УПРАВЛЯЕМЫЙ РЕГУЛЯТОР РАСХОДА СЖИЖЕННОГО ГАЗА

1. Управляемый регулятор расхода сжиженного газа, содержащий корпус с газовой полостью, сообщенной с входным и выходным отверстиями, расходный газовый клапан с электромагнитным приводом, входной газовый клапан с электромагнитным приводом, установленный во входном отверстии корпуса, по меньшей мере один выходной газовый клапан с электромагнитным приводом, соединяющийся с выходным отверстием корпуса, датчик давления, установленный в газовой полости нагреватель сжиженного газа и электронный блок управления, вход которого электрически связан с датчиком давления газа, а выходы электронного блока управления электрически связаны с электромагнитными приводами расходного газового клапана, входного газового клапана и выходного газового клапана, причем вход расходного газового клапана сообщен с источником сжиженного газа, а выход сообщен с входным газовым клапаном, отличающийся тем, что нагреватель сжиженного газа размещен в корпусе с возможностью нагрева поверхностей газовой полости, электронный блок управления выполнен с возможностью формирования электрического сигнала «включен-выключен», подаваемого на электромагнитный привод расходного газового клапана, и широтно-импульсных электрических сигналов, подаваемых на электромагнитные приводы входного газового клапана и выходного газового клапана, причем длительность импульса широтно-импульсного сигнала пропорциональна разности измеренного датчиком давления газа и заданного давления газа, хранящегося в памяти электронного блока управления, а расстояние по ходу движения газа в газовой полости от входного отверстия в корпусе до датчика давления больше расстояния по ходу движения газа от датчика давления до выходного отверстия в корпусе. 2. Регулятор по п.1, отличающийся тем, что нагреватель сжиженного газа выполнен в виде размещенного в корпусе канала для подачи жидкого теплоносителя от внешнего источника нагрева. 3. Регулятор по п.1, отличающийся тем, что нагреватель сжиженного газа выполнен в виде электрического нагревательного ...

ДВИГАТЕЛЬ С ВРАЩАЮЩИМИСЯ БОКОВОЙ И ЗАДНЕЙ СТЕНКАМИ КАМЕР ВНУТРЕННЕГО СГОРАНИЯ, ГИРОСКОПИЧЕСКИМ ЭФФЕКТОМ ДЛЯ УСТОЙЧИВОСТИ, УПРАВЛЯЕМЫМИ РОТОРОМ ЭЛЕКТРОМАГНИТНЫМИ КЛАПАНАМИ, ТРАНСМИССИЕЙ МИНИМИЗАЦИИ РАСХОДА ЭЛЕКТРОЭНЕРГИИ И ТОПЛИВА

1. Двигатель, содержащий статор, ротор, автоматическую коробку передач (АКП), турбину с инжекторами или карбюратор и свечи зажигания (для бензинового двигателя), аккумулятор, топливный насос, дополнительно снабжен камерой вдоль периметра ротора, четным числом плунжеров, сопряженных жестко с ротором, четным числом смещаемых задних стенок, расположенных в статоре равномерно вдоль периметра ротора; в окрестности задних стенок есть электромагнитные клапаны впрыска топлива и подачи воздуха, свечи зажигания (только для бензинового двигателя), отверстия и электромагнитные клапаны выпуска газа; снабжен щеточными выключателями, приводом с трансмиссией экономии энергии и топлива на высоких стационарных скоростях. 2. Двигатель по п.1 снабжен только двумя плунжерами и двумя задними стенками. 3. Двигатель по пп.1 и 2 дополнительно снабжен редуктором управления задними стенками. 4. Двигатель по пп.1, и 2 снабжен обгонной муфтой, сопрягающей плунжеры и ротор. 5. Двигатель по пп.1, и 2 дополнительно снабжен несколькими роторно-статорными камерами внутреннего сгорания со сдвигом по фазе вращения плунжеров и задних стенок. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F02B 21/00 (11) (13) 135 727 U1 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ 2013123715/03, 24.05.2013 (24) Дата начала отсчета срока действия патента: 24.05.2013 (72) Автор(ы): Шлыгин Виктор Викторович (RU) (73) Патентообладатель(и): Шлыгин Виктор Викторович (RU) R U Приоритет(ы): (22) Дата подачи заявки: 24.05.2013 (45) Опубликовано: 20.12.2013 Бюл. № 35 1 3 5 7 2 7 R U Формула полезной модели 1. Двигатель, содержащий статор, ротор, автоматическую коробку передач (АКП), турбину с инжекторами или карбюратор и свечи зажигания (для бензинового двигателя), аккумулятор, топливный насос, дополнительно снабжен камерой вдоль периметра ротора, четным числом плунжеров, сопряженных жестко с ротором, четным числом смещаемых задних стенок, расположенных в статоре ...

Устройство наддува для двигателя внутреннего сгорания

Полезная модель относится к области двигателестроения, в частности к устройствам наддува для двигателя внутреннего сгорания с турбокомпрессором. Технический результат заключается в повышении надежности устройства наддува для двигателя внутреннего сгорания с турбокомпрессором, обладающего простой конструкцией и уменьшенными массогабаритными характеристиками. Сущность полезной модели заключается в том, что устройство наддува включает в себя ресивер с датчиком измерения давления, аварийным клапаном давления и трехходовым клапаном, выполненным с возможностью управления положением его запорного элемента посредством блока управления устройством наддува. Трехходовой клапан своим первым выходом подключен к выпускному коллектору ДВС, второй выход трехходового клапана соединен с ресивером, а третий выход трехходового клапана соединен с входом в турбину турбокомпрессора посредством выпускной магистрали. Компрессор турбокомпрессора соединен своим входом с электронной дроссельной заслонкой ДВС, перед которой установлен воздушный фильтр. Электронная дроссельная заслонка ДВС управляется блоком управления двигателя, который может также получать управляющие сигналы от блока управления устройством наддува. Блок управления устройством наддува выполнен с возможностью управления приводом трехходового клапана подключения датчика измерения давления и блока управления двигателем. 4 з.п. ф-лы, 4 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 197 343 U1 ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ИЗВЕЩЕНИЯ К ПАТЕНТУ НА ПОЛЕЗНУЮ МОДЕЛЬ PC9K Государственная регистрация отчуждения исключительного права по договору Лицо(а), передающее(ие) исключительное право: Федеральное государственное бюджетное образовательное учреждение высшего образования "Московский политехнический университет" (Московский Политех) (RU) R U Приобретатель(и) исключительного права: Общество с ограниченной ответственностью "Мобил ГазСервис" (RU) (73) Патентообладатель(и): Общество с ограниченной ответственностью " ...

Fuel supply device

A fuel supply device includes: an injector that injects and supplies fuel to an engine; a pressure accumulator communicating with a cylinder of the engine through a communication passage; a valve that opens or closes the communication passage; and a controller that controls the injector and the valve. When the engine is rotated, an air-fuel mixture is compressed in the cylinder, and an accumulating portion of the controller accumulates the air-fuel mixture in the pressure accumulator. When the engine is restarted, a supplying portion of the controller supplies the air-fuel mixture accumulated in the pressure accumulator to the cylinder.

Method and system for storing energy and generating power heat in a subsea environment

Systems and methods are disclosed for storing energy and generating power and/or heat within a subsea environment. The systems and methods utilize stored compressed air within an air storage chamber to drive an engine/generator system in order to generate power. The engine may or may not utilize combustion. Alternatively, the systems and methods utilize stored compressed air to supply air to a combustor to generate heat. The heat generated can be used for variety of purposes, including to generate steam and to heat heavy oil.

AIR CONNECTOR FOR AN INTERNAL COMBUSTION ENGINE

An air connector is described mountable opposite an intake or exhaust port in an associated intake or exhaust pipe of an internal combustion engine to allow the port to communicate selectively with the associated pipe and with a compressed air storage tank. The connector comprises a stopper mounted on a rod movable by an actuator between an open position in which the port communicates with the associated pipe and a closed position in which the stopper seals around the entrance of the port to isolate the port from the associated pipe. An air passage is provided in the stopper and the rod to allow communication between the port and the compressed air storage tank when the stopper is in the closed position, and a check valve is arranged in the air passage and biased in a direction to prevent escape of air from the compressed air storage tank in all positions of the stopper. 17-. (canceled)9. The air connector of claim 8 , further comprising an actuator operable to move the stopper between the open and closed positions.10. The air connector of claim 9 , wherein the actuator is a pneumatic actuator comprising a pneumatic air cylinder connectable to receive compressed air from the compressed air storage tank claim 9 , and a piston having an opening communicating between the air passage in the rod and the pneumatic air cylinder claim 9 , the piston having an effective area larger than the air blockage area of the stopper such that the closing force exerted on the piston by the air pressure in the pneumatic air cylinder exceeds the opening force exerted on the stopper by the air pressure transmitted to or generated within the blocked port.11. An air connector as claimed in claim 10 , further comprising a return spring to retract the stopper from the port entrance when the pneumatic air cylinder is disconnected from the compressed air storage tank and vented instead to the ambient atmosphere.12. The air connector of claim 8 , wherein the check valve includes a spring biased ...

Air spring system for an internal combustion engine

A method of supplying air to an air spring biasing one of an intake valve and an exhaust valve of an internal combustion engine to a closed position is disclosed. The method includes: driving an air compressor with a motor prior to starting of the internal combustion engine, the air compressor fluidly communicating with the air spring to supply air to the air spring; determining that a predetermined condition has been reached; starting the engine once the predetermined condition has been reached; and driving the air compressor with a rotating shaft of the engine once the engine has started.

Turbo charger pre-spooler

A turbo charger for an internal combustion engine includes a turbo charger housing defining a spool axis and including an exhaust chamber having an exhaust inlet and an exhaust outlet. The turbo charger housing also defines an air compressor chamber having an air inlet and an air outlet. A spool is mounted within the turbo charger housing for rotation about the spool axis. The spool includes a spool shaft with an exhaust turbine wheel mounted at one end and an air compressor wheel coaxially mounted for common rotation at the opposite end of the spool shaft. A compressed gas injector is mounted to the exhaust chamber of the turbo charger housing for providing a compressed gas flow to the exhaust turbine wheel from a source external to the turbo charger housing in order to supplement power from the exhaust to rotate the spool.

Internal combustion engine with direct air injection and pivoting valve

An internal combustion engine is provided. The engine comprises at least one combustion chamber. The engine is suitable for various types of fuel. The engine, depending on fuel type, may have at least one spark plug. The engine uses an external source of compressed oxidant, such as air, which is delivered from a compressor and/or pressurized storage tank. Compressed oxidant, such as air, is delivered directly into the combustion chamber. Fuel is delivered directly into the combustion chamber. Oxidant and fuel mixture is ignited either by means of a spark plug, laser ignition, or by other means, or ignites spontaneously, depending on fuel type and pressure in the combustion chamber. The engine may comprise at least one cylinder, or may be of rotary or other type. A hybrid vehicle based on such an engine is provided. An automatic parking system for such a vehicle is provided.

ON-BOARD DIAGNOSTICS OF A TURBOCHARGER SYSTEM

A turbocharger system () of a combustion engine () comprises a turbocharger turbine () operable by exhaust gases, a valve () configured to control gas flow of pressurized gas from a pressurized gas reservoir () to the turbocharger turbine (), and a sensor (). Turbocharger system operation comprises injecting a test pulse of pressurized gas from the pressurized gas reservoir () to drive the turbocharger turbine () by means of controlling the valve (), detecting an impact of injected pressurized gas on the turbocharger turbine () by means of the sensor (), collecting data from the sensor (), and diagnosing the turbocharger system () by evaluating an operational response of the turbocharger turbine () as a result of the injected test pulse of pressurized gas, based on the collected data. 2. A method according to claim 1 , characterized by that the step of evaluating the operational response of the turbocharger turbine comprises the further step ofcomparing the data collected after the test pulse has been injected to data collected before the test pulse is injected.3. (canceled)5. A method according to claim 4 , characterized by the further steps of when a current delay time has been determined claim 4 ,injecting a control pulse of pressurized gas from the pressurized gas reservoir to drive the turbocharger turbine, wherein the control pulse is longer than the current delay time,detecting impact of injected pressurized gas on the turbocharger turbine by means of the sensor,collecting data from the sensor, andevaluating if the operational response as a result of the injected control pulse indicates that the turbocharger system operates as expected.6. A method according to claim 4 , characterized by the further step ofstoring current delay time as a stored system delay time, whereby stored system delay time is used to optimize operation of the turbocharger system.7. A method according to claim 6 , characterized by the further step ofcorrelating and storing the stored ...

COMPRESSED AIR SUPPLY METHOD

A compressed air supply system includes an engine. The engine has at least one combustion chamber defined by a cylinder, a piston operable to reciprocate within the piston, and an injector operable to inject fuel into the cylinder. The engine further includes at least one intake valve, at least one exhaust valve, and at least one compressed air valve, all associated with the cylinder. The engine has a combustion cycle for producing power, wherein the combustion cycle includes a compression stroke, a power stroke, an exhaust stroke, and an intake stroke. The engine also has an air compression cycle for producing compressed air. The air compression cycle includes an air compression intake stroke and an air compression stroke. At least one control component is in communication with the engine and is configured to selectively control the engine to alternate between the combustion cycle and the air compression cycle. 1. A compressed air supply system , comprising:(a) an engine having at least one combustion chamber defined by a cylinder, a piston operable to reciprocate within the piston, an injector operable to inject fuel into the cylinder, and at least one intake valve, at least one exhaust valve, and at least one compressed air valve associated with the cylinder, the engine having a combustion cycle for producing power, the combustion cycle comprising a compression stroke, a power stroke, an exhaust stroke, and an intake stroke, the engine further having an air compression cycle for producing compressed air, the air compression cycle comprising an air compression intake stroke and an air compression stroke; and(b) at least one control component in communication with the engine, the at least one control component being configured to selectively control the engine to alternate between the combustion cycle and the air compression cycle.2. The compressed air supply system of claim 1 , wherein the at least one control component is further configured to prevent the ...

Liquid and Gaseous Multi-Fuel Compression Ignition Engines

Methods of operation of liquid and gaseous multi-fuel compression ignition engines that may be operated on a gaseous fuel or a liquid fuel, or a combination of both a gaseous fuel and a liquid fuel at the same time and in some embodiments, in the same combustion event. Various embodiments are disclosed. 1. A method of operating an engine comprising:providing a compression ignition engine having at least one combustion cylinder having a liquid fuel injector and a gaseous fuel injector for providing a gaseous fuel and air mixture to the engine;adding the gaseous fuel and air to the combustion cylinder during an intake stroke of the engine;compressing the air and gaseous fuel mixture to obtain compression ignition when a piston in the combustion cylinder is at or near a top dead center position.2. The method of wherein after ignition claim 1 , initiating a series of short injection pulses of the liquid fuel into the combustion chamber as the piston moves away from the top dead center position using the liquid fuel injector to extend the combustion over a greater crankshaft angle.3. The method of wherein the series of short injection pulses comprises at least 8 injection pulses.4. The method of wherein the gaseous fuel is compressed natural gas.5. The method of wherein the liquid fuel has a self ignition temperature that is less than the self ignition temperature than the compressed natural gas.6. The method of wherein the liquid fuel is a diesel fuel.7. The method of further comprising:providing a gaseous fuel to the air before it is compressed as the piston in the combustion cylinder moves toward a top dead center position.8. The method of wherein compression ignition occurs by compression ignition of the gaseous fuel.9. The method of wherein compression ignition occurs by compression ignition of the liquid fuel.10. The method of wherein the liquid fuel has a self ignition temperature that is greater than the self ignition temperature than the compressed natural gas. ...

Isothermal Compression Based Combustion Engine

Systems and methods are disclosed that include operating an isothermal compression based combustion (IsoC) engine by injecting isothermally compressed air into a combustion engine immediately prior to a combustion event in order to increase the efficiency of the engine, improve emissions, and substantially eliminate autoignition and associated design constraints. The IsoC engine utilizes an intercooled compressor to isothermally compress air that is stored in a plurality of capacitance tanks prior to delivery of the compressed air to the combustion engine. The IsoC engine allows combustion to be selectively terminated to increase fuel efficiency, thereby resulting in a hybrid compressed air-motor and internal combustion operated IsoC engine. 1. An isothermal compression based combustion (IsoC) engine , comprising: receive a volume of isothermally compressed air into at least one cylinder of the combustion engine; and', 'power a drive train in response to receiving the volume of isothermally compressed air into the at least one cylinder of the combustion engine., 'a combustion engine configured to2. The IsoC engine of claim 1 , wherein the combustion engine is configured to selectively receive a volume of fuel into the cylinder and ignite the volume of fuel in the presence of the volume of isothermally compressed air in the cylinder to power the drive train.3. The IsoC engine of claim 2 , wherein the combustion engine is configured to prevent autoignition of the volume of fuel selectively injected into the cylinder.4. The IsoC engine of claim 2 , wherein the combustion engine is configured to selectively omit the injection of the volume of fuel and power the drive train by expansion of the volume of air in the cylinder using no combustion.5. The IsoC engine of claim 1 , further comprising:a compressor configured to isothermally compress a volume of air.6. The IsoC engine of claim 5 , wherein the compressor is coupled to a crankshaft of the combustion engine through a ...

