6781results about "Output power" patented technology

A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines are described. Generally, selected combustion events are skipped during operation of the internal combustion engine so that other working cycles can operate at a better thermodynamic efficiency. In one aspect of the invention, an engine is controlled to operate in a variable displacement mode. In the variable displacement mode, fuel is not delivered to the working chambers (e.g. cylinders) during selected “skipped” working cycles. During active (“non-skipped”) working cycles, a maximum (e.g., unthrottled) amount of air and an optimized amount of fuel is delivered to the relevant working chambers so that the fired working chambers can operate at efficiencies closer to their optimal efficiency. A controller is used to dynamically determine the chamber firings required to provide the engine torque based on the engine's current operational state and conditions. The chamber firings may be sequenced in real time or in near real time in a manner that helps reduce undesirable vibrations of the engine.

In various described embodiments skip fire control is used to deliver a desired engine output. A controller determines a skip fire firing fraction and (as appropriate) associated engine settings that are suitable for delivering a requested output. In one aspect, the firing fraction is selected from a set of available firing fractions, with the set of available firing fractions varying as a function of engine speed such that more firing fractions are available at higher engine speeds than at lower engine speeds. The controller then direct firings in a skip fire manner that delivers the selected fraction of firings.

A system for an engine, comprising of a cylinder located in the engine, a fuel delivery system for varying relative delivery amounts of a first and second injection type into said cylinder, and a controller configured to adjust a parameter affecting flow through the engine in response to said relative delivery amounts of said first and second injection type.

An intake electromagnetic driving valve and an exhaust electromagnetic driving valve are provided which use electromagnetic force to drive an intake valve and an exhaust valve, respectively. In step 102, the ratio between the number of combustion execution cycles and the number of combustion halts is set to obtain a desired target output value. Output control patterns that each consist of combustion execution timing equivalent to the required number of combustion execution cycles, and combustion halt timing equivalent to the required number of combustion halts are set in step 106, 114. In steps 108 to 112, or 118 to 122, in accordance with the output control patterns, whether combustion is to be executed is set with respect to the explosion timing that arrives in each cylinder in order.

During operation with part load, a gasoline internal combustion engine is operated with a lean air / fuel mixture by auto-ignition. During operation with full load, spark-ignition is used to operate the engine. The internal combustion engine is operated in three auto-ignition combustion modes depending upon magnitude of a predetermined operating parameter. The operating parameter is indicative of the engine load or the engine speed. The three auto-ignition combustion modes are a gasoline reform auto-ignition combustion mode, an auto-ignition stratified charge combustion mode, and an auto-ignition homogeneous charge combustion mode. In the gasoline reform auto-ignition combustion mode that may be selected during operation with low part load, a first fuel injection during an exhaust gas retaining phase produces sufficient amount of active fuel radicals for promotion of auto-ignition of air / fuel mixture produced by a second fuel injection during the subsequent compression phase. In the auto-ignition stratified charge combustion mode that may be selected during operation with intermediate part load, a fuel injection during compression phase supports auto-ignition. In the auto-ignition homogeneous charge combustion mode that may be selected during operation with high part load, a fuel injection during intake phase supports auto-ignition.

Part load operating point for a controlled auto-ignition four-stroke internal combustion engine is reduced without compromising combustion stability through load dependent valve controls and fueling strategies. Optimal fuel economy is achieved by employing negative valve overlap to trap and re-compress combusted gases below a predetermined engine load and employing exhaust gas re-breathing above the predetermined engine load. Split-injection fuel controls are implemented during low and intermediate part load operation whereas a single-injection fuel control is implemented during high part load operation. Split-injections are characterized by lean fuel / air ratios and single-injections are characterized by either lean or stoichiometric fuel / air ratios. Controlled autoignition is thereby enabled through an extended range of engine loads while maintaining acceptable combustion stability and emissions at optimal fuel economy.

A method for managing vapors generated by a first and second reservoir onboard a vehicle traveling on the road, the method comprising of inducting vapors from the first and second reservoirs during engine operation; and reducing flow of vapors from first the reservoir to second reservoir and from the second reservoir to the first reservoir.

Improved exhaust gas recirculation system and methods that use one or more of the engine's cylinders as dedicated EGR cylinders. All of the exhaust from the dedicated EGR cylinders is recirculated back to the engine intake. Thus, the EGR rate is constant, but the EGR mass flow may be controlled by adjusting the air-fuel ratio of the dedicated EGR cylinders or by using various variable valve timing techniques.