АВТОНОМНОЕ ПЕРЕНОСНОЕ АККУМУЛЯТОРНОЕ ПУСКОВОЕ УСТРОЙСТВО

Изобретение относится к вспомогательному оборудованию для пуска двигателя автомобиля. Автономное переносное аккумуляторное пусковое устройство содержит раму с аккумуляторными батареями и изолированные силовые провода с зажимами. Нижняя часть рамы выполнена в виде полозьев, образующих вместе с рамой и фиксирующими выступами нишу для установки рабочего органа вилочного погрузчика. Силовые провода проходят через короба из токонепроводящего материала. В стенках коробов, наиболее удаленных друг от друга, выполнены прорези для прохода силовых проводов. Повышается удобство использования устройства. 3 ил.

УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ ДВИГАТЕЛЯ ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к транспортным средствам. Устройство управления двигателем транспортного средства с электрическим топливным насосом, датчиком давления топлива, электродвигателем запуска двигателя внутреннего сгорания и электрическим аккумулирующим устройством содержит электронный блок управления, выполненный с возможностью: управления электрическим подающим насосом на основе значения, определенного датчиком давления топлива; управления электродвигателем для запуска двигателя внутреннего сгорания и управления электрическим подающим насосом и электродвигателем. Электрическое аккумулирующее устройство подает электрическую мощность на электродвигатель, отдавая предпочтение перед электрическим подающим насосом, когда первая электрическая мощность меньше определенной пороговой величины. Первая электрическая мощность является мощностью, которую аккумулирующее устройство способно выдать в момент запуска двигателя. Улучшаются характеристики запуска двигателя. 4 з.п. ф-лы, 7 ил.

Модуль подготовки холодного запуска двигателя

Изобретение относится к устройствам облегчения холодного запуска двигателей. Предложен модуль подготовки холодного запуска двигателя, позволяющий перемешивать моторное масло вращающимися перемешивающими пропеллерами в картере двигателя, выполненный в виде устройства, состоящего из повышающего редуктора 1 в корпусе из алюминиевого сплава, осью понижающей шестерни 2 которого является вал 3 электродвигателя 4, подключаемого через коммутационный аппарат 5 с системой электроснабжения 6 автомобиля. Повышающая шестерня 7 редуктора вращает вал 8 установочной втулки 9 с резьбой 10, наружной уплотнительной шайбой 11 и рабочей частью 12, в которой на горизонтальной оси установлен лопастный вращательный элемент 14. Модуль предназначен для образования воздушно-масляной эмульсии в картере двигателя в целях обеспечения лучшей прокачиваемости моторного масла для подготовки холодного запуска двигателя, что позволит повысить надежность, долговечность и работоспособность двигателя при использовании в условиях ...

ЭЛЕКТРОННАЯ СИСТЕМА ВИХРЕВОГО ИНДУКЦИОННОГО ПОДОГРЕВА ВОЗДУШНОГО ЗАРЯДА ДИЗЕЛЕЙ ТИПА В-2 В УСЛОВИЯХ НИЗКИХ ТЕМПЕРАТУР

Полезная модель относится к машиностроению, а именно к двигателестроению, и может быть использована для облегчения пуска дизелей типа В-2 бронетанковой военной техники в условиях низких температур.Предлагаемая электронная система вихревого индукционного подогрева воздушного заряда содержит:штатные аккумуляторные батареи 1, блок индуктора 2, вихревую камеру 3, электронный блок управления 4, электровентилятор 5, датчик температуры охлаждающей жидкости 6, датчик температуры воздуха во впускном коллекторе 7, трубопровод охлаждающей жидкости 8; дополнительный соединительный канал впускных коллекторов 9, правый воздушный коллектор 10, правый полублок двигателя 11, заслонку в дополнительном соединительном канале впускных коллекторов с исполнительным механизмом 12, генераторную установку 13, левый воздушный коллектор 14, левый полублок двигателя 15, компрессор 17, турбину 18.Сущность предложенияВ условиях низких температур данная система позволяет подогреть воздушный заряд во впускном коллекторе ...

АВТООДЕЯЛО

Полезная модель относится к устройствам, сохраняющим накопленную тепловую энергию, и может применяться в различных отраслях техники, в частности для поддержания теплового режима двигателя внутреннего сгорания после его остановки и облегчения последующего запуска двигателя.Технический результат достигается тем, что автоодеяло представляет собой объемный закрытый чехол из огнеупорной фольгированной ткани, между слоями ткани которого расположена ячеистая подушка из силиконовой резины. Ячейки подушки заполнены жидким теплоносителем, обеспечивающим большую теплоемкость благодаря диапазону рабочих температур от минус 65°С до плюс 120°С. Чехол вместе с подушкой прошит нитью по периметру и дополнительно склеен по шву.Полезная модель может использоваться при изготовлении автоодеял для утепления подкапотного пространства и двигателя автомобиля.

Воздушно-масляный смешивающий модуль для подготовки холодного запуска двигателя внутреннего сгорания

Изобретение относится к различным технологическим процессам, а именно к смешиванию вращающимися перемешивающими элементами в неподвижных резервуарах и предназначена для образования воздушно-масляной эмульсии в картере двигателя в целях обеспечения лучшей прокачиваемости и снижения вязкости моторного масла для подготовки холодного запуска двигателя. Воздушно-масляный смешивающий модуль для подготовки холодного запуска двигателя внутреннего сгорания выполнен в виде устройства, состоящего из тягового высокоскоростного электродвигателя и перемешивающего рабочего органа, выполненного в виде конической шестерни с круговым зубом, смонтированной на центральном валу высокоскоростного электродвигателя и закрепленной резьбовой гайкой, контроллера электродвигателя с таймером, обеспечивающим возможность подключения ручного режима управления, объединенного с электрической сетью автомобиля, при этом коническая шестерня с круговым зубом фиксирована в масляном поддоне двигателя в полупогружном состоянии ...

СПОСОБ ПОВЫШЕНИЯ ЭФФЕКТИВНОСТИ ПРОГРЕВА И ЗАПУСКА СИЛОВЫХ УСТАНОВОК СРЕДСТВ АЭРОДРОМНО-ТЕХНИЧЕСКОГО ОБЕСПЕЧЕНИЯ ПОЛЕТОВ В УСЛОВИЯХ КРАЙНЕГО СЕВЕРА И АРКТИКИ

Изобретение относится к области энергомашиностроения, в частности к обеспечению работоспособности транспортных средств высокой проходимости, предназначенных для работы в климатических условиях Сибири, Крайнего Севера и Арктики. Предложенный способ заключается в том, что одновременно используются на средствах аэродромно-технического обеспечения полетов (например, топливозаправщиках Т3-22М) в условиях Арктики устройство для повышения качества дизельного топлива 1, которое устанавливается в топливную систему двигателя внутреннего сгорания между фильтром тонкой очистки и топливным насосом, а также устройство 3 для обогрева аккумуляторных батарей, которое устанавливается в систему охлаждения двигателя между котлом подогревателя и трубкой отвода охлаждающей жидкости к блоку цилиндров. Изобретение позволяет сократить время прогрева и запуска силовых установок средств аэродромно-технического обеспечения за счет активации топлива, поступающего из топливного бака, чем достигается более полное окисление ...

СПОСОБ И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ЗАПУСКОМ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение относится к системам управления запуском двигателей внутреннего сгорания. Технический результат - обеспечение дроссельного регулирования путем создания отрицательного давления на впуске при одновременной подаче соответствующего объема всасываемого воздуха. Двигатель внутреннего сгорания имеет дроссель для управления объемом всасываемого воздуха и выполняет запуск через проворачивание. Переключатель стартера определяет инициирование проворачивания, и датчик угла поворота коленчатого вала определяет число оборотов двигателя. Контроллер приводит в действие дроссель в закрытой позиции наряду с инициированием проворачивания. Контроллер может получать как отрицательное давление на впуске для стимуляции испарения топлива, так и объем всасываемого воздуха, необходимый для того, чтобы поддерживать частоту вращения на холостом ходу, посредством подсчета числа тактов или числа оборотов двигателя внутреннего сгорания от инициирования проворачивания и открытия дросселя из закрытой позиции ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение относится к силовым установкам с автоматическими остановкой двигателя и его запуском. Техническим результатом является снижение затрат энергии. Сущность изобретения заключается в том, что двигатель (10) внутреннего сгорания, включает в себя систему (84), которая автоматически останавливает двигатель внутреннего сгорания (10), когда устанавливается заранее заданное условие остановки, и автоматически повторно запускает двигатель внутреннего сгорания, когда устанавливается заранее заданное условие повторного запуска после этого. Турбонагнетатель (24) включает в себя компрессор (28), расположенный во впускном канале (16), и турбину (26), расположенную в выпускном канале (18). Кроме того, содержит устройство (40) выработки электроэнергии, включающее в себя блок (42) основного корпуса для выработки электроэнергии, с которым соединен воздуховводный канал (44), который соединен с впускным каналом, чтобы вводить воздух, который проходит через компрессор, и канал выпуска газа (50), который ...

СПОСОБ ГРАДУИРОВКИ БОРТОВЫХ УСТРОЙСТВ РЕГИСТРАЦИИ НА АВИАЦИОННОЙ ТЕХНИКЕ

Изобретение относится к энергомашиностроению. Способ градуировки бортовых устройств регистрации на авиационной технике (АТ), включающий обогрев аккумуляторной батареи в отсеке от источника тепла, заключается в одновременном использовании устройства для повышения качества дизельного топлива, в котором осуществляется кавитационная обработка, ионизация, изменение молекулярных свойств дизельного топлива, устройства для обогрева аккумуляторных батарей транспортного средства, осуществляющего обогрев аккумуляторного отсека от системы охлаждения двигателя при работающем двигателе и поддержание плюсовых температур аккумуляторного отсека при неработающем двигателе, вентиляционного устройства, осуществляющего прогрев оборудования средства АТО или увеличение мощности двигателя внутреннего сгорания при отсутствии необходимости в подогреве радиоэлектронной аппаратуры (РЭА) оборудования средства АТО, автоматизированной системы контроля и диагностики, осуществляющей формирование необходимых комбинаций ...

Электроприводный смешивающий модуль с дополнительной сепарацией для подготовки холодного запуска двигателя внутреннего сгорания

Изобретение относится к различным технологическим процессам, а именно к смешиванию вращающимися перемешивающими элементами в неподвижных резервуарах, и предназначено для образования насыщенной воздушно-масляной эмульсии, отделения воды от капель моторного масла в картере двигателя в целях обеспечения лучшей прокачиваемости и снижения вязкости моторного масла для подготовки холодного запуска двигателя. Электроприводный смешивающий модуль с дополнительной сепарацией для подготовки холодного запуска двигателя внутреннего сгорания содержит тяговый высокоскоростной электродвигатель (1), перемешивающий рабочий орган (2), выполненный в виде конической шестерни с круговым зубом и контроллер электродвигателя с таймером. Перемешивающий рабочий орган (2) выполнен в виде облегченной конической шестерни, изготовленной методом 3D-печати, с круговым зубом и сквозными сепарационными отверстиями. Технические результаты заключаются в подготовке холодного запуска двигателя, повышении надежности и стабильности ...

Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

METHOD FOR STARTING AN OPERATION OF AN INTERNAL COMBUSTION ENGINE AND APPARATUS THEREFOR

VERFAHREN UND VORRICHTUNG FUR NICHT-VERSCHMUTZENDES KALTANLASSEN VON VERBRENNUNGSMOTOREN

Method for starting internal combustion engine, involves controlling internal combustion engine such that it is stopped or started automatically in response to travel condition of vehicle

The method involves controlling an internal combustion engine such that it is stopped or started automatically in response to the travel condition of the vehicle. The actual engine speed is checked at the time of setting a condition for restart, in which three ranges lie. The kinetic residual energy of the engine is used with the engine speed in the former range, and the engine is started without a starter. The starter is supplied with the engine speed in the latter range such that the starter speed is increased.

Belt slip monitor

A belt slip monitor 100 for a belt 102, preferably a drive belt, coupled to a motor-generator, preferably an integrated starter generator, comprises: a first movable portion 106; a second movable portion 108 movably coupled to the first movable portion 106 and the belt 102 such that operational states of the first and second movable portions 106, 108 are dependent upon the tension in the belt 102; first and second sensors (118a, 118b & 120a, 120b, figs 2 to 4b) configured to determine the operational state of the first and second movable portions 106, 108; wherein the belt slip monitor 100 is configured to determine whether the belt 102 is slipping based on the operational state of the first and second movable portions 106, 108. The sensors may be angular position sensors 118a, 120a and/or strain gauges 118b, 120b. The first and second movable portions 106, 108 may be rotatably and/or slidably coupled. The torque of the motor generator may be adjusted so that the belt does not slip.

A control method and system for a flexible fuel vehicle

Reducing internal combustion engine intake manifold pressure during engine start-up

The intake manifold 114 of an i.c. engine 110 is selectively fluidly coupled to an evacuation subsystem during starting to reduce pressure in the intake manifold and thereby to reduce NVH arising from the compression of un-combusted air and/or to reduce emissions arising from the evacuation of un-combustible air from the intake manifold. The evacuation subsystem may comprise (a) an evacuation reservoir 122 and a control valve 124 and/or (b) an evacuation pump 132 and a control valve 138. A controller 140 closes the valves 124,138 when the engine is shut down and opens them in a subsequent start-up. Engine shut-down may be controlled such that at least one intake valve or one exhaust valve of each cylinder is closed. The system may be applied to the engine of a hybrid vehicle.

A marine propulsion unit and a valve for a marine propulsion unit

A valve 10 for a marine propulsion unit comprises a valve body 11 having an end face 13 and a wall 14 extending from the end face. An aperture 15 is defined in the end face. A valve stem12 is moveable within and with respect to the valve body, such that, in the closed state of the valve, the valve stem closes the aperture 15. A maximum width (d1, Fig. 5) of the valve stem is greater than the width (d2, Fig. 5) of the aperture in the end face of the valve so that, if the valve stem should fracture, the detached portion of the valve stem will be retained in the valve body. The valve may be used as a cylinder drain valve in a marine propulsion unit.

A marine propulsion unit and a valve for a marine propulsion unit

Vehicle engine soft start

Battery connector device for a battery jump starting device

Battery connector device for a battery jump starting device

A battery device for use in a vehicle jump starter, the device comprising: a battery comprising at least one battery cell having a positive terminal tab and a negative terminal tab; a positive battery cable of the vehicle jump starter directly connected to the positive terminal tab of the at least one battery cell; and a negative terminal conductor bar directly connected to the negative terminal tab of the at least one battery cell.

DRIVE SYSTEM FOR A VEHICLE

The invention proposes a drive system for a vehicle (50), in particular for a tracked vehicle (50), having a drive machine (10; 80) and at least one load (36; 66; 90), which is mechanically coupled to an output drive (12; 82) of the drive machine (10; 80), at least one control means (38; 70) being associated with the at least one load (36; 66, 90) and reducing a power consumption of the at least one load (36; 66, 90) in a starting phase of the drive machine (10; 80) temporarily compared with a power consumption in an operating state of the load (10; 80) whilst maintaining the mechanical coupling. Such a drive system has an improved starting capability compared with known systems since the reduction in the power consumption of the load (36; 66; 90) in the starting phase of the drive machine (10; 80) reduces the risk of the drive machine (10; 80) stalling. The drive system according to the invention is considered to be particularly advantageous in the case of hydraulic loads (36; 66) and ...

START CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A start control device for an internal combustion engine 1 controls a starting manner of the engine 1 having a hydraulic variable mechanism 30, which fixes valve timing at a middle angle. Specifically, with the engine speed during cranking when the valve timing is not fixed at the middle angle defined as a first engine speed and the engine speed during cranking when the valve timing is fixed at the middle angle defined as a second engine speed, the start control device performs starting control for decreasing the first engine speed compared to the second engine speed during engine starting. As a result, the valve timing is fixed at the middle angle at increased frequency.

FUEL ENRICHMENT FOR STARTING SPARK-IGNITION I.C. ENGINE

A spark-ignition internal combustion engine in which additional fuel is introduced into the mixture supply system of the engine and, at a certain retarded interval thereafter, the cranking motor of the engine is actuated to start the engine when the engine temperature is low and/or the voltage supplied from the battery to energize the cranking motor is reduced during cranking of the engine.

METHOD AND SYSTEM FOR STARTING A TURBOCOMPOUNDED ENGINE

A method for starting a turbocompounded engine system having an internal combustion engine and a turbomachinery driving a load, the method comprising: mechanically disengaging the internal combustion engine from at least one of the load and/or the turbomachinery before starting the internal combustion engine. The engine is allowed to warm up and then the engine is re-engaged with the at least one of the load and the turbomachinery.

An auxiliary starting internal combustion engines used for

METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE

METHOD FOR STOPPING AND STARTING AN INTERNAL COMBUSTION ENGINE

Heat engine i.e. internal combustion heat engine, starting method for e.g. passenger car, involves supplying electrical energy to electric starter from supply network connected to electrochemical battery for starting heat engine

L'invention concerne un procédé de démarrage d'un moteur thermique comprenant :la connexion électrique (56) d'un pack de supercondensateurs, en plus d'une batterie électrochimique, à un réseau d'alimentation pour fournir un surplus d'énergie électrique à un démarreur du moteur thermique, en alternance, la déconnexion (58) électrique du pack de supercondensateurs du réseau d'alimentation, et l'alimentation (60) du démarreur électrique à partir du réseau d'alimentation pour démarrer le moteur thermique. Selon l'invention, l'étape de connexion électrique du pack de supercondensateurs est réalisée avant le début de l'étape d'alimentation (60) du démarreur électrique.

SYSTEM FOR MOTOR VEHICLE TO HOLD THE ENGINE COMBUSTION IN A DIET LOW

L'invention concerne un système (1) pour véhicule automobile, ce système comportant : - une machine électrique (2) configurée pour fournir un couple mécanique à un moteur à combustion interne (3) du véhicule, - une interface (10) entre cette machine électrique et le moteur à combustion interne pour transmettre un couple de la machine électrique au moteur à combustion, cette interface comprenant notamment une courroie (20) agencée pour transmettre un couple de la machine électrique au moteur à combustion, la machine électrique étant agencée pour pouvoir fournir un couple (C2) au moteur à combustion pour maintenir ce moteur à combustion dans un régime bas au-dessus de zéro et dans lequel l'injection de carburant est coupée.

Fuel supply and injection system, for engine of vehicle, comprises fuel tank, single electrical pump unit, fuel injection valves, and pipes

Un système d'alimentation en carburant et d'injection de carburant comprend un réservoir (38), une seule unité de pompe électrique (35), de multiples injecteurs de carburant (45) et une tuyauterie (40-42). L'unité de pompe est placée dans le réservoir (38). Chaque injecteur comprend une buse (46) placée dans une chambre de combustion (15) correspondante et injecte directement du carburant dans la chambre de combustion. L'unité de pompe (35) est la seule pompe utilisée pour fournir le carburant aux injecteurs (45), et la commande de l'alimentation électrique de l'unité de pompe et d'un démarreur (29) est coordonnée au démarrage pour optimiser les conditions dans lesquelles le carburant est injecté dans les chambres de combustion.

POWER OUTPUT DEVICE, VEHICLE MOUNTING IT AND CONTROL METHOD OF POWER OUTPUT DEVICE

A hybrid ECU transmits a combustion start instruction to an engine ECU when the engine reaches a combustion start rotation speed by cranking. The engine ECU then transmits a first explosion advance notification to the hybrid ECU when the engine reaches a position a crank angle θe short of the ignition timing of a first explosion cylinder, and then ignites the first explosion cylinder when the engine rotates θe. The hybrid ECU transmits a torque instruction accounting for a counter torque Tα to a motor ECU when a sum (tv) of a first time t1 from the reception of the first explosion advance notification to the ignition timing of the first explosion cylinder of the engine and a second time t2 elapsed until the effect of torque by the ignition of the first explosion cylinder appears on the drive shaft after the first time has elapsed. Accordingly, the effect of torque acting on the drive shaft at the first explosion of the engine can be controlled with good timing.

SYSTEM AND METHOD OF STABILIZING COMBUSTION OF HYBRID ELECTRIC VEHICLE

A system and method of stabilizing combustion in the engine of a hybrid electric vehicle. The system includes a controller controlling a starter and an injector, wherein the controller causes the starter to rotate the engine without fuel injection before starting the engine after an engine starting condition is satisfied or after an engine stop condition is satisfied and the engine is stopped.

Procedure for starting an internal combustion engine

In order to make a start-up of an internal combustion engine as quick as possible, whereby an electrical power output, which is as small as possible, is required, it is proposed to at least periodically activate a direct starting control device for the generation of a combustion torque and an electrical starter for the generation of a starter torque simultaneously during the start-up. In so doing, the power output of the electric starter is controlled as a function of a current combustion torque, so that the starter is continually operated only at a currently required power output. For this purpose, the electric starter is, for example, controlled in an open- and/or closed-loop in such a way that the current total torque resulting from the current combustion torque and the current starter torque does not undershoot a specifiable set point torque.

Ether injection control valve

Methods and apparatuses for injecting starting fluid into an internal combustion engine are provided, through use of a control valve having a two-stage filter apparatus disposed upstream of a metering device internal to the control valve, a valve arrangement for positively opening and closing a gas pathway through the valve having a conical-shaped valve poppet and seat arrangement, an electrical solenoid having an electrical coil thereof operatively attached to the control valve in such a manner that the electrical coil may be removed and replaced without disturbing operative connections between a valve outlet and/or a valve inlet, in a valve construction including a one-piece valve body.

