponding to the turbocharging pressure.2. The control device according to claim 1 , wherein ...

DEVICE FOR CONTROLLING THE COMPRESSION RATE OF A VARIABLE COMPRESSION RATIO ENGINE, COMPRISING A TWO-WAY SOLENOID VALVE PROVIDED WITH A SECONDARY CIRCUIT FOR FLUID REFILLING

A device for controlling the compression rate of a variable compression ratio engine comprises: an actuating cylinder comprising a piston defining two chambers for receiving a pressure fluid, a pressure accumulator supplying the pressure fluid, a first fluid circuit connecting the upper chamber to the accumulator and comprising a first valve assembly for controlling the flow of the fluid in the first fluid circuit, and a second fluid circuit connecting the lower chamber to the accumulator and comprising a second valve assembly for controlling the flow of a fluid in the second fluid circuit. At least one of the fluid circuits comprises a bypass conduit arranged so as to connect one of the chambers to the accumulator. The bypass conduit comprises a non-return valve. 1. A device for controlling a compression ratio of a variable compression ratio engine , comprising:an actuating cylinder comprising a piston defining two chambers intended for receiving a pressurized fluid on opposing sides of the piston;a pressure accumulator supplying the pressurized fluid;a first fluid circuit connecting a first chamber of the two chambers to the accumulator and comprising a first valve assembly for controlling the flow of the fluid in the first fluid circuit;a second fluid circuit connecting a second chamber of the two chambers to the accumulator and comprising a second valve assembly for controlling the flow of the fluid in the second fluid circuit;wherein at least one of the first fluid circuit and the second fluid circuit has a bypass conduit connecting at least one chamber of the two chambers to the accumulator, the bypass conduit including a non-return valve configured to block flow of the fluid from the at least one chamber to the accumulator.2. The device of claim 1 , wherein the bypass conduit is arranged to make a circuit parallel to the respective fluid circuit connected to the chamber to which the bypass conduit is connected.3. The device of claim 2 , wherein the bypass ...

Control device and control method for internal combustion engine with supercharger

An internal combustion engine ( 1 ) is provided with a supercharger ( 12 ) and a cylinder direct injection fuel injector ( 10 ). When the engine shifts in a low-speed supercharging region at a state where the wall temperature of a cylinder bore ( 3 ) is low, liquid fuel adheres to a wall surface of the cylinder bore ( 3 ) so that lubricating oil is diluted with the liquid fuel and released into a combustion chamber ( 4 ). As a result, there occurs abnormal combustion. In the present invention, the fuel injection amount is increased at the time when the engine shifts in a predetermined low-speed supercharging region. The lower the wall temperature of the cylinder bore, the larger the rate of increase of the fuel injection amount. This makes it possible to suppress the temperature of air-fuel mixture in the vicinity of compression top dead center and prevent the occurrence of abnormal combustion.

FUEL COMBUSTION ENHANCEMENT APPARATUS OF INTERNAL COMBUSTION ENGINE

A fuel combustion enhancement apparatus of an internal combustion engine, which is capable of greatly reducing fuel and improving combustion efficiency and torque and reducing exhaust gas, includes a power source terminal, a conductor plate for gas activation, an amplifier and a gas activation enhancement device which includes a frequency resonance coil power source a local oscillation power source, a detection circuit a power amplification circuit a power amplification IC and an amplifier power source connected between the power source terminal and the conductor plate. The conductor plate includes a coil unit and copper plates are electrically connected between both ends of the coil unit and auxiliary plates made of materials having a different standard electrode potential value from materials of the copper plates are disposed at bottoms of the copper plates 11030. A fuel combustion enhancement apparatus of an internal combustion engine comprising a power source terminal , a conductor plate for gas activation , and an amplifier , the fuel combustion enhancement apparatus comprising:{'b': 20', '22', '23', '24', '27', '28, 'a gas activation enhancement device comprising a frequency resonance coil power source , a local oscillation power source, a detection circuit , a power amplification circuit , a power amplification IC , and an amplifier power source is connected between the power source terminal and the conductor plate.'}2. The fuel combustion enhancement apparatus of claim 1 , wherein:{'b': 10', '12, 'the conductor plate comprises a coil unit ,'}{'b': 14', '12, 'copper plates are electrically connected between both ends of the coil unit , and'}{'b': 16', '14, 'auxiliary plates made of materials having a different standard electrode potential value from materials of the copper plates are disposed at bottoms of the copper plates .'}3. The fuel combustion enhancement apparatus of claim 3 , wherein:{'b': 14', '12', '12, 'internal parts of the copper plates connected ...

Stop control apparatus for internal combustion engine

A stop control apparatus ( 100 ) for an internal combustion engine performs stop control of a three-or-less cylinder internal combustion engine ( 200 ). The stop control apparatus for the internal combustion engine is provided with: a determining device ( 161 ) configured to determine a compression stroke immediately before the internal combustion engine stops; and a throttle valve controlling device ( 168 ) configured to control an opening degree of a throttle valve ( 208 ) to be a predetermined opening degree while an intake valve ( 211 ) is closed in all cylinders, in the compression stroke immediately before the internal combustion engine stops, which is determined by the determining device. This reduces an influence of an intake negative pressure in an intake stroke, and makes it possible to preferably control the crank angle when the engine stops, even in the three-or-less cylinder internal combustion engine.

DEVICE OF PREDICTING PRESSURE OF DIESEL ENGINE AND PRESSURE PREDICTING METHOD USING THE SAME

A method of predicting a cylinder pressure of a diesel engine by a pressure predicting device may include predicting a pilot injection combustion pressure by pilot injection; predicting main combustion duration of main injection; and predicting a main injection combustion pressure after the main injection by using the pilot injection combustion pressure and the main combustion duration. 1. A method of predicting a cylinder pressure of a diesel engine by a pressure predicting device , the method comprising:predicting a pilot injection combustion pressure by pilot injection;predicting main combustion duration of main injection; andpredicting a main injection combustion pressure after the main injection by using the pilot injection combustion pressure and the main combustion duration.2. The method of claim 1 , wherein the predicting of the main combustion duration includes:predicting an ignition delay time from an injection time of the main injection up to a combustion start time, andderiving the main combustion duration from the combustion start time up to a combustion end time of the main injection.3. The method of claim 2 , whereinthe predicting of the main injection combustion pressure includespredicting a main combustion start pressure at the combustion start time by using the pilot injection combustion pressure and the ignition delay time.4. The method of claim 3 , wherein the predicting of the main injection combustion pressure further includes:deriving the main injection combustion pressure after the main injection by using a Wiebe function and deriving a maximum combustion pressure of the main injection at the combustion end time.5. The method of claim 1 , wherein the predicting of the pilot injection combustion pressure includes:predicting a pressure before the pilot injection by using an engine driving variable, andderiving the pilot injection combustion pressure by using the pressure before the pilot injection and the Wiebe function.6. The method of claim 5 ...

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

When a stop position of a piston resulting from the automatic stop is in a range that is on an advance side of a threshold in terms of crank angle, fuel injection is performed at beginning of the automatic restart-up in the cylinder that is in the intake stroke and an ignition is performed in a subsequent initial compression stroke in the same cylinder. When the stop position of the piston resulting is in a range that is on a retard side of the threshold in terms of crank angle, initial fuel injection is performed in the cylinder that next enters an intake stroke among the cylinders of the internal combustion engine after the beginning of automatic restart-up and initial ignition is performed in a subsequent compression stroke in the same cylinder. The threshold is determined in accordance with an amount of deviation of a crank angle. 15-. (canceled)6. A control apparatus for an internal combustion engine that is configured to perform automatic stop and automatic restart-up , the control apparatus comprising:a crank position sensor that outputs a crank signal in response to passage of a plurality of protrusions formed on a crank rotor when the crank rotor that is fixed to a crankshaft of the internal combustion engine rotates with the crankshaft,a crank angle detection device that detects a crank angle of the internal combustion engine based on the crank signal from the crank position sensor and that corrects a deviation of the detected crank angle from an appropriate value when a missing tooth signal corresponding to a missing tooth formed on the crank rotor is output from the crank position sensor; anda controller configured to perform fuel injection and ignition in each of cylinders in the internal combustion engine on a basis of the crank angle, whereinthe controller is configured to perform a first start-up processing when a stop position of a piston resulting from the automatic stop is in a first start-up execution range that is part of a range, in which the ...

METHODS AND SYSTEM FOR OPERATING AN ENGINE

Systems and methods for operating an engine that includes a compression ratio linkage for adjusting engine compression ratio are described. The systems and methods provide different ways of changing a compression ratio of an engine based on forecast or anticipated engine operating conditions. In one example, the forecast or anticipated engine operating conditions may include a forecast or anticipated transmission gear shift. 1. An engine operating method , comprising:adjusting an engine's compression ratio via a controller responsive to present engine speed and engine load;forecasting a shifting of a transmission from a first gear to a second gear via the controller; andadjusting an engine's compression ratio via the controller responsive to an engine speed and engine load based on the forecasted shifting of the transmission.2. The method of claim 1 , where the engine's compression ratio is adjusted before the shifting of the transmission from the first gear to the second gear.3. The method of claim 2 , where adjusting the engine's compression ratio before the shifting of the transmission from the first gear to the second gear includes beginning to change the engine's compression ratio beginning at a time before the shifting of the transmission from the first gear to the second gear begins claim 2 , the time being a time the shifting of the transmission from the first gear to the second gear begins minus a time for a compression ratio changing actuator to change the engine from its present compression ratio to a compression ratio based on engine speed and engine load after shifting the transmission from the first gear to the second gear.4. The method of claim 1 , where the first gear is a higher gear than the second gear so that the shifting of the transmission from the first gear to the second gear is a downshift.5. The method of claim 1 , where the first gear is a lower gear than the second gear so that the shifting of the transmission from the first gear to the ...

OUTPUT CIRCUIT FOR AN ENGINE CONTROL DEVICE, AND MONITORING METHOD FOR SUCH A CIRCUIT

An engine control device () of a motor vehicle includes: a control device () with elements for generating a control signal; and at least one output circuit () including: an input () intended to receive a control signal generated by the control device (), and an output () connected to a component () and equipped with switching elements (). The control device () further includes a monitoring device (), which has: a first input () receiving the signal from the input () of the output circuit () connected to the control device (), a second input () connected to the output () of the output circuit (), and control elements associated with time delay elements for interrupting the connection between the output of the output circuit () and the component (). 2208. The control device as claimed in claim 1 , characterized in that the monitoring device () is physically integrated into the output circuit ().3208. The control device as claimed in claim 1 , characterized in that the monitoring device () is a separate circuit from the output circuit ().42024. The control device as claimed in claim 1 , characterized in that the monitoring device () comprises analysis means in order to determine whether the signal received at the first input () thereof corresponds to a predetermined type of signal.522. The control device as claimed in claim 1 , characterized in that it comprises analysis means in order to determine whether the signal received at the second input () thereof corresponds to a predetermined type of signal.7. The method of monitoring as claimed in claim 6 , characterized in that each signal received at the input of the monitoring device is analyzed claim 6 , and that if the received signal does not correspond to a predetermined type of signal claim 6 , it is regarded as not being received.82024. The control device as claimed in claim 2 , characterized in that the monitoring device () comprises analysis means in order to determine whether the signal received at the first ...

Gas engine heat pump

The present disclosure relates to a gas engine heat pump including: an engine which burns a mixed air of air and fuel; a first exhaust flow path which is connected to the engine so that exhaust gas discharged from the engine passes through and is discharged to the outside; a turbo charger including: a first compressor which compresses the mixed air and supplies to the engine, and a first turbine which is installed in the first exhaust flow path and receives the exhaust gas passing through the first exhaust flow path to drive the first compressor; a supercharger which is installed in the first exhaust flow path between the engine and the first turbine, and receives and compresses the exhaust gas passing through the first exhaust flow path to supply to the first turbine; a second exhaust flow path which is branched from the first exhaust flow path between the engine and the supercharger, and converges to the first exhaust flow path between the supercharger and the first turbine; a first valve which is installed to be opened and closed in the second exhaust flow path; a third exhaust flow path which is branched from the first exhaust flow path between the supercharger and the first turbine, and converges to the first exhaust flow path in downstream of the first turbine; a second valve which is installed to be opened and closed in the third exhaust flow path; and a controller which controls operations of the first valve, the second valve, and the supercharger according to load of the engine.

IDLE REDUCTION SYSTEM AND METHOD

The present concept is method of controlling a vehicle's engine idle and includes the steps of monitoring a vehicles operating parameters with a controller and comparing parameters to preselected shutdown conditions. In the event shutdown conditions are met and the key is not in the ignition, the controller warns operator of impending shutdown. The controller intercepts the ignition key signal and simulates the vehicle key to be in the run position such that vehicle functions are operable as if key is in run position. The controller shuts down engine. The method may also include the steps of: the controller intercepting the ignition key signal and simulating the vehicle key to be in the accessory position such that vehicle functions are operable as if key is in accessory position. 1. A method of controlling a vehicle's engine idle comprising the steps of:e) monitoring a vehicles operating parameters with a controller and comparing preselected operating parameters to preselected shutdown conditions;f) in the event shutdown conditions are met the controller simulates the vehicle key to be in the run position such that preselected vehicle functions are operable as if the key is in run position;g) the controller shuts down engine;h) wherein the controller monitors the driver's seatbelt engagement status which is one of the preselected operating parameters.2. The method claimed in further wherein step b) is replaced with the following step:b) in the event shutdown conditions are met the controller simulates the vehicle key to be in the accessory position such that preselected vehicle functions are operable as if key is in the accessory position.3. The method claimed in further wherein step c) is replaced with the following step:c) the controller warns the operator of an impending shutdown and the controller shuts down engine;4. The method claimed in further wherein step c) is replaced with the following step:c) the controller warns the operator of an impending shutdown ...

Variable compression ratio apparatus

A variable compression ratio apparatus may include a plunger configured to move up and down in response to rotation of a crank shaft, a piston having a chamber formed thereinside, into which the plunger is inserted, and configured to move up and down with the plunger, the chamber including an upper chamber formed above the plunger and a lower chamber formed below the plunger, a spool valve configured to selectively supply oil to the upper chamber or to the lower chamber, and a controller configured to control the spool valve so that the piston moves up and down with respect to the plunger.