A METHOD FOR CONTROLLING A TURBOCHARGER SYSTEM AND A TURBOCHARGER SYSTEM FOR A COMBUSTION ENGINE

The invention relates to a method for controlling a turbocharger system () fluidly connected to an exhaust manifold () of a combustion engine (). The turbocharger system comprises a tank () with pressurized gas, and a turbocharger turbine () operable by exhaust gases from the exhaust manifold. The tank is fluidly connectable to the turbocharger turbine. The method comprises the steps of: determining a first operational mode in which zero fuel, or only a predetermined low amount of fuel, is injected to the combustion engine, for a predetermined time period; and, after the predetermined time period, injecting pressurized gas from the tank to drive the turbocharger turbine, such that the turbocharger turbine is activated by the pressurized gas. 1. A method for controlling a turbocharger system fluidly connected to an exhaust manifold of a combustion engine said turbocharger system comprising a tank with pressurized gas , and a turbocharger turbine operable by exhaust gases from said exhaust manifold , said tank being fluidly connectable to said turbocharger turbine , said method comprising the steps of:determining a first operational mode in which zero fuel, or only a predetermined low amount of fuel, is injected to the combustion engine, for a predetermined time period; and, after said predetermined time period,injecting pressurized gas from said tank to drive said turbocharger turbine, such that the turbocharger turbine is activated by said pressurized gas.2. A method according to claim 1 , in which said first operational mode is an operational mode of zero fuel injection to the combustion engine claim 1 , and said step of determining said first operational mode comprises determining a zero fuel condition in which zero fuel is injected to the combustion engine for the predetermined time period.3. A method according to claim 1 , wherein said predetermined low amount of fuel is defined as the amount of fuel required for maintaining a negative momentum to the engine ...

NATURAL GAS ENGINE SYSTEM WITH IMPROVED TRANSIENT RESPONSE

A natural gas engine system may have an engine having at least one cylinder. The engine may also have an intake manifold configured to deliver air for combustion to the cylinder and an exhaust manifold configured to discharge exhaust from the cylinder. The natural gas engine system may have a generator coupled to the engine. The generator may be configured to generate electrical power for an electrical load. The natural gas engine system may have a fuel source configured to supply natural gas for combustion in the engine, and an air tank in fluid communication with the intake manifold and the exhaust manifold. Further, the natural gas engine system may have a controller. The controller may be configured to direct a first amount of air from the air tank to the exhaust manifold and a second amount of air from the air tank to the intake manifold. 1. A natural gas engine system , comprising: at least one cylinder;', 'an intake manifold configured to deliver air for combustion to the cylinder;', 'an exhaust manifold configured to discharge exhaust from the cylinder;, 'an engine, includinga generator coupled to the engine and configured to generate electrical power for an electrical load;a fuel source configured to supply natural gas for combustion in the engine;an air tank in fluid communication with the intake manifold and the exhaust manifold; anda controller configured to direct a first amount of air from the air tank to the exhaust manifold and direct a second amount of air from the air tank to the intake manifold.2. The natural gas engine system of claim 1 , further including a turbocharger that includes:a turbine stage in fluid communication with the exhaust manifold and the air tank, the turbine stage being configured to be driven by at least one of the exhaust and the first amount of air; anda compressor stage coupled to the turbine stage, the compressor stage configured to direct a third amount of air from ambient to the intake manifold.3. The natural gas engine ...

TWO-STROKE SPARK-IGNITION ENGINE

A two-stroke spark-ignition engine with through scavenging, exhaust valves (), an injection nozzle () and sparking plug () in the cylinder head is characterized by higher volume efficiency and higher volume output with the possibility of gradual change of timing of air inlet into the engine cylinder () from the idle run to the full power. The use of a charger or turbocharger is convenient. Higher volume efficiency is achieved by a limitation of flow of exhaust gas back to the suction part through a gradual change of the inlet section to the engine cylinder () and by ensuring a higher air pressure before the inlet section. The change of the inlet section is achieved by a rotary bushing () on the cylinder () or insert of the engine cylinder (), the bushing () being controlled with a control rod () from the throttle pedal. 1. A two-stroke spark-ignition engine with through scavenging , comprising:an engine cylinder having exhaust valves;an injection nozzle;an engine cylinder having a cylinder perimeter;a storage space with pressurized air;a cylinder head; anda sparking plug in the cylinder head,{'b': '2', 'wherein a bushing having a perimeter is rotatably mounted on the engine cylinder and provided with throttle openings on the perimeter of the bushing and wherein a plurality of inlet openings are arranged on the cylinder perimeter in a plurality of vertically spaced rows arranged one over the other and including at least a top row and a bottom row, and wherein the bushing is rotatably adjustably mounted on the engine cylinder wherein by rotary adjustment of the bushing, the inlet openings of the bottom row are the first of said plurality of rows to be opened and the inlet openings of the top row are the last to be opened for enabling passage of pressurized air from the storage space into the compression space of the engine cylinder ().'}2. The two-stroke spark-ignition engine according to claim 1 , wherein the inlet openings are circular and the throttle openings have ...

SYSTEM CONTROL STRATEGY AND METHODS FOR MULTI-PHYSICS FLUID ATOMIZING

A method of controlling fuel delivery to an engine includes providing a fluid atomizer, a mechanically driven air compressor, a start up air source, and an air valve coupled between the mechanically driven air compressor and the start up air source, charging the start up air source, delivering compressed air from the start up air source to the fluid atomizer, providing an initial air/fluid mixture with the fluid atomizer, and operating the air valve to direct compressed air from the mechanically driven air compressor to the fluid atomizer. 1. A method of controlling fluid delivery , comprising:providing a fluid atomizer, a mechanically driven air compressor and an air source;charging the air source with a volume of compressed air independent of the mechanically driven air compressor;delivering compressed air from the start up air source to the fluid atomizer;after delivering compressed air from the air source, operating the air valve to direct compressed air from the mechanically driven air compressor to the fluid atomizer.2. The method of claim 1 , wherein the air source comprises an electrically driven air compressor.3. The method of claim 1 , wherein the air source comprises an accumulator claim 1 , and charging the air source including delivering compressed air from one of a cylinder of an engine prior to starting the engine and an electrically driven air compressor to the accumulator.4. The method of claim 1 , wherein the air source includes a one-way valve and an accumulator claim 1 , and charging the air source includes controlling claim 1 , with the one-way valve claim 1 , air flow from a cylinder of an engine that is not running to the accumulator.5. The method of claim 3 , further comprising providing a scavenger valve into the cylinder and determining an engine position and cycle before opening the scavenger valve.6. The method of claim 3 , further comprising determining a pressure of the accumulator before delivering compressed air from the start up air ...

HYBRID OPPOSED-PISTON ENGINE SYSTEM

An opposed-piston engine system equipped for full hybrid compressed-air/combustion includes capacity for storing air compressed by the engine during a combustion mode of operation. The hybrid opposed-piston engine system includes a control mechanization for operating the opposed-piston engine in a combustion mode by provision of fuel, in a compressed-air mode by provision of stored compressed air, and in a combustion mode supplemented by provision of stored compressed air. A method of operating a hybrid vehicle equipped with an opposed-piston engine includes storing air compressed by the engine during a combustion mode of operation and operating in the vehicle a compressed-air mode by provision of stored compressed air. 1. A method of operating a fuel-injected , opposed-piston engine having at least one ported cylinder , and a pair of pistons disposed in opposition in the cylinder , the method comprising:compressing air in the cylinder between the opposed pistons during an intake/compression stroke;releasing compressed air from the cylinder;storing the released compressed air;providing fuel and air to the cylinder,operating the engine in response to combustion of the fuel;stopping provision of fuel to the engine; and then,releasing the stored air and,operating the engine in response to the released stored compressed air.2. A method of operating a vehicle equipped with an opposed-piston engine , comprising:compressing air in a cylinder of the engine;injecting fuel into the compressed air in the cylinder to operate the engine;detecting deceleration of the vehicle;preventing fuel injection into the compressed air in in the cylinder in response to the deceleration;opening a compression-release port located in an intermediate portion of the cylinder to release compressed air from the cylinder; and,storing the released compressed air in an air storage device.3. The method of operating a vehicle according to claim 2 , further including:detecting a pressure difference ...

SYSTEM CONTROL STRATEGY AND METHODS FOR MULTI-PHYSICS FLUID ATOMIZING

A method of controlling fuel delivery to an engine includes providing a fluid atomizer, a mechanically driven air compressor, a start up air source, and an air valve coupled between the mechanically driven air compressor and the start up air source, charging the start up air source, delivering compressed air from the start up air source to the fluid atomizer, providing an initial air/fluid mixture with the fluid atomizer, and operating the air valve to direct compressed air from the mechanically driven air compressor to the fluid atomizer. 1. A method of controlling fluid delivery , comprising:providing a fluid atomizer, a mechanically driven air compressor, a start up air source, and an air valve coupled between the mechanically driven air compressor and the start up air source;charging the start up air source with a volume of compressed air independent of the mechanically driven air compressor;delivering compressed air from the start up air source to the fluid atomizer;providing an initial air/fluid mixture with the fluid atomizer using the compressed air from the start up air source;after providing the initial air/fluid mixture, operating the air valve to direct compressed air from the mechanically driven air compressor to the fluid atomizer to create a secondary air/fluid mixture.2. The method of claim 1 , wherein the start up air source comprises an electrically driven air compressor.3. The method of claim 1 , wherein the start up air source comprises an accumulator claim 1 , and charging the start up air source including delivering compressed air from one of a cylinder of an engine that is not running and an electrically driven air compressor to the accumulator.4. The method of claim 1 , wherein the start up air source includes a one-way valve and an accumulator claim 1 , and charging the start up air source includes controlling air flow from a cylinder of an engine that is not running to the accumulator.5. The method of claim 3 , further comprising providing ...

VALVE ARRANGEMENT

A valve arrangement for supplying air to a combustion chamber of an internal combustion engine includes a first valve, the first valve including a first valve head, a first valve stem assembly and an internal cavity, which is at least partly located in the first valve stem assembly, and a second valve partly arranged within the internal cavity of the first valve, the second valve including a second valve head and a second valve stem assembly, and being movable within the internal cavity between an upper, closed position and a lower, open position, wherein a junction seal extends over a junction between the first valve stem assembly and the second valve stem assembly when the second valve is in the closed position. A leakage preventing arrangement is arranged to hinder leakage of liquid from the outside of the junction seal from reaching in between the first valve stem assembly and the second salve stem assembly. 1. A valve arrangement for supplying air to a combustion chamber of an internal combustion engine , the valve arrangement comprisinga first valve, the first valve comprising a first valve head, a first valve stem assembly and an internal cavity, which is at least partly located in the first valve stem assembly, the first valve being movable between an upper, closed position of the valve, and a lower, open position, in which open position air may be supplied to the combustion chamber past the first valve head,a second valve partly arranged within the internal cavity of the first valve, the second valve comprising a second valve head and a second valve stem assembly, and being movable within the internal cavity between an upper, closed position, in which closed position the second valve head is in contact with an inner surface of the first valve head, and a lower, open position in which open position additional air may be supplied to the combustion chamber via the internal cavity past the second valve head,a stem joining device extending between the first ...

Turbocharger

A turbocharger system for a vehicle may include a turbocharger, a tank for compressed gas and an exhaust manifold conduit in fluid communication with an inlet of the turbocharger. The tank is in fluid communication with the manifold conduit and is arranged to push compressed gas into the manifold conduit during a predetermined pulse duration time period for initial compressor spin up in the turbocharger.

INTERNAL COMBUSTION ENGINE

An internal combustion engine in which the power output is controlled by modulating at least one of the compression ratio, expansion ratio, ratio of expansion rate to compression rate, air to fuel ratio, and steam to air ratio. Continuous isobaric catalytic combustion followed by isothermal expansion and the use of separate compressor and expander devices are used. Control dynamically maximizes fuel efficiency for the given power demand conditions. Power output is controlled by modulating flame temperature and/or pressure instead of by throttling. Lean combustion, high compression ratio, exhaust heat recuperation, and high power density and fuel economy are provided. External cooling is minimized or eliminated. Insulation of the engine effectively reduces energy losses to friction. Interchangeable use of gasoline, hydrogen and ammonia at high fuel efficiency is made possible for transitional periods of fuel availabilities. An injector suitable for isothermal expansion is provided. 1. An internal combustion engine having a peak temperature comprising:a. a compressor for compressing inlet air,b. a heat exchanger for heating the compressed air exiting the compressor against expanded air exiting a positive displacement expander,c. a combustion chamber for heating the compressed air,d. a first injector which injects fuel into the combustion chamber to combust air and fuel,e. a positive displacement expander for expanding the compressed and heated air, said expander being separate from the compressor, andf. a controller which modulates the peak temperature to be less than a prescribed temperature by dynamically adjusting at least one of a compression ratio, an expansion ratio, an E/C ratio, and an A/F ratio.2. The internal combustion engine of further comprising a second injector which combusts the air and fuel in the expander.3. The internal combustion engine of further comprising a third injector which injects and evaporates water in the air in the engine.4. The ...

ANTI-SURGE AND RELIGHT SYSTEM

Systems and methods are provided that use compressed gas from a tank in an aircraft to avoid and/or recover from a compressor surge. Systems and methods are provided that use compressed gas from a tank to startup a gas turbine engine in an aircraft, where the gas turbine engine is configured as a prime power engine for the aircraft. 1. An anti-surge system comprising:a tank of compressed gas included in an aircraft;a gas turbine engine included in the aircraft; anda controller configured to cause compressed gas from the tank to be injected into a compressor of the gas turbine engine in response to detection of a compressor surge and/or a potential compressor surge.2. The anti-surge system of claim 1 , wherein the compressor of the gas turbine engine is configured to selectively receive the compressed gas at a plurality of stations of the compressor claim 1 , and the controller is configured to selectively control a pressure gradient across any of the stations.3. The anti-surge system of claim 1 , wherein the gas turbine engine is configured as a prime power engine for the aircraft.4. The anti-surge system of claim 1 , wherein a combustor is configured to receive compressed gas from the tank delivered in response to an engine startup command.5. The anti-surge system of further comprising an air start turbine configured to be driven by compressed air from the tank and to rotate a rotor of the gas turbine engine on startup of the gas turbine engine.6. The anti-surge system of claim 5 , wherein the controller is configured to cause the compressed gas from the tank to be injected into the compressor of the gas turbine engine on startup of the gas turbine engine.7. The anti-surge system of claim 1 , wherein the aircraft is a first aircraft and the tank is configured to receive compressed gas from a second aircraft in-flight.8. The anti-surge system of claim 1 , wherein the tank is configured to receive compressor bleed air claim 1 , ram air claim 1 , and/or a compressed ...

COMBUSTION SYSTEMS AND METHODS

Embodiments disclosed herein relate to internal combustion engines, combustion systems that include such internal combustion engines, and controls for controlling operation of the combustion engine. The internal combustion engine may include one or more mechanisms for injecting fuel, air, fuel-air mixture, or combinations thereof directly into one or more cylinders, and controls may operate or direct operation of such mechanisms. 1. A combustion system , comprising: one or more combustion chambers each of which includes one or more injection ports and an exhaust port;', 'one or more injectors each of which is in communication with a corresponding one of the one or more injection ports, each of the one or more injectors configured to inject at least an amount of air into a corresponding one of the one or more combustion chambers for a combustion reaction that produces a pressure increase within the corresponding one of the one or more combustion chambers;', 'one or more energy conversion mechanisms each of which is positioned within in a corresponding one of the one or more combustion chambers and configured to convert the pressure increase in the corresponding one of the one or more combustion chambers into mechanical energy;', 'an output shaft configured to move in response to the mechanical energy generated by the one or more energy conversion mechanisms; and', 'at least one exhaust valve in communication with the exhaust port of each of the one or more combustion chambers;', 'wherein the engine is devoid of at least one of a throttle body, a retainer, a cam lobe, a cam shaft, a timing belt, or a shim; and, 'an engine including determine the amount of the air, at least partially based on one or more inputs received by the controller, to inject into at least one combustion chamber of the one or more combustion chambers through the one or more injectors in communication with the at least one combustion chamber; and', 'actuate the one or more injectors in ...

