A combustion device for an engine and a method for designing a piston includes a cylinder head, a cylinder block cooperating with the cylinder head, and a piston disposed in the cylinder block. The cylinder head includes an intake valve setting region and an exhaust valve setting region. The surface of the piston adjacent to the cylinder head includes a first concave surface and a squeezing surface adjacent to the first concave surface. The squeezing surface includes a first squeezing surface corresponding to the intake valve setting region and a second squeezing surface corresponding to the exhaust valve setting region. A combustion chamber is formed between the first concave surface and the cylinder head. The second squeezing surface includes a flow guide groove. The flow guide groove includes two first notches facing the combustion chamber.
An airway structure, a cylinder cover and a Miller-profile engine are provided. The airway structure includes an intake duct and an intake valve arranged on an intake side, and an exhaust duct and an exhaust side roof arranged on an exhaust side. An angle of an axis of an intake valve stem relative to an assembly bottom surface of the cylinder cover is a1; an angle between a revolution cone surface of an intake valve disc and the axis of the intake valve stem is a2, an angle between a plane where the exhaust side roof is located and the assembly bottom surface is a3, a lower guide surface of the intake duct close to an intake throat is inclined downward at an angle of a4 relative to the assembly bottom surface. The airway structure satisfies: a3-3°≤a1-a2≤a3+3°; and/or, a4-3°≤a1-a2≤a4+3°.
WEIFANG WEICHAI POWER TECHNOLOGY CO., LTD. (Chine)
Inventeur(s)
Shi, Jiatao
Yang, Yingzhen
Zhao, Guangliang
Li, Wenxue
Ni, Jiawei
Wu, Liting
Abrégé
Disclosed in the present application are a remote data transmission system for a vehicle, and a control method and a vehicle. The remote data transmission system comprises a control module (20), a transmission module (60), an encryption module (70), an enable module (40), a power source (30) and a temperature measurement module (50), which are integrated on a PCB (10), wherein the transmission module (60) comprises a 4G communication module (601); and the control module (20) is connected to the 4G communication module (601); the control module (20) is connected to the temperature measurement module (50), and is used for receiving temperature measurement information and then controlling the working condition of the 4G communication module (601) on the basis of the temperature measurement information; the encryption module (70) is connected to the 4G communication module (601); and the enable module (40) is connected in series between the power source (30) and the transmission module (60), and the enable module (40) is connected to the control module (20).
H04W 4/40 - Services spécialement adaptés à des environnements, à des situations ou à des fins spécifiques pour les véhicules, p. ex. communication véhicule-piétons
4.
Control method for combustion system, combustion system, and diesel engine
In a control method for the combustion system, spatial intensities of entrainment effects in a cylinder of fuel sprays of the two injections can be superimposed by means of two main fuel injections, two organizations of the fuel sprays for a flow field in the cylinder are implemented; by determining a duration and a first injection pressure of first main fuel injection, a cylinder pressure can at least reach an upper limit threshold of the cylinder pressure; and during second main fuel injection, in a time period when the cylinder pressure drops from the upper limit threshold of the cylinder pressure to a set cylinder pressure, a change rate of the curve slope of a cylinder pressure change curve at each time point is within a set range of slope change rates, and a rotation angle of a crankshaft is not smaller than a first preset rotation angle.
F02D 35/02 - Commande non électrique des moteurs en fonction des conditions extérieures ou intérieures aux moteurs, non prévue ailleurs des conditions intérieures
F02D 41/40 - Commande de l'injection de combustible du type à haute pression avec des moyens pour commander la synchronisation ou la durée de l'injection
5.
Cylinder deactivation control method and apparatus of engine, and engine
In a cylinder deactivation control method of an engine, a cylinder deactivation trigger moment of a to-be-controlled engine is determined; a second cycle and a cylinder deactivation mode corresponding to the next first cycle are determined according to the crankshaft rotation speed at the cylinder deactivation trigger moment, the target torque at the cylinder deactivation trigger moment, and a second cycle and a cylinder deactivation mode corresponding to the current first cycle at the cylinder deactivation trigger moment; the cylinder pressure type of each cylinder in the current first cycle is determined in conjunction with the cylinder deactivation modes of three adjacent first cycles; the fuel injection quantity of each ignition cylinder in the current first cycle is determined based on the calibrated preset fuel injection quantity chart of the first cycle.
In a cylinder deactivation control method of an engine, a cylinder deactivation trigger moment of a to-be-controlled engine is determined; a second cycle and a cylinder deactivation mode corresponding to the next first cycle are determined according to the crankshaft rotation speed at the cylinder deactivation trigger moment, the target torque at the cylinder deactivation trigger moment, and a second cycle and a cylinder deactivation mode corresponding to the previous first cycle at the cylinder deactivation trigger moment; the fuel injection quantity of the ignition cylinder in the next first cycle is determined.
Provided are a control method for an air intake intercooler of an engine and a control system thereof, which relates to the technical field of intercoolers. The air intake intercooler includes a primary thermal management unit that can heat and cool intake air. The control method for the air intake intercooler includes acquiring real-time air intake temperature of an air inlet of the intake intercooler; controlling the primary thermal management unit to turn on a heating mode in response to the real-time air intake temperature being lower than a set minimum temperature limit value; and controlling the primary thermal management unit to turn on a cooling mode in response to the real-time air intake temperature being higher than the set maximum temperature limit.
A turbine and a turbocharger. The turbine (10) comprises a hub (11) and blades (12), and the plurality of blades (12) are arranged in the circumferential direction around the axis of the hub (11); the front edge (12a) of each blade (12) is in a bent shape, the curvature of the front edge (12a) first increases from the root of the blade (12) to the top direction of the blade (12), and then decreases. The position where the curvature of the front edge (12a) suddenly changes is an inflection point position, the vertical distance between the top of the front edge (12a) and the inflection point position is defined as h1, the vertical distance between the root of the front edge (12a) and the inflection point position is defined as h2, where h1 = (0.65-1) h2. By improving the structure of the blades (12) of the turbine (10), the secondary flow phenomenon at the inlet of the turbine is effectively improved, the loss can be reduced, and efficiency of the turbocharger is improved.
A flow guide vane (100) and a design method therefor, a diffuser (1000), a compressor (10000), and a supercharger. Flow guide vanes (100) are mounted on the diffuser (1000). In the direction close to the diffuser (1000), the side surface of each flow guide vane (100) facing an air inlet of the diffuser (1000) is inclined in the direction away from the air inlet of the diffuser (1000), that is, in the direction from the bottom end to the top end of the flow guide vane (100), the length of the flow guide vane (100) is increased, and the longer the length is, the greater the viscous resistance of an airflow to the flow guide vane (100) is, thereby reducing the speed of the flow guide vane (100) in the direction from the top end to the bottom end, and further improving the uniformity of the distribution of the airflow entering the diffuser (1000). According to the flow guide vanes (100), in the direction away from the diffuser (1000), inlet vane angles of the flow guide vanes (100) are gradually decreased, that is, the flow guide vanes (100) are provided with different inlet vane angles in the height direction, thereby adapting to airflow incident angles of different heights, and improving the efficiency and pressure ratio of the diffuser (1000).
An exhaust aftertreatment device, a control method for the exhaust aftertreatment device, and a vehicle. The exhaust aftertreatment device comprises: a second treatment device and a first treatment device, which are sequentially arranged in an exhaust flow direction; and a bypass pipeline (7) and a control valve (8), wherein the first treatment device comprises a first DOC (1), a DPF (2), and a first SCR (3), which are sequentially arranged in the exhaust flow direction, the second treatment device comprises a second DOC (5) and a second SCR (6), which are sequentially arranged in the exhaust flow direction, the bypass pipeline (7) is in communication with both an input end of the second DOC (5) and an output end of the second SCR (6), and the control valve (8) is configured to control the connection or disconnection of the bypass pipeline (7). The control method is applied to the exhaust aftertreatment device.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
F01N 13/00 - Silencieux ou dispositifs d'échappement caractérisés par les aspects de structure
F01N 9/00 - Commande électrique des appareils de traitement des gaz d'échappement
A transmission system, comprising an input shaft (1), an output shaft (2), a planetary gear train assembly (3), a first transmission assembly (4), a second transmission assembly (5), and a third transmission assembly (6), wherein the planetary gear train assembly (3) comprises a first sun gear (31), a planetary gear (32), a gear ring (33), a planetary carrier (34) and a second sun gear (35); the first transmission assembly (4) comprises a hydrostatic unit (41), and the hydrostatic unit (41) can adjust the transmission ratio between the input shaft (1) and the second sun gear (35); the input end of the second transmission assembly (5) is in transmission connection with the input shaft (1), and the output end thereof is selectively in transmission connection with the first sun gear (31) and the gear ring (33); and the planetary carrier (34) is in transmission connection with the first output gear (61) and the second output gear (62), the first output gear (61) and the second output gear (62) are both selectively in transmission connection with the output shaft (2), and the planetary carrier (34) can drive the output shaft (2) to rotate in a first direction by means of the first output gear (61), and can drive the output shaft (2) to rotate in a second direction opposite to the first direction by means of the second output gear (62). The transmission system enables the output shaft to have multiple speed stages in opposite directions and have the same number of speed stages in opposite directions, and is steplessly adjustable in each speed stage, thereby reducing the gear shifting frequency and reducing the labor intensity. Further provided is a transmission method for a transmission system.
A control method for the combustion system comprises: a fuel injector conducts first primary spray and second primary spray at intervals, and the fuel injector injects fuel to a first arc ridge during the first primary spray; and the fuel injector sprays fuel to a second arc ridge during the second primary spray. By adopting a combustion chamber having two arc ridges and respectively injecting fuel to the two arc ridges by means of the fuel injector, it can be ensured that the amount of fuel shared by each arc ridge is reduced, gathering the fuel at a single arc ridge can be avoided, and it is beneficial to exert the improvement effect of the arc ridge on a wall impact jet flow velocity field at the tail end of a fuel beam, such that the fuel and gas distribution in a cylinder is facilitated.
F02D 41/40 - Commande de l'injection de combustible du type à haute pression avec des moyens pour commander la synchronisation ou la durée de l'injection
F02D 41/38 - Commande de l'injection de combustible du type à haute pression
Disclosed in embodiments of the present application are an anti-sliding control method and device. The anti-sliding control method comprises: in response to a vehicle to be controlled entering an anti-sliding mode, determining a required motor torque on the basis of dynamic balance conditions, and carrying out primary adjustment on a motor of said vehicle by using the required motor torque; determining whether the locked-rotor time of the motor of said vehicle exceeds a preset duration; and in response to the locked-rotor time of the motor of said vehicle exceeding the preset duration, by means of PID control, carrying out secondary adjustment on the required motor torque on the basis of the difference between a current motor speed and a target motor speed.
