51results about How to "Fast warm-up" patented technology

An exhaust system includes a first SCR catalyst and a second SCR catalyst positioned downstream of the first SCR catalyst. A first injector is provided upstream of the first SCR catalyst, and a second injector is provided upstream of the second SCR catalyst. The exhaust system further includes a gaseous ammonia supply device fluidly connected to the first injector for supplying gaseous ammonia to the exhaust gas by the first injector, and an ammonia-containing reductant reservoir fluidly connected to the second injector for supplying a fluid ammonia-containing reductant, such as urea, to the exhaust gas by the second injector. The first SCR catalyst has a smaller volume than the second SCR catalyst for a fast warm-up of the first SCR catalyst.

A cooling system for an internal combustion engine incorporating a heat accumulator to temporarily store heat during peak heat loads. In automotive vehicles, the heat accumulator may store excess heat generated during vehicle acceleration or hill climbing and it may dissipate stored heat during vehicle cruise, deceleration, or engine idle. The heat accumulator contains phase change material with a solid-to-liquid transition temperature higher than the normal operating temperature of the cooling system. The invention enables reducing the size and weight of engine cooling system without compromising its performance. This is particularly important for improving fuel economy and reduction of emission in automotive vehicles. In addition, the invention enables reducing the coolant inventory in the system thereby allowing for faster engine warm-up and reduced emissions of harmful pollutants during a cold engine start. The invention may be also used for thermal management of engine oil, transmission fluid, or hydraulic fluid.

An electric motor which has a separate end cap heat exchanger, through which a liquid coolant is passed, is disclosed. In one example embodiment, the electric motor is a traction motor or motor-generator in a hybrid electric vehicle having an internal combustion engine. Additionally, in one embodiment, the heat exchanger has a low-temperature coolant loop configured to extract energy from the motor coolant. The electric motor may be installed in a variety of vehicles or other applications having greatly differing cooling requirements. By placing the heat exchanger and control componentry in the end cap, the cooling capability of the electric motor can be changed by selecting an end cap with the appropriate heat transfer characteristics and control componentry to provide the desired cooling. Consequently, a single electric motor, with a variety of end cap choices, can be used in a variety of applications.

Intake air is severely restricted during cold start of a diesel engine to provide high engine-out exhaust gas temperatures and quickly heat exhaust treatment devices. Cylinder pressures are maintained substantially below the pressure of the ambient atmosphere during a principal portion of the intake stroke of each combustion cycle to promote rapid fuel vaporization and higher combustion temperatures. The engine is operated in a premixed charge compression ignition combustion mode to provide a high engine-out exhaust temperature, stable combustion, and low emissions during the cold start period.

An electric motor which has a separate end cap heat exchanger, through which a liquid coolant is passed, is disclosed. In one example embodiment, the electric motor is a traction motor or motor-generator in a hybrid electric vehicle having an internal combustion engine. Additionally, in one embodiment, the heat exchanger has a low-temperature coolant loop configured to extract energy from the motor coolant. The electric motor may be installed in a variety of vehicles or other applications having greatly differing cooling requirements. By placing the heat exchanger and control componentry in the end cap, the cooling capability of the electric motor can be changed by selecting an end cap with the appropriate heat transfer characteristics and control componentry to provide the desired cooling. Consequently, a single electric motor, with a variety of end cap choices, can be used in a variety of applications.

An engine ECU executes a program including the step of detecting engine start, the step of detecting, when rapid catalyst warm-up is necessary, the temperature of the engine coolant THW, the step of estimating, when the THW is lower than a predetermined threshold value, the amount of fuel sticking to the wall surface of an intake port and calculating a cold-state increase correction value Q (P) for an intake manifold injector, the step of changing the DI ratio r to satisfy the cold-state increase correction value Q (P), and the step of performing the rapid catalyst warm-up.