Starting device and control method thereof for direct-injection internal combustion engine

A starting device for a direct-injection internal combustion engine by which starting can be completed swiftly, and trouble caused by self-ignition and sudden combustion by carrying out a normal spark-ignition can be prevented surely upon starting. The starting device has compression stroke cylinder identifying unit for identifying a cylinder whose piston is in its compression stroke while the internal combustion engine is stopped; start request determining unit for determining whether there is an engine start request; and start control unit for, when it is determined by the start request determining unit that there is an engine start request, injecting fuel into the compression stroke cylinder identified by the compression stroke cylinder identifying unit.

Engine rotation speed control system

An engine rotation speed control system for automotive vehicles having internal combustion engines comprises a solenoid actuated valve having a solenoid coil for controling the flow of air through a throttle bypass passage to the intake manifold during engine idling upon energization of the solenoid coil. The electrical circuit for the solenoid coil is provided with a variable resistance arrangement so that sufficient current will be supplied to the solenoid coil upon engine starting in spite of a voltage drop in the battery at cold temperatures.

STARTING DEVICE, ROTATING ELECTRICAL MACHINE, AND STARTING ELECTRIC MOTOR UNIT

A starting device is used in a starting system that includes a starting electric motor unit and a rotating electrical machine; the starting electric motor unit including a motor that rotates a pinion gear, and a pushing member that pushes out the pinion gear toward a ring gear, the ring gear rotating together with a crankshaft of an engine; the rotating electrical machine being connected to the crankshaft and rotating the crankshaft; the starting system being configured to push, using the pushing member, the pinion gear toward the ring gear, and drive the motor to rotate, based on driving force of the motor, the ring gear via the pinion gear, thus starting the engine. The starting device includes a drive instruction unit that instructs the rotating electrical machine to rotate the ring gear via the crankshaft during a pre-drive period before drive of the motor.

Internal Combustion Engine System And Internal Combustion Engine Control Method

When a crank angle CAa of a specific cylinder, which was expected to stop in a fuel injection stop range over an intake stroke to a compression stroke at a full stop of an engine and received fuel injection, actually exceeds the fuel injection stop range and reaches a preset reference angle CA 4 , engine stop-state ignition control of the invention ignites the air-fuel mixture in the specific cylinder receiving the fuel injection at a moment of reaching the preset reference angle CA 4 (step S 260 ) and simultaneously injects the fuel into a certain cylinder that is in the intake stroke at the moment of the ignition (step S 270 ). When the crank angle CAa of the specific cylinder receiving the fuel injection does not reach the preset reference angle CA 4 but exceeds a preset reference angle CA 3 that is smaller than the preset reference angle CA 4 , the engine stop-state ignition control of the invention ignites the air-fuel mixture in the specific cylinder upon a preset wait time elapsed ...

A MARINE PROPULSION UNIT AND A VALVE FOR A MARINE PROPULSION UNIT

A system for the start-up of a low-power internal combustion engine

A system for facilitating the ignition of an internal combustion engine provided with an ignition coil of inductive type comprising a primary winding, connected to the engine switching off circuit, and a secondary winding connected to the engine ignition plug; said system comprises an electronic board, inserted at the ends of the primary winding of the coil and adapted for connecting an energy source to said coil at least when the engine has to be started, said electronic board comprising at least: a control circuit connected to means for detecting the engine piston position and a driving circuit controlled by said control circuit for supplying energy to the engine ignition coil when the piston is in the proximity of the top dead centre.

STARTER

PURPOSE: To control the consumption of a battery by a method wherein an air compressor is driven by the power of an engine during the operation of the engine to reserve compressed air in a reservoir and utilize it to an air motor for restarting the engine. CONSTITUTION: When a key switch 45 is operated to drive the starter 28 upon starting the engine, a crank shaft 24 is rotated through a pinion 20 and a ring gear 22 and the engine is started. After finishing the starting, the key switch 45 is switched to the side of terminals 45a, 45c and the engine is shifted into the normal operation. Upon this time, when the revolving number of the engine has arrived at a predetermined value, the air pressure of the reservoir 34 is below a predetermined value and an air switch 41 is being out ON, a relay 38 is excited and a solenoid clutch 37 is connected. As a result, the crank shaft 24 is rotated to drive the air compressor 36 and the air of the predetermined pressure is reserved in the reservoir ...

УСТРОЙСТВО ДЛЯ ЗАЖИГАНИЯ И ПОДАЧИ ТОПЛИВА В ГОРЕЛОЧНОЕ УСТРОЙСТВО ИСПАРИТЕЛЬНОГО ТИПА

Изобретение относится к области энергетики, в частности горелочным устройствам, и может быть использовано в автомобильной промышленности для воздушных отопителей с топочными камерами испарительного типа. Устройство для зажигания и подачи топлива в горелочное устройство испарительного типа, содержащее штуцер, соединенный с топочной камерой, патрубки ввода воздуха и топлива, свечу накаливания, пористый транспортирующий испарительный элемент, расположенный внутри штуцера между внутренней стенкой и свечой накаливания с зазором, тепловой экран, размещенный между пористым транспортирующим испарительным элементом и свечой накаливания, у основания которой в пористом транспортирующем испарительном элементе и тепловом экране соосно выполнено отверстие, в котором газоплотно размещен патрубок подачи воздуха, при этом устройство дополнительно содержит переходный патрубок, внешний тепловой экран, теплораспределительный цилиндр и радиатор, в котором выполнены отверстия, в которых газоплотно размещены ...

КОРПУС ВОЗДУХОДУВКИ, В ЧАСТНОСТИ ВОЗДУХОДУВКИ ВОЗДУХА ДЛЯ ГОРЕНИЯ ДЛЯ ПРЕДПУСКОВОГО ПОДОГРЕВАТЕЛЯ ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к устройствам для предпускового подогрева двигателя. Корпус воздуходувки, в частности воздуходувки воздуха для горения для предпускового подогревателя транспортного средства, включает в себя первую часть (14) с кольцеобразно проходящим вокруг оси (А) корпуса открытым на одной осевой стороне подающим каналом и вторую часть (16) для размещения электродвигателя (20) воздуходувки. Часть (16) корпуса имеет удлиненную в направлении его оси (А) стенку (18), которая окружает камеру для размещения электродвигателя. На продольном среднем участке стенки (18) корпуса в направлении его оси (А) на внешней стороне стенки (18) предусмотрена соединительная зона (26) для создания электрического соединения с блоком управления (38). Достигается обеспечение гибкости позиционирования при монтаже. 3 н. и 7 з.п. ф-лы, 4 ил.

МАШИНА ВНУТРЕННЕГО СГОРАНИЯ И СПОСОБ РАБОТЫ МАШИНЫ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение может быть использовано в системах топливоподачи двигателей внутреннего сгорания. Предложена машина (10) внутреннего сгорания, имеющая предусмотренный для работы на газообразном топливе двигатель (14) внутреннего сгорания, к которому по тракту (16) для свежего газа может подводиться свежий газ. Машина имеет один или несколько топливных напорных баков (12) и имеет один или несколько клапанов (20) для вдувания газа, которые через устройство (50) для регулирования давления могут соединяться с указанным или указанными топливными напорными баками (12). При этом предусмотрены средства для обогрева указанного или указанных клапанов (20) для вдувания газа и устройство (42) подогрева для нагрева газообразного топлива, причем в указанный или указанные клапаны (20) для вдувания газа интегрировано по электрическому нагревательному элементу. Также предложен способ работы машины (10) внутреннего сгорания, при котором по меньшей мере временно до и/или во время работы в холодном состоянии указанный ...

МОТОРНЫЙ ПОДОГРЕВАТЕЛЬ МПМ-85КМ

Полезная модель относится к области обеспечения воздушных судов (ВС) теплой воздушной массой для подогрева двигателей и кабин, посредством мобильных средств, и может быть использована при подготовке воздушных судов к полетам. Технической задачей полезной модели является создание нового авиационного моторного подогревателя МПМ-85КМ с достижением следующих технических результатов: повышение показателей надежности подвижных теплотехнических средств, исключение влияния динамических и ударных нагрузок на электропривод вентиляторной группы воздушной системы. Для достижения указанного технического результата заявляемый моторный подогреватель оборудован электроприводом вентиляторной группы на базе асинхронной электрической машины с короткозамкнутым ротором и тиристорным устройством плавного пуска, обеспечивающим сглаживание электромеханических нагрузок, возникающих в случае прямого подключения электропривода в стационарную аэродромную сеть 380 В и 50 Гц. Преимуществом моторного подогревателя является ...

Автоматически управляемая приточно-нагреваемая система вентиляции картера поршневого двигателя

Полезная модель относится к области транспортного двигателестроения, в частности снижения активности конденсационных процессов и снижения температуры точки росы картерных газов при эксплуатации автомобильного транспорта в условиях отрицательных температур холодного климата. Полезная модель представляет собой совокупность электрических приборов и устройств, обеспечивающих очистку, нагревание, нагнетание атмосферного воздуха, направляемого в картерное пространство. Управление работой устройств осуществляется в автоматическом режиме при реализации действительного цикла двигателя комплектом электрических приборов, соединённых в замкнутую систему. В автомобильных двигателях применяется топливо углеводородного состава. При окислении водорода атомами кислорода атмосферного воздуха образуется вода. Температура в камере сгорания обеспечивает высокое давление насыщения и газообразное состояние воды. Влагосодержащие газы поступают в картерное пространство через сопряжения деталей цилиндропоршневой ...

СПОСОБ РАБОТЫ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ, ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение относится к двигателестроению. Способ работы двигателя внутреннего сгорания. На переходных режимах ротор турбокомпрессора дополнительно подкручивают вспомогательной электрической машиной (25). Электрическая машина кинематически связана с турбокомпрессором и получает электропитание от аккумуляторной батареи (15) через вспомогательный преобразователь (26) частоты и напряжения. Пар, который подают в турбину (7) на переходных режимах для подкрутки вала турбокомпрессора, получают путем нагрева воды в теплообменнике (8) отработавшими газами турбины турбокомпрессора и испарения воды, подаваемой в выпускной тракт двигателя перед турбиной. В качестве дополнительной газовой смеси, подаваемой на выпуск двигателя в переходных режимах, вызванных изменением нагрузки и при перегрузках, используют рабочую смесь-воздух, поступающую на его впуск. Дополнительное рабочее тело-теплоноситель, используемое для прогрева двигателя перед пуском и при поддержании двигателя в горячем резерве, готовят путем ...

СПОСОБ ЗАПУСКА И РАБОТЫ БЕНЗИНОВОГО ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ СО СТЕПЕНЬЮ СЖАТИЯ ДО 45

Изобретение относится к бензиновым двигателям, работающим с повышенной степенью сжатия до 45. Способ запуска и работы бензинового двигателя внутреннего сгорания со степенью сжатия до 45 заключается в создании разрежения во впускном коллекторе и цилиндре при запуске и ограничении наполнения цилиндра двигателя воздухом при работе двигателя на режимах от холостых оборотов до максимальных оборотов. Разрежение во впускном коллекторе производят при включении зажигания по сигналу электронного блока управления (ЭБУ) за счет удаления воздуха из впускного коллектора при закрытых устройстве для впрыска топлива и дроссельной заслонке. По достижении во впускном коллекторе заданного уровня разрежения, зависящего от величины степени сжатия данного двигателя, его температуры, температуры и давления окружающей среды, по сигналу датчика разрежения ЭБУ формирует сигнал стартеру на прокрутку коленчатого вала и формирует сигналы устройству для впрыска топлива, дроссельной заслонке и свече зажигания, обеспечивая ...

СПОСОБ УПРАВЛЕНИЯ НАТЯЖЕНИЕМ ПРИВОДНОГО РЕМНЯ ДВИГАТЕЛЯ, СИСТЕМА НАТЯЖЕНИЯ ПРИВОДНОГО РЕМНЯ ДВИГАТЕЛЯ И АВТОМОБИЛЬ, СОДЕРЖАЩИЙ ТАКУЮ СИСТЕМУ

... 1. Способ управления системой натяжения приводного ремня двигателя автомобиля, содержащий этап, на котором управляют системой натяжения приводного ремня для увеличения натяжения, связанного с системой ремня, до высокого уровня натяжения, в то время как производят выключение двигателя.2. Способ по п.1, отличающийся тем, что автомобиль содержит систему выключения-пуска для автоматического выключения и пуска двигателя в ответ на определенные действия водителя, при этом способ содержит этап использования системы натяжения приводного ремня для увеличения натяжения приводного ремня в направлении высокого уровня натяжения, когда действия водителя указывают, что планируется выключение двигателя.3. Способ по п.1 или 2, отличающийся тем, что приводной ремень кинематически связывает двигатель со стартер-генератором.4. Способ по п.3, отличающийся тем, что также содержит этап использования высокого уровня натяжения ремня, когда стартер-генератор планируется использовать для запуска двигателя.5. Способ ...

СПОСОБ ПРОВЕРКИ СРЕДСТВ АЭРОДРОМНО-ТЕХНИЧЕСКОГО ОБЕСПЕЧЕНИЯ ПОЛЕТОВ АВИАЦИИ ПЕРЕД ДОПУСКОМ ИХ К ПРИМЕНЕНИЮ НА АВИАЦИОННОЙ ТЕХНИКЕ С ИСПОЛЬЗОВАНИЕМ АВТОМАТИЗИРОВАННОЙ СИСТЕМЫ КОНТРОЛЯ И ДИАГНОСТИКИ В УСЛОВИЯХ НИЗКИХ ТЕМПЕРАТУР НА АЭРОДРОМАХ РАССРЕДОТОЧЕНИЯ

Изобретение относится к энергомашиностроению. Способ проверки средств аэродромно-технического обеспечения (АТО) полетов авиации с применением автоматизированной системы контроля и диагностики (АСКД) в условиях низких температур на аэродромах рассредоточения заключается в одновременном использовании устройства для повышения качества дизельного топлива, в котором осуществляется кавитационная обработка, ионизация, изменение молекулярных свойств дизельного топлива, устройства для обогрева аккумуляторных батарей транспортного средства, осуществляющего обогрев аккумуляторного отсека от системы охлаждения двигателя при работающем двигателе и поддержание плюсовых температур аккумуляторного отсека при неработающем двигателе, вентиляционного устройства, осуществляющее прогрев оборудования средства АТО и увеличение мощности двигателя внутреннего сгорания при отсутствии необходимости в подогреве радиоэлектронной аппаратуры (РЭА) оборудования средства АТО, и АСКД, осуществляющую формирование необходимых ...

Блок привода,например,для автомобиля

Maschinensteuerungsverfahren und System mit einer Spannungsanhebungsschaltung

Ein Maschinensteuerungssystem weist einen Zündschalter (16), einen Starterschalter (17), der einen Starter (2) einer Brennkraftmaschine (1) nach Einschalten des Zündschalters (16) betreibt, und eine Spannungsanhebungsschaltung (7) auf, die eine Batteriespannung auf eine höhere Spannung anhebt. Das Maschinensteuerungssystem steuert die Spannungsanhebungsschaltung (7) derart, dass die Anhebung einer Spannung von einer Batteriespannung auf eine höhere Spannung zu dem Zeitpunkt des Einschaltens des Starterschalters (17) gestartet wird. Auf diese Weise können durch den Betrieb der Spannungsanhebungsschaltung (7) bewirkte Funktionsstörungen von dem Zeitpunkt an, zu dem der Zündschalter (16) eingeschaltet wird, bis zu dem Zeitpunkt, zu dem der Starterschalter (17) eingeschaltet wird, (während einer Ruhezeitdauer) vermieden werden.

Starteinrichtung für einen Verbrennungsmotor

Starteinrichtung für einen Verbrennungsmotor, der mit Kraftstoffventilen (18) zum direkten Einspritzen von Kraftstoff in mehrere Zylinder (1) versehen ist und mit Zündkerzen (19) zum Zünden des Kraftstoffs in den jeweiligen Zylindern (1), wobei die Starteinrichtung umfasst: a) eine Verrohrung (26) zum Verbinden der jeweiligen Zylinder (1); b) Kommunikationssteuerventile (27) zum Steuern des Kommunikationszustandes zwischen den jeweiligen Zylindern (1) und der Verrohrung (26); c) eine elektronische Motorsteuereinheit (21) zum Steuern der Starteinrichtung; d) einen Kurbelwinkeldetektor (24) zum Erfassen der Kurbelwinkelposition einer Kurbelwelle (6) des Verbrennungsmotors; und e) einen Kompressions-/Arbeits-Identifikationsteil (25) zum Identifizieren des Kompressionstaktes oder des Arbeitstaktes jedes der Zylinder (1); c1) wobei die elektronische Motorsteuereinheit (21) einschließt: c11) einen Grundbetriebssteuerteil (22) zum Steuern der Kraftstoffeinspritzventile (18) und der Zündkerzen ...

ACCESSORY CARRYING TYPE STARTING MOTOR

Gebläsegehäuse, insbesondere für ein Verbrennungsluftgebläse eines Fahrzeugheizgeräts

Ein Gebläsegehäuse, insbesondere für ein Verbrennungsluftgebläse eines Fahrzeugheizgerätes, umfasst einen ersten Gehäusebereich (14) mit einem um eine Gehäuseachse (A) sich ringartig erstreckenden und an einer Axialseite offenen Förderkanal und einen zweiten Gehäusebereich (16) zur Aufnahme eines Gebläsemotors (20), wobei der zweite Gehäusebereich (16) eine in Richtung der Gehäuseachse (A) langgestreckte und einen Motoraufnahmeraum umgebende Gehäusewandung (18) umfasst, wobei in einem Längenmittenbereich der Gehäusewandung (18) in Richtung der Gehäuseachse (A) an einer Außenseite der Gehäusewandung (18) ein Verbindungsbereich (26) zur Herstellung einer elektrischen Verbindung mit einem Ansteuergerät (38) vorgesehen ist.

Antriebseinheit

STEUERUNG EINER LICHTMASCHINE MIT VORBAUNEBENAGGREGATANTRIEB

Es wird eine Steuerung einer Lichtmaschine/eines Starters zur Bereitstellung von elektrischer Leistung für ein Fahrzeug und zum Drehen einer Kraftmaschine offenbart. In einem Beispiel stellt die Lichtmaschine/der Starter einen Differenzialvorgang bereit, durch den Drehmoment auf einer Eingangsseite der Lichtmaschine aufrechterhalten werden kann, während eine Drehzahl auf einer Ausgangsseite die Lichtmaschine variiert werden kann. Die Lichtmaschine/der Starter enthält zwei Ankerwicklungen und zwei Feldwicklungen.

Method of starting a compression ignition engine

Disclosed is a method of starting a compression ignition engine on a very low cetane number (high octane number) materials. The method comprises igniting and combusting very low cetane number materials, those with a cetane number less than 30, by delivering the materials into a combustion chamber and supplying to the chamber combustion air for the entire time that the engine is running. The method allows cold start of the engine using only very low cetane number fuels such as aromatic hydrocarbons, toluene, glycerine, methanol, ethanol and other alcohols. The method also provides decreased pollution emissions during engine start. The method is suitable for use in heterogeneous charge compression ignition (HCCI) engines.

A control method and an apparatus for a flexible fuel vehicle

Engine control for a vehicle

A CONTROL METHOD AND AN APPARATUS FOR A FLEXIBLE FUEL VEHICLE

System and method for reducing NVH during Spin-up of an inter nal combustion engine in a hybrid vehicle

Battery connector device for a battery jump starting device

Fuel injection procedure for starting an internal combustion engine

A control method and an apparatus for a flexible fuel vehicle

Portable rechargeable battery jump starting device

DRIVE SYSTEM FOR A VEHICLE

Method for starting an internal combustion engine operated with a fuel-air mixture

Verfahren zum Starten einer mit einem Brennstoff-Luft-Gemisch betriebenen Brennkraftmaschine (1), insbesondere eines stationären Gasmotors, wobei der Brennkraftmaschine (1) als Teil des Brennstoff-Luft-Gemischs (G) ein Brennstoffvolumenstrom (QB) zugeführt wird, der unter Berücksichtigung wenigstens eines für den Energieinhalt des Brennstoff-Luft-Gemischs (G) charakteristischen Parameters (Imin. Lambda) ermittelt wird, wobei die Brennkraftmaschine (1) durch eine Startvorrichtung (2) solange angetrieben wird bis die Brennkraftmaschine (1) selbsttätig weiterläuft, wobei der der Brennkraftmaschine (1) zugeführte Brennstoffvolumenstrom (QB) durch Veränderung des wenigstens einen für den Energieinhalt des Brennstoff-Luft-Gemischs (G) charakteristischen Parameters (Imin, Lambda) solange verändert wird bis die Brennkraftmaschine (1) selbsttätig weiterläuft.

A rechargeable jump starting device having a highly electrically conductive cable connecting device

A rechargeable battery jump starting device having detachable positive and negative cables. The rechargeable battery jump starting device, including a rechargeable battery connected to a positive cam-lock cable connecting device and a negative cam-lock cable connecting device. The rechargeable battery jump starting device can include a highly electrically conductive frame connecting the rechargeable battery to the cam-lock cable devices.

FUEL ENRICHMENT FOR STARTING SPARK-IGNITION I.C. ENGINE

START CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

Disclosed is start control device for an internal combustion engine (1) that controls the start aspect of the internal combustion engine (1), which is equipped with a hydraulic variable mechanism (30) that fixes the valve timing at an intermediate angle. In other words, the engine rotation speed during cranking when the valve timing is not fixed at the intermediate angle is made a first rotation speed, the engine rotation speed during cranking when the valve timing is fixed at the intermediate angle is made a second rotation speed, and the frequency by which the valve timing is fixed at the intermediate angle is increased by performing a start control that reduces the first rotation speed to less than the second rotation speed during engine start-up.

