ЭНЕРГЕТИЧЕСКАЯ МАШИНА

Полезная модель относится к области машиностроения, а именно к энергетическим машинам и поршневым двигателям внутреннего сгорания. Технический результат полезной модели - обеспечение возможности создания энергетической машины с регулируемой выходной мощностью вращения ее выходного вала достигается за счет того, что энергетическая машина, содержащая двигатель внутреннего сгорания, выполненный с возможностью преобразования возвратно-поступательного движения поршней в цилиндрах двигателя во вращательное движение его шестерен, центрично смонтированных на сегментах вала двигателя внутреннего сгорания и соединяющих шестерни соседних цилиндров, за счет эксцентричного соединения шатуна поршня к упомянутым шестерням двигателя, и шестерню машины, смонтированную на отдельном валу машины, входящую в зацепление с шестернями двигателя внутреннего сгорания, отличающаяся тем, что шестерни на валу энергетической машины смонтированы неподвижно относительно упомянутого вала, а их количество соответствует ...

Схема подключения пневмообдувочной машины

Полезная модель относится к области железнодорожного транспорта, в частности к схеме подключения пневмообдувочной машины к дизель-генераторной установке маневрового локомотива для очистки стрелочных переводов от снега и других загрязнений, происходящих из атмосферы.Схема подключения пневмообдувочной машины включает в себя блок резисторов для понижения напряжения, поступающего на электродвигатели первой параллельной ветви, и два управляющих контактора УК 1, 2.Применение управляющих контакторов УК 1, 2 позволяет отключать или подключать тяговые электродвигатели ЭД1, ЭД2, ЭД3, ЭД4, ЭД5, ЭД6.

Engine control system

Disclosed is an engine control system for one or more engines of one or more vehicles. The engine control system includes an electric power supply unit formed by an engine 21 and an electric power generator 22 for generating electricity by the driving of the engine 21. An electric power conversion unit 24 is provided for converting electric power generated by the electric power generator. Also provided is an electric power cutting-off unit 29 for cutting off connection between the electric power supply unit and the electric power conversion unit 24. A drive control unit 27 controls the electric power supply unit and the electric power conversion unit. A running-purpose main electric motor 25 is driven by the electric power converted by the electric power conversion unit and a vehicle control unit controls running of the vehicle. The engine control system has a running mode in which the main electric motor is driven by electric power generated by the electric power generator by the driving ...

Combined engine systems

Combined engine systems

A combined engine system is disclosed. The system comprises at least one primary engine and one or more secondary engines. An after-treatment system 50 is connected to the engines to receive exhaust flow from each of the engines. A controller 90 is configured to operate the system in a first operating mode when only the primary engine is running and a second operating mode when the secondary engines are run together with the primary engine. Exhaust flows from each of the engines are passed through the after-treatment system 50. Also disclosed is a method of operating the combined engine system. The application also relates to a combined engine system having a primary engine and a secondary engine where both engines share a common coolant system. A corresponding method of operating the engines is also disclosed. The arrangements enable a reduction in parts compared to systems where separate exhaust treatment or coolant systems are supplied for each engine. The engines may be used to run ...

Mult-power-unit I.C. engine arrangement

An internal combustion engine for vehicles comprising a primary and an auxiliary engine unit each comprising vertically disposed cylinders and a crankshaft operatively connected to the respective cylinders. The crankshafts are arranged in parallel. A first output shaft is positioned parallel to both crankshafts and at an intermediate position between extensions of the crankshafts. The auxiliary engine unit is spaced apart from an end of the output shaft defining a space. The cylinders of each engine unit are arranged in staggered disposition. A clutch is disposed in the space between the auxiliary engine unit and the output shaft for transmitting an output of the auxiliary engine unit to the output shaft. A gear train comprises three gears including a first end gear secured to the crankshaft of the primary engine unit, a second end gear secured to an output shaft of the clutch, and an intermediate gear secured to the first output shaft engaging with both end gears. A switch provides for ...

MULTIPLE PRIME POWER SOURCE LOCOMOTIVE CONTROL

The present invention is directed to a control strategy for operating a plurality of prime power sources during propulsion, idling and braking and is applicable to large systems such as trucks, ships, cranes and locomotives utilizing diesel engines, gas turbine engines, other types of internal combustion engines, fuel cells or combinations of these that require substantial power and low emissions utilizing multiple power plant combinations. The present invention is directed at a general control strategy for a multi-engine systems where the power systems need not be of the same type or power rating and may even use different fuels. The invention is based on a common DC bus electrical architecture so that prime power sources need not be synchronized.

DISTRIBUTED PROPULSION SYSTEM POWER UNIT CONTROL

A propulsion system that includes a plurality of power units, a plurality of propulsors, where respective power units of the plurality of power units are controllably coupled to the plurality of propulsors, and a controller configured to receive a desired throttle value corresponding to a desired propulsive force, determine a number of power units of the plurality of power units to be coupled to the plurality of propulsors to achieve the desired propulsive force based on a respective power value associated with each respective power unit of the plurality of power units, and cause the number of power units of the plurality of power units to be coupled to the plurality of propulsors.

MOTEUR DE VEHICULE A NOMBRE VARIABLE DE CYLINDRES ACTIFS PAR DESACCOUPLEMENT

POUR AMELIORER L'ASPECT ECONOMIQUE DE L'ALIMENTATION EN CARBURANT D'UN MOTEUR DE VEHICULE, SES CYLINDRES SONT DIVISES EN DEUX GROUPES 10A, B; 11A-C POUVANT FONCTIONNER INDEPENDAMMENT L'UN DE L'AUTRE. LE SYSTEME DE CARBURANT 14 EST PREVU POUR N'ALIMENTER EN CARBURANT QUE L'UN OU L'AUTRE, OU LES DEUX GROUPES. LE VILEBREQUIN 13 D'UN GROUPE DE CYLINDRES PEUT ETRE RELIE A L'ARBRE DE SORTIE DE PUISSANCE 16 AU MOYEN D'UNE TRANSMISSION CLASSIQUE ET DE MOYENS D'EMBRAYAGE 15, ALORS QUE LE VILEBREQUIN 12 DE L'AUTRE GROUPE DE CYLINDRES PEUT ETRE RELIE A L'ARBRE DE SORTIE DE PUISSANCE AU MOYEN D'UNE TRANSMISSION DISPOSEE PARALLELEMENT A LA RANGEE DE CYLINDRES, ET COMPRENANT UN ARBRE 18.

Power train i.e. twin-engine power train, controlling method for hybrid motor vehicle, involves controlling two engines of motor vehicle and transmission system according to operating mode presenting minimal fuel consumption

The method involves evaluating the constraints to which a power train of a motor vehicle is subjected, where the constraints include the torque against wheels required by a driver. An operating mode among multiple operating modes is selected for satisfaction of the constraints, where the operating modes include a skating mode. Fuel consumption is determined for each selected operating mode to satisfy the constraints. Two engines of the motor vehicle and a transmission system are controlled according to the operating mode presenting minimal fuel consumption. An independent claim is also included for a system for controlling a power train of a motor vehicle.

ENGINE OF VEHICLE HAS NUMBER VARIABLE OF ACTIVE CYLINDERS BY UNCOUPLING

POUR AMELIORER L'ASPECT ECONOMIQUE DE L'ALIMENTATION EN CARBURANT D'UN MOTEUR DE VEHICULE, SES CYLINDRES SONT DIVISES EN DEUX GROUPES 10A, B; 11A-C POUVANT FONCTIONNER INDEPENDAMMENT L'UN DE L'AUTRE. LE SYSTEME DE CARBURANT 14 EST PREVU POUR N'ALIMENTER EN CARBURANT QUE L'UN OU L'AUTRE, OU LES DEUX GROUPES. LE VILEBREQUIN 13 D'UN GROUPE DE CYLINDRES PEUT ETRE RELIE A L'ARBRE DE SORTIE DE PUISSANCE 16 AU MOYEN D'UNE TRANSMISSION CLASSIQUE ET DE MOYENS D'EMBRAYAGE 15, ALORS QUE LE VILEBREQUIN 12 DE L'AUTRE GROUPE DE CYLINDRES PEUT ETRE RELIE A L'ARBRE DE SORTIE DE PUISSANCE AU MOYEN D'UNE TRANSMISSION DISPOSEE PARALLELEMENT A LA RANGEE DE CYLINDRES, ET COMPRENANT UN ARBRE 18.

MULTIPLE PRIME POWER SOURCE LOCOMOTIVE CONTROL

The present invention is directed to a control strategy for operating a plurality of prune power sources (101-1 to 101-3) during propulsion, idling and braking and is applicable to large systems such as trucks, ships, cranes and locomotives utilizing diesel engines, gas turbine engines, other types of internal combustion engines, fuel cells or combinations of these that require substantial power and low emissions utilizing multiple power plant combinations The present invention is directed at a general control strategy for a multi- engine systems (101-1, 101-2) where the power systems need not be of the same type or power rating and may even use different fuels The invention is based on a common DC bus (103) electrical architecture so that prime power sources need not be synchronized

The triple bore engine

The triple bore engine

AN ARRANGEMENT FOR INTERCONNECTING A PLURALITY OF INTERNAL COMBUSTION ENGINES

LOCOMOTIVES

Locomotives comprising a chassis configured for receiving various modules such as, for example, fuel storage modules and/or power modules. By employing a selected combination of fuel storage modules and power modules, a locomotive may be constructed to employ any of one or more types of fuel, such as liquid fuels and gaseous fuels. Batteries may be employed to maximize energy use. Multiple locomotives may function together as a 'consist' having differing types of engines and using different types of fuel. A control system may be employed to optimize use of the engines by prioritizing factors such as cost, fuel efficiency, noise reduction, emissions reduction, etc.

System and Method for Supplying Auxiliary Power to a Large Diesel Engine

СИСТЕМА И СПОСОБ ПОДАЧИ ДОПОЛНИТЕЛЬНОЙ ЭНЕРГИИ НА БОЛЬШОЙ ДИЗЕЛЬНЫЙ ДВИГАТЕЛЬ

1. An auxiliary power system for operation in cooperation with a primary engine having a battery, comprising: (A) a secondary engine; and (B) a controller having a timer, the controller being configured to shut down the primary engine based at least in part on a predetermined time period of idling of the primary engine, and to enable automatic operation of the secondary engine. 2. The auxiliary power system of claim 1, wherein the controller is configured to start the secondary engine based at least in part on a predetermined ambient temperature. 3. The auxiliary power system of claim 1, further comprising electrical power producing means driven by the secondary engine. 4. The auxiliary power system of claim 3, wherein the electrical power producing means comprise a 240vac, 60Hz, single-phase electrical generator. 5. The auxiliary power system of claim 4, wherein the electrical generator produces at least 17kVA. 6. The auxiliary power system of claim 4, further comprising battery charging means. 7. The auxiliary power system of claim 6, wherein the controller is configured to: (i) isolate the primary engine battery from dc loads upon operation of the secondary engine; and (ii) charge the primary engine battery, using the battery charging means, during operation of the secondary engine. 8. The auxiliary power system of claim 1, further comprising: (A) primary engine coolant pumping means; and (B) heat exchanging means. 9. The auxiliary power system of claim 8, further comprising engine coolant heating means. 10. The auxiliary power system of claim 9, further comprising coolant temperature sensing means, wherein the controller is configured to maintain, using at least the coolant temperature sensing means and the engine coolant heating means, primary engine coolant temperature within a predetermined temperature range. 11. The auxiliary power system of claim 9, wherein the engine coolant heating means comprise electric heaters. 12. The auxiliary power system of claim 1 ...

POWER PLANT COMPRISING SEVERAL INTERNAL COMBUSTION ENGINES

SYSTEMS AND METHODS FOR INTEGRATING WORK VEHICLE AND SERVICE PACK COOLING SYSTEMS

A work vehicle with a vehicle cooling system that cools a vehicle engine. The work vehicle also includes a service pack cooling system configured to cool a service pack engine of a service pack. The work vehicle includes valving fluidly coupling the vehicle cooling system to the service pack cooling system. The valving is configured to allow independent or integrated operation of the vehicle cooling system and the service pack cooling system. The valving is also configured to permit the vehicle cooling system and the service pack cooling system to operate at different pressures.