ENGINE SYSTEM AND CONTROL METHOD FOR ENGINE SYSTEM

An engine system is constituted of a battery, a fuel cell, a turbocharger, an engine, a controller configured to (i) stop the engine automatically upon fulfillment of a predetermined stop condition and starts the engine automatically upon fulfillment of a predetermined restoration condition. In the engine system, the controller is configured to stop the fuel cell from charging the battery or limit a charge amount of the battery to a value equal to or smaller than a discharge amount when the fuel cell is driven during operation of the engine and an SOC is equal to or larger than a first limit value W1. The controller is configured not to limit the charge amount when the internal combustion engine control unit stops the engine and the fuel cell is driven during stop of the engine. 1. An engine system comprising:a battery;a fuel cell configured to charge the battery;a turbocharger that is supplied with exhaust gas discharged from the fuel cell;an internal combustion engine that is supplied with air from the turbocharger; anda controller configured to:(i) stop the internal combustion engine automatically upon fulfillment of a predetermined stop condition, and start the internal combustion engine automatically upon fulfillment of a predetermined restoration condition,(ii) stop the fuel cell from charging the battery or limit a charge amount of the battery to a value equal to or smaller than a discharge amount of the battery when the fuel cell is driven during operation of the internal combustion engine and a state of charge of the fuel cell is equal to or larger than a first limit value,(iii) not to limit the charge amount when the internal combustion engine is stopped by the controller and the fuel cell is driven during stop of the internal combustion engine.2. The engine system according to claim 1 , whereinthe controller is configured to stop the fuel cell from charging the battery or limit the charge amount of the battery to a value equal to or smaller than the ...

ASIL B-COMPLIANT IMPLEMENTATION OF AUTOMOTIVE SAFETY-RELATED FUNCTIONS BY MEANS OF A HIGH DIAGNOSABILITY, QUALITY MANAGED-COMPLIANT INTEGRATED CIRCUIT

An automotive internal combustion engine electronic control unit for performing safety-related functions with a predetermined automotive safety integrity level, including: a microcontroller and an integrated circuit distinct from and communicating with the microcontroller. The microcontroller performs one or more safety-related functions with the same automotive safety integrity level as required to the automotive engine electronic control unit. The integrated circuit performs one or more safety-related functions with an automotive safety integrity level that is lower than that of the microcontroller. The integrated circuit performs, for each performed safety-related function, a corresponding diagnosis function for detecting failures in the performance of the safety-related function. The microcontroller performs, for each performed diagnosis function, a corresponding monitoring function for monitoring performance of the corresponding diagnosis function by the integrated circuit to detect failures that may compromise the diagnostic capability of the diagnosis function. 1. An automotive internal combustion engine electronic control unit for performing safety-related functions with a predetermined automotive safety integrity level , the electronic control unit comprising: a microcontroller and an integrated circuit distinct from and communicating with the microcontroller; wherein the microcontroller is designed to perform one or more safety-related functions with an automotive safety integrity level that is the same as is required to the automotive electronic control unit; wherein the integrated circuit is designed to perform one or more safety-related functions with an automotive safety integrity level that is lower than that of the microcontroller; wherein the integrated circuit is further designed to perform , for each performed safety-related function a corresponding diagnosis function designed to detect failures in the performance of the safety-related function; ...

METHOD TO OPTIMIZE ENGINE OPERATION USING ACTIVE FUEL MANAGEMENT

A method for operating an internal combustion engine includes providing a vehicle having an internal combustion gasoline engine including multiple cylinders and wherein the engine is capable of running on at least one of a plurality firing fractions, providing a vacuum offset (Offset) to adjust airflow capacity for each of the plurality of firing fractions, determining a torque capacity of each of the plurality firing fractions and a plurality of available firing fractions that provides at least enough torque capacity to accommodate a current torque requested (T), determining a plurality of viable firing fractions of the plurality of available firing fractions, and determining and implementing an optimal firing fraction of the viable firing fractions if the optimal firing fraction provides enough fuel economy benefit over a current firing fraction. 1. A method for operating an internal combustion engine , the method comprising:providing a vehicle having an internal combustion gasoline engine including multiple cylinders and wherein the engine is capable of running on at least one of a plurality of firing fractions;{'sub': 'vac', 'providing a vacuum offset (Offset) to adjust airflow capacity for each of the plurality of firing fractions;'}{'sub': 'req', 'claim-text': [{'sub': 'net', 'determining a net torque capacity (T) of the engine;'}, {'sub': 'FF', 'determining a maximum brake torque (T) for each firing fraction; and'}, {'sub': FF', 'req, 'determining a minimum firing fraction that produces at least enough brake torque Tto accommodate the current torque request T;'}], 'determining a torque capacity of each of the plurality of firing fractions and a plurality of available firing fractions that provides at least enough torque capacity to accommodate a current torque requested (T), and wherein determining the torque capacity of each of the plurality of firing fractions comprisesdetermining a plurality of viable firing fractions of the plurality of available firing ...

SYSTEM AND METHOD FOR ESTIMATING WHEN A PREDETERMINED PERCENTAGE OF FUEL IS BURNED IN A CYLINDER DURING AN ENGINE CYCLE USING PRINCIPAL COMPONENT ANALYSIS AND FOR CONTROLLING SPARK TIMING OF THE CYLINDER BASED ON THE PREDETERMINED PERCENTAGE

A system according to the present disclosure includes a first crank angle module, a second crank angle module, and a spark control module. The first crank angle module determines a first crank angle of an engine at which a predetermined percentage of fuel in a first cylinder of the engine is combusted based on pressure in the first cylinder. The second crank angle module determines a relationship between the first crank angle and a second crank angle of the engine at which the predetermined percentage of fuel in a second cylinder of the engine is combusted based on pressure in the first cylinder and pressure in the second cylinder. The spark control module adjusts spark timing of the first cylinder based on the first crank angle, and adjusts spark timing of the second cylinder based on the relationship between the first and second crank angles. 1. A system comprising:a first crank angle module that determines a first crank angle of an engine at which a predetermined percentage of fuel in a first cylinder of the engine is combusted based on M pressures in the first cylinder; the second crank angle is a crank angle at which the predetermined percentage of fuel in the second cylinder is combusted; and', 'M and N are integers greater than one; and, 'a second crank angle module that determines whether a second crank angle of the engine is greater than or less than the first crank angle based on N pressures in the first cylinder and N pressures in a second cylinder of the engine, wherein adjusts spark timing of the first cylinder based on the first crank angle; and', 'adjusts spark timing of the second cylinder based on whether the second crank angle is greater than or less than the first crank angle., 'a spark control module that2. The system of wherein:the second crank angle module samples a first pressure signal at N crank angles during an engine cycle to obtain the N pressures in the second cylinder, wherein the first pressure signal indicates pressure in the first ...

DEVICE AND METHOD FOR CONTROLLING INTERNAL COMBUSTION ENGINE

An engine control device includes processing circuitry configured to perform a base injection amount calculation process, a feedback process for correcting a base injection amount based on an output value of an integral element obtained using a difference of detection and target values of an air-fuel ratio as an input value, an injection valve operation process for operating a fuel injection valve based on the corrected base injection amount, a purge control process for operating an adjustment device to control a fluid flow rate from a canister to an intake passage, and a correction limiting process for limiting the output value of the integral element so that a decreasing correction rate of the base injection amount has a decreasing tendency when a charged air amount is decreased if the fluid flow rate is larger than zero. 1. A control device for an internal combustion engine , wherein the internal combustion engine includes a fuel injection valve , a canister configured to collect fuel vapor generated in a fuel tank storing fuel supplied to the fuel injection valve , and an adjustment device configured to adjust a flow rate of fluid flowing from the canister to an intake passage , the control device comprising processing circuitry configured to perform:a base injection amount calculation process for calculating a base injection amount based on a charged air amount in a combustion chamber of the internal combustion engine;a feedback process for correcting the base injection amount based on an output value of an integral element obtained by using a difference between a detection value of an air-fuel ratio and a target value of the air-fuel ratio as an input value to adjust the detection value to the target value through feedback control;an injection valve operation process for operating the fuel injection valve based on the base injection amount corrected by the feedback process;a purge control process for operating the adjustment device to control the flow rate of ...

ENGINE INCLUDING MOTORIZED THROTTLE VALVE

An engine including a motorized throttle valve that can implement mutually neighboring disposition of a throttle body and a cylinder head and can implement a good opening and closing responsibility thereof. A swelling portion is formed on a side wall of a valve chamber in such a manner so as to bite between those of throttle bodies which neighbor with each other in order to accept a protrusion of part of a valve system in a radial direction of first and second camshafts. An electric motor is disposed at one side of the group of the throttle bodies. A speed reduction mechanism, for transmitting output power of the electric motor to a valve shaft, is disposed between those throttle bodies, which neighbor with each other at a different location in the group of the throttle bodies, in a neighboring relationship with the valve chamber. 1. An engine including a motorized throttle valve , comprising:a cylinder head joined to an upper end face of a cylinder block having three or more cylinders disposed in series to each other;a head cover connected to an upper end face of the cylinder head;a valve system accommodated in a valve chamber defined by and between the cylinder head and the head cover and including first and second camshafts extending in parallel to each other;a plurality of throttle bodies disposed at a side of the valve chamber and corresponding to the cylinders;an electric motor connected to a valve shaft for throttle valves, for opening and closing intake paths of the throttle bodies, and configured to drive the throttle valves to open or close;a speed reduction mechanism configured to transmit output power of the electric motor to the valve shaft; anda swelling portion being formed on a side wall of the valve chamber in such a manner as to bite between those of the throttle bodies which neighbor with each other in order to accept a protrusion of part of the valve system in a radial direction of the first and second camshafts;wherein the electric motor is ...

Method and Apparatus for Controlling the Starting of a Forced Induction Internal Combustion Engine

Starting an internal combustion engine may be difficult as a consequence of the operating conditions of the engine. Even after the engine has started, it may take a long period of time for the engine to reach operating temperatures. In the present disclosure, when engine start difficulty is expected, before starting the engine a forced induction compressor arranged with the engine may be turned on to increase the engine intake air pressure before the engine is started.

MOTORCYCLE

One or more throttle bodies and a surge tank are disposed behind a cylinder head, and an intercooler is disposed by being adjacent to the surge tank at a position behind the cylinder head and the one or more throttle bodies. A supercharger is provided in front of the intercooler. 1. A motorcycle comprising:an engine having one or more exhaust ports to which one or more exhaust pipes is/are connected at a front side of a cylinder head, and one or more intake ports to which one or more throttle bodies is/are connected at a rear side of the cylinder head;a supercharger disposed at a front side of the engine, and compressing a sucked air for combustion;an intercooler cooling the air compressed by the supercharger; anda surge tank making the air from the intercooler flow to the one or more throttle bodies, wherein:the one or more throttle bodies and the surge tank are disposed behind the cylinder head, and the intercooler is disposed by being adjacent to the surge tank at a position behind the cylinder head and the one or more throttle bodies; andthe supercharger is provided in front of the intercooler.2. The motorcycle according to claim 1 , whereinan inlet port and an outlet port of air are set on one side of the intercooler, and an internal air flow path of the intercooler has a shape of substantially U-shape.3. The motorcycle according to claim 1 , whereinthe intercooler is disposed below a seating seat, and at least a part of the intercooler is positioned behind a front end of the seating seat in a plan view of a vehicle body.4. The motorcycle according to claim 1 , whereinthe intercooler is disposed in a manner that a heat-radiating surface side thereof faces a space above a rear wheel.5. The motorcycle according to claim 1 , whereina part of the intercooler is overlapped with the surge tank in an up-and-down direction.6. The motorcycle according to claim 1 , whereinthe intercooler is disposed so that a longitudinal direction thereof extends in a front-and-rear ...

CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE AND CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control method for an internal combustion engine which includes a variable compression ratio mechanism: controlling the compression ratio by using a control target compression ratio whose a variation amount per unit time is limited to be equal to or smaller than a predetermined variation amount threshold value; and setting a first variation amount threshold value which is the variation amount threshold value of the control target compression ratio per unit time toward a high compression ratio side, to be smaller than a second variation amount threshold value which is the variation amount threshold value of the control target compression ratio per unit time toward a low compression ratio side. 1: A control method for an internal combustion engine which includes a variable compression ratio mechanism which is arranged to vary a compression ratio , and in which a target compression ratio is varied at the variation of the compression ratio so that an actual compression ratio cannot follow the target compression ratio , the control method comprising:controlling the compression ratio by using a control target compression ratio whose a variation amount per unit time is limited to be equal to or smaller than a predetermined variation amount threshold value, and which is varied so that a difference between the control target compression ratio and the actual compression ratio is smaller than a difference between the target compression ratio and the actual compression ratio, in place of the target compression ratio; andsetting a first variation amount threshold value which is the variation amount threshold value of the control target compression ratio toward a high compression ratio side, to be smaller than a second variation amount threshold value which is the variation amount threshold value of the control target compression ratio toward a low compression ratio side.23-. (canceled)4: The control method for the internal combustion engine as claimed in claim 1 , wherein the ...

Vehicle control device

A control device for a vehicle configured to automatically stop an engine while the vehicle is running, the control device includes: an engine stop request outputted in accordance with an operation of a driver, and an engine stop prohibition request outputted based on a driving state of the vehicle which are independent requests, the higher-priority engine stop request being preferentially performed when both the requests are simultaneously outputted, and the engine stop prohibition request being withdrawn when the engine stop is performed by the higher-priority engine stop request.

Control Device and Control Method for Vehicle Drive Mechanism

The present invention relates to a control device and to a control method for a vehicle drive mechanism including a moving body having a movability range regulated by two stoppers, and a sensor which senses a position of the moving body. The control device of the present invention learns an output of the sensor corresponding to a contact state of a high-rigidity stopper, and limits, to a lower level, an operation variable of the actuator for moving the moving body toward a low-rigidity stopper along with an increase in an amount of change in the output of the sensor from the contact state of the high-rigidity stopper. Then, the control device learns the output of the sensor corresponding to the contact state of the low-rigidity stopper, and controls the actuator based on the output of the sensor learned at both the stopper positions. 1. A control device for a vehicle drive mechanism including a moving body which is movably supported , two stoppers , each of which defines an end of a movability range of the moving body , an actuator which drives the moving body in a moving direction , and a sensor which senses a position of the moving body , the control device comprising:a learning unit that learns an output of the sensor corresponding to a contact state of each of the two stoppers,wherein the learning unit executes learning for a first stopper of the two stoppers prior to learning for a second stopper of the two stoppers, the first stopper having a higher rigidity than the second stopper,wherein, while the moving body is brought into contact with the first stopper, an operation variable of the actuator is limited so as not to exceed a first upper limit value,wherein, while the moving body is brought into contact with the second stopper, the operation variable is limited so as not to exceed a second upper limit value, which is lower than the first upper limit value, andwherein, while the moving body rebounds off the second stopper and moves toward the first stopper, ...