Drive device, and motor vehicle having the same

Method for starting vehicle engine

A method for starting a vehicle engine includes determining a throttle angle command output based on a throttle adjustment parameter. The throttle angle command output may be further adjusted based on a learned compensation adder and may be based on a number of vehicle engine starts. A throttle angle corresponding to the throttle angle command output is provided.

METHOD FOR STARTING an INTERNAL COMBUSTION ENGINE, IN PARTICULAR AUTOMOBILE UNVEHICULE AND MOTOR VEHICLE APPLYING THIS PROCESS

METHOD FOR STARTING A MOTOR VEHICLE INTERNAL COMBUSTION ENGINE

Engine Cooling Water Temperature Control Method and Control Apparatus

Method of controlling cooling water temperature of an engine in which the lower limit value of engine rotation speed is set according to outside air temperature and vehicle speed. When the vehicle starts traveling, a temperature raising-state lower limit rotation speed is set to raise the cooling water temperature to a third threshold value. After the cooling water temperature is raised to the third threshold value, the lower limit value is not set. If the cooling water temperature drops to a second threshold value, a maintaining-state lower limit rotation speed lower than the temperature raising-state lower limit rotation speed is set to raise the cooling water temperature. If the cooling water temperature does not rise but drops to a first threshold value, a temperature re-raising-state lower limit rotation speed lower than the temperature raising-state lower limit rotation speed and higher than the maintaining-state lower limit rotation speed is set.

ENGINE VIBRATION SUPPRESSION DEVICE AND SUPPRESSION METHOD THEREOF

A controller ( 20 ) estimates an internal cylinder pressure of an engine ( 1 ) on the basis of the operating conditions of the engine ( 1 ), torque variation in the engine ( 1 ) is calculated on the basis of the estimated internal cylinder pressure, and an opposite phase torque of the torque variation in the engine ( 1 ) is calculated as a torque correction amount. The controller ( 20 ) then calculates a torque command value for a motor generator ( 2 ) by adding the torque correction amount to a basic torque value for driving the motor generator ( 2 ) to rotate, and performs torque control such that the torque of the motor generator ( 2 ) equals the torque command value.

СПОСОБ ОСТАНОВА ДВИГАТЕЛЯ ТРАНСПОРТНОГО СРЕДСТВА (ВАРИАНТЫ) И ТРАНСПОРТНОЕ СРЕДСТВО

Изобретение относится к области вспомогательных устройств запуска двигателя внутреннего сгорания. При останове двигателя (10) регулируют скорость вращения встроенного в привод на ведущие колеса стартера/генератора (DISG) (240) на требуемую скорость вращения, которая обеспечивает требуемое давление в маслопроводе муфты трансмиссии (208) в ответ на запрос остановить вращение двигателя (10). Осуществляют проскальзывание муфты расцепления (236) привода на ведущие колеса в приводе на ведущие колеса между DISG (240) и двигателем (10), чтобы останавливать двигатель (10) в требуемом положении. Предложены также способ останова двигателя транспортного средства и транспортное средство. Достигается сокращение времени запуска двигателя и экономия топлива, уменьшение выбросов. 3 н. и 17 з.п. ф-лы, 48 ил.

Способ (варианты) и система для запуска двигателя

Изобретение относится к способу и системе запуска двигателя. Способ запуска двигателя, в котором запускают остановленный двигатель за счет вращения двигателя; вращают насосное колесо гидротрансформатора, начиная с нулевой скорости, в зависимости от достижения первого предварительно установленного количества циклов сгорания после остановки двигателя с помощью крутящего момента двигателя; и, по меньшей мере, частично включают муфту расцепления гидротрансформатора из выключенного состояния. Рассмотрен вариант способа запуска двигателя, в котором запускают остановленный двигатель за счет вращения двигателя; вращают насосное колесо гидротрансформатора, начиная с нулевой скорости, во время запуска двигателя; и, по меньшей мере, частично выключают муфту расцепления в зависимости от скорости вращения насосного колеса гидротрансформатора. Предложена система транспортного средства, содержащая двигатель; гидротрансформатор, содержащий муфту расцепления, насосное колесо и турбину, причем гидротрансформатор ...

СИСТЕМА ТРАНСПОРТНОГО СРЕДСТВА С ГИБРИДНЫМ ПРИВОДОМ ДЛЯ РЕГУЛИРОВКИ ЗАРЯДА ВОЗДУХА ЦИЛИНДРА

... 1. Система транспортного средства с гибридным приводом для регулировки заряда воздуха цилиндра, содержащая:двигатель;маховик двойной массы (DMF), включающий в себя первую сторону, механически присоединенную к двигателю;муфту расцепления привода на ведущие колеса, включающую в себя первую сторону, присоединенную ко второй стороне маховика двойной массы;встроенный в привод на ведущие колеса стартер/генератор (DISG), включающий в себя первую сторону, присоединенную ко второй стороне муфты расцепления привода на ведущие колеса; иконтроллер, включающий в себя постоянные команды, исполняемые для регулировки установки момента впрыска топлива в цилиндр в ответ на требуемую скорость вращения двигателя, основанную на скорости вращения насосного колеса гидротрансформатора, при механически не присоединенном к двигателю насосном колесе гидротрансформатора.2. Система транспортного средства с гибридным приводом по п. 1, дополнительно содержащая дополнительные команды для смыкания муфты расцепления привода ...

СПОСОБ ПРЕДВАРИТЕЛЬНОГО НАГРЕВА ДЛЯ ОБЛЕГЧЕНИЯ ХОЛОДНОГО ПУСКА ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ С НАДДУВОМ И/ИЛИ УСТРОЙСТВА ДЛЯ НЕЙТРАЛИЗАЦИИ ОТРАБОТАВШИХ ГАЗОВ

Изобретение относится к управлению двигателями внутреннего сгорания. Техническим результатом является облегчение холодного пуска двигателя внутреннего сгорания с наддувом и/или устройства для нейтрализации отработавших газов двигателя внутреннего сгорания с наддувом посредством предварительного нагрева. Результат достигается тем, что для нагрева наддувочного воздуха в состоянии покоя двигателя во впускном канале расположено устройство для облегчения холодного пуска. Двигатель внутреннего сгорания содержит по меньшей мере один рабочий цилиндр, который имеет по меньшей мере один впускной клапан, который находится в соединении с впускным каналом, и по меньшей мере один выпускной клапан, который находится в соединении с системой выпуска отработавших газов, а также устройство для установки положения клапанов. Предусмотрена возможность наддува двигателя с помощью предназначенного для приведения в действие с помощью электродвигателя наддувочного устройства. В способе после распознавания (S1) холодного ...

УСТРОЙСТВО И СПОСОБ КОНТРОЛЯ ПРОСКАЛЬЗЫВАНИЯ РЕМНЯ, ТРАНСПОРТНОЕ СРЕДСТВО И ДВИГАТЕЛЬ ТРАНСПОРТНОГО СРЕДСТВА, СОДЕРЖАЩИЕ УСТРОЙСТВО КОНТРОЛЯ ПРОСКАЛЬЗЫВАНИЯ РЕМНЯ

Группа изобретений относится к машиностроению. Устройство контроля проскальзывания ремня для ремня, связанного с мотор-генератором, содержит первый подвижный элемент, выполненный с возможностью движения относительно мотор-генератора, второй подвижный элемент, связанный с первым подвижным элементом с возможностью движения, причем второй подвижный элемент связан с ремнем так, что рабочие состояния первого и второго подвижных элементов устройства контроля проскальзывания ремня зависят от натяжения ремня, первый датчик, выполненный с возможностью определения рабочего состояния первого подвижного элемента, и второй датчик, выполненный с возможностью определения рабочего состояния второго подвижного элемента. Устройство контроля проскальзывания ремня выполнено с возможностью определения факта проскальзывания ремня исходя рабочего состояния первого и второго подвижных элементов. Также заявлен двигатель, содержащий устройство, транспортное средство содержащее устройство и/или двигатель, способ ...

Устройство для подогрева топлива в системе высокого давления дизельного двигателя в предпусковой и пусковой периоды

Изобретение относится к машиностроению, а именно к двигателестроению, и может быть использовано в топливной системе дизельных двигателях внутреннего сгорания. Техническим результатом предлагаемого изобретения является повышение пусковых качеств дизельного двигателя и снижение неполноты сгорания топлива в послепусковой период. Предлагаемое устройство представляет собой электрическое нагревательное устройство, состоящее из змеевика, получаемого из части топливопровода высокого давления 1 и цилиндрического кожуха 4, закрываемого с торцов крышками 2, 3, внутрь которого помещается змеевик. В крышках 2, 3 имеются отверстия, через которые с одной стороны устанавливается нагревательный элемент 8, представляющий собой штифтовую свечу, а с противоположной стороны разъем 5 для подключения термодатчика 6, который установлен внутри кожуха 4 между витками змеевика. Для улучшения теплообмена змеевик покрыт медной пленкой (В), а кожух 4 изнутри покрыт алюминиевой фольгой 10 и теплоизоляцией 11, также для ...

АВТОНОМНОЕ ПЕРЕНОСНОЕ АККУМУЛЯТОРНОЕ ПУСКОВОЕ УСТРОЙСТВО

УСТРОЙСТВО И СПОСОБ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ, УСТРОЙСТВО ЗАПУСКА И ТРАНСПОРТНОЕ СРЕДСТВО

... 1. Устройство управления двигателем, оборудованным стартером (200, 200А), содержащим вторую шестерню (260), которая может быть введена в зацепление с первой шестерней (110), присоединенной к коленчатому валу (111); исполнительный механизм (232), вызывающий в рабочем состоянии перемещение указанной второй шестерни (260) в положение, в котором указанная вторая шестерня (260) вводится в зацепление с указанной первой шестерней (110); и привод (220), приводящий во вращение указанную вторую шестерню (260),указанный двигатель (100) оборудован детектором (115) для определения вращения указанного коленчатого вала (111),указанное устройство управления (300), обновляющее величину угла поворота указанного коленчатого вала (111), определенную указанным устройством управления (300) на основе сигнала, поступающего от указанного детектора (115), после того как приводится в действие исполнительный механизм (232) и приводится в действие привод (220),указанное устройство управления (300), ограничивающее обновление ...

СПОСОБ И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ЗАПУСКОМ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

... 1. Способ управления запуском двигателя (1) внутреннего сгорания, который имеет дроссель (23) для управления объемом всасываемого воздуха и выполняет запуск через проворачивание, при котором:определяют инициирование проворачивания двигателя (1) внутреннего сгорания;закрывают дроссель (23), когда инициируется проворачивание;подсчитывают число тактов от инициирования проворачивания или число оборотов от инициирования проворачивания двигателя (1) внутреннего сгорания;определяют, достигло или нет подсчитанное число заданного числа; иоткрывают дроссель (23), если подсчитанное число достигло заданного числа.2. Способ по п.1, при котором заданное число устанавливают заранее, так что после этого создается отрицательное давление на впуске, и получается объем всасываемого воздуха, требуемый для поддержания целевой частоты вращения на холостом ходу.3. Способ по п.1, при котором дополнительно прекращают открытие дросселя (23), когда достигнуто открытие дросселя, соответствующее целевой частоте вращения ...

KRAFTSTOFFSTEUERVORRICHTUNG UND KRAFTSTOFFSTEUERVERFAHREN FÜR EIN FAHRZEUG

Kraftstoffsteuervorrichtung für ein Fahrzeug, das eine elektrische Pumpe aufweist, die konfiguriert ist, eine elektrische Leistung zugeführt zu erhalten, um Kraftstoff von einem Kraftstofftank zu einem Einspritzer einer Brennkraftmaschine durch eine Kraftstoffleitung zuzuführen, und eine Steuereinheit, die konfiguriert ist, dafür zu sorgen, dass die Brennkraftmaschine automatisch anhält, wenn eine erste vorbestimmte Bedingung erfüllt ist, und nachdem die Brennkraftmaschine automatisch angehalten hat, dafür zu sorgen, dass die Brennkraftmaschine automatisch startet, wenn eine zweite vorbestimmte Bedingung erfüllt ist, hat eine Betätigungseinheit, die konfiguriert ist, wenn die Steuereinheit dafür gesorgt hat, dass die Brennkraftmaschine automatisch anhält, elektrische Leistung von einer vorbestimmten Vorrichtung zur zufuhrelektrischer Leistung zu der elektrischen Pumpe zuzuführen, um dafür zu sorgen, dass die elektrische Pumpe arbeitet.

Verfahren zum Starten einer Brennkraftmaschine eines Kraftfahrzeugs

Die Erfindung betrifft ein Verfahren zum Starten einer Brennkraftmaschine (105) mit einem riemengetriebenen Startergenerator (130) und einem Ritzelstarter (110), wobei die Brennkraftmaschine (105) eine Kurbelwelle (151) aufweist, die drehmomentübertragend mit dem riemengetriebenen Startergenerator (130) und dem Ritzelstarter (110) verbindbar ist, wobei von dem riemengetriebenen Startergenerator (130) ein Vorspannmoment (Mvor1, Mvor2) auf die Kurbelwelle (151) erzeugt wird (202, 502), welches geringer ist als ein Losbrechmoment der Kurbelwelle (151) ist, wobei von dem Ritzelstarter (110) alleine oder von dem Ritzelstarter (110) und dem riemengetriebenen Startergenerator (130) zusammen ein Startmoment auf die Kurbelwelle (151) erzeugt wird (205, 521, 522), das wenigstens so groß ist wie das Losbrechmoment der Kurbelwelle (151) ist, wobei die Kurbelwelle (151) durch das Startmoment in Drehbewegung versetzt wird (207, 512, 523).

Antriebsvorrichtung für ein Fahrzeug, Fahrzeug mit einer derartigen Antriebsvorrichtung sowie Computerprogrammprodukt zum Ansteuern der Antriebsvorrichtung

Antriebsvorrichtung für ein Fahrzeug, mit – einem Verbrennungsmotor (12), – einer Zuführleitung (16) zum Zuführen von Verbrennungsluft zum Verbrennungsmotor (12), – einer mit der Zuführleitung (16) zusammenwirkenden Verdichtereinrichtung (26), mittels welcher die Verbrennungsluft für den Verbrennungsmotor (12) komprimierbar ist, – einer oder mehreren vom Verbrennungsmotor (12) unabhängig betreibbaren Drehmomentquellen (32), die mit der Verdichtereinrichtung (26) wirkverbunden oder wirkverbindbar sind und mit welchen die Verdichtereinrichtung (26) antreibbar ist, und – einer Steuereinheit (60), welche derart ansteuernd auf die Drehmomentquelle (32) wirkt, dass die Drehmomentquelle (32) die Verdichtereinrichtung (26) zeitlich zumindest vor dem Start des Verbrennungsmotors (12) antreibt.

Control at starting of a mixed fuel engine

In an engine supplied with a variable proportion of alcohol to petrol the ignition timing as starting is fixed for a period which is dependant on the engine temperature, e.g. coolant or fuel temperature. After the period of fixed timing the timing is variable dependant upon engine speed and knock, the intake air amount and the alcohol proportion.

A rechargeable jump starting device having a highly electrically conductive cable connecting device

A rechargeable battery jump starting device having detachable positive and negative cables. The rechargeable battery jump starting device, including a rechargeable battery connected to a positive cam-lock cable connecting device and a negative cam-lock cable connecting device. The rechargeable battery jump starting device can include a highly electrically conductive frame connecting the rechargeable battery to the cam-lock cable devices.

Battery connector device for a battery jump starting device

A battery connector device 100 for a rechargeable battery jump starting device, has a smart switch interface comprising relays connected between two circuit board conductor bars 138 & 140, and a negative cable connected to second circuit board conductor bar 140. The smart switch interface comprises a circuit board 136 with first circuit board conductor bar spaced apart from second circuit board conductor bar, and the first circuit board conductor bar 138 is electrically connected to a negative terminal conductor bar of a battery. The smart switch interface comprises relays 142 connected between the first and second circuit board conductor bars for providing isolation between a negative terminal tab of the battery, and the battery is jump started. A negative cable is connected to the second circuit board conductor bar and can also connect to each of the relays. A diode may connect between sections of the positive cable 18.

Vehicle with a start-stop system wherein the starter-generator is directly coupled to the internal combustion engine

A stop-start system is disclosed for a vehicle comprising an electrical starter-generator (MG,12) directly coupled to the crankshaft of the internal combustion engine (10). The stop/start system comprises a stop/start controller (50) arranged to vary torque produced by the starter-generator (MG,12) during a stop/start event to at least partially compensate for variations in torque produced by the engine (10).

Система для улучшения запуска двигателя

1. Система двигателя, содержащая:двигатель, включающий в себя цилиндр, клапан и турбонагнетатель; иконтроллер, включающий в себя исполняемые инструкции, хранимые в невременной памяти, для подстройки давления наддува двигателя в ответ на объем цилиндра у цилиндра при останове двигателя.2. Система двигателя по п. 1, где исполняемые инструкции включают в себя инструкции для повышения давления наддува двигателя по мере того, как уменьшается объем цилиндра.3. Система двигателя по п. 1, где исполняемые инструкции включают в себя инструкции для понижения давления наддува двигателя по мере того, как увеличивается объем цилиндра.4. Система двигателя по п. 1, дополнительно содержащая дополнительные исполняемые инструкции для открывания клапана, чтобы повышать давление в цилиндре во время останова двигателя.5. Система двигателя по п. 1, где исполняемые инструкции повышают давление наддува двигателя, в то время как двигатель остановлен.6. Система двигателя по п. 1, дополнительно содержащая исполняемые инструкции для непосредственного запуска двигателя. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 152 595 U1 (51) МПК F02N 19/00 (2010.01) F02B 37/12 (2006.01) F02D 23/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ТИТУЛЬНЫЙ (21)(22) Заявка: ЛИСТ ОПИСАНИЯ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ 2014108780/06, 06.03.2014 (24) Дата начала отсчета срока действия патента: 06.03.2014 Приоритет(ы): (30) Конвенционный приоритет: (72) Автор(ы): ХЭШЕМИ Сиамек (US), СТЭЙНЕК Джо Ф. (US), ФРЭНКС Дональд Чарльз (US), ЛОКВУД Тони Э. (US) (45) Опубликовано: 10.06.2015 Бюл. № 16 1 5 2 5 9 5 R U (57) Формула полезной модели 1. Система двигателя, содержащая: двигатель, включающий в себя цилиндр, клапан и турбонагнетатель; и контроллер, включающий в себя исполняемые инструкции, хранимые в невременной памяти, для подстройки давления наддува двигателя в ответ на объем цилиндра у цилиндра при останове двигателя. 2. Система двигателя по п. 1, где исполняемые инструкции включают в себя инструкции для ...

Starter motor solenoid with variable reluctance plunger

A solenoid for a vehicle starter includes at least one coil with a passage extending through the coil. A plunger is slideably positioned within the passage and configured to move in an axial direction between a first position and a second position. The plunger includes a substantially cylindrical outer surface portion with a circumferential notch formed in the outer surface portion. The at least one coil may include a pull-in coil and a hold-in coil wound on a spool. A plate member is positioned at one end of the spool and is separated from the plunger by a radial distance. The radial distance varies when the plunger moves in the axial direction as a result of the notch moving in relation to the plate member. A sleeve member may be coupled to the plunger such that the sleeve member covers the circumferential notch formed in the plunger.

Method and device for starting an internal combustion engine

A method and a device for starting an internal combustion engine of a motor vehicle, the internal combustion engine exerting a drive torque on a crankshaft in one direction of the internal combustion engine, a starting motor exerting a starting torque on the crankshaft during a starting process to achieve a minimum rotational speed of the internal combustion engine, and a control unit regulating the starting torque. The control unit regulates the starting torque in a time-dependent manner between a positive maximum starting torque and a negative minimum starting torque during the starting process, a positive starting torque acting on the crankshaft in one direction and a negative starting torque in the opposite direction.

Fuel supply device

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

Charge bypass system for engine start

The present invention provides an engine start system in a vehicle. The engine start system includes an engine and a charge system. The vehicle also includes an engine speed sensor for measuring a speed of the engine. The charge system is coupled to the engine and includes a charge pump. The vehicle further includes a control unit and a temperature sensor for sensing a temperature of fluid in the charge system. The temperature sensor is electrically coupled to the control unit. A bypass system is fluidly coupled to the charge system and includes a valve and a solenoid. The solenoid is electrically coupled to the control unit such that the control unit energizes the solenoid to control the valve in response to the speed measured by the speed sensor and the temperature sensed by the temperature sensor.

Device and method for starting engine

An engine starting method in a parallel-type hybrid vehicle comprises a motor reverse rotation driving step of applying reverse rotation current to drivingly rotate a motor output shaft in a reverse rotation direction of an engine output shaft whereby an elastic member in a damper is elastically deformed to store an urging force that urges the motor output shaft in a normal rotation direction; an urged normal rotation step of stopping the electrification to release the urging force having been stored at the motor reverse rotation driving step whereby the motor output shaft is rotated in the normal rotation direction; a motor normal rotation driving step of applying normal rotation current to drivingly rotate the motor output shaft in the normal rotation direction; and an engine start igniting step of igniting an engine with the engine output shaft being rotated by the rotation at the motor normal rotation driving step.