ГАЗОПЕРЕКАЧИВАЮЩИЙ АГРЕГАТ

FIELD: machine engineering. SUBSTANCE: gas-compressor unit contains an air path, which in turn contains an air intake, a compressor, a combustion chamber, a gas turbine, a shaft connecting the compressor and the gas turbine, a free turbine connected to the gas compressor and a fuel gas supply system to the combustion chamber with the fuel line. The fuel gas supply system comprises a water electrolyser and a hydrogen and oxygen mixer with a fuel gas installed in front of the combustion chamber. EFFECT: increasing performance of a gas turbine engine used as a drive for a gas-compressor unit on natural gas by increasing the completeness of fuel combustion in a gas turbine engine, improving its specific characteristics and reducing emissions of harmful substances. 18 cl, 24 dwg С 2 2625885 ко РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) (2 з зов во&09 ВО © С < а С о хх“ С2 (51) МПК Но2р 2504 (2006.01) [О2С 6/00 (2006.0Т) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ На основании пункта 1 статьи 1366 части четвертой Гражданского кодекса Российской Федерации патентообладатель обязуется заклЛюЮчЧиИтТЬ договор об отчуждении патента на условиях, соответствующих устан‘ овившейся практике, с любым г ражданином Российской Федерации ИЛИ Российским юридическим лицом, кто первым ИЗЪъявиИл такое желание И УВЕДОМИЛ Об этом патенто облада теля И федеральный орган ИСНОлНниИТтельНн! ой власти по интеллек Туальн' ой собственности. (21)(22) Заявка: 2015152975, 09.12.2015 (24) Дата начала отсчета срока действия патента: 09.12.2015 Дата регистрации: 19.07.2017 Приоритет(ы): (22) Дата подачи заявки: 09.12.2015 (43) Дата публикации заявки: 15.06.2017 Бюл. № 17 (45) Опубликовано: 19.07.2017 Бюл. № 20 Адрес для переписки: 443112, г. Самара, ул. Крайняя, 18, кв. 17, Болотину Николаю Борисовичу (72) Автор(ы): Болотин Николай Борисович (КП) (73) Патентообладатель(и): Болотин Николай Борисович (КП) (56) Список документов, цитированных в отчете о поиске: КП 155146 01, 20.07. ...

ГАЗОПЕРЕКАЧИВАЮЩИЙ АГРЕГАТ

INTERNAL COMBUSTION ENGINE WITH A PLURALITY OF POWER SOURCES

MOTEUR A COMBUSTION INTERNE POUR VEHICULE

CE MOTEUR A COMBUSTION INTERNE POUR VEHICULE EST CONSTITUE PAR PLUSIEURS GROUPES-MOTEURS 1, 2. L'UN DES GROUPES-MOTEURS 1 EST RELIE A UN ARBRE DE SORTIE PAR L'INTERMEDIAIRE D'UN DISPOSITIF DE TRANSMISSION ET LES AUTRES GROUPES-MOTEURS 2 SONT RELIES A L'ARBRE DE SORTIE PAR L'INTERMEDIAIRE D'EMBRAYAGES ELECTROMAGNETIQUES 42. LES EMBRAYAGES ELECTROMAGNETIQUES SONT EMBRAYES LORSQUE LA CHARGE DU MOTEUR EXCEDE UNE VALEUR PREDETERMINEE AFIN DE PRODUIRE UNE PUISSANCE COMPOSITE FOURNIE PAR TOUS LES GROUPES-MOTEURS.

GROUPE MOTEUR COMPORTANT PLUSIEURS MOTEURS A COMBUSTION INTERNE

L'invention concerne un groupe de moteurs à combustion interne pouvant être accouplés en une ligne de transmission d'énergie motrice. En addition à la ligne de transmission d'énergie motrice, les différents moteurs 1, 2, 3 peuvent être reliés entre eux à l'aide d'une autre ligne d'entraînement constituée par étages de faible rapport de boîtes de vitesses 9, 11 et 15, 18 et des roues libres 8, 16, cette ligne d'entraînement n'intervenant que dans la direction de transmission de force qui est opposée à la direction de transmission d'énergie motrice ; dans le cas de moteurs 1, 2, 3 disposés mécaniquement en parallèle ou en série, les arbres de sortie 6, 10 et 10, 17 de deux moteurs placés respectivement en parallèle ou en série 1, 2 ou 2, 3 sont reliés à deux étages de boîtes de vitesses 7, 13 et 9, 11 ou 19, 20 et 15, 18 ayant des rapports différents, placés en parallèle avec des sens opposés de transmission de force, et dont, grâce à une alternance de disposition des roues libres 8, 12 ou ...

LOCOMOTIVES

Locomotives comprising a chassis configured for receiving various modules such as, for example, fuel storage modules and/or power modules. By employing a selected combination of fuel storage modules and power modules, a locomotive may be constructed to employ any of one or more types of fuel, such as liquid fuels and gaseous fuels. Batteries may be employed to maximize energy use. Multiple locomotives may function together as a ‘consist’ having differing types of engines and using different types of fuel. A control system may be employed to optimize use of the engines by prioritizing factors such as cost, fuel efficiency, noise reduction, emissions reduction, etc. 1. A locomotive comprising:a first power module, the first power module comprising a first engine optimized to run on a first fuel and a first generator coupled to be driven by the first engine to generate first electrical power;a second power module, the second power module comprising a second engine optimized to run on a second fuel and a second generator coupled to be driven by the second engine to generate second electrical power;a first fuel module for storing the first fuel and connected to provide the first fuel to the first power module;a second fuel module for storing the second fuel and connected to provide the second fuel to the second power module;an electrical bus connected to the first power module to receive the first electrical power and connected to the second power module to receive the second electrical power and to provide third electrical power to a drive system of the locomotive;a control system connected to the first power module, the second power module, the first fuel module, the second fuel module and the electrical bus, the control system configured to individually control a first power output level of the first power module and a second power output level of the second power module according to a total power requirement of the drive system of the locomotive.2. A locomotive ...

FAHRZEUGMOTOR

Modular internal combustion engine for actuating generator for generation of electric energy, has cylinder of connecting rod, which is drivingly connected with single shaft to driving gear module

The modular internal combustion engine (1) has a cylinder (2.1) of a connecting rod (3.1), which is drivingly connected with a single shaft (4.1) to a driving gear module (5.1). The driving gear module is activated or deactivated and each driving gear module is assigned with an electric machine. The electrical machine is a starter-generator (15.1), which is coupled with the single shaft. The electric machine has a starter motor and a coil for decreasing electrical energy, where the starter motor is coupled to the single shaft. An independent claim is included for a method for controlling a modular internal combustion engine.

Verfahren zum Betreiben einer Brennkraftmaschine mit mehreren Zylinderbänken

Es wird ein Verfahren zum Betreiben einer Brennkraftmaschine (10) mit mehreren Zylinderbänken (15, 20) vorgeschlagen, von denen wenigstens eine erste Zylinderbank (15) abschaltbar ist. Während der Abschaltung der ersten Zylinderbank (15) wird mindestens ein Zylinder (6) der ersten Zylinderbank (15) zeitweilig wieder aktiviert.

Verfahren zum Betrieb einer Brennkraftmaschine mit geteilter Kurbelwelle und Synchronkupplung zur Kopplung zweier Kurbelwellenteile einer Brennkraftmaschine

Die Erfindung betrifft ein Verfahren zum Betrieb einer Brennkraftmaschine mit einem ersten, auch ausschließlich betriebenen Hauptmotor mit einem ersten Kurbelwellenteil und einem zweiten, mittels einer Synchronkupplung mit diesem koppelbaren Ergänzungsmotor mit einem zweiten Kurbelwellenteil, wobei die Synchronkupplung aus einer eine vorgegebene Schlupfdrehzahl zwischen den Kurbelwellenteilen einstellenden Reibungskupplung und einer bei Einstellung der Schlupfdrehzahl an einer Synchronposition mit exakter Drehwinkelposition einer vorgegebenen Zündfolge der Brennkraftmaschine mit gekoppelten Kurbelwellenteilen einen Formschluss dieser einstellenden beziehungsweise lösenden Formschlusskupplung gebildet ist, und eine entsprechende Synchronkupplung hierzu. Um eine Synchronisation schnell und ohne hohe Schaltmomente durchführen zu können, wird während eines Synchronvorgangs der beiden Kurbelwellenteile bei stillgelegtem Ergänzungsmotor und anfangs geöffneter Synchronkupplung insbesondere mit einer angefederten Bildung des Formschlusses ein über die Reibungskupplung übertragenes Kupplungsmoment auf die vorgegebene Schlupfdrehzahl zwischen den Kurbelwellenteilen geregelt, der Ergänzungsmotor gestartet und die Synchronposition durch Beschleunigung des Kurbelwellenteils des Ergänzungsmotors angefahren und die Formschlusskupplung geschlossen. The invention relates to a method for operating an internal combustion engine with a first, also exclusively operated main engine with a first crankshaft part and a second supplementary motor with a second crankshaft part that can be coupled to this by means of a synchronous clutch, the synchronous clutch being composed of a friction clutch which sets a predetermined slip speed between the crankshaft parts and when the slip speed is set at a synchronous position with an exact angle of rotation position of a predetermined ignition sequence of the internal combustion engine with coupled crankshaft parts, a positive fit of this setting or ...

A power plant incorporating a plurality of interconnected internal combustion engines

A drive arrangement which includes a number of internal combustion engines which are adapted to be connected to a flow of working force through free wheeling or one way clutches and gears to a common output shaft. In addition to a flow of working force the individual internal combustion engines may be interconnected by another flow of a tractive force which is formed by gearing up gears and one way or free wheeling clutches. This flow of tractive force acts only in a direction of force flow which opposes the flow of the working force. The internal combustion engines may be mechanically arranged in parallel next to one another or in series behind one another with working or output shafts of the internal combustion engines being located parallel or in series one behind the other. The working shafts are connected with parallel gear stages which transmit at different ratios and have opposing force flows. Only one gear stage acts at a time in any direction of force flow due to an alternating ...

Control system for multiple power sources

PCT No. PCT/JP82/00359 Sec. 371 Date Apr. 8, 1983 Sec. 102(e) Date Apr. 8, 1983 PCT Filed Sep. 8, 1982 PCT Pub. No. WO83/00847 PCT Pub. Date Mar. 17, 1983.A control system having a plurality of sensors which sense conditions of a vehicle for producing signals, a selection button which selects combinations of the sensed signals and a control device which operates in response to the selected combination of signals to control a clutch to incorporate a plurality of engine units and the output engine torque.

Internal combustion engine provided with a plurality of power units

PCT No. PCT/JP81/00362 Sec. 371 Date Jul. 29, 1982 Sec. 102(e) Date Jul. 29, 1982 PCT Filed Nov. 30, 1981 PCT Pub. No. WO82/01916 PCT Pub. Date Jun. 10, 1982.An internal combustion engine comprising a primary engine unit and an auxiliary engine unit, in which a clutch of the auxiliary engine unit is engaged at a proper phase difference between both engine units.

SYSTEM AND PROCEDURE FOR THE SUPPLY OF A LARGE DIESEL ENGINE WITH AUXILIARY WORKER

Supplying auxiliary power to a diesel engine

MULTIPLE PRIME POWER SOURCE LOCOMOTIVE CONTROL

The present invention is directed to a control strategy for operating a plurality of prime power sources during propulsion, idling and braking and is applicable to lar ge systems such as trucks, ships, cranes and locomotives utilizing diesel engines, gas turbine engines, other types of internal combustion engines, fuel cells or combinations of these that require substantial power and low emissions utilizing multiple power plant combinations. The present invention is directed at a general control strategy for a multi-engi ne systems where the power systems need not be of the same type or power rating and may even use different fuels. The invention is based on a common DC bus electrical architecture so that prime power sources need not be synchronized.

SYSTEMS AND METHODS FOR INTEGRATING WORK VEHICLE AND SERVICE PACK COOLING SYSTEMS

A work vehicle with a vehicle cooling system that cools a vehicle engine. The work vehicle also includes a service pack cooling system configured to cool a service pack engine of a service pack. The work vehicle includes valving fluidly coupling the vehicle cooling system to the service pack cooling system. The valving is configured to allow independent or integrated operation of the vehicle cooling system and the service pack cooling system. The valving is also configured to permit the vehicle cooling system and the service pack cooling system to operate at different pressures.

PARTIAL DISABLING MECHANISM OF AN ENGINE, VEHICLE AND METHOD USING SUCH A MECHANISM [...]