Engine-Driven Working Machine

To satisfy both a request for ensuring worker's safety at the engine start and a worker's request for promptly starting a work, on the premise of a working machine including an engine RPM suppression mode. 1. A working machine having a centrifugal clutch between an internal combustion engine and an operating unit with a blade ,the working machine providing control of preventing the RPM of the internal combustion engine from exceeding a clutch-in RPM in an engine RPM suppression mode executed at the start of the internal combustion engine so as to inhibit the centrifugal clutch from entering an engaged state,the working machine comprising:a mode cancelling means canceling the engine RPM suppression mode when a predetermined mode cancelation condition for cancelling the engine RPM suppression mode is satisfied; anda cancellation condition changing means changing the mode cancelation condition depending on a change in an engine operational state and/or an environment.2. The working machine according to claim 1 , further comprising a memory storing an operational state at the time of an engine stop claim 1 , whereinthe mode cancelation condition is changed based on the engine operational state stored in the memory.3. The working machine according to claim 1 , wherein the mode cancelation condition is changed based on an engine operational state or time detected during execution of the engine RPM suppression mode.4. The working machine according to claim 2 , wherein the mode cancelation condition is changed based on an engine operational state or time detected during execution of the engine RPM suppression mode.5. The working machine according to claim 3 , wherein the mode cancelation condition after a change during execution of the engine RPM suppression mode is looser than the mode cancelation condition before the change.6. The working machine according to claim 4 , wherein the mode cancelation condition after a change during execution of the engine RPM suppression ...

CENTRALIZED ACTUATOR CONTROL MODULE

An apparatus for controlling a plurality of actuators that assists in controlling the operation of a motorized vehicle. The apparatus includes a centralized actuator control module that is positioned remotely from an engine control unit. The centralized actuator control module includes a processor that is configured to control the operation of the actuators. The apparatus may include a first communication cable that is configured to deliver information between the centralized actuator control module and the engine control unit. An actuator communication cable may be configured to deliver power from the centralized actuator control module to one or more of the plurality of actuators. The apparatus may include a second communication cable configured to deliver sensed data to the centralized actuator control module that the centralized actuator control module uses to determine whether to operate one or more of the actuators. 1. An apparatus for controlling at least one actuator , the apparatus comprising:a centralized actuator control module positioned remotely from an engine control unit, the centralized actuator control module having a processor that is configured to control the operation of the at least one actuator; andan actuator communication cable configured to deliver power from the centralized actuator control module to the at least one actuator to drive the operation of the at least one actuator.2. The apparatus of claim 1 , wherein the centralized actuator control module is located within or on one of the at least one actuator.3. The apparatus of claim 1 , wherein the at least one actuator is a plurality of actuators that includes a centrally located actuator claim 1 , the centrally located actuator being positioned at a centralized location among the plurality of actuators claim 1 , and wherein the centralized actuator control module is located within or on the centrally located actuator.4. The apparatus of claim 1 , wherein the at least one actuator is a ...

VEHICLE CONTROL APPARATUS

A vehicle control apparatus performs an in-excess determination control by monitoring a drive power in-excess indicator at a time when a temporary in-excess state occurs which indicates that a drive power excess amount exceeds a predetermined value. As such, when a vehicle-dynamic safety parameter fulfills a prescribed condition, the vehicle control apparatus lowers an indicator threshold for determining an excess drive power continuation time from an original value to a lowered value. As a result, the excess drive power continuation time is determined as exceeding the indicator threshold, which indicates that a drive power of a vehicle is in excess, and a fail-safe instruction signal output is brought forward from an original timing to an earlier timing. Therefore, when a degree of dangerousness of a vehicle behavior is estimated to be relatively high, a fail-safe action is promptly taken. 1. A vehicle control apparatus comprising:an actuator controlling a drive of a vehicle;a main calculator calculating an instructed drive power based on a requested drive power of the vehicle and instructing the actuator to operate according to the instructed drive power; anda monitor section monitoring at least one of (i) the instructed drive power or (ii) an actual drive power that is output from the actuator according to the instructed drive power, whereinbased on a drive power excess amount calculated by deducting the requested drive power from either the actual drive power or the instructed drive power,the vehicle control apparatus performs an in-excess determination control that executes a fail-safe action regarding a drive of the vehicle by (i) monitoring a drive power in-excess indicator started at a time of a temporary in-excess state of the drive power excess amount in which the drive power excess amount exceeds a predetermined value, and (ii) determining that the drive power is in excess when the drive power in-excess indicator exceeds a preset indicator threshold, ...

Method for Automatically Switching Off an Internal Combustion Engine

The invention relates to a method for automatically switching off an internal combustion engine in a motor vehicle, in particular in a motor vehicle having an automatic transmission, by means of a stop/start device, which initiates measures for automatically switching off the internal combustion engine if the vehicle has been braked to a stop and advantageously held at a stop by actuation of the brake pedal for a predefined time interval. The invention is characterized in that the rotation speed of the internal combustion engine is changed, in particular reduced, at a defined point in time before the measures for automatically switching off the internal combustion engine are initiated. 1. A method for automatically switching off an internal combustion engine in a motor vehicle with an automatic transmission using a start/stop device which initiates measures for automatically switching off the internal combustion engine when the vehicle has been braked to a stop and held at the stop by an actuation of the brake pedal for a specified time interval , wherein at a defined point in time , before the initiating of the measures for automatically switching off the internal combustion engine , the rotational speed of the internal combustion engine is changed.2. The method according to claim 1 , wherein the rotational speed of the internal combustion engine is reduced.3. The method according to claim 1 , wherein the rotational speed of the internal combustion engine is changed as a function of the actual rotational speed and/or of the presence of specified operating conditions of the motor vehicle.4. The method according to claim 2 , wherein the rotational speed of the internal combustion engine is changed as a function of the actual rotational speed and/or of the presence of specified operating conditions of the motor vehicle.5. The method according to claim 1 , wherein an amount of a reduction of the rotational speed takes place as a function of the actual rotational speed ...

DRIVING FORCE CONTROL SYSTEM FOR VEHICLE

A driving force control system for a vehicle having a mechanism for changing an engine speed continuously. The driving force control system basically controls said mechanism in a manner such that the engine speed is adjusted to optimize fuel economy. The driving force control system is configured to determine an index representing a demand to enhance agility of behavior of the vehicle based on an actual behavior of the vehicle or an amount of operation carried out by a driver to cause said behavior. An upper limit value of the engine speed of the case in which a drive demand is increased is determined on the basis of the index, and the upper limit value is set to the higher value with an increase in the index representing the demand to enhance agility of behavior of the vehicle. 1. A driving force control system for a vehicle having a transmission mechanism for changing an engine speed continuously in accordance with a vehicle speed , wherein:the driving force control system is configured to determine an index representing a demand to enhance agility of behavior of the vehicle based on an acceleration of the vehicle or an amount of operation carried out by a driver to generate the acceleration;the index is changed promptly in the direction to enhance the agility of the vehicle but relatively slower in the direction to moderate the behavior of the vehicle; anda relation of the engine speed to the vehicle speed for the case of changing the engine speed by the transmission mechanism is altered as a result of changing the index.2. The driving force control system for a vehicle as claimed in claim 1 ,wherein an upper limit value of the engine speed is determined on the basis of the index; andthe upper limit value is set to the higher value with an increase in the index representing the demand to enhance agility of behavior of the vehicle.3. The driving force control system for a vehicle as claimed in claim 1 ,wherein the relation of the engine speed to the vehicle speed ...

APPARATUS AND METHOD FOR CONTROLLING DEACTIVATION OF CYLINDERS IN ENGINE

An apparatus and method for controlling deactivation of cylinders in an engine may include a sensor that measures pressure inside an intake manifold of the engine, an oil control valve (OCV) that deactivates the cylinders in the engine, and a controller that is configured to control the OCV to deactivate a specific cylinder in the engine, based on the pressure inside the intake manifold. 1. An apparatus for controlling deactivation of cylinders in an engine , the apparatus comprising:a sensor configured to measure pressure inside an intake manifold of the engine;an oil control valve (OCV) configured to deactivate the cylinders in the engine; anda controller configured to control the OCV to deactivate a predetermined cylinder among the cylinders in the engine, based on the pressure inside the intake manifold.2. The apparatus of claim 1 , wherein the controller is configured to:set a plurality of reference ranges and a number of cylinders to be deactivated for each reference range of the plurality of reference ranges; anddetermine a number of cylinders to be deactivated, based on a reference range in which the pressure inside the intake manifold is included.3. The apparatus of claim 2 , wherein the controller is configured to:determine an order in which all the cylinders in the engine are deactivated, to prevent the predetermined cylinder from being continually deactivated.4. The apparatus of claim 3 , wherein the controller is configured to:periodically modify the order in which all the cylinders in the engine are deactivated.5. The apparatus of claim 4 , wherein the controller is configured to:set a plurality of groups based on a firing order of the cylinders in the engine; andperiodically modify an order of the groups.6. The apparatus of claim 5 , wherein the controller is configured to:periodically modify an order in which cylinders in each group of the plurality of groups are deactivated.7. The apparatus of claim 6 , wherein the controller is configured to:modify ...

A METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE, A COMPUTER PROGRAM, A COMPUTER READABLE MEDIUM, A CONTROL UNIT, AN INTERNAL COMBUSTION ENGINE, AND A VEHICLE

The invention relates to a method to control an internal combustion engine. The internal combustion engine comprises a cylinder, an air guide arranged to guide an airflow to the cylinder, an exhaust guide arranged to guide an exhaust flow from the cylinder. The method comprises the step to determine a value of at least one engine operation parameter. Further, the method comprises the step to determine a target value of an exhaust performance parameter depending on the determined engine operation parameter value. Lastly, the air flow through the air guide and the exhaust flow through the exhaust guide is controlled depending on the determined target exhaust performance parameter value. 1. A method for controlling an internal combustion engine comprising a cylinder , an air guide arranged to guide an air flow to the cylinder , an adjustable air flow restriction element arranged upstream of the cylinder to control the air flow guided through the air guide , an exhaust guide arranged to guide an exhaust flow from the cylinder , an adjustable exhaust flow restriction element arranged downstream of the cylinder to control the exhaust flow through the exhaust guide , and an engine speed, and/or', 'an engine load, and/or', 'a coolant temperature, and/or', 'an ambient temperature,, 'determining a value of at least one engine operation parameter, wherein the at least one engine operation parameter is at least one of the following, 'the method comprising the steps [ an exhaust temperature, and/or', 'an exhaust mass flow, and/or', 'an exhaust manifold pressure, and/or', 'an exhaust power, and, 'determining a target value of an exhaust performance parameter depending on the determined engine operation parameter value, wherein the exhaust performance parameter is at least one of the following, controlling the air flow through the air guide and', 'controlling the exhaust flow through the exhaust guide., 'depending on the determined target exhaust performance parameter value,'}], ' ...

METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE

A method controls an internal combustion engine that has a drive output shaft connected to an input shaft of a transmission. The internal combustion engine, the transmission and a drive wheel are encompassed by a drivetrain for the drive of a motor vehicle. The method includes determining a rotational acceleration of the input shaft and determining an input torque at the input shaft of the transmission based on a product of the rotational acceleration and a speed reduction ratio-dependent moment of inertia of the drivetrain in a section between the input shaft and the drive wheel. A combustion torque of the internal combustion engine is controlled such that the input torque adheres to a predetermined maximum input torque at the input shaft of the transmission. 1. A method for controlling an internal combustion engine having a drive output shaft that is connected to an input shaft of a transmission , the internal combustion engine , the transmission and a drive wheel being encompassed by a drivetrain for the drive of a motor vehicle , and the method comprises the steps of:determining a rotational acceleration of the input shaft;determining an input torque at the input shaft of the transmission based on a product of the rotational acceleration and a speed reduction ratio-dependent moment of inertia of the drivetrain in a section between the input shaft and the drive wheel; andcontrolling a combustion torque of the internal combustion engine such that the input torque adheres to a predetermined maximum input torque at the input shaft of the transmission.2. The method as recited in claim 1 , wherein the rotational acceleration of the input shaft is determined based on a rotational speed of the input shaft by means of a derivation with respect to time.3. The method as recited in claim 1 , wherein the speed reduction ratio-dependent moment of inertia encompasses a mass inertia of the motor vehicle claim 1 , and the mass inertia is determined based on a speed reduction ...

Internal Combustion Engine

When a stopper portion is brought into abutment against body high-compression-ratio side stopper portion, when viewed in the control shaft axial direction, it is configured that the distance between body high-compression-ratio side stopper surface and control-shaft high-compression-ratio side stopper surface becomes relatively longer as being closer to the control shaft rotation center. Similarly, when a stopper portion is brought into abutment against body low-compression-ratio side stopper portion, when viewed in the control shaft axial direction, the distance between body low-compression-ratio side stopper surface and control-shaft, low-compression-ratio side stopper surface becomes relatively longer as being closer to the control shaft rotation center. 1. An internal combustion engine comprising a variable compression ratio mechanism that is capable of continuously varying compression ratio of the internal combustion engine according to rotational position of a control shaft , and a body-side stopper that limits rotation of the control shaft ,wherein the control shaft is equipped with a control-shaft-side stopper that is brought into abutment against the body-side stopper,wherein the control-shaft-side stopper has a control-shaft-side stopper surface that is brought into abutment against the body-side stopper,wherein the body-side stopper has a body-side stopper surface that is brought into abutment against the control-shaft-side stopper,wherein, when the control-shaft-side stopper is brought into abutment against the body-side stopper, a distance between the body-side stopper surface and the control-shaft-side stopper surface is configured to become relatively longer as being closer to a rotation center of the control shaft when viewed in an axial direction of the control shaft.2. The internal combustion engine as claimed in claim 1 , wherein the control-shaft-side stopper comprises a control-shaft claim 1 , high-compression-ratio side stopper portion that ...

INJECTOR-CORRECTING APPARATUS OF A HYBRID ELECTRIC VEHICLE AND A METHOD THEREOF

An injector correcting apparatus of a hybrid electric vehicle may include an engine generating power by combustion of a fuel, a motor supporting power of the engine and selectively operating as a generator, a clutch provided between the engine and the motor, an injector injecting the fuel to a combustion chamber of the engine, a driving information detector detecting driving information of a vehicle including driving distance of the vehicle, vehicle speed, coolant temperature, fuel temperature, and state of charge (SOC) of a battery, and a controller correcting fuel injection by increasing a fuel amount supplied to the combustion chamber step-by-step when a correcting condition of the injector derived from the driving information detected by the driving information detector is satisfied, while the vehicle is coasting. 1. An injector correcting apparatus of a hybrid electric vehicle , comprising:an engine generating power by combustion of a fuel;a motor supporting power of the engine and selectively operating as a generator;a clutch provided between the engine and the motor;an injector injecting the fuel to a combustion chamber of the engine;a driving information detector detecting driving information of the vehicle including driving distance of the vehicle, vehicle speed, coolant temperature, fuel temperature, and state of charge (SOC) of a battery; anda controller correcting the fuel injection by increasing a fuel amount supplied to the combustion chamber step-by-step when a correcting condition of the injector derived from the driving information detected by the driving information detector is satisfied, while the vehicle is coasting.2. The injector correcting apparatus of the hybrid electric vehicle of claim 1 ,wherein the correcting condition of the injector is satisfied when the vehicle speed is more than a predetermined speed, when the coolant temperature is higher than a predetermined coolant temperature, and when the fuel temperature is higher than a ...