B60L 15/20 - Procédés, circuits ou dispositifs pour commander la propulsion des véhicules à traction électrique, p. ex. commande de la vitesse des moteurs de traction en vue de réaliser des performances désiréesAdaptation sur les véhicules à traction électrique de l'installation de commande à distance à partir d'un endroit fixe, de différents endroits du véhicule ou de différents véhicules d'un même train pour la commande du véhicule ou de son moteur en vue de réaliser des performances désirées, p. ex. vitesse, couple, variation programmée de la vitesse
14.
EGR mixing and adjusting apparatus and internal combustion engine
An EGR mixing and adjusting apparatus and an internal combustion engine including the EGR mixing and adjusting apparatus. The EGR mixing and adjusting apparatus includes an EGR tube internally provided with an EGR mixing chamber. An exhaust gas inlet communicating with the EGR mixing chamber is provided at a side wall of the EGR tube. A gas guide sliding block is provided within the EGR tube and slides axially therein to block or open the exhaust gas inlet. The EGR mixing and adjusting apparatus includes a driving device to drive the gas guide sliding block to slide to a predetermined open position. The EGR tube uses the exhaust gas inlet to guide exhaust gas into the EGR mixing chamber and mixes the exhaust gas with fresh air inside the EGR tube. The gas guide sliding block slides axially in the EGR tube to block or open the exhaust gas inlet.
F02M 26/19 - Moyens pour améliorer le mélange de l’air et des gaz d’échappement recyclés, p. ex. venturis ou ouvertures multiples du système d’admission
F02M 35/10 - Tubulures d'admission de l'airSystèmes d'introduction
15.
GEARBOX STATIC GEAR-SHIFTING CONTROL METHOD AND SYSTEM FOR PARALLEL SYSTEM, AND HYBRID VEHICLE
Disclosed in the present application are a gearbox static gear-shifting control method and system for a parallel system, and a hybrid vehicle. In a pure engine static mode, a clutch is engaged to a set position between an initial sliding friction position and a fully engaged position, an engine is used to perform speed regulation on a gearbox and an electric motor, and after the clutch is controlled to disengage, the gearbox is controlled to shift gears. During the disengagement process of the clutch, the engine continues to perform speed regulation on the electric motor so as to increase the rotation speed of the electric motor, and when the rotation speed of the electric motor reaches a first preset rotation speed, which is less than a target rotation speed, the clutch is controlled to disengage to a fully disengaged position at a first preset speed, such that after the clutch is disengaged, the rotation speed of the electric motor is not too large, thereby increasing the success rate of gear shifting, reducing the rotation speed fallback time of the electric motor, and increasing the gear shifting efficiency. A build-in rotation speed sensor of an electric motor can be used to directly measure the rotation speed of an output shaft of the electric motor, and it is not necessary to provide a sensor for an input shaft of a gearbox that is used for connecting to an engine, thereby reducing costs.
F16H 61/02 - Fonctions internes aux unités de commande pour changements de vitesse ou pour mécanismes d'inversion des transmissions transmettant un mouvement rotatif caractérisées par les signaux utilisés
F16H 63/42 - Dispositifs indicateurs du rapport de vitesse
F16H 63/30 - Caractéristiques de structure des mécanismes finals de sortie
B60W 30/19 - Amélioration du changement de vitesse, p. ex. en synchronisant ou en adoucissant le changement de rapport
16.
STATIC GEAR-SHIFTING CONTROL METHOD AND SYSTEM FOR GEARBOX FOR PARALLEL SYSTEM, AND HYBRID VEHICLE
Disclosed in the present application are a static gear-shifting control method and system for a gearbox for a parallel system, and a hybrid vehicle. A gear engagement execution mechanism is controlled to perform gear engagement while an electric motor performs speed regulation, such that a gear-shifting rate is increased. In addition, a first preset rate and a first specified speed are defined, such that when a sliding sleeve gearwheel comes into contact with a target gear gearwheel of a gearbox, the actual rotating speed of the electric motor is greater than a target rotating speed, and the difference between the actual rotating speed of the electric motor and the target rotating speed is less than a preset rotating speed difference, thereby implementing speed reduction and gear engagement, and improving the smoothness of gear engagement.
F16H 61/02 - Fonctions internes aux unités de commande pour changements de vitesse ou pour mécanismes d'inversion des transmissions transmettant un mouvement rotatif caractérisées par les signaux utilisés
F16H 61/04 - Adoucissement du changement du rapport
F16H 63/42 - Dispositifs indicateurs du rapport de vitesse
F16H 63/30 - Caractéristiques de structure des mécanismes finals de sortie
17.
CONTROL METHOD FOR BRAKE TORQUE OF HYBRID VEHICLE, AND HYBRID VEHICLE
A control method for a brake torque of a hybrid vehicle, comprising steps of automatically controlling a brake torque (S20): calculating a maximum power that a vehicle currently allows for motor energy recovery (S21); setting a target acceleration according to the current aperture of a brake pedal, the target acceleration being less than zero (S22); determining whether the maximum power that the vehicle currently allows for motor energy recovery can enable the acceleration of the vehicle to reach the target acceleration (S23); in response to determining that the maximum power that the vehicle currently allows for motor energy recovery can enable the acceleration of the vehicle to reach the target acceleration, keeping motor braking until the acceleration of the vehicle reaches the target acceleration (S24); and in response to determining that the maximum power that the vehicle currently allows for motor energy recovery cannot enable the acceleration of the vehicle to reach the target acceleration, controlling joint braking of motor braking and engine-assisted braking (S30). Thus, the control method is simple, and costs are reduced. The present invention further relates to a hybrid vehicle.
B60W 20/14 - Commande de l'apport de puissance de chacun des moteurs primaires pour répondre à la demande de puissance requise afin de rester dans des limites de puissance d'entrée ou sortie de la batterieCommande de l'apport de puissance de chacun des moteurs primaires pour répondre à la demande de puissance requise afin d'éviter la surcharge ou la décharge excessive de la batterie en relation avec la régénération au freinage
18.
TEMPERATURE CONTROL METHOD AND DEVICE FOR MOS TRANSISTORS IN DC/DC CONVERTER, AND MEDIUM
Disclosed in the present application are a temperature control method and device for MOS transistors in a DC/DC converter, and a medium. The method comprises: respectively collecting temperature data and current data of a plurality of MOS transistors in a DC/DC converter; according to a preset temperature control period, determining temperature difference data between the temperature of a single MOS transistor and the average temperature of the plurality of MOS transistors; determining a current compensation value for the single MOS transistor according to the temperature difference data; according to a preset current control period, outputting the duty ratio of the single MOS transistor according to the current compensation value, the current data and a preset expected current value; and executing a turn-on/turn-off action on the single MOS transistor according to the duty ratio. The temperature equalization among a plurality of MOS transistors is realized; and when the temperature of one MOS is too high, the current of the MOS transistor is reduced, and the currents of the other MOS transistors are improved. Thus, the temperature of the MOS transistor is reduced without influencing the total current.
H02M 3/158 - Transformation d'une puissance d'entrée en courant continu en une puissance de sortie en courant continu sans transformation intermédiaire en courant alternatif par convertisseurs statiques utilisant des tubes à décharge avec électrode de commande ou des dispositifs à semi-conducteurs avec électrode de commande utilisant des dispositifs du type triode ou transistor exigeant l'application continue d'un signal de commande utilisant uniquement des dispositifs à semi-conducteurs avec commande automatique de la tension ou du courant de sortie, p. ex. régulateurs à commutation comprenant plusieurs dispositifs à semi-conducteurs comme dispositifs de commande finale pour une charge unique
H02M 1/32 - Moyens pour protéger les convertisseurs autrement que par mise hors circuit automatique
H02M 1/08 - Circuits spécialement adaptés à la production d'une tension de commande pour les dispositifs à semi-conducteurs incorporés dans des convertisseurs statiques
19.
SOLID-STATE BATTERY SYSTEM, AND CONTROL METHOD FOR SOLID-STATE BATTERY SYSTEM
A solid-state battery system, and a control method for a solid-state battery system. The solid-state battery system comprises a battery pack and a pressure applying system, wherein the battery pack is provided with a flowing medium incoming/outgoing connector; the pressure applying system comprises a pipeline connected to the flowing medium incoming/outgoing connector and a pressure applying device arranged on the pipeline; and the pressure applying device is configured to apply a preset pressure value to the interior of the battery pack by means of the pipeline, so as to provide a stable three-dimensional extrusion force for a solid-state battery cell in the solid-state battery pack by means of a flowing medium. The control method for a solid-state battery system is suitable for the solid-state battery system. The control method comprises: acquiring state information used for representing a change in a pressure value in a battery pack; and on the basis of the state information, controlling a pressure applying device to adjust the pressure value in the battery pack, such that the pressure value in the battery pack is within a preset pressure range.
An acceleration-pedal control method, apparatus and system. The acceleration-pedal control method comprises: acquiring an accelerator torque MAP1, an accelerator torque MAP2, an accelerator torque MAP3 and an accelerator torque MAP4; on the basis that the initial value of a counter is 0 and a vehicle speed meets a preset vehicle speed condition, the counter starting to count; on the basis that the value of the counter is 0, controlling an acceleration pedal to operate according to an accelerator torque MAP0; on the basis that the value of the counter is 1, controlling the acceleration pedal to operate according to the accelerator torque MAP1; on the basis that the value of the counter is 2, controlling the acceleration pedal to operate according to the accelerator torque MAP2; on the basis that the value of the counter is 3, controlling the acceleration pedal to operate according to the accelerator torque MAP3; and on the basis that the value of the counter is 4, controlling the acceleration pedal to operate according to the accelerator torque MAP4.
A tool and method for measuring the wave distance of an expansion joint, the measuring tool comprising a central shaft (11), a sliding block (12), a locking button (13), and a measuring device (14). The measuring device (14) is fixed on the sliding block (12), and the measuring device (14) is configured to measure the wave distance of an expansion joint; the sliding block (12) is configured to be capable of sliding on the central shaft (11); the locking button (13) is located on the sliding block (12) and is configured to be capable of locking the sliding block (12) at a designated position of the central shaft (11). The measurement method comprises: selecting N measurement sites from among preset corrugations of an expansion joint, N being an integer greater than or equal to 1; placing a measuring tool into any of the N measuring sites until a central shaft (11) of the measuring tool contacts a bottom; sliding a sliding block (12) of the measuring tool to a preset position, and carrying out locking by means of a locking button (13) of the measuring tool; and acquiring the wave distance corresponding to any measurement site by means of a measuring device (14) of the measurement tool, thereby improving measurement accuracy.