SPLIT-CYCLE ENGINES WITH DIRECT INJECTION

In some embodiments, split-cycle engines are disclosed that are capable of operating in a normal firing mode in which a firing stroke is performed in the expansion cylinder only on every other rotation of the crankshaft. Fuel can be injected directly into the expansion cylinder during the non-firing rotation of the crankshaft over a period of time greater than what is possible with traditional split-cycle engines. A number of other advantages are associated with such engines. In some embodiments, two expansion cylinders can be provided such that a firing stroke is performed on every rotation of the crankshaft, even though each individual expansion cylinder only performs a firing stroke on every other rotation of the crankshaft. Air hybridized and/or Millerized variations of these engines, as well as various cylinder arrangements, are also disclosed herein. 1. A split-cycle engine , comprising:a crankshaft rotatable about a crankshaft axis;a compression piston slidably received within a compression cylinder and operatively connected to the crankshaft such that the compression piston reciprocates through a primary intake stroke and a primary compression stroke during a first rotation of the crankshaft and through a standby intake stroke and a standby compression stroke during a second rotation of the crankshaft immediately following the first rotation of the crankshaft;an expansion piston slidably received within an expansion cylinder and operatively connected to the crankshaft such that the expansion piston reciprocates through a standby expansion stroke and a standby exhaust stroke during the first rotation of the crankshaft and through a primary expansion stroke and a primary exhaust stroke during the second rotation of the crankshaft;a crossover passage interconnecting the compression and expansion cylinders; anda fuel injector configured to inject fuel into the expansion cylinder during at least a portion of at least one of the standby expansion stroke and the ...

Variable Compression Ratio Engines and Methods for HCCI Compression Ignition Operation

Variable compression ratio engines and methods for homogeneous charge, compression ignition operation. The engines effectively premix the fuel and air well before compression ignition. Various embodiments are disclosed including embodiments that include two stages of compression to obtain compression ratios well above the mechanical compression ratio of the engine cylinders for compression ignition of difficult to ignite fuels, and a controllable combustion chamber volume for limiting the maximum temperature during combustion. Energy storage with energy management are also disclosed. 1. A method of operating a compression ignition engine comprising:a) providing a piston engine having at least one compression cylinder and at least one combustion cylinder, each with a piston therein, the engine having electronically controllable engine valves, an intake manifold, an exhaust manifold and an air rail;b) taking air into the compression cylinder from the intake manifold during an intake stroke of the compression cylinder, compressing the air in the compression cylinder during a compression stroke and delivering the compressed air to the air rail;c) coupling the air rail to the combustion cylinder at or near the beginning of an intake stroke of the combustion cylinder and decoupling the air rail from the combustion cylinder before the pressure in the combustion cylinder exceeds the pressure in the air rail;d) compressing the air in the combustion cylinder to obtain ignition of a fuel in the air in the combustion cylinder at or near the end of the compression stroke of the combustion cylinder;e) executing a power stroke followed by an intake stroke in the combustion cylinder;f) repeating b) through e).2. The method of further comprising injecting a liquid fuel into the combustion cylinder during the intake stroke of c) or at least early in the compression stroke of d) to provide the fuel in the air in the combustion cylinder in d).3. The method of further comprising ...

Regenerative intensifier and associated systems and methods

Regenerative intensifier systems that can receive fluids from landfills, anaerobic digesters, wastewater treatment plants, animal waste lagoons, swamp gas, decaying permafrost, and oceanic clathrate decomposition interchangeably with natural gas and other available fuels and substances and provide suitably conditioned fuel for operation of an engine, fuel cell, or other industrial and/or chemical processes. Alternatively, gases collected from landfills, waste digesters, bakeries, breweries, ethanol plants, calciners, power plant stacks, electrolyzers, and/or natural gas that may be delivered at relatively low pressures can be converted to high pressure and/or high purity constituents to enable efficient utilization as a transportation fuel and/or industrial feedstock or chemical plant reactant.

HIGH-PRESSURE SPARK-IGNITION AND STRATIFICATION DEVICE FOR AN INTERNAL COMBUSTION ENGINE

A high-pressure spark-ignition and stratification device () for internal combustion engine () includes: 118911191018751417. A high-pressure spark-ignition and stratification device for an internal combustion engine () , said engine comprising a cylinder head () having at least one combustion chamber () into which there open an intake conduit () communicating with an intake plenum () , and an exhaust conduit () communicating with an exhaust manifold () and a catalytic converter () for post-treatment of the pollutants , said engine further comprising a pressurized lubrication circuit () , a cooling circuit () and an ECU computer , comprising:{'b': 20', '8', '1', '21', '22', '23', '79', '24', '39', '9', '1', '39', '9', '26', '25', '8', '1', '9', '1, 'at least one stratification valve () housed in the cylinder head () of the internal combustion engine (), said valve being kept in contact with a seat () by at least one spring () and said valve closing a first end of at least one stratification conduit () which opens into a stratification prechamber () while a second end that said conduit comprises opens into a stratification chamber (), the latter being connected by at least one stratification injection conduit () to the combustion chamber () of the internal combustion engine (), said at least one stratification injection conduit () opening into said combustion chamber () near protruding electrodes () of a spark plug () fixed in the cylinder head () of the internal combustion engine (), said electrodes being positioned in the combustion chamber () of said engine ();'}{'b': 27', '1', '20', '21, 'at least one stratification actuator () controlled by the ECU computer of the internal combustion engine (), said actuator being responsible for lifting the at least one stratification valve () off a seat (), keeping the at least one stratification valve open and returning the at least one stratification valve to the seat;'}{'b': 28', '79', '29', '30', '23', '31', '24, 'at least ...

High-pressure spark-ignition and stratification device for an internal combustion engine

A high-pressure spark-ignition and stratification device ( 2 ) for internal combustion engine ( 1 ) includes: a stratification valve ( 20 ) closing a stratification conduit ( 23 ) which opens into a stratification prechamber ( 79 ), the conduit also opening into a stratification chamber ( 24 ) connected by a stratification injection conduit ( 39 ) to the combustion chamber ( 9 ) of the internal combustion engine ( 1 ), the conduit opening near protruding electrodes ( 26 ) of a spark plug ( 25 ), the electrodes being positioned in the combustion chamber; a stratification actuator ( 27 ) responsible for lifting the stratification valve ( 20 ); a stratification line ( 28 ) connecting the stratification prechamber ( 79 ) to the outlet of a stratification compressor ( 29 ); a stratification fuel injector ( 33 ); elements for recirculating previously cooled exhaust gases ( 40 ).

IGNITION FILTER FOR COMPRESSED AIR ENGINE

A method for controlling an electronically actuated valve is described. An ignition signal for a combustion engine is received. The ignition signal is filtered. A control pulse for controlling an electronically actuated valve is generated based at least on the filtered ignition signal. The electronically actuated valve may control the release of compressed gas. 1. A method for controlling an electronically actuated valve , comprising:receiving an ignition signal for a combustion engine;filtering the ignition signal; andgenerating a control pulse for controlling an electronically actuated valve based at least on the filtered ignition signal, wherein the electronically actuated valve controls the release of compressed gas.2. The method of claim 1 , wherein filtering the ignition signal comprises triggering on at least a portion of the ignition signal to transform the ignition signal into a digital pulse.3. The method of claim 2 , wherein filtering the ignition signal comprises removing stray voltage spikes from the digital pulse.4. The method of claim 2 , further comprising:identifying an engine position based at least on a determined time of the digital pulse.5. The method of claim 2 , further comprising:identifying a rotational speed of the combustion engine based on a time difference between subsequent digital pulses.6. The method of claim 2 , further comprising:identifying each digital pulse.7. The method of claim 6 , further comprising:outputting a digital pulse for each identified digital pulse.8. The method of claim 6 , further comprising:outputting a digital pulse for every two identified digital pulses.9. The method of claim 1 , wherein generating the control pulse comprises:determining a start time for the control pulse based on at least one of a determined engine position and a determined rotational speed of the combustion engine;determining a dwell time for the control pulse based on at least one of a determined engine position and a determined rotational ...

SPLIT-CYCLE ENGINE

the present disclosure is related to an engine with entry ignition, comprising a compressor coupled to a pressure reservoir, wherein the pressure reservoir comprises a conduit connected to a mixing chamber wherein the mixing chamber comprises a fuel injector, and wherein the mixing chamber is coupled to a combustion chamber, a valve at the opening of the combustion chamber, wherein the valve is configured to open and close one or more channels between the mixing chamber and the combustion chamber, an exhaust valve at the opening of the combustion chamber. and a valve actuator connected to the exhaust valve. 1. An engine with entry ignition , comprising:a compressor coupled to a pressure reservoir, wherein the pressure reservoir comprises a conduit connected to a mixing chamber;wherein the mixing chamber comprises a fuel injector, and wherein the mixing chamber is coupled to a combustion chamber;a valve at the opening of the combustion chamber, wherein the valve is configured to open and close one or more channels between the mixing chamber and the combustion chamber,an exhaust valve at the opening of the combustion chamber, anda valve actuator connected to the exhaust valve.2. The engine of claim 1 , wherein the conduit connecting the pressure reservoir to the mixing chamber comprises a baffle.3. The engine of claim 1 , further comprising a thermal insulation layer for at least one of: the pressure reservoir claim 1 , the conduit connecting the pressure reservoir to the mixing chamber claim 1 , the mixing chamber claim 1 , and combinations thereof.4. The engine of claim 1 , wherein the compressor comprises an isothermal compressor and wherein a heat exchanger couples the isothermal compressor to the pressure reservoir.5. The engine of claim 1 , further comprising two or more compressors claim 1 , wherein one or more intercoolers connects the two or more compressors to each other.6. The engine of claim 1 , wherein the mixing chamber further comprises means for a cold ...

Turbocharger system for an engine

A system having an engine is provided. The system includes a high pressure (HP) turbocharger and a low pressure (LP) turbocharger connected in series with each other. The system also includes a first valve assembly configured to selectively bypass at least a portion of the exhaust from the engine to the LP turbocharger. The system also includes a storage tank configured to store a pressurized fluid and configured to be in fluid communication with the HP turbocharger and the LP turbocharger. The system further includes a second valve assembly in fluid communication with the storage tank, the HP turbocharger and the LP turbocharger. The system also includes a controller operatively coupled to the first valve assembly and the second valve assembly. The controller is configured to selectively operate the first valve assembly and the second valve assembly based on a change in a load requirement on the engine.

Method for Operating a Spark Ignition Internal Combustion Engine with an Exhaust Gas Turbocharger

A method is provided for operating a spark ignition internal combustion engine with an ignition angle adjustment by a control unit and with an exhaust gas turbocharger with a turbine and a compressor and, wherein a throttle valve is provided in an intake air manifold between the compressor and the internal combustion engine. A compressed air device is provided for introducing compressed air into the intake air manifold, including at least one pressure tank and an air injection valve that can be opened by the control unit and is connected to provide gas to the pressure tank for introducing compressed air into the intake air manifold between the throttle valve and the internal combustion engine. A first gas pressure is measured in the intake air manifold between the compressor and the throttle butterfly and a second gas pressure is measured between the throttle valve and the internal combustion engine. The throttle valve can be controlled or regulated by the control unit. 1. A method for operating a spark ignition internal-combustion engine with an ignition angle adjustment via an electronic control unit and having an exhaust gas turbocharger with a turbine , arranged in an exhaust gas section for an exhaust gas of the internal-combustion engine , and a compressor , arranged in an intake air section for intake air for the internal-combustion engine , a throttle valve being provided in a flow direction of the intake air downstream of the compressor and upstream of the internal-combustion engine , as well as having a compressed-air injection device including at least one pressure tank and an air injection valve connected in a gas-carrying manner with the pressure tank and being openable and closable by the electronic control unit , for introducing compressed air into the intake air section between the throttle valve and the internal-combustion engine , wherein , within the intake air section , a first gas pressure pbetween the compressor and the throttle valve and a ...

Method and system for vehicle tire inflation

Methods and systems are provided for using a forced induction system as a source of compressed air to pressurize a portable pressure vessel for inflating tires. In one example, a method may include providing instructions to the operator to initiate the method which includes the operator coupling the portable pressure vessel to a connection port included on the induction passage of the induction manifold. Responsive to more than one operator input, a controller selectively opens a pick-up valve in the connection port, and operates a plurality of engine systems to boost pressure in the induction passage to fill the portable pressure vessel.

HYBRID OPPOSED-PISTON ENGINE SYSTEM

An opposed-piston engine system equipped for full hybrid compressed-air/combustion includes capacity for storing air compressed by the engine during a combustion mode of operation. The hybrid opposed-piston engine system includes a control mechanization for operating the opposed-piston engine in a combustion mode by provision of fuel, in a compressed-air mode by provision of stored compressed air, and in a combustion mode supplemented by provision of stored compressed air. A method of operating a hybrid vehicle equipped with an opposed-piston engine includes storing air compressed by the engine during a combustion mode of operation and operating in the vehicle a compressed-air mode by provision of stored compressed air. 1. A hybrid engine system , comprising:an opposed-piston engine with at least one cylinder having piston-controlled exhaust and intake ports, a charge air channel to provide air to at least one intake port, an exhaust channel to remove exhaust gas from at least one exhaust port, a fuel system to deliver fuel for combustion in the cylinder, and a compression-release port in fluid communication with the cylinder bore;an air storage device;a bidirectional air transport channel connecting the air storage device with the compression release port; and,an engine control unit programmed to cause the bidirectional air transport channel to transport compressed air between the air storage device and the compression release port to either store compressed air in the air storage device or inject compressed air between the pistons.2. The hybrid engine system of claim 1 , in which the bidirectional air transport channel comprises a compression-release valve mounted in the compression release port claim 1 , a transport channel in fluid communication with the compression-release valve claim 1 , and a storage valve in fluid communication with the transport channel and connected to the air storage device.3. The hybrid engine system of claim 2 , in which the storage ...

Compressed air generation system and automotive vehicle comprising such a system

This compressed air generation system (12) for an automotive vehicle (V) comprises: —a turbocompressor (4) feeding an internal combustion engine (2) of the automotive vehicle (V) with compressed air, —an air compressor (8), —at least one compressed air tank (10) connected to an outlet pipe (82) of the air compressor (8), the air compressor (8) comprising an inlet pipe (80) fed with compressed air from the turbocompressor (4). The compressed air generation system (12) comprises a pressure regulator (14) placed downstream the turbocompressor (4) and upstream the air compressor (8) and which limits the pressure (P8) of the compressed air fed from the turbocompressor (4) to the air compressor (8) to a first threshold (T1).

Variable Compression Ratio Engines and Methods for HCCI Compression Ignition Operation

Variable compression ratio engines and methods for homogeneous charge, compression ignition operation. The engines effectively premix the fuel and air well before compression ignition. Various embodiments are disclosed including embodiments that include two stages of compression to obtain compression ratios well above the mechanical compression ratio of the engine cylinders for compression ignition of difficult to ignite fuels, and a controllable combustion chamber volume for limiting the maximum temperature during combustion. Energy storage with energy management are also disclosed. 1. A method of operating a compression ignition engine having at least one combustion cylinder and at least one compression cylinder , the method comprising:a) taking air into the compression cylinder during an intake stroke of the compression cylinder, compressing the air in the compression cylinder during a compression stroke and delivering the compressed air to an air rail; andb) coupling the air rail to the combustion cylinder at or near beginning of an intake stroke of the combustion cylinder, and decoupling the air rail from the combustion cylinder before pressure in the combustion cylinder exceeds pressure in the air rail.2. The method of claim 1 , further comprising:c) compressing the air in the combustion cylinder to obtain ignition of a fuel in the air in the combustion cylinder at or near the end of a compression stroke of the combustion cylinder;d) executing a power stroke followed by another intake stroke in the combustion cylinder; ande) repeating a) through d).3. The method of claim 2 , further comprising: injecting a liquid fuel into the combustion cylinder during the intake stroke of the combustion cylinder of b) or at least early in the compression stroke of the combustion cylinder of c) to provide the fuel in the air in the combustion cylinder in c).4. The method of claim 1 , further comprising: injecting a gaseous fuel into an intake manifold that delivers the air ...

SPLIT-CYCLE-ENGINE MULTI-AXIS HELICAL CROSSOVER PASSAGE WITH GEOMETRIC DILUTION

The current application is directed to mechanical devices that mix gasses, including an end section of a split cycle engine crossover passage. The end section forms, using high-pressure air from the crossover passage and fuel from the injector, a swirling, entwined mixture on multiple axes with distributed rotational frequencies that results in a superior air/fuel mixture. Additionally, by appropriately dividing the air and geometrically entwining the mixture from each of the parallel stages, the end section provides for geometric dilution of the air/fuel mixture. Multiple-axis swirling can be introduced into many 1. A multi-helical end piece within the crossover passage of a split cycle engine , the multi-helical end piece comprising:an input connection to a compression cylinder;an internal passageway comprising two helixes, the axes of the two helices non-parallel; andan output connection to a combustion cylinder.2. The multi-helical end piece of wherein the internal passageway comprises one or more additional helixes.3. The multi-helical end piece of wherein a mixture of fluids claim 1 , such as gasses or liquids claim 1 , is geometrically diluted by the multi-helical end piece.4. The multi-helical end piece of wherein input air is divided into input streams input to each of the multiple helices.5. The multi-helical end piece of wherein fuel is input claim 4 , along with air claim 4 , into a single helix.6. The multi-helical end piece of wherein the single helix claim 5 , into which fuel is input claim 5 , imparts a rotational velocity to the fuel/air mixture output from the single helix that is greater than the rotational velocities imparted to air output from the remaining helices.7. A multi-helical mixing passage comprising:an input;an internal passageway comprising two helixes, the axes of the two helices non-parallel; andan output.8. The multi-helical mixing passage of wherein the internal passageway comprises one or more additional helixes.9. The multi- ...