Control system for vehicle for controlling an internal combustion engine during|transmission gear shifting

A control system for a vehicle performs torque down control to reduce torque of an engine by cutting off supply of fuel to at least one of the cylinders of the engine during an inertia phase of a power-on upshift. During the torque down control, the throttle opening is reduced to smaller than a throttle opening including an amount by which the throttle opening is increased so as to compensate for a part of the amount of torque reduction, by means of one or more cylinders to which the fuel continues to be supplied.

COLD START STRATEGY AND SYSTEM FOR GASOLINE DIRECT INJECTION COMPRESSION IGNITION ENGINE

A method for starting a compression ignition engine having at least one cylinder with a reciprocating piston located therein, an intake valve configured to control the intake of air to an intake port of the cylinder and an exhaust valve configured to control the expulsion of gas from an exhaust port of the cylinder. The method includes the steps of: cranking the engine, conditioning intake air at the intake port of the cylinder to raise the temperature of air in the cylinder, controlling a valve timing the intake valve and/or the exhaust valve to allow the piston to compress the air within the cylinder, thereby increasing the temperature of the air within the cylinder, and injecting fuel into the cylinder when the air within the cylinder has been heated to a temperature sufficient to support compression ignition of a gasoline and air mixture within the cylinder. 1. A method for starting a compression ignition engine , the engine having at least one cylinder with a reciprocating piston located therein , an intake valve configured to control the intake of air to an intake port of the cylinder and an exhaust valve configured to control the expulsion of gas from an exhaust port of the cylinder; the method comprising the steps of:cranking the engine;conditioning intake air provided at the intake port of the cylinder to raise the temperature of air in the cylinder;controlling a valve timing of at least one of the intake valve and the exhaust valve to allow the piston to compress the air within the cylinder to a pressure above the pressure of the intake air provided at the intake port of the cylinder, thereby increasing the temperature of the air within the cylinder; andinjecting fuel into the cylinder when the air within the cylinder has been heated to a temperature sufficient to support compression ignition of a gasoline and air mixture within the cylinder.2. The method of claim 1 , wherein the engine additionally comprises a charge air cooler configured to transfer heat ...

SYSTEMS AND METHODS FOR DETERMINING AMOUNT OF LIQUID AND GASEOUS FUEL

A method may comprise, on board a vehicle, identifying a volume of gaseous fuel in a tank based on a volume of liquid fuel in the tank, the liquid fuel comprising a first fuel and a second fuel, the gaseous fuel comprising essentially the second fuel, and identifying quantities of the first fuel and the second fuel in the tank based on a solubility of the second fuel in the first fuel. 1. A method , comprising: identifying a volume of gaseous fuel in a tank based on a volume of liquid fuel in the tank, the liquid fuel comprising a first fuel and a second fuel, the gaseous fuel comprising essentially the second fuel; and', 'identifying quantities of the first fuel and the second fuel in the tank based on a solubility of the second fuel in the first fuel., 'on board a vehicle,'}2. The method of claim 1 , further comprising claim 1 , adjusting a first fuel level indicator based on the quantity of the first fuel in the fuel tank and adjusting a second fuel level indicator based on the quantity of the second fuel in the fuel tank.3. The method of claim 1 , wherein measuring the volume of the liquid fuel comprises measuring a volume of the first fuel and a volume of the second fuel solubilized in the first fuel.4. The method of claim 1 , further comprising measuring a fuel tank temperature and measuring a fuel tank pressure.5. The method of claim 4 , wherein determining the solubility of the second fuel in the first fuel comprises referencing predetermined solubility data of the second fuel in the first fuel based on the fuel tank temperature and a fuel tank pressure.6. The method of claim 1 , wherein the first fuel comprises one or more of gasoline claim 1 , alcohol claim 1 , and diesel fuel.7. The method of claim 1 , wherein the second fuel comprises one or more of methane claim 1 , propane claim 1 , butane claim 1 , and natural gas.8. The method of claim 1 , further comprising adjusting operation of an engine based on the quantity of the first fuel and the quantity of ...

Use Of Intrusive Turbo Wastegate Control For Improved AFIM Detection Capability

A system includes an air/fuel imbalance (AFIM) control module that determines a position of a wastegate, selectively opens the wastegate in response to a determination that the wastegate is not in a desired open position, and selectively generates an enable signal in response to a determination that the wastegate is in the desired open position. An AFIM calculation module receives an oxygen signal from an oxygen sensor positioned in fluid communication with exhaust flow from the wastegate and selectively calculates an AFIM in a cylinder bank of an engine based on the oxygen signal and the enable signal generated by the AFIM control module.

Wheel Loader and Wheel Loader Engine Control Method

A wheel loader includes detectors and a controller. The detectors include at least an accelerator pedal angle detector that detects an accelerator displacement. The controller includes: a state judging unit that judges from a detection result provided by the detectors whether or not the wheel loader is in an excavation operation; and a torque-curve selector. The torque-curve selector selects one excavation torque curve when the wheel loader is judged to be in the excavation operation by the state judging unit, and selects one of two or more non-excavation torque curves depending on the accelerator displacement when the wheel loader is judged not to be in the excavation operation. 1. (canceled)2. A wheel loader comprising:an engine;working equipment configured to be driven by the engine;a travel device configured to be driven by the engine;a detector configured to detect a state of the working equipment and a state of the travel device, the detector comprising at least an accelerator displacement detector configured to detect an accelerator displacement; anda controller configured to store a plurality of torque curves defining different torque characteristics of the engine and to select one of the torque curves for controlling the engine depending on a detection result provided by the detector, the torque curves comprising one excavation torque curve and two or more non-excavation torque curves, the controller comprising:a state judging unit configured to judge from the detection result provided by the detector whether or not the wheel loader is in an excavation operation and whether or not the wheel loader is in a loading operation; anda torque-curve selector configured to: select the excavation torque curve when the wheel loader is judged to be in the excavation operation; select one of the two or more non-excavation torque curves depending on the accelerator displacement detected by the accelerator displacement detector when the wheel loader is judged to be in the ...

Methods and systems for overriding automotive computer controlled cylinder management

The presently disclosed subject matter relates to an apparatus which enables a use to easily and safely disable a vehicular variable cylinder management technology system, while enabling restoration of the VCM/ECO mode under certain vehicle-related conditions or driving conditions. The presently disclosed apparatus comprises a potentiometer capable of modifying the voltage input received by the vehicle sensors.

Fuel Injection Device for Engine

Provided is a fuel injection device for engines, configured using a technique which can extend service life while good responsiveness is maintained. This fuel injection device for engines is provided with: a control rack supported so as to be slidable in an axial direction and configured so that the amount of fuel delivered under pressure by a fuel pumping mechanism can be adjusted by changing the sliding position of the control rack in the axial direction; an actuator which can move forward and backward an operation section; and a link lever which is supported in a rockable manner by a support shaft and which rocks as the operation section of the actuator moves forward and backward, thereby sliding the control rack . The fuel injection device for engines is further provided with an actuator-side connection section for connecting the operation section of the actuator to the link lever. The actuator-side connection section is disposed coaxially with the operation section of the actuator.

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE AND CONTROL APPARATUS FOR VEHICLE EQUIPPED WITH INTERNAL COMBUSTION ENGINE

Provided is a control apparatus for an internal combustion engine that can suppress blowback of in-cylinder residual gas to an intake passage when reverting from a fuel-cut operation accompanied by valve stopping control of an intake valve while suppressing an oil ascent during execution of the fuel-cut operation, and a control apparatus for a vehicle equipped with the internal combustion engine. When executing a fuel-cut operation accompanied by intake valve stopping control, advancement control of the opening/closing timing of an exhaust valve () is executed. If the advancement control is being executed in a case where a request to revert from the fuel-cut operation has been detected, an advance amount of the opening/closing timing of the exhaust valve () is retarded so as to become less than or equal to a predetermined value. 1. A control apparatus for an internal combustion engine , comprising:an intake valve stop mechanism that is capable of changing an operating state of an intake valve between a valve working state and a closed-valve stopped state;an exhaust variable valve operating apparatus that is capable of changing a valve opening characteristic of an exhaust valve toward a target value with a response delay; anda controller that is programmed to:execute a fuel-cut operation when a predetermined execution condition is established during operation of the internal combustion engine;execute, at a time of execution of the fuel-cut operation, intake valve stopping control that changes the operating state of the intake valve from the valve working state to the closed-valve stopped state;execute a valve-stopped-time exhaust valve control that, at a time of execution of the intake valve stopping control, changes the valve opening characteristic of the exhaust valve so that an in-cylinder residual gas amount of gas that remains inside a cylinder when the exhaust valve is closed increases;detect a request to revert from the fuel-cut operation;execute a valve- ...

INCREASE AFTERTREATMENT TEMPERATURE DURING LIGHT LOAD OPERATION

Systems, methods, and apparatuses are provided for increasing exhaust gas temperature. A system includes a valve and a controller coupled to the valve. The controller is structured to determine that a plurality of cylinders of an engine are active; compare an exhaust aftertreatment temperature to an exhaust aftertreatment temperature setpoint; and in response to the comparison, adjust an effective flow area for exhaust gas from the plurality of cylinders of the engine to increase an exhaust gas temperature. 1. A method , comprising:determining that a plurality of cylinders of a particular cylinder bank of an engine are active;comparing an exhaust aftertreatment temperature to an exhaust aftertreatment temperature setpoint; andin response to the comparison, adjusting an effective flow area for exhaust gas from the plurality of cylinders of the particular cylinder bank of the engine to increase an exhaust gas temperature.2. The method of claim 1 , wherein the exhaust aftertreatment temperature is an inlet temperature of a selective catalytic reduction system.3. The method of claim 1 , further comprising comparing an exhaust manifold pressure for the particular cylinder bank to an exhaust manifold pressure setpoint.4. The method of claim 3 , further comprising reducing the effective flow area in response to the comparison indicating that the exhaust manifold pressure is at or below the exhaust manifold pressure setpoint and that the exhaust aftertreatment temperature is below the exhaust aftertreatment temperature setpoint.5. The method of claim 3 , further comprising increasing the effective flow area for the exhaust gas in response to the comparison indicating that the exhaust manifold pressure is above the exhaust manifold pressure setpoint.6. The method of claim 1 , wherein adjusting the effective flow area comprises adjusting a position of at least one of a wastegate valve or an exhaust throttle valve.7. A system of a vehicle claim 1 , the system comprising: ...

Adjustable fuel plate for diesel engine fuel pump

An adjustable fuel plate device for a diesel fuel pump is disclosed. The adjustable fuel plate device can include a fuel plate to limit travel of a governor arm of a diesel fuel pump for a diesel engine. The adjustable fuel plate device can also include a translation mechanism to move the fuel plate relative to the governor arm. Additionally, the adjustable fuel plate device can include a control system coupleable to the translation mechanism to control movement of the fuel plate during operation of the engine.

CONTROL APPARATUS AND CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE

A control apparatus for an engine, the control apparatus includes an ECU. The ECU is configured to: calculate a normalized intake pressure; calculate a pumping loss torque based on the normalized intake pressure; calculate a first value or a value of a linear function as the normalized intake pressure, the first value is obtained by dividing the intake pressure by the atmospheric pressure; calculate the output value based on the normalized intake pressure and a relational data that associate a normalized output value with the normalized intake pressure; the output value is one of a second value obtained by dividing the pumping loss torque by the atmospheric pressure, a normalized pumping loss torque, a third value obtained by dividing an exhaust pressure by the atmospheric pressure, and a normalized exhaust pressure; and calculate one of the pumping loss torque and the exhaust pressure. 1. A control apparatus for an internal combustion engine , the internal combustion engine including an intake passage , an exhaust passage and an actuator , the control apparatus comprising output a command signal to the actuator and control a controlled variable of the internal combustion engine;', 'acquire an intake pressure in the intake passage;', 'acquire an atmospheric pressure;', 'calculate a normalized intake pressure, the normalized intake pressure being a pressure obtained by normalizing the intake pressure by the atmospheric pressure;', 'calculate a pumping loss torque of the internal combustion engine based on the normalized intake pressure;', 'calculate a first value or a value of a linear function in which the first value is an independent variable as the normalized intake pressure, the first value being obtained by dividing the intake pressure by the atmospheric pressure;', 'store relational data, the relational data being data that associate an output value normalized by the atmospheric pressure with the normalized intake pressure;', 'calculate the output value based ...

Variable Compression Ratio Engine

A system and method for providing a variable compression ratio internal combustion engine is disclosed. The system can include a plurality of hollow head bolts for coupling the cylinder head and block of an internal combustion engine. The system can also include a plurality of control bolts disposed through the hollow head bolts to enable vertical movement of the engine components (i.e., in the y-axis), while reducing, or eliminating, unwanted movement and stresses in other directions. A number of mechanisms can be used to move the cylinder head/block assembly, including a rack and pinion, a hydraulic or pneumatic actuator, and a gear drive. The compression ratio can be varied continuously during use and can be included in an overall engine management system. 1. A system for providing a variable compression ratio engine comprising:a plurality of hollow head bolts, comprising external threads and defining a concentric hole, detachably coupling a cylinder head and a block from an internal combustion engine to form a cylinder head/block assembly; anda plurality of control bolts, disposed through the concentric hole, detachably coupling the cylinder head/block assembly to a crankcase of the engine;wherein the plurality of control bolts enable the head/block assembly to move vertically (i.e., in the y-axis) with respect to the crankcase, but substantially prevent movement in the other two directions (i.e., the x- and z-axes).2. The system of claim 1 , further comprising a plurality of set screws threadably engaged with the block to mechanically retain the plurality of control bolts in the crankcase.3. The system of claim 1 , further comprising a plurality of roll pins frictionally engaged with the crankcase and the plurality of control bolts to mechanically retain the control bolts in the crankcase.4. The system of claim 1 , each control bolt further comprising a first set of external threads at a first end threadably engaged with the crankcase and a second set of ...