A urea pump, and a control method and control system for the urea pump are described. The urea pump comprises: a liquid intake pipeline; an instant heating type filtering device, an inlet of the instant heating type filtering device being in communication with a urea tank via the liquid intake pipeline, and the instant heating type filtering device being configured to filter and heat a urea solution flowing in through the inlet pipeline; a pressure build-up pump arranged at the inlet pipeline and configured to drive the urea solution flowing to the instant heating filtering device through the liquid intake pipeline; a liquid output line in communication with a first outlet of the instant heating filtering device and configured to deliver a filtered and heated urea solution to a nozzle; and a liquid return pipeline.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
23.
Method for controlling combustion system, combustion system, and internal combustion engine
A combustion system may include a piston, a fuel injector, and a cylinder. At a main fuel injection stage, the fuel injector injects a main fuel into the cylinder in sequence to drive the piston to work. A method for controlling the combustion system includes controlling the fuel injector to execute a first-stage main fuel injection in a compression stroke, the first-stage main fuel injection includes at least one injection, and continues till a power stroke such that the cylinder pressure in the cylinder reaches a target pressure peak value; and before the cylinder pressure in the cylinder reaches a descending critical point, executing a second-stage main fuel injection, the second-stage main fuel injection includes at least one injection, and the fuel injected in the second-stage main fuel injection and the fuel injected in the first-stage main fuel injection are superimposed.
F02D 41/40 - Commande de l'injection de combustible du type à haute pression avec des moyens pour commander la synchronisation ou la durée de l'injection
F02D 41/24 - Commande électrique de l'alimentation en mélange combustible ou en ses constituants caractérisée par l'utilisation de moyens numériques
F02D 41/38 - Commande de l'injection de combustible du type à haute pression
An electric motor controller and a vehicle. The electric motor controller comprises a micro-control unit (MCU) module, a battery management system (BMS) module, a direct-current converter (DC/DC) module and a power distribution unit (PDU) module. The electric motor controller further comprises a high-voltage distribution box module, which comprises an MCU fuse, an MCU relay and a fast-charge relay, wherein the MCU fuse and the MCU relay are connected in series and are in communication with the micro-control unit MCU module and a battery unit, and the fast-charge relay is in communication with a fast-charge socket and the battery unit.
H02P 27/06 - Dispositions ou procédés pour la commande de moteurs à courant alternatif caractérisés par le type de tension d'alimentation utilisant une tension d’alimentation à fréquence variable, p. ex. tension d’alimentation d’onduleurs ou de convertisseurs utilisant des convertisseurs de courant continu en courant alternatif ou des onduleurs
H02M 1/00 - Détails d'appareils pour transformation
H02M 3/00 - Transformation d'une puissance d'entrée en courant continu en une puissance de sortie en courant continu
25.
PISTON PROFILE DESIGN METHOD, PISTON, AND INTERNAL COMBUSTION ENGINE SYSTEM
A piston profile design method, a piston, and an internal combustion engine system. The method comprises: establishing finite element models of a piston and a cylinder liner, and performing thermal deformation analysis to obtain thermal deformation data; establishing dynamic models of the piston and the cylinder liner on the basis of the thermal deformation data, performing dynamic analysis to obtain a dynamic simulation result, determining an initial piston profile preventing the cylinder liner from cavitation erosion, and determining the distribution range of a cylinder scuffing-prone area; searching for the thermal deformation data corresponding to the cylinder scuffing-prone area to obtain a thermal deformation curve of the cylinder scuffing-prone area; replacing a profile corresponding to the cylinder scuffing-prone area in the initial piston profile with the thermal deformation curve to form a final piston profile, wherein in the final piston profile, the profile corresponding to the cylinder scuffing-prone area is recessed inwards; and establishing actual structure models of the piston and the cylinder liner on the basis of the final piston profile, performing cylinder scuffing and cavitation erosion tests to determine whether cylinder scuffing and cavitation erosion problems occur, and if yes, repeating the establishing actual structure models of the piston and the cylinder liner on the basis of the final piston profile, so as to optimize the final piston profile.
G06F 30/23 - Optimisation, vérification ou simulation de l’objet conçu utilisant les méthodes des éléments finis [MEF] ou les méthodes à différences finies [MDF]
26.
THERMAL MANAGEMENT SYSTEM CONTROL METHOD FOR HYBRID VEHICLE, AND HYBRID VEHICLE
A thermal management system control method for a hybrid vehicle, and a hybrid vehicle. The thermal management system control method for a hybrid vehicle comprises: entering a heat storage mode when the temperature of engine coolant is higher than a highest temperature limit, wherein the heat storage mode is that an outlet of a coolant pipeline of an engine (1) is communicated with a liquid inlet of a heat accumulator (6), and a liquid outlet of the heat accumulator (6) is communicated with an inlet of the coolant pipeline of the engine (1), so that the heat accumulator (6) reduces the temperature rise of the engine coolant while storing heat; and when the engine (1) stops, enabling the engine (1) to enter an engine stop cycle mode, wherein the engine stop cycle mode is that the engine coolant is driven by a first pump (5) to circularly flow between the coolant pipeline of the engine (1) and an engine radiator (2).
B60K 11/02 - Dispositions des ensembles de propulsion relatives au refroidissement avec liquide de refroidissement
B60L 58/27 - Procédés ou agencements de circuits pour surveiller ou commander des batteries ou des piles à combustible, spécialement adaptés pour des véhicules électriques pour la surveillance et la commande des batteries pour la commande de la température des batteries par chauffage
F01P 5/10 - Pompage du liquide de refroidissementAménagements des pompes de refroidissement
27.
ENGINE COOLING METHOD, SYSTEM AND DEVICE, AND STORAGE MEDIUM
Provided are an engine cooling method, system and device (400), and a storage medium. The method comprises: acquiring a target operation condition of an engine; on the basis of the target operation condition, controlling a target cooling system to be in an operating state, wherein the target cooling system corresponds to the target operation condition on a one-to-one basis; and controlling the target cooling system to cool a target gas of the engine.
A vehicle accelerator pedal opening signal control method and apparatus, and an electronic device. The method comprises: acquiring a vehicle speed and an accelerator pedal opening signal in real time; determining whether the vehicle speed and the accelerator pedal opening signal which are acquired in the current period satisfy a starting adjustment condition; if it is determined on the basis of the vehicle speed and the accelerator pedal opening signal which are acquired in the current period that the starting adjustment condition is satisfied, determining a control opening signal on the basis of the currently acquired accelerator pedal opening signal and a plurality of accelerator pedal opening signals acquired in the previous preset duration; and adjusting the accelerator pedal opening signal of the current vehicle on the basis of the control opening signal.
B60K 31/00 - Accessoires agissant sur un seul sous-ensemble pour la commande automatique de la vitesse des véhicules, c.-à-d. empêchant la vitesse de dépasser une valeur déterminée de façon arbitraire ou maintenant une vitesse donnée choisie par le conducteur du véhicule
A V engine comprises a first air cylinder group (1) and a second air cylinder group (2) arranged in a V shape, an air exhaust end of an air cylinder in the first air cylinder group (1) being connected to a first air exhaust pipe (3), an air exhaust end of an air cylinder in the second cylinder group (2) being connected to a second air exhaust pipe (3). A four-pressurization structure comprises a first pressurizer group (51) and a second pressurizer group (52) arranged between the first air cylinder group (1) and the second air cylinder group (2) and close to the rear end. The first pressurizer group (51) and the second pressurizer group (52) are respectively arranged on two sides and respectively connected to the first air exhaust pipe (3) and the second air exhaust pipe (4), wherein the first pressurizer group (51) and the second pressurizer group (52) each comprise a first pressurizer (53) and a second pressurizer (54). Further provided is a four-pressurization structure of the V engine. The V engine helps to improve the loading capacity, thereby meeting the requirement for one-time loading rate.
F02B 37/007 - Moteurs caractérisés par l'utilisation de pompes entraînées au moins temporairement par les gaz d'échappement les pompes entraînées par les gaz d'échappement étant disposées en parallèle
F02B 75/22 - Moteurs polycylindriques avec les cylindres disposés en V, en éventail ou en étoile
A torque control method, apparatus and system. The torque control method comprises: acquiring the output torque of an engine and a target output torque of the engine, and determining the difference value between the output torque of the engine and the target torque; acquiring the traveling mode of a vehicle, and determining a pedal control quantity response coefficient according to the difference value and the traveling mode; and adjusting a torque output control process for the engine by using the pedal control quantity response coefficient, so as to control the output torque of the engine to reach a desired torque.
Provided are a composite coating, a piston, an engine, and a vehicle. The composite coating comprises a metal bonding layer, a transition layer, a ceramic layer, and a sealing layer which are sequentially laminated, wherein the metal bonding layer is configured to be bonded with a piston basic body, the metal bonding layer is a rare earth metal modified bonding layer, and the transition layer is a rare earth metal modified zirconia layer.
F02F 3/12 - Pistons comportant des revêtements de surface sur les têtes de piston
C23C 4/00 - Revêtement par pulvérisation du matériau de revêtement à l'état fondu, p. ex. par pulvérisation à l'aide d'une flamme, d'un plasma ou d'une décharge électrique
C23C 4/02 - Pré-traitement du matériau à revêtir, p. ex. pour revêtement de parties déterminées de la surface
C23C 4/073 - Matériaux métalliques contenant des alliages MCrAl ou MCrAlY où M est le nickel, le cobalt ou le fer, avec ou sans éléments non métalliques
A method, apparatus and system for monitoring torsional vibration of a shaft system of a leaf spring damper. The method comprises: acquiring torsional vibration amplitude test values of an inner ring hub (2) and an outer ring inertia loop (3) of a leaf spring damper at different loads and rotation speeds, and on this basis, constructing a torsional vibration amplitude relationship library of the inner ring hub (2) and the outer ring inertia loop (3) at the same load and rotation speed; and acquiring a torsional vibration amplitude monitoring value of the outer ring inertia loop (3) and the current corresponding load and rotation speed, and on this basis, according to the torsional vibration amplitude relationship library, obtaining a torsional vibration amplitude monitoring value of the inner ring hub (2) at the current load and rotation speed. A torsional vibration amplitude relationship between an inner ring hub (2) and an outer ring inertia loop (3) at the same load and rotation speed is established, and thus a torsional vibration amplitude of the inner ring hub (2) is derived by means of monitoring a torsional vibration amplitude of the outer ring inertia loop (3), such that the actual torsional vibration condition of a shaft system is reflected, and safety monitoring and risk early warning are performed. Further disclosed are an electronic device and a computer-readable storage medium.