La présente invention concerne un groupe moteur pour véhicule, caractérisé en ce qu'il comprend un premier sous-ensemble moteur (110) entraînant un premier vilebrequin (130) par au moins une bielle (113a, 113b) et un deuxième sous-ensemble moteur (120) entraînant un deuxième vilebrequin (140) par au moins une bielle (123a, 123b), et en ce qu'il comprend un mécanisme de couplage (100) commandé et présentant au moins : - une position couplée dans laquelle le deuxième vilebrequin (140) et le premier vilebrequin (130) sont couplés en rotation, et - une position libérée dans laquelle le deuxième vilebrequin (140) et le premier vilebrequin (130) sont indépendants l'un de l'autre en rotation. En particulier, la première pièce de couplage porte des logements de couplage (236) et un plateau de friction (220). Son déplacement l'applique contre une pièce de friction (250) qui recule pour lui permettre d'atteindre des broches (246) s'insérant dans lesdits logements. L'invention concerne aussi un véhicule et un procédé mettant en œuvre un tel groupe moteur. The present invention relates to a motor unit for a vehicle, characterized in that it comprises a first engine subassembly (110) driving a first crankshaft (130) by at least one connecting rod (113a, 113b) and a second engine subassembly (120) driving a second crankshaft (140) by at least one connecting rod (123a, 123b), and in that it comprises a controlled coupling mechanism (100) and having at least: - a coupled position in which the second crankshaft (140) and the first crankshaft (130) are rotatably coupled, and - a released position in which the second crankshaft (140) and the first crankshaft (130) are rotationally independent of each other. In particular, the first coupling part carries coupling housings (236) and a friction plate (220). Its displacement applies against a friction piece (250) which moves back to enable it to reach pins (246) inserted in said housing. The invention also ...

POWER PLANT COMPRISING SEVERAL INTERNAL COMBUSTION ENGINES

L'invention concerne un groupe de moteurs à combustion interne pouvant être accouplés en une ligne de transmission d'énergie motrice. En addition à la ligne de transmission d'énergie motrice, les différents moteurs 1, 2, 3 peuvent être reliés entre eux à l'aide d'une autre ligne d'entraînement constituée par étages de faible rapport de boîtes de vitesses 9, 11 et 15, 18 et des roues libres 8, 16, cette ligne d'entraînement n'intervenant que dans la direction de transmission de force qui est opposée à la direction de transmission d'énergie motrice ; dans le cas de moteurs 1, 2, 3 disposés mécaniquement en parallèle ou en série, les arbres de sortie 6, 10 et 10, 17 de deux moteurs placés respectivement en parallèle ou en série 1, 2 ou 2, 3 sont reliés à deux étages de boîtes de vitesses 7, 13 et 9, 11 ou 19, 20 et 15, 18 ayant des rapports différents, placés en parallèle avec des sens opposés de transmission de force, et dont, grâce à une alternance de disposition des roues libres 8, 12 ou 16, 21, un seul étage de boîte 7, 13 ou 9, 11 ou bien 19, 20 ou 15, 18 agit dans chaque sens de transmission de force. Application aux moteurs à combustion interne. (CF DESSIN DANS BOPI) The invention relates to a group of internal combustion engines which can be coupled in a motive power transmission line. In addition to the motive power transmission line, the various motors 1, 2, 3 can be linked together using another drive line made up of low ratio stages of gearboxes 9, 11 and 15, 18 and freewheels 8, 16, this drive line only intervening in the direction of force transmission which is opposite to the driving energy transmission direction; in the case of motors 1, 2, 3 mechanically arranged in parallel or in series, the output shafts 6, 10 and 10, 17 of two motors placed respectively in parallel or in series 1, 2 or 2, 3 are connected to two stages of gearboxes 7, 13 and 9, 11 or 19, 20 and 15, 18 having different ratios, placed in parallel ...

PROCEEDED OF OPERATION Of a HYBRID ENGINE THERMIQUE-PNEUMATIQUE AND ENGINE ADAPTS

L'invention concerne un procédé de fonctionnement d'un moteur hybride thermique-pneumatique d'un véhicule comportant un calculateur embarqué permettant de sélectionner le mode de fonctionnement de chaque cylindre en fonction de paramètres et dans lequel on détermine au moins une configuration de fonctionnement comportant pour chaque mode de fonctionnement, le nombre de cylindre(s) et de cycle(s) dudit mode, le nombre de cycle(s) du mode thermique donnant un horizon h de la configuration de fonctionnement, ladite/lesdites configurations étant déterminées par un calcul supposant que chaque cylindre en mode thermique soit à sa charge optimale et pour produire une charge moyenne sensiblement égale à la charge courante, les éventuels cylindres qui ne sont pas en mode thermique lors du/des cycles correspondants pour calculer ce résultat étant alors considérés comme étant en mode ressort pneumatique ou, si le calculateur a déterminé que ce mode peut être utilisé, soit en mode compresseur, soit en mode pneumatique. Un moteur adapté au procédé complète l'invention.

Linear or parallel engine power package for use in motor vehicle, has multiple engines arranged one after another or side by side on connection frame as unit and are connected with electromagnetic free-wheel clutches

The package has multiple engines (A, B, C) that are arranged one after another or side by side on a connection frame (D) as a unit and are connected with electromagnetic free-wheel clutches (2). The electromagnetic free wheel clutches pack the power of the motors and manages the different revolutions of the connected engines. The engines are connected with a v-belt (3) or chain in parallel construction of the engines.

Multi-split engine for motor vehicles with split crankshaft and engine transverse shaft for auxiliary unit drives

The invention relates to the further embodiment of the SPLIT-ENGINE FOR MOTOR VEHICLES according to the main application P3522988.8. 1. The SPLIT-ENGINE, in addition to the primary internal combustion engine and secondary internal combustion engine, also contains a tertiary internal combustion engine (300), which is automatically switched on only for high power requirements, for example for high-speed passenger vehicle travel on the motorway and for trucks ascending gradients, but automatically switched off again when the power demand is reduced. The design example shown and described is a 2 + 2 + 2 = 6-cylinder multi-split engine; Fig. 1 and Fig. 2. 2. The self-synchronising clutch (50 and 350) is given a hydraulic clutch part, Fig. 3; Fig. 4; Fig. 5; Fig. 6; Fig. 7; in place of the friction clutch part and the elastomer torsional vibration damper (71) is omitted. 3. The SPLIT-ENGINE according to the above mentioned main application comprising only the primary and secondary internal combustion engine is given the additional design variant of a 3 + 3 = 6-cylinder split engine. Fig. 8 and Fig. 9. <IMAGE>

CLUTCH SYSTEM

ENGINE OF VEHICLE HAS CYLINDERS LAY OUT ON LINE

Thermal engines coupling method for forming U shape engine of vehicle, involves coupling crankshafts of thermal engines when difference between angular positions of two crankshafts is lower than predetermined value

The method involves locating angular positions of crankshafts (50, 54) of the thermal engines (52, 56) on 720 degree cycle by locating angular positions of camshafts (51, 53) of the engines. The angular position of the crankshaft (50) of the thermal engine (52) is adjusted with respect to the angular position of the crankshaft (54) of the thermal engine (56). The crankshaft (50) of the thermal engine (52) is coupled to the crankshaft (54) of the thermal engine (56) when difference between angular positions of the crankshafts is lower than a predetermined value. An independent claim is also included for a U shape engine.

INTERNAL COMBUSTION ENGINE WITH A PLURALITY OF POWER SOURCES

A plurality of internal combustion engines are installed independently From one another, at least one internal combustion engine is constantly connected to an output shaft as a main power source, the other internal combustion engine is connected through a clutch to the output shaft as an auxiliary power source. The auxiliary power source is selectively used in response to the load state, and a control system for throttle valves (21) and (22) of main and auxiliary power source sides is constructed to half open throttle valve (22) when throttle valve (21) is fully opened, to half return throttle valve (21), and to thereafter fully open both throttle valves (21), (22) in cooperation with the controlling systems therefor, thereby balancing the fuel supply to both the power sources when the single operation of the main power source is convened to composite operation of the main and the auxiliary power sources.

System for Controlling the Total Emissions Produced by a Multi-Engine Power System

A power system for powering a load is provided. The power system includes a plurality of power sources with each power source including an engine. A SCR system is associated with the engine of at least one of the plurality of power sources. A controller is in communication with the plurality of power sources. The controller is configured to receive engine operation information, emission output information associated with each engine and conversion efficiency information associated with the SCR system and selectively apportion the power demand presented by the load between each of the plurality of power sources based on minimizing total engine emissions across the plurality of power sources and using the engine operation information, the emission output information and the conversion efficiency information. 1. A power system for powering a load , the load presenting a power demand , the power system comprising:a plurality of power sources with each power source including an engine;a selective catalytic reduction (SCR) system associated with the engine of at least one of the plurality of power sources; and [ wherein the conversion efficiency information provides information regarding a conversion rate of the nitrogen oxides in the engine exhaust emissions at different operating conditions of the SCR system and the engine of the at least one of the plurality of power sources, and', 'wherein the different operating conditions of the SCR system and the engine include different SCR temperatures and different diesel exhaust fluid injection rates,, 'receive engine operation information, emission output information associated with each engine, and conversion efficiency information associated with the SCR system,'}, 'the engine emissions being determined using the conversion efficiency information, and', 'determine engine emissions produced by the engine of the of at least one of the plurality of power sources,'}, 'selectively apportion the power demand between each of the ...

INTERNAL COMBUSTION ENGINE

Engine control system

Internal combustion engine with a plurality of power sources

PCT No. PCT/JP81/00362 Sec. 371 Date Jul. 29, 1982 Sec. 102(e) Date Jul. 29, 1982 PCT Filed Nov. 30, 1981 PCT Pub. No. WO82/01916 PCT Pub. Date Jun. 10, 1982.An internal combustion engine comprising a primary engine unit and an auxiliary engine unit, in which a clutch of the auxiliary engine unit is engaged at a proper phase difference between both engine units.

LAY OVER SUPPORT SYSTEM FOR LOCOMOTIVES (OR LOCOMOTIVE WITH LAY OVER SUPPORT SYSTEM)

Method and control device for operating a system consisting of a plurality of internal combustion engines

INTERNAL COMBUSTION ENGINE FOR VEHICLE

CE MOTEUR A COMBUSTION INTERNE POUR VEHICULE EST CONSTITUE PAR PLUSIEURS GROUPES-MOTEURS 1, 2. L'UN DES GROUPES-MOTEURS 1 EST RELIE A UN ARBRE DE SORTIE PAR L'INTERMEDIAIRE D'UN DISPOSITIF DE TRANSMISSION ET LES AUTRES GROUPES-MOTEURS 2 SONT RELIES A L'ARBRE DE SORTIE PAR L'INTERMEDIAIRE D'EMBRAYAGES ELECTROMAGNETIQUES 42. LES EMBRAYAGES ELECTROMAGNETIQUES SONT EMBRAYES LORSQUE LA CHARGE DU MOTEUR EXCEDE UNE VALEUR PREDETERMINEE AFIN DE PRODUIRE UNE PUISSANCE COMPOSITE FOURNIE PAR TOUS LES GROUPES-MOTEURS. THIS INTERNAL COMBUSTION ENGINE FOR VEHICLES IS CONSTITUTED BY SEVERAL ENGINE UNITS 1, 2. ONE OF THE ENGINE UNITS 1 IS CONNECTED TO AN OUTPUT SHAFT THROUGH A TRANSMISSION DEVICE AND THE OTHER ENGINE UNITS 2 ARE CONNECTED TO THE OUTPUT SHAFT THROUGH ELECTROMAGNETIC CLUTCHES 42. ELECTROMAGNETIC CLUTCHES ARE CLUTCHED WHEN THE MOTOR LOAD EXCEEDS A PREDETERMINED VALUE IN ORDER TO PRODUCE COMPOSITE POWER SUPPLIED BY ALL UNITS.

Operation Method of Engine for a Ship

... 천연가스와 연료유를 동시에 연료로 사용할 수 있는 엔진을 포함하는 선박의 엔진 운전 방법이 개시된다. 상기 선박의 엔진 운전 방법에 의하면, 각 엔진은, 천연가스를 연료로 사용하여 구동되는 가스 모드; 연료유를 연료로 사용하여 구동되는 연료유 모드; 및 천연가스와 연료유를 동시에 연료로 사용하는 연료 분배 모드;중 어느 하나의 모드로 운전된다.