ACTUATING UNIT FOR VARIABLE POWER PLANT COMPONENTS

The invention relates to a reciprocating-piston internal combustion engine with variable compression, having an actuating unit for changing a variable compression of the reciprocating-piston internal combustion engine, wherein, to change the variable compression, the actuating unit actuates a variable engine component of the reciprocating piston internal combustion engine in the form of a connecting rod with variable length, a piston with variable compression height and/or a crankshaft with variable crankshaft radius, and the actuating unit is arranged at a lower level than the reciprocating-piston internal combustion engine. Also proposed are a method and also an actuating unit for the same. 1. A reciprocating-piston internal combustion engine with variable compression , comprising:an actuating unit that changes a variable compression of the reciprocating-piston internal combustion engine,to change the variable compression, the actuating unit actuates a variable engine component in the form of a connecting rod with variable length, a piston with variable compression height or a crankshaft with variable crankshaft radius of the reciprocating-piston internal combustion engine, andthe actuating unit is arranged at a lower level than the reciprocating-piston internal combustion engine.2. The reciprocating-piston internal combustion engine according to claim 1 , wherein the actuating unit serves as an actuator of a hydraulic way valve of the variable engine component.3. The reciprocating-piston internal combustion engine according to claim 1 , wherein the actuating unit claim 1 , in relation to a crankshaft claim 1 , is arranged on a side facing away from a piston end face of the piston claim 1 , preferably on a side of the crankshaft axis opposite to the piston end face.4. The reciprocating-piston internal combustion engine according to claim 3 , wherein the reciprocating-piston internal combustion engine is a reciprocating-piston internal combustion engine designed ...

CONTROL METHOD AND CONTROL DEVICE FOR ENGINE

A control method for an engine includes determining whether a predetermined fuel supply stop condition has been fulfilled, executing stop time vibration suppression control of, after stop of fuel supply in response to fulfillment of the predetermined fuel supply stop condition, temporarily performing fuel supply to the engine to suppress vehicle vibration, and stopping fuel supply to all cylinders after the execution of the stop time vibration suppression control. The stop time vibration suppression control includes determining whether a first predetermined number of cylinders have undergone a combustion stroke after the stop of the fuel supply, the first predetermined number being according to an engine revolution speed or a reduction ratio from the engine to drive wheels, and in a case where the first predetermined number of cylinders have undergone the combustion stroke, performing fuel supply to a second predetermined number of cylinders. 110.-. (canceled)11. A control method for an engine , comprising:determining whether a predetermined fuel supply stop condition has been fulfilled;executing stop time vibration suppression control of, after stop of fuel supply in response to fulfillment of the predetermined fuel supply stop condition, temporarily performing fuel supply to the engine to suppress vehicle vibration; andstopping fuel supply to all cylinders after the execution of the stop time vibration suppression control, determining whether a first predetermined number of cylinders have undergone a combustion stroke after the stop of the fuel supply, the first predetermined number being according to an engine revolution speed or a reduction ratio from the engine to drive wheels, and', 'in a case where the first predetermined number of cylinders have undergone the combustion stroke, performing fuel supply to a second predetermined number of cylinders, and, 'wherein the stop time vibration suppression control comprises increased as the engine revolution speed is ...

INCREASE AFTERTREATMENT TEMPERATURE DURING LIGHT LOAD OPERATION

Systems, methods, and apparatuses are provided for increasing exhaust gas temperature. A system includes a valve and a controller coupled to the valve. The controller is structured to determine that an exhaust manifold pressure does not meet an exhaust manifold pressure setpoint and in response, cause an adjustment of an effective flow area of exhaust gas from an engine. The adjustment of the effective flow area is structured to increase an exhaust gas temperature. 1. A method , comprising:determining that an exhaust manifold pressure does not meet an exhaust manifold pressure setpoint; andin response, causing an adjustment of an effective flow area for exhaust gas from an engine, the adjustment of the effective flow area structured to increase an exhaust gas temperature.2. The method of claim 1 , further comprising reducing the effective flow area in response to the exhaust manifold pressure being at or below the exhaust manifold pressure setpoint.3. The method of claim 1 , further comprising increasing the effective flow area for the exhaust gas in response to the exhaust manifold pressure being above the exhaust manifold pressure setpoint.4. The method of claim 1 , wherein causing the adjustment of the effective flow area comprises adjusting a position of at least one of a wastegate valve or an exhaust throttle valve.5. The method of claim 1 , further comprising:determining that a temperature of a catalyst in an exhaust aftertreatment system coupled to the engine is below a temperature setpoint; andin combination with the exhaust manifold pressure not meeting the exhaust manifold pressure setpoint, causing the adjustment of the effective flow area for exhaust gas from the engine.6. The method of claim 5 , wherein the catalyst is part of a selective catalyst reduction (SCR) system.7. An apparatus claim 5 , comprising: determine that an exhaust manifold pressure does not meet an exhaust manifold pressure setpoint; and', 'in response, cause an adjustment of an ...

COMPRESSION RATIO ADJUSTING APPARATUS FOR INTERNAL COMBUSTION ENGINE AND METHOD FOR CONTROLLING COMPRESSION RATIO ADJUSTING APPARATUS FOR INTERNAL COMBUSTION ENGINE

An object of the present invention is to provide a novel compression ratio adjusting apparatus for an internal combustion engine that can improve a knocking resistance performance and also prevent or cut down an increase in a temperature of exhaust gas. The compression ratio adjusting apparatus is configured to relatively decrease a mechanical compression ratio in a high load area of the internal combustion engine and also adjust a mechanical expansion ratio at this time to a relatively high ratio. According to this configuration, the compression ratio adjusting apparatus performs control of decreasing the mechanical compression ratio in the high load area of the internal combustion engine and also increasing the mechanical expansion ratio at this time, thereby succeeding in improving the knocking resistance performance and also preventing or cutting down the increase in the temperature of the exhaust gas, thus succeeding in reducing thermal damage on a part in an exhaust system. 112-. (canceled)13. A compression ratio adjusting apparatus for an internal combustion engine , comprising:a variable compression ratio mechanism configured to change a mechanical compression ratio and a mechanical expansion ratio of a four cycle internal combustion engine by changing a stroke position of a piston of the internal combustion engine,wherein the variable compression ratio mechanism relatively decreases the mechanical compression ratio in a high load area of the internal combustion engine, and relatively increases the mechanical expansion at this time, andwherein the variable compression ratio mechanism is mechanically configured in such a manner that a piston position at an expansion bottom dead center when the mechanical compression ratio is increased to around a maximum ratio is located at the lowest position in a variable range in a partial load area of the internal combustion engine.14. The compression ratio adjusting apparatus for the internal combustion engine according ...

Method and system for engine control

Methods and systems are provided for indicating degradation of a VCR mechanism that mechanically alters a cylinder compression ratio. Degradation is detected based on an elevated knock incidence and increased spark retard usage. If the VCR mechanism is stuck, knock and pre-ignition that could be induced by continued operation in a higher than intended compression ratio is mitigated by limiting the engine load.

ENGINE ROTATIONAL SPEED CONTROL APPARATUS

A rotational speed control apparatus for an engine is provided. The engine is configured to drive a compressor and includes an ignition plug. The rotational speed control apparatus includes an electronic control unit. The electronic control unit is configured to: (a) correct a torque of the engine through feedback such that a rotational speed of the engine during idle operation becomes close to a target rotational speed; and (b) adjust the ignition timing such that a reserve torque that is ensured is larger when a first changeover is started than when a second changeover is started, the first changeover being a changeover from a stopped state of the compressor to a driven state of the compressor, the second changeover being a changeover from the driven state of the compressor to the stopped state of the compressor. 1. A rotational speed control apparatus for an engine , the engine configured to drive a compressor that compresses a cooling medium for air conditioning , and the engine includes an ignition plug , the rotational speed control apparatus comprising:an electronic control unit configured to:(a) correct a torque of the engine, by adjusting an ignition timing of the ignition plug of the engine, through feedback such that a rotational speed of the engine during idle operation becomes close to a target rotational speed; and(b) adjust the ignition timing such that a reserve torque that is ensured is larger when a first changeover is started than when a second changeover is started, the first changeover being a changeover from a stopped state of the compressor to a driven state of the compressor, the second changeover being a changeover from the driven state of the compressor to the stopped state of the compressor, the reserve torque being a reserve of increase in the torque of the engine resulting from advancement of the ignition timing.2. The rotational speed control apparatus according to claim 1 , whereinthe reserve torque is a difference between the torque ...

HYDRAULIC ACCUMULATOR TEMPERATURE ESTIMATION FOR CONTROLLING AUTOMATIC ENGINE STOP/START

A method of preventing an automatic engine stop includes estimating a temperature of a volume of fluid within a hydraulic accumulator that is in selective fluid communication with a fluidly-actuated torque-transmitting device. The torque-transmitting device is coupled to an internal combustion engine and configured to selectively transmit a torque from the engine to a vehicle wheel. The method further includes comparing the estimated fluid temperature to a temperature range, and preventing the internal combustion engine from automatically stopping if the estimated fluid temperature is outside of the temperature range. 1. A method of preventing an automatic engine stop comprising:estimating a temperature of a volume of fluid within a hydraulic accumulator, wherein the hydraulic accumulator is in selective fluid communication with a fluidly-actuated torque-transmitting device coupled to an internal combustion engine;comparing the estimated fluid temperature to a temperature range; andpreventing the internal combustion engine from automatically stopping if the estimated fluid temperature is outside of the temperature range.2. The method of claim 1 , wherein estimating a temperature of the volume of fluid includes:computing a first temperature change of the volume of fluid that is attributable to heat transfer from the volume of fluid to a surrounding environment.3. The method of claim 2 , further comprising introducing fluid from a hydraulic circuit into the volume of fluid; andwherein estimating a temperature of the volume of fluid further includes computing a second temperature change in the volume of fluid that is attributable to fluid mixing with the introduced fluid.4. The method of claim 1 , further comprising discharging the volume of fluid within the hydraulic accumulator if the estimated fluid temperature is outside of the temperature range.5. A vehicle comprising:an internal combustion engine configured to combust a fuel to provide a mechanical rotary output, ...

AUTONOMOUS OPERATION OF ELECTRONICALLY CONTROLLED INTERNAL COMBUSTION ENGINES ON A VARIETY OF FUELS AND/OR OTHER VARIABILITIES USING ION CURRENT AND/OR OTHER COMBUSTION SENSORS

A system and method to enable electronically controlled internal combustion engines to self-adjust parameters and operate properly on different fuels that have wide ranges of physical and chemical properties. Input from a sensor is utilized that gives a signal indicative of the combustion process. The ECU processes the signal and readjusts the engine operating parameters to achieve its operating goals. 1. A system for controlling an internal combustion engine , the system comprising a sensor for receiving engine combustion data and a control unit in communication with the sensor for receiving the engine combustion data , the control unit being configured to control engine operating parameters based on the engine combustion data.2. The system of claim 1 , wherein control unit is configured to control engine operating parameters to meet performance claim 1 , production targets in fuel economy claim 1 , and engine out emissions.3. The system of claim 1 , wherein the sensor is an ion current sensor.4. The system of claim 3 , wherein the control unit adjusts the engine operating parameters based on at least one engine combustion parameter claim 3 , the at least one engine combustion parameter including at least one of a start of ion current claim 3 , location of first peak of the ion current signal claim 3 , location of the second peak of the ion current claim 3 , location the of the peak of the derivative of the ion current signal leading to the first peak claim 3 , location of the peak of the derivative leading to the second peak of the ion current signal and location of 50% of the integrated ion current signal.5. The system of claim 1 , wherein the sensor is a cylinder gas pressure sensor.6. The system of claim 5 , wherein the control unit adjusts the engine operating parameters based on at least one engine combustion parameter claim 5 , the at least one engine combustion parameter including at least one of a start of pressure rise due to combustion claim 5 , location ...

INTERNAL COMBUSTION ENGINE

An internal combustion engine includes a turbocharger, a variable valve timing mechanism, a variable compression ratio mechanism, and an electronic control unit that controls the variable compression ratio mechanism such that the mechanical compression ratio becomes a target mechanical compression ratio and controls the variable valve timing mechanism such that the valve closing timing of the intake valve becomes a target valve closing timing. The electronic control unit brings the target valve closing timing close to an intake bottom dead center and make the target mechanical compression ratio low, compared to a steady state after the intake pressure reaches a target pressure, in a transient state before the intake pressure reaches the target pressure in a case where the intake pressure is increased to the target pressure higher than an atmospheric pressure by the turbocharger. 1. An internal combustion engine comprising:a turbocharger configured to be driven by exhaust gas to increase intake pressure;a variable valve timing mechanism configured to change a valve closing timing of an intake valve;a variable compression ratio mechanism configured to change a mechanical compression ratio of the internal combustion engine; andan electronic control unit configured to control the variable compression ratio mechanism such that the mechanical compression ratio becomes a target mechanical compression ratio and to control the variable valve timing mechanism such that the valve closing timing becomes a target valve closing timing,wherein the electronic control unit is configured to bring the target valve closing timing close to an intake bottom dead center and make the target mechanical compression ratio low, compared to a steady state after the intake pressure reaches a target pressure, in a transient state before the intake pressure reaches the target pressure in a case where the intake pressure is increased to the target pressure higher than an atmospheric pressure by the ...

Control device and control method for vehicle drive mechanism

The present invention relates to a control device and to a control method for a vehicle drive mechanism including a moving body having a movability range regulated by two stoppers, and a sensor which senses a position of the moving body. The control device of the present invention learns an output of the sensor corresponding to a contact state of a high-rigidity stopper, and limits, to a lower level, an operation variable of the actuator for moving the moving body toward a low-rigidity stopper along with an increase in an amount of change in the output of the sensor from the contact state of the high-rigidity stopper. Then, the control device learns the output of the sensor corresponding to the contact state of the low-rigidity stopper, and controls the actuator based on the output of the sensor learned at both the stopper positions.

Method and system for engine control

Methods and systems are provided for integrating a VCR engine with a CVT transmission. Responsive to a driver demand, a controller may determine whether to maintain a current compression ratio or transition to an alternate compression ratio based on the fuel economy benefit of the transition and further based on any engine limitations that may be incurred at the engine speed-load following the transition. To improve the net fuel economy benefit while addressing the engine limitation, a compression ratio transition may be combined with a CVT adjusted engine speed-load regime, while maintaining engine power output.

Apparatus and method for controlling variable compression ratio engine

A variable compression ratio engine includes a piston reciprocally moving in a cylinder of an engine; a variable compression ratio apparatus controlling a movable range of the piston; and a controller controlling the variable compression ratio apparatus if a driving condition of a vehicle and a stability condition of the engine are satisfied to change a compression ratio and controlling a motor torque and an engine torque to control a requirement torque to be satisfied.