COMBUSTION ENGINE INCLUDING AN AIR INJECTOR, AND POWER GENERATING SYSTEM INCLUDING THE COMBUSTION ENGINE

A combustion engine includes a combustion cylinder, a fuel injector for injecting a fuel into the combustion cylinder, an oxygen source gas (OSG) injector for injecting compressed OSG into the combustion cylinder, and a piston which is formed in the cylinder and driven by force of a combustion reaction between the fuel and the compressed OSG. 1. A combustion engine , comprising:a combustion cylinder;a fuel injector for injecting a fuel into the combustion cylinder;an oxygen source gas (OSG) injector for injecting compressed OSG into the combustion cylinder; anda piston which is formed in the combustion cylinder and driven by force of a combustion reaction between the fuel and the compressed OSG.2. The combustion engine of claim 1 , wherein the OSG injector comprises a variable flow rate valve which is connected to a wall of the combustion cylinder.3. The combustion engine of claim 1 , wherein the OSG injector continuously decreases a flow rate of the compressed OSG into the combustion chamber from a time when the piston is near an end of an upstroke to a time of a spark to initiate the combustion reaction between the fuel and the compressed OSG.4. The combustion engine of claim 1 , wherein the OSG injector continuously decreases a flow rate of the compressed OSG into the combustion chamber from a time when the piston is near an end of an upstroke to a time when the piston begins a next upstroke.5. The combustion engine of claim 1 , wherein the OSG injector gradually decreases a flow rate of the compressed OSG into the combustion chamber from a time when the piston is near an end of an upstroke to a time when the piston begins a next upstroke.6. The combustion engine of claim 1 , wherein the OSG injector injects OSG into the combustion chamber at a first flow rate at a time when the piston is near an end of an upstroke claim 1 , and injects OSG into the combustion chamber at a second flow rate at a time when the piston is begins a next upstroke claim 1 , the second ...

SYSTEM AND METHOD FOR CONTROLLING VEHICLE ACCUMULATOR AIRFLOW

Methods and systems are provided for controlling airflow of an accumulator of a motorized vehicle. In one example, a method includes storing pressurized gases within the accumulator by flowing intake air from a compressor of an engine of the vehicle to a pressure booster arranged upstream of the accumulator. Pressurized gases stored within the accumulator may be used to drive one or more pneumatic devices. 1. A method for an engine , comprising:controlling a flow of engine intake air to a pressure booster arranged downstream of an intake air compressor based on a gas pressure of an accumulator.2. The method of claim 1 , further comprising pressurizing the engine intake air via the pressure booster and storing the pressurized engine intake air within the accumulator.3. The method of claim 2 , wherein pressurizing the engine intake air via the pressure booster and storing the pressurized engine intake air within the accumulator includes receiving the engine intake air at the pressure booster at a first pressure greater than atmospheric air pressure claim 2 , and outputting the pressurized engine intake air from the pressure booster to the accumulator at a second pressure greater than the first pressure.4. The method of claim 3 , further comprising adjusting the pressurized engine intake air from the second pressure to a third pressure via a pressure regulator arranged downstream of the accumulator claim 3 , and providing the pressurized engine intake air at the third pressure to an outlet configured to couple to a pneumatically-driven device.5. The method of claim 1 , wherein controlling the flow of the engine intake air to the pressure booster includes adjusting a position of a flow control valve arranged downstream of the intake air compressor and upstream of the accumulator.6. The method of claim 1 , wherein controlling the flow of the engine intake air to the pressure booster includes increasing a flow rate of the engine intake air to the pressure booster ...

METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE

A method for starting an internal combustion engine by a compressed air starting system, in which in a first starting sequence the engagement of the starter is brought about by compressed air, a decompression valve for relieving the cylinder working space is acted on in the opening direction, and starting of the internal combustion engine is initiated by pulsed compressed air being applied to the starter. In a second starting sequence the decompression valve is acted on in the closing direction, and constant compressed air is applied to the starter. 17-. (canceled)8. A method for starting an internal combustion engine with a compressed air starting system , comprising the steps of: in a first start sequence , engaging a starter using compressed air , acting on a decompression valve in an opening direction so as to relieve pressure in a cylinder working chamber , and also initiating a procedure of starting up the internal combustion engine by applying pulsed compressed air to the starter; and in a second start sequence acting on the decompression valve in a closing direction and applying constant compressed air to the starter.9. The method according to claim 8 , including determining a compressed air path for bringing the starter into engagement by a system controller via an engagement valve claim 8 , and determining a compressed air path for starting up the starter via a start valve in the first start sequence and also for rotating the starter in the second start sequence.10. The method according to claim 9 , including claim 9 , during the first start sequence claim 9 , controlling the start valve via a PWM signal in dependence upon a desired engine rotational speed.11. The method according to claim 10 , including increasing the desired engine rotational speed in a ramp-shaped manner from a first desired rotational speed value to a second desired rotational speed value.12. The method according to claim 11 , including calculating a rotational speed control deviation ...

HYBRID VEHICLE

Provided is a hybrid vehicle that includes a power train including an internal combustion engine equipped with a plurality of cylinders and a drive motor unit. The drive motor unit includes an electric motor coupled to the internal combustion engine without a clutch. The internal combustion engine includes one or more decompression devices that are each installed for a subset of one or more cylinders and that operate to release compression pressure in the subset of one or more cylinders in at least one of the course of an engine stop and course of an engine start-up in which combustion is not performed. The subset of one or more cylinders are selected such that, when the one or more decompression devices are operating, compression is not produced sequentially in cylinders that are adjacent to each other in terms of the firing order. 1. A hybrid vehicle , comprising a power train including an internal combustion engine equipped with a plurality of cylinders and a drive motor unit ,wherein the drive motor unit includes an electric motor coupled to the internal combustion engine without a clutch interposed between the drive motor unit and the internal combustion engine,wherein the internal combustion engine includes one or more decompression devices that are each installed for a subset of one or more cylinders that are one or more but not all of the plurality of cylinders, the one or more decompression devices operating to release compression pressure in the subset of one or more cylinders in at least one of a course of an engine stop and course of an engine start-up in which combustion is not performed, andwherein the subset of one or more cylinders are selected such that, when the one or more decompression devices are operating, compression is not produced sequentially in cylinders that are adjacent to each other in terms of a firing order of the internal combustion engine.2. The hybrid vehicle according to claim 1 , further comprising a control device claim 1 , ...

Liquid and Gaseous Multi-Fuel Compression Ignition Engines

Methods of operation of liquid and gaseous multi-fuel compression ignition engines that may be operated on a gaseous fuel or a liquid fuel, or a combination of both a gaseous fuel and a liquid fuel at the same time and in some embodiments, in the same combustion event. Various embodiments are disclosed. 1. A method of operating an engine comprising:providing a camless, electronically controlled compression ignition engine having at least one combustion cylinder having a liquid fuel injector and a gaseous fuel injector for providing a gaseous fuel and liquid fuel to the combustion cylinder;the compression ignition engine having a sufficient effective compression ratio to self ignite the gaseous fuel and the liquid fuel;whereby the compression ignition engine can be operated on the gaseous fuel, the liquid fuel, and a combination of both the gaseous fuel and the liquid fuel in each combustion event.2. The method of wherein a compression cylinder has the sufficient compression ratio when augmented by a turbocharger.3. The method of wherein compression ignition is initiated by injection of the gaseous fuel.4. The method of wherein compression ignition is initiated by injection of the liquid fuel.5. The method of wherein compression ignition is initiated by simultaneous injection of both the gaseous fuel and the liquid fuel.6. The method of wherein the gaseous fuel is compressed natural gas.7. The method of wherein the liquid fuel is diesel fuel.8. The method of wherein the liquid fuel is diesel fuel and the gaseous fuel is compressed natural gas. This application is a divisional of U.S. patent application Ser. No. 15/284,292 filed Oct. 3, 2016, which is a continuation of International Application No. PCT/US2015/024378 filed Apr. 3, 2015 which claims the benefit of U.S. Provisional Patent Application No. 61/974,937 filed Apr. 3, 2014.The present invention relates to the field of compression ignition internal combustion engines.Compression ignition engines are well known ...

SYSTEM CONTROL STRATEGY AND METHODS FOR MULTI-PHYSICS FLUID ATOMIZING

A method of controlling fuel delivery to an engine includes providing a fluid atomizer, a mechanically driven air compressor, a start up air source, and an air valve coupled between the mechanically driven air compressor and the start up air source, charging the start up air source, delivering compressed air from the start up air source to the fluid atomizer, providing an initial air/fluid mixture with the fluid atomizer, and operating the air valve to direct compressed air from the mechanically driven air compressor to the fluid atomizer. 1. A method of controlling fluid delivery , comprising:providing a fluid dispenser, an air compressor, and an air source;charging the air source with a volume of compressed air independent of the air compressor;delivering compressed air from the air source to the fluid dispenser;after delivering compressed air from the air source, delivering compressed air from the air compressor to the fluid dispenser for use in dispensing a fluid.2. The method of claim 1 , wherein the air source comprises an electrically driven air compressor.3. The method of claim 1 , wherein the air source comprises an accumulator claim 1 , and charging the air source including delivering to the accumulator compressed air from one of a cylinder of an engine prior to starting the engine during engine start cranking and an electrically driven air compressor.4. The method of claim 1 , wherein the air source includes a one-way valve and an accumulator claim 1 , and charging the air source includes controlling claim 1 , with the one-way valve claim 1 , delivery of air flow from a cylinder of an engine that is not running to the accumulator claim 1 , the delivery occurring during engine start cranking.5. The method of claim 3 , further comprising providing a scavenger valve into the cylinder and determining an engine position and cycle before opening the scavenger valve.6. The method of claim 3 , further comprising determining a pressure of compressed air in the ...

Method for Operating A Turbocharged Internal Combustion Engine with Turbolag Compensation

A method for operating a turbocharged internal combustion engine (), comprises the steps of operating the engine () by feeding combustion air and/or fuel into one or more combustion chambers (-) via intake openings/inlet valves (-), combusting the air and fuel and having a flow of exhaust gases flow out via exhaust openings/outlet valves (-), with the flow of exhaust gases driving a turbine portion () which in turn drives a compressor portion () for compressing combustion air prior to being fed into the one or more combustion chambers (-). The secondary air injection means (-) are activated for injecting pressurized secondary air into the engine () during an accelerating operation of the engine (), in such a way that during said accelerating operation of the engine (), one or more loads of pressurized secondary air are injected into the outlet manifold (). 1. A method for operating a turbocharged internal combustion engine , the method comprising the steps of: an engine block with one or more combustion chambers, each chamber having an intake opening and inlet valve and an exhaust opening and outlet valve;', 'an inlet manifold connecting a central combustion air inlet duct to the intake openings and inlet valves;', 'an outlet manifold connecting the exhaust openings and outlet valves to a central exhaust gas outlet duct;', 'a turbocharger having a turbine portion and a compressor portion, the turbine portion being positioned inside the central exhaust gas outlet duct, and the compressor portion being positioned inside the central combustion air inlet duct; and', 'a secondary air injection system for injecting pressurized secondary air into the engine,, 'providing an internal combustion engine havingoperating the engine by feeding combustion air and/or fuel into the one or more combustion chambers via their intake openings and inlet valves, combusting the air and fuel and having a flow of exhaust gases flow out via the exhaust openings and outlet valves, with the ...

COMBUSTION ENGINE AS WELL AS METHOD FOR ENGINE BRAKING USING SUCH A COMBUSTION ENGINE

Disclosed is a combustion engine and method for engine braking therein including an intake air channel having a first pressure, a first inlet valve between the intake air channel and the cylinder volume, an exhaust air channel having a second pressure, a first outlet valve between the cylinder volume and the exhaust air channel, and a storage reservoir having a third pressure higher than the first and second pressures, the storage reservoir being arranged in controllable fluid communication with the cylinder volume. The method takes place during two-stroke cycle and includes: displacing the piston from upper dead centre (UDC) towards lower dead centre (LDC), keeping the first inlet valve open during at least part of the travel from UDC to LDC, displacing the piston from LDC towards UDC, and keeping the fluid communication between the storage reservoir and cylinder volume open during at least a part of such travel. 1263291796102861011312116. A method for engine braking in a combustion engine comprising at least one cylinder () having a cylinder volume () and a piston () displaceable in said cylinder () , an intake air channel () having a first pressure (P) , a first inlet valve () arranged between the intake air channel () and the cylinder volume () , an exhaust air channel () having a second pressure (P) , a first outlet valve () arranged between the cylinder volume () and the exhaust air channel () , and a storage reservoir () having a third pressure (P) that is higher than said first pressure (P) and said second pressure (P) , the storage reservoir () being arranged in controllable fluid communication with the cylinder volume () , the method taking place during two-stroke cycle and comprises the steps of:{'b': '3', 'displacing the piston () from the upper dead centre towards the lower dead centre,'}{'b': 7', '3, 'keeping the first inlet valve () open during at least a part of the time the piston () is displaced from the upper dead centre to the lower dead centre ...

Power generation systems and methods

A number of exemplary power generation systems and methods are disclosed herein. In some embodiments, a compressed air energy storage system, optionally with split-cycle engine technology, is used to store energy obtained from the grid during off-peak hours and to supply stored energy to the grid and/or to an end user during on-peak hours. The system can include heat recovery features and can supply heat to the end user. In some embodiments, a generator system is used to provide power to an end user and to the grid. The generator can be maintained in a high efficiency operating range (e.g., at elevated or full load), even when the generator output exceeds the end user's demand, with any excess generated power being fed to the grid.

Two-cycle pneumatic injection engine

A two-cycle engine that includes a high pressure fuel pump that pressurizes fuel to produce pressurized fuel and pumps the pressurized fuel from a fuel controller to a fuel injector. The fuel injector injects the pressurized fuel into a cylinder. A high pressure air pump pressurizes air to produce pressurized air and pumps the pressurized air from an air controller to an air injector. The air injector injects the pressurized air into the cylinder.

CONTROL SYSTEM AND CONTROL METHOD FOR AN INTERNAL COMBUSTION ENGINE

A control system for an internal combustion engine (ICE) is provided including a control unit configured for operating an electrically controlled valve for supplying compressed air to at least one cylinder depending on an operational mode for the ICE. A method for controlling such an ICE (), and a computer are also provided. 2. The control system according to claim 1 , wherein the operational mode for the ICE is a current torque demand for the ICE.3. The control system according to claim 1 , wherein the operational mode for the ICE is dependent on a maximum emission level for the ICE.4. The control system according to claim 1 , wherein the control unit is configured to determine the amount of compressed air that is injected into the cylinder through the mechanically controlled valve arrangement.5. The control system according to claim 1 , wherein the ICE is comprised with a vehicle.6. The control system according to claim 5 , wherein the operational mode for the ICE is dependent on an operational mode for the vehicle.7. The control system according to claim 5 , wherein the control unit is configured to receive information relating to gear shifting for the vehicle claim 5 , and the operation of the electrically controlled valve is further based on the received information.8. The control system according to claim 1 , wherein the ICE is comprised with a stationary engine arrangement.9. The control system according to claim 1 , wherein the ICE includes a turbocharger claim 1 , and the electrically controlled valve is activated to supply the compressed air to the at least one cylinder when a pressure of the turbocharger is determined to be below a predetermined threshold.10. The control system according to claim 9 , wherein the control unit is further arranged to receive an indication of a torque demand for the ICE and to activate the electrically controlled valve to supply the compressed air to the at least one cylinder dependent on the received torque demand.11. The ...

TURBOCHARGER

A turbocharger system for a vehicle comprising a turbocharger, a tank for compressed gas and an exhaust manifold conduit in fluid communication with an inlet of the turbocharger. The tank is in fluid communication with the manifold conduit and is arranged and controlled to push compressed gas into the manifold conduit during a predetermined pulse duration time period for initial compressor spin up in the turbocharger. 1. A turbocharger system for a vehicle , the system comprising;a turbocharger;an exhaust manifold conduit being in fluid communication with an inlet of the turbocharger;a tank for compressed gas, the tank being in fluid communication with the manifold conduit and being arranged to push a pulse of compressed gas into the manifold conduit during a predetermined pulse duration time period for initial compressor spin up in the turbocharger;a first control unit; anda load sensor connected to the first control unit, the load sensor being arranged to sense a desired engine load from a driver of the vehicle;wherein the first control unit is arranged to estimate a desired change in engine load dependent on received input from the load sensor, estimate a desired turbocharger effect dependent on the estimated desired change in engine load, and control the tank to discharge a predetermined pulse of compressed air dependent on the estimated desired turbocharger effect.2. The turbocharger system according to wherein the load sensor is arranged to sense position of an accelerator pedal claim 1 , wherein a predetermined position of the accelerator pedal corresponds to a desired engine load and wherein change in position corresponds to a desired change in engine load estimated by the first control unit.3. The turbocharger system according to wherein the load sensor is arranged to sense an accelerator pedal angle and/or accelerator pedal derivative claim 2 , the first control unit being arranged to control the tank to discharge the predetermined pulse of compressed air ...