A hydrostatic transmission mechanism of the power split transmission system is in driving connection to the sun gear of the first planetary gear train and the sun gear of the second planetary gear train. The planetary carrier of the first planetary gear train is connected to the planetary carrier of the second planetary gear train. The planetary carrier of the first planetary gear train is connected to the sun gear of a third planetary gear train. The driving plate of a third clutch is in transmission connection to the gear ring of the third planetary gear train. The driving plate of a fourth clutch is in transmission connection to the sun gear of the third planetary gear train. Each of the driven plate of the third clutch and the driven plate of the fourth clutch is connected to an output main shaft.
F16H 47/04 - Combinaisons d'une transmission mécanique avec des embrayages à fluide ou une transmission à fluide la transmission à fluide étant du type volumétrique la transmission mécanique étant du type à organes à mouvement orbital
F16H 37/06 - Combinaisons de transmissions mécaniques non prévues dans les groupes comportant essentiellement et uniquement des transmissions à engrenages ou à friction à plusieurs arbres d’entraînement ou entraînésCombinaisons de transmissions mécaniques non prévues dans les groupes comportant essentiellement et uniquement des transmissions à engrenages ou à friction avec dispositions pour répartir le couple entre plusieurs arbres intermédiaires
F16H 37/04 - Combinaisons uniquement de transmissions à engrenages
An engine preheating system and method. The engine preheating system comprises an engine oil cooler (31), an electric pre-oil feed pump (32), a pre-heater (33), and a pre-heating electric water pump (34), the pre-heater (33) being configured to heat an engine coolant, a passage being formed between a water inlet (33a) of the pre-heater (33) and a water outlet (31a) of the engine oil cooler (31) on the basis of an engine coolant path (35), a water outlet (33b) of the pre-heater (33) being in communication with the pre-heating electric water pump (34), the pre-heating electric water pump (34) being in communication with a water inlet (31b) of the engine oil cooler (31), and the electric pre-oil feed pump (32) being in communication with the engine oil cooler (31). The engine preheating method is applied to the engine preheating system.
F01M 5/02 - Conditionnement du lubrifiant pour aider au démarrage de la "machine" ou du moteur, p. ex. réchauffage
F02N 19/10 - Accessoires de démarrage des moteurs à combustion, non prévus ailleurs facilitant le démarrage des moteurs par des moyens thermiques, p. ex. en utilisant des mèches allumées par réchauffage des fluides utilisés dans les moteurs par réchauffage des agents de refroidissement des moteurs
35.
METHOD AND SYSTEM FOR CALCULATING EXPLOSION IMPACT LOAD OF ENGINE
Provided in the present invention are a method and system for calculating an explosion impact load of an engine. The method comprises: a load calculation step, which involves calculating an intermediate process amount of an explosion impact load on the basis of the mass of an engine assembly, and respectively calculating impact loads in a Z direction and an XY direction by using the intermediate process amount; a calculation processing step, which involves processing an engine model to obtain a finite element model, and setting a suspension rigidity and a boundary condition for the finite element model; and a loading step, which involves loading the impact loads in the Z direction and the XY direction to the position of a load application point of the finite element model, and calculating a center-of-mass acceleration of an engine; and extracting the maximum acceleration load at the center of mass in the X, Y and Z directions, and taking the load as a calculated actual explosion impact load of the engine.
G06F 30/23 - Optimisation, vérification ou simulation de l’objet conçu utilisant les méthodes des éléments finis [MEF] ou les méthodes à différences finies [MDF]
G06F 30/17 - Conception mécanique paramétrique ou variationnelle
The present invention belongs to the technical field of diesel engines, and particularly relates to an engine cooling system and a cooling method therefor. In the engine cooling system of the present invention, when an engine needs to be warmed up, a first valve is opened, a lower engine body water storage chamber is in communication with an upper engine body water storage chamber, and some of the cooling water directly flows into the lower engine body water storage chamber from the upper engine body water storage chamber. The flow of the cooling water entering an engine body is reduced, and under the condition that heat dissipated by the engine is unchanged, the temperature rise of the cooling water flowing through the engine body such as a cylinder sleeve upper cooling water chamber and a cylinder sleeve lower water jacket is faster, such that an engine warming effect is improved.
A control method for a charge air intercooler of an engine. The charge air intercooler comprises a primary thermal management unit (3) which can heat and cool charge air. The control method for a charge air intercooler comprises the following steps: obtaining real-time charge air temperature at an air inlet (1) of a charge air intercooler; if the real-time charge air temperature is less than a lowest temperature limit value, controlling a primary thermal management unit (3) to start a heating mode; and if the real-time charge air temperature is greater than a maximum temperature limit value, controlling the primary thermal management unit (3) to start a refrigeration mode. According to the control method, the charge air temperature in a cylinder of an engine can reach the optimal temperature, thereby improving the reliability of a cylinder head, an exhaust valve, and an exhaust pipe of the engine. Also provided is a control system for a charge air intercooler of an engine.
Provided is a method for predicting the remaining service life of a urea pump, comprising: monitoring a pressure buildup duration (S41); acquiring a working condition degradation duration according to the pressure buildup duration (S42); and acquiring a difference between calibrated remaining service life of the urea pump and a degradation duration and using same as a prediction result of the remaining service life of the urea pump (S43). The pressure buildup duration is a duration of a successful pressure buildup process of an engine configured with a urea pump in a latest driving cycle; the successful pressure buildup process is a process during which a pump pressure value of the urea pump rises from a first preset value to a second preset value; the working condition degradation duration is positively correlated with the pressure buildup duration, so that a longer working condition degradation duration represents a greater degree of degradation in the service life of the urea pump caused by a working condition; the calibrated remaining service life is a difference between the calibrated service life of the urea pump and a running duration of the urea pump; and the degradation duration comprises the working condition degradation duration. According to the method, a highly accurate and credible prediction result of the remaining service life of the urea pump is obtained. Also provided are an apparatus for predicting the remaining service life of a urea pump, a prediction device, and a readable storage medium.
F01N 11/00 - Dispositifs de surveillance ou de diagnostic pour les appareils de traitement des gaz d'échappement
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
39.
ELECTRIC VEHICLE RANGE ESTIMATION METHOD, APPARATUS AND SYSTEM, AND STORAGE MEDIUM
WEIFANG WEICHAI POWER TECHNOLOGY CO., LTD. (Chine)
Inventeur(s)
Liu, Xingyi
Li, Qiang
Abrégé
An electric vehicle range estimation method, comprising: by taking battery state-of-consumed-charge values respectively corresponding to N vehicle driving condition points within current duration as independent variables of a first linear function, and by taking vehicle traveled distance values respectively corresponding to the N vehicle driving condition points as dependent variables of the first linear function, performing linear fitting to obtain a first slope k of the first linear function, and multiplying the first slope k by a battery state of charge under a current driving condition to obtain the current range of an electric vehicle. By acquiring parameters online to perform fitting so as to estimate the range of the electric vehicle, the method raises the accuracy of electric vehicle range estimation while reducing calibration quantities. Further provided are an electric vehicle range estimation apparatus, an electric vehicle range estimation system, and a computer readable storage medium.
B60L 58/12 - Procédés ou agencements de circuits pour surveiller ou commander des batteries ou des piles à combustible, spécialement adaptés pour des véhicules électriques pour la surveillance et la commande des batteries en fonction de l'état de charge [SoC]
B60L 3/12 - Enregistrement des paramètres de fonctionnement
A piston, wherein a first annular protrusion (4) protrudes from an inner ring wall of an inner cooling oil channel (3), the upper portion of the first annular protrusion (4) is provided with a guide contour (41), the guide contour (41) is obliquely arranged downwards, a second annular protrusion (5) also protrudes from an outer ring wall of the inner cooling oil channel (3), the second annular protrusion (5) is located below the first annular protrusion (4), the first annular protrusion (4) is located on the inner ring wall of the inner cooling oil channel (3) and located below a throat opening (1), the second annular protrusion (5) is located on the outer ring wall of the inner cooling oil channel (3), and the first annular protrusion (4) is positioned corresponding to an annular groove (2).
F02F 3/22 - Pistons comportant des moyens de refroidissement les moyens consistant en un fluide circulant dans ou le long du piston le fluide étant un liquide
F01P 3/10 - Refroidissement par circulation d'agents de refroidissement dans les pistons
41.
SYNCHRONOUS PHASE FAULT DETERMINING METHOD AND FAULT DETERMINING DEVICE, PROCESSOR, AND VEHICLE
WEIFANG WEICHAI POWER TECHNOLOGY CO., LTD. (Chine)
Inventeur(s)
Cao, Shi
Jiang, Bing
Liu, Minghui
Ren, Limin
Zhang, Jingbo
Abrégé
A synchronous phase fault determining method. The fault determining method comprises: obtaining an ion current signal and a cylinder pressure peak position signal of each cylinder; and under the condition that an engine satisfies a preset condition, determining, at least according to the ion current signal and the cylinder pressure peak position signal of each cylinder, whether a synchronous phase of the engine is faulty, the preset condition comprising: an ignition system and an injection system of the engine have no fault, the engine does not have a synchronous phase related fault, and the engine is in a stable-operation working condition. Further disclosed are a synchronous phase fault determining device, a computer readable storage medium, a processor, and a vehicle.
A method for detecting a urea consumption deviation including: calculating a pump pressure correction factor fac; calculating a urea consumption deviation factor A when the pump pressure correction factor fac is within a calibrated range; calculating the urea consumption deviation factor A multiple times, and calculating an average value of A; and comparing the average value of the urea consumption deviation factor A with a calibrated limiting value range, so as to determine whether there is a great deviation between an actual urea consumption value and a theoretical urea consumption value, the calculating the pump pressure correction factor fac comprises: adjusting a pressure of a urea pump to P1; adjusting the pressure of the urea pump to P2, where P2 is smaller than P1; recording a time T1 during which the pressure of the urea pump is adjusted from P1 to P2; and calculating fac=T1/(P1−P2).
F01N 11/00 - Dispositifs de surveillance ou de diagnostic pour les appareils de traitement des gaz d'échappement
F01N 3/10 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
43.