A fixing device including a magnetic field generating device to generate a magnetic field, a fixing member to heat a recording material by heat generated in a first recording material passing area having a first width on the fixing member by electromagnetic induction heat generation by the magnetic field formed by the magnetic field generating device, a pressing member to form a nip portion where the pressing member and the fixing member press against each other to fix an unfixed image on the recording material, and at least one radiation heating device configured to heat a second recording material passing area having a second width.

A fixing device including a magnetic field generating device to generate a magnetic field, a fixing member to heat a recording material by heat generated in a first recording material passing area having a first width on the fixing member by electromagnetic induction heat generation by the magnetic field formed by the magnetic field generating device, a pressing member to form a nip portion where the pressing member and the fixing member press against each other to fix an unfixed image on the recording material, and at least one radiation heating device configured to heat a second recording material passing area having a second width.

The conversion of NOx to nitrogen in the exhaust of a lean burn engine using a hydrocarbon assisted-selective catalytic reduction system is benefited by a two-stage oxidation catalyst-reduction catalyst SCR reactor. The character and quantity of the oxidation catalyst is managed to just activate the hydrocarbon reductant at low temperatures (but not fully burn it at high temperatures) to increase its NOx reduction efficiency as the exhaust then contacts the larger reduction catalyst stage of the two-stage reactor.

The conversion of NOx to nitrogen in the exhaust of a lean burn engine using a hydrocarbon assisted-selective catalytic reduction system is benefited by a two-stage oxidation catalyst-reduction catalyst SCR reactor. The character and quantity of the oxidation catalyst is managed to just activate the hydrocarbon reductant at low temperatures (but not fully burn it at high temperatures) to increase its NOx reduction efficiency as the exhaust then contacts the larger reduction catalyst stage of the two-stage reactor.

During the time period from the start of an engine to the completion of a catalyst warming-up, the drive of a blower in an air-conditioning equipment is inhibited to suppress the heat-exchange of the air, which is caused to flow in an air duct by the drive of the blower, with cooling water in a heater core disposed in a circulating passage. Therefore, the heat generated in the engine is restrained from being fed to the inside of a compartment through that air after fed to the cooling water. As a result, the temperatures of the engine and the cooling water rise quickly, and the temperature of the exhaust of the engine rises so that the heat is efficiently fed to the catalyst through the exhaust. This means that the heat generated in the engine is preferentially fed through the exhaust to the catalyst that is the portion needing the feed of heat at a low temperature, other than the compartment in the automobile.

This invention provides an improved means of quickly warming a pulse tube (165) by shifting the phase relation of flow to the warm end of the pulse tube relative to flow to the warm end (117) of the pulse tube relative to flow to the warm end of the regenerator (160) using a “four valve” concept and the “active buffer” concept. Several different pulse tube configurations and valve timing relations that are effective at reversing the cycle from the normal mode, which produces cooling at the pulse tube heat station, to a reverse mode that produces heating are disclosed.

A cooling system for an internal combustion engine incorporating a heat accumulator to temporarily store heat during peak heat loads. In automotive vehicles, the heat accumulator may store excess heat generated during vehicle acceleration or hill climbing and it may dissipate stored heat during vehicle cruise, deceleration, or engine idle. The heat accumulator contains phase change material with a solid-to-liquid transition temperature higher than the normal operating temperature of the cooling system. The invention enables reducing the size and weight of engine cooling system without compromising its performance. This is particularly important for improving fuel economy and reduction of emission in automotive vehicles. In addition, the invention enables reducing the coolant inventory in the system thereby allowing for faster engine warm-up and reduced emissions of harmful pollutants during a cold engine start. The invention may be also used for thermal management of engine oil, transmission fluid, or hydraulic fluid.

If it is determined that an engine has been started, an engine coolant temperature is detected. If the engine coolant temperature is equal to or lower than a threshold value, the catalyst quick warm-up control is started to retard ignition timing, and a signal indicating a command to increase an operate angle is transmitted to a VVLA controller. When a VVT hydraulic pressure is increased to a predetermined value, a signal indicating a command to decrease the operate angle is transmitted to the VVLA controller, and a signal indicating a command to advance open timing of an intake valve is transmitted to a VVT controller so that the open timing of the intake valve is not changed. If the engine coolant temperature is equal to or higher than a threshold value, the catalyst quick warm-up control ends, and the ignition timing is returned to normal timing.