INTERNAL COMBUSTION ENGINE, COMBUSTION SYSTEMS, AND RELATED METHODS AND CONTROL METHODS AND SYSTEMS

Embodiments disclosed herein relate to internal combustion engines, combustion systems that include such internal combustion engines, and controls for controlling operation of the combustion engine. The internal combustion engine may include one or more mechanisms for injecting fuel, air, fuel-air mixture, or combinations thereof directly into one or more cylinders, and controls may operate or direct operation of such mechanisms. 127-. (canceled)28. A controller for operating an internal combustion engine that includes one or more combustion chambers and an output shaft rotatable in response to combustion of fuel in the combustion chambers , the controller comprising:a processor; and receiving one or more operation inputs related to an operating parameter of the internal combustion engine;', 'receiving one or more inputs from one or more sensors;', 'determining an amount of air to inject into the one or more combustion chambers of the internal combustion engine; and', 'operating at least one of one or more air injectors or one or more air valves to inject air into the one or more combustion chambers of the internal combustion engine in a manner that produces predetermined combustion volumes in corresponding ones of the one or more combustion chambers., 'a memory coupled to the processor and containing computer-executable instructions that, when executed by the processor cause the controller to perform the acts of29. The controller of wherein operating at least one of one or more air injectors or one or more air valves to inject air into the one or more combustion chambers includes operating the one or more air injectors to directly inject a predetermined amount of air into the one or more combustion chambers of the internal combustion engine.30. The controller of wherein the computer-executable instructions further cause the controller to perform the acts of:determining the amount of fuel to inject into one or more combustion chambers of the internal combustion ...

AIR INJECTION CONTROL INTO A COMBUSTION CHAMBER

Embodiments disclosed herein relate to internal combustion engines, combustion systems that include such internal combustion engines, and controls for controlling operation of the combustion engine. The internal combustion engine may include one or more mechanisms for injecting fuel, air, fuel-air mixture, or combinations thereof directly into one or more cylinders, and controls may operate or direct operation of such mechanisms. 1a processor; and receiving one or more operation inputs related to an operating parameter of the internal combustion engine;', 'receiving one or more inputs from one or more sensors;', 'determining an amount of compressed air to inject into the one or more combustion chambers of the internal combustion engine through at least one of the GDI fuel injector or the FSI fuel injector of the one or more air injectors; and', 'operating at least one of the GDI fuel injector or the FSI fuel injector of the one or more air injectors to solely provide and directly inject into the one or more combustion chambers of the internal combustion engine only the amount of compressed air determined by the controller in a manner that produces predetermined combustion volumes in corresponding ones of the one or more combustion chambers., 'a memory coupled to the processor and containing computer-executable instructions that, when executed by the processor cause the controller to perform the acts of. A controller for operating an internal combustion engine that includes one or more housings defining one or more combustion chambers, one or more air injectors including at least one of a gasoline direct injection (GDI) fuel injector or a fuel-stratified injection (FSI) fuel injector secured to corresponding ones of the one or more housings and in fluid communication with a source of compressed air, no air intake valves for opening and closing air flow into the one or more combustion chambers other than the one or more air injectors, and an output shaft rotatable in ...

A method for controlling a turbocharger system with a pressurized gas tank connected to an exhaust manifold of a combustion engine

A method for controlling a turbocharger system fluidly connected to an exhaust manifold of a combustion engine and an exhaust after treatment system. The turbocharger system comprises a turbocharger turbine operable by exhaust gases from the exhaust manifold, and a tank with pressurized gas, the tank being fluidly connectable to the turbocharger turbine. The method comprises the steps of: determining a NOx parameter being indicative of, or correlated to, NOx emissions from the exhaust after treatment system; and injecting pressurized gas from the tank to drive the turbocharger turbine based on the determined NOx parameter, wherein a determined NOx parameter above a pre-defined first threshold determines that pressurized gas from the tank is injected.

Four-stroke internal combustion engine e.g. thermal pneumatic hybrid engine, operating process for motor vehicle, involves injecting additional air quantity during compression phase to obtain desired engine torque instantaneously

The process involves injecting, during the operation of a four-stroke internal combustion engine at low torque, an additional quantity of air in a combustion chamber (3) during compression phase of the normal cycle of the engine from an air-brake reservoir (4). The reservoir is connected to the chamber using a charge valve (13). The air is injected to obtain the desired engine torque instantaneously.

Ansaugsystem fuer einen verbrennungsmotor

直接噴射式デイ−ゼル機関におけるスワ−ル生成装置

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

전체 작업 조건 채널 분할 시간 분할 과급 흡기 내연기관의 가변 압축비 기술

전체 작업 조건 채널 분할 시간 분할 과급 흡기 내연기관의 가변 압축비 기술은, 설치된 과급 흡기 공급 장치를 통해 채널 분할 시간 분할 과급 흡기를 수행하고 과급 흡기량을 변경하여 압축비를 변경한다. 채널 분할 흡기는 과급 흡기가 자연 흡기 채널과 분리되어, 자체 독자적인 채널로 곧바로 실린더(C)로 유입되는 것이다. 시간 분할 흡기는 압축 행정 단계에서 과급 흡기되는 것이다. 과급 흡기 공급 장치는 전기 모터(M), 공기 압축기(P 1, P 2 ) 및 공기 저장 탱크를 포함하고, 과급 흡기량은 내연기관의 필요에 따라 ECU 수치 제어 장치에서 전자식 가스 밸브(V)를 제어하여 실린더(C)에 공기를 주입하여, 시기적절하고 정확한 흡기량을 구현한다. 내연기관 최고 회전 속도 시의 최저 압축비에 따라 연소실 용적을 설정함으로써, 디젤 내연기관 및 가솔린 내연기관의 노킹 문제를 해결하였다. 배기 행정이 끝나면 연소실의 폐가스의 흡기 강제 배출을 수행한다. 상기 기술은 높은 흡기 효율 및 정확한 흡기량 제어로 내연기관 전체 작업 조건 가변 압축비를 구현하였다.

Combustion engine as well as method for engine braking using such a combustion engine

본 발명은 연소 엔진 및 이러한 연소 엔진을 사용하는 엔진 제동 방법에 관한 것으로, 연소 엔진은, 실린더 공간(6)을 갖는 적어도 하나의 실린더(2), 실린더(2) 안에서 변위 가능한 피스톤(3), 제 1 압력(P1)을 갖는 흡기 채널(9), 흡기 채널(9)과 실린더 공간(6) 사이에 배치되는 제 1 입구 밸브(7), 제 압력(P2)을 갖는 배기 공기 채널(10), 실린더 공간(6)과 배기 공기 채널(10) 사이에 배치되는 제 1 출구 밸브(8), 및 제 1 압력(P1)과 제 2 압력(P2) 보다 높은 제 3 압력(P3)을 갖는 저장부(11)를 포함하고, 저장부(11)는 실린더 공간(6)과 제어 가능한 유체 연통을 이루어 배치되어 있다. 본 방법은 2-행정 사이클 동안에 일어나고, 피스톤을 상사점으로부터 하사점 쪽으로 변위시키는 단계, 피스톤이 상사점으로부터 하사점으로 변위되는 시간의 적어도 일 부분 동안에 제 1 입구 밸브(7)를 개방 상태로 유지시키는 단계, 피스톤이 하사점에 있는 것과 관련하여 또한 제 1 입구 밸브(7)가 닫혀 있을 때, 저장부(11)와 실린더 공간(6) 사이의 유체 연통을 개방시키는 단계, 피스톤을 하사점으로부터 상사점 쪽으로 변위시키는 단계, 및 피스톤이 하사점으로부터 상사점으로 변위되는 시간의 적어도 일 부분 동안에 저장부(11)와 실린더 공간(6) 사이의 유체 연통을 개방 상태로 유지시키는 단계를 포함한다.

Supercharging system for an internal combustion engine and method for controlling the same

The invention relates to a supercharging system for an internal combustion engine. Said system comprises an internal combustion engine producing an exhaust gas flow; a turbocharger having a turbine arranged in the exhaust gas flow which turbine converts the exhaust gas power to driving power, and a fresh air compressor driven by the exhaust gas turbine, the fresh air compressor being arranged in a fresh air pipe that carries a fresh air flow to compress the fresh air flow that is supplied to the combustion engine for combustion; a compressed-air pipe that flows into the fresh air pipe downstream of the fresh air compressor to supply the combustion engine with a compressed air flow carried through the compressed air pipe for combustion. The supercharging system is characterized in that a control valve is arranged in the compressed air pipe which valve is used to variably adjust the pressure of the compressed air flow downstream of the control valve within a predetermined pressure range.

Combustion chamber for direct injected reciprocating piston internal combustion engine

一种直接喷射、往复活塞式狄塞尔循环内燃机的燃烧室，其中，燃料喷入一活塞凹坑内，该活塞包含一个邻近该活塞凹坑的反应室，该反应室经一不连续孔与燃烧室连通，其中，该孔这样配置，使反应产物自该反应室排入一黑烟团的中心部，黑烟是在燃料每一燃烧循环的燃料期间生成的。

Petroleum to pneumatic engine conversion zero emission & fuel cost

An internal combustion gasoline engine can be converted to a • pneumatic engine with zero harmful emissions and zero recurring fuel cost. This can be accomplished by converting DC battery power to AC current/ and using the AC current to operate a hot compressed air device. A hot-air delivery system which can replace gasoline and spark plugs with heated pneumatic energy, which is delivered to the engine through pneumatic injector plugs, in accordance to engine firing order. As the engine compresses cold intake air, and it is mixed with the heated compressed air a violent reaction is achieved, this action drives the engine piston downward. When this process is repeated the engine crankshaft will rotate with speed and torque enough to cause an automobile to self propel along a surface.

Petroleum to pneumatic engine conversion zero emission & fuel cost

An internal combustion gasoline engine can be converted to a • pneumatic engine with zero harmful emissions and zero recurring fuel cost. This can be accomplished by converting DC battery power to AC current/ and using the AC current to operate a hot compressed air device. A hot-air delivery system which can replace gasoline and spark plugs with heated pneumatic energy, which is delivered to the engine through pneumatic injector plugs, in accordance to engine firing order. As the engine compresses cold intake air, and it is mixed with the heated compressed air a violent reaction is achieved, this action drives the engine piston downward. When this process is repeated the engine crankshaft will rotate with speed and torque enough to cause an automobile to self propel along a surface.

Two stroke opposed-piston engines with compression release for engine braking

在二冲程对置活塞发动机中，具有一对对置活塞的带阀式汽缸装配有减压口，该减压口包括阀和通过汽缸壁的开口，其位于汽缸的进气口和排气口之间。当进气口和排气口关闭时，减压口能够使得压缩空气从汽缸中释放。阀控制气流通过通路，并且被打开允许压缩空气通过通路从汽缸中释放，和被关闭用于将压缩空气保留在汽缸中。随着从进气/压缩冲程到动力/排气冲程的冲程转换，当活塞位于或者接近上止点时，发动机制动通过减压口将压缩空气释放入排气通道被支持。在进气口和排气口关闭后，通过减压口从汽缸中的压缩释放也可以支持其他发动机操作。

Piston internal combustion engine with device for increasing its torque

FIELD: engine building. SUBSTANCE: piston internal combustion engine (hereinafter – ICE) with at least one intake valve (3) located in head (1) of cylinder (2), to which intake pipeline (4) is connected, with accumulator (6) for compressed air, from which compressed air can be injected into cylinder (2) by means of valve (7) made with the possibility of controlling, is proposed. ICE has shut-off element (8) in intake pipeline (4) to block the flow cross-section of intake pipeline (4), wherein valve (7) and shut-off element (8), depending on each other and on the required power, are made with the possibility of controlling in such a way that, based on a control signal, additional compressed air (9) from accumulator (6) for compressed air can be supplied to an area of intake pipeline (4) in which intake valve (3) is located and which, when shut-off element (8) is in its closed position, is limited, mostly, with cylinder head (1), and with increased amount of injected fuel, the torque may increase. Intake valve (3) by means of a control element that determines its movement during the compression stroke can be briefly switched back to an opening position, during which compressed air (9) from accumulator (6) for compressed air can be introduced into cylinder (2) by means of controlled valve (7), and shut-off element (8) is in its closed position, or when a compressor fails, having a compressor and an exhaust-gas turbine of an exhaust-gas turbocharger, all combustion air from accumulator (6) for compressed air can be supplied to cylinder (2), and the exhaust-gas turbine then drives an additional compressor to supply accumulator (6) for compressed air. EFFECT: technical result is an increase in the torque. 11 cl, 7 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F02B 37/00 F02B 21/00 F02D 13/02 F02M 23/04 (11) (13) 2 755 570 C2 (2006.01) (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02B 21/00 ( ...

Air connector for an internal combustion engine

提供一种空气连接器，其可与内燃机的相关的进气管或排气管内的进气口或排气口对置地安装以允许该进气口或排气口与相关的进气管或排气管和压缩空气储罐有选择地连通。空气连接器包括安装在可通过致动器在打开位置和闭合位置之间移动的杆上的塞件，在该打开位置上该进气口或排气口与相关的进气管或排气管连通，在该闭合位置上该塞件封闭该进气口或排气口的入口周围以将该进气口或排气口与相关的进气管或排气隔断。在塞件和杆内设有空气通道以允许当塞件位于闭合位置时该进气口或排气口与该压缩空气储罐连通，在该空气通道内设有止回阀并且该止回阀沿某一方向被偏压以防止空气在塞件的任何位置上从压缩空气储罐泄漏。

METHOD AND DEVICE FOR TRANSFORMING A GASOLINE INTERNAL COMBUSTION ENGINE TO A FUEL ENGINE WITHOUT COMBUSTION OF FUEL

1. Способ преобразования бензинового двигателя внутреннего сгорания в пневмодвигатель без сжигания топлива, включающий: ! обеспечение устройства для получения нагретого сжатого воздуха, причем устройство для получения нагретого сжатого воздуха приводится в действие посредством источника электрической энергии; ! замену свечей зажигания и устройства для подачи бензина бензинового двигателя внутреннего сгорания системой для подачи нагретого сжатого воздуха, сообщающейся по текучей среде с устройством для получения нагретого сжатого воздуха, при этом система для подачи нагретого сжатого воздуха содержит множество инжекторов, причем множество пневматических инжекторов выполнено с возможностью соответственного размещения и управления посредством множества проводов свечей зажигания соответственно, и распределителя бензинового двигателя внутреннего сгорания. ! 2. Способ по п.1, в котором обеспечение устройства для получения нагретого сжатого воздуха включает: ! обеспечение емкости для хранения сжатого воздуха с нагревательными элементами в качестве источника нагретого сжатого воздуха, причем емкость для хранения сжатого воздуха выполнена с возможностью приведения в действие посредством источника электрической энергии; и ! обеспечение автономного источника для пополнения емкости для хранения сжатого воздуха по мере использования нагретого сжатого воздуха. ! 3. Способ по п.2, в котором система для подачи нагретого сжатого воздуха содержит: ! клапан для впуска воздуха, сообщающийся по текучей среде с емкостью для хранения нагретого сжатого воздуха; ! регулятор для регулирования давления воздуха, ра РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2008 143 341 (13) A (51) МПК F01B 29/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21), (22) Заявка: 2008143341/06, 19.12.2006 (71) Заявитель(и): БЕЙЛИ Рудольф В. ст. (US) (30) Конвенционный приоритет: 01.04.2006 US 11/394,800 (43) Дата публикации заявки: 10.05.2010 Бюл. № ...

ENGINE WITH A DIVIDED CYCLE AND METHOD OF ITS OPERATION

1. Двигатель с расщепленным циклом, который содержит:коленчатый вал, выполненный с возможностью вращения относительно своей оси;поршень сжатия, введенный в цилиндр сжатия с возможностью скольжения и соединенный с коленчатым валом, так что поршень сжатия совершает возвратно-поступательное движение в течение такта впуска и такта сжатия, при одном обороте коленчатого вала;поршень расширения, введенный в цилиндр расширения с возможностью скольжения и соединенный с коленчатым валом, так что поршень расширения совершает возвратно-поступательное движение в течение такта расширения и такта выпуска, при одном обороте коленчатого вала;переходный канал, соединяющий цилиндр сжатия и цилиндр расширения, причем переходный канал содержит по меньшей мере один расположенный в нем переходный клапан расширения; ивыпускной клапан, через который выхлопные газы могут быть откачены из цилиндра расширения;причем переходный клапан расширения открывается ориентировочно в диапазоне от 0°С до 15°С после закрывания выпускного клапана.2. Двигатель по п.1, в котором переходный клапан расширения открывается ориентировочно в диапазоне от 3°С до 10°С после закрывания выпускного клапана.3. Двигатель по п.1, в котором переходный клапан расширения открывается ориентировочно в диапазоне от 3°С до 5°С после закрывания выпускного клапана.4. Двигатель по п.1, в котором переходный клапан расширения открывается ориентировочно при 4°С после закрывания выпускного клапана.5. Двигатель по п.1, в котором переходный клапан расширения управляет потоком воздуха с топливом между переходным каналом и цилиндром расширения.6. Двигатель по п.1, в котором перехо� РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F02B 33/02 (11) (13) 2013 117 687 A (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2013117687/06, 28.09.2011 (71) Заявитель(и): СКАДЕРИ ГРУП, ИНК. (US) Приоритет(ы): (30) Конвенционный приоритет: (72) Автор(ы): ФИЛЛИПС Форд А. (US) 29.09.2010 US 61/404,239 (85) Дата ...