Engine control unit, engine control system and engine control method

An engine control method includes: a step of running the engine in a forward direction by driving a motor that applies a torque to a crank of the engine in the forward direction in a case where the crank angle of the engine does not lie in the first section; a step of removing any load from the motor in a case where the crank angle of the engine lies in the first section; a step of braking the motor in a case where it is determined in the sixth step that the crank angle of the engine lies in the second section; and a step of running the engine in the forward direction by driving the motor in the forward direction in a case where it is determined that there is the request for restart of the engine.

CONTROL DEVICE AND CONTROL METHOD FOR ENGINE, ENGINE STARTING DEVICE, AND VEHICLE

An engine is driven by a starter including a pinion gear that can be engaged with a ring gear coupled to a crankshaft; an actuator causing, in a driven state, the pinion gear to be moved to a position where the pinion gear is engaged with the ring gear; and a motor causing the pinion gear to be rotated. The engine is provided with a rotation angle sensor for detecting rotation of the crankshaft. ECU detects the crank angle of the crankshaft based on a signal from the rotation angle sensor after the actuator is driven and the motor is driven. 1. A control device for an engine provided with a starter including a second gear that can be engaged with a first gear coupled to a crankshaft; an actuator causing , in a driven state , said second gear to be moved to a position where said second gear is engaged with said first gear; and a motor causing said second gear to be rotated ,said engine being provided with a detection unit for detecting rotation of said crankshaft,said control device updating a value of a crank angle of said crankshaft recognized by said control device based on a signal from said detection unit after said actuator is driven and said motor is driven, andsaid control device limiting update of the value of the crank angle based on the signal from said detection unit during a time period from a time when said actuator is driven until a time when said motor is driven.2. (canceled)3. The control device for an engine according to claim 1 , wherein said actuator and said motor are individually controlled by said control device.4. The control device for an engine according to claim 3 , wherein said control device drives said motor when noise contained in the signal from said detection unit subsides after starting driving of said actuator.5. The control device for an engine according to claim 4 , wherein said control device determines that said noise subsides claim 4 , when a state where the signal from said detection unit does not change continues for a ...

Valve opening and closing control apparatus

A valve opening and closing time control apparatus includes; a relative rotation angle control unit performs most delayed angle setting control of setting a relative rotation angle between a driving side rotating body and a driven side rotating body to the most delayed angle when performing an automatic stop, and most delayed angle restriction control of maintaining the relative rotation angle in the most delayed angle from a beginning of the automatic start until reaching a set timing when the automatic start-up begins, and releasing a maintenance of the most delayed angle after the setting timing.

Methods and systems for engine starting

Methods and systems are provided for controlling a vehicle system including an engine that is selectively deactivated during engine idle-stop conditions and selectively reactivated during engine restart conditions. One example method comprises, during an engine restart from an idle stop, performing a first combustion event in a cylinder with a piston at an engine crankshaft position that is after a crankshaft position at which said cylinder's exhaust valve opens, and before a crankshaft position at which the cylinder's intake valve closes, during a cycle of said cylinder. In this way, inaccuracies in cylinder aircharge estimation may be reduced, thereby also reducing air-fuel ratio errors and improving the quality and repeatability of engine restarts.

STARTING OF AN INTERNAL COMBUSTINE ENGINE

A starting system for an internal combustion engine comprising a pressure medium source, means for connecting the pressure medium source to at least two of the cylinders of the engine, a starting valve in connection with each cylinder that is connected to the pressure medium source for controlling the admission of the pressure medium into the cylinder, a control unit for controlling the operation of the starting valves, and an absolute rotary encoder for determining the crank angle of the engine. The system further comprises coupling means arranged between the engine and the absolute rotary encoder for releasably coupling the encoder to the engine. The invention also concerns a method for starting an internal combustion engine and an internal combustion engine. 2. The starting system according to claim 1 , wherein the engine is provided with additional means for determining the rotation speed and crank angle of the engine.3. The starting system according to claim 1 , wherein the coupling means comprise a clutch having a first clutch part rotating with the crankshaft of the engine and a second clutch part being engageable into a predetermined position with the first clutch part.5. The method according to claim 4 , wherein the step of coupling the absolute rotary encoder when the rotation speed of the engine drops below a predetermined value.6. The method according to claim 5 , wherein the absolute rotary encoder is coupled when the engine is stopped.7. An internal combustion engine claim 3 , further comprising a starting system according to . The present invention relates to a starting system for an internal combustion engine in accordance with the preamble of claim . The invention also concerns a method for starting an internal combustion engine and an internal combustion engine, as defined in the preambles of other independent claims.Large internal combustion engines that are used for instance in ships and power plants are usually started by using pressurized air ...

METHOD FOR USING THE START-UP DEVICE OF A MOTOR VEHICLE ENGINE

The invention relates to a method for using a device for starting a heat engine of a motor vehicle. The method comprises a step in which a theoretical hold time T, is determined by a monitoring computer (). 1. A method for using a start-up device for an internal combustion engine of a motor vehicle; the method comprising a step of determining by means of a monitoring computer a theoretical hold time T.2. The method according to the claim 1 , wherein said determining step comprising calculating the theoretical hold time Tas a function of at least one of the separate parameters:{'sub': 'em', 'an engine water temperature θ,'}a state of charge E of an electric power supply source for the internal combustion engine, and{'sub': 's', 'a temperature θof the electric power supply source for the internal combustion engine.'}3. The method according to claim 2 , wherein the step for calculating the theoretical hold time Tincludes:{'sub': i', 'em, 'a first phase for calculating a first intermediate hold time Tdetermined as a function of the temperature θof the engine water,'}{'sub': 'i′', 'a second phase for calculating a second intermediate hold time Tdetermined as a function of the state of charge E of the electrical power supply source for the internal combustion engine, and'}{'sub': i″', 's, 'a third phase for calculating a third intermediate hold time Tdetermined as a function of the temperature θof the electrical power supply source for the internal combustion engine.'}4. The method according to claim 3 , wherein the step for calculating the theoretical hold time Tincludes a step of comparing the intermediate hold times T claim 3 , T claim 3 , Tin order to identify the longest intermediate hold time claim 3 , the longest of the intermediate hold times constituting the theoretical hold time T.5. The method according to claim 4 , wherein the method includes an additional step of comparing the theoretical hold time Tto an actual hold time T claim 4 , the actual hold time ...

Cable-operated actuating device for a motor vehicle

The present invention relates to a cable-operated actuating device for a motor vehicle, in particular for a transmission, comprising: 1. A cable-operated actuating device for a motor vehicle , the cable-operated actuating device comprising:an actuating means with a recess for inserting a coupling connector of a cable control,a blocking means, that is radially displaceable in the recess and in a radially outer position permits an axial displacing of the coupling connector in the recess and in a radially inner position axially fixes the coupling connector against an inserting direction in a positive connection and/or frictional connection manner;a housing that receives a connecting point between the coupling connector and the recess, andan actuating means for radially displacing the blocking means, wherein the actuating means is capable of being actuated outside the housing.2. The cable-operated actuating device according to claim 1 , further comprising an axially displaceable retainer for a positive-connection fixing of the blocking means in the radial inner position in a radial direction.3. The cable-operated actuating device according to claim 2 , wherein the axially displaceable retainer separates the actuating means and the blocking means when the blocking means is located in the radial inner position.4. The cable-operated actuating device according to claim 2 , further comprising an elastic actuating means for axially preloading the axially displaceable retainer against the blocking means.5. The cable-operated actuating device according to claim 2 , wherein a maximum actuating travel of the actuating means in a direction of the radially inner position of the blocking means is predetermined in such a manner that an axial blocking of the axially displaceable retainer through the blocking means is obsolete.6. The cable-operated actuating device according to claim 2 , further comprising a forced guide that lifts the actuating means as a result of an axial ...

Solenoid with Variable Reluctance Plunger

A solenoid for a vehicle starter includes at least one coil with a passage extending through the coil in an axial direction. The solenoid further includes a plunger configured to move in the axial direction within the passage. The plunger includes a cylindrical outer surface with a substantially uniform diameter and a circumferential notch. The cylindrical outer surface includes a first portion with a first diameter on one side of the circumferential notch, and a second portion with the first diameter on an opposite side of the circumferential notch. The circumferential notch includes a portion with a second diameter that is less than the first diameter. 1. A solenoid for a vehicle starter , the solenoid comprising:at least one coil with a passage extending through the coil in an axial direction; anda plunger configured to move in the axial direction within the passage, the plunger including a cylindrical outer surface with a substantially uniform diameter and a circumferential notch, the cylindrical outer surface including a first portion with a first diameter on one side of the circumferential notch, and a second portion with the first diameter on an opposite side of the circumferential notch, the circumferential notch including a portion with a second diameter that is less than the first diameter.2. The solenoid of claim 1 , the plunger configured to move in an axial direction between a first position where the first portion of the plunger is removed from a plunger stop and a second position where the first portion of the plunger engages the plunger stop.3. The solenoid of further comprising a radially extending plate member separated from the plunger by a radial distance claim 2 , wherein the radial distance varies when the plunger moves from the first position to the second position as a result of the circumferential notch on the outer surface of the plunger moving in relation to the plate member.4. The solenoid of claim 1 , the first portion having an axial ...

ENGINE START CONTROL SYSTEM

In the process of starting by a recoil starter, a maximum value detection section of an ECM detects a maximum value of pressure (basic atmospheric pressure) in an intake pipe detected by a pressure sensor, within a predetermined range of crank angle after activation of the ECM. An idling control unit gives feedback control on an ISC valve based on engine speed detected by an engine speed sensor, to thereby keep idling engine speed at a specified value. A correction unit corrects a basic atmospheric pressure detected by the maximum value detection section based on the duty ratio of the ISC valve in idling, and uses the result as the atmospheric pressure. A storage unit stores a map in which the duty ratio of the ISC valve in idling is correlated with the amount of correction to be made on the basic atmospheric pressure. 1. An engine start control system comprising:a manual starter which allows manual rotation of a crankshaft of an engine;a generator which operates in association with rotation of the crankshaft;an electronic fuel injector which feeds a fuel to the engine;an engine control device which operates using electric power generated by the generator, and controls the electronic fuel injector;a pressure detection section which detects pressure in an intake pipe on the downstream side of a throttle valve of the engine; andan air regulator which feeds air to the intake pipe on the downstream side of the throttle valve,the engine control device comprising:a maximum value detection section which detects, in the process of starting by the manual starter, a maximum value of pressure in the intake pipe detected by the pressure detection section, within a predetermined range of crank angle after activation of the engine control device;an idling control section which controls the air regulator to thereby keep the idling engine speed at a specified value; anda correction section which corrects the maximum value of pressure in the intake pipe detected by the maximum value ...

METHOD AND APPARATUS FOR CONTROLLING START-UP OF INTERNAL COMBUSTION ENGINE

The internal combustion engine () has a throttle () for controlling an intake air amount and performs start-up through cranking. As the cranking is initiated, an atmospheric pressure is detected and an initial opening is set accordingly. The controller () controls the throttle () to the initial opening when the cranking is initiated, and controls the throttle to start to increase the throttle opening from the initial opening at a predetermined timing after the cranking initiation. By setting the initial opening based on one or both of the atmospheric pressure and the temperature at the time of cranking initiation, the intake negative pressure and the intake air amount are optimized. 18-. (canceled)9. A method of controlling start-up of an internal combustion engine that has a throttle for controlling an intake air amount and performs the start-up through cranking , the method comprising:detecting cranking initiation of the internal combustion engine;detecting one or both of an engine temperature and an atmospheric pressure at the time of cranking initiation of the internal combustion engine;setting an initial opening based on one or both of the engine temperature and the atmospheric pressure at the time of cranking initiation, wherein the initial opening is narrower than a predetermined target idle opening;controlling a throttle opening of the throttle to the initial opening at the time of cranking initiation; andstarting to increase the throttle opening of the throttle from the initial opening toward the predetermined target idle opening at a predetermined timing after cranking initiation.10. The method as defined in claim 9 , wherein the initial opening is set to a lower value as the engine temperature at the time cranking initiation increases.11. The method as defined in claim 9 , wherein the initial opening is set to a lower value as the atmospheric pressure increases.12. The method as defined in claim 9 , further comprising counting the number of strokes or the ...

Methods and systems for adjusting cylinder air charge

Systems and methods for improving operation of an engine are presented. In one example, a position of a throttle is adjusted along with other actuators to improve engine starting.

WORK APPARATUS

A work apparatus has a work tool and a combustion engine which drives the work tool. The combustion engine has a rotatably mounted crankshaft. The work apparatus has a start enrichment device for the combustion engine. The start enrichment device includes an operating mode selector to be actuated by the operator. The start enrichment device has an operating position and at least one start position. The work apparatus has a reset unit which resets the start enrichment device from the start position into the operating position when the rotational speed of the crankshaft exceeds a reset rotational speed. 1. A. work apparatus comprising:a housing;a work tool;a combustion engine having a rotatably mounted crankshaft and being arranged in said housing and configured to drive said work tool;a starting enrichment unit configured for said combustion engine and having an operating mode selector configured to be actuated by an operator;said starting enrichment unit having an operating position and at least one starting position; and,a reset unit configured to reset said starting enrichment unit from said starting position to said operating position when said crankshaft assumes a rotational speed which exceeds a reset rotational speed.2. The work apparatus of claim 1 , wherein said reset unit is configured to block said starting enrichment unit from shifting into said starting position at a rotational speed exceeding said reset rotational speed.3. The work apparatus of claim 1 , wherein:said reset unit has an actuating element which is shiftable between an actuated position and an unactuated position; and,said actuating element is configured to be in said unactuated position when said starting enrichment unit is in said starting position and to be in said actuated position when said operating mode selector is in said actuated position.4. The work apparatus of claim 3 , wherein said reset unit has a cam configured to claim 3 , above said reset rotational speed claim 3 , be ...

Vehicle, and method and device for controlling internal combustion engine

A vehicle includes an engine in which an intake valve is provided in each of a plurality of cylinders and an ECU for controlling the engine. An intake valve provided for at least any one of the plurality of cylinders opens when an output shaft of the engine stops. The ECU changes an intake valve which opens when the output shaft of the engine stops, while the vehicle is running.

METHOD FOR STARTING AN ENGINE

A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one example, the method adjusts a desired engine speed to at least two levels during engine speed run-up from cranking to engine idle speed. The method may improve vehicle launch for stop/start vehicles. 1. A method for starting an engine coupled to a transmission , comprising:cranking the engine from stop;releasing a transmission off-going clutch to downshift the transmission during engine speed run-up from cranking to idle speed; andapplying a transmission on-coming clutch in response to a transmission input torque reduction brought about via the transmission off-going clutch, the transmission having a plurality of fixed transmission gear ratios.2. The method of claim 1 , wherein the off-going clutch and on-coming clutch activating the fixed transmission gear ratios.3. The method of claim 1 , where the transmission on-coming clutch is applied in response to a transmission input shaft torque sensor output decreasing by a threshold amount.4. The method of claim 1 , where the transmission off-going clutch applies a first gear of the transmission and where the transmission on-coming clutch applies a second gear of the transmission.5. The method of claim 4 , further comprising commanding a first desired engine speed while the first gear is engaged via the transmission off-going clutch.6. The method of claim 5 , further comprising commanding a second desired engine speed while the transmission off-going clutch is being disengaged.7. The method of claim 6 , further comprising commanding a third desired engine speed after commanding the second desired engine speed claim 6 , the third desired engine speed commanded in response to a speed of an output shaft of the transmission.8. A method for starting an engine coupled to a transmission claim 6 , comprising:cranking the engine via a motor of a hybrid powertrain with a transmission off-going clutch engaged;releasing the ...

In-cylinder charging system for fuel delivery systems and methods

An air charging system includes a valve providing access to an engine cylinder, an accumulator coupled in flow communication with the valve, and a controller operable to open and close the valve until a threshold pressure condition is reached in the accumulator. Compressed gases stored in the accumulator are used in a fuel delivery system to prepare a charge of fuel that is delivered to an engine.

VEHICLE CONTROL DEVICE

A control device of a vehicle including an engine, an electric motor, and a clutch disposed on a power transmission path between the engine and the electric motor, the control device of a vehicle performing an ignition start causing combustion in a cylinder of the engine to rotate the engine at a start of the engine, the control device of a vehicle switching a cylinder in which combustion is first caused in the engine based on an actuation during a rotation stop process of the engine of an exhaust valve in a cylinder stopped in an expansion stroke, when performing the ignition start at the start of the engine. 1. A control device of a vehicle including an engine , an electric motor , and a clutch disposed on a power transmission path between the engine and the electric motor , the control device of the vehicle performing an ignition start causing combustion in a cylinder of the engine to rotate the engine at a start of the engine ,the control device of the vehicle switching a cylinder in which combustion is first caused in the engine based on an actuation during a rotation stop process of the engine of an exhaust valve in a cylinder stopped in an expansion stroke, when performing the ignition start at the start of the engine.2. The control device of the vehicle of claim 1 , whereinwhen the exhaust valve of the cylinder stopped in the expansion stroke is temporarily opened because rotational position of the engine advances beyond a rotation stop state during the rotation stop process of the engine, the control device of the vehicle performs a reversal start causing combustion first in a cylinder stopped in a compression stroke to negatively rotate the engine before causing combustion in the cylinder in the expansion stroke to positively rotate the engine, and whereinwhen the exhaust valve of the cylinder stopped in the expansion stroke is not temporarily opened, the control device of the vehicle causes combustion first in the cylinder stopped in the expansion stroke ...

Engine starting device

An engine starting device is basically provided with a resistor, a bypass circuit and a switch. The resistor is configured to be disposed in series between a starter motor and a battery. The bypass circuit is disposed in parallel with respect to the resistor. The switch is configured to selectively open and close the bypass circuit, the switch opening the bypass circuit in response to commencement of engine startup, and closing the bypass circuit in response to the battery voltage approaches a maximum value during engine startup.

METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE

A method for starting an internal combustion engine comprises the steps of: providing an internal combustion engine having at least one cylinder and a piston supported at a crankshaft for repeated reciprocal movement in the cylinder so as to define a main combustion chamber, the internal combustion engine further having an ignition device arranged in said cylinder with an igniter portion and a fuel injector which are both arranged at a pre-chamber, wherein the pre-chamber has a plurality of orifices for providing fluid communication between said pre-chamber and the main combustion chamber, injecting fuel in the pre-chamber, and igniting the injected fuel in the pre-chamber for pre-heating of the pre-chamber prior to injecting fuel in the main combustion chamber for combusting the injected fuel in the main combustion chamber. 1. A method for starting an internal combustion engine comprising the steps of:providing an internal combustion engine having at least one cylinder and a piston supported at a crankshaft for repeated reciprocal movement in the cylinder so as to define a main combustion chamber, the internal combustion engine further having an ignition device arranged in said cylinder with an igniter portion and a fuel injector which are both arranged at a pre-chamber, wherein the pre-chamber has a plurality of orifices for providing fluid communication between said pre-chamber and the main combustion chamber;injecting fuel in the pre-chamber; andigniting the injected fuel in the pre-chamber for pre-heating of the pre-chamber prior to injecting fuel in the main combustion chamber for combusting the injected fuel in the main combustion chamber.2. The method according to claim 1 , wherein the step of injecting fuel comprises injecting fuel in the pre-chamber only.3. The method according to claim 2 , wherein the step of injecting fuel in the pre-chamber comprises multiple injections of fuel via fuel injector in the pre-chamber.4. The method according to claim 2 , ...

Remote Starter System With Flashable Antenna

A remote vehicle starter system having an antenna that can be flashed to operate in a one-way mode or a two-way mode, such that a user will be permitted a trial period to test the remote starter system in both modes and then the user can select the desired mode by flashing the antenna via link up to a website. The user is charged a price for the remote starter system based on the mode selected by flashing. 1. A customizable remote starter system for communicating with a vehicle control system , comprising:a remote control transceiver for transmitting and receiving a signal;an antenna capable of receiving and transmitting said signal;a starter for controlling said vehicle control system in accordance with said signal from said remote control transceiver; operate in a first mode, wherein said antenna receives said signal from said remote control transceiver but does not send a return signal to said remote control transceiver;', 'operate in a second mode, wherein said antenna receives said signal from said remote control transceiver and sends a return signal to said remote control transceiver;, 'wherein, said remote control system is adapted towherein, said antenna is programmed to operate in said first mode and said second mode;wherein, said antenna is reprogrammed to operate in either said first mode or said second mode.2. A customizable remote starter system according to further comprising a decoder for translating signals between said antenna and said starter.4. A customizable remote starter system according to claim 3 , wherein said remote starter system operating in said first mode has a first range of ½ mile.5. A customizable remote starter system according to claim 3 , wherein said remote starter system operating in said second mode has a first range of 1 mile.6. A customizable remote starter system according to claim 3 , wherein said remote starter system operating in said second mode has a second range of 2 miles.7. A customizable remote starter system ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control device for an internal combustion engine is programmed, during a catalyst warm-up control, to perform first fuel injection by an injector in an intake stroke, control an ignition device so as to generate a discharge spark in a predetermined period in an expansion stroke, and perform second fuel injection, at a timing retarded from a compression top dead center, such that its injection period overlaps with at least a part of the predetermined period and an end timing of the injection period is advanced from an end timing of the predetermined period. Further, the control device is programmed, during the catalyst warm-up control, to control an actual tumble ratio depending on a result of determination using a first index value representing a speed of initial combustion accompanying an ignition by the ignition device and a second index value representing a speed of main combustion accompanying the ignition. 1. A control device for an internal combustion engine that includes:an ignition device arranged in a vicinity of a center of an upper part of a combustion chamber, and includes a spark plug for igniting an air-fuel mixture in a cylinder using a discharge spark;an injector arranged nearer to an intake valve than the spark plug in the vicinity of the center of the upper part of the combustion chamber, and includes one or more injection holes provided such that a contour surface of a fuel spray injected from the one or more injection holes toward the spark plug passes under an electrode portion of the spark plug;an in-cylinder pressure sensor configured to detect in-cylinder pressure; andan exhaust gas purification catalyst configured to purify exhaust gas from the combustion chamber,wherein a tumble flow that flows so as to go toward a side of an exhaust valve from a side of the intake valve in the upper part of the combustion chamber is generated in the combustion chamber of the internal combustion engine,wherein the control device comprises:a tumble flow ...