METHOD FOR VARYING A CYLINDER-SPECIFIC COMPRESSION RATIO OF AN APPLIED-IGNITION INTERNAL COMBUSTION ENGINE AND INTERNAL COMBUSTION ENGINE FOR CARRYING OUT A METHOD OF SAID TYPE

A method for varying a compression ratio ε of an operating applied-ignition internal combustion engine having at least two cylinders and having a crank mechanism () comprising a crankshaft () which is mounted in a crankcase and which rotates at a crankshaft rotational speed Ω, is described. The method includes increasing an expansion phase of a cylinder cycle via rotation of the eccentric bushing (). 112. A method for varying a cylinder-specific compression ratio ε of an operating applied-ignition internal combustion engine having at least two cylinders and having a crank mechanism () comprising a crankshaft () which is mounted in a crankcase and which rotates at a crankshaft rotational speed Ω , in which internal combustion engine:each cylinder has a piston which, during the course of a working cycle, moves along a piston longitudinal axis through a piston stroke s, specifically from a bottom dead center BDC to a top dead center TDC during a compression phase and from the top dead center TDC to the bottom dead center BDC during a subsequent expansion phase;{'b': 2', '2', '2', '2, 'i': a', 'a, 'the crankshaft () has, for each cylinder, an associated crankshaft throw (), the crankshaft throws () being arranged spaced apart from one another along the longitudinal axis of the crankshaft (); and'}{'b': 3', '3', '2', '4', '4', '2', '4, 'i': a', 'a', 'a, 'for each cylinder, a connecting rod () is provided which is mounted, at a large connecting rod eye (), on the cylinder-specific crankshaft throw () using a rotatable eccentric bushing () as an intermediate element in order to realize a variable compression ratio ε, wherein the compression ratio ε is, during the expansion phase, increased by rotation of the eccentric bushing () relative to the crankshaft throw () with the top dead center TDC being maintained, the piston stroke s being increased, and as a result the bottom dead center BDC being shifted, as a result of the rotation of the eccentric bushing ().'}2424a. The ...

EXHAUST THROTTLING FOR CABIN HEATING

Embodiments for heating a vehicle cabin are disclosed. In one example, a method for heating a vehicle cabin comprises closing an exhaust throttle while diverting at least a portion of throttled exhaust gas through an exhaust gas recirculation (EGR) cooler coupled upstream of the throttle, and transferring heat from the EGR cooler to a heater core configured to provide heat to the vehicle cabin. In this way, exhaust heat may be directly routed to the cabin heating system. 1. A method for heating a vehicle cabin comprising:closing an exhaust throttle while diverting at least a portion of throttled exhaust gas through an exhaust gas recirculation (EGR) cooler coupled upstream of the throttle, the throttle coupled downstream of an exhaust catalyst;transferring heat from the EGR cooler to a heater core to provide heat to the vehicle cabin;while a temperature of the exhaust catalyst is below a threshold temperature and while the exhaust throttle is closed, retarding spark ignition timing; andwhile diverting exhaust gas through the EGR cooler, generating vacuum by flowing gas through an ejector.2. The method of claim 1 , wherein an amount of spark retard adjusted based on the temperature of the exhaust catalyst while the temperature of the exhaust catalyst is below the threshold temperature.3. The method of claim 1 , wherein the flow through the ejector is exhaust gas flow.4. The method of claim 1 , wherein transferring heat from the EGR cooler to the heater core comprises operating a heater core circulation pump to pump coolant from the EGR cooler through the heater core claim 1 , and adjusting a flow rate of the heater core circulation pump based on an inlet temperature of the heater core.5. The method of claim 2 , further comprising routing the coolant from the heater core to an engine before returning the coolant to the EGR cooler.6. The method of claim 1 , wherein the ejector is coupled between from an EGR passage downstream of the EGR cooler to the exhaust downstream ...

ROD FOR A VARIABLE COMPRESSION RATIO ENGINE

A rod (1), the length of which is variable, is used for adjusting the compression ratio of an engine. The rod comprises a cylinder rigidly connected to a first end of the rod; a piston that is movable within the cylinder, and is rigidly connected to the second end of the rod, and defines, in the cylinder, a first hydraulic chamber referred to as the “high-pressure” hydraulic chamber, capable of transmitting compression forces, and a second hydraulic chamber referred to as the “low-pressure” hydraulic chamber, capable of transmitting tensile forces; at least one conduit calibrated to enable fluid to flow between the low-pressure chamber and the high-pressure chamber; and return means to bring the rod back to its nominal length, wherein the cross-sections of the low-pressure hydraulic chamber and the high-pressure hydraulic chamber are equal. 122.-. (canceled)23. A variable compression ratio engine , comprising:a rod having a nominal length, the rod being subjected to tensile and compressive forces along its longitudinal axis during operation of the engine, the rod having a first end and a second end;a cylinder rigidly connected with the first end of the rod;a piston rigidly connected with the second end of the rod, the piston being movable in the cylinder and defining a first hydraulic high pressure chamber in the cylinder capable of transmitting compression forces and a second hydraulic low pressure chamber in the cylinder capable of transmitting tensile forces, the low pressure chamber and the high pressure chamber having equivalent cross sections;at least one conduit configured to enable hydraulic fluid to flow between the low pressure chamber and the high pressure chamber; anda mechanical return device tending to bring the rod back to a nominal length of the rod.24. The engine of claim 23 , wherein the cylinder has a circular cross section and the cylinder and/or the piston is provided with a means for rotational indexing of the piston with respect to the ...

SYSTEMS AND METHODS FOR ENGINE AIR-PATH REVERSION MANAGEMENT

Methods and systems are provided for injecting air from a compressed air source into an intake port of a Miller Cycle engine. In one example, a method may comprise positioning an intake valve, coupled to a cylinder of a four-cycle internal combustion engine, in an open position during a portion of an intake stroke through a portion of a compression stroke of a piston reciprocating within said cylinder. The method may additionally comprise supplying air to said intake valve from a first source, and injecting air against said intake valve from a second source while said intake valve is open during said compression stroke. 1. A method comprising:positioning an intake valve, coupled to a cylinder of a four-cycle internal combustion engine, in an open position during a portion of an intake stroke through a portion of a compression stroke of a piston reciprocating within said cylinder;supplying air to said intake valve from a first source; andinjecting air against said intake valve from a second source while said intake valve is open during said compression stroke.2. The method recited in claim 1 , wherein said supplying air to said intake valve from a first source comprises supplying air from an air compressor driven by one of the following: a turbine coupled to an exhaust of said engine; or a crankshaft of said engine; or an electric motor.3. The method recited in claim 1 , further comprising cooling said air supplied to said intake valve from said first source of air through a heat exchanger.4. The method recited in claim 1 , further comprising injecting fuel into said intake valve during said portion of said intake stroke.5. The method recited in claim 1 , further comprising injecting fuel directly into said cylinder.6. The method recited in claim 1 , wherein said engine comprises one of the following: a spark ignited gasoline engine; or claim 1 , a diesel engine.7. The method recited in claim 1 , wherein said injecting air against said intake valve from a second ...

Control Device and Control Method for Vehicle Drive Mechanism

The present invention relates to a control device and to a control method for a vehicle drive mechanism including a moving body having a movability range regulated by two stoppers, and a sensor which senses a position of the moving body. The control device of the present invention learns an output of the sensor corresponding to a contact state of a high-rigidity stopper, and limits, to a lower level, an operation variable of the actuator for moving the moving body toward a low-rigidity stopper along with an increase in an amount of change in the output of the sensor from the contact state of the high-rigidity stopper. Then, the control device learns the output of the sensor corresponding to the contact state of the low-rigidity stopper, and controls the actuator based on the output of the sensor learned at both the stopper positions. 1. A control device for a vehicle drive mechanism including a control shaft which is rotatably supported , two stoppers , each of which defines an end of a range of rotatability of the control shaft , a motor which drives to rotate the control shaft , and an angle sensor which senses an angular position of the control shaft , the control device comprising:a learning unit that learns an output of the angle sensor corresponding to a contact state of each of the two stoppers,wherein the learning unit executes the learning for a high-rigidity stopper of the two stoppers prior to the learning for a low-rigidity stopper of the two stoppers, and the learning unit identifies a timing of current limit change within a course of change in the angular position of the control shaft, based on a change amount of the angular position of the control shaft from the contact state of the high-rigidity stopper or based on a rotation velocity of the motor, and', 'the learning unit changes, at the timing of current limit change, a limit value of current supplied to the motor so as to reduce an absolute value of the rotation velocity of the motor., 'wherein ...

Engine Control Device

Provided is an engine control device that can suppress an increase in PM/PN in an engine that performs a catalyst warm-up mode. To do so, the engine control device according to the present invention synchronously controls ignition timing and an actual compression ratio of the engine in the catalyst warm-up mode. 1. An engine control device that controls an engine including variable valves or including a mechanism for making a piston stroke variable , whereinthe engine control device performs a catalyst warm-up mode that activates a catalyst, the catalyst cleaning up exhaust of the engine, andthe engine control device synchronously controls ignition timing of the engine and an actual compression ratio of the engine for when the catalyst warm-up mode is performed.2. The engine control device according to claim 1 , wherein the engine control device increases an amount of retard of the ignition timing with respect to top dead center of the engine and increases the actual compression ratio claim 1 , when performing the catalyst warm-up mode.3. The engine control device according to claim 1 , wherein the engine control device controls the actual compression ratio by variably controlling opening/closing timing of the variable valves claim 1 , or controls the actual compression ratio by variably controlling the piston stroke.4. The engine control device according to claim 1 , wherein the engine control device controls the actual compression ratio by bringing intake valve closing timing of the variable valves close to bottom dead center of the engine claim 1 , or controls the actual compression ratio by increasing the piston stroke.5. The engine control device according to claim 1 , wherein the engine control device increases the actual compression ratio for when the catalyst warm-up mode is performed claim 1 , compared with an actual compression ratio for when the engine is stopped or an actual compression ratio for when the engine is completely exploded.6. The engine ...

CONTROL METHOD AND CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

An internal combustion engine () has a variable compression ratio mechanism () that varies a mechanical compression ratio and a variable valve timing mechanism () that varies a valve timing of an intake valve (). When there is a demand to execute reference position learning (step ) for system calibration of the variable valve timing mechanism (), the execution of the reference position learning is permitted on the condition that the mechanical compression ratio is higher than a threshold value VCRth (step ). When any anomaly is present in the variable compression ratio mechanism (), the reference position learning of the variable valve timing mechanism () is prohibited (steps and ). 1. A control method for an internal combustion engine , a variable compression ratio mechanism that varies a mechanical compression ratio of the internal combustion engine; and', 'a variable valve timing mechanism that varies a closing timing of an intake valve, the internal combustion engine having a possibility of combustion instability in a state that the mechanical compression ratio is low and the closing timing of the intake valve is on a retard side,, 'the internal combustion engine comprising setting a target compression ratio of the variable compression ratio mechanism and a target control position of the variable valve timing mechanism according to operating conditions of the internal combustion engine;', when the variable compression ratio mechanism is judged as normal, setting the target control position of the variable valve timing mechanism by using a current value of the mechanical compression ratio as a parameter; and', 'when it is judged that any anomaly is present in the variable compression ratio mechanism, setting the target control position of the variable valve timing mechanism by considering the mechanical compression ratio to be a maximum compression ratio value achievable by the variable compression ratio mechanism;, 'judging whether or not an anomaly is present ...

SYSTEM AND METHOD FOR VARIABLE COMPRESSION RATIO ENGINE

Methods and systems are provided for maintaining a compression ratio of an engine via a brake and while disabling an electric current applied to an actuator of the associated variable compression ratio mechanism. A braking force applied via the brake on a compression ratio control shaft is varied before and during a compression ratio transition to move the control shaft at a desired velocity. Brake torque application is coordinated with motor torque from a VCR actuator and engine torque applied on the control shaft to enable a smooth CR transition. 1. A method for an engine , comprising:maintaining a position of a control shaft for varying a compression ratio of an engine via braking force from a brake; andadjusting the braking force prior to and during actuation of the control shaft based on operating conditions.2. The method of claim 1 , wherein actuation of the control shaft includes varying the compression ratio via a variable compression ratio (VCR) actuator coupled to the control shaft claim 1 , and wherein the position of the control shaft is not maintained via torque from the VCR actuator.3. The method of claim 1 , further comprising claim 1 , actuating the control shaft responsive to an upcoming transmission shift claim 1 , a transmission shift schedule adjusted based on the braking force.4. The method of claim 1 , wherein the adjusting includes reducing the braking force prior to actuation of the control shaft claim 1 , and varying the braking force while actuating the control shaft claim 1 , the varying based on a first compression ratio before the actuation of the control shaft relative to a second compression ratio after the actuation of the control shaft.5. The method of claim 4 , wherein when the first compression ratio is higher than an upper threshold or lower than a lower threshold claim 4 , and the second compression ratio is in between the upper and the lower threshold claim 4 , the varying includes decreasing the braking force as the compression ...

Speed control for engine driven fluid compressor

A speed control arrangement is disclosed for an engine driven fluid compressor. The engine includes a throttle valve by which the engine speed and accordingly the compressor speed is variably regulated. A pressure sensitive device is connected to the compressor to sense compressor output pressure and includes a component having a mechanical displacement proportional to compressor output pressure. Displacement of the component is imparted to the throttle valve through an improved actuator arrangement which permits the pressure sensing device to be selectively mounted relative to the throttle valve and other than directly on the engine or in precise alignment with the throttle valve actuating arm.

用于内燃发动机的转换阀的致动装置及内燃发动机

用于具有可调压缩比的内燃发动机的多个转换阀(10)的一种致动装置(11)，其中各转换阀(10)被用于控制在内燃发动机的一个对应的连杆(1)的偏心调整装置的多个液压室中的液压油流动，并且各转换阀(10)具有一个摘掉器件(12)，该摘掉器件能够被该致动装置(11)致动。该致动装置(11)对于每个转换阀(10)并且因此对于每个待致动的摘掉器件(12)都具有一个换档拨叉(13)，所述换档拨叉被紧固在至少一个支撑结构(14)上，其中，这些换档拨叉(13)能够克服至少一个返回元件(22)的回复力从第一选择位置移动到第二选择位置中，并且其中该返回元件或各返回元件(22)的回复力使这些换档拨叉(13)自动地在该第一选择位置的方向上移动。

Method and system for pre-ignition control

FIELD: motors and pumps. SUBSTANCE: invention can be used in control systems of internal combustion engines. Methods and systems are provided for addressing pre-ignition by mechanically varying a piston displacement within a combustion chamber. In response to pre-ignition and engine speed, when pre-ignition occurs, a static compression ratio may be reduced until a threshold lower compression ratio is reached. Pre-ignition is further addressed with enrichment of the fuel-air mixture. Thereby the amount of pre-ignition mitigating enrichment required overall is reduced. EFFECT: reducing fuel consumption and engine toxicity, as well as improving engine performance. 18 cl, 7 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 669 101 C2 (51) МПК F02D 15/02 (2006.01) F02D 41/22 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02D 15/02 (2018.02); F02D 35/02 (2018.02) (21)(22) Заявка: 2016100901, 13.01.2016 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) Дата регистрации: 08.10.2018 (56) Список документов, цитированных в отчете о поиске: US 6947830 B1, 20.09.2005. US 6990934 B2, 31.01.2006. RU 2434153 C2, 20.11.2011. RU 2211933 C2, 10.09.2003. 23.01.2015 US 14/604,279 (43) Дата публикации заявки: 18.07.2017 Бюл. № 20 (45) Опубликовано: 08.10.2018 Бюл. № 28 R U (54) СПОСОБ И СИСТЕМА КОНТРОЛЯ ПРЕЖДЕВРЕМЕННОГО ВОСПЛАМЕНЕНИЯ (57) Реферат: Изобретение может быть использовано в сжатия. В дальнейшем борьбу с системах управления для двигателей внутреннего преждевременным воспламенением ведут сгорания. Предложены способы и системы для посредством обогащения топливовоздушной борьбы с преждевременным воспламенением смеси. Тем самым уменьшается общая величина путем механического изменения хода поршня обогащения, которая требуется для подавления внутри камеры сгорания. В ответ на явлений преждевременного воспламенения. преждевременное воспламенение и обороты Технический ...