Assist device for starting and acceleration

【課題】トルクの落ち込みを防止する発進加速補助装置を提供する。 【解決手段】ターボチャージャ５のコンプレッサ出口側にエンジン低回転時に駆動される補助チャージャ８を設け、補助チャージャ８とエンジン２の間に、空気ブレーキ用エアタンク１６から高圧空気を吸気マニホールド１２に導入する高圧空気導入手段１７を設け、発進時及び加速時に補助チャージャが停止したとき、高圧空気導入手段１７により吸気マニホールド１２への空気吸入をアシストするようにした。 【選択図】図１

Method of operation of internal combustion engine with forced ignition

Charge conditioning system for enabling cold starting and running of spark-ignited, diesel fueled piston engines

불꽃 점화식 피스톤 타입 디젤연료의 내연기관(10)은 엔진(10)의 시동을 용이하게 하도록 액체연료를 기체화시키기 위한 연료 예열기(52)와 엔진에 공급된 차지에 추가 열을 가하기 위한 적어도 하나의 2차 가열기(60)를 포함하는 차지 조절 시스템으로 구비되어 있다. 연료 증발기(40)는 엔진(10)의 시동연료 회로로부터 액체연료를 수용하며 전기식 또는 화학식으로 에너지가 주입된 가열기장치 또는 직접 연소 가열기를 사용한다. 2차 가열기(60)는 엔진(10)의 차지 흡입도관 또는 엔진(10)의 연소실과 결합될 수도 있다. 2차 가열기장치(60)는 전기식 또는 화학식으로 작동될 수도 있으며, 또는 엔진(10)의 이전 연소 사이클로부터 열을 유지하는 열 재생기를 구성할 수도 있다. 점화 플러그의 오염은 피스톤의 동력행정중 각 연소 사이클에서 엔진의 연소실에 인접하여 고속의 가스가 팽창하는 제트를 점화 플러그 전극(164) 쪽으로 향하게 하는 2차 챔버(288, 290)를 이용함으로써 피하게 된다. The internal combustion engine 10 of the spark-ignition piston type diesel fuel includes a fuel pre-heater 52 for gasifying the liquid fuel to facilitate starting of the engine 10 and at least one And a secondary heating unit 60. The secondary heating unit 60 includes a secondary heating unit 60, The fuel evaporator 40 uses a direct burning heater or a heater device which receives liquid fuel from the starting fuel circuit of the engine 10 and is charged with an electric or chemical formula. The secondary heater 60 may be coupled to the charge suction conduit of the engine 10 or the combustion chamber of the engine 10. [ The secondary heater apparatus 60 may be operated electrically or by chemical formula or may constitute a thermal regenerator that maintains heat from the previous combustion cycle of the engine 10. [ Contamination of the spark plug is avoided by using secondary chambers 288 and 290 that direct the jet of high velocity gas expanding toward the spark plug electrode 164 adjacent the combustion chamber of the engine during each combustion cycle during the power stroke of the piston do.

Patent RU2019112644A3

ВУ’? 2019112644” АЗ Дата публикации: 09.08.2021 Форма № 18 ИЗ,ПМ-2011 Федеральная служба по интеллектуальной собственности Федеральное государственное бюджетное учреждение 5 «Федеральный институт промышленной собственности» (ФИПС) ОТЧЕТ О ПОИСКЕ 1. . ИДЕНТИФИКАЦИЯ ЗАЯВКИ Регистрационный номер Дата подачи 2019112644/12(024556) 28.09.2017 РСТ/ЕР2017/074700 28.09.2017 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. 102016 219 101.2 30.09.2016 РЕ Название изобретения (полезной модели): [Х] - как заявлено; [ ] - уточненное (см. Примечания) ПОРШНЕВОЙ ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С УСТРОИСТВОМ ДЛЯ УВЕЛИЧЕНИЯ ЕГО КРУТЯЩЕГО МОМЕНТА Заявитель: ЭРВИН ЮНКЕР ГРАЙНДИНГ ТЕКНОЛОДЖИ А.С., С7 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) Е02В 37/00 (2006.01) Е02В 21/00 (2006.01) Е020 13/02 (2006.01) Е02М 23/04 (2006.01) 5. ОБЛАСТЬ ПОИСКА 5.1 Проверенный минимум документации РСТ (указывается индексами МПК) Е02В21/00-21/02, К02В23/00-23/19, К02В33/00-33/44, Е02В37/00-37/24, Н02013/00-13/68, в02М23/00-23/14 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): СМТРА, РЕРАТБЗ пес, ЕВЗСО, Ебрасепе, боозе ...

DEVICE FOR SUBMITTING A HOT MIXTURE TO THE INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION OF SUCH DEVICE

1. Устройство (20) для подачи газовой смеси в двигатель (1) внутреннего сгорания, снабженный турбокомпрессором (2), содержащее:(a) вход (9) наддувочного воздуха для впуска потока (28) сжатого наддувочного воздуха, который поступает из турбокомпрессора (2);(b) выход (10), который сообщается с входом (9) наддувочного воздуха через вентильный участок (17), причем вентильный участок (17) выполнен с возможностью перекрытия, по меньшей мере, одним клапаном, предпочтительно - заслонкой (23), которая может поворачиваться вокруг оси (24) поворота заслонки в закрытую позицию;(c) устройство (22) регулировки, которое соединено, по меньшей мере, с одним клапаном, в частности - заслонкой (23), для ее поворота в закрытую позицию; и(d) вход (11) сжатого воздуха для впуска сжатого воздуха к выходу (10), причем вход (11) сжатого воздуха расположен так, чтобы направлять поток (30) сжатого воздуха в сторону вентильного участка (17), по меньшей мере, на один клапан, в частности - заслонку (23).2. Устройство (20) по п.1, отличающееся тем, что, по меньшей мере, одна заслонка (23) выполнена в виде пружинной обратной заслонки, причем устройство (22) регулировки выполнено в виде возвратной пружины.3. Устройство (20) по п.1 или 2, отличающееся тем, что, по меньшей мере, одна заслонка (23) соединена эксцентрично с осью (24) поворота заслонки.4. Устройство (20) по п.1 или 2 отличающееся тем, что, по меньшей мере, одна заслонка (23) имеет первый участок (26) обдувания для взаимодействия с потоком (28) наддувочного воздуха, и второй участок (27) для взаимодействия с потоком (30) сжатого воздуха.5. Устройство (20) по п.3 отличающееся тем, что, по меньшей мере, одна заслонка (23) имеет первый участок (26) обдувания для взаимодейств РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F02B 37/10 (11) (13) 2012 134 623 A (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2012134623/06, 11.01.2011 (71) Заявитель(и): КНОРР-БРЕМЗЕ ЗЮСТЕМЕ ФЮР НУТЦФАРЦОЙГЕ ГМБХ ( ...

Reciprocating piston internal combustion engine with device for increasing torque

실린더 헤드(1) 및 실린더 헤드 내에 배치된 흡입 밸브(3)를 갖는 실린더(2)를 갖는 구조의 왕복 피스톤 타입의 내연 기관이 기재된다. 흡입 라인(4)은 흡입 밸브(3)에 연결되고, 흡입 밸브(3)를 통해 입구 라인 연소 공기(5)가 실린더(2)에 공급될 수 있다. 또한, 제어 가능한 밸브(7)에 의해 흡입 라인(4)에 연결된 압축 공기 어큐뮬레이터(6)가 제공되고, 흡입 라인(4)은 셧-오프 요소(8)에 의해 흐름 단면과 관련하여 폐쇄될 수 있다. 밸브(7)는, 제어 신호에 의거하여, 압축 공기(9)가 압축 공기 어큐뮬레이터(6)로부터 흡입 밸브(3)의 바로 상류에 있는 흡입 라인 영역 내로 공급되고, 셧-오프 요소(8)는 실린더 헤드(1) 상에 밀봉되게 배치되고 흡입 라인(4)의 단면을 폐쇄하도록 제어 가능하다. 흡입 밸브(3)는 압축 행정 동안 동작 요소(24)에 의해 잠시 재개방되고, 상기 잠시 재개방 동안, 압축 공기(9)가 압축 공기 어큐뮬레이터(6)로부터 실린더(2) 내로 공급되고, 상기 셧-오프 요소(8)는 그 폐쇄 위치에 유지된다. 제2 양태에 따르면, 압축 공기 어큐뮬레이터(6)는 또한, 흡입 밸브(3)의 바로 상류에 있는 흡입 저장소(25)를 통해 실린더(2)에 모든 연소 공기를 공급하는 데 사용될 수 있다. An internal combustion engine of the reciprocating piston type of construction having a cylinder head (1) and a cylinder (2) having an intake valve (3) disposed in the cylinder head is described. The intake line 4 is connected to the intake valve 3 , through which the inlet line combustion air 5 can be supplied to the cylinder 2 . There is also provided a compressed air accumulator 6 connected to the suction line 4 by way of a controllable valve 7 , which can be closed with respect to the flow cross-section by means of a shut-off element 8 . there is. The valve 7 is configured that, on the basis of a control signal, compressed air 9 is supplied from the compressed air accumulator 6 into the suction line region immediately upstream of the intake valve 3 , and the shut-off element 8 is It is arranged sealingly on the cylinder head 1 and is controllable to close the cross-section of the suction line 4 . The intake valve 3 is briefly reopened by the actuating element 24 during the compression stroke, during which compressed air 9 is supplied from the compressed air accumulator 6 into the cylinder 2 and the shut The -off element 8 remains in its closed position. According to a second aspect, the compressed air accumulator 6 can also be used to supply all the combustion air to the cylinder 2 via the intake reservoir 25 immediately upstream ...

Multi-cylinder piston engine

멀티-실린더 피스톤 기관 (20) 은, 상기 멀티-실린더 피스톤 기관 (20) 의 실린더들 (19) 에 연소 공기를 도입시키기 위한 수단 (32) 및 상기 멀티-실린더 피스톤 기관 (20) 의 각각의 실린더 (19) 용의 적어도 하나의 캠-작동식 (cam-operated) 밸브 리프팅 디바이스 (4) 를 포함하고, 상기 밸브 리프팅 디바이스 (4) 는 가스 교환 밸브 (24, 25) 를 개방하도록 배치된다. 상기 멀티-실린더 피스톤 기관 (20) 은, 상기 멀티-실린더 피스톤 기관 (20) 의 상기 실린더들 (19) 에 추가의 산소 함유 가스를 도입시키기 위한 장치를 추가로 포함하고, 상기 장치는, 상기 추가의 산소 함유 가스를 공급하기 위한 압력 매체원 (18), 각각의 실린더 (19) 와 관련하여 상기 실린더 (19) 에 압력 매체를 도입시키기 위한 주입 밸브 (10), 상기 압력 매체원 (18) 을 상기 주입 밸브 (10) 에 연결하기 위한 수단 (26), 및 상기 주입 밸브 (10) 의 작동을 제어하기 위한, 상기 멀티-실린더 피스톤 기관 (20) 의 각각의 실린더 (19) 용의 제어 밸브 (12) 를 포함한다. 각각의 제어 밸브 (12) 는 각각의 실린더 (19) 의 가스 교환 캠 (1) 에 의해 작동되도록 배치된다. The multi-cylinder piston engine 20 includes means 32 for introducing combustion air to the cylinders 19 of the multi-cylinder piston engine 20, And at least one cam-operated valve lifting device (4) for the valve lifting device (19), the valve lifting device (4) being arranged to open the gas exchange valves (24, 25). Wherein the multi-cylinder piston engine (20) further comprises an apparatus for introducing an additional oxygen-containing gas into the cylinders (19) of the multi-cylinder piston engine (20) An injection valve 10 for introducing a pressure medium into the cylinder 19 with respect to each cylinder 19, a pressure medium source 18 for supplying an oxygen- A control valve for each cylinder (19) of the multi-cylinder piston engine (20) for controlling the operation of the injection valve (10) 12). Each control valve 12 is arranged to be operated by the gas exchange cam 1 of each cylinder 19. [

Method and device to up automotive pistion ice braking capacity, in particular, that of diesel engine

FIELD: engines and pumps. SUBSTANCE: proposed method is implemented in diesel engine 1 comprising, at least, one cylinder 20 with, at least, one intake valve 21 and one discharge valve 27, turbine 3, compressor 4, air compressor 11, at least, one storage battery 10, 14, supercharging air pipeline 6, and control device 16. Proposed method comprises the following stages: compressing air from pipeline 6 or second air intake branch pipe 31 by compressor 11, accumulating compressed air in, at least, one accumulator 10, 14, cyclic injection of accumulated air and/or that from compressor 11. into cylinder 20. EFFECT: increased compression ratio. 17 cl, 1 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 457 349 (13) C2 (51) МПК F02D 13/04 (2006.01) F01L 13/06 (2006.01) F02B 21/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2010101327/06, 18.06.2008 (24) Дата начала отсчета срока действия патента: 18.06.2008 (72) Автор(ы): ГЕРУМ Эдуард (DE), ХИТЦИГЕР Хуберт (DE) (43) Дата публикации заявки: 27.07.2011 Бюл. № 21 2 4 5 7 3 4 9 (45) Опубликовано: 27.07.2012 Бюл. № 21 (56) Список документов, цитированных в отчете о поиске: WO 2006074497 A2, 20.07.2006. DE 102004047975 A1, 13.04.2006. WO 2006089779 A1, 31.08.2006. DE 10224719 A1, 24.12.2003. WO 2007058524 A1, 24.05.2007. RU 2293864 C2, 20.02.2007. RU 2135785 C1, 27.08.1999. 2 4 5 7 3 4 9 R U (86) Заявка PCT: EP 2008/004907 (18.06.2008) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 19.01.2010 (87) Публикация заявки РСТ: WO 2008/155111 (24.12.2008) Адрес для переписки: 109012, Москва, ул. Ильинка, 5/2, ООО "Союзпатент", пат.пов. Ю.В.Облову, рег.№ 905 (54) СПОСОБ И УСТРОЙСТВО ДЛЯ ПОВЫШЕНИЯ ТОРМОЗНОЙ МОЩНОСТИ ПОРШНЕВОГО ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ АВТОМОБИЛЯ, В ЧАСТНОСТИ ДИЗЕЛЬНОГО ДВИГАТЕЛЯ (57) Реферат: Изобретение может быть использовано в устройствах для повышения тормозной мощности двигателя внутреннего сгорания автомобиля. Способ ...