STARTING ASSISTANCE METHOD AND DEVICE FOR AN INTERNAL COMBUSTION ENGINE

A starting assistance method and device for an internal combustion engine supplied with a fuel that may contain ethanol, and including a fluid connection pipe between an intake manifold and a braking assistance device. The method including determining the engine temperature, determining the outdoor air temperature, blocking the pipe between the intake manifold and the braking assistance device for a given duration during a phase of starting the engine when the temperature of the engine is lower than a first threshold value and the outdoor air temperature is lower than a second threshold value, and freeing the pipe between the intake manifold and the braking assistance device when the engine is rotating autonomously. 1. A starting assistance method for an internal combustion engine supplied with a fuel that may contain ethanol and including a fluid connection pipe between an intake manifold and a braking assistance device , the method comprising:determining an engine temperature,determining an outdoor air temperature,blocking the pipe between the intake manifold and the braking assistance device for a given duration during a phase of starting the engine when the temperature of the engine is lower than a first threshold value and the outdoor air temperature is lower than a second threshold value, andfreeing the pipe between the intake manifold and the braking assistance device when the engine is rotating autonomously.2. The method as claimed in claim 1 , wherein the pipe between the intake manifold and the braking assistance device is free at rest.3. The method as claimed in claim 1 , wherein the first threshold value of the engine temperature is able to be set within a range of values of between 10 and 30° C.4. The method as claimed in claim 1 , wherein the second threshold value of the outdoor air temperature is able to be set within a range of values of between 0 and 10° C.5. A starting assistance device for an internal combustion engine supplied with a fuel that ...

Method and device for controlling an internal combustion engine

In a method for controlling the stopping behavior of an internal combustion engine, after a stop request, an air metering device initially reduces the volume of air supplied to the internal combustion engine during the stop and subsequently increases this volume of air again at an opening crankshaft angle (KWopen), the opening crankshaft angle (KWopen) being oriented to an undercut crankshaft angle (KWlow), at which a speed (n) of the internal combustion engine when stopping drops below a predefinable speed threshold value (ns). The time characteristic of the speed (n) of the internal combustion engine after the stop request is influenced in such a way that the internal combustion engine comes to a halt in a predefinable target crankshaft angle range. 1. A method for controlling a stopping behavior of an internal combustion engine after a stop request , comprising:initially reducing, by an air metering device, a volume of air supplied to the internal combustion engine during the stop; andsubsequently increasing the volume of air supplied to the internal combustion engine at an opening crankshaft angle, wherein the opening crankshaft angle is oriented to an undercut crankshaft angle at which a speed of the internal combustion engine when stopping drops below a predefined speed threshold value, and wherein the time characteristic of the speed of the internal combustion engine is influenced after the stop request and before the opening crankshaft angle in such a way that the internal combustion engine comes to a halt in a predefined target crankshaft angle range.2. The method as recited in claim 1 , wherein the time characteristic of speed of the internal combustion engine is influenced in such a way that a speed gradient is set to a predefined target speed gradient during the stopping of the internal combustion engine.3. The method as recited in claim 2 , wherein an actuation of a high pressure injection pump coupled to the crankshaft is changed during the stopping of ...

Controller for internal combustion engine

A controller for an internal combustion engine includes: a failure determination section which determines a failure state in a case where a relative rotation phase of an intake side valve opening and closing timing control mechanism does not change when controlling the mechanism after starting the driving of a starter motor and trying to change the relative rotation phase of the mechanism in a start control for starting an internal combustion engine. When the section determines a failure, the controller performs at least one of an intake air amount increase control in which an opening degree of a throttle valve is increased, an ignition timing advance angle control in which injection of fuel is performed at a timing earlier than a set timing and ignition is performed, and a multi-injection control in which the fuel is injected immediately before the ignition in addition to the fuel injection in an intake stroke.

METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE

A method for starting an internal combustion engine, having which has at least one cylinder, a controllable starter and a controllable fuel injection device, at least one cylinder, in particular every cylinder, of the internal combustion engine being assigned at least one decompression valve for reducing the compression which takes place during the operation of the internal combustion engine in the case of a compression stroke. A defined starting rotational speed is predetermined in the control unit, that, in the case of a controlled activation of the starter, the at least one decompression valve is opened in an automatically controlled manner by means of a control unit, and that the control unit detects the current rotational speed of the internal combustion engine and, when the defined starting rotational speed is reached, closes the at least one decompression valve and activates the fuel injection device. 1. A method for starting an internal combustion engine , which has at least one cylinder , a controllable starter and a controllable fuel injection device , at least one cylinder , in particular every cylinder , of the internal combustion engine being assigned at least one decompression valve for reducing the compression which takes place during the operation of the internal combustion engine in the case of a compression stroke , the method comprisingpredetermining in a control unit a defined starting rotational speed;automatically opening the at least one decompression valve in an controlled manner by means of the control unit, during a controlled activation of the starter; anddetecting the current rotational speed of the internal combustion engine and, when the defined starting rotational speed is reached, closing the at least one decompression valve and activating the fuel injection device. in that the control unit2. The method according to claim 1 , characterized in that the internal combustion engine is a multiple-cylinder diesel internal combustion engine. ...

Stop control apparatus for internal combustion engine

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

ENGINE START CONTROL DEVICE

An engine start control device that is capable of winding back a crankshaft more quickly at the time of an idling stop includes a swingback controller for performing a swingback control process for reversing a crankshaft when an engine is started by operating a starter switch, a windback reverse controller for performing a windback control process for reversing the crankshaft immediately after the engine is stopped by the idling stop control process, and a motor brake controller for performing a motor brake control process for braking the crankshaft reversed by the windback control process by rotating the crankshaft in the normal direction after the windback control process performed by the windback reverse controller. The value of a motor current supplied at the time the crankshaft is reversed by the windback reverse controller is set as a value equal to or larger than the value of a motor current supplied at the time the crankshaft is reversed by the swingback controller. 1. An engine start control device for performing an idling stop control process for automatically stopping an engine when a predetermined condition is satisfied and for reversing a crankshaft after the engine is stopped with a motor that rotates the crankshaft in a normal direction or reverses the crankshaft , comprising:a swingback controller for performing a swingback control process for reversing the crankshaft when the engine is started by operating a starter switch;a windback reverse controller for performing a windback control process for reversing the crankshaft immediately after the engine is stopped by the idling stop control process; anda motor brake controller for performing a motor brake control process for braking the crankshaft reversed by the windback control process after the windback control process performed by the windback reverse controller,wherein a value of a motor current supplied at a time the crankshaft is reversed by the windback reverse controller is set as a value ...

Methods and system for controlling engine stop position

A method and system for controlling a stop rotation position of an engine is described. In one example, the system includes an integrated starter/generator that may be selectively coupled to the engine. The integrated starter/generator may rotate the engine in a first direction (e.g., reverse direction) or a second direction (e.g., a forward direction) in response to a position at which the engine stops rotating following cessation of combustion in the engine.

Pre-lubrication and skip fire operations during engine cranking

A system includes a valve actuation system, a pre-lubrication pump coupled to a lubrication circuit and configured to provide oil to the valve actuation system, a catalyst for receiving and treating exhaust gasses, and a controller. The controller is configured to identify an engine start request and determine whether the catalyst temperature is below a first threshold value. In response to determining that the catalyst temperature is below the first threshold value, the controller actuates the pre-lubrication pump to direct lubricant to the valve actuation system, controls the valve actuation system to deactivate at least one cylinder of an engine, and, subsequent to deactivating the at least one cylinder of the engine, cranks the engine.

CONTROLLER AND METHOD FOR OPERATING STARTER MOTOR

Embodiments of the present invention provide a controller for a starter motor operable to receive a first input indicative of an engine shutdown being required, a second input indicative of a change-of-mind event having occurred after initiation of engine shutdown and a third input indicative of the engine position. After receipt of the first input the controller is operable to monitor the third input and to determine an expected engine rotation direction indicative of the expected rotation direction of the engine after a predetermined delay. If the expected engine rotation direction is positive and the second input is received then the controller is configured to control the output means to cause the starter motor of the engine to be actuated upon receipt of the second input. If the expected engine rotation direction is negative and the second input is received then the controller is configured to delay controlling the output means to cause the starter motor of the engine to be actuated until a determination is made that the expected rotation direction is positive. Advantageously, the controller calculates the expected engine rotation direction before receipt of the input indicative of the change-of-mind event having occurred, thereby reducing the time required to determine whether or not the starter motor can be actuated. 113-. (canceled)14. A controller for a starter motor and an engine , the controller comprising:an input configured to receive a first signal indicative of shutdown of the engine being required, a second signal indicative of restart of the engine being required after initiation of shutdown of the engine, and a third signal indicative of a position of the engine;an output; anda processor configured to communicate with the input and the output,wherein:the processor is configured to monitor the third signal and determine an expected engine rotation direction after a predetermined delay in dependence on the third signal;the controller is configured to ...

STARTER

A starter is installed in a vehicle. In the starter, a crank shaft is driven by a motor which rotates a pinion gear in a state where a ring gear connected to the crank shaft is in engagement with the pinion gear. Thus, an engine is started. The starter sets a start-up period depending on the type of the start-up trigger that generates a start-up request for the engine, and sets a current supplied to the motor on the basis of the set start-up period. Thus, at least either of a rotation speed and an output torque of the motor is controlled. This control is implemented by a control circuit. 1. A starter installed in a vehicle to start an engine by driving an output shaft of the engine with a motor for rotating a pinion gear , in a state where a ring gear connected to the output shaft of the engine is in engagement with the pinion gear , comprising:a setting unit that sets a start-up period of the engine depending on a type of a start-up trigger that generates a start-up request for the engine; anda control unit that controls at least either of a rotation speed of the motor and an output torque of the motor by setting a current to be supplied to the motor on the basis of the start-up period set by the setting unit.2. The starter according to claim 1 , wherein claim 1 , if the start-up trigger is caused by an acceleration request for the vehicle claim 1 , the setting unit sets the start-up period to be shorter compared to other start-up triggers than the start-up trigger caused by the acceleration request.3. The starter according to claim 2 , wherein claim 2 , if the start-up trigger is generated by the acceleration request claim 2 , the setting unit sets the start-up period on the basis of accelerator manipulated variable as the acceleration request claim 2 , and temporal variation of the accelerator manipulated period.4. The starter according to claim 2 , wherein:the starter comprises a secondary battery that supplies electrical power from a rotary electric machine as ...

METHODS AND SYSTEM FOR POSITIONING AN ENGINE FOR STARTING

Systems and methods for operating an engine that may be frequently stopped and restarted are described. In one example, an engine is rotated in small crankshaft angle increments and stopped after the engine is rotated through a predetermined actual total number of crankshaft degrees so that the engine position does not change when the engine reaches a desired position. 1. An engine operating method , comprising:a plurality of times, rotating and stopping rotation of an engine after an engine stop request and before an engine start request via a controller.2. The method of claim 1 , where the engine is rotated via an electric machine.3. The method of claim 2 , where the electric machine is a starter motor.4. The method of claim 2 , where the electric machine is a belt integrated starter/generator.5. The method of claim 2 , where the electric machine is a driveline integrated/starter generator.6. The method of claim 1 , where stopping rotation of the engine includes stopping the engine for a predetermined amount of time.7. The method of claim 1 , where stopping rotation of the engine includes stopping the engine while an absolute value of a pressure in an engine cylinder is a threshold pressure greater than atmospheric pressure.8. An engine operating method claim 1 , comprising:a plurality of times, rotating and stopping rotation of an engine after an engine stop request and before an engine start request via a controller, where rotating the engine includes applying an average torque to the engine while the engine is rotating that is less than an average engine cranking torque while the engine is rotating during engine starting and that is greater than an engine friction torque.9. The method of claim 8 , further comprising rotating the engine a predetermined crankshaft angle each of the plurality of times the engine is rotated.10. The method of claim 8 , further comprising rotating the engine while an absolute value of a pressure in an engine cylinder is less than a ...

Methods and systems for reducing water accumulation in an engine

Methods and systems are provided for reducing accumulation of condensate in an engine intake during an engine non-combusting condition. In one example, during an engine non-combusting condition, responsive to a higher than threshold ambient humidity and a lower than threshold intake manifold temperature, intake and exhaust valves of deactivatable cylinders may be closed in order to seal the cylinders and during an immediately subsequent engine combusting condition, the intake and exhaust valves of the deactivatable cylinders may be activated and combustion may be resumed in the deactivatable cylinders before starting combustion in non-deactivatable cylinders. Also, during the engine non-combusting condition, residual hot exhaust may be recirculated to the intake manifold to evaporate condensate in the intake manifold.

METHOD AND SYSTEM FOR CONTROLLING WARM-UP OF CLUTCH FLUID IN HYBRID ELECTRICAL VEHICLE

A system and a method that control warm-up of clutch fluid in a hybrid electric vehicle. The hybrid electric vehicle includes a clutch that controls power delivery between an engine and a motor and an oil pump that is operated by the motor and generates hydraulic oil pressure operating the clutch. The method includes determining, by a controller, whether delivery of power from the engine and motor in a transmission is cut and detecting temperature of the fluid using an oil temperature detector. In addition, the motor is maintained by the controller at a predetermined target speed to operate the oil pump connected to the motor when the detected temperature of the fluid is equal to or less than a predetermined temperature, wherein the predetermined target speed is a motor speed at which sufficient pressure for flowing the fluid is generated in the oil pump operating with the motor. 1. A method of controlling warm-up of fluid in a vehicle that has a clutch that controls power delivery between an engine and a motor , and an oil pump that is operated by the motor to generate hydraulic oil pressure operating the clutch , the method comprising:determining, by a controller, whether delivery of power from the engine and motor in a transmission is cut;detecting, by the controller, temperature of the fluid using an oil temperature detector; andmaintaining, by the controller, the motor at a predetermined target speed to operate the oil pump connected to the motor when the detected temperature of the fluid is equal to or less than a predetermined temperature,wherein the predetermined target speed is a motor speed at which sufficient pressure for flowing the fluid is generated in the oil pump operating with the motor.2. The method of claim 1 , wherein the predetermined target speed is a motor speed at which a pressure greater than a predetermined pressure is generated in the oil pump operating with the motor.3. The method of claim 1 , wherein the maintaining of the motor at a ...

RECHARGEABLE JUMP STARTING DEVICE HAVING A HIGHLY ELECTRICALLY CONDUCTIVE CABLE CONNECTING DEVICE

A rechargeable battery jump starting device having detachable positive and negative cables. The rechargeable battery jump starting device, including a rechargeable battery connected to a positive cam-lock cable connecting device and a negative cam-lock cable connecting device. The rechargeable battery jump starting device can include a highly electrically conductive frame connecting the rechargeable battery to the cam-lock cable devices. 1. A rechargeable jump starting device , comprising;a rechargeable battery;a positive highly electrically conductive cam-lock cable device connected to the rechargeable battery;a negative highly electrically conductive cam-lock cable device connected to the rechargeable battery;a positive battery cable detachably connected to the positive highly electrically conductive cam-lock cable connecting device;a negative battery cable detachably connected to the positive highly electrically conductive cam-lock cable connecting device;a positive battery clamp connected to the positive battery cable; anda negative battery clamp connected to the negative battery cable.2. The device according to claim 1 , wherein the positive highly electrically conductive cam-lock cable device and negative highly electrically conductive cam-lock cable device are each configured to tighten when a male cam-lock end is rotated within a female cam-lock device.3. The device according to claim 2 , wherein the male cam-lock device and female cam-lock are made of highly electrically conductive material.4. The device according to claim 2 , wherein each male cam-lock end comprises a pin having a tooth and each female cam-lock end comprises a receptacle provided with a slot claim 2 , wherein the receptacle of the female cam-lock end is configured to accommodate the pin and tooth of the male cam-lock end.5. The device according to claim 4 , wherein the receptacle of the female cam-lock end is provided with internal threading for cooperating with the tooth of the male cam- ...

HYBRID VEHICLE DRIVE CONTROL DEVICE

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device is configured to implement a crank position adjustment control for adjusting an angular position of a crankshaft of the engine with the first and second electric motors, with the clutch engaged and the brake released, when a required torque to implement the crank position adjustment is equal to or larger than a threshold value, and to implement the crank position adjustment with the first electric motor, with the clutch released, when the required torque is smaller than the threshold value. 1. A drive control device for a hybrid vehicle provided with: a differential device which includes a first differential mechanism and a second differential mechanism and which has four rotary elements; and an engine , a first electric motor , a second electric motor and an output rotary member which are respectively connected to said four rotary elements , and wherein one of said four rotary elements is constituted by a rotary component of said first differential mechanism and a rotary component of said second differential mechanism which are selectively connected to each other through a clutch , and one of the rotary components of said first and second differential mechanisms which are selectively connected to each other through said clutch is selectively fixed to a stationary member through a brake , said drive control device comprising:a crank position adjustment control portion configured to implement a crank position ...

DEVICE FOR CONTROLLING HYBRID VEHICLE AND METHOD FOR CONTROLLING HYBRID VEHICLE

To reduce an error of a phase difference between an angle of a crankshaft of an internal combustion engine and an angle of a rotor of a motor generator, provided are a control device for a hybrid vehicle and a control method for a hybrid vehicle, for detecting the angle of the crankshaft, detecting the angle of the rotor of the motor generator, determining whether or not a condition for ensuring that the error of the phase difference between the angle of the crankshaft and the angle of the rotor of the motor generator is becomes small is satisfied, and calculating the phase difference when the error of the phase difference is determined to be small. 1. A control device for a hybrid vehicle , in which a crankshaft of an internal combustion engine is connected to a motor generator , the control device comprising:a crank angle sensor configured to detect an angle of the crankshaft;a rotor angle sensor configured to detect an angle of a rotor of the motor generator; anda calculation unit configured to determine whether or not a condition for ensuring that an error of a phase difference between the angle of the crankshaft and the angle of the rotor of the motor generator becomes small is satisfied, and to calculate the phase difference when the error of the phase difference is determined to be small.2. The control device for a hybrid vehicle according to claim 1 , wherein the calculation unit is configured to set the condition claim 1 , for ensuring that the error of the phase difference is made small claim 1 , so as to determine whether or not a number of revolutions of the crankshaft of the internal combustion engine is equal to or larger than a set value and equal to or smaller than another set value.3. The control device for a hybrid vehicle according to claim 1 , wherein the calculation unit is configured to set the condition claim 1 , for ensuring that the error of the phase difference is made small claim 1 , so as to determine that a number of revolutions of the ...

EXHAUST PURGE DEVICE FOR GAS INTERNAL COMBUSTION ENGINE

An object of the present invention is to provide a starting device for a gas internal combustion engine whereby non-combusted gas accumulating in the gas internal combustion engine and an exhaust channel is discharged during ignition startup of the gas engine and abnormal combustion is prevented so as to improve safety, breakage prevention, durability and reliability. An exhaust purge device for a gas internal combustion engine which operates using flammable gas as fuel includes an exhaust channel forming an exhaust channel of the gas internal combustion engine a blast pipe connected to an upstream portion of the exhaust pipe at one end, an exhaust purge fan connected to another end of the blast pipe and configured to send ambient air to the exhaust channel and a control device for performing a control to drive the exhaust purge fan The control device includes: a purge-fan operation determination part configured to determine whether the exhaust purge fan has been operated; and a purge-fan operation command part configured to operate the exhaust purge fan for a set time if it is determined that the exhaust purge fan has not been operated. 1. An exhaust purge device for a gas internal combustion engine which operates using flammable gas as fuel , the exhaust purge device comprising:an exhaust pipe connected to an exhaust collecting pipe of the gas internal combustion engine so as to form an exhaust channel;a blast pipe connected to an upstream portion of the exhaust pipe at one end;an exhaust purge fan connected to another end of the blast pipe and configured to send ambient air to the exhaust channel; anda control device for performing a control to drive the exhaust purge fan,wherein the control device includes: a purge-fan operation determination part configured to determine whether the exhaust purge fan has been operated during a previous shutdown; and a purge-fan operation command part configured to operate the purge fan for a set time which is set in advance upon ...

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

When a start condition is satisfied after the internal combustion engine has been stopped according to an automatic stop control, a control apparatus reversely rotates the engine to compress an air in an expansion stroke cylinder at that time point, and thereafter generates a first time combustion. The apparatus determines whether the start condition becomes satisfied based on a first start request owing to a driving operation by a driver of a vehicle on which the engine is mounted. When the start condition becomes satisfied based on the first start request, the control apparatus makes a maximum value of an engine generating torque by the first time combustion and/or a maximum torque of the engine generating torque by a second time combustion larger as compared to when the start condition becomes satisfied based on a second start request other than the first start request. 1. A control apparatus for an internal combustion engine , applied to a multi-cylinder internal combustion engine comprising a motor which rotates a crankshaft , wherein each of cylinders of said engine having:a piston configured to be able to reciprocate;a fuel injector which injects a fuel directly into a combustion chamber; andan ignition device which generates a spark for ignition in said combustion chamber,comprising:condition satisfaction determination means for determining whether or not a predetermined start condition becomes satisfied after said internal combustion engine is in a stopped state according to an automatic stop control;start control means for reversely rotating said crankshaft using said motor to compress an air in an expansion stroke cylinder being a cylinder which is in an expansion stroke while said engine is in the stopped state according to said automatic stop control; for injecting said fuel from said fuel injector to form an air-fuel mixture in said expansion stroke cylinder, and thereafter; for generating said spark for ignition by said ignition device to ignite said ...