A light source includes an enveloped chamber (32) enclosing an ionizable medium (46) and at least one laser source to provide continuous energy to the plasma (64), i.e. the excited and ionized medium, for producing high-brightness light. The envelop (34) prevents the thermal convection on the inner chamber and provides insulation to the heat transferred out of the plasma so as to generate more stable and stronger emission of light. A method for producing enhanced-brightness light includes the using of multiple chamber assemblies (178a and 178b) and at least one laser source (164) to power the plasma within each chamber assembly in sequence. A method for improving the efficiency of laser usage includes a procedure to re-focus the unabsorbed laser beam (270) back to the same plasma (272) so that more laser energy can be absorbed by the plasma to deliver increased light output.

The invention is directed to a trap material use in a chemical trace detection portal for detecting trace amounts of contraband, and more particularly for detecting vapors and particles emitted from drugs and explosive devices. The trap material is made of a metallic foam material, such as aluminum foam metal, copper foam metal, stainless steel foam metal, or a silica-carbon foam metal, which have high thermoconductivity and reduced density, as compared to conventional trap materials, thereby ensuring that the internal temperature of the subject trap rapidly achieves the temperature required during desorbing of the trace materials.

A system and method are provided for reducing dynamic EVM of an integrated circuit power amplifier (PA) used for RF communication. In a multistage PA, the largest amplification stage is biased with a high amplitude current pulse upon receipt of a Tx enable, before receipt of the RF signal data burst. The high amplitude current pulse causes a large portion of the total ICQ budget of the multistage PA to pass through the largest amplification stage causing the entire integrated circuit to rapidly approach steady-state operating conditions. A smoothing bias current is applied to the largest amplification stage after the pulse decays to compensate for transient bias current levels while standard bias circuitry is still approaching steady-state temperature.

A seat heating element and electronic temperature selector is provided for use in a motorcycle or other saddle-type vehicle, driven by an engine as a source of power. A vehicle seat is provided with first and second heating elements, and the temperature selector controls a supply of electric power to the heating elements, to warm up the vehicle seat. The control unit includes first and second electric relays for use in temporarily blocking power from the electric power source to the heating element, for a predetermined interval, upon detection of an accelerated state of the vehicle. The heating element and control system thereof improves acceleration performance of the vehicle, even when using an electric seat heating element, by temporarily interrupting electric power flow to the seat heating element during acceleration.

A closed loop fluid cooling system for marine motors is described. The system includes a motor cooling circuit in fluidic communication with fluid cooling jackets about a motor. The system includes a heat dissipation circuit. The motor cooling circuit is in closed fluidic communication with the heat dissipation circuit. A cooling fluid variably circulates between the motor cooling circuit and the heat dissipation circuit. A heat dissipation member is in fluidic communication with the heat dissipation circuit to receive the circulating cooling fluid, and the heat dissipation member is submerged in the body of water in which the boat is traveling to transfer heat from the cooling fluid to the body of water. A temperature control valve is in fluidic communication with the motor cooling circuit and the heat dissipation circuit. The temperature control valve variably connects the motor cooling circuit and the heat dissipation circuit in response to a temperature of the cooling fluid or the motor to provide for the circulation of the cooling fluid between the motor cooling circuit and the heat dissipation circuit.

A lamp assembly provides both instant light through use of an incandescent / halogen lamp source and an energy saving type light provided by a compact fluorescent lamp source. Both light sources are enclosed within a common envelope or outer bulb. The sensor member monitors a temperature of the cathode and mercury reservoir of the compact fluorescent lamp source in order to determine when to terminate power to the incandescent lamp source.