SYSTEM AND METHODS FOR STOICHIOMETRIC COMPRESSION IGNITION ENGINE CONTROL

The present invention relates to a diesel engine control system and methods for substantially operating a diesel engine at stoichiometric fuel to air ratios. The system may include a fuel processor which receives instructions for a desired engine output and current operating conditions. The fuel processor may also generate fueling instructions for the cylinders, including: substantially regulating fuel delivery into to a first group of cylinders at or near stoichiometric fuel levels, and substantially disabling fuel injection into to a second grouping of cylinders. The number of cylinders being fueled, and therefore undergoing a combustion event corresponds to the desired engine output. This may be calculated by dividing the desired output by the power provided by one cylinder operating at substantially stoichiometric fuel levels. The number of cylinders receiving fuel may be varied over a succession of engine revolutions such that the actual average engine power output conforms to the ...

INTERNAL COMBUSTION ENGINE WITH A PLURALITY OF POWER SOURCES

A plurality of internal combustion engines (1, 2) are installed independently of one another, at least one internal combustion engine (1) is constantly connected to an output shaft (11) as a main power source, the other internal combustion engine (2) is connected through a clutch (15) to the output shaft (11) as an auxiliary power source, and the starting timing of the auxiliary power source is set before the engagement of the clutch (15) by a controlling means which detects the state of acceleration of the main power source when the auxiliary power source cooperates with the main power source in response to the load state.

Fahrzeugantrieb

Die vorliegende Erfindung betrifft einen Doppelmotor mit Lastschaltgetriebe in Front-Längs-Anordnung. The present invention relates to a double engine with powershift transmission in front-longitudinal arrangement.

MEHRFACHANORDNUNG VON BRENNKRAFTMASCHINEN

IC ENGINE

Combined engine systems

PROCESS Of COUPLING OF TWO THERMAL ENGINES AND ENGINE OUT OF U

FORDONSMOTOR

Control device for hybrid vehicle

A control device for a hybrid vehicle includes a traction motor that is for driving a vehicle and transmits power to the wheels of the vehicle, an engine that is connected to a power transmission route to the vehicle wheels, through a clutch, a generator that is connected to the engine, a breakdown detecting unit that detects a breakdown of the traction motor, and a retreat traveling control unit that stops firing of the engine and operates the generator as a motor while switching the clutch to a connection state to make the vehicle travel using the generator, in a case where a breakdown of the traction motor is detected by the breakdown detecting unit.

CRANKSHAFT-SYSTEMS FOR SPLIT ENVIRONMENTAL ENGINES AND MULTI-SPLIT ENVIRONMENTAL ENGINES

Crankshaft systems for split and multi-split environmental engines are disclosed which are comprised of partial crankshafts, split balance shafts, and selectively adapted self-synchronizing clutches, all which cooperate dynamically wtih each other such that the split and multi-split environmental engines have equal firing distances, a secured balancing of the free dynamical forces and free dynamical couples of the 1st order, and an acceptable balancing of the free dynamical forces and free dynamical couples of the 2d order, and smooth running of the partial engines operating singly and of the clutched-un complete engines. Said crankshaft systems having the objective, to reduce effectively the total amount of exhaust gases, and to reduce extensively CO2 emissions and the fuel consumption.

Internal combustion engine provided with a plurality of power units

PCT No. PCT/JP81/00360 Sec. 371 Date Jul. 29, 1982 Sec. 102(e) Date Jul. 29, 1982 PCT Filed Nov. 30, 1981 PCT Pub. No. WO82/02226 PCT Pub. Date Jul. 8, 1982.An internal combustion engine comprising a primary engine unit and an auxiliary engine unit, in which a clutch of the auxiliary engine unit is engaged at a proper time dependent on the acceleration of the primary engine unit.

Verbrennungskraftmaschinensystem sowie Verfahren und Steuerungseinrichtung zum Betreiben desselben

Verfahren zum Betreiben eines Verbrennungskraftmaschinensystems (10), wobei das Verbrennungskraftmaschinensystem (10) mindestens zwei Verbrennungskraftmaschinen (11, 12), in denen Kraftstoff unter Bildung von Abgas verbrennbar ist, und eine für mindestens zwei Verbrennungskraftmaschinen (11, 12) gemeinsame Abgasnachbehandlungsanlage (13), in der das Abgas der Verbrennungskraftmaschinen (11, 12) einer Abgasnachbehandlung unterziehbar ist, aufweist, wobei stromabwärts mindestens einer der Verbrennungskraftmaschinen (11, 12), denen eine gemeinsame Abgasnachbehandlungsanlage (13) zugeordnet ist, und stromaufwärts der gemeinsamen Abgasnachbehandlungsanlage (13) eine Absperreinrichtung (14, 18) angeordnet ist, die dann, wenn die jeweilige Verbrennungskraftmaschine (11, 12) stillsteht, zur Vermeidung einer Abgasrückströmung von mindestens einer anderen laufenden Verbrennungskraftmaschine (11, 12) in Richtung auf die jeweilige stillstehende Verbrennungskraftmaschine (11, 12) geschlossen wird, wobei ...

Internal combustion engine with a plurality of power sources

PCT No. PCT/JP81/00363 Sec. 371 Date Jul. 29, 1982 Sec. 102(e) Date Jul. 29, 1982 PCT Filed Nov. 30, 1981 PCT Pub. No. WO82/01914 PCT Pub. Date Jun. 10, 1982.An internal combustion engine comprising a primary engine unit and an auxiliary engine unit, in which the auxiliary engine unit is connected to an output shaft of the primary engine unit under conditions both engine units are balanced in output torque and engine speed.

FOUR STROKE INTERNAL COMBUSTION ENGINE

Drive system

INTERNAL COMBUSTION ENGINE FOR VEHICLE

METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE HAVING A SPLIT CRANKSHAFT AND SYNCHRONOUS CLUTCH FOR COUPLING TWO CRANKSHAFT PARTS OF AN INTERNAL COMBUSTION ENGINE

Regelanordnung f}r einen Verbrennungsmotor eines Kraftfahrzeuges

INTERNAL COMBUSTION ENGINE WITH A PLURALITY OF POWER SOURCES

Internal combustion engine with a plurality of power units

PCT No. PCT/JP81/00361 Sec. 371 Date Jul. 29, 1982 Sec. 102(e) Date Jul. 29, 1982 PCT Filed Nov. 30, 1981 PCT Pub. No. WO82/01915 PCT Pub. Date Jun. 10, 1982.An internal combustion engine comprising a first power unit and a second power unit, in which a clutch of the second power unit is disengaged thereby to disengage the second power unit from an output shaft, when a low reduction gear ratio of a transmission is selected.

CONTROL SYSTEM FOR MULTIPLE POWER SOURCES

CONTROL SYSTEM FOR MULTIPLE POWER SOURCES

Locomotive engine start method

The present invention is directed to a to a means of starting or restarting an engine on a locomotive having at least one of another engine, a fuel cell system and an energy storage system. The method is applicable to large systems such as trucks, ships, cranes and locomotives utilizing diesel engines, gas turbine engines, other types of internal combustion engines, fuel cells or combinations of these that require substantial power and low emissions utilizing multiple power plant combinations. The present invention is directed, in part, at a flexible control strategy for a multi-engine systems based on a common DC bus electrical architecture so that prime power sources need not be synchronized.

Locomotive data management system and method based on monitored location

A system and method for monitoring a locomotive system comprising at least one internal-combustion engine. Specifically, the present invention enables monitoring and compiling of locomotive systems operation data and location data to be used in a variety of useful functions, such as emissions monitoring or accident reconstruction. A geographic position determination unit generates location information. A plurality of sensors are appended to a locomotive system to monitor locomotive system features, including brake-line pressure, external temperature, engine temperature, and the like. Such sensors are coupled to a locomotive computer to enable data processing and transmission to a system user.

Multicylinder reciprocating piston internal combustion engine

Internal combustion engine for driving a vehicle with a crankshaft, which comprises two crankshaft sections, each assigned to a part of the working cylinder and connectable to the common drive by way of a coupling as a function of the load of the internal combustion engine and/or separable from the drive only by one crankshaft section. According to the invention the coupling is to be actuatable by axial displacement of the additionally connectable crankshaft section, a device for the axial displacement being appropriately arranged on the free end face of the additionally connectable crankshaft section and those crankshaft and/or connecting rod bearings assigned to the additionally connectable crankshaft section being designed to facilitate an axial displacement, whilst that crankshaft section remaining connected is held axially fixed by means of an axial bearing.

Spark ignition IC engine - has fuel mixture optimised for middle load with auxiliary engine coupled at upper middle or upper ranges

The spark ignition engine (1) varies ignition timing with constant high air excess and constant charge when running in the lower middle load range. The charge is varied with constant high air excess and constant timing in the lower load range, whilst in the upper range the mixture is enriched with constant charge. The engine is designed to reach maximum output and minimum relative fuel consumption within this middle range, whilst in the upper or in the upper middle load range, an auxiliary engine (2) is coupled to the engine output. This auxiliary engine then runs near its full output with constant optimum timing.

A TRIPLE BORE ENGINE

A triple-bore engine, with each bore having a different cubic capacity. The bores are linked by timing chains to a common drive mechanism. Each bore cuts in under the control of a computer controlled system when the engine reaches specific power outputs. The engine may employ standard internal combustion principles, with the additional element of electrostatically driven pistons being available to reduce fuel consumption and/or increase the power output.

Four-stroke engine with a cylinder wall exhaust port.

A piston controlled exhaust port 16 is provided in addition to the overhead inlet and exhaust valves 12, 13. The port is controlled by a valve 20 which may be a slide (22, figs. 9 to 11) or pivoted (23, Figs. 12 to 14) valve which may close to an extent dependant upon engine operating conditions. The overhead valves may be rotary (Figs. 15 and 16). The exhaust from the port 16 may induce flow through the overhead exhaust valve (Fig. 17). ...

CONNECTING MECHANISM FOR INTERNAL COMBUSTION ENGINE WITH MULTIPLE POWER SOURCES

Engine control system

INTERNAL COMBUSTION ENGINE WITH A SEPARATING DEVICE FOR COUPLING A FIRST CRANKSHAFT TO OR UNCOUPLING IT FROM A SECOND CRANKSHAFT

MULTI POWER UNIT IC ENGINE ARRANGEMENT

INTERNAL COMBUSTION ENGINE WITH A PLURALITY OF POWER SOURCES

For the operation of ship engine method

本申请公开了一种用于船舶的发动机操作方法，该船舶包括能够同时使用天然气和燃油作为燃料的发动机。根据用于操作用于船舶的发动机的方法，每台发动机以包括：气体模式、燃油模式以及燃料分担模式中的一种模式操作，在所述气体模式中，使用天然气作为燃料来驱动发动机，在所述燃油模式中，使用燃油作为燃料来驱动发动机，在所述燃料分担模式中，同时使用天然气和燃油作为燃料来驱动发动机。

PROCEEDED OF OPERATION Of a HYBRID ENGINE THERMIQUE-PNEUMATIQUE AND ENGINE ADAPTS

MOTEUR DE VEHICULE A CYLINDRES DISPOSES EN LIGNE

POUR PERMETTRE UNE FABRICATION DE MOTEURS A COMBUSTION INTERNE COMPRENANT UN NOMBRE VARIABLE DE CYLINDRES ET AU MOYEN DE QUELQUES COMPOSANTS DE BASE EN VUE DE LEUR INSTALLATION DANS DES VEHICULES DE TYPES ET DE DIMENSIONS DIVERSES, LE MOTEUR EST CONSTITUE PAR DES BLOCS 10, 11 COMPRENANT CHACUN AU MOINS UN CYLINDRE. CHAQUE BLOC EST POURVU, SUR SES FACES TERMINALES, DE DISPOSITIFS DE FIXATION MUTUELLEMENT SIMILAIRES DISPOSES SYMETRIQUEMENT PAR RAPPORT A UN PLAN MEDIAN VERTICAL. LES TRANSMISSIONS ET LES DISPOSITIFS AUXILIAIRES 12, 13 DU MOTEUR SONT DISPOSES EN RAPPORT AVEC LES CARTERS COMPRENANT DES DISPOSITIFS DE FIXATION REPARTIS SELON LES MEMES MOTIFS EN VUE D'UNE CONNEXION ARBITRAIRE A UN BLOC.

Operating method of a hybrid heat-air engine and suitable engine

The method involves operating a set of cylinders (1) in a mode e.g. thermal mode, and determining a current load to be produced by an engine by a logic controller. The current load is distributed between cylinders during a specific time period, so that each cylinder in the thermal mode is sensitive to optimal load at cycles when a thermal mode is implemented for achieving production of load, where the optimal load for the cylinder in thermal mode is a load providing maximal output of the cylinder and average load produced in conditions is equal to the current load to be produced. An independent claim is also included for a thermal-pneumatic hybrid engine of a motor vehicle, comprising a set of cylinders.