Method and system for starting an internal combustion engine

A method and a system for starting an internal combustion engine (ICE) having a crankshaft and an electric turning machine (ETM) operatively connected to the crankshaft are disclosed. An absolute angular position of the crankshaft related to a top dead center position of a piston in a combustion chamber of the ICE is determined. Electric power is delivered to the ETM at a first level to rotate the crankshaft. Electric power is then delivered to the ETM at a second level greater than the first level when the piston reaches a predetermined position before the TDC position. Fuel is injected in the combustion chamber after the piston has passed beyond the TDC position. The fuel is then ignited. In an implementation, the ICE is started in less than 110 degrees of rotation of the crankshaft.

METHOD FOR OPERATING A VEHICLE DRIVE TRAIN DURING A STARTING PROCESS

A method of operating a vehicle drive-train during a starting process. The drive-train has a drive mechanism which can couple a continuously-variable power-branched transmission in which a plurality of transmission ratios can be engaged. The transmission ratios can be varied continuously by adjusting a variator, the transmission driving a drive output. A force flow between the drive mechanism and the drive output can be produced by a frictional shifting element by appropriately adjusting the transmission capacity of the shifting element. When a start command is issued, a starting transmission ratio is engaged in the area of the transmission device. During the engagement of the starting transmission ratio the transmission capacity of the frictional shifting element is adjusted to values greater than zero. 115-. (canceled)16123248. A method of operating a vehicle drive-train () during a starting process , the drive-train comprising a drive mechanism () to which is couplable a continuously-variable power-branched transmission device () in an area of which a plurality of transmission ratio ranges are engagable , within which ranges by adjusting a variator () , the transmission can be varied continuously , and comprising also a drive output () , the method comprising the steps of:{'b': 5', '6', '2', '8', '5', '6, 'producing a force flow in an area of a frictional shifting element (, ), between the drive mechanism () and the drive output (), by adjusting a transmission capacity of the shifting element (, );'}{'b': '3', 'engaging a starting transmission ratio in the area of the transmission device () when a start command is issued; and'}{'b': 5', '6, 'adjusting the transmission capacity of the frictional shifting element (, ) to a value greater than zero during the engagement of the starting transmission ratio.'}1724325656. The method according to claim 16 , further comprising the step of adjusting the variator () claim 16 , during the starting process claim 16 , to vary ...

MILLER CYCLE ENGINE

A miller cycle engine according to the present disclosure includes: a variable valve operating device configured to continuously change the closing timing of an intake valve; a throttle valve arranged in an intake air passage; and a control device configured to execute an early closing miller cycle operation mode to control the variable valve operating device such that the intake valve closes at an intake bottom dead center or earlier. The control device is configured to: execute a late closing mode (e.g., decompression mode) to retard the closing timing relative to the intake bottom dead center at the time of engine start-up; and execute, where the pressure in the intake air passage has decreased to a first threshold value or lower first after the engine start-up, a mode switching processing to switch from the late closing mode to the early closing miller cycle operation mode. 1. A miller cycle engine , comprising:a variable valve operating device configured to continuously change a closing timing of an intake valve;a throttle valve arranged in an intake air passage; anda control device configured to execute an early closing miller cycle operation mode to control the variable valve operating device such that the intake valve closes at an intake bottom dead center or earlier,wherein the control device is configured to:execute a late closing mode to retard the closing timing relative to the intake bottom dead center at a time of engine start-up; andexecute, where a pressure in the intake air passage has decreased to a first threshold value or lower first after the engine start-up, a mode switching processing to switch from the late closing mode to the early closing miller cycle operation mode.2. The miller cycle engine according to claim 1 ,wherein the control device is configured to permit an opening of the throttle valve after the closing timing passes through the intake bottom dead center as a result of execution of the mode switching processing.3. The miller ...

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

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

HIGH POWER DENSITY JUMP STARTER

An electrical power assist system to provide supplemental power to assist a starting battery in supplying power to an engine starting motor. The system includes an ultracapacitor assembly, a source battery and a controller circuit. The ultracapacitor assembly is electrically connectable to the starting battery and/or the starting motor. The controller circuit controllably charges the ultracapacitor assembly from the source battery. 1. An electrical power assist system to provide supplemental power to assist a starting battery in supplying power to an engine starting motor , the system comprising:an ultracapacitor assembly being electrically connectable to at least one of the starting battery and the starting motor;a source battery; anda controller circuit controllably charging the ultracapacitor assembly from the source battery.2. The electrical power assist system of claim 1 , wherein the source battery is approximately twice the voltage of the starting battery.3. The electrical power assist system of claim 1 , wherein the source battery is approximately the same voltage as the starting battery claim 1 , the source battery and the starting battery being electrically connected in series.4. The electrical power assist system of claim 1 , wherein the controller circuit disconnects the source battery from the ultracapacitor assembly when the voltage on the ultracapacitor assembly is above a predetermined voltage.5. The electrical power assist system of claim 4 , wherein the predetermined voltage is between 14 and 15 volts.6. The electrical power assist system of claim 4 , wherein the source battery is directly electrically coupled to the ultracapacitor assembly by the controller circuit when the voltage across the ultracapacitor assembly is less than the predetermined voltage.7. The electrical power assist system of claim 6 , further comprising a relay coupled to the source battery claim 6 , the ultracapacitor assembly and the controller circuit claim 6 , the relay ...

SELF-CONTAINED ENGINE BLOCK HEATER POWER SUPPLY

One embodiment includes an engine block heating system. The engine block heating system includes a battery bank. The battery bank is configured to supply at least 2.25 KWatt-hours of energy before needing to be recharged. The battery bank is configured to be mounted in a vehicle comprising an engine block heater. The system further includes interface configured to connect to electrical connections of the engine block heater. The interface comprises an inverter is configured to supply at least 1500 Watts of power to the engine block heater. The engine block heating system is configured to selectively supply power from the battery bank to the engine block heater. The system further includes control circuitry coupled to the interface. The control circuitry stores a user-defined schedule to selectively control when the interface electrically connects the battery bank to the engine block heater.

Single Point Engine Control Interface

A control system for manipulating operation of an engine of a portable engine powered device includes a choke and primer control that simplifies starting of the engine. The control system includes a dial that is associated with a choke control to effectuate choking of the engine during starting of the engine. The control system includes a primer control that is configured to provide an initial fuel charge to the engine. Preferably, the control system includes a single input that effectuates both the choke and primer operations associated with starting the engine. Preferably, the dial is moveable in a rotational direction to effectuate the choking operation and is movable in a longitudinal or axial direction to effectuate the priming operation such that user interaction with only the single input effectuates the sequence of the engine starting fuel control.

Systems and Methods for Determining Engine Start Time During Predicted Acceleration Events

A method may include predicting an acceleration event of a vehicle. The method may further include predicting a maximum speed of the predicted acceleration event. The method may also include determining an engine start time based on the predicted maximum speed. The method may still further include starting an engine of the vehicle at the engine start time. 1. A method comprising:predicting an acceleration event of a vehicle;predicting a maximum speed of the predicted acceleration event;determining an engine start time based on the predicted maximum speed; andstarting an engine of the vehicle at the engine start time.2. The method of claim 1 , wherein:the engine start time is determined to be an earlier engine start time when the predicted maximum speed is a higher predicted maximum speed;the engine start time is determined to be a later engine start time when the predicted maximum speed is a lower predicted maximum speed;the earlier engine start time is earlier than the later engine start time; andthe lower predicted maximum speed is lower than the higher predicted maximum speed.3. The method of claim 1 , further comprising:determining a baseline engine start time within a duration of the predicted acceleration event; andmodifying the baseline engine start time to the engine start time determined based on the predicted maximum speed of the predicted acceleration event.4. The method of claim 1 , wherein the vehicle is a hybrid electric vehicle comprising a battery claim 1 , further comprising:utilizing the battery until the modified engine start time.5. The method of claim 1 , further comprising maintaining the engine start time when the predicted maximum speed of the acceleration event is between the higher predicted maximum speed and the lower predicted maximum speed.6. The method of claim 1 , wherein the predicted maximum speed of the predicted acceleration event is determined based upon one or more acceleration event criteria.7. The method of claim 6 , wherein ...

RAPID ACTIVATION METHOD OF ELECTRICALLY CONTROLLED COMMON RAIL ENGINE

A rapid activation method of an electrically controlled common ail engine. The method includes: arranging, between an oil outlet of a fuel transfer pump and an oil inlet of a fuel injection pump in the electrically controlled common rail engine, a gas discharging device; and communicating an outlet of the gas discharging device with a fuel tank via a pipe to discharge a gas present in fuel during a normal system operation. By arranging the gas discharging device at an oil feeding port of a fine filter, the method can be utilized to discharge, via the gas discharging device to the outside, air in the fine filter, thereby implementing active gas discharging, and effectively increasing activation performance of the engine. 1. A rapid activation method of an electrically controlled common rail engine , comprising: arranging a gas discharging device between an oil outlet of a fuel transfer pump and an oil inlet of a fuel injection pump in the electrically controlled common rail engine; and communicating an outlet of the gas discharging device with a fuel tank via a pipe to discharge gas presenting in fuel during a normal system operation.3. The rapid activation method of the electrically controlled common rail engine according to claim 1 , wherein the gas discharging device is arranged at an oil feeding port of the fine filter.4. The rapid activation method of the electrically controlled common rail engine according to claim 1 , wherein the gas discharging device is a small gas discharging hole.5. The rapid activation method of the electrically controlled common rail engine according to claim 4 , wherein a hole diameter of the small gas discharging hole is between 0.2 mm and 3 mm. The present invention relates to the field of engines, in particular, to a rapid activation method of an electrically controlled common rail engine.In an existing electrically controlled common rail engine, a fuel system is an important factor affecting activation performance thereof. At ...

STARTER MOTOR ASSISTANCE APPARATUS

A starter motor assist mechanism is provided. The starter motor assist mechanism may include a housing, a solenoid, and a hammer. The housing may be attachable to a starter motor. The solenoid may be disposed within the housing, and the hammer may be connected to the solenoid. The solenoid may move the hammer from a retracted position to an extended position for striking the starter motor. 1. A starter-motor-assist mechanism comprising:a housing attachable to a starter motor;a solenoid disposed within the housing; anda hammer connected to the solenoid, wherein the solenoid moves the hammer from a retracted position to an extended position for striking the starter motor.2. The starter-motor-assist mechanism of claim 1 , wherein the starter motor includes a rotating shaft that rotates about an axis of rotation and wherein the hammer moves from the retracted position to the extended position along a direction that is transverse to the axis of rotation.3. The starter-motor-assist mechanism of claim 2 , wherein the hammer includes a contact surface that is arranged parallel to the axis of rotation.4. The starter-motor-assist mechanism of claim 1 , further comprising a controller configured to send signals to activate and deactivate the solenoid claim 1 , wherein when the solenoid is activated the hammer is moved to the extended position and wherein when the solenoid is deactivated the hammer is returned to the retracted position.5. The starter-motor-assist mechanism of claim 4 , further comprising a return spring disposed between the housing and the hammer and configured to bias the hammer to the retracted position.6. The starter-motor-assist mechanism of claim 5 , wherein the controller is further configured to alternate the signals at a predetermined frequency over a predetermined period.7. The starter-motor-assist mechanism of claim 5 , wherein the controller is further configured to alter power provided to the solenoid to alter force applied by the hammer.8. The ...

ENGINE

An engine having a crank shaft which is caused to start to rotate by pulling a recoil rope includes: a reel around which the recoil rope is wound; a clutch mechanism which is provided between the reel and the crank shaft and switchable between a first state and a second state; and a sub-generator connected to the reel. The first state of the clutch mechanism allows transmission of force in one direction from the reel to the crank shaft, while the second state does not allow transmission of force in both directions between the reel and the crank shaft. When the crank shaft is caused to start to rotate, the clutch mechanism is switched to the first state, whereas when the sub-generator is driven for power generation, the clutch mechanism is switched to the second state. 1. An engine having a crank shaft which is caused to start to rotate by pulling a recoil rope , the engine comprising:a reel around which the recoil rope is wound;a clutch mechanism which is provided between the reel and the crank shaft and switchable between a first state and a second state, the first state allowing transmission of force in one direction from the reel to the crank shaft, the second state not allowing transmission of force in both directions between the reel and the crank shaft; anda power generator connected to the reel,wherein when the crank shaft is caused to start to rotate, the clutch mechanism is switched to the first state, whereas when the power generator is driven for power generation, the clutch mechanism is switched to the second state.2. The engine according to claim 1 , further comprising a spring member that urges the reel in a direction in which the recoil rope is wound.3. The engine according to claim 1 , whereinthe reel and the power generator are connected to each other via a first rotating body provided in the reel and a second rotating body provided in the power generator; andthe first rotating body is greater than the second rotating body in a radial direction.4. ...

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

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

Method for actuating a camshaft

A method for actuating at least one camshaft, operable independently of a crankshaft, of an internal combustion engine includes: a) when the internal combustion engine is standing still, the at least one camshaft is actuated in such a way that a delivery stroke of a high-pressure pump of a high-pressure fuel injection device takes place; and b) during a subsequent reverse rotation of the at least one camshaft into the starting position, a quantity control valve of the high-pressure pump is not actuated.

Ceramic glow plug

A ceramic glow pug has a structure in which a portion of an embedded resistor is exposed on a portion of a substrate and forms an exposed surface of an electrode taking-out portion. The resistor formed of an electrically conductive ceramic is embedded in the substrate formed of an electrically insulating ceramic, and a portion of the resistor is exposed on the surface of the substrate and has an exposed surface. The exposed surface and the embedded portion differ in stress acting on the substrate, which may decrease the breakage resistance in the vicinity of the electrode taking-out portion. The shape of the exposed surface is such that dimensions, in the axial and circumferential directions, fall within a range of 1.0 mm to 1.8 mm.

BIASED NORMALLY OPEN CHECK VALVE ASSEMBLY

A biased normally open check valve assembly for facilitating Multiair® engine start-up after extended periods of non-use. The check valve is biased in an open position and allows for the ventilation of air out of the system so that the engine can start. The check valve also comprises a metering groove in a valve seat. The metering groove is configured to allow a controlled flow of hydraulic fluid through the check valve when the check valve is in a closed position. 1. A check valve assembly for facilitating engine start-up , the check valve assembly comprising:a body with a valve inlet, valve outlet, valve seat, and valve opening; anda metering groove in the valve seat, the metering groove configured to allow a controlled flow of hydraulic fluid through the check valve assembly when the check valve assembly is in a closed position,wherein the check valve assembly is biased in a normally open position, allowing air to flow through the check valve assembly and out the valve outlet, until hydraulic fluid enters the valve inlet and causes the check valve assembly to move into the closed position.2. The check valve assembly of claim 1 , wherein the check valve assembly further comprises an anti-siphoning umbrella valve at the valve outlet for preventing air and hydraulic fluid from entering the check valve assembly through the valve outlet.3. The check valve assembly of claim 2 , wherein the anti-siphoning umbrella valve also prevents hydraulic fluid from exiting the check valve assembly at the valve outlet when the engine is off.4. The check valve assembly of claim 1 , wherein the check valve assembly further comprises a check ball which is operable to engage the valve seat.5. The check valve assembly of claim 4 , wherein the check ball is connected to one end of a biasing spring and the other end of the spring is connected to a spring seat disposed against the valve seat.6. The check valve assembly of claim 5 , wherein the spring seat is concentric with a valve opening ...

Intermittent restart for automatic engine stop start system

A disclosed method of automatically stopping and restarting a vehicle engine determines if one or more stop/start enablement condition has been met. If the stop/start enablement condition or conditions have been met, the method initiates an engine shutdown. If a restart request is made before the engine comes to a complete stop, an intermittent engine restart is initiated.

INTERMITTENT RESTART FOR AUTOMATIC ENGINE STOP START SYSTEM

A disclosed method of automatically stopping and restarting a vehicle engine determines if one or more stop/start enablement condition has been met. If the stop/start enablement condition or conditions have been met, the method initiates an engine shutdown. If a restart request is made before the engine reaches a predetermined threshold speed, then a first restart sequence is initiated. If a restart request is made when the engine speed is less than the predetermined threshold speed but still greater than 0, then a second restart sequence is initiated. 1. (canceled)2. A vehicle , comprising:(a) a vehicle having an engine;(b) an engine speed sensor configured to sense engine speed;(c) a starter operably coupled to the engine;(d) an auxiliary motor operably coupled to the engine; (i) determine if a stop enablement condition has been met;', '(ii) initiate an engine shutdown by causing a fuel supply to the engine to be stopped and by activating a decompression device to decompress at least one cylinder of the engine;', '(iii) determine that an intermittent restart has been requested;', '(iv) determine, after determining that the intermittent restart has been requested, that the engine speed is below a predetermined threshold;', '(v) cause, based on determining that the engine speed is below the predetermined threshold, the auxiliary motor to drive the engine speed to at least the predetermined threshold speed; and', '(vi) initiate, after causing the auxiliary motor to drive the engine speed to at least the predetermined threshold, a restart of the engine by deactivating the decompression device and causing fuel to be supplied to the engine., '(c) a controller configured to receive signals from the engine speed sensor and to control delivery of fuel to the engine, wherein the controller is programmed to3. The vehicle of claim 2 , wherein the controller is further configured to: in response to detecting another intermittent restart request and detecting that the engine ...

CRANKSHAFT ROTATING ANGLE CONTROLLING SYSTEM FOR CONTROLLING CRANKSHAFT ROTATING ANGLE AND CRANKSHAFT ROTATING ANGLE CONTROLLING METHOD FOR CONTROLLING THE SAME

A crankshaft rotating angle controlling method and a crankshaft rotating angle controlling system are provided. A shut-off signal is obtained, and an engine speed is judged. If the engine speed is lower than a specific value, a generator is set in a driving mode at an ending point of a missing tooth signal in a gear pulse signal, such that the generator in the driving mode drives a crankshaft to exceed a top-dead-center of a cylinder. When the crankshaft arrives at a bottom-dead-center of the cylinder, the generator is set to be in a holding mode of an error phase of a three-phase current. Through the generator in the driving mode, the given error phase of the three-phase current stops the generator immediately and the crankshaft is fixed within an angle range of a default stop position. 1. A crankshaft rotating angle controlling system , comprising:an engine that provides a gear pulse signal and a top-dead-center judging signal;a generator that provides three-phase Hall signals;a vehicle control unit that provides a shut-off signal; and a pulse width modulation unit;', 'a power signal gate for controlling an action of the pulse width modulation unit to control a current output from a battery; and', 'a calculating unit for receiving the shut-off signal, the top-dead-center judging signal, the gear pulse signal and the three-phase Hall signals, so as to obtain a top-dead-center and a bottom-dead-center of a crankshaft of the engine according to the gear pulse signal and the top-dead-center judging signal, wherein the power signal gate is opened as the crankshaft reaches the top-dead-center, the power signal gate is closed as the crankshaft reaches the bottom-dead-center and makes the pulse width modulation unit change a sequence of the three-phase Hall signals to secure the crankshaft in position opened., 'a driving controller connected to the engine, the generator and the vehicle control unit, further comprising2. The crankshaft rotating angle controlling system of ...

SYSTEM FOR REDUCING WAIT TIME IN STARTING LIQUEFIED PETROLEUM INJECTION ENGINE

a system for starting an LPI vehicle engine includes a signal transmitting unit configured to transmit a door opening signal. A first controller is configured to determine whether an ignition-on state of an engine is required and configured to operate a fuel pump when an ignition-on signal is generated. A second controller is configured to receive the door opening signal transmitted from the signal transmitting unit and configured to operate the fuel pump by transmitting an operation signal corresponding to the ignition-on signal when the door opening signal is input. 1. A system for starting a liquefied petroleum ignition (LPI) vehicle engine , comprising:a signal transmitting unit configured to transmit a door opening signal;a first controller configured to determine whether an ignition-on state of the engine is required and for operating a fuel pump when an ignition-on signal is generated; anda second controller, which is electrically connected with the first controller, configured to receive the door opening signal transmitted from the signal transmitting unit and configured to operate the fuel pump by transmitting an operation signal, which corresponds to the ignition-on signal, for operating the fuel pump to the first controller when the door opening signal is received.2. The system of claim 1 , wherein the signal transmitting unit is a smart key claim 1 , andwhen a door opening instruction is input by a driver using the signal transmitting unit for opening a vehicle door, the door opening signal, which corresponds the door opening instruction, is input to the second controller through a radio frequency (RF) receiver.3. The system of claim 1 , wherein the first controller determines whether the ignition-on signal is input and determines the operation of the fuel pump in consideration of a fuel pressure claim 1 , a fuel temperature claim 1 , and a saturated vapor pressure chart.4. The system of claim 1 , wherein the first controller is connected with a signal ...