An engine cooling apparatus includes a coolant inlet of a block water jacket formed in a cylinder block, wherein coolant is introduced into the block water jacket through the coolant inlet, a flow-directing plate that is disposed in the block water jacket at a position downstream of the coolant inlet, and that directs the coolant, which has been introduced into the block water jacket through the coolant inlet, toward a head water jacket and a control portion that controls inflow of the coolant from the head water jacket into the block water jacket.

A far infrared heater having a housing provided on its top with an opening, a far infrared heating member is provided beneath the opening; the far infrared heating member is provided beneath it with a supporting structure to support the far infrared heating member able to emit far infrared rays to all sides. The far infrared heating member is electrically connected with a control device that includes a touch control plate provided on the housing for direct pressing by a user. Hence the far infrared heating member can emit far infrared rays to radiate out from of the opening of the housing when it is turned on.

A closed loop fluid cooling system for marine motors is described. The system includes a motor cooling circuit in fluidic communication with fluid cooling jackets about a motor. The system includes a heat dissipation circuit. The motor cooling circuit is in closed fluidic communication with the heat dissipation circuit. A cooling fluid variably circulates between the motor cooling circuit and the heat dissipation circuit. A heat dissipation member is in fluidic communication with the heat dissipation circuit to receive the circulating cooling fluid, and the heat dissipation member is submerged in the body of water in which the boat is traveling to transfer heat from the cooling fluid to the body of water. A temperature control valve is in fluidic communication with the motor cooling circuit and the heat dissipation circuit. The temperature control valve variably connects the motor cooling circuit and the heat dissipation circuit in response to a temperature of the cooling fluid or the motor to provide for the circulation of the cooling fluid between the motor cooling circuit and the heat dissipation circuit.

A method for recovering exhaust heat for an engine is disclosed herein. The method includes during an engine operation, reducing a volume of a circulating heat transfer fluid and discharging a heat storage device to heat an engine component. The method further includes distributing the circulating heat transfer fluid to one or more heat exchangers each in thermal contact with one or more engine systems.

Systems are provided to providing water to the bore bridges of a cylinder block that contains an oil cooling system. An oil-cooled cylinder block may be desirable to aid in rapidly increasing engine temperature during engine warm-up, but high local temperatures may exist in the bore bridges in between adjacent cylinders, thereby leading to adverse performance. To control the high local temperatures while maintaining rapid engine warm-up, systems are proposed to provide water coolant from the cylinder head into cross-drilled passages located in the bore bridges of the cylinder block while cooling the rest of the cylinder block with oil or a different coolant.

Disclosed herein is an exhaust heat recovery apparatus for a vehicle, in which a heat accumulator has improved heat accumulation performance and heat exchange performance, whereby an engine can be rapidly warmed up in a cold start so that fuel efficiency can be enhanced, a pollutant emission rate can be reduced, and it is possible to heat a passenger compartment immediately after the engine starts.

An engine cooling apparatus includes a coolant inlet of a block water jacket formed in a cylinder block, wherein coolant is introduced into the block water jacket through the coolant inlet, a flow-directing plate that is disposed in the block water jacket at a position downstream of the coolant inlet, and that directs the coolant, which has been introduced into the block water jacket through the coolant inlet, toward a head water jacket and a control portion that controls inflow of the coolant from the head water jacket into the block water jacket.

An elastic bandage is disclosed, enabling the bandage to be applied with improved ease, predictability and controllability, even on body parts having variable circumference. The bandage comprises an elongate strip of a stretchable elastic textile material, wherein a first set of repeated markings are provided and distributed along the longitudinal direction of the elongate strip for correlation of markings within different turns, allowing turns having the same length of unstretched elastic bandage to be wrapped and stretched around various circumferences with different yield rates. Further, the elastic property of the elongate strip is such that the pressure exerted by such turns having the same length of unstretched elastic bandage varies less than 30% over a range of approximately circular circumferences providing a range of yield rates from λ1 to λ2, wherein λ2 / λ1>1.8.