Multi-Split-Motor für Kraftfahrzeuge mit geteilter Kurbelwelle und Motor-Querwelle für Hilfsgeräte-Antriebe

Arrangement of main motor and auxiliary motor

If two motors are at times operated together with one another, a torsionally elastic connection is necessary between their flywheels (11, 12) so that their oscillation frequency lies below the idling speed. Furthermore small motors with only 2 or 3 cylinders, particularly those suitable as auxiliary motors (5), need a balancing shaft with centrifugal moment rotating at the same speed in opposition to the crankshaft for good balancing of masses. The required balancing shaft is here designed as a torsionally elastic connection between the flywheels (11, 12), so that, for example, the auxiliary motor (5) can be coupled by way of a freewheel (F) to the main motor (1) in any position without troublesome vibrations occurring. Greater fuel economy than by throttling a part of the cylinder. Simple, robust construction. ...

An internal combustion engine with a separating device for coupling a first crankshaft to or uncoupling it from a second crankshaft

An internal combustion engine wherein each of several groups of cylinders rotates a discrete crankshaft which, in turn, rotates a discrete camshaft. When the engine is operated at partial load, a single group of cylinders is in use to rotate a first crankshaft. Prior to starting a second group of cylinders, the corresponding second crankshaft, which is coaxial with the first crankshaft, must be accelerated to the angular velocity of the first crankshaft and the second crankshaft must assume a predetermined angular position with reference to the first crankshaft to thereby ensure a proper sequence of firing of the cylinders. This is accomplished by installing a positive-engagement clutch between the first and second crankshafts and a friction clutch between the corresponding camshaft. The friction clutch accelerates the second crankshaft through the medium of the corresponding camshaft and the clutch between the two crankshafts is engaged when the angular velocity of the second camshaft ...

Connecting mechanism for internal combustion engine with multiple power sources

PCT No. PCT/JP82/00358 Sec. 371 Date Mar. 21, 1983 Sec. 102(e) Date Mar. 21, 1983 PCT Filed Sep. 8, 1982 PCT Pub. No. WO83/00906 PCT Pub. Date Mar. 17, 1983.A system for controlling a clutch for a plurality of independent engine units, in which gears of the engine units are engaged with a gear of an output shaft and are arranged to form a pump chamber, the output fluid of the pump chamber being used for operating the clutch so as to connect engine units with each other.

INTERNAL COMBUSTION ENGINE WITH A PLURALITY OF POWER SOURCES

HYBRID VEHICLE AND METHOD FOR CONTROLLING THE SAME

A motor generator and a power converter are driven by an engine, to supply electric power to a power storage device. ECU causes the engine to start if SOC of the power storage device falls below a first threshold value, and causes the engine to stop if SOC exceeds a second threshold value which is larger than the first threshold value. During a vehicle stop, if SOC exceeds a third threshold value which is larger than the first threshold value and smaller than the second threshold value, ECU causes the engine to stop. 12-. (canceled)3. A hybrid vehicle comprising:a power storage device;an internal combustion engine;at least one motor having an electric power generation function in which the motor is driven by said internal combustion engine to supply electric power to said power storage device and a function of producing running driving force; anda control device configured to control start and stop of said internal combustion engine based on a start/stop condition for said internal combustion engine set from a physical quantity relevant to a charged state of said power storage device,when the vehicle stops, said control device changing the start/stop condition for said internal combustion engine such that an operation duration of said internal combustion engine is shorter than during vehicle running,said physical quantity being a remaining capacity of said power storage device,said control device causing said internal combustion engine to start if said remaining capacity falls below a first threshold value corresponding to the start condition for said internal combustion engine, and causing said internal combustion engine to stop if said remaining capacity exceeds a second threshold value corresponding to the stop condition for said internal combustion engine, which is larger than said first threshold value, andduring a vehicle stop, if said remaining capacity exceeds a third threshold value which is larger than said first threshold value and smaller than said ...

CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINE

In a control system for an internal combustion engine, the internal combustion engine includes a first exhaust catalyst that is a three-way catalyst disposed in an exhaust path of the internal combustion engine, a second exhaust catalyst that is a three-way catalyst disposed in the exhaust path on a downstream side of the first exhaust catalyst, and a motor configured to drive the internal combustion engine. The control system includes an electronic control unit configured to, when operation of the internal combustion engine is stopped, stop fuel injection in the internal combustion engine and then, execute motoring in which the internal combustion engine is rotationally driven using drive power of the motor, and execute the motoring in a range in which an oxygen occlusion amount of the first exhaust catalyst becomes an oxygen occlusion amount smaller than an upper limit oxygen occlusion amount of the first exhaust catalyst. 1. A control system for an internal combustion engine including a first exhaust catalyst that is a three-way catalyst disposed in an exhaust path of the internal combustion engine , a second exhaust catalyst that is a three-way catalyst disposed in the exhaust path on a downstream side of the first exhaust catalyst , and a motor configured to drive the internal combustion engine , the control system comprising an electronic control unit configured towhen operation of the internal combustion engine is stopped, stop fuel injection in the internal combustion engine and then, execute motoring in which the internal combustion engine is rotationally driven using drive power of the motor, andexecute the motoring in a range in which an oxygen occlusion amount of the first exhaust catalyst becomes an oxygen occlusion amount smaller than an upper limit oxygen occlusion amount of the first exhaust catalyst.2. The control system according to claim 1 , wherein the electronic control unit is configured to claim 1 , when the operation of the internal ...

Method And Control Device For Operating A System Consisting Of A Plurality Of Internal Combustion Engines

A method for operating a system having a plurality of internal combustion engines coupled together such that then outputs are drawn off by a common load, a downstream individual exhaust gas aftertreatment device, in which the exhaust gas of a particular engine undergoes an individual exhaust gas aftertreatment, positioned downstream of each engine, or a common exhaust gas aftertreatment device, in which the exhaust gas undergoes a common exhaust gas aftertreatment, positioned downstream of to the engine. To regenerate an exhaust gas aftertreatment device, the drive output of one engine is reduced, the temperature of the exhaust gas is increased, and the drive output of a second engine is increased such that the drive output reduction is at least partially compensated for. 112.-. (canceled)13. A method for regenerating an exhaust gas aftertreatment device in a system having a plurality of internal combustion engines that are coupled to one another such that drive outputs provided by the internal combustion engines are drawn by at least one common consumer and one of a respective exhaust gas aftertreatment device arranged downstream of each internal combustion engine in which an exhaust gas of each respective internal combustion engine is subjected to an exhaust gas aftertreatment device comprising one of an individual exhaust gas aftertreatment device is and a common exhaust gas aftertreatment device arranged downstream of the plurality of internal combustion engines in which the exhaust gas of each internal combustion engines is subjected to a common exhaust gas aftertreatment , the method for regenerating the exhaust gas aftertreatment device comprising:reducing a drive output of at least one first internal combustion engine;increasing a temperature of the exhaust gas of the one or each first internal combustion engine; andincreasing a drive output of at least one second internal combustion engine to at least partially offset a reduction of the drive output of the ...

Combustion engine having an adjustable linking of its motor units

Ein Verbrennungsmotor umfasst mehrere Motoreinheiten (50A-50C) mit jeweils einem Arbeitsraum (11), in dem zwei Drehkolben (20, 30) ineinandergreifend angeordnet sind und so den Arbeitsraum (11) in einen Einströmbereich (12) und einen Ausströmbereich (13) teilen. Jede Motoreinheit umfasst einen verschließbaren Einlass (62A-62C) zum Einströmbereich (12) und einen verschließbaren Abgas-Auslass (64A-64C). Der Verbrennungsmotor umfasst weiterhin ein Zuleitungsrohr (60) zu den Einlässen (62A-62C) und ein Abgassammelrohr (66), das mit den Abgas-Auslässen (64A-64C) verbunden ist, so dass die Motoreinheiten (50A-50C) parallel zueinander verbunden sind. Weiterhin umfasst der Verbrennungsmotor Abgasleitungen (63A, 63B), welche die Motoreinheiten (50A, 50B) seriell miteinander verbinden. Abhängig von einer gewünschten Leistungsausgabe betreibt eine Steuereinrichtung (70) einige der Motoreinheiten (50B, 50C) entweder als Verbrennungsmotoren, wobei der jeweilige Einlass (62B-62C) geöffnet wird, oder als Entspannungsmotoren, wobei der jeweilige Einlass (62B-62C) geschlossen bleibt und die jeweiligen Drehkolben (20, 30) vielmehr durch Abgas, das über die jeweilige Abgasleitung (63A, 63B) einströmt, angetrieben werden. An internal combustion engine comprises a plurality of motor units (50A-50C), each with a working space (11), in which two rotary pistons (20, 30) are arranged in an interlocking manner and thus divide the working space (11) into an inflow area (12) and an outflow area (13) . Each engine unit includes a closable inlet (62A-62C) to the inflow area (12) and a closable exhaust outlet (64A-64C). The internal combustion engine further includes a feed pipe (60) to the inlets (62A-62C) and an exhaust manifold (66) connected to the exhaust gas outlets (64A-64C) so that the engine units (50A-50C) are connected in parallel to each other are. The internal combustion engine further comprises exhaust pipes (63A, 63B) which connect the engine units (50A, 50B) to one another in ...

Clutch mechanism of internal-combustion engine having plural power sources

(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。

method for controlling driving of vehicle engine using fossil fuel

본 발명은 차량이 운행 상태에서 정지중인 동안에 차량 엔진의 구동을 자동으로 중지시키고 운전자의 출발 의도를 감지하는 경우 엔진 구동을 자동으로 재개하여 운전자에게 주는 불편함을 최소화한 상태에서 연료 절감과 대기 오염 감소를 도모하되, 엔진의 웜업 상태 등에 따라 적절한 제어가 이루어지도록 함으로써 엔진에 가해지는 무리 및 운전자의 불안감을 최소화시킬 수 있도록 한 화석연료 차량의 엔진 구동 제어 방법에 관한 것이다. The present invention automatically stops the driving of the vehicle engine while the vehicle is stopped in a driving state and automatically restarts the engine when the driver detects the driver's intention to start, thereby reducing fuel consumption and air pollution while minimizing inconvenience to the driver. The present invention relates to a method for controlling the engine drive of a fossil fuel vehicle that can reduce the risk and minimize the anxiety of the driver and the driver by applying appropriate control according to the warm-up state of the engine. 본 발명의 화석연료 차량의 엔진 구동 제어 방법은 차량이 운행 상태에서 정지하는 경우에 제동 페달이 밟히지 않은 상태에서도 제동력을 유지시키는 오토홀드 기능을 구비한 화석연료 차량의 엔진 구동 제어 방법에 있어서, 차량이 운행 상태에서 정지한 경우에 상기 오토홀드를 동작시키는 (a) 단계; 정지 의사 판단 기준 시간(T 10 )이 경과하였는지를 판단하는 (b) 단계; 상기 (b) 단계에서 상기 정지 의사 판단 기준 시간(T 10 )이 경과한 경우에 직전 엔진 정지후부터의 경과 시간 및 현재 엔진 구동후부터의 경과 시간에 의거하여 엔진의 웜업 정도를 판단하는 (c) 단계; 상기 (c) 단계에서의 판단된 엔진의 웜업 여부에 따라 엔진 구동 중지 여부를 결정하는 (d) 단계 및 엔진 구동 중지 상태에서 엔진 구동 재개 의사가 존재하는 경우에 엔진 구동을 재개하는 (e) 단계를 포함하여 이루어진다. In an engine drive control method of a fossil fuel vehicle of the present invention, in the engine drive control method of the fossil fuel vehicle having an autohold function for maintaining the braking force even when the brake pedal is not pressed when the vehicle is stopped in the running state, (A) operating the auto hold when the vehicle is stopped in a driving state; (B) determining whether the stop intention determination reference time T 10 has elapsed; (C) determining the warm-up level of the engine based on the elapsed time since the last engine stop and the elapsed time since the current engine driving when the stop intention determination reference time T 10 has elapsed in the step (b). ; (D) determining whether to ...

CRANKSHAFT SYSTEMS FOR SPLIT ENGINES AND MULTI-SPLIT ENGINES

Vehicle drive

The present invention present relates to a twin engine (1, 2) having a powershift transmission (5, 6) in front longitudinal arrangement.

