Abstract: An engine device including, a cylinder block having one side portion to which a flywheel that is rotated integrally with a crankshaft is disposed. The engine device is provided with a starter that transmits a rotational force to the flywheel at a time of engine start. A flywheel housing, which accommodates the flywheel and includes a starter attachment pedestal for attaching the starter, is attached to the one side portion of the cylinder block. The starter is disposed inner side of the engine than a portion of the flywheel housing , the portion being located outermost in the engine with respect to a direction that is perpendicular to a direction along a crankshaft center and that is parallel to the cylinder head joining surface of the cylinder block.
Abstract: A piston and cylinder arrangement is disclosed in which a field of spaced pockets is provided on the walls of a piston skirt and/or the cylinder to create a seal equivalent between the piston and the cylinder. The pockets may be provided in a pattern having a plurality of vertically spaced rows.
Abstract: Provided is a cast-iron cylindrical member having projections (P) formed integrally with a casted surface (an outer peripheral surface), and a composite structure including the cast-iron cylindrical member and an outer periphery-side member. The cast-iron cylindrical member satisfies: (A) 0.50 mm>a height (H) of the projections (P)?0.20 mm; (B) 180?a total number (N) of the projections (P) per cm2 of the outer peripheral surface?61; (C) the projections (P) include a projection (Pn) having a constricted shape; (D) a ratio (NP) of the projections (Pn) to the projections (P)?50%; (E) a bonding strength index (S) expressed by: S=H2×N×NP is equal to or larger than 310; and (F1) a bonding strength F(Al) obtained when the outer peripheral surface of the cast-iron cylindrical member is cast-in inserted with an aluminum alloy exceeds a boundary bonding strength (Fb) expressed by: Fb=1.325×H2×N?0.75.
Abstract: Provided is a PCV valve assembly that includes a fluidic geometry that allows for the flow of combustion fluid/gas to flow between an inlet and an outlet and switch between two modes of operation, (i) a radial or high flow mode, and (ii) a tangential or low flow mode, as dictated during the operation of the engine. At low vacuums, the fluidic equipped PCV valve assembly has been tuned to operate in the radial mode producing high flow rates due to low flow resistance. As vacuum increases, the PCV valve assembly is tuned to automatically switch modes. This may be enabled due to the shape of the fluidic geometry and the bypass channel which is adapted to vary the amount of flow between a first and a second control ports. The bypass channel allows the geometric fluidic pattern to switch between the high flow mode and the low flow mode.
Abstract: A flow control valve includes a housing including an inflow port and an outflow port which communicates with the inflow port, a valve body housed in the housing and formed in a cylindrical form, the valve body allowing and prohibiting a fluid to flow between the inflow port and the outflow port by moving in an axial direction, an actuator moving the valve body in the axial direction, and a partition wall arranged between the valve body and the inflow port and causing a flow path from the inflow port to the valve body to be branched towards an outer peripheral side of the valve body.
Abstract: An ECU includes a motor control unit that controls energization to a motor, and a fixation determination unit that makes a determination on fixation of a valve body. The motor drives the valve body housed in a housing of a control valve. When the fixation determination unit has determined that the valve body is fixed, the motor control unit performs fixation-time control that energizes the motor so as to drive the valve body.
Abstract: Internal combustion engines that use the pumping motion of the engine pistons to supercharge the cylinder with air/charge are disclosed. The pistons may include a skirt with a field of pockets that provide a ringless, non-lubricated, seal equivalent. The piston heads may be domed with one or more depressions to facilitate the movement of air/charge in the cylinder. The engines also may have non-circular, preferably rectangular, cross-section pistons and cylinders. The engines also may use multi-stage poppet valves in lieu of conventional poppet valves, and may include a split crankshaft. The engines also may operate in an inverted orientation in which the piston is closer to the local gravitationally dominant terrestrial body's center of gravity at top dead center position than at bottom dead center position.
Abstract: An internal combustion engine for a motor vehicle included a crankshaft, at least one piston coupled to the crankshaft for performing strokes in a cylinder as a consequence of a rotation of the crankshaft. An eccentric shaft is coupled to the crankshaft and to the piston in such a manner that through it strokes of the piston are extendable. The internal combustion engine further includes a phase adjuster for adjusting a phase of the coupling of the eccentric shaft to the crankshaft and/or a stroke adjuster for adjusting strokes of the piston, in particular an extension of strokes of the piston by the eccentric shaft.
Abstract: A control system for carburation of an internal combustion engine in use conditions comprising following activities: starting the engine with a value of ? equals ?0=?T; constructing a curve ci(?) of the ionization current ? as a function of the angular position a of the crank shaft; selecting, on this curve ci(?), a number of points at intervals ?? of the rotation angle a; calculating value z, equal to integral from 0 to 360° of the curve ci(?), is done by summing products ??×ci for all preselected points; interrupting supply of fuel for some cycles in order to externally modify factor ?0 and take it to value ?1; for value ?1 constructing curve ci(?) and calculating value z1; calculating difference ?z=z1?z0, and if the difference is >?zref in absolute value, intervening on carburation by increasing the quantity of fuel injected in a case of a positive difference (lean mixture) and by reducing the quantity of fuel injected in a case of a negative difference (rich mixture).
May 2, 2016
Date of Patent:
March 17, 2020
Alessandro Grisendi, Walter Lo Casale, Gianluca Barbolini, Marco Ferrari
Abstract: A coolant bottle defines a first chamber and a second chamber fluidly coupled to the first chamber at a valve seat. The first chamber is fluidly coupled to a source of heated engine cooling fluid, while the second chamber is fluidly coupled to an engine water pump. A thermally responsive actuator is disposed within the first chamber, and has a thermally actuated sliding member having a valve seat engaging surface. The thermally actuated sliding member is movable from a first open position to a second closed position when the coolant is above a first temperature. The thermally responsive actuator is disposed within the first chamber.