Decompression valve engine brake

Eine Brennkraftmaschine ist mit einer Steuereinrichtung versehen, die wenigstens ein druckerzeugendes und wenigstens ein druckbegrenzendes Element sowie Steuer- und Regelelemente aufweist. Weiterhin weist die Brennkraftmaschine in einem Zylinderkopf angeordneten Ventile auf, von denen wenigstens eines mit der Steuereinrichtung über eine Steuerleitung verbunden und durch einen Steuerdruck betätigbar ist. In einem geöffneten Zustand der Ventile ist jeweils eine Verbindung von einem Brennraum eines Zylinders zu einem Abgassystem herstellbar. Durch das mit der Steuereinrichtung verbundene Ventil ist in geöffnetem Zustand über eine Verbindungsleitung eine Verbindung von dem Brennraum zu einem Druckluftsystem herstellbar. Einem Druckluftbehälter des Druckluftsystems ist komprimiertes Gas aus dem Brennraum zuführbar. Die Steuereinrichtung weist eine Bypassleitung auf, mittels welcher das Ventil ansteuerbar ist. In der Bypassleitung ist ein Schaltventil angeordnet. <IMAGE> An internal combustion engine is provided with a control device which has at least one pressure-generating and at least one pressure-limiting element and control and regulating elements. Furthermore, the internal combustion engine has valves arranged in a cylinder head, at least one of which is connected to the control device via a control line and can be actuated by a control pressure. When the valves are open, a connection can be established from a combustion chamber of a cylinder to an exhaust system. Through the valve connected to the control device, a connection from the combustion chamber to a compressed air system can be established in the open state via a connecting line. Compressed gas can be supplied from the combustion chamber to a compressed air tank of the compressed air system. The control device has a bypass line, by means of which the valve can be controlled. A switching valve is arranged in the bypass line. <IMAGE>

SPLITTER CYCLE ENGINE WITH WATER INJECTION

1. Двигатель с расщепленным циклом, который содержит: ! коленчатый вал, выполненный с возможностью вращения относительно своей оси; ! силовой поршень, введенный в силовой цилиндр/цилиндр расширения с возможностью скольжения и связанный с коленчатым валом, так что силовой поршень совершает возвратно-поступательное движение в течение такта расширения и такта выпуска, при одном обороте коленчатого вала; ! поршень сжатия, введенный в цилиндр сжатия с возможностью скольжения и связанный с коленчатым валом, так что поршень сжатия совершает возвратно-поступательное движение в течение такта впуска и такта сжатия, при одном обороте коленчатого вала; ! переходный канал, соединяющий цилиндр сжатия и силовой цилиндр/цилиндр расширения и избирательно принимающий сжатый воздух из цилиндра сжатия и подающий сжатый воздух в силовой цилиндр/цилиндр расширения, для использования при передаче мощности на коленчатый вал во время работы двигателя; ! клапаны, которые избирательно регулируют газовый поток, втекающий в цилиндр сжатия и силовой цилиндр, и вытекающий из них; и ! инжектор воды, выполненный с возможностью впрыска воды по меньшей мере в один компонент, выбранный из группы, в которую входят цилиндр сжатия, переходный канал и силовой цилиндр, во время работы двигателя. !2. Двигатель по п.1, в котором инжектор воды выполнен с возможностью впрыска нагретой воды или вдувания пара. !3. Двигатель по п.2, в котором инжектор воды связан с цилиндром сжатия. ! 4. Двигатель по п.2, в котором инжектор воды связан с переходным каналом. ! 5. Двигатель по п.2, в котором инжектор воды связан с силовым цилиндром/цилиндром расширения. ! 6. Двигатель РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2009 135 282 (13) A (51) МПК F02B 47/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2009135282/06, 11.02.2008 (71) Заявитель(и): ДЗЕ СКАДЕРИ ГРУП, ЭлЭлСи (US) Приоритет(ы): (30) Конвенционный приоритет: 27.02.2007 US 60/903,640 ...

Multi-cylinder piston engine

멀티-실린더 피스톤 기관 (20) 은, 상기 멀티-실린더 피스톤 기관 (20) 의 실린더들 (19) 에 연소 공기를 도입시키기 위한 수단 (32) 및 상기 멀티-실린더 피스톤 기관 (20) 의 각각의 실린더 (19) 용의 적어도 하나의 캠-작동식 (cam-operated) 밸브 리프팅 디바이스 (4) 를 포함하고, 상기 밸브 리프팅 디바이스 (4) 는 가스 교환 밸브 (24, 25) 를 개방하도록 배치된다. 상기 멀티-실린더 피스톤 기관 (20) 은, 상기 멀티-실린더 피스톤 기관 (20) 의 상기 실린더들 (19) 에 추가의 산소 함유 가스를 도입시키기 위한 장치를 추가로 포함하고, 상기 장치는, 상기 추가의 산소 함유 가스를 공급하기 위한 압력 매체원 (18), 각각의 실린더 (19) 와 관련하여 상기 실린더 (19) 에 압력 매체를 도입시키기 위한 주입 밸브 (10), 상기 압력 매체원 (18) 을 상기 주입 밸브 (10) 에 연결하기 위한 수단 (26), 및 상기 주입 밸브 (10) 의 작동을 제어하기 위한, 상기 멀티-실린더 피스톤 기관 (20) 의 각각의 실린더 (19) 용의 제어 밸브 (12) 를 포함한다. 각각의 제어 밸브 (12) 는 각각의 실린더 (19) 의 가스 교환 캠 (1) 에 의해 작동되도록 배치된다.

Combustion engine and the method that engine braking is carried out using this combustion engine

本发明涉及一种燃烧发动机以及一种用于在该燃烧发动机中的发动机制动的方法，该燃烧发动机包括：至少一个缸(2)，该缸有缸容积(6)；活塞，该活塞可在所述缸(2)中移动；进气槽道(9)，该进气槽道具有第一压力P1；第一进口阀(7)，该第一进口阀布置在进气槽道(9)和缸容积(6)之间；排气槽道(10)，该排气槽道具有第二压力P2；第一出口阀(8)，该第一出口阀布置在缸容积(6)和排气槽道(10)之间；以及储存容器(11)，该储存容器有高于所述第一压力P1和所述第二压力P2的第三压力P3，该储存容器(11)布置成与缸容积(6)可控制地流体连通。方法的特征在于它在两冲程循环期间进行，并包括以下步骤：使得活塞从上死点朝向下死点移动；在活塞从上死点向下死点移动的至少一部分时间中保持第一进口阀(7)打开；使得活塞从下死点朝向上死点移动；以及在活塞从下死点向上死点移动的至少一部分时间中保持打开在储存容器(11)和缸容积(6)之间的流体连通。

Air hybrid engine with split cycle (versions)

FIELD: engines and pumps. SUBSTANCE: power piston is introduced to power cylinder and in-line connected to crankshaft so that power piston performs back-and-forth movement during the combustion stroke and exhaust stroke at one turn of crankshaft. Compression piston is introduced to compression cylinder and in-line connected to crankshaft so that compression piston performs back-and-forth movement during inlet stroke and compression stroke at one turn of crankshaft. Compression cylinder has the possibility of selective control in order to set the compression piston to compression mode or to idle mode. Air reservoir is in-line connected between compression cylinder and power cylinder and selectively operated to receive compressed air from compression cylinder and to supply compressed air to power cylinder to use in power transfer to crankshaft during engine operation. EFFECT: higher engine efficiency. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 424 436 (13) C2 (51) МПК F02B 25/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2009134236/06, 14.09.2009 (24) Дата начала отсчета срока действия патента: 21.11.2006 (73) Патентообладатель(и): СКАДЕРИ ГРУП, ЭлЭлСи (US) 2 4 2 4 4 3 6 (43) Дата публикации заявки: 20.03.2011 Бюл. № 8 2 4 2 4 4 3 6 R U (56) Список документов, цитированных в отчете о поиске: RU 2178090 C2, 10.01.2002. RU 2161711 C2, 10.01.2001. RU 2286470 C2, 27.10.2006. US 4696158 A, 29.09.1987. US 4418657 A, 06.12.1983. C 2 C 2 (45) Опубликовано: 20.07.2011 Бюл. № 20 Адрес для переписки: 119034, Москва, Пречистенский пер., 14, стр.1, 4-й эт., В.Н.Дементьеву (54) ВОЗДУШНЫЙ ГИБРИДНЫЙ ДВИГАТЕЛЬ С РАСЩЕПЛЕННЫМ ЦИКЛОМ (ВАРИАНТЫ) (57) Реферат: Изобретение относится к области двигателестроения, а именно к двигателям внутреннего сгорания с разделенным циклом. Техническим результатом является повышение КПД двигателя. Сущность изобретения заключается в том, что силовой поршень введен ...

Air hybrid engine with split cycle (versions)

FIELD: engines and pumps. ^ SUBSTANCE: proposed engine comprises crankshaft, power piston, selective-control power cylinder to set power piston into running or idling mode, compression cylinder fitted in compression cylinder to slide therein articulated with said crankshaft. Selective-control power cylinder to set power piston into running or idling mode, air reservoir fitted between compression cylinder and power cylinder to selectively receive compressed air form compression cylinder and to feed compressed air into power cylinder to be used in power transfer to crankshaft, and valves that selectively control gas flow forced into compression cylinder and power cylinder and air reservoir and out of them so that engine can operate in three modes, including ICE, air compressor (AC) and pre-compressed air accumulation (PCA). In ICE mode, compression piston and power piston are in compression and working modes, respectively. Compression piston sucks air in to compress it in power cylinder. Compressed airs comes in power cylinder at the working stroke beginning together with fuel to be ignited, fired and expand in the same stroke to transfer power to crankshaft, while combustion products are forced out at the exhaust stroke. In AC mode, compression piston sucks air accumulated in said reservoir in and compresses it for use in power cylinder. IN PCA mode, power piston receives compressed air from said reservoir to expand it in working stroke and transfer power to crankshaft. Expanded air is released in exhaust stroke. Note here that compressed air from compression cylinder does not come into air reservoir. Proposed invention covers also another two versions of hybrid engine. ^ EFFECT: hybrid engine with split cycle. ^ 34 cl, 6 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 403 413 (13) C2 (51) МПК F02B 25/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21), (22) Заявка: 2008132474/06, 21.11.2006 ( ...

Ice and method of its operation

FIELD: engines and pumps. SUBSTANCE: internal combustion engine 10 comprises chamber 12, inlet valve assy 24, 26 to feed fuel components into combustion chamber and to up pressure therein, outlet valve assy 16 to force outlet fluid flow from said chamber by increased pressure to make chamber output power, feed valve assy 136 for selective feed of water-based heated fluid into said chamber, and system 130, 132, 134 to feed heated said fluid to said feed valve assy. Feed valve assy is arranged to force heated water-based fluid into chamber area wherein combustion mix is heated to make a portion of heated medium dissociate with formation of hydrogen ignited in the chamber. EFFECT: activation of hydrogen combusted in said chamber. 35 cl, 30 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 495 252 (13) C2 (51) МПК F01B 21/00 F02B 75/00 (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2010137871/06, 13.02.2009 (24) Дата начала отсчета срока действия патента: 13.02.2009 (73) Патентообладатель(и): БЬЮКЭНЕН Найджел Александер (GB), РОЗЕН Иэн Курт (US) R U Приоритет(ы): (30) Конвенционный приоритет: 13.02.2008 GB 0802714.6 07.01.2009 GB 0900159.5 (72) Автор(ы): БЬЮКЭНЕН Найджел Александер (GB) (43) Дата публикации заявки: 20.03.2012 Бюл. № 8 2 4 9 5 2 5 2 (45) Опубликовано: 10.10.2013 Бюл. № 28 (56) Список документов, цитированных в отчете о поиске: US 2005/166869 A1, 04.08.2005. DE 2612961 A, 06.10.1977. RU 2103518 C1, 27.01.1998. RU 2364735 C2, 20.08.2009. JP 54-39524 A1, 28.11.1979. 2 4 9 5 2 5 2 R U (86) Заявка PCT: GB 2009/000407 (13.02.2009) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 13.09.2010 (87) Публикация заявки РСТ: WO 2009/101420 (20.08.2009) Адрес для переписки: 127055, Москва, а/я 11, пат.пов. Н.К.Попеленскому, рег. № 31 (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ И СПОСОБ РАБОТЫ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ (57) Реферат: Изобретение относится к двигателям внутреннего ...

Method (versions) and system for engine

Изобретение может быть использовано в двигателях внутреннего сгорания. Способ для двигателя заключается в том, что регулируют поток охлаждающей жидкости через накопительный резервуар (100) смешивания газа, соединенный по текучей среде с впускной системой (170) и выпускной системой (172) двигателя (168). Регулируют поток охлаждающей жидкости в ответ на запрос на подачу вторичного воздуха в выпускную систему (172) и/или рециркуляцию отработавших газов во впускную систему (170) через резервуар (100), на основе температуры охлаждающей жидкости, поступающей в резервуар (100). В том числе поддерживают поток охлаждающей жидкости через резервуар (100) в ответ на то, что запрос является запросом на подачу вторичного воздуха в выпускную систему (172) только для увеличения частоты вращения турбины (186), независимо от температуры охлаждающей жидкости, поступающей в резервуар (100). Раскрыты вариант способа для двигателя и система для двигателя. Технический результат заключается в обеспечении регулирования температуры содержимого накопительного резервуара смешивания газа в соответствии с условиями работы двигателя. 3 н. и 14 з.п. ф-лы, 13 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 692 162 C2 (51) МПК F02M 26/07 (2016.01) F02M 26/36 (2016.01) F02M 26/42 (2016.01) F01N 3/22 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F01N 3/30 (2018.08); F01N 3/306 (2018.08); F01N 9/00 (2018.08); F01P 3/20 (2018.08); F01P 7/16 (2018.08); F02B 21/00 (2018.08); F02B 37/04 (2018.08); F02B 37/183 (2018.08); F02D 41/26 (2018.08); F02M 26/05 (2018.08); F02M 26/06 (2018.08); F02M 26/22 (2018.08); F02M 26/27 (2018.08); F02M 26/28 (2018.08); F02M 26/31 (2018.08); F02M 26/33 (2018.08); F02M 26/36 (2018.08); F02M 26/37 (2018.08); F28D 1/0213 (2018.08) 2017115227, 28.04.2017 (24) Дата начала отсчета срока действия патента: 28.04.2017 (72) Автор(ы): ЧЖАН Сяоган (US) Дата регистрации: 21.06.2019 (56) Список документов, цитированных в отчете о ...

Structure of two-cycle engine

(57)【要約】 【課題】 排気ポートの開口から掃気孔の開口までの間 に筒内圧を素早く低下させることにより、排気ポートの 開口タイミングを遅らせて膨張行程を長くするとともに 掃気ロスを低下して出力性能を向上する。 【解決手段】 気筒１周囲に拡張室１１を設け、気筒１ における排気ポート７が開いてから掃気孔４が開く間に 開く位置に気筒１内と拡張室１１を連通する拡張ポート １２を形成し、排気ポート７が開いた後掃気孔４が開く までの間に、拡張ポート１２を介して気筒１内を拡張室 １１に連通させ、燃焼ガスを拡張室１１に流出させて筒 内圧を素早く低下させるようにした。

INTERNAL COMBUSTION ENGINE, AND ALSO THE METHOD OF BRAKING THE ENGINE USING SUCH ENGINE

РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2017 116 521 A (51) МПК F02D 13/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2017116521, 12.10.2015 (71) Заявитель(и): ФРИВЭЛВ АБ (SE) Приоритет(ы): (30) Конвенционный приоритет: 15.10.2014 SE 1451234-7 32 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 15.05.2017 SE 2015/051083 (12.10.2015) (87) Публикация заявки PCT: R U Адрес для переписки: 129090, Москва, ул. Большая Спасская, д. 25, строение 3, ООО "Юридическая фирма Городисский и Партнеры" (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ, А ТАКЖЕ СПОСОБ ТОРМОЖЕНИЯ ДВИГАТЕЛЕМ С ИСПОЛЬЗОВАНИЕМ ТАКОГО ДВИГАТЕЛЯ (57) Формула изобретения 1. Способ торможения двигателем в двигателе внутреннего сгорания, содержащем по меньшей мере один цилиндр (2), имеющий объем (6) цилиндра и поршень (3), перемещаемый в цилиндре (2), впускной воздушный канал (9), имеющий первое давление (Р1), первый впускной клапан (7), расположенный между впускным воздушным каналом (9) и объемом (6) цилиндра, канал (10) отработанного воздуха, имеющий второе давление (Р2), первый выпускной клапан (8), расположенный между объемом (6) цилиндра и каналом (10) отработанного воздуха, и аккумулирующий резервуар (11), имеющий третье давление (Р3), которое выше, чем первое давление (Р1) и второе давление (Р2), причем аккумулирующий резервуар (11) находится в управляемом сообщении по текучей среде с объемом (6) цилиндра, отличающийся тем, что его выполняют в течение двухтактного цикла, и он содержит следующие этапы: перемещают поршень (3) из верхней мертвой точки к нижней мертвой точке, удерживают первый впускной клапан (7) открытым в течение по меньшей мере части времени перемещения поршня (3) из верхней мертвой точки к нижней мертвой точке, открывают сообщение по текучей среде между аккумулирующим резервуаром (11) и объемом (6) цилиндра, в момент нахождения поршня (3) в нижней мертвой точке и когда первый впускной клапан (7) закрыт, Стр.: 1 A 2 0 1 7 ...