AIR-FUEL RATIO CALIBRATION METHOD AND CALIBRATION SYSTEM OF HIGH-POWER GAS ENGINE
An air-fuel ratio calibration method and calibration system of a high-power gas engine. The calibration method comprises: controlling a gas engine to operate under a calibration working condition; acquiring the gas flow, the air flow and the real-time gas leakage flow, and making the gas leakage flow be equal to the real-time gas leakage flow; calculating an air-fuel ratio according to the gas flow and the air flow; marking the gas leakage flow and the air-fuel ratio in a coordinate system taking the gas leakage flow and the air-fuel ratio as coordinates; when a relation graph of the gas leakage flow and the air-fuel ratio is formed in the coordinate system, taking the relation graph as a map graph of the gas leakage flow and the air-fuel ratio under the calibration working condition; and when the relation graph of the gas leakage flow and the air-fuel ratio cannot be formed in the coordinate system, after the calibration working condition is kept or changed, returning to execute the step of controlling the gas engine to operate under the calibration working condition.
A rocker arm mechanism includes a rocker arm shaft, a rocker arm, a valve clearance adjuster, a valve train, and a control valve. The rocker arm is rotatably disposed on the rocker arm shaft. The valve train includes a valve bridge. The rocker arm is provided with a plunger chamber. The valve clearance adjuster includes a hydraulic tappet slidably disposed in the plunger chamber. The plunger chamber is supplied with oil through an oil supply passage. The control valve is configured to open or close the oil supply passage. When the control valve opens the oil supply passage, the hydraulic tappet can abut against the valve bridge and eliminate the clearance between the valve bridge and the hydraulic tappet.
F01L 13/06 - Modifications du système de distribution pour permettre l'inversion du sens de marche, le freinage, le démarrage, le changement de taux de compression ou autre opération déterminée pour le freinage
F01L 1/24 - Réglage ou compensation des jeux automatique au moyen d'un fluide, p. ex. hydrauliquement
F01L 1/26 - Systèmes de distribution à soupapes, p. ex. à soupapes de levage caractérisés par plusieurs soupapes commandées simultanément par le même organe de transmissionSystèmes de distribution à soupapes, p. ex. à soupapes de levage particuliers aux "machines" ou machines motrices ayant plus de deux soupapes de levage par cylindre
45.
OVERVOLTAGE PROTECTION DRIVING CIRCUIT, MOTOR DRIVING CIRCUIT, AND VEHICLE
The present application discloses an overvoltage protection driving circuit, a motor driving circuit, and a vehicle. The overvoltage protection driving circuit comprises a switch signal generation module, a first switch module, a second switch module, a third switch module, and an overvoltage control module. The overvoltage control module comprises an overvoltage detection output end, and the overvoltage control module is connected to a control end of the third switch module. When the value of a current flowing through the second switch module exceeds a preset current value, or a voltage between a first end and a second end of the second switch module exceeds a preset voltage value, a signal of the overvoltage detection output end controls the third switch module to be turned on. According to embodiments of the present application, a protection circuit is built by means of simple discrete elements, such that the circuit cost is greatly saved, a conventional turn-off circuit can be disconnected when soft turn-off is performed, and the influence of the conventional turn-off circuit on the soft turn-off is avoided.
H02H 7/20 - Circuits de protection de sécurité spécialement adaptés aux machines ou aux appareils électriques de types particuliers ou pour la protection sectionnelle de systèmes de câble ou de ligne, et effectuant une commutation automatique dans le cas d'un changement indésirable des conditions normales de travail pour équipement électronique
H02H 7/08 - Circuits de protection de sécurité spécialement adaptés aux machines ou aux appareils électriques de types particuliers ou pour la protection sectionnelle de systèmes de câble ou de ligne, et effectuant une commutation automatique dans le cas d'un changement indésirable des conditions normales de travail pour moteurs dynamo-électriques
H02M 1/00 - Détails d'appareils pour transformation
H02P 6/08 - Dispositions pour commander la vitesse ou le couple d'un seul moteur
A starter test apparatus and a starter test method, which is applied to the starter test apparatus. The starter test apparatus comprises an environmental bin (1), a blower device (2), a temperature control device (3), and a control unit (4), wherein the environmental bin (1) is configured to accommodate a starter to be tested, and the environmental bin (1) is provided with an air intake hole; the temperature control device (3) is connected to the blower device (2); the blower device (2) is configured to blow air into the air intake hole, and the temperature control device (3) is configured to adjust the temperature of the air blown into the air intake hole; the control unit (4) is in signal connection to both the blower device (2) and the temperature control device (3); and the control unit (4) is configured to measure the temperatures of the starter to be tested and the environmental bin (1), respectively, and control the blower device (2) and the temperature control device (3), respectively, to adjust the strength and the temperature of the air blown into the air intake hole according to the measurement results. The blower device (2) and the temperature control device (3) are activated to blow cold air into the air intake hole of the environmental bin (1), so that the effect of cooling the starter to be tested is realized; and the control unit (4) measures the temperatures of the starter to be tested and the environmental bin (1), controls the temperature control device (3) to reduce the temperatures if the measured temperatures are too high, such that the starter to be tested is further cooled, and controls the temperature control device (3) to raise the temperatures if the measured temperatures are too low, such that further cooling of the starter to be tested is reduced.
An engine combustion system control method, and an engine combustion system. Working conditions of an engine are divided into three working conditions, according to a rotating speed of the engine and a torque of the engine, and a corresponding main spraying mode is determined according to the working condition of the engine; when the engine is in a first working condition, controlling a fuel injector to spray fuel into a combustion chamber, such that fuel sprayed out by the fuel injector is sprayed into a bottom part of a rotating cavity, and controlling the fuel injector to spray fuel into the combustion chamber according to the determined main spraying mode; when the engine is in a second working condition, controlling the fuel injector to spray fuel into the combustion chamber such that the fuel is sprayed to a protrusion; and when the engine is in a third working condition, first controlling the fuel injector to spray fuel so that the fuel is sprayed into the bottom part of the rotating cavity, and after a crankshaft rotates by a preset angle, then controlling the fuel injector to spray fuel so that the fuel is sprayed to the protrusion.
F02D 41/38 - Commande de l'injection de combustible du type à haute pression
F02D 41/40 - Commande de l'injection de combustible du type à haute pression avec des moyens pour commander la synchronisation ou la durée de l'injection
F02B 23/06 - Autres moteurs caractérisés par des chambres de combustion d'une forme ou d'une structure particulières pour améliorer le fonctionnement avec allumage par compression l'espace de combustion étant disposé dans le piston moteur
48.
ENGINE MANIFOLD VIBRATION REDUCTION DEVICE AND METHOD AND ENGINE
Disclosed are an engine manifold vibration reduction device and method and an engine. During a working process of an engine, excitation coils (22) are electrified so that electromagnetic fields are formed in magnetic induction channels (11). During a radial vibration process of an engine manifold (100), stators (1) cut magnetic induction lines to form a back electromotive force when mover mass blocks (2) drive the excitation coils to reciprocate in the magnetic induction channels, so that an eddy current effect is generated to produce damping, achieving an effect of reducing the radial vibration of the engine manifold. During the working process of the engine, a vibration detection unit measures an excitation frequency of the engine and/or response frequencies of the engine manifolds, and current adjustment units adjust current sizes of the excitation coils according to a detection result of the vibration detection unit. Thus, the engine manifolds obtain rigidities matching the detection result of the vibration detection unit, so that the vibration of the engine manifolds is reduced and the reliability of the engine manifolds is improved. Vibration reduction requirements of the engine manifolds in different engine working conditions can be met, and the service lives of the engine manifolds are prolonged.
F16F 15/03 - Suppression des vibrations dans les systèmes non rotatifs, p. ex. dans des systèmes alternatifsSuppression des vibrations dans les systèmes rotatifs par l'utilisation d'organes ne se déplaçant pas avec le système rotatif utilisant des moyens électromagnétiques
A piston and an engine. The piston comprises a piston body (1), the top of which is provided with a combustion chamber (2). The combustion chamber comprises a first ring groove (21), a second ring groove (22) and a third ring groove (23) sequentially arranged in a direction from the bottom of the piston body to the top of the piston body and having sequentially increasing diameters; the bottom of the combustion chamber is provided with a protruding part (3); the first ring groove, the second ring groove and the third ring groove are coaxial and communicated with each other, and are all arranged around the protruding part; the second ring groove comprises an annular outer side wall (221) and a bottom wall (222) located on the inner side of the outer side wall and connected to the outer side wall, and a boss (24) is formed between the bottom wall and the first ring groove; the third ring groove comprises an arc-shaped concave part (231), the inner end of the arc-shaped concave part is connected to the end of the outer side wall distant from the bottom wall, and the outer end of the arc-shaped concave part is connected to the top surface of the piston body.
F02F 3/26 - Pistons comportant une chambre de combustion ménagée dans la tête de piston
F02B 23/06 - Autres moteurs caractérisés par des chambres de combustion d'une forme ou d'une structure particulières pour améliorer le fonctionnement avec allumage par compression l'espace de combustion étant disposé dans le piston moteur
50.
UREA CONCENTRATION MEASUREMENT METHOD AND APPARATUS, AND COMPUTER DEVICE AND STORAGE MEDIUM
A urea concentration measurement method and apparatus, and a computer device and a storage medium. The method comprises: acquiring a first propagation speed of a detection signal of a urea concentration sensor; and when the degree of oscillation of the first propagation speed of the detection signal is greater than a preset degree of oscillation, latching, as a valid concentration value, a measured urea concentration value before oscillation occurs. The apparatus comprises: an acquisition module, which is configured to acquire a first propagation speed from a detection signal of a urea concentration sensor; and a latch module, which is configured to latch, as a valid concentration value and when the degree of oscillation of the first propagation speed of the detection signal is greater than a preset degree of oscillation, a measured urea concentration value before oscillation occurs.
An engine combustion system, a control method and an engine. The combustion system comprises: a cylinder having a cylinder chamber; a piston, the top of which is provided with a combustion chamber in communication with the cylinder chamber, an inner wall of the combustion chamber being provided with a protrusion (1) in a protruding manner, a first swirl pit (2) being formed on one side of the protrusion close to a central axis of the piston, and a second swirl pit (3) being formed on one side of the protrusion away from the central axis of the piston; a fuel injector configured to inject oil into a combustion chamber; and a control assembly capable of comparing a total fuel injection duration with a preset fuel injection duration, determining a main injection mode of the fuel injector according to a comparison result, and controlling the fuel injector to inject fuel into the combustion chamber in the determined main injection mode, so as to inject fuel into the bottom of the corresponding swirl pit, and make the total fuel injection duration of the fuel injector equal to the total fuel injection duration.