Abstract: A sliding mechanism 1 includes a first sliding member 10 and a partner second sliding member 20 configured to slide relative to the first sliding member 10. The first sliding member 10 includes a matrix phase 11 and a hard phase 13 that is harder than the matrix phase 11, in which the hard phase 13 is embedded in the matrix phase 11 in a dispersed state. The second sliding member 20 includes a base 21 and a surface-treatment layer 23 that is formed on the sliding surface 20 of the base 21 and is harder than the matrix phase 11.
Abstract: A turbocharger includes a turbine wheel, a compressor wheel, a shaft coupled to the turbine wheel and the compressor wheel, and a thrust bearing. The thrust bearing includes a loaded side and an unloaded side. The loaded side bears a majority of axial loading caused by force imbalances between the turbine wheel and the compressor wheel during engine startup. The thrust bearing restricts oil flow to the unloaded side as compared to the loaded side during engine startup.
Abstract: An internal combustion engine (ICE) including an engine block including a plurality of cylinders, a piston arranged in each of the plurality of cylinders, and a piston cooling jet (PCJ) mounted to direct a flow of coolant at the piston in each of the plurality of cylinders. The PCJ includes an inlet, an outlet, and a controlled flow passage allowing a substantially continuous flow of coolant to pass from the inlet to the outlet.
Abstract: A method for operating a drive device for a motor vehicle, which has an internal combustion engine, an electric motor, and a gearshift transmission. A drive shaft of the internal combustion engine can be coupled by a shift clutch to a motor shaft of the electric motor and the motor shaft is coupled to a transmission input shaft of the gearshift transmission. A driven shaft of the drive device is coupled to or can be coupled to a transmission output shaft of the gearshift transmission. In a first shifting state, the shift clutch is disengaged for decoupling of the internal combustion engine and the electric motor and, in a second shifting state, is engaged for coupling of the internal combustion engine and the electric motor.
December 15, 2017
Date of Patent:
March 10, 2020
Michael Schneider, Henrik Kaartometsä, Bernhard Brückl
Abstract: An oil cooled cylinder liner, a method for cooling the same, and an opposed piston engine using the oil cooled cylinder liner are described. The cylinder liner includes a liner wall that has an inner face adjacent a piston bore and an outer face including an oil gallery surface. A plurality of grooves are disposed along the oil gallery surface. The grooves run parallel to each other and are spaced apart by bridging portions of the liner wall. At least some of the grooves have at least one fin disposed therein that runs parallel with the grooves. The grooves in combination with the fins increase surface area of the oil gallery to improve heat transfer from the liner wall to oil disposed along the oil gallery surface.
Abstract: To provide a sintered valve seat having excellent valve coolability making it usable for high-efficiency engines, as well as excellent deformation resistance, wear resistance and detachment resistance, the valve seat is provided with a two-layer structure having a seat layer repeatedly abutting a valve face, and a support layer abutting bottom and inner peripheral surfaces of a valve-seat-press-fitting opening of a cylinder head; the seat layer containing at least one selected from Co-based hard particles and Fe-based hard particles in a matrix of Cu or its alloy; and the support layer containing at least one selected from Fe particles and Fe alloy particles in a matrix of Cu or its alloy.
Abstract: An end plate for a vehicle includes an upper end plate, a lower end plate, and a cover that covers a gap between a lower end edge of the upper end plate and an upper end edge of the lower end plate. The vehicle includes an engine and a housing. The engine is fastened to the housing through the end plate. A first stepped portion having a pair of a first flat surface and a second flat surface intersecting with the first flat surface is provided on the engine side of the cover. The first flat surface is inclined downward with respect to a horizontal plane as the first flat surface is directed toward the engine side.
Abstract: A compressor of a gas turbine engine is described which includes a rotor and a stator located immediately downstream of the rotor. The stator comprises a plurality of stator vanes each having an airfoil extending along a generally radial span between a root and a tip of the airfoil. The radially inner portion has aerodynamic forward sweep at the leading edge, the forward sweep having a maximum forward sweep that is more forward than a sweep at the leading edge in the intermediate portion.
Abstract: The invention relates to a two-stroke internal combustion engine, in particular for a motor vehicle, with direct fuel injection, comprising at least one working cylinder (1) which comprises a bushing and in which a piston (6) can be moved in an oscillating manner; at least one outlet channel (2) which opens into the working cylinder (1) above the upper dead center of the piston (6); at least two inlet openings (5) which are distributed over the circumference of the bushing and which open into the working cylinder (1) above the lower dead center of the piston (6) such that a uniflow scavenging process of the working cylinder (1) is produced during the operation of the two-stroke internal combustion engine; and a slider which releases and closes the inlet openings (5), whereby the slider is designed as a tube slider (4) which surrounds the bushing of the working cylinder (1) and which comprises a closed casing.
Abstract: A low-pressure loop EGR device for an engine with a supercharger, EGR passage, and EGR valve. An ECU controls the EGR valve to fully close, the intake valve to fully open, and the throttle valve to open at a sonic opening degree during deceleration and fuel cut-off. The ECU obtains an actual opening degree of the throttle valve based on the detected intake amount and a predetermined reference formula of valve passing flow rate. The ECU performs correction control of the throttle valve based on a throttle opening degree correction value learned from a difference of the actual opening degree and the predetermined opening degree. The ECU obtains an actual opening degree of the intake valve similarly to the above, and performs correction control of the intake valve based on an intake opening degree correction value learned by the difference between the actual opening degree and the predetermined opening degree.