Internal combustion engine

Die Erfindung betrifft eine Brennkraftmaschine bestehend aus mehreren Teileinheiten mit jeweils einem Kurbelwellenteil, an dem jeweils zumindest ein Kolben mittels eines Pleuels auf einer Kröpfung des Kurbelwellenteils aufgenommen ist, wobei zumindest eine erste Teileinheit während des Betriebs der Brennkraftmaschine permanent betrieben und zumindest eine weitere Teileinheit abschaltbar ist. Zur Abschaltung einer Teileinheit und einer Trennung der Kurbelwellenteile voneinander werden die Kurbelwellenteile der zumindest einen ersten Teileinheit und einer benachbarten, abschaltbaren zweiten Teileinheit mit einander drehschlüssig verbunden und bezüglich ihrer Drehachsen derart gegeneinander verlagerbar, dass eine von dem Kurbelwellenteil der ersten Teileinheit in das Kurbelwellenteil der zweiten Teileinheit eingetragene Drehbewegung im Wesentlichen aufgehoben wird. The invention relates to an internal combustion engine comprising a plurality of subunits each having a crankshaft part, on each of which at least one piston is received by means of a connecting rod on a crank of the crankshaft part, wherein at least a first subunit permanently operated during operation of the internal combustion engine and at least one further subunit is switched off , To shut off a subunit and a separation of the crankshaft parts from each other, the crankshaft parts of the at least one first subunit and an adjacent, disconnectable second subunit are rotationally connected to each other and with respect to their axes of rotation so mutually displaceable that one of the crankshaft part of the first subunit into the crankshaft part of the second Subunit registered rotary motion is substantially canceled.

INTERNAL COMBUSTION ENGINE WITH A DISCONNECTING DEVICE FOR CONNECTING AND COUPLING A FIRST CRANKSHAFT TO OR FROM A SECOND CRANKSHAFT

Crankshaft systems for split engines and multi-split engines

Vehicle drive

A vehicle drive including a transmission-engine arrangement with two drive units that are operatable independently of each other and include drive shafts arranged in the longitudinal direction of the vehicle, and with two transmission units, a respective one of the drive units forming a partial drive train with one of the transmission units, and a respective clutch device being arranged between the drive units and the transmission units within the partial drive trains. The clutch devices of the two partial drive trains are arranged to be offset relative to each other in the longitudinal direction of the vehicle to be capable of being arranged with an overlap as viewed in the transversal direction of the vehicle.

Internal combustion engine

The invention relates to an internal combustion engine, comprising a plurality of sub-units, which each comprise a crankshaft part, at least one piston being accommodated on a crank of each crankshaft part by means of a connecting rod, wherein at least one first sub-unit is permanently operated during the operation of the internal combustion engine and at least one further sub-unit can be switched off. In order to switch off a sub-unit and to disconnect the crankshaft parts from each other, the crankshaft parts of the at least one first sub-unit and of an adjacent second sub-unit that can be switched off are connected to each other in a rotationally locked manner and can be moved relative to each other with respect to the rotational axes thereof in such a way that a rotational motion applied to the crankshaft part of the second sub-unit by the crankshaft part of the first sub-unit is substantially suspended.

Synchronizing clutch mechanism for a split crankshaft in an internal combustion engine

The invention relates to an internal combustion engine comprising a plurality of subunits which each comprise a crankshaft part, at least one piston being accommodated on a crank of each crankshaft part by means of a connecting rod, wherein at least one first subunit is permanently operated while the internal combustion engine is operating, and at least one additional subunit can be switched off. To switch off a subunit and to disconnect the crankshaft parts from each other, the crankshaft parts of at least one first subunit and an adjacent second subunit that can be switched off are connected to each other in a rotationally locked manner and can move relative to each other with respect to the rotational axes thereof in such a way that a rotational motion applied to the crankshaft part of the second subunit by the crankshaft part of the first subunit is substantially suspended.

Method for operating an internal combustion engine having a split crankshaft and synchronous clutch for coupling two crankshaft parts of an internal combustion engine

The invention relates to a method for operating an internal combustion engine having a first, also exclusively operated, main engine having a first crankshaft part and a second, supplementary engine, which has a second crankshaft part and can be coupled by means of a synchronous clutch to the first crankshaft part. The synchronous clutch consists of a friction clutch that sets a predefined slip speed between the crankshaft parts, and a positive clutch which, when the slip speed is set, sets or disengages a positive engagement of coupled crankshaft parts at a synchronous position with exact rotational angle position of a predefined firing order of the internal combustion engine with the coupled crankshaft parts. The invention also relates to a corresponding synchronous clutch. In order to be able to carry out synchronisation quickly and without high switching torques, during a synchronisation process of the two crankshaft parts with the supplementary engine idle and an initially opened synchronous clutch, in particular with a spring-loaded formation of the positive engagement, a coupling torque transmitted via the friction clutch is regulated to the predefined slip speed between the crankshaft parts, the supplementary engine is started and the synchronous position is approached by accelerating the crankshaft part of the supplementary engine and the positive engagement is closed.

VEHICLE ENGINE

Internal combustion engine provided with a plurality of power units

An internal combustion engine comprising a first power unit and a second power unit, in which a clutch of the second power unit is disengaged thereby to disengage the second power unit from an output shaft, when a low reduction gear ratio of a transmission is selected.

Alternator boost method

The present invention is directed to a means of boosting the voltage output of an alternator utilizing the armature coils of the alternator as part of the boost circuit. This invention can enable refined control strategies for operating a plurality of engine systems during propulsion, idling and braking and is applicable to large systems such as trucks, ships, cranes and locomotives utilizing diesel engines, gas turbine engines, other types of internal combustion engines, fuel cells or combinations of these that require substantial power and low emissions utilizing multiple power plant combinations.

Drive device for a motor vehicle

Antriebsvorrichtung (1) für ein Kraftfahrzeug, mit mindestens zwei Verbrennungsmotoren (2, 3), die jeweils eine Motorabtriebswelle (4, 5) aufweisen, mit einer Vorrichtung (16) zum bedarfsweisen Trennen oder Verbinden der Motorabtriebswelle (4) eines ersten der Verbrennungsmotoren (2) von oder mit der Motorabtriebswelle (5) eines zweiten der Verbrennungsmotoren (3), mit einem der Vorrichtung (16) nachgeschalteten Fahrzeuggetriebe (11), mit wenigstens einer ersten Kupplung (9) zum Trennen oder Verbinden des Fahrzeuggetriebes (11) von oder mit den Verbrennungsmotoren (2, 3), sowie mit wenigstens einem Schwungrad (8), dadurch gekennzeichnet, dass das Schwungrad (8) als Zwei-Massen-Schwungrad (7) ausgebildet und zwischen der Vorrichtung (16) und dem Fahrzeuggetriebe (11) angeordnet ist. Drive device (1) for a motor vehicle, with at least two internal combustion engines (2, 3), each having an engine output shaft (4, 5), with a device (16) for separating or connecting the motor output shaft (4) of a first of the internal combustion engines ( 2) from or with the motor output shaft (5) of a second of the internal combustion engines (3), with a vehicle transmission (11) connected downstream of the device (16), with at least one first clutch (9) for separating or connecting the vehicle transmission (11) from or with the internal combustion engines (2, 3), as well as with at least one flywheel (8), characterized in that the flywheel (8) is designed as a two-mass flywheel (7) and is located between the device (16) and the vehicle transmission (11) is arranged.

Control device for internal combustion engine and automobile with the control device

내연기관의 정지 시, 상기 내연기관의 복수의 기통 가운데 상기 변속기에 근접한 위치에 배치된 기통이 압축 행정에서 중지되도록 기관 정지가 제어된다. 보다 구체적으로는, 내연기관의 정지 시, 내연기관의 회전 속도가 소정값보다 작은 시점에(ST3), 변속기에 근접한 기통 #4가 압축 행정에서 중지되는데 필요한 잔여 회전 각도가 산출된다(ST5). 잔여 회전 각도의 산출값을 토대로, 내연기관의 크랭크축이 전동기(예컨대, 모터제너레이터)의 구동을 제어하여 강제 구동됨으로써, 변속기에 가장 근접한 기통 #4가 압축 행정에서 정지되게 된다. When the internal combustion engine is stopped, the engine stop is controlled so that the cylinder disposed at a position close to the transmission among the plurality of cylinders of the internal combustion engine is stopped in the compression stroke. More specifically, when the internal combustion engine is stopped, when the rotation speed of the internal combustion engine is smaller than the predetermined value (ST3), the remaining rotation angle required for the cylinder # 4 close to the transmission to be stopped in the compression stroke is calculated (ST5). Based on the calculated value of the remaining rotation angle, the crankshaft of the internal combustion engine is driven by controlling the driving of the electric motor (for example, the motor generator), so that cylinder # 4 closest to the transmission is stopped in the compression stroke.

Drive system for automobile and method for controlling drive system for automobile

机动车用驱动系统和机动车用驱动系统的控制方法，机动车用驱动系统1具备：第1、第2发动机ENG1、ENG2；第1、第2变速器TM1、TM2；分别设置于第1、第2变速器TM1、TM2各自的输出部的第1、第2单向离合器OWC1、OWC2；以被共用的方式与第1、第2单向离合器OWC1、OWC2的两个输出部件121连结的被旋转驱动部件11；以及控制单元5。在第1发动机ENG1产生的动力经由第1单向离合器OWC1被输入到被旋转驱动部件的状态下，即通过第1发动机ENG1进行行驶的状态下，控制单元变更第2发动机ENG2的转速和/或第2变速机构的变速比，以使输入到第2单向离合器OWC2的输入部件的转速超过输出部件的转速，由此从基于第1发动机ENG1的行驶切换为基于第2发动机ENG2的行驶。由此，提供高效且能够改善燃料消耗的机动车用驱动系统和机动车用驱动系统的控制方法。

The control setup of hybrid electric vehicle

本发明涉及混合动力车的控制装置，其目的在于，不取决于引擎地提高马达故障时的车辆行驶性能。本发明的具备向车轮(9)传递动力的车辆驱动用马达(2)、通过离合器(3)连接于向车轮(9)传递动力的动力传输路径上的引擎(1)、以及连结于引擎(1)的发电机(4)的混合动力车(10)的控制装置(11)中，具备检测马达(2)的故障的故障检测部(12)。又具备在故障检测部(12)检测出马达(2)的故障的情况下，使引擎(1)的点火停止，使发电机(4)作为电动机工作，同时连接离合器(3)，利用发电机(4)使车辆(10)行驶的退避行驶控制部(14)。

Patent JPWO2021210065A1

Multiple prime power source locomotive control

The present invention is directed to a control strategy for operating a plurality of prime power sources during propulsion, idling and braking and is applicable to large systems such as trucks, ships, cranes and locomotives utilizing diesel engines, gas turbine engines, other types of internal combustion engines, fuel cells or combinations of these that require substantial power and low emissions utilizing multiple power plant combinations. The present invention is directed at a general control strategy for multi power plant systems where the power systems need not be of the same type or power rating and may even use different fuels. The invention is based on a common DC bus electrical architecture so that prime power sources need not be synchronized.

Systems and methods for integrating work vehicle and service pack cooling systems

A work vehicle with a vehicle cooling system that cools a vehicle engine. The work vehicle also includes a service pack cooling system configured to cool a service pack engine of a service pack. The work vehicle includes valving fluidly coupling the vehicle cooling system to the service pack cooling system. The valving is configured to allow independent or integrated operation of the vehicle cooling system and the service pack cooling system. The valving is also configured to permit the vehicle cooling system and the service pack cooling system to operate at different pressures.

Control system for a plurality of engine units

A control system having a plurality of sensors which sense conditions of a vehicle for producing signals, a selection button which selects combinations of the sensed signals and a control device which operates in response to the selected combination of signals to control a clutch to incorporate a plurality of engine units and the output engine torque.

Control device for hybrid vehicle

A control device (11) for a hybrid vehicle (10) includes a traction motor (2) that is for driving a vehicle and transmits power to the wheels (9) of the vehicle, an engine (1) that is connected to a power transmission route to the vehicle wheels, through a clutch (3), a generator (4) that is connected to the engine (1). The control device is characterized by a breakdown detecting unit (12) that detects a breakdown of the traction motor (2), and a retreat traveling control unit (14) that operates the generator (4) while switching the clutch (3) to a connection state to make the vehicle (10) travel using the generator (4) as a motor while making the engine (1) act as a rotation load of the generator (4), in a case where a breakdown of the traction motor (2) is detected by the breakdown detecting unit (12).