F02D 41/40 - Commande de l'injection de combustible du type à haute pression avec des moyens pour commander la synchronisation ou la durée de l'injection
F02B 23/06 - Autres moteurs caractérisés par des chambres de combustion d'une forme ou d'une structure particulières pour améliorer le fonctionnement avec allumage par compression l'espace de combustion étant disposé dans le piston moteur
F02F 3/26 - Pistons comportant une chambre de combustion ménagée dans la tête de piston
F02B 19/16 - Forme ou structure des chambres non spécifiques des groupes
52.
OIL PAN LUBRICATION SYSTEM, AND ENGINE HAVING SAME
An oil pan lubrication system, and an engine having same. The oil pan lubrication system comprises an oil pan (1), a first lubrication system and a second lubrication system, wherein the first lubrication system is configured to pump a lubricating oil in the oil pan (1) into a main oil passage; and the second lubrication system comprises a second oil suction pipe (5), and the second oil suction pipe (5) can suck out the lubricating oil in the oil pan (1) under the action of an external force. The oil pan lubrication system can achieve lubrication of the oil pan (1) by means of the first lubrication system, and can also achieve lubrication of the oil pan (1) by means of the second oil suction pipe (5) of the second lubrication system when the first lubrication system fails, such that the normal use of the engine is guaranteed.
F01M 11/03 - Montage ou raccordement des moyens d'épuration du lubrifiant se rapportant à la "machine" ou machine motriceÉléments constitutifs des moyens d'épuration du lubrifiant
F01M 11/02 - Aménagements des conduits de lubrification
53.
ENGINE CONTROL METHOD AND APPARATUS, STORAGE MEDIUM, AND COMPUTER DEVICE
An engine control method and apparatus, a storage medium, and a computer device. The engine control method comprises: obtaining a pressure deviation value of a manifold and an opening degree deviation value of an electric control pressure regulating valve; and determining an engine state according to preset intervals in which the pressure deviation value and the opening degree deviation value are. The engine state is determined on the basis of the preset intervals in which the pressure deviation value of the manifold and the opening degree deviation value of the electric control pressure regulating valve are, different parameter thresholds are set for different working conditions in a full working condition range, and different levels of prompts are performed so as to achieve monitoring of the engine state in the full working condition range.
A fuel injection device and a parameter calibration method for the fuel injection device. The fuel injection device comprises a first fuel injector (1) and a second fuel injector (2), wherein both the first fuel injector (1) and the second fuel injector (2) are obliquely provided on a cylinder head (100); the first fuel injector (1) comprises a first fuel nozzle (11); the first fuel nozzle (11) is located in a combustion chamber (200); a plurality of first fuel injection holes are formed in the circumferential direction of the first fuel nozzle (11), so as to facilitate injection of fuel beams to the edge area of the combustion chamber (200); the second fuel injector (2) comprises a second fuel nozzle (21); the second fuel nozzle (21) is located in the combustion chamber (200); second fuel injection holes and third fuel injection holes are formed on the second fuel nozzle (21); the second fuel injection holes face the central area of the combustion chamber (200), so that the fuel beams sprayed from the second fuel nozzle (21) are directed towards the central area of the combustion chamber (200); and the third fuel injection holes face annular protrusions (201) in the combustion chamber (200), such that the fuel beams sprayed from the second fuel nozzle (21) are directed towards the annular protrusions of the combustion chamber (200).
F02M 39/00 - Aménagements des appareils d'injection de combustible pour moteursEntraînement des pompes adapté à ces aménagements
F02M 65/00 - Test des appareils d'injection de combustible, p. ex. test du début d'injection
F02D 41/40 - Commande de l'injection de combustible du type à haute pression avec des moyens pour commander la synchronisation ou la durée de l'injection
55.
SINGLE-BEARING ELECTRICAL GENERATOR INSTALLATION AND ADJUSTMENT METHOD
A single-bearing electrical generator installation and adjustment method, the method comprising: hoisting a generator and adjusting the position of the generator, such that a fitting end of a generator coupling is engaged with a fitting end of a flywheel, and a fitting end of a generator cover is engaged with a fitting end of a flywheel cover; pre-installing a generator coupling bolt, uniformly arranging at least four strain gauges on the outer peripheral surface of the flywheel housing in the circumferential direction, keeping the posture of the generator and making the generator to be seated on a chassis; allowing an end face of the generator cover to be in contact with an end face of the flywheel cover, and adjusting the position of the generator so that deformation parameters of the flywheel housing measured by all the strain gauges are consistent; connecting the generator cover and the flywheel cover, fastening the coupling bolt, and dismounting the strain gauges.
A combined exhaust pipe structure arranged corresponding to a row of cylinders of a machine body. The structure comprises a valve (1), two constant-pressure pulse exhaust pipes (2) and two superchargers (3), wherein the valve (1) is arranged on exhaust pipelines (7) of the row of cylinders, and divides the row of cylinders of the machine body into two cylinder groups, and each cylinder group corresponds to one constant-pressure pulse exhaust pipe (2); the two constant-pressure pulse exhaust pipes (2) are respectively connected to the two superchargers (3) in a one-to-one corresponding manner; and the valve (1) is configured to switch between a communication state and a closed state. When the valve (1) is in the communication state, the exhaust pipelines between the two cylinder groups communicate with each other; and when the valve (1) is in the closed state, the exhaust pipelines between the two cylinder groups are disconnected. Further disclosed is an engine exhaust system. In actual applications, the different performance requirements of an engine under various working conditions can be adapted.
F02B 37/00 - Moteurs caractérisés par l'utilisation de pompes entraînées au moins temporairement par les gaz d'échappement
F02B 37/14 - Commande des pompes de l'alternance de l'entraînement de la pompe par les gaz d'échappement et par un autre moyen, p. ex. en fonction de la vitesse
F01N 13/08 - Autres aménagements ou adaptations des tubulures d'échappement
57.
METHOD FOR DETERMINING GAS RELEASE QUANTITY IN GAS RELEASE VALVE, AND DEVICE
A method for determining a gas release quantity in a gas release valve and a device. The method comprises: acquiring a pressure value collected by an exhaust pressure sensor of an engine; determining a first pulse pressure value on the basis of a first pulse pressure coefficient and the pressure value, and determining a second pulse pressure value on the basis of a second pulse pressure coefficient and the pressure value, wherein the first pulse pressure coefficient and the second pulse pressure coefficient are both determined by utilizing the rotational speed of the engine and the fuel injection quantity of the engine; and determining the gas release quantity of a gas release valve by using a third pulse pressure value obtained via the first pulse pressure value and the second pulse pressure value.
F02D 9/04 - Commande des moteurs par étranglement des conduits d'amenée de l'air ou du mélange air-combustible ou par étranglement des conduits d'échappement par étranglement des conduits d'échappement
58.
DOUBLE-MAIN-INJECTING DEVICE OF ENGINE AND CALIBRATION METHOD FOR COLD STARTING PROCESS OF ENGINE
A double-main-injecting device of an engine and a calibration method for a cold starting process of an engine. The double-main-injecting device of the engine comprises a cylinder piston (1), a cylinder cover (2), a main oil injector (3), and an auxiliary oil injector (4). The cylinder piston is disposed in a cylinder of the engine and is provided with a groove (11); the cylinder cover is disposed above the cylinder piston and defines a combustion chamber (100) with the groove; the main oil injector is disposed on the cylinder cover and is coaxial with the cylinder, and a nozzle of the main oil injector is located in the combustion chamber; the auxiliary oil injector is disposed on the cylinder cover and is arranged at an acute angle with the axis of the cylinder, and a nozzle of the auxiliary oil injector is located in the combustion chamber; and the main oil injector and the auxiliary oil injector are both in communication connection with an ECU.
An oil injection method for a swirl combustion chamber comprises: by means of acquiring a target oil injection duration of a swirl combustion chamber, and a first oil injection start point, a first oil injection end point, a current oil injection start point and a current oil injection end point of a first oil injection opening, determining a first oil injection duration of the first oil injection opening, and determining a current oil injection duration of the first oil injection opening; and, on the basis of the target oil injection duration, the first oil injection duration and the current oil injection duration, respectively determining a first target oil injection duration of the first oil injection opening and a second target oil injection duration of a second oil injection opening. Also disclosed are a swirl combustion chamber implementing the method, a vehicle, and a storage medium. The problems that the shapes of existing combustion chambers are designed only for single main injection, and the requirements of double main injections cannot be met are solved; and in addition, existing combustion systems do not utilize the solution of promoting atomization combustion of fuel oil by means of impaction of two kinds of oil sprays. Switching between single main injection and double main injections is judged on the basis of oil injection durations so as to raise the combustion speed in a cylinder, and improve the fuel consumption of a diesel engine.
F02D 41/40 - Commande de l'injection de combustible du type à haute pression avec des moyens pour commander la synchronisation ou la durée de l'injection
F02D 41/38 - Commande de l'injection de combustible du type à haute pression
F02B 23/10 - Autres moteurs caractérisés par des chambres de combustion d'une forme ou d'une structure particulières pour améliorer le fonctionnement avec allumage commandé avec admission séparée de l'air et du combustible dans le cylindre
F02F 3/26 - Pistons comportant une chambre de combustion ménagée dans la tête de piston
An exhaust manifold, comprising a plurality of exhaust branch pipes, outlet ends of the plurality of exhaust branch pipes sequentially intersecting, and a first cylinder exhaust branch pipe and a second cylinder exhaust branch pipe intersecting at a first intersection pipe; the first intersection pipe comprising a first pipe section, a second pipe section, and a third pipe section which are sequentially connected; an inlet end of the first pipe section being connected to an outlet end of the first cylinder exhaust branch pipe; an outlet end of the second cylinder exhaust branch pipe being connected to a junction of the first pipe section and the second pipe section; the first pipe section and the second pipe section both being curved pipes; and the third pipe section being a horizontal straight pipe, wherein the third pipe section is closer to a plane where an inlet of the exhaust branch pipe is located than the outlet end of the first cylinder exhaust branch pipe.
A heat-insulating piston and a preparation method therefor. The preparation method comprises: coating the edge portion of the top of a piston with a metal/alloy modified bonding layer; coating the surface of the piston, which is coated with the bonding layer, with a metal/alloy modified yttrium oxide coating; coating the surface of the piston, which is coated with the bonding layer and the yttrium oxide coating, with an yttrium oxide ceramic coating having a hollow structure; and subjecting the surface of the piston, which is coated with the aforementioned coating, to a hole sealing treatment. A heat-insulating piston is prepared by using the above-mentioned preparation method. The piston prepared by the preparation method of the present application has the characteristics of a low heat capacity and low heat conductivity.