一种改变汽车发动机压缩比的装置

本发明公开了一种改变汽车发动机压缩比的装置，旨在克服现有技术结构复杂的问题，该装置包括曲轴、1号齿轮、4个2号齿轮、4个3号齿轮、轴、10个轴座、4至9号齿轮、套筒与4个连杆轴颈套筒。轴13采用10个轴座固接在曲轴的正下方，套筒套装在轴的右端，套筒与其下正方的6号齿轮啮合连接，4至9号齿轮分别套装2个轴座之间的轴上，4号齿轮与轴之间为键连接，其它齿轮与轴之间为转动连接，4号齿轮、5号齿轮、7号齿轮、8号齿轮、9号齿轮依次和安装在曲轴上的1号齿轮、4个3号齿轮啮合连接，4个3号齿轮的小齿轮依次和安装在曲轴中的连杆轴颈外端的2号齿轮啮合连接，4个连杆轴颈套筒套装在4个连杆轴颈上，两者之间为键连接。

Method for varying the specific compression ratio epsilon of a cylinder of an applied-ignition internal combustion engine and internal combustion engine implementing said type of method

本申请涉及改变应用点火式内燃发动机的气缸特定压缩比ε的方法以及实现所述类型方法的内燃发动机，并公开了一种用于改变操作中的应用点火式内燃发动机的压缩比ε的方法，所述操作中的应用点火式内燃发动机具有至少两个气缸并具有曲柄机构(1)，所述曲柄机构包括安装在曲轴箱中并以曲轴转速Ω crankshaft 旋转的曲轴(2)。所述方法包括通过偏心衬套(4)的旋转增加气缸循环的膨胀阶段。

Cylinder-breaking control method and system based on non-road engine

本发明涉及柴油机电控系统技术领域，具体公开了一种基于非道路发动机的断缸控制方法，其中，包括：计算发动机断缸需求，得到发动机断缸需求结果；根据所述发动机断缸需求结果并结合发动机运行参数进行发动机允许断缸控制，得到允许断缸控制参数；根据所述允许断缸控制参数计算并输出发动机各缸的断缸标志位。本发明还公开了一种基于非道路发动机的断缸控制系统。本发明提供的基于非道路发动机的断缸控制方法能够根据发动机断缸稳瞬态判断结果选择不同的油量处理方式，实现发动机在不同状态下断缸与全缸的柔性过渡，提高发动机运行稳定性。

Display device

FIELD: engine building.SUBSTANCE: disclosed is an internal combustion engine (ICE) display (40) including a variable compression ratio mechanism configured to vary the ICE compression ratio. Display (40) comprises indicator section (41) configured to change its indication depending on ICE compression degree. Section of indicator (41) is made capable to keep the indication constant or within the small change relative to the change in the ICE compression degree in each of the first and second dead zones of the ICE compression degree. First dead zone includes the vicinity of the upper limit of the ICE compression degree, including the upper limit, the second dead zone includes the neighborhood of the lower limit of the ICE compression degree, including the lower limit.EFFECT: indication is changed depending on ICE compression degree, displaying information on fuel saving on the display.19 cl, 7 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 702 283 C1 (51) МПК B60K 35/00 (2006.01) F02D 15/02 (2006.01) G01D 7/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B60K 35/00 (2019.05); F02D 15/02 (2019.05); G01D 7/00 (2019.05) (21)(22) Заявка: 2019110974, 14.09.2016 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): НИССАН МОТОР КО., ЛТД. (JP) Дата регистрации: 07.10.2019 (45) Опубликовано: 07.10.2019 Бюл. № 28 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 15.04.2019 (86) Заявка PCT: JP 2016/077036 (14.09.2016) 2 7 0 2 2 8 3 (56) Список документов, цитированных в отчете о поиске: RU 2006140408 A, 27.05.2008. RU 2570299 C2, 10.12.2015. RU 2585337 C1, 27.05.2016. Приоритет(ы): (22) Дата подачи заявки: 14.09.2016 R U 14.09.2016 (72) Автор(ы): ОКАМОТО, Казухико (JP), НАКАМУРА, Такуми (JP) 2 7 0 2 2 8 3 R U WO 2018/051420 (22.03.2018) C 1 C 1 (87) Публикация заявки PCT: Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр. 3, ООО "Юридическая фирма Городисский и Партнеры" ...

A large reciprocating piston combustion engine, a control apparatus and a method for controlling such an engine

실린더 라이너 (4) 가 구비된 적어도 하나의 실린더, 실린더 라이너 내에 이동가능하게 배치된 적어도 하나의 피스톤 (6), 및 크랭크축 하우징 내에 회전가능하게 배치된 크랭크축 (2) 을 갖는 대형 왕복 피스톤 연소 기관 (1) 으로서, 각각의 피스톤은 피스톤 로드 (7) 를 통해 크로스헤드 (8) 에 연결되고, 상기 크로스헤드는 상기 크랭크축을 구동하기 위해 커넥팅 로드 (9) 를 통해 상기 크랭크축 (2) 에 연결되고, 각각의 크로스헤드 (8) 에는 상기 왕복 피스톤 연소 기관의 압축비를 제어하기 위한 제어 장치 (10) 가 제공되는, 대형 왕복 피스톤 연소 기관. Large reciprocating piston combustion with at least one cylinder with cylinder liner 4, at least one piston 6 movably disposed in the cylinder liner, and crankshaft 2 rotatably disposed in the crankshaft housing As the engine 1, each piston is connected to a crosshead 8 via a piston rod 7, which crosshead is connected to the crankshaft 2 via a connecting rod 9 to drive the crankshaft. A large reciprocating piston combustion engine, which is connected and is provided with a control device (10) for controlling the compression ratio of the reciprocating piston combustion engine to each crosshead (8).

Engine control method (embodiments) and vehicle system

FIELD: machine building. SUBSTANCE: invention relates to method and system for integration of engine with variable compression ratio with stepless transmission. According to the request of the driver, the controller can determine whether to maintain the current compression ratio or switch to a different compression ratio based on the fuel saving advantage of said transition and additionally based on engine limitations, which can occur at engine speed/load after transition. To increase clean fuel economy while eliminating engine limitations, transition to another compression ratio can be combined with engine rpm/load control mode using stepless transmission while maintaining engine output power. EFFECT: technical result is higher fuel economy. 9 cl, 6 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 696 178 C2 (51) МПК F02D 15/02 (2006.01) F02D 41/14 (2006.01) F02D 41/26 (2006.01) B60W 10/06 (2006.01) B60W 10/101 (2012.01) B60W 30/188 (2012.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B60W 10/06 (2019.05); B60W 10/101 (2019.05); B60W 30/1882 (2019.05); F02D 15/02 (2019.05); F02D 41/1406 (2019.05); F02D 41/26 (2019.05) (21)(22) Заявка: 2017111602, 06.04.2017 06.04.2017 Дата регистрации: (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) 31.07.2019 04.05.2016 US 15/146,822 (43) Дата публикации заявки: 08.10.2018 Бюл. № 28 (56) Список документов, цитированных в отчете о поиске: RU 151182 U1, 27.03.2015. US 20110307159 A1, 15.12.2011. US 20110005497 A1, 13.01.2011. US 6796287 B2, 28.09.2004. US 4096370 A1, 20.06.1978. (45) Опубликовано: 31.07.2019 Бюл. № 22 R U (54) СПОСОБ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ (ВАРИАНТЫ) И СИСТЕМА АВТОМОБИЛЯ (57) Реферат: Изобретение относится к способу и системе при частоте вращения/нагрузке двигателя после для интеграции двигателя с изменяемой степенью перехода. Для повышения чистой экономии сжатия (ИСС) с бесступенчатой коробкой передач топлива при устранении ограничений двигателя (БКП). ...

Patent JPS4941731A

Internal combustion engine

Stepless variable-compression-ratio internal combustion engine

一种无级可变压缩比内燃机，其曲轴主轴承孔相对曲轴主轴承座偏心，曲轴主轴承可以在轴承座上转动。由于主轴承孔的偏心结构，主轴承的转动带动曲轴主轴相对于内燃机缸体上下移动，使得活塞运行的上下止点位置发生变化，从而改变内燃机的压缩比。其气门正时系统采用左右两个张紧轮对称向内或向外一起移动，使得配气相位不受曲轴主轴上下移动的影响。其曲轴的动力通过齿轮和齿圈的啮合将曲轴移动轴的动力输出转化为固定轴的动力输出以利于后续机构接受利用。根据内燃机工况变化调整压缩比使得内燃机在全工况范围内既能稳定正常工作也能保证最好的燃烧效率，降低了燃油消耗和污染物的排放。

Method and device for controlling a volume regulation valve

내연 기관의 연료 시스템(10)에서, 연료는 고압 펌프(16)에 의해 연료 레일(18)로 이송된다. 이송 연료량은 전자기 작동 장치(34)에 의해 작동되는 용량 조절 밸브(30)에 의해 영향을 받는다. 용량 조절 밸브가 계속 폐쇄 상태에 유지되게 하거나 즉각 개방되게 하는 한계 유지 전류가 결정된다. In the fuel system 10 of an internal combustion engine, fuel is delivered to the fuel rail 18 by a high pressure pump 16. The amount of feed fuel is influenced by the capacity regulating valve 30 operated by the electromagnetic actuating device 34. A limit holding current is determined that allows the dose regulating valve to remain closed or open immediately.

The control device and control method of internal combustion engine

一种内燃机的控制装置，具备通过电动执行机构来改变压缩比的可变压缩比机构，该内燃机的控制装置在可变压缩比机构发生异常时，禁止向高压缩比侧的压缩比的控制。这样，通过将可变压缩比机构的压缩比维持在发生异常时的压缩比或使其成为比该压缩比低的压缩比，抑制转矩突变并且实现对电动执行机构的保护。

Variable compression ratio apparatus

本公开提供了一种可变压缩比装置，包括：活塞、活塞销、偏心凸轮、连杆、曲柄销、液压泵、喷油嘴、喷油控制阀和控制单元。此外，在所述偏心凸轮的旋转方向上形成的凹槽被划分为第一室和第二室。所述活塞销通过在所述曲柄销的内部形成的路径和连杆接收来液压，并且接收从喷油嘴注入的油，以控制供给到偏心凸轮的第一室和第二室的液压，从而控制偏心凸轮的旋转位置。

CONTROL METHOD FOR THE INTERNAL COMBUSTION ENGINE AND CONTROL DEVICE FOR THE INTERNAL COMBUSTION ENGINE

РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2018 135 670 A (51) МПК F02D 15/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2018135670, 16.11.2016 (71) Заявитель(и): НИССАН МОТОР КО., ЛТД. (JP) Приоритет(ы): (30) Конвенционный приоритет: 11.03.2016 JP 2016-047768 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 11.10.2018 R U (43) Дата публикации заявки: 13.04.2020 Бюл. № 11 (72) Автор(ы): ТАКАХАСИ Ейдзи (JP), ОКАМОТО Казухико (JP) (86) Заявка PCT: (87) Публикация заявки PCT: WO 2017/154269 (14.09.2017) A Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр. 3, ООО "Юридическая фирма Городисский и Партнеры" R U (57) Формула изобретения 1. Способ управления для двигателя внутреннего сгорания, который включает в себя механизм переменной степени сжатия, который выполнен с возможностью изменять степень сжатия, и в котором целевая степень сжатия изменяется при изменении степени сжатия так, что фактическая степень сжатия не может следовать за целевой степенью сжатия, способ управления содержит этапы, на которых: управляют степенью сжатия с помощью управляющей целевой степени сжатия, величина изменения которой в единицу времени ограничивается, чтобы быть равной или меньше предварительно определенного порогового значения величины изменения, и которая изменяется так, что разница между управляющей целевой степенью сжатия и фактической степенью сжатия меньше, чем разница между целевой степенью сжатия и фактической степенью сжатия, вместо целевой степени сжатия; и задают первое пороговое значение величины изменения, которое является пороговым значением величины изменения управляющей целевой степени сжатия в единицу времени в сторону высокой степени сжатия, меньше второго порогового значения величины изменения, которое является пороговым значением величины изменения управляющей целевой степени сжатия в единицу времени в сторону низкой степени сжатия. 2. Способ управления для двигателя внутреннего ...

Device for detection of abnormal combustion in internal combustion engine

Изобретение относится к двигателям внутреннего сгорания с искровым зажиганием. Двигатель внутреннего сгорания с искровым зажиганием включает в себя: механизм изменения степени сжатия, посредством которого объем камеры сгорания изменяется; датчик внутреннего давления цилиндра, который получает сигнал давления колебания давления внутри цилиндра; и блок обнаружения ненормального сгорания, включающий в себя фильтр, который пропускает сигнал давления, заданного частотного диапазона из сигнала давления, и обнаруживающий возникновение ненормального сгорания на основе сигнала давления, прошедшего через фильтр. Блок обнаружения ненормального сгорания задает частотный диапазон фильтра на основе секции угла поворота коленчатого вала, в которой возникает ненормальное сгорание, и на основе степени механического сжатия. Изобретение обеспечивает точное обнаружение возникновения ненормального сгорания. 6 з.п. ф-лы, 22 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 608 452 C2 (51) МПК F02D 41/22 (2006.01) F02D 35/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ФОРМУЛА (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ РОССИЙСКОЙ ФЕДЕРАЦИИ 2015104968, 13.11.2013 (24) Дата начала отсчета срока действия патента: 13.11.2013 (72) Автор(ы): ТАНАКА Хироюки (JP) (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) Дата регистрации: (56) Список документов, цитированных в отчете о поиске: EP 1801400 A1, 27.06.2007. GB Приоритет(ы): (30) Конвенционный приоритет: 16.11.2012 JP 2012-252420 (45) Опубликовано: 18.01.2017 Бюл. № 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 16.06.2015 (86) Заявка PCT: IB 2013/002513 (13.11.2013) (87) Публикация заявки PCT: 2 6 0 8 4 5 2 (43) Дата публикации заявки: 10.01.2017 Бюл. № 1 2471893 A, 19.01.2011. RU 2434154 C1, 20.11.2011. RU 2434157 C1, 20.11.2011. RU 2442003 C2, 10.09.2011. R U 18.01.2017 2 6 0 8 4 5 2 R U Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, строение 3, ООО "Юридическая фирма Городисский и ...