Distributed propulsion system power unit control

A propulsion system that includes a plurality of power units, a plurality of propulsors, where respective power units of the plurality of power units are controllably coupled to the plurality of propulsors, and a controller configured to receive a desired throttle value corresponding to a desired propulsive force, determine a number of power units of the plurality of power units to be coupled to the plurality of propulsors to achieve the desired propulsive force based on a respective power value associated with each respective power unit of the plurality of power units, and cause the number of power units of the plurality of power units to be coupled to the plurality of propulsors.

Distributed propulsion system power unit control

A propulsion system (10) that includes a plurality of power units (12A-N), a plurality of propulsors (14A-N), where respective power units of the plurality of power units are controllably coupled to the plurality of propulsors, and a controller (16) configured to receive a desired throttle value corresponding to a desired propulsive force, determine a number of power units of the plurality of power units to be coupled to the plurality of propulsors to achieve the desired propulsive force based on a respective power value associated with each respective power unit of the plurality of power units, and cause the number of power units of the plurality of power units to be coupled to the plurality of propulsors.

Drive system

本发明提供既不需要用于使驱动轴的旋转方向相反的齿轮机构又减少了振动的驱动系统。驱动系统（1）具备：具有第1曲轴（12）的第1内燃机（10）；第2内燃机（20），其具有与第1曲轴（12）平行配置、并且旋转方向与第1曲轴（12）相反的第2曲轴（22）；第1摆动变换杆（40A），其将第1曲轴（12）的旋转运动变换为摆动运动；输出轴（第1输出轴（71A）、第2输出轴（71B）），它们通过来自第1内燃机（10）和第2内燃机（20）的动力朝一个方向旋转；以及第1单向离合器（60A），其仅将第1摆动变换杆（40A）的一个方向的摆动运动的动力传递到输出轴。

Systems and methods for optimizing vessel fuel consumption

An optimum engine configuration is determined, based on a predicted required power, for a seafaring vessel having a plurality of thrust engines. The predicted required power is determined by inputting vessel operational data, environmental data, and voyage data to a required power model. At least some of the vessel operational data and environmental data is received from a plurality of sensors positioned onboard the vessel. The optimum engine configuration is selected from a plurality of candidate engine configurations. Each candidate engine configuration includes a specified number of thrust engines running and a specified power output level of each thrust engine. The optimum engine configuration is selected based on a candidate total predicted fuel consumption of each candidate engine configuration. The candidate total predicted fuel consumption amount is determined as a sum of the engine-specific predicted fuel consumptions determined for each running thrust engine of that candidate engine configuration.

Method for operating engine for vessel

Disclosed is a method for operating an engine for a vessel including an engine which can use both natural gas and fuel oil as fuel. According to the method for operating an engine for a vessel, each engine is operated in one of modes including: a gas mode in which the engine is driven using natural gas as fuel; a fuel oil mode in which the engine is driven using fuel oil as fuel; and a fuel distribution mode in which the engine simultaneously uses natural gas and fuel oil as fuel.

Vehicle drive

Die vorliegende Erfindung betrifft einen Doppelmotor (1, 2) mit Lastschaltgetriebe (5, 6) in Front-Längs-Anordnung.

Distributed propulsion system power unit control

Drive system for automobile and method for controlling drive system for automobile

Disclosed is a drive system (1) for an automobile, wherein the system is provided with first and second engines (ENG1, ENG2), first and second transmissions (TM1, TM2), first and second oneway clutches (OWC1, OWC2) respectively provided in output units of the first and second transmissions (TM1, TM2), a rotated/driven member (11) commonly linked to output members (121) of the first and second oneway clutches (OWC1, OWC2), and a control means (5). Under the conditions that the power generated by the first engine (ENG1) is input through the first oneway clutch (OWC1) to the rotated/driven member, namely, driving is performed by the first engine (ENG1), the control means switches from driving by the first engine (ENG1) to driving by the second engine (ENG2) by changing the number of rotations of the second engine (ENG2) and/or by changing a change gear ratio of a second gear shift mechanism so that the number of rotations to be input to the input member of the second oneway clutch (OWC2) is greater than the number of rotations of the output member. Thereby, a drive system for an automobile and a method for controlling a drive system for an automobile achieving high efficiency and an improved fuel efficiency can be provided.

System and method for supplying auxiliary power to a large diesel engine.

Disposizione plurima di macchine acombustione interna.

Multicopter

内燃機関システム並びに内燃機関システムの運転方法および運転制御装置

【課題】内燃機関システムの新しい運転方法とそのための制御装置と該制御装置を有する内燃機関システムとを提供すること。【解決手段】内燃機関システム１０を運転する方法であり、該システムは、内部で燃料が排ガスを生成しつつ燃焼可能な内燃機関１１、１２と、内部で排ガスに排ガス後処理を実施可能な、内燃機関１１、１２に共通の排ガス後処理システム１３とを備え、燃機関１１、１２の下流および排ガス後処理システム１３の上流には遮断装置１４、１８が配置され、遮断装置は内燃機関１１、１２の停止時に、稼働中の内燃機関１１、１２から停止中の内燃機関１１、１２への排ガスの逆流を回避するよう閉止されており、センサ１６、１９を用いて、ガス組成／ガス温度が停止中の内燃機関１１、１２の下流および閉止された遮断装置１４、１８の上流で特定され、これに応じて停止中の内燃機関１１、１２方向への排ガスの逆流が存在するか否かが検査される。【選択図】図２

Handle-Operated Automatic Start and Stop for Marine Engine

A system for automatically starting and stopping engine(s) of a vessel based on the position of a handle. Movement of the handle out of neutral initiates the automatic starting of the engine(s) by an ECM. Movement of the handle into neutral initiates the automatic stopping of the engine(s), which may also require certain other prerequisite conditions. An ECM is in electrical communication with the engine(s), transmission, battery, initializer, starter, and various sensors providing information on the position of the handle and other conditions including engine speed, temperature, transmission speed, vessel speed and battery voltage. The ECM includes memory and processor(s), and is configured to receive information from the various sensors and operative components of the vessel and determine when to initiate automatic start and stop of the engine(s) based on thereon.

Locomotive emission reduction kit and method of earning emission credits

A locomotive emissions reduction kit and method of earning emission credits enables an auxiliary power unit dedicated to a locomotive diesel engine allowing shutdown of such engine in all weather conditions, thereby significantly reducing exhaust emissions. An auxiliary power unit made up of a secondary engine with substantially lower exhaust emissions coupled to an electrical generator is provided. An automatic control system shuts down the locomotive engine after a period of idling and the auxiliary power unit provides electrical power for heating and air conditioning. In cold weather, the auxiliary power unit maintains the locomotive engine coolant and lube oil warm to facilitate engine restart. The coolant system is kept warm using a heat exchanger and electrical heaters. The lube oil system is kept warm using a recirculating pump and electrical heaters. A geographic position determination unit generates locomotive location information. Data recording instruments process and record information concerning locomotive engine and auxiliary engine activity for monitoring geographical position, emissions, and fuel levels of the locomotive engine and its corresponding auxiliary unit.

Method for Operating an Internal Combustion Engine having a plurality of cylinder banks

A method is provided for operating an internal combustion engine having a plurality of cylinder banks, of which at least one first cylinder bank is able to be deactivated. At least one cylinder of the first cylinder bank is intermittently activated again during the deactivation of the first cylinder bank.

ガスエンジン発電システム

【目的】要求される発電量の増減に対応して適正に稼動できる複数のガスエンジンを備えたガスエンジン発電システムを提供すること。【構成】複数のガスエンジン１と、ガスエンジン１に接続される発電機２と、各ガスエンジン１に冷却水を供給する冷却水供給流路５１と、冷却水を循環する系統冷却水ポンプ５１ａとを備えること。複数のガスエンジン１は冷却水供給流路５１に並列に配置され、稼動時では、全てのガスエンジン１は冷却水供給流路５１を介して暖機状態とされ、少なくとも１基のガスエンジン１が動作すること。要求電力の増加に伴い、残りのガスエンジン１が順次稼動してなること。【選択図】図１

Automatic start-up of an auxiliary power unit

An auxiliary power unit automatic start-up system is configured to assist a main engine (18) start-up of a machine (10). The auxiliary power unit automatic start-up system may include an auxiliary power unit (26) and a controller (28). The controller may monitor a parameter of the machine, automatically start the auxiliary power unit if the parameter is outside a first predetermined range, and bring the parameter within a second predetermined range using the auxiliary power unit.

混合动力车辆和有效控制发动机关闭的方法

本发明提供一种混合动力车辆和有效控制发动机关闭的方法，其中控制混合动力车辆的发动机关闭的方法，包括以下步骤：通过控制器，进入发动机停止模式；通过控制器，利用第一电动机，将发动机每分钟转数(rpm)保持在第一范围内；在发动机rpm被保持在第一范围内时，通过控制器设定用于停止角度控制的曲柄角的第二范围；以及在曲柄角处于所设定的第二范围内时，通过控制器向第一电动机施加用于关闭发动机的扭矩，其中用于关闭发动机的扭矩包括：用于减小发动机rpm的第一扭矩，以及用于抵消发动机摩擦扭矩的第二扭矩。

内燃动力机器系统和用于对其进行操作的方法和控制装置

本发明涉及内燃动力机器系统和用于对其进行操作的方法和控制装置，具体涉及一种用于操作内燃动力机器系统（10）的方法，其中，内燃动力机器系统（10）包括至少两个内燃动力机器（11、12）并包括排气后处理系统（13），其中，燃料能够在内燃动力机器（11、12）中燃烧以形成排气，排气后处理系统（13）对于至少两个内燃动力机器（11、12）是共用的，内燃动力机器（11、12）的排气能够在排气后处理系统（13）中经受排气后处理，其中，在分配有共用的排气后处理系统（13）的内燃动力机器（11、12）的至少一者的下游处并且在共用的排气后处理系统（13）的上游处布置了关闭装置（14、18），关闭装置（14、18）特别是在各自的内燃动力机器（11、12）静止时是关闭的，以避免从至少一个其他运行的内燃动力机器（11、12）沿各自的静止的机器（11、12）的方向的排气回流，其中，借助于至少一个传感器（16、19），至少一个静止的内燃动力机器（11、12）的下游和各自的关闭的关闭装置（14、18）的上游的气体成分和/或气体温度被确定，并且其中，取决于此，检查沿各自的静止的机器（11、12）的方向是否存在排气回流，尽管关闭装置（14、18）是关闭的。

内燃機関システム並びに内燃機関システムの運転方法および運転制御装置

船舶

【課題】船舶推進装置の起動順に拘わらず、配置順に従ったデバイスインスタンス番号を付与することが可能な船舶を提供する。 【解決手段】複数の船舶推進装置１１ａ〜１１ｄをそれぞれ制御する複数のコントロールユニット２０ａ〜２０ｄと、各船舶推進装置の運転情報を表示する複数のゲージ部１５ａ〜１５ｄとが通信ネットワークを介して接続され、各コントロールユニットが船舶推進装置の運転情報にデバイスインスタンス番号を付して送信し、各ゲージ部がデバイスインスタンス番号を識別して受信し表示する船舶であり、各コントロールユニット間が通信回線２１により接続されると共に、デバイスインスタンス番号を設定可能なＤＩ番号設定部２３ａ〜２３ｄと、船舶推進装置の位置を判別可能な判別部２２ａ〜２２ｄとをそれぞれ備え、ＤＩ番号設定部が、コントロールユニットの数と、船舶推進装置の位置とにより、デバイスインスタンス番号を設定するようにした。 【選択図】 図２

タ−ボ過給エンジン

(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。

Method for Handle-Operated Automatic Start and Stop of Marine Engine

A method for automatically starting and stopping engine(s) of a vessel based on the position of a handle. Automatic starting occurs by activating an ignition circuit, receiving a signal indicating handle position, and providing a signal to start the engine when the handle is out of neutral position. A signal to shift the transmission into gear is sent when the handle is in an idle position. Automatic stopping of the engine includes receiving a signal the handle is in neutral, receiving status information of the engine, and providing a signal to stop the engine when the handle is in neutral and either the engine is not running or at least one of a number of conditions are met. A shutoff timer may delay auto stop of the engine, which may reset whenever any of the conditions ceases to be true.