An SCR system comprises a box body (10), a urea nozzle and a mixer. The mixer is arranged inside the box body (10), and is cylindrical, and the first end of the mixer faces the urea nozzle. The mixer comprises a check ring (20), a swirl tube (21) and a perforated pipe (22) which are connected in sequence. The check ring (20) is arranged close to the urea nozzle, and is provided with a plurality of first through holes (201). A plurality of second through holes (201) are formed in the swirl tube (21), and a plurality of third through holes are formed in the perforated pipe (22). The mixer further comprises a retaining ring (23), an inner ring of the retaining ring (23) is connected to an outer wall of the swirl tube (21) and/or the perforated pipe (22), and an outer ring of the retaining ring (23) is connected to an inner wall of the box body (10). Also provided is an engine. The SCR system solves the problem of SCR urea crystallization under a low-speed low-load working condition of an engine.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
33 at the baffle. In practical use, the configuration of the distribution density and the hole area of the through holes can improve the mixing uniformity of ammonia gas, so that a reaction effect of a catalyst and a mixed gas in the carrier is enhanced. In practical application, the settings of the distribution density and the hole area of the through holes can improve the mixing uniformity of an ammonia gas, so that a reaction effect of a catalyst and a mixed gas in the carrier is enhanced.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
A double-DPF regeneration control method. The method is applied to an engine aftertreatment system comprising double DPFs. The method comprises: when each DPF is detected to be in an active regeneration mode and an upstream temperature sensor of one of the DPFs reports a credibility fault, determining a DPF upstream temperature on the basis of an upstream temperature sensor of the other DPF, and determining a regeneration peak temperature and a maximum temperature gradient in each DPF on the basis of a plurality of internal temperature sensors in each DPF; determining a set value of the DPF upstream temperature according to a mass flow rate of waste gas, a DOC upstream temperature, an SCR upstream temperature, and carbon loading capacity; determining a set value of the maximum temperature gradient according to an HC aging factor, a DOC downstream temperature, and the SCR upstream temperature; and in the active regeneration process of the DPF, controlling the regeneration peak temperature according to the set value of the DPF upstream temperature, and controlling the maximum temperature gradient according to the set value of the maximum temperature gradient, thereby improving the reliability during the double-DPF regeneration. Also related are a double-DPF regeneration control apparatus, and an engine.
WEICHAI POWER EMISSION SOLUTIONS TECHNOLOGY CO., LTD. (Chine)
Inventeur(s)
Liu, Weida
Huo, Cuiying
Zheng, Biying
Abrégé
An ultra-compact post-processing system, a supercharger assembly and an engine. The ultra-compact post-processing system comprises a mixer provided with an inlet connector to be connected to the supercharger body, a urea nozzle connected to the inlet connector, a shell sleeved at the periphery of part of the mixer, and a catalytic disc provided in the shell. The shell is provided with an air outlet. The catalytic disc is provided between the mixer and the inner wall of the shell, and is sleeved at the periphery of the mixer. The catalytic disc divides an inner cavity of the shell into a mixing cavity and an air return cavity. The air outlet of the shell is provided in the air return cavity. A mixing section is provided at the air outlet end of the mixer, and the mixing section is provided in the mixing cavity. According to the present invention, the tail gas temperature is fully utilized, and the conversion efficiency of the post-processing system is improved. The mixing section is provided in the mixing cavity at the rear end of the catalytic disc, such that the mixing path can be prolonged, sufficient mixing is ensured, the urea uniformity is improved, and the conversion efficiency can be improved due to the formation of a preheating pipeline for the catalytic disc.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
F01N 5/02 - Silencieux ou dispositifs d'échappement combinés ou associés à des dispositifs bénéficiant de l'énergie des gaz évacués les dispositifs utilisant la chaleur
09 - Appareils et instruments scientifiques et électriques
Produits et services
Battery packs; fuel cells; power packs [batteries]; power
units [batteries]; battery charging equipment; solar cells;
electric batteries for powering electric vehicles; car
batteries; galvanic batteries; charging stations for
electric vehicles.
An SCR mixer and an engine. The SCR mixer comprises a cylinder body (10), a first flow guide member (11) and a second flow guide member (12). A mixing cavity is formed inside the cylinder body (10), and a nozzle base hole (101) configured to be connected to a urea nozzle is provided on the cylinder body (10); both ends of the cylinder body (10) are open, the first flow guide member (11) is connected to an opening at one end of the cylinder body (10), a conical first flow guide cavity is formed inside the first flow guide member (11), and the first flow guide cavity is communicated with the mixing cavity; the second flow guide member (12) is connected to an opening at the other end of the cylinder body (10), a conical second flow guide cavity is formed inside the second flow guide member (12), and the second flow guide cavity is communicated with the mixing cavity; the inner wall of the cylinder body (10), the outer wall of the first flow guide member (11) and the outer wall of the second flow guide member (12) define a zigzag flow guide channel.
A monitoring method for removal of double DPFs, applied to an engine aftertreatment system comprising the double DPFs. The two DPFs are each provided with a differential pressure sensor used for detecting a differential pressure and a downstream pressure of the DPF. The method comprises: when a preset monitoring release condition is met, respectively obtaining differential pressures of the two DPFs on the basis of the differential pressure sensors; if the differential pressure of the current DPF is less than a first preset differential pressure limit value and the differential pressure of the other DPF is greater than a second preset differential pressure limit value, respectively obtaining downstream pressures of the two DPFs on the basis of the differential pressure sensors; if the downstream pressure of the current DPF is greater than that of the other DPF, starting to accumulate monitoring time; and if the monitoring time is greater than a preset duration, determining that the current DPF is removed; wherein the first preset differential pressure limit value is not greater than the second preset differential pressure limit value. Further disclosed are a device for removal of double DPFs, and an engine.
A vibration damping method, apparatus and device for an engine crankshaft, and a medium and a program product. The method comprises: acquiring a torsional vibration characteristic curve of a crankshaft of an engine, wherein the torsional vibration characteristic curve is used for describing a correlation between torsional vibration amplitudes of a free end of the crankshaft and rotation speeds of the engine under a plurality of preset harmonic orders; on the basis of the torsional vibration characteristic curve, acquiring a target torsional vibration amplitude of the crankshaft at a preset operation rotation speed of the engine, wherein the target torsional vibration amplitude is the maximum value of the torsional vibration amplitudes corresponding to the preset operation rotation speed under the plurality of preset harmonic orders in the torsional vibration characteristic curve; and determining a vibration damping strategy of the crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset operation rotation speed in the torsional vibration characteristic curve, so as to increase or reduce the number of inertia blocks of the crankshaft on the basis of the vibration damping strategy. A torsional vibration characteristic curve is analyzed, and vibration damping is performed on a crankshaft on the basis of inertia blocks, thereby reducing the vibration damping cost; and the service life of the inertia blocks is relatively long, thereby improving the stability of vibration damping.
G06F 30/20 - Optimisation, vérification ou simulation de l’objet conçu
G06F 30/17 - Conception mécanique paramétrique ou variationnelle
F02D 41/04 - Dispositions de circuits pour produire des signaux de commande introduisant des corrections pour des conditions particulières de fonctionnement
H02J 3/24 - Dispositions pour empêcher ou réduire les oscillations de puissance dans les réseaux
71.
UREA PUMP, AND CONTROL METHOD AND CONTROL SYSTEM FOR UREA PUMP
A urea pump, and a control method and control system for the urea pump, wherein the urea pump comprises: a liquid intake pipeline (10); an instant heating type filtering device (40), an inlet (45) of the instant heating type filtering device (40) being in communication with a urea tank (300) via the liquid intake pipeline (10), and the instant heating type filtering device being configured to filter and heat a urea solution flowing in through the liquid intake pipeline (10); a pressure build-up pump (11) arranged at the liquid intake pipeline (10) and configured to drive the urea solution flowing to the instant heating filtering device (40) through the liquid intake pipeline (10); a liquid output line (30) in communication with a first outlet (46) of the instant heating filtering device (40) and configured to deliver a filtered and heated urea solution to a nozzle (200); and a liquid return pipeline (20) in communication with a second outlet (47) of the instant heating filtering device (40) and configured to enable the urea solution in the urea pump to flow back to the urea tank (300) after the urea pump is shut down.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
F01N 9/00 - Commande électrique des appareils de traitement des gaz d'échappement
An SCR mixer comprises a cylinder body (1), a urea collision assembly (2) and a flow guide apparatus (3). The cylinder body is provided with an gas inlet port (11), a gas exhaust port (12) and a urea injection port (13), the gas inlet port and the gas exhaust port being respectively arranged at two ends of the cylinder body in the axial direction; the urea injection port is arranged on the radial side wall of the cylinder body and close to the gas inlet port; the urea collision assembly is arranged in the cylinder body and corresponding to the urea injection port, so the urea collision assembly is located on the urea injection path; the flow guide apparatus is arranged in the cylinder body and close to the gas exhaust port, and the flow guide apparatus is used for adjusting the flow path of the mixed gas containing urea in the cylinder body, so the flow path comprises a forward flow part flowing towards the gas exhaust port and a reverse flow part flowing towards the gas inlet port. The SCR mixer can ensure that urea and waste gas are given sufficient time to fully mix, evaporate and vaporize, so that the urea crystallization problem of an SCR mixer is avoided. Further disclosed is a vehicle having the SCR mixer.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
B01F 25/432 - Tubes de mélange, p. ex. dans lesquels la matière est déplacée dans une direction radiale ou partiellement inversée avec des moyens pour diviser l’écoulement de matière en écoulements secondaires séparés et pour repositionner et recombiner ces écoulements secondairesMélange croisé, p. ex. en amenant la couche extérieure de la matière plus près de l'axe du tube ou vice-versa
B01F 23/213 - Mélange de gaz avec des liquides par l’ajout de liquides dans les milieux gazeux par pulvérisation ou atomisation des liquides
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
74.
ENGINE ECU FLASHING METHOD AND DEVICE, AND ENGINE ECU FLASHING DIAGNOSIS METHOD AND DEVICE
An engine ECU flashing method and device, and an engine ECU flashing diagnosis method and device. The engine ECU flashing method is applied to the ECU flashing device, and comprises: receiving an ECU flashing request instruction (S101); pre-forming a temporary flashing record according to the ECU flashing request instruction, and storing the temporary flashing record (S102); executing ECU flashing according to the temporary flashing record (S103); and after the ECU flashing is completed, automatically recording and forming a first ECU flashing record, and externally sending the first ECU flashing record (S104). The engine ECU flashing diagnosis method is applied to the flashing diagnosis device, and comprises: receiving a flashing diagnosis request instruction (S201); obtaining, according to the flashing diagnosis request instruction, the first ECU flashing record obtained by means of the engine ECU flashing method (S202); when a corresponding second ECU flashing record in the flashing diagnosis device lacks a data record number and/or record issuing time of the first ECU flashing record, determining that the ECU flashing record is an illegal flashing record (S203).