Method and system for motor control

FIELD: machine building.SUBSTANCE: invention discloses methods and systems for indicating degradation of a compression ratio change mechanism (CRCM). Controller may detect degradation of the CRCM mechanism based on the feedback signal on the position of the mechanism or based on the frequency of detonation and use of delayed adaptive ignition.EFFECT: at jamming of CRCM mechanism, detonation and premature ignition, which can be caused by continuous operation of engine at higher than provided compression degree, can be reduced by limiting engine load.14 cl, 5 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F01B 31/14 F02B 37/18 F02B 75/04 F02D 13/02 F02D 15/02 F02D 35/02 ФЕДЕРАЛЬНАЯ СЛУЖБА F02D 41/22 ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ F02P 5/152 (12) (11) (13) 2 718 383 C2 (2006.01) (2006.01) (2006.01) (2006.01) (2006.01) (2006.01) (2006.01) (2006.01) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F01B 31/14 (2020.01); F02B 37/183 (2020.01); F02B 75/04 (2020.01); F02D 13/0226 (2020.01); F02D 15/02 (2020.01); F02D 35/027 (2020.01); F02D 35/028 (2020.01); F02D 41/22 (2020.01); F02P 5/152 (2020.01); F02P 5/1528 (2020.01) 2018107446, 28.02.2018 (24) Дата начала отсчета срока действия патента: 28.02.2018 (72) Автор(ы): ГЛЮГЛА, Крис Пол (US) (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) Дата регистрации: (56) Список документов, цитированных в отчете о поиске: JP 2017015062 A, 19.01.2017. WO 2014046141 A1, 27.03.2014. US 20160076436 A1, 17.03.2016. RU 2119077 C1, 20.09.1998. RU 2442002 C2, 10.02.2012. Приоритет(ы): (30) Конвенционный приоритет: 23.03.2017 US 15/467,957 (43) Дата публикации заявки: 29.08.2019 Бюл. № 25 (54) СПОСОБ И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ (57) Реферат: Предложены способы и системы для зажигания. При заклинивании механизма ИСС индикации деградации механизма изменения детонацию и преждевременное зажигание, степени сжатия (ИСС). Контроллер может которые могут быть вызваны непрерывной обнаруживать деградацию механизма ИСС на работой двигателя при ...

Engine device

本发明的目的是提供一种发动机装置，其在具有增压器的发动机装置中，可以对负荷变动响应性良好地执行空气流量控制。本发明的发动机装置(21)，当发动机负荷处于低负荷区域时对主节流阀(V1)执行开度控制。另一方面，发动机控制装置(73)，当发动机负荷处于中高负荷区域时使主节流阀(V1)为规定开度，而且，对供气旁通阀(V2)执行开度控制。在受负荷变动影响大的中高负荷区域中，由于执行响应性良好的旁通阀控制，而可以相对于负荷变动抑制空气流量的过分或不足，使发动机装置(21)顺畅地运转。

Method and device for controlling an internal combustion engine with a variable compression ratio

本发明涉及一种用于运行内燃机的方法，其中借助于调节机构调节压缩比至额定压缩，其中在内燃机的正常运行方式下所述额定压缩比根据内燃机的运行参量确定。在此设定，所述内燃机至少暂时地在预测运行方式下运行，在该预测运行方式下所述额定压缩比根据预估的估计运行参量确定，根据所述运行参量关于时间的当前梯度估算所述估计运行参量。本发明此外还涉及一种内燃机。

Patent RU2018107446A3

`”ВУ“” 2018107446'” АЗ Дата публикации: 04.02.2020 Форма № 18 ИЗ,ПМ-2011 Федеральная служба по интеллектуальной собственности Федеральное государственное бюджетное учреждение ж 5 «Федеральный институт промышленной собственности» (ФИПС) ОТЧЕТ О ПОИСКЕ 1. . ИДЕНТИФИКАЦИЯ ЗАЯВКИ Регистрационный номер Дата подачи 2018107446/06(011520) 28.02.2018 Приоритет установлен по дате: [ ] подачи заявки [ ] поступления дополнительных материалов от к ранее поданной заявке № [ ] приоритета по первоначальной заявке № из которой данная заявка выделена [ ] подачи первоначальной заявки № из которой данная заявка выделена [ ] подачи ранее поданной заявки № [Х] подачи первой(ых) заявки(ок) в государстве-участнике Парижской конвенции (31) Номер первой(ых) заявки(ок) (32) Дата подачи первой(ых) заявки(ок) (33) Код страны 1. 15/467,957 23.03.2017 05 Название изобретения (полезной модели): [Х] - как заявлено; [ ] - уточненное (см. Примечания) СПОСОБ И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ Заявитель: Форд Глобал Текнолоджиз, ЛЛК, 05 2. ЕДИНСТВО ИЗОБРЕТЕНИЯ [Х] соблюдено [ ] не соблюдено. Пояснения: см. Примечания 3. ФОРМУЛА ИЗОБРЕТЕНИЯ: [Х] приняты во внимание все пункты (см. Примечания) [ ] приняты во внимание следующие пункты: [ ] принята во внимание измененная формула изобретения (см. Примечания) 4. КЛАССИФИКАЦИЯ ОБЪЕКТА ИЗОБРЕТЕНИЯ (ПОЛЕЗНОЙ МОДЕЛИ) (Указываются индексы МПК и индикатор текущей версии) Е020 35/02 (2006.01) 5. ОБЛАСТЬ ПОИСКА 5.1 Проверенный минимум документации РСТ (указывается индексами МПК) РОВ 1/00-31/00; ЕО2В 1/00-79/00; 802 1/00-45/00; НО2Р 1/00-23/00 5.2 Другая проверенная документация в той мере, в какой она включена в поисковые подборки: 5.3 Электронные базы данных, использованные при поиске (название базы, и если, возможно, поисковые термины): СТРО, СМГРА, РЕРАТБЗ пе, РУУР1Т, ЕАРАТТУ, Езрасепеф, ]-Р]а Ра, КТРВГ5, РАТЕМТСОРЕ, Ра беагсВ, Оцез{е]-Огри, КОРТО, ИЗРТО 6. ДОКУМЕНТЫ, ОТНОСЯЩИЕСЯ К ПРЕДМЕТУ ПОИСКА Кате- Наименование документа с указанием (где необходимо) частей ...

Adjustable speed control device

Method for controlling compressor and engine system therefor

FIELD: engines. SUBSTANCE: invention can be used in internal combustion engines with supercharging. A method of controlling operation of compressor (22) intended to supply charge air to engine (10), lies in the fact that changing the maximum output temperature of compressor (22) is based on the dependence of the output temperature of compressor (22) of compressor running time (22). Monitor the operation of compressor (22) so that the outlet temperature of compressor (22) does not exceed the maximum permissible value. Disclosed is a system for a supercharged engine. EFFECT: technical result is to prevent coking inside the compressor. 15 cl, 4 dwg, 2 tbl РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 583 474 C2 (51) МПК F02B 37/16 (2006.01) F02D 23/00 (2006.01) F02D 41/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2012104736/06, 10.02.2012 (24) Дата начала отсчета срока действия патента: 10.02.2012 (72) Автор(ы): ДИКСОН Джон (GB) (73) Патентообладатель(и): Форд Глобал Технолоджис, ЛЛК (US) Приоритет(ы): (30) Конвенционный приоритет: (43) Дата публикации заявки: 20.08.2013 Бюл. № 23 R U 10.02.2011 GB 1102342.1 (45) Опубликовано: 10.05.2016 Бюл. № 13 2 5 8 3 4 7 4 R U (54) СПОСОБ КОНТРОЛЯ РАБОТЫ КОМПРЕССОРА И СИСТЕМА ДВИГАТЕЛЯ ДЛЯ ЕГО ОСУЩЕСТВЛЕНИЯ (57) Реферат: Изобретение может быть использовано в компрессора (22). Контролируют работу двигателях внутреннего сгорания с наддувом. компрессора (22) таким образом, чтобы выходная Способ управления работой компрессора (22), температура компрессора (22) не превышала выполненного с возможностью подачи максимально допустимое значение. Раскрыта надувочного воздуха в двигатель (10), система двигателя с наддувом. Технический заключается в том, что изменяют максимально результат заключается в предотвращении допустимую выходную температуру компрессора коксования компрессора. 2 н. и 13 з.п. ф-лы, 4 ил., (22) на основании зависимости выходной 2 табл. температуры ...

Internal combustion engine provided with variable compression ratio mechanism

Internal combustion engine with spark ignition

FIELD: engines and pumps. SUBSTANCE: proposed engine comprises compression ratio control mechanism (A) designed to vary compression ratio. Besides, it comprises valve timing control mechanism (B) designed to vary intake valve closing moment wherein preset is the inhibited zone for combination of mechanical compression and intake valve (7) closing moment to inhibit getting of working point in inhibited zone. Said working point represents a combination of mechanical compression degree and intake valve (7) closing moment. Said of mechanical compression degree and intake valve (7) closing moment can vary from current working point in direction towards required one on the side of lower mechanical compression degree without getting in inhibited zone when compression mechanism fails. EFFECT: required combustion at lower compression ratio at failure of compression control mechanism. 11 cl, 57 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 524 157 C1 (51) МПК F02D 15/04 (2006.01) F02D 13/02 (2006.01) F02D 43/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2012149224/06, 24.05.2010 (24) Дата начала отсчета срока действия патента: 24.05.2010 (72) Автор(ы): КАВАСАКИ Такаси (JP) (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) R U Приоритет(ы): (22) Дата подачи заявки: 24.05.2010 (45) Опубликовано: 27.07.2014 Бюл. № 21 (56) Список документов, цитированных в отчете о поиске: WO 2008/012971 A1, 31.01.2008 . WO (85) Дата начала рассмотрения заявки PCT на национальной фазе: 24.12.2012 (86) Заявка PCT: 2 5 2 4 1 5 7 R U (87) Публикация заявки PCT: WO 2011/148514 (01.12.2011) Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, строение 3, ООО "Юридическая фирма Городисский и Партнеры" (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ (57) Реферат: Изобретение может быть использовано в комбинацию степени механического сжатия и двигателях внутреннего сгорания. Двигатель момента закрытия ...

Patent RU2018135670A3

РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2018 135 670 A (51) МПК F02D 15/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2018135670, 16.11.2016 (71) Заявитель(и): НИССАН МОТОР КО., ЛТД. (JP) Приоритет(ы): (30) Конвенционный приоритет: 11.03.2016 JP 2016-047768 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 11.10.2018 R U (43) Дата публикации заявки: 13.04.2020 Бюл. № 11 (72) Автор(ы): ТАКАХАСИ Ейдзи (JP), ОКАМОТО Казухико (JP) (86) Заявка PCT: (87) Публикация заявки PCT: WO 2017/154269 (14.09.2017) A Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр. 3, ООО "Юридическая фирма Городисский и Партнеры" R U (57) Формула изобретения 1. Способ управления для двигателя внутреннего сгорания, который включает в себя механизм переменной степени сжатия, который выполнен с возможностью изменять степень сжатия, и в котором целевая степень сжатия изменяется при изменении степени сжатия так, что фактическая степень сжатия не может следовать за целевой степенью сжатия, способ управления содержит этапы, на которых: управляют степенью сжатия с помощью управляющей целевой степени сжатия, величина изменения которой в единицу времени ограничивается, чтобы быть равной или меньше предварительно определенного порогового значения величины изменения, и которая изменяется так, что разница между управляющей целевой степенью сжатия и фактической степенью сжатия меньше, чем разница между целевой степенью сжатия и фактической степенью сжатия, вместо целевой степени сжатия; и задают первое пороговое значение величины изменения, которое является пороговым значением величины изменения управляющей целевой степени сжатия в единицу времени в сторону высокой степени сжатия, меньше второго порогового значения величины изменения, которое является пороговым значением величины изменения управляющей целевой степени сжатия в единицу времени в сторону низкой степени сжатия. 2. Способ управления для двигателя внутреннего ...

Storage of a throttle valve shaft in an exhaust pipe

Storage of the flap of an engine brake

Control device, in particular for the fuel-air mixture of an internal combustion engine operating with external ignition

Method for compensating a gas spring action in the case of cylinder shutoff with exhaust gas inclusion

본 발명은, 복수의 실린더를 갖는 연소 엔진을 제어하기 위한 방법에 관한 것이며, 이 경우 연소 엔진은 모든 실린더가 활성인 제1 작동 상태 및 복수의 실린더 중 하나는 활성이고 복수의 실린더 중 하나는 비활성인 제2 작동 상태를 갖는다. 이 방법은, 연소 엔진을 제1 작동 상태로부터 제2 작동 상태로 전환하는 단계를 포함하며, 이 경우 비활성화될 실린더 내에서는, 연소 행정 후에 배기 밸브가 그리고 연소 행정에 후속하는 흡기 행정 전에 흡기 밸브가 폐쇄된 상태에서 비활성화되며, 비활성화될 실린더의 점화각의 더 앞선 점화 시점으로의 변경 그리고 공기/연료 혼합물의 선택적 변화는 연소 행정 동안 생성되는 배기가스의 온도 감소를 유도한다. 본 발명은 또한, 상기 방법을 수행하도록 설계되고 상기 방법을 수행하기에 적합한 엔진 제어부, 연소 엔진 및 차량과도 관련이 있다. The present invention relates to a method for controlling a combustion engine having a plurality of cylinders, in which case the combustion engine is in a first operating state in which all the cylinders are active and one of the plurality of cylinders is active and one of the plurality of cylinders is inactive. Has a second operating state. The method includes the step of switching the combustion engine from a first operating state to a second operating state, in which case, in the cylinder to be deactivated, the exhaust valve after the combustion stroke and the intake valve before the intake stroke subsequent to the combustion stroke. Deactivated in the closed state, a change in the ignition angle of the cylinder to be deactivated to an earlier ignition point and an optional change in the air/fuel mixture lead to a decrease in the temperature of the exhaust gases produced during the combustion stroke. The invention also relates to engine controls, combustion engines and vehicles designed to carry out the method and suitable for carrying out the method.