METHOD OF CONTROLLING AN ENGINE OF A MOTOR VEHICLE

Systems and methods for a vehicle comprising a stop-start system and in particular to a motor vehicle having a belt driven integrated starter-generator (BISG) drivingly connected to an accessory drive belt of an engine of the motor vehicle are provided. The BISG may be used during an engine stop event to preposition the crank at an angle from which it facilitates rapid restart of the engine and during engine running the BISG may be used as a power generator. 1. A method of controlling an engine of a motor vehicle comprising:an engine;a belt drive drivingly connecting a crankshaft of the engine to an integrated starter-generator;at least one belt tensioner for applying a tension load to the belt drive;wherein the method comprises determining whether it is desirable to perform an automatic engine stop and, if it is desirable to stop the engine, stopping the engine and, when the engine has stopped, energizing the belt integrated starter-generator to rotate the crankshaft at low speed in the direction required for starting the engine while applying a high torque to the belt drive to pre-tension the belt drive ready for restarting of the engine.2. The method of wherein the at least one belt tensioner is a passive belt tensioner.3. The method of wherein the method further comprises using the integrated starter-generator to rotate the crankshaft at low speed while applying a high torque to the belt drive until the crankshaft has been rotated into an optimum position for restarting the engine.4. The method of wherein the method further comprises maintaining the integrated starter-generator energized after the optimum position has been attained in order to resist rotation of the crankshaft away from the optimum position for restarting of the engine.5. The method of wherein the method further comprises using the integrated starter-generator to restart the engine if predefined conditions for restarting the engine are present.6. The method of claim 5 , wherein the predefined ...

Battery Key, Starter And Improved Crank

A system for starting an engine of a vehicle has a fuel injector injecting fuel into a closed intake port to form an air fuel mixture. The system also includes an actuator rotating a crankshaft in a first direction to open the intake port by moving a piston within a cylinder coupled to the crankshaft. A combustion chamber defines between the cylinder and the port receiving the air fuel mixture through the intake port. The actuator rotates the crankshaft in a second direction to close the intake port. A spark plug ignites the air fuel mixture to start the engine. The engine also includes many other disclosed features.

METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE, DEVICE AND COMPUTER PROGRAM PRODUCT

The invention relates to a method for starting an internal combustion engine for a motor vehicle, said internal combustion engine having at least two cylinders, a valve drive with at least one inlet valve and at least one outlet valve for each of the cylinders, wherein at least the closing times of the inlet valves can be variably adjusted, and a direct injection system, in particular a gasoline direct injection system, the starting process being initiated by a direct injection and ignition in one of the cylinders. During a starting process, the closing time of at least one inlet valve differs from at least one of the other cylinders dependent on at least one current state value. 1. A method for starting an internal combustion engine for a motor vehicle , said internal combustion engine having at least two cylinders , a valve drive with at least one inlet valve and at least one outlet valve for each of the cylinders , wherein at least the closing times of the inlet valves can be variably adjusted , and a direct injection system , the starting process being initiated by a direct injection and ignition in one of the cylinders , characterized in that , during a starting process , the closing time of at least one inlet valve differs from at least one of the other cylinders dependent on at least one current state value.2. The method according to claim 1 , characterized in that an ambient temperature (T) is acquired as the current state value.3. The method according to claim 1 , characterized in that an ambient pressure (p) is acquired as the current state value.4. The method according to claim 1 , characterized in that an engine temperature (T) is ascertained as the current state value.5. The method according to claim 1 , characterized in that a lubricant condition (T) claim 1 , in particular a value representing the viscosity of the lubricant claim 1 , of the internal combustion engine is acquired as the current state value.6. The method according to claim 1 , ...

Control device for vehicle

A control device is provided for controlling a vehicle that includes: an internal combustion engine having a fuel injection valve, an ignition device and an in-cylinder pressure sensor; and an electric motor configured to rotate to drive a crankshaft of the internal combustion engine. The control device is configured, when an assist torque is applied to the crankshaft by means of the electric motor, to perform an ignition start-up operation that starts fuel injection and ignition from an expansion stroke cylinder to start up the internal combustion engine. The assist torque is a torque by which the crankshaft is not caused to rotate, and is greater when an in-cylinder pressure in a compression stroke cylinder is higher.

Drive device for a motor vehicle, motor vehicle having such a drive device, and computer software product for actuating the drive device

A drive device is disclosed for a motor vehicle having a combustion engine, a feed line for supplying combustion air to the combustion engine, and a compressor unit cooperating with the feed line for compressing combustion air for the combustion engine. One or more torque generators are operable independently of the combustion engine and selectively coupled to the compressor unit. A control unit is configured to actuate the torque generator in such manner that the torque generator drives the compressor unit at least for a time before the start of the combustion engine.

SOLENOID AUTOCHOKE FOR AN ENGINE

A choke system for an internal combustion engine includes a carburetor having an air intake, a choke valve disposed in the air intake, and a choke lever coupled to the choke valve, wherein the choke valve is movable between a closed position and an open position, a mechanical linkage coupled to the choke lever, and a solenoid attached to the carburetor and coupled to the mechanical linkage so activation of the solenoid moves the choke valve, wherein the solenoid is activated in response to activation of a starter system of an internal combustion engine, thereby moving the choke valve via the mechanical linkage to the closed position. 1. A choke system for an internal combustion engine , comprising:a carburetor having an air intake, a choke valve disposed in the air intake, and a choke lever coupled to the choke valve, wherein the choke valve is movable between a closed position and an open position;a mechanical linkage coupled to the choke lever; anda solenoid attached to the carburetor and coupled to the mechanical linkage so activation of the solenoid moves the choke valve, wherein the solenoid is activated in response to activation of a starter system of an internal combustion engine, thereby moving the choke valve via the mechanical linkage to the closed position.2. The choke system of claim , wherein the solenoid includes a plunger , wherein movement of the plunger causes movement of the choke valve , wherein the plunger is movable between an extended position and a retracted position , wherein the plunger moves in a direction parallel to a flow of air through the air intake , and wherein the plunger moves from the extended position to the retracted position in response to activation of the starter system of the internal combustion engine , thereby moving the choke valve via the mechanical linkage to the closed position3. The choke system of claim 2 , wherein the mechanical linkage comprises a single lever having a first end coupled to the choke lever and a ...

DECOMPRESSION APPARATUS

A decompression apparatus includes: a cam shaft having exhaust cams that each open an engine exhaust valve; a release pin rotatable about an axis parallel to the cam shaft between decompression and decompression release positions; a decompression plate fixed to the cam shaft with an opening where the cam shaft is inserted; a weight swingably attached to the decompression plate, radially outward by a centrifugal force; a biasing unit that biases the weight radially inward; and an interlocking mechanism that rotates the release pin with the rotation of the weight. A first flat section is formed on an inner peripheral edge of the opening. The cam shaft has a second flat section that abuts against the first flat section and a supporting surface on a same plane as the second flat section. The outer peripheral surface of the release pin abuts against and slides on the supporting surface. 1. A decompression apparatus comprising:a cam shaft having at least one exhaust cam that opens an exhaust valve of an engine;a release pin that is rotatable about an axis parallel to a rotational center axis of the cam shaft with respect to the cam shaft, the release pin rotating, in a compression stroke, between a decompression position at which the exhaust valve is temporarily opened and a decompression release position at which the exhaust valve is not opened;a decompression plate that has an opening into which the cam shaft is inserted, the decompression plate being fixed to the cam shaft;a weight that is attached to the decompression plate swingably about an axis eccentric with the rotational center axis of the cam shaft, the weight rotating radially outward by a centrifugal force in accordance with an increase in a rotational speed of the cam shaft;a biasing unit that biases the weight radially inward; andan interlocking mechanism that rotates the release pin from the decompression position to the decompression release position in conjunction with the radially outward rotation of ...

Control apparatus for internal combustion engine

A control apparatus for an internal combustion engine is provided which works to control an electric motor to start the engine through a belt transmission system. The control apparatus restricts rotation of the electric motor so as to keep a speed of the electric motor below a speed at which the electric motor is capable of producing a maximum torque until a given period of time passes since the electric motor is actuated to start in the motor mode. This enables the electric motor to generate the maximum torque when it is required to crank the engine.

METHOD OF CONTROLLING STARTUP OF VEHICLE

A method of controlling startup of a vehicle may include a key-on/off determination step of determining whether a key is on or off; and a removal step of removing icing generated in an injector for fuel injection by forcibly operating the injector predetermined times for a predetermined time period when it is determined that the key is on. 1. A method of controlling startup of a vehicle , comprising:a key-on/off determination step of determining whether a key is on or off; anda removal step of removing icing generated in an injector for fuel injection by forcibly operating the injector predetermined times for a predetermined time period when it is determined that the key is on.2. The method of claim 1 , wherein the removal step is configured such that the injector is forcibly operated by applying a predetermined Pulse Width Modulation (PWM) signal to the injector.3. The method of claim 2 , wherein an operating time of the injector claim 2 , a number of times that the injector is operated claim 2 , and an opening cycle of the injector are set via the PWM signal claim 2 , and the injector is forcibly operated based on the set values.4. The method of claim 1 , wherein the removal step is performed once.5. The method of claim 1 , further comprising claim 1 ,after the removal step, an icing determination step of determining whether or not the icing has been removed by comparing a pressure in a fuel line with a reference pressure and removing the icing again when it is determined that the icing has not been removed.6. The method of claim 5 , wherein the icing determination step comprises:a shutoff step of shutting off inflow of fuel into the injector when it is determined prior to the removal step that the key is on;an inflow step of, after the removal step, making fuel flow into the injector in a state in which the injector has been closed;a delivery step of opening and operating the injector and then delivering the fuel; anda repetitive removal step of reentering the ...

Apparatus and method for starting engine of mild hybrid electric vehicle

An apparatus for starting an engine of a mild hybrid electric vehicle may include: an ignition switch including a plurality of contact points; an external temperature detector configured for detecting an external temperature of the mild hybrid electric vehicle; an SOC detector configured for detecting a state of charge (SOC) of a battery; a mild starter & generator (MHSG) including a stator and a rotor disposed inside the stator, and starting the engine or generating electricity according to an output of the engine; a starter starting the engine; an MHSG wheel rotating integrally with the rotor, and having at least three teeth on a circumference thereof; an MHSG position detector configured for detecting positions of the teeth; and a controller determining a top dead center (TDC) of a predetermined cylinder based on a signal of the MHSG position sensor.

Method and system for improving engine starting

A system and method for operating an engine is described. In one example, engine boost pressure is adjusted to improve engine starting.

STOP POSITION CONTROLLER FOR ENGINE

An intake variable valve timing mechanism (VVT) that collectively changes an intake valve close timing as a close timing of a plurality of intake valves and a control device that controls an engine including a plurality of injectors and the intake VVT are provided. When a specified engine stop condition is satisfied, a fuel cut is performed to stop a fuel supply into a plurality of cylinders by the injector. After the fuel cut, the intake VVT is controlled such that a retarded amount of the intake valve close timing immediately before a stop of a stop-time compression stroke cylinder as a cylinder stopped in a compression stroke from intake bottom dead center is larger than a retarded amount of the intake valve close timing immediately before a stop of a stop-time expansion stroke cylinder as a cylinder stopped in an expansion stroke from the intake bottom dead center. 1. A stop position controller provided for an engine including a plurality of cylinders a plurality of intake ports , each of which communicates with a respective one of the cylinders; a plurality of intake valves , each of which opens and closes a respective one of the intake ports; a plurality of injectors that supply fuel to a respective one of the cylinders; a piston that is provided in each of the cylinders in a reciprocal manner; a crankshaft that rotates in an interlocking manner with reciprocating motion of the piston; and a motor capable of forcibly starting the engine by causing the crankshaft to rotate , the stop position controller comprising:an intake variable valve timing mechanism (VVT) that collectively changes an intake valve close timing as a close timing of the plurality of intake valves; anda control device that controls the engine including the injectors and the intake VVT, whereinwhen a specified engine stop condition is satisfied, the control device performs a fuel cut to stop a fuel supply into the cylinders by the injectors and, after the fuel cut, controls the intake VVT such ...

Portable rechargeable battery jump starting device

A rechargeable battery jump starting device having a highly conductive electrical pathway from a rechargeable battery of the device to a vehicle battery being jump started. The highly conductive pathway can be provided by a highly electrically conductive frame connecting one or more batteries of the rechargeable battery jump starting device to battery clamps of the rechargeable battery jump starting device.

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

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

Control device for internal combustion engine

A control device for an internal combustion engine is provided. The internal combustion engine includes a plurality of cylinders. The internal combustion engine is configured such that when an intake valve of one cylinder on a compression stroke among the plurality of cylinders is open, an intake valve of each of the remainder of the plurality of cylinders is closed. The control device includes an electronic control unit configured to: (i) determine an open-closed state of the intake valve of each of the plurality of cylinders; and (ii) adjust an opening degree of a throttle valve to a first opening degree that is larger than a second opening degree corresponding to an idling operation, when the electronic control unit determines that the intake valve of any one of the plurality of cylinders is open at the time of startup of the internal combustion engine, to reduce compression torque and vibrations.

DEPRESSURIZATION DEVICE OF INTERNAL COMBUSTION ENGINE

A depressurization device is mounted on a camshaft that includes an exhaust cam operable to push an exhaust rocker arm. The depressurization device includes a base disc mounted on the camshaft and adjacent to the exhaust cam, a counterweight swing arm coupled to the base disc, an elastic element arranged between the base disc and the counterweight swing arm, a depressurization cam element coupled to the exhaust cam and drivable by the counterweight swing arm, and an axle bar extending through the base disc and the counterweight swing arm. The depressurization cam element includes a driving section, a depressurization cam section, and a rotary shaft section. The depressurization cam element is drivable by the counterweight swing arm to rotate by an angle. The depressurization cam section includes an arc portion and first and second cut-off portions arranged at a side opposite to the arc portion. 1. A depressurization device of an internal combustion engine , the depressurization device being mounted on a camshaft , the camshaft including an intake cam and an exhaust cam , the exhaust cam including a raised section and a base circle section , the exhaust cam being operable to push an exhaust rocker arm; the depressurization device comprising a base disc that is mounted on the camshaft and adjacent to the exhaust cam , a counterweight swing arm coupled to the base disc , an elastic element that is arranged between and hooks on the base disc and the counterweight swing arm , a depressurization cam element that is coupled to the exhaust cam and is drivable by the counterweight swing arm , and an axle bar that extends through and is received in the base disc and the counterweight swing arm , characterized in that the depressurization cam element comprises a driving section , a depressurization cam section , and a rotary shaft section that are arranged in sequence in a direction from the counterweight swing arm toward the exhaust cam; the depressurization cam element is ...

Igniter assembly and igniter unit

This igniter assembly 220 includes: an igniter 2 provided with a lead terminal 20 ; a body 1 made of resin and storing the igniter 2 ; and an internal terminal 3 fixed to the body 1 and having one end electrically connected to the lead terminal 20 . The internal terminal 3 has another end extending outward of the body 1.

Variable Exhaust Control System

An apparatus for adjusting power and noise characteristics of an internal combustion engine comprises a wall configured to define an engine cylinder that includes a bore and a compression relief passage. A compression relief valve is configured to selectively adjust fluid flow capacity of the compression relief passage. A manifold is configured to be in fluid communication with the exhaust passage and includes an exhaust bypass valve to permit exhaust to at least partially bypass a noise suppressor. Operational characteristics of the engine can be adjusted along a range that extends from a first set of operational characteristics present when both the compression relief valve and the exhaust bypass valve are in a fully open position to a second set of operational characteristics present when both the compression relief valve and the exhaust bypass valve are in a fully closed position. 2. The apparatus of claim 1 , further comprising an electromechanical actuator configured to operate the compression relief valve.3. The apparatus of claim 2 , wherein the compression relief valve is configured to be operated by selectively changing pressure of a fluid.4. The apparatus of claim 3 , further comprising an electromechanical actuator configured to operate the exhaust bypass valve.5. An engine comprising the apparatus of .6. An aerial vehicle comprising the engine of .7. A method for operating a combustion engine claim 5 , comprising:actuating a compression relief valve to at least partially open a compression relief passage of an engine cylinder and permitting fluid in at least a portion of the engine cylinder to exit the engine cylinder through the compression relief passage; and 'wherein a change in a position of at least one of the compression relief valve and the exhaust bypass valve changes at least one operational characteristic in a set of operational characteristics of the along a range that extends from a first set of operational characteristics that are present ...

METHOD AND SYSTEM FOR AN ENGINE

Methods and systems are provided for relieving pressure from a compression locked engine. The engine may be compression locked during an engine start attempt due to operator application of a manual transmission clutch at or around the time of a first combustion event of the engine start. A direct injector of the compression locked cylinder is commanded open to relieve the pressure into the fuel rail. 1. A method for a vehicle , comprising:cranking an engine; andresponsive to engine locking following the cranking, commanding a direct fuel injector of a cylinder open to relieve cylinder pressure into a high pressure fuel rail via the open direct fuel injector.2. The method of claim 1 , wherein the engine is cranked via a motor claim 1 , and wherein the engine locking is responsive to operator actuation of a vehicle clutch during a first combustion event following the cranking.3. The method of claim 2 , further comprising claim 2 , selecting the cylinder based on spark timing relative to a timing of clutch actuation.4. The method of claim 3 , wherein the selecting includes selecting the cylinder having the spark timing at or within a threshold distance before the timing of clutch actuation.5. The method of claim 3 , wherein a piston of the selected cylinder is at or before compression stroke top dead center.6. The method of claim 2 , further comprising claim 2 , indicating the engine locking based on detection of engine rotation during the cranking followed by termination of the engine rotation following the operator actuation of the vehicle clutch.7. The method of claim 2 , wherein the first combustion event includes delivery of fuel and spark to a first cylinder claim 2 , and wherein commanding the direct fuel injector to open includes commanding the direct fuel injector of the first cylinder to open.8. The method of claim 2 , wherein the vehicle clutch is coupled to a manual transmission of the vehicle.9. The method of claim 1 , wherein the cranking is responsive to ...

INTEGRATED STARTER-GENERATOR

A prime mover for a lightweight vehicle comprising an internal combustion engine, a starter motor integrally integrated with the internal combustion engine, and a housing for the prime mover. The prime mover additionally comprises a Hall Effect sensor and an prime mover control module structured and operable to communicate with the Hall Effect sensor, determine when operation of the internal combustion engine should cease, and upon the determination that operation of the internal combustion engine should cease, utilize the communication from the Hall Effect sensor to stop the internal combustion engine such that a piston of the internal combustion engine is positioned at between 15° and 25° after bottom-dead-center. 1. A lightweight vehicle , said vehicle comprising:a chassis;a passenger compartment supported by the chassis;a plurality of wheels; and [ an axle assembly operably connected to the at least one of the wheels; and', 'one of a transaxle or a transmission operably connected to the axle assembly; and, 'a driveline comprising, an internal combustion engine structured and operable to generate the power delivered to the driveline;', 'a starter motor integrally integrated with the internal combustion engine, the starter motor structured and operable to start the internal combustion engine; and', 'a decompression mechanism structured and operable to hold open an exhaust valve of the internal combustion engine during rotation of a crankshaft of the internal combustion engine by the starter motor such that compression cannot occur within a piston cylinder of the internal combustion engine during rotation of the crankshaft by the starter motor., 'a prime mover operably connected to the driveline, the prime mover structured and operable to generate and deliver power to the driveline, and the driveline structured and operable to receive the generated power and deliver the power to the at least one wheel, wherein the prime mover comprises], 'a powertrain operatively ...

PROCESS FOR STARTING AN INTERNAL COMBUSTION ENGINE

A process for starting an internal combustion engine, providing the use of an electric motor acting on the driveshaft of the internal combustion engine, provides a positioning step, activated upon switching-off the engine, and a switching-on step, activated after a starting control, wherein said positioning step comprises: a forward rotation by a predetermined forward rotation angle; a detection of a possible stall state followed, in negative case, by an additional forward rotation until reaching a predetermined maximum forward rotation angle; an inverse rotation by a predetermined angle; and a detection of a possible stall state followed, in negative case, by an additional inverse rotation until reaching a predetermined maximum inverse rotation angle 1. A process for starting an internal combustion engine , providing the use of an electric motor acting on a driveshaft of the internal combustion engine , providing a positioning step , activated upon switching-off the engine , and a switching-on step , activated after a starting control , wherein said positioning step comprises:a forward rotation by a predetermined forward rotation angle;a detection of a possible stall state followed, in negative case, by an additional forward rotation until reaching a predetermined maximum forward rotation angle;an inverse rotation by a predetermined angle; anda detection of a possible stall state followed, in negative case, by an additional inverse rotation until reaching a predetermined maximum inverse rotation angle.2. The process according to claim 1 , wherein said stall state is detected by an engine-monitoring unit (EMU) claim 1 , which receives information about a current supply to the electric motor claim 1 , from an electric sensor (Current sensor).3. The process according to claim 1 , wherein said stall state is detected by an engine-monitoring unit (EMU) claim 1 , which receives information about a number of phase pulses detected by phase sensors of a stator of the ...