Turbocharger system for additionally supplying compressed air to intake manifold

本发明提供一种用于将压缩空气另外供应到进气歧管的涡轮增压器系统。涡轮增压器系统可以包括空气存储箱、压缩机以及压缩空气引导装置，空气存储箱设置在车辆中以便将压缩空气供应到设置有涡轮增压器的车辆的进气歧管，压缩机连接到空气存储箱以将压缩空气供应到空气存储箱，压缩空气引导装置连接到空气存储箱并且设置在进气歧管中以引导将空气存储箱的压缩空气与引入的大气空气进行混合。

Patent RU2017115227A3

ВИ“? 2017115227” АЗ Дата публикации: 12.12.2018 Форма № 18 ИЗ,ПМ-2011 Федеральная служба по интеллектуальной собственности Федеральное государственное бюджетное учреждение 9 «Федеральный институт промышленной собственности» (ФИПС) ОТЧЕТ О ПОИСКЕ 1. . ИДЕНТИФИКАЦИЯ ЗАЯВКИ Регистрационный номер Дата подачи 2017115227/06(026415) 28.04.2017 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. 15/162,409 23.05.2016 05 Название изобретения (полезной модели): [Х] - как заявлено; [ ] - уточненное (см. Примечания) СПОСОБ (ВАРИАНТЫ) И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ПОТОКАМИ ВОЗДУХА В ДВИГАТЕЛЕ Заявитель: Форд Глобал Текнолоджиз, ЛЛК, 0$ 2. ЕДИНСТВО ИЗОБРЕТЕНИЯ [Х] соблюдено [ ] не соблюдено. Пояснения: см. Примечания 3. ФОРМУЛА ИЗОБРЕТЕНИЯ: [Х] приняты во внимание все пункты (см. п 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) Е02М 26/07 (2016.01) Е02М 26/36 (2016.01) Е02М 26/42 (2016.01) ЕО1М№ 3/22 (2006.01) 5. ОБЛАСТЬ ПОИСКА 5.1 Проверенный минимум документации РСТ (указывается индексами МПК) Е02В21/00-Е02В21/02, Н02В29/00-Е02В29/04, Е02В33/00-Е02В33/44, ЕО2В37/00-Е02В37/12, Е02В47/00-Е02В4/77/10, Е02021/00-Е02021/08, Е02023/00-202023/02, Е02041/00- 802041/40, Е02243/00-202243/04, Е02245/00, Е02М23/00-Е02М23/14, Е02М25/00- 802М25/14, Н02М26/00-202М26/74, Е02МЗ5/00-Е02МЗ5/116, 0О1М3/00-Е01 №3138, —01/00-Е01№5/04, 01 М№9/00, Е01М11/00, Е01М13/00-Е01М13/20, ЕО1Р3З/00-Е01Р3/22, Е01Р7/00-[ ...

Method and device for increasing the engine brake power of a reciprocating piston internal combustion engine of a vehicle, particularly of a diesel engine

本发明涉及一种用于提高车辆的往复活塞式内燃机、特别是柴油发动机(1)的发动机制动功率的方法，相应包括至少一个至少带有一个进气门(21)和一个排气门(27)的气缸(20)、一涡轮机(3)、一压缩器(4)、一空气压缩机(11)、至少一个储存器(10，14)、一增压空气管路(6)和一控制装置(16)，其特征在于下列步骤：将来自增压空气管路(6)或第二进气口(31)的空气通过空气压缩机(11)压缩；将由空气压缩机(11)压缩的空气储存在所述至少一个储存器(10，14)中；有节拍地将吹入空气(36)吹入气缸(20)中来增大压缩功，以在制动过程中提高发动机制动功率，所述吹入空气作为压缩空气储存于所述至少一个储存器(10，14)中和/或直接由空气压缩机(11)输送。本发明还涉及一种用于此的装置。

INTERNAL COMBUSTION ENGINE WITH A TURBOCHARGER, DRIVE SYSTEM AND METHOD OF WORKING THE INTERNAL COMBUSTION ENGINE WITH A TURBOCHARGER (OPTIONS)

1. Двигатель внутреннего сгорания с турбонагнетателем, содержащий:блок управления;устройство, присоединенное к турбонагнетателю, для содействия в ускорении турбонагнетателя в ответ на сигнал ускорения из блока управления и для замедления турбонагнетателя в ответ на сигнал замедления из блока управления.2. Двигатель по п.1, в котором устройство поглощает энергию из турбонагнетателя в ответ на сигнал замедления из блока управления двигателем для замедления турбонагнетателя.3. Двигатель по п.1, в котором устройство содержит одно или более колес на одном и том же валу и между турбиной и компрессором турбонагнетателя, при этом одно или более колес приводятся в действие в ответ на сигнал ускорения для содействия в ускорении турбонагнетателя или поглощения энергии с вала турбонагнетателя в ответ на сигнал замедления.4. Двигатель по п.2, в котором устройство включает в себя одно или более колес на одном и том же валу и между турбиной и компрессором турбонагнетателя, при этом одно или более колес приводятся в действие в ответ на сигнал ускорения для содействия в ускорении турбонагнетателя или поглощения энергии с вала турбонагнетателя в ответ на сигнал замедления.5. Двигатель по п.3, в котором одно или более колес являются колесами с гидравлическим приводом.6. Двигатель по п.4, в котором одно или более колес являются колесами с гидравлическим приводом.7. Двигатель по п.1, в котором устройство включает в себя турбину с гидравлическим приводом для ускорения турбонагнетателя и насос с гидравлическим приводом для поглощения энергии для замедления турбонагнетателя.8. Двигатель по п.1, в котором устройство включает в себя ревер� РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F02C 6/12 (11) (13) 2012 103 621 A (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2012103621/06, 02.02.2012 (71) Заявитель(и): ФОРД ГЛОУБАЛ ТЕКНОЛОДЖИЗ, ЭлЭлСи (US) Приоритет(ы): (30) Конвенционный приоритет: 03.02.2011 US 13/020,769 Адрес для переписки: ...

Exhaust gas recirculation system and method for cleaning such a system

This exhaust gas recirculation system (2) comprises an exhaust gas cooler (27) and a source (3) of fresh air under pressure. A fresh air injection line (29) connects this source (3) to this cooler (27), which allows to inject air (F) into the cooler (27) when an engine (1) equipped with such a system (2) is turned off. This prevents sulphur deposits on the internal walls or parts of the cooler (27).

Engine with multiple modes of operation including operation with compressed air

Engine control procedure (versions) and engine system

FIELD: engines and pumps. SUBSTANCE: engine (10) is controlled by the controller and includes the steps that follow. In response to accelerator pedal first depression defined by the controller, the pressurized charge is released from the supercharge vessel (54) via intake manifold (22) into intake valve (84) of discharge. In response to accelerator pedal second depression defined by the controller, the pressurized charge is released from the supercharge vessel (54) via intake manifold (36) into discharge valve (88) of discharge. Invention discloses the engine operation process and system. EFFECT: higher torque. 20 cl, 8 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (51) МПК F02D 23/02 F02B 21/00 F02B 29/00 F02M 25/07 F02D 43/00 (13) 2 578 265 C2 (2006.01) (2006.01) (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2013122606/06, 16.05.2013 (24) Дата начала отсчета срока действия патента: 16.05.2013 Приоритет(ы): (30) Конвенционный приоритет: (43) Дата публикации заявки: 27.11.2014 Бюл. № 33 (45) Опубликовано: 27.03.2016 Бюл. № 9 (73) Патентообладатель(и): ФОРД ГЛОУБАЛ ТЕКНОЛОДЖИЗ, ЭлЭлСи (US) 2 5 7 8 2 6 5 R U (54) СПОСОБ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ (ВАРИАНТЫ) И СИСТЕМА ДВИГАТЕЛЯ (57) Реферат: Изобретение может быть использовано в второе нажатие педали акселератора, двигателях внутреннего сгорания транспортных определяемое контроллером, выпускают средств. Способ управления двигателем (10) находящийся под давлением заряд из резервуара осуществляется посредством электронного (54) наддува в выпускной коллектор (36) через контроллера и включает в себя следующие этапы. выпускной клапан (88) выпускания. Раскрыты В ответ на первое нажатие педали акселератора, вариант способа управления двигателем определяемое контроллером, выпускают посредством электронного контролера и система находящийся под давлением заряд из резервуара двигателя. Технический результат заключается в (54) наддува во впускной ...

Fuel injected internal combustion engine

적어도 하나의 연소실, 상기 각각의 연소실에 연료를 이송하도록 배치한 별개의 연료 분사수단, 연소실과 노즐 챔버를 연통하도록 조작가능하게 선택적으로 개방되는 노즐을 구비한 노즐 챔버, 노즐 챔버에서 연소실로 이송하는 연료의 유량을 제어하는 연료 미터링수단, 상기 노즐 챔버에서 노즐 챔버로부터 옆으로 떨어져 있는 상기 연소실에 근접하게 배치되어 있어 가스를 노즐 챔버에 공급할 수 있도록 연통되어 있는 가스 챔버 수단을 포함하며, 연료는 가스로 채워진 노즐로부터 연소실로 이송하는 것을 특징으로 하는 내연기관.

Method of operation of internal combustion diesel engine

FIELD: mechanical engineering; diesel engines. SUBSTANCE: according to proposed method to provide sufficient delivery of air for combustion at partial load and at transient conditions, additional oxygen-containing gas is delivered into combustion chamber after starting of diesel engine and respectively, additional gas, compressed air from gas distributor is delivered under pressure through at least one additional inlet for additional gas by means of separate valve for additional gas. Delivery of additional gas can be started after closing of air intake valve or air exhaust valve of diesel engine. Invention provides economic operation of diesel engine which at partial loads and at transient conditions provides sufficient amount of air in all cylinders for combustion. EFFECT: improved combustion process in diesel engine. 8 cl, 8 dwg тг бОЗссСсС ПЧ сэ (19) РОССИЙСКОЕ АГЕНТСТВО ПО ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ ВИ” 2 230 914 ' (51) МПК? 13) С2 Е 02 В 29/00, Е 02 М 9/02 12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ РОССИЙСКОЙ ФЕДЕРАЦИИ (21), (22) Заявка: 2001113516/06, 19.10.1999 (24) Дата начала действия патента: 19.10.1999 (30) Приоритет: 21.10.1998 ОЕ 19848418.6 (43) Дата публикации заявки: 20.02.2003 (46) Дата публикации: 20.06.2004 (56) Ссылки: ЕК 2358562 АЛ, 31.07.1979. ОЕ 3737143 А, 18.05.1989. Ц 11204 А, 12.04.1957. \!О 91/13889 АЛ, 26.12.1991. ЕК 2100027, АЛ, 17.03.1972. 4$ 4130457 А, 15.03.1988. (85) Дата перевода заявки РСТ на национальную фазу: 21.05.2001 (86) Заявка РСТ: СН 99100495 (19.10.1999) (87) Публикация РСТ: М/О 00/23697 (27.04.2000) (98) Адрес для переписки: 103735, Москва, ул.Ильинка, 5/2, ООО "Союзпатент", пат.пов. О.Ф.Ивановой (72) Изобретатель: КОДАН Эннио (СН), ФИДЛЕР Хуго (ОЕ), ВЛАСКОС Иоаннис (СН) (73) Патентообладатель: АББ ТУРБО СИСТЕМС АГ (СН) (74) Патентный поверенный: Иванова Ольга Филипповна (54) СПОСОБ ЭКСПЛУАТАЦИИ ДИЗЕЛЬНОГО ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ (57) Изобретение относится к дизельным двигателям внутреннего сгорания. Для того чтобы как при ...

Improved turbocharger system

本发明涉及用于轻型或重型车辆、海事车辆或建筑用车辆的涡轮增压器系统。涡轮增压器系统包括涡轮增压器装置、排气歧管管道、阀门、用于被压缩气体的容器和用于将气体压缩的气体压缩机。通过在预定的脉冲持续时期期间打开阀门，能从容器提供被压缩气体至排气歧管导管，用于涡轮增压器压缩机的初始压缩机旋转加速。本发明进一步的特征在于：涡轮增压器系统包括被构造为降低由气体压缩机提供的被压缩气体的温度的冷却工具和被构造为增加由打开阀门产生的气体脉冲的温度的加热工具。通过降低阀门上游的容器内产生气体脉冲的被压缩气体的温度并且随后在供至排气歧管管道之前加热所产生的空气脉冲，能够改进涡轮增压器装置的响应时间。

Method and device for increasing the torque of a reciprocating piston internal combustion engine, especially a diesel engine

The invention relates to a method for increasing the torque of a reciprocating piston internal combustion engine, especially a diesel engine (1), which comprises at least one cylinder (20), one turbine (3), one compressor (4), one charge air compressor (11), one first and second storage device (10, 14), one intercooler (5) in an intercooler line (6), one air drier (13), one feed valve (15) and one control device (16). Said method is characterized by the following steps: compressing air from a charge air line (6) or from a second air inlet (31) by means of the charge air compressor (11), storing the air compressed by the charge air compressor (11) in a storage device (10, 14); and blowing, in a clocked manner, blow air (25) which is stored as compressed air in a storage device (10, 14) into the cylinder (20) through an inlet valve (21) of the cylinder (20), thereby increasing the torque of the engine (1). The invention also relates to a device for carrying out said method.

Tubocharged-internal combustion engine e.g. drive motor, for use in e.g. passenger car, has additional device with external compressor driven by engine, and pressure reservoir is connected with external compressor over pressure pipe

The engine (1) has a turbocharger (6) for permanent increasing of the load pressure, and an additional device (10) with an external compressor (11) that is driven by the engine. A pressure reservoir (14) is connected with the external compressor over a pressure pipe (12), and an inflow unit (17) is connected with another pressure reservoir (14`) over an auxiliary air pipe (16) that is provided with a control valve (15). The inflow unit is arranged at an exhaust gas tract of the engine in flow direction axially in-front of a turbine (7) of the turbocharger. An independent claim is also included for a method for load pressure regulation of an internal combustion engine.

Arrangement for supplying fresh gas to a turbocharged internal combustion engine and method for controlling the arrangement

Eine Anordnung zur Frischgasversorgung einer turboaufgeladenen Verbrennungsmaschine (1) mit einer Ansaugleitung (14) und einer Abgasleitung (15), weist Folgendes auf: einen Abgasturbolader (2) mit zumindest einem Verdichterlaufrad (4) zur Verdichtung von Frischgas und Zufuhr des verdichteten Frischgases an die Verbrennungsmaschine (1), und mit zumindest einem Antriebslaufrad (5) zum Antrieb durch Abgas der Verbrennungsmaschine (1) zum Antrieb des Verdichterlaufrads (4); und eine Druckluftzufuhreinrichtung (7) zur gesteuerten Zufuhr von verdichtetem Frischgas oder Druckluft an die Verbrennungsmaschine (1), wobei die Druckluftzufuhreinrichtung (7) mit einem Ladelufteinlass (10) mit dem Verdichterlaufrad (4), mit einem Auslass (13) mit der Ansaugleitung (14) und mit einem Drucklufteinlass (11) mit einer Druckluftquelle verbunden ist, wobei das zumindest eine Verdichterlaufrad (4) des Abgasturboladers (2) ganz oder teilweise aus Stahl oder einer Stahllegierung besteht. An arrangement for supplying fresh gas to a turbo charged internal combustion engine (1) with an intake line (14) and an exhaust line (15) comprises: an exhaust gas turbocharger (2) having at least one compressor impeller (4) for compressing fresh gas and supplying the compressed fresh gas to the Combustion engine (1), and with at least one drive wheel (5) for driving by exhaust gas of the internal combustion engine (1) for driving the compressor wheel (4); and a compressed air supply device (7) for the controlled supply of compressed fresh gas or compressed air to the internal combustion engine (1), wherein the compressed air supply device (7) with a charge air inlet (10) with the compressor impeller (4), with an outlet (13) with the suction line ( 14) and with a compressed air inlet (11) is connected to a compressed air source, wherein the at least one compressor impeller (4) of the exhaust gas turbocharger (2) consists wholly or partly of steel or a steel alloy.

Method for operating a combustion engine, in particular as propulsion device for a vehicle

Die Erfindung betrifft ein Verfahren zum Betreiben einer Brennkraftmaschine, insbesondere als Antriebseinrichtung für ein Fahrzeug, wobei wenigstens eine Energie-Speichereinrichtung (31; 49) vorgesehen ist, mittels der durch die Brennkraftmaschine (5) und/oder durch ein die Brennkraftmaschine (5) aufweisendes Fahrzeug (1) erzeugte Energie gespeichert wird, wobei eine Steuereinrichtung (33, 55) vorgesehen ist, mittels der die gespeicherte Energie (E gesp. ) in Abhängigkeit von wenigstens einem Steuerungsparameter (E gesp. ), einer durch einen Ansaugtrakt (7) der Brennkraftmaschine (5) strömenden Verbrennungsluft (9) zugeführt wird, so dass die durch den Ansaugtrakt (7) strömende Verbrennungsluft (9) verdichtet wird.

Arrangement for exhaust gas recirculation

Gegenstand der Erfindung ist eine Anordnung zur Abgasrückführung bei Abgasturbolader mittels aufgeladenen Brennkraftmaschinen. Die Erfindung geht von der Überlegung aus, dass mit der Einrichtung für die Aufladung der Brennkraftmaschine eine Quelle für verdichtete Luft prinzipiell vorhanden ist, es wird deshalb vorgeschlagen, von dem verdichteten Ladestrom mittels einer Druckluftentnahmeleitung (19) verdichtete Luft abzuzweigen und über ein Ladeluft-Rückschlagventil (20) in einen Druckluftvorratsbehälter (21) zu führen. Der Ausgang des Druckluftvorratsbehälters (21) ist mit dem Eingang eines die Druckluft schaltenden kraftangetriebenen Steuerventils (24) verbunden, so dass dessen geschalteter Ausgang (25) bei entsprechender Schaltstellung den Betätigungszylinder (15) des Abgasrückführventils (11) mit Druckluft beaufschlagt und Schaltvorgänge des Abgasrückführventils (11) auslöst. Dabei ist der Betätigungszylinder (15) auf den vergleichsweise geringen Druck, den der Verdichter (6) des Turboladers (5) zu liefern vermag, ausgelegt.