マルチコプタ

복수의 실린더 열을 갖는 엔진의 작동 방법

본 발명은 적어도 하나의 제1 실린더 열(15)이 차단될 수 있는, 복수의 실린더 열(15, 20)을 갖는 엔진(10)의 작동 방법에 관한 것이다. 제1 실린더 열(15)의 차단 중에 제1 실린더 열(15) 중 적어도 하나의 실린더(6)는 일시적으로 재활성화된다. 엔진, 실린더 열, 실린더, 점화 순서, 출력 변수

複数のシリンダ列を有する内燃機関の運転方法

複数のシリンダ列（１５、２０）を有し、そのうちの少なくとも１つの第１のシリンダ列（１５）が遮断可能である内燃機関（１０）の運転方法が提案される。第１のシリンダ列（１５）の遮断の間に、第１のシリンダ列（１５）の少なくとも１つのシリンダ（６）が一時的に再作動化される。 【選択図】 図１

Verfahren zum betreiben einer brennkraftmaschine mit mehreren zylinderbänken

Es wird ein Verfahren zum Betreiben einer Brennkraftmaschine (10) mit mehreren Zylinderbänken (15, 20) vorgeschlagen, von denen wenigstens eine erste Zylinderbank (15) abschaltbar ist. Während der Abschaltung der ersten Zylinderbank (15) wird mindestens ein Zylinder (6) der ersten Zylinderbank (15) zeitweilig wieder aktiviert.

Verfahren zum betreiben einer brennkraftmaschine mit mehreren zylinderbänken

Es wird ein Verfahren zum Betreiben einer Brennkraftmaschine (10) mit mehreren Zylinderbänken (15, 20) vorgeschlagen, von denen wenigstens eine erste Zylinderbank (15) abschaltbar ist. Während der Abschaltung der ersten Zylinderbank (15) wird mindestens ein Zylinder (6) der ersten Zylinderbank (15) zeitweilig wieder aktiviert.

Gas engine generator system

The system includes a plurality of gas engines, generators connected to the gas engines, a cooling water supply passage for supplying cooling water to each gas engine, and a system cooling water pump that circulates the cooling water. The plurality of gas engines are arranged parallel to the cooling water supply passage. When the system is running, at least one gas engine is driven, while all the gas engines are kept warmed up via the cooling water supply passage. The remaining gas engines are driven successively in accordance with an increase in power demand.

ガスエンジン発電システム

【目的】要求される発電量の増減に対応して適正に稼動できる複数のガスエンジンを備えたガスエンジン発電システムを提供すること。【構成】複数のガスエンジン１と、ガスエンジン１に接続される発電機２と、各ガスエンジン１に冷却水を供給する冷却水供給流路５１と、冷却水を循環する系統冷却水ポンプ５１ａとを備えること。複数のガスエンジン１は冷却水供給流路５１に並列に配置され、稼動時では、全てのガスエンジン１は冷却水供給流路５１を介して暖機状態とされ、少なくとも１基のガスエンジン１が動作すること。要求電力の増加に伴い、残りのガスエンジン１が順次稼動してなること。【選択図】図１

내연기관의 진동-감쇠 제어 장치 및 방법

본 발명은 차량의 내연기관의 진동-감쇠를 제어하는 장치와 방법에 관한 것이다. 복수의 실린더 중 일부 실린더 내에 연소가 일시적으로 정지하고, 기관은 나머지 실린더에 의해 운전된다. 이때, 각 실린더의 흡기 밸브와 배기 밸브 중 적어도 하나의 밸브 리프트 양을 변동시키는 가변동 밸브 기구가 제어되어, 연소가 일시적으로 정지된 각 실린더의 흡기 밸브와 배기 밸브 중 적어도 하나의 밸브 리프트 양을 감소시킨다. 또한, 전동 모터와 발전기의 적어도 하나의 기능을 가지는 회전 전동 기기가 제어되어, 기관의 출력 샤프트에 토크를 인가하고 그에 따라 일부 실린더 내에 연소가 일시적으로 정지된 시간에 출력 샤프트의 토크 변동을 억제함으로써, 불균일한 폭발 간격에 의한 토크 변동이 감소한다. 내연기관, 진동-감쇠, 밸브 리프트 양, 가변동 밸브 기구, 회전 전동 기기, 토크 변동

Equipment Control System

A system and method monitor operation of a compressor, determine whether the operation of the compressor is outside of a designated range of values, and, responsive to determining that the operation of the compressor is outside of the designated range of values, one or more of (a) prevent communication of a signal to a system controller that controls operation of the compressor, (b) direct a gas from a reservoir to a pressure sensor used by the system controller to determine a gas pressure generated by the compressor, and/or (c) communicate the signal to the system controller that controls operation of the compressor.

内燃機関の制御装置

【課題】電動機又は発電機の少なくとも一方の機能を備えた回転電機を用いて、内燃機関における一部の気筒の燃焼停止によるトルク変動を低減できる内燃機関の制御装置を提供する。 【解決手段】気筒の吸気弁又は排気弁の少なくとも一方のバルブリフト量を可変とする可変動弁機構（ＶＥＬ）を備え、複数の気筒のうち一部の燃焼を休止させ、該燃焼を休止させた気筒以外の気筒の燃焼によって運転を行わせることが可能であり、かつ、該燃焼を休止させた気筒について吸気弁又は排気弁の少なくとも一方のバルブリフト量を減少させるようにした内燃機関の制御装置において、内燃機関の出力軸（クランク軸）との間で相互にトルクを伝達可能なように、電動機又は発電機の少なくとも一方の機能を備えた回転電機（モータ／ジェネレータ）を設け、一部の気筒の燃焼休止時における前記出力軸のトルク変動を抑制するように、前記回転電機によって前記出力軸へトルクを付与する。 【選択図】図１０

System und verfahren zur versorgung eines grossen dieselmotors mit hilfskraft

用于内燃机的减振控制装置和减振控制方法

本发明涉及用于内燃机的减振控制装置和减振控制方法。暂时停止多个气缸中的一部分气缸内的燃烧，并通过其余气缸操作发动机。然后，对改变各个气缸的进气门和排气门中的至少一个的气门升程量的可变气门机构进行控制，从而减小暂时停止燃烧的各个气缸的进气门和排气门中的至少一个的气门升程量。此外，在一部分气缸暂时停止燃烧时对具有电马达和发电机中的至少一种功能的旋转电机进行控制，从而向发动机输出轴施加转矩，借此抑制输出轴中的转矩变化，因此减小由于不均匀爆燃间隔而导致的转矩变化。

Энергетическая машина

Полезная модель относится к области машиностроения, а именно к энергетическим машинам и поршневым двигателям внутреннего сгорания. Технический результат полезной модели – обеспечение возможности создания энергетической машины с регулируемой выходной мощностью вращения ее выходного вала достигается за счет того, что энергетическая машина, содержащая двигатель внутреннего сгорания, выполненный с возможностью преобразования возвратно-поступательного движения поршней в цилиндрах двигателя во вращательное движение его шестерен, центрично смонтированных на сегментах вала двигателя внутреннего сгорания и соединяющих шестерни соседних цилиндров, за счет эксцентричного соединения шатуна поршня к упомянутым шестерням двигателя и шестерню машины, смонтированную на отдельном валу машины, входящую в зацепление с шестернями двигателя внутреннего сгорания, отличающаяся тем, что шестерни на валу энергетической машины смонтированы неподвижно относительно упомянутого вала, а их количество соответствует количеству ступеней в энергетической машине, каждая из ступеней представляет собой одну шестерню машины и один или несколько двигателей внутреннего сгорания, при этом шестерня машины одной ступени входит в зацепление с шестернями двигателя внутреннего сгорания этой же ступени.

附属动力单元的自动启动

一种附属动力单元自动启动系统，其被配置为协助机器(10)的主发动机(18)启动。附属动力单元自动启动系统可包含附属动力单元(26)和控制器(28)。控制器可监视该机器的参数，在该参数落在第一预定范围外的条件下自动启动附属动力单元，并使用附属动力单元将该参数引入第二预定范围。

多缸发动机

本发明公开了一种具有多个气缸的多缸发动机，其包括至少一个执行作功冲程或被停用的可变气缸、以相等的旋转间隔执行作功冲程的标准气缸、以及根据预定的负载条件启用或停用至少一个可变气缸的控制部分，其中基于曲轴的转角确定至少一个可变气缸的停用位置。

Verbrennungsmotor für ein Fahrzeug

Locomotora con suministro de energía principal y auxiliar, y con un funcionamiento automatizado de inicio/detención

Método para operar una locomotora con motor diesel principal, en donde un motor diesel principal de un suministro de energía principal (2) es desconectado en caso necesario, donde una unidad de control (26) monitorea el estado del motor diesel principal con la ayuda de sensores de estado, en cuanto a la presencia de una condición de desconexión, donde la unidad de control (26), en presencia de la condición de desconexión, emite una señal de indicación antes de que se apague el motor diesel principal, caracterizado porque antes de la emisión de la señal de indicación del motor diesel principal se conecta un motor diesel auxiliar (21) de un suministro de energía auxiliar (3), donde entre la emisión de la señal de indicación y el apagado del motor diesel principal transcurre un tiempo de intervención predefinido, el cual es lo suficientemente largo de manera que se posibilita una interrupción manual del proceso de desconexión, donde el motor diesel auxiliar (21) es conectado una vez finalizado el tiempo de intervención.

다기통 엔진

본 발명은 다기통 엔진에 관한 것으로서, 보다 상세하게는 진동 특성과 연비가 개선된 다기통 엔진에 관한 것이다. 이를 위해, 본 발명은 복수개의 실린더를 구비한 다기통 엔진에 있어서, 폭발행정을 수행하거나, 배기밸브 또는 흡기밸브가 선택적으로 작동되지 않도록 휴지되는 적어도 하나의 가변실린더; 휴지된 상기 실린더를 제외하고 크랭크샤프트의 회전각에 대하여 균등간격으로 폭발행정을 수행하는 실린더들; 및 설정된 부하 조건에 따라서 상기 가변실린더를 작동시키거나 휴지시키는 제어부; 를 포함하는 것을 특징으로 하는 다기통 엔진을 제공한다. 다기통 엔진, 가변실린더, 실린더, 산소센서

System and method for supplying auxiliary power to a large diesel engine

A system and method for providing auxiliary power to a large diesel engine allowing shutdown of such large engine in all weather conditions. An auxiliary power unit made up of a secondary engine (45) coupled to an electrical generator (48) is provided. An automatic control system shuts down the primary engine (10) after a period of idling and the auxiliary power unit provides electrical power for heating and air conditioning. In cold weather, the auxiliary power unit maintains the primary engine coolant and lube-oil warm to facilitate engine restart. The coolant system (55) is kept warm using a heat changer (57) and electrical heaters. The lube-oil system is kept warm using a recirculating pump and electrical heaters. In warm weather, the auxiliary power unit provides electrical power for air conditioning and other hotel loads. The auxiliary power unit isolates the primary engine batteries during operation and provides electrical power for hotel and non-vital loads.

System and method for supplying auxiliary power to a large diesel engine

A system and method for providing auxiliary power to a large diesel engine allowing shutdown of such large engine in all weather conditions. An auxiliary power unit made up of a secondary engine (45) coupled to an electrical generator (48) is provided. An automatic control system shuts down the primary engine (10) after a period of idling and the auxiliary power unit provides electrical power for heating and air conditioning. In cold weather, the auxiliary power unit maintains the primary engine coolant and lube-oil warm to facilitate engine restart. The coolant system (55) is kept warm using a heat changer (57) and electrical heaters. The lube-oil system is kept warm using a recirculating pump and electrical heaters. In warm weather, the auxiliary power unit provides electrical power for air conditioning and other hotel loads. The auxiliary power unit isolates the primary engine batteries during operation and provides electrical power for hotel and non-vital loads.

System and method for supplying auxiliary power to a large diesel engine

A system and method for providing auxiliary power to a large diesel engine allowing shutdown of such large engine in all weather conditions. An auxiliary power unit made up of a secondary engine coupled to an electrical generator is provided. An automatic control system shuts down the primary engine after a period of idling and the auxiliary power unit provides electrical power for heating and air conditioning. In cold weather, the auxiliary power unit maintains the primary engine coolant and lube-oil warm to facilitate engine restart. The coolant system is kept warm using a heat exchanger and electrical heaters. The lube-oil system is kept warm using a recirculating pump and electrical heaters. In warm weather, the auxiliary power unit provides electrical power for air conditioning and other hotel loads. The auxiliary power unit isolates the primary engine batteries during operation and provides electrical power for hotel and non-vital loads.

Verbrennungsmotor mit mehreren Maschinensätzen