CONTROL OF ENGINE-INTEGRATED ELECTRIC MACHINE

System comprising an internal combustion engine including a crankshaft, a crankshaft sprocket coupled to the crankshaft, an electric motor in mechanical communication with the crankshaft sprocket, a bidirectional engine position sensor coupled to the crankshaft sprocket, a controller in electrical communication with the bidirectional engine position sensor and a non-transitory memory having instructions that, in response to execution by a processor, cause the processor to determine a position of an engine component upon shutdown of the engine, store the position of the engine component at shutdown in the non-transitory memory, and control the electric motor at restart in response to the position of the engine component at shutdown are disclosed. Methods are also disclosed. 1. A system comprising:an internal combustion engine including a crankshaft;a crankshaft sprocket coupled to the crankshaft;an electric motor in mechanical communication with the crankshaft sprocket;a bidirectional engine position sensor coupled to the crankshaft sprocket;a controller in electrical communication with the bidirectional engine position sensor and a non-transitory memory having instructions that, in response to execution by a processor, cause the processor to estimate a position of an engine component upon shutdown of the engine, store the position of the engine component at shutdown in the non-transitory memory, and control the electric motor at restart in response to the position of the engine component at shutdown.2. The system of claim 1 , wherein the processor is configured to estimate the position of the electric motor.3. A system of claim 1 , wherein the controller comprises the processor.4. The system of claim 1 , wherein the electric motor is a generator.5. The system of claim 1 , wherein the processoris in electrical communication with a first sensor and a second sensor;is configured to receive a first position data of an engine from the first sensor;is configured to ...

Electronic Wizard InfiRun Automobile Ignition Electrical Module

An automobile vehicle ignition device activated with a dashboard button that keeps an automobile engine and vehicle powered accessories running without a key inserted into the ignition cylinder. The ignition device disables the automobile engine once a brake is pressed, preventing movement of the vehicle during operation. 1. An ignition system for a vehicle having an engine , comprising an engine starting device; a recipient device on the vehicle that removably receives the engine starting device to transition the engine into the engine active mode; an ignition harness , wherein the ignition harness is operatively attached to the battery of the vehicle , the cold side brake of the vehicle , and the body of the vehicle; a user-actuated device attached to the ignition harness , wherein a user activates the user-actuated device to activate the ignition harness , further wherein once the ignition harness is activated , the engine starting device may be removed from the recipient device while maintaining the engine in the engine active mode , further wherein a brake pedal on the vehicle is actuated by the user to break the electrical connection between the ignition harness and the engine , to thereby turn the engine into the engine dormant mode and i) disabling the vehicle from moving; ii) preventing the vehicle from being shifted into drive or neutral positions; and iii) preventing the vehicle from being re-started without an engine starting device.2. The ignition system of claim 1 , wherein the ignition harness comprises a plurality of powered wires operatively attached to the vehicle battery claim 1 , engine claim 1 , the cold side brake claim 1 , and powered accessories.3. The ignition system of claim 1 , wherein the engine starting device comprises a mechanical key inserted into a key cylinder.4. The ignition system of claim 1 , wherein the engine starting device comprises an electronic key.5. The ignition system of claim 1 , wherein the user actuated device ...

VEHICLE CONTROL APPARATUS

A vehicle control apparatus includes an engine and a motor generator, and controls a hybrid vehicle in which the engine is started by starting torque outputted from the motor generator. The apparatus includes a prestart control section which makes the motor generator output prestart torque smaller than the starting torque before the engine is started by the starting torque, a balance determination section which determines whether or not compression torque caused by pressure in a cylinder of the engine and the prestart torque are balanced with each other, and a start-up control section which makes the motor generator output the starting torque, after the balance determination section determines that the compression torque and the prestart torque are balanced with each other. 1. A vehicle control apparatus which includes an engine and a motor generator , and controls a hybrid vehicle in which the engine is started by starting torque outputted from the motor generator , the apparatus comprising:a prestart control section which makes the motor generator output prestart torque smaller than the starting torque, before the engine is started by the starting torque;a balance determination section which determines whether or not compression torque caused by pressure in a cylinder of the engine and the prestart torque are balanced with each other, anda start-up control section which makes the motor generator output the starting torque, after the balance determination section determines that the compression torque and the prestart torque are balanced with each other.2. The vehicle control apparatus according to claim 1 , further comprising:an engine temperature acquisition section which acquires a temperature of the engine; anda prestart torque calculation section which calculates the prestart torque based on the temperature of the engine.3. The vehicle control apparatus according to claim 1 , whereinthe prestart control section makes the motor generator output the prestart ...

IN-CYLINDER CHARGING SYSTEM FOR FUEL DELIVERY SYSTEMS AND METHODS

An air charging system includes a valve providing access to an engine cylinder, an accumulator coupled in flow communication with the valve, and a controller operable to open and close the valve until a threshold pressure condition is reached in the accumulator. Compressed gases stored in the accumulator are used in a fuel delivery system to prepare a charge of fuel that is delivered to an engine. 1. An air charging system , comprising:an accumulator coupled in flow communication with an engine cylinder;a controller operable to control airflow from the engine cylinder to the accumulator during engine start cranking to provide a source of pressurized air to the accumulator until a threshold pressure condition is reached in the accumulator.2. The air charging system of claim 1 , further comprising a valve coupled in flow communication between the accumulator and the engine cylinder claim 1 , the controller being operable to open the valve during engine start cranking until the threshold pressure condition is reached in the accumulator.3. The air charging system of claim 2 , wherein the valve is a mod valve claim 2 , the poppet valve being biased into a closed position.4. The air charging system of claim 1 , wherein the controller opens the valve during a compression cycle during the engine start cranking.5. The air charging system of claim 1 , wherein the controller operates to control flow of compressed air stored in the accumulator to a fuel delivery system.6. The air charging system of claim 1 , wherein the accumulator includes a cylindrical storage tank.7. The air charging system of claim 5 , wherein the accumulator holds a volume of compressed air sufficient for at least one engine firing sequence.8. The air charging system of claim 2 , wherein the valve includes a poppet valve opening in the cylinder that is arranged outward opening.9. The air charging system of claim 1 , further comprising a solenoid configured to move the valve between opened and closed ...

METHOD AND SYSTEM FOR OPERATING AN ENGINE IN HUMID CONDITIONS

Methods and systems are provided for improving starting of an engine that has been stopped during humid ambient conditions. The methods and systems may reduce the possibility of starting an engine having liquid water in engine cylinders to improve engine starting. In one example, a laser is applied to a metal surface within the engine to vaporize water that may be in the engine due to condensation. 1. An engine operating method , comprising:activating a laser ignition system of an engine and vaporizing water within a cylinder via the laser ignition system in response to an engine start prediction; androtating the engine in a reverse direction in response to the engine start prediction.2. The method of claim 1 , where activating the laser ignition system includes operating the laser ignition device to direct laser pulses into the cylinder.3. The method of claim 1 , where the laser ignition system is activated in further response to an estimate of condensation within the cylinder.4. The method of claim 3 , where the estimate of condensation is based on a dewpoint temperature.5. The method of claim 1 , further comprising opening an engine throttle in response to the engine start prediction.6. The method of claim 1 , where the engine is rotated in a reverse direction via an electric machine.7. The method of claim 1 , further comprising deactivating the laser ignition system when the engine is not started within a threshold amount of time of predicting the engine start.8. The method of claim 1 , further comprising reversing engine rotation so that the engine rotates in a forward direction in response to an engine start request.9. The method of claim 8 , further comprising closing an engine throttle in response to the engine start request.10. An engine operating method claim 8 , comprising:automatically stopping rotation of an engine; andactivating a laser ignition system while the engine is stopped in response to a temperature within the engine being within a threshold ...

METHOD AND SYSTEM FOR AN ENGINE

Methods and systems are provided for relieving pressure from a compression locked engine. The engine may be compression locked during an engine start attempt due to operator application of a manual transmission clutch at or around the time of a first combustion event of the engine start. A direct injector of the compression locked cylinder is commanded open to relieve the pressure into the fuel rail. 1. A method for a vehicle , comprising:cranking an engine; andresponsive to engine locking following the cranking, commanding a direct fuel injector of a cylinder open to relieve cylinder pressure into a high pressure fuel rail via the open direct fuel injector.2. The method of claim 1 , wherein the engine is cranked via a motor claim 1 , and wherein the engine locking is responsive to operator actuation of a vehicle clutch during a first combustion event following the cranking.3. The method of claim 2 , further comprising claim 2 , selecting the cylinder based on spark timing relative to a timing of clutch actuation.4. The method of claim 3 , wherein the selecting includes selecting the cylinder having the spark timing at or within a threshold distance before the timing of clutch actuation.5. The method of claim 3 , wherein a piston of the selected cylinder is at or before compression stroke top dead center.6. The method of claim 2 , further comprising claim 2 , indicating the engine locking based on detection of engine rotation during the cranking followed by termination of the engine rotation following the operator actuation of the vehicle clutch.7. The method of claim 2 , wherein the first combustion event includes delivery of fuel and spark to a first cylinder claim 2 , and wherein commanding the direct fuel injector to open includes commanding the direct fuel injector of the first cylinder to open.8. The method of claim 2 , wherein the vehicle clutch is coupled to a manual transmission of the vehicle.9. The method of claim 1 , wherein the cranking is responsive to ...

System and method for repositioning a heat engine rotor

The invention relates to a method for rotational positioning of a heat engine rotor ( 3 ) that is in a stopped position (θ A ) to a target position (θ 0 ), comprising the following steps: a device for detecting the angular position of the rotor ( 3 ) determines an angular difference (Δθ) from the target position (θ 0 ), a speed set-point (Ω c (θ)) as a function of the angular position (θ) of the rotor ( 3 ) is established from the angular difference (Δθ), with a rising slope less than a predetermined value (a) followed until a high speed value is reached less than a predetermined value (Ω 0 ), and a falling slope less than a predetermined value (b), the rotor ( 3 ) is set in motion following the speed set-point (Ω c (θ)).

Blower housing, especially for a combustion air blower of a vehicle heater

A blower housing, especially for a combustion air blower of a vehicle heater, includes a first housing area ( 14 ) with a delivery channel, which extends in a ring-shaped manner around a housing axis (A) and is open on an axial side, and a second housing area ( 16 ) for accommodating a blower motor ( 20 ). The second housing area ( 16 ) includes a housing wall ( 18 ), which is elongated in the direction of the housing axis (A) and surrounds a space accommodating the motor. A connection area ( 26 ) is provided in a central longitudinal area of the housing wall ( 18 ) in the direction of the housing axis (A) on an outer side of the housing wall ( 18 ) for establishing an electric connection with an actuating device ( 38 ).

MOTOR VEHICLE DRIVETRAIN CONTROLLER

A method for controlling a drivetrain of a motor vehicle is disclosed. Either a start mode for starting the reciprocating engine is activated via the driving vehicle wheel, or a coasting mode is activated for driving the reciprocating engine via the driving vehicle wheel. At least one volume-reducing stroke is executed that follows an intake stroke for at least one cylinder of the reciprocating engine with at least intermittently open cylinder. Alternately at least one volume-enlarging stroke is executed for at least one cylinder of the reciprocating engine, which is followed by a compression stroke of this cylinder, and at least one volume-reducing stroke of this cylinder, which follows an expansion stroke that follows the compression stroke, with a cylinder that is closed, if possible, in this operating mode. 19-. (canceled)10. A method for controlling a drivetrain of a motor vehicle including a reciprocating engine and at least one driving vehicle wheel that can be coupled with the reciprocating engine , the method comprising:activating one of a start mode for starting the reciprocating engine via the driving vehicle wheel or a coasting mode for driving the reciprocating engine via the driving vehicle wheel; andexecuting at least one of a volume-reducing stroke that follows an intake stroke for at least one cylinder of the reciprocating engine with at least intermittently open cylinder and a volume-enlarging stroke for at least one cylinder of the reciprocating engine, which is followed by a compression stroke of this cylinder, and at least one volume-reducing stroke of this cylinder, which follows an expansion stroke that follows the compression stroke, with a cylinder that is closed in a particular mode.11. The method according to further comprising at least intermittently opening at least one decompression element of the cylinder during the volume-reducing stroke that follows the intake stroke.12. The method according to further comprising adjusting at least ...

A MARINE PROPULSION UNIT AND A VALVE FOR A MARINE PROPULSION UNIT

A valve for a marine propulsion unit comprises a valve body () having an end face () and a wall () extending from the end face. An aperture () is defined in the end face. A valve stem () is moveable within and with respect to the valve body, such that, in the closed state of the valve, the valve stem closes the aperture. A maximum width (d) of the valve stem is greater than the width (d) of the aperture in the end face of the valve—so that, if the valve stem should fracture, the detached portion(s) of the valve stem will be retained in the valve body. The valve may for example be used as a cylinder drain valve in a marine propulsion unit. 1. A valve for a marine propulsion unit , the valve comprising:a valve body having an end face and a wall extending from the end face, an aperture being defined in the end face; anda valve stem moveable within and with respect to the valve body, the valve stem having a sealing portion located within the valve body in both an open state and a closed state of the valve, wherein, in the closed state of the valve, the sealing portion of the valve stem abuts against an inner surface of the end face and thereby closes the aperture; andwherein a maximum width of the valve stem is greater than the width of the aperture in the end face of the valve.2. A valve as claimed in wherein the sealing portion of the valve stem comprises a sealing face provided on the valve stem claim 1 , the sealing face abutting against the circumference of the aperture when the valve is in the closed state.3. A valve as claimed in wherein the sealing face is a frusto-conical sealing face.4. A valve as claimed in wherein claim 1 , when the valve is in the closed state claim 1 , an end of the valve stem is substantially flush with the outer surface of the end face of the valve body.5. A valve as claimed in claim 1 , wherein claim 1 , in the closed state of the valve claim 1 , the valve stem does not project beyond the outer surface of the end face of the valve body. ...

Method and Control Unit for Carrying out an Engine Stop of an Internal Combustion Engine

A control unit is provided for a vehicle having an internal combustion engine with a shaft, which can be coupled to an electric machine or decoupled from the electric machine. The control unit is designed to couple the electric machine to the internal combustion engine during an engine stop of the internal combustion engine. The control unit causes the electric machine to guide the shaft of the internal combustion engine. The control unit determines that a speed of the guided shaft is equal to or less than a speed threshold value and, in response thereto, decouples the electric machine from the internal combustion engine, such that the internal combustion engine stops without being guided by the electric machine. 1. An apparatus for a vehicle having an internal combustion engine with a shaft which is couplable to an electric machine or is decouplable from the electric machine , comprising:a control unit operatively configured to:couple the electric machine to the internal combustion engine during an engine stop of the internal combustion engine;cause the electric machine to guide the shaft of the internal combustion engine;determine that a rotational speed of the guided shaft is less than or equal to a rotational speed threshold value; and,as a reaction thereto, decouple the electric machine from the internal combustion engine, with a result that the shaft of the internal combustion engine comes to a standstill without being guided by the electric machine.2. The apparatus according to claim 1 , wherein the control unit is further operatively configured to:cause the electric machine to guide the shaft of the internal combustion engine in a manner which is dependent on a setpoint rotational speed profile, in a manner which is dependent on a setpoint torque profile, and/or in a manner which is dependent on a setpoint shaft position profile, whereinthe setpoint rotational speed profile indicates a temporal setpoint course of the rotational speed of the shaft;the ...

HYBRID VEHICLE, CONTROLLER FOR A VARIABLE VALVE TIMING (LIFT AND/OR ANGLE) DEVICE FOR THE COMBUSTION ENGINE OF THE HYBRID VEHICLE, AND CONTROL METHOD FOR SUCH HYBRID VEHICLE

A hybrid vehicle includes a rotary electric machine, an internal combustion engine, and a controller. The rotary electric machine generates driving force for the hybrid vehicle. The internal combustion engine includes a variable valve actuating device configured to change an operation characteristic of an intake valve. The controller controls travel of the vehicle by selectively applying one of a first driving mode and a second driving mode. The controller controls the variable valve actuating device such that at least one of a valve lift of the intake valve and a valve operating angle of the intake valve at start-up of the internal combustion engine when the first driving mode is selected is smaller than the corresponding at least one of the valve lift of the intake valve and the valve operating angle of the intake valve at start-up of the internal combustion engine when the second driving mode is selected. 1. A hybrid vehicle comprising:a rotary electric machine configured to generate driving force for the vehicle;an internal combustion engine including a variable valve actuating device configured to change an operation characteristic of an intake valve; and control travel of the vehicle by selectively applying one of a first driving mode and a second driving mode; and', 'control the variable valve actuating device such that at least one of a valve lift of the intake valve and a valve operating angle of the intake valve at start-up of the internal combustion engine when the first driving mode is selected is smaller than the corresponding at least one of the valve lift of the intake valve and the valve operating angle of the intake valve at start-up of the internal combustion engine when the second driving mode is selected, a start-up frequency of the internal combustion engine in a start-up condition in the second driving mode being higher than the start-up frequency of the internal combustion engine in the start-up condition in the first driving mode, the start- ...

ENGINE-GENERATOR STARTING APPARATUS

An engine-generator starting apparatus a three-phase winding equipped with a generating unit that rotates relative to rotation of a crankshaft of an engine, and an electronic control unit that controls supply of electric current the three-phase winding to rotate the crankshaft and start the engine. In the apparatus, the electronic control unit controls to supply first current to the three-phase winding to make the engine crankshaft of rotate reverse, the first current is of a level for stopping the piston connected to the crankshaft at a position in a compression stroke. Then it controls to supply second current (that is greater than the first current) to the three-phase winding to make the crankshaft of the engine rotate forward when a predetermined time period has elapsed, and control to ignite fuel supplied to the engine after the second current is supplied to the three-phase winding. 1. An apparatus for starting engine generator having a three-phase winding equipped with a generating unit that rotates relative to rotation of a crankshaft of an engine , an inverter unit that converts alternating current outputted from the generating unit to alternating current in predetermined frequency and outputs to a load , and an electronic control unit that controls supply of electric current outputted from the inverter unit to the three-phase winding of the generating unit to rotate the crankshaft and start the engine;wherein the improvement comprises:the electronic control unit is configured to have;a first current control unit that supplies first current to the three-phase winding to make the crankshaft of the engine rotate reverse, the first current being of a level for stopping the piston connected to the crankshaft at a position in a compression stroke;a second current control unit that determines whether a predetermined time period has elapsed and supplies second current to the three-phase winding to make the crankshaft of the engine rotate forward when it is ...

ENGINE CONTROL APPARATUS

An ECU is applied to an engine system including an engine and an MG. The ECU determines whether or not a piston is located at a position, at which compression reactive force is received, at a time point at which engine speed reaches zero after combustion of the engine is stopped. Further, in a case where the ECU determines that the piston is located at the position at which compression reactive force is received, the ECU stops the piston by applying positive torque on a positive rotation side to a crank shaft by the MG. 1. An engine control apparatus which is applied to an engine system including an engine in which a cycle including each stroke of compression and expansion is repeatedly performed , and a rotating electrical machine which is capable of applying positive torque on a positive rotation side and counter torque on an inverse rotation side to an engine output shaft , the engine control apparatus comprising:a determining section configured to determine whether or not a piston is located at a position, at which compression reactive force is received, at a time point at which engine speed reaches zero after combustion of the engine is stopped; anda torque control section configured to, in a case where it is determined by the determining section that the piston is located at the position at which the compression reactive force is received, stop the piston by applying positive torque on a positive rotation side to the engine output shaft by the rotating electrical machine.2. The engine control apparatus according to claim 1 , comprising:an estimating section configured to estimate the position of the piston at the time point at which the engine speed reaches zero,wherein the torque control section controls a torque value by the rotating electrical machine based on the position of the piston estimated by the estimating section.3. The engine control apparatus according to claim 1 ,wherein, after application of the positive torque by the rotating electrical ...

TELEMATICS-BASED SYSTEM FOR PROTECTING AGAINST VEHICLE BATTERY DRAIN

Systems and methods are provided for detecting low vehicle battery charge and responding appropriately to prevent complete vehicle battery drainage. One method includes: monitoring the charge of the vehicle battery; determining, by a telematics unit, that the charge of the vehicle battery has reached a low battery charge threshold while the vehicle engine is off; and providing, by the telematics unit, a notification to a telematics subscriber that the vehicle battery has low charge. Another method includes: monitoring the charge of the vehicle battery; determining, by a telematics unit, that the charge of the vehicle battery has reached a low battery charge threshold while the vehicle engine is off; and in response to determining that the low battery charge threshold has been reached, disabling at least one load draining the vehicle battery. 1. A method for preventing discharge of a vehicle battery of a telematics-equipped vehicle , the method comprising:monitoring the charge of the vehicle battery;determining, by a telematics unit, that the charge of the vehicle battery has reached a low battery charge threshold while the vehicle engine is off; andproviding, by the telematics unit, a notification to a telematics subscriber that the vehicle battery has low charge.2. The method of claim 1 , wherein the notification is provided via a cellular network to a mobile telephone of the subscriber from the telematics unit.3. The method of claim 1 , wherein the notification is provided via a human-machine interface (HMI) of the vehicle.4. The method of claim 1 , further comprising:providing an option to the subscriber to disable at least one load draining the vehicle battery;receiving a direction from the subscriber to disable the at least one load; anddisabling the at least one load.5. The method of claim 1 , further comprising:providing an option to the subscriber to turn on the vehicle engine;receiving a direction from the subscriber to turn on the vehicle engine; ...

Method and system for vehicle propulsion system control

A vehicle propulsion system includes an internal combustion engine with a cylinder, an intake valve, an exhaust valve, and a cylinder head defining a combustion chamber; an intake manifold in communication with the combustion chamber through the intake valve; an exhaust manifold in communication with the combustion chamber through the exhaust valve; a turbocharger with a compressor in communication with the intake manifold, a turbine in communication with the exhaust manifold, and an electric motor for selectively driving the turbine; and a controller in communication with the electric motor and configured to selectively operate electric motor to drive the turbine to reduce a pressure in the combustion chamber during an engine start process.