An engine piston is provided. A first sealing structure, including a first sealing rubber ring and a first annular groove, is provided at a head of the engine piston. The first sealing rubber ring has a U-shaped section with a reserved space at the top of the first sealing rubber ring, and a gap for circulating hydraulic oil is provided between a ring bank, above the first sealing rubber ring, of the engine piston and a simulated cylinder liner of a fatigue testing apparatus for an engine piston. In a case that the hydraulic oil is introduced into the fatigue testing apparatus for the engine piston to simulate pressure loading under a high-explosion pressure, when the hydraulic oil enters into the reserved space from the gap for circulating the hydraulic oil, an inner wall of the reserved space is squeezed and the first sealing rubber ring is deformed.
G01M 15/02 - Détails ou accessoires pour appareils de test
G01M 15/09 - Test des moteurs à combustion interne par contrôle de la pression dans les conduits de fluide, p. ex. dans des parties de lubrification ou de refroidissement
76.
Control method and apparatus applied to controller
A control method and a control apparatus are provided. A main control circuit board in a controller receives an initial control command via a CAN bus from an ECU after being powered on, controls a fault detection circuit board to detect initial states of the controller and all devices connected to the controller based on the initial control command to obtain initial state information, transmits the initial state information to the ECU via the CAN bus, receives a first target control command via the CAN bus from the ECU, and controls a conduction control circuit board to turn on at least one MOS in a MOS array based on the first target control command to output a control signal to a heater connected to the controller to control the heater to operate, thereby realizing a closed-loop control on the heater and adjusting a power of the heater at any time.
F02M 31/135 - Réchauffage du mélange air–combustible
F02M 31/12 - Appareils pour le traitement thermique de l'air comburant, du combustible ou du mélange air-combustible pour chauffer par un moyen électrique
F02N 19/04 - Accessoires de démarrage des moteurs à combustion, non prévus ailleurs facilitant le démarrage des moteurs par des moyens thermiques, p. ex. en utilisant des mèches allumées par réchauffage des fluides utilisés dans les moteurs
F02N 19/06 - Accessoires de démarrage des moteurs à combustion, non prévus ailleurs facilitant le démarrage des moteurs par des moyens thermiques, p. ex. en utilisant des mèches allumées par réchauffage des fluides utilisés dans les moteurs par réchauffage de l'air comburant par des moyens générateurs de flamme, p. ex. des bougies à incandescence
77.
METHOD AND APPARATUS FOR GENERATING INI FILE, COMPUTER DEVICE, AND MEDIUM
A method and apparatus for generating an ini file, a computer device, and a medium. The method for generating an ini file comprises: determining ini file configuration parameter information of a currently flashed ini file and a timestamp of a configuration ini file; determining ini file authentication information corresponding to the currently flashed ini file according to the ini file configuration parameter information and the timestamp of the configuration ini file, and generating a target ini file containing the ini file authentication information, so that security of the ini file is improved, and configuration information security is protected.
The present invention relates to the technical field of internal combustion engines. Disclosed are a method for controlling a combustion system, a combustion system, and an internal combustion engine. The combustion system comprises a piston, a fuel injector, and a cylinder. At a main fuel injection stage, the fuel injector injects a main fuel into the cylinder in sequence to drive the piston to work. The method for controlling the combustion system comprises: controlling the fuel injector to execute a first-stage main fuel injection in a compression stroke, wherein the first-stage main fuel injection comprises at least one injection, and continues till a power stroke such that the cylinder pressure in the cylinder reaches a target pressure peak value; and before the cylinder pressure in the cylinder reaches a descending critical point, executing a second-stage main fuel injection, wherein the second-stage main fuel injection comprises at least one injection, and the fuel injected in the second-stage main fuel injection and the fuel injected in the first-stage main fuel injection are superimposed such that the cylinder pressure in the cylinder is maintained at the target pressure peak value for a preset time. Therefore, the superposition of entrainment effects is promoted, a mixing area of the fuel and air is increased, and the air utilization rate is improved.
Disclosed are a control method for a combustion system, the combustion system, and an engine. The control method for the combustion system comprises: a fuel injector (10) conducts first primary spray and second primary spray at intervals, and the fuel injector injects fuel to a first arc ridge (3) during the first primary spray; and the fuel injector sprays fuel to a second arc ridge (6) during the second primary spray. By adopting a combustion chamber having two arc ridges and respectively injecting fuel to the two arc ridges by means of the fuel injector, it can be ensured that the amount of fuel shared by each arc ridge is reduced, gathering the fuel at a single arc ridge can be avoided, and it is beneficial to exert the improvement effect of the arc ridge on a wall impact jet flow velocity field at the tail end of a fuel beam, such that the fuel and gas distribution in a cylinder is facilitated, the utilization rate of air in a cylinder cavity is increased, the combustion efficiency is improved, and the heat efficiency of the engine is further improved.
A control method for a combustion system, a combustion system, and a diesel engine. According to the control method for the combustion system, spatial intensities of entrainment effects in a cylinder of fuel sprays of the two injections can be superimposed by means of two main fuel injections, two organizations of the fuel sprays for a flow field in the cylinder are implemented, turbulence in the cylinder is enhanced, the rate of fuel-gas mixing in the cylinder is improved, and the combustion speed in middle and late combustion stages and the air utilization rate in the cylinder are effectively improved; by determining a duration and a first injection pressure of first main fuel injection, it is ensured that a cylinder pressure can at least reach an upper limit threshold of the cylinder pressure; and during second main fuel injection, in a time period when the cylinder pressure drops from the upper limit threshold of the cylinder pressure to a set cylinder pressure, a change rate of the curve slope of a cylinder pressure change curve at each time point is within a set range of slope change rates, and a rotation angle of a crankshaft is not smaller than a first preset rotation angle.
F02D 41/40 - Commande de l'injection de combustible du type à haute pression avec des moyens pour commander la synchronisation ou la durée de l'injection
F02D 41/38 - Commande de l'injection de combustible du type à haute pression
F02D 41/14 - Dispositions de circuits pour produire des signaux de commande introduisant des corrections à boucle fermée
81.
POST-TREATMENT MIXER AND ENGINE U-SHAPED POST-TREATMENT SYSTEM
33 and the uniformity of the speed of a mixed gas flow, can reduce the injection amount of urea, and can effectively avoid the phenomenon of urea crystallization that tends to occur at a low exhaust temperature and a low waste gas flow. Further provided is an engine U-shaped post-treatment system.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
Provided are a composite coating, a piston, an engine and a vehicle. The composite coating comprises a metal bonding layer, a transition layer, a ceramic layer and a hole sealing layer which are sequentially laminated, wherein the metal bonding layer is configured to be bonded with a piston matrix, the metal bonding layer is a rare earth metal modified bonding layer, and the transition layer is a rare earth metal modified zirconia layer; and the present invention is configured to solve the problem of a short service life of a piston due to a surface coating of the piston being prone to falling off.
C23C 4/073 - Matériaux métalliques contenant des alliages MCrAl ou MCrAlY où M est le nickel, le cobalt ou le fer, avec ou sans éléments non métalliques
The invention relates to a device (1) having at least one fuel cell (2) and a DC/DC converter (3) assigned to the latter. A variable voltage generated in the fuel cell (2) is converted, by means of the DC/DC converter (3), into a DC voltage for a system (4) to be supplied. The DC/DC converter (3) is designed to capture internal characteristic variables of the fuel cell (2). Operating states of the fuel cell (2) are captured and/or controlled in dependence on these characteristic variables.
The present application provides a power control system and method for a fuel cell. A main control unit is separately connected to a vehicle controller, an inverter control unit, each DC/DC control unit, and a high-voltage power distribution management unit, and generates a control instruction on the basis of the required power and a start/stop instruction that are sent by the vehicle controller. The inverter control unit controls an air compressor to output a required rotational speed. The high-voltage power distribution management unit controls a high-voltage BOP to power on and off. Multiple DC/DC control units are in parallel connection, and each DC/DC control unit receives a first high-voltage direct current, outputs a second high-voltage direct current and converges same into a second direct current filter circuit; after filtering is performed, same is connected to a vehicle drive system. On the basis of the required power and the start/stop instruction that are sent by the vehicle controller, the main control unit controls the inverter control unit, each DC/DC control unit, and the high-voltage power distribution management unit to perform corresponding operations without requiring the vehicle controller to separately control each unit and separately receive a state fed back by each unit, thereby reducing the complexity of control for the vehicle controller and reducing the burden of communication.
B60L 58/30 - Procédés ou agencements de circuits pour surveiller ou commander des batteries ou des piles à combustible, spécialement adaptés pour des véhicules électriques pour la surveillance et la commande des piles à combustible
B60L 1/00 - Fourniture de l'énergie électrique à l'équipement auxiliaire des véhicules à traction électrique
86.
Post-treatment system, method for controlling post-treatment system, and vehicle
x conversion efficiency in the case of a low temperature. In a case of a high temperature, the three-way valve is controlled to close a by-pass line, such that the exhaust gas flows through the booster and the first SCR.
F01N 3/20 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement caractérisés par les méthodes d'opérationCommande spécialement adaptés à la conversion catalytique
F01N 13/00 - Silencieux ou dispositifs d'échappement caractérisés par les aspects de structure
F01N 3/10 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs par conversion thermique ou catalytique des composants nocifs des gaz d'échappement
F01N 3/08 - Silencieux ou dispositifs d'échappement comportant des moyens pour purifier, rendre inoffensifs ou traiter les gaz d'échappement pour rendre les gaz d'échappement inoffensifs
F01N 13/08 - Autres aménagements ou adaptations des tubulures d'échappement
87.
DEVICE COMPRISING AT LEAST ONE RECHARGEABLE BATTERY
The invention relates to a device (1) comprising at least one rechargeable battery (2) and an electric converter associated with said battery, which converter is connected to a superordinate system. The electric converter is designed to draw or feed electrical energy from/to the rechargeable battery (2). Characteristic variables of the rechargeable battery are determined by means of the electric converter during operation of the battery. Alternatively or additionally, means for influencing the operating mode of the rechargeable battery (2) are provided.
H02J 7/00 - Circuits pour la charge ou la dépolarisation des batteries ou pour alimenter des charges par des batteries
H02J 7/34 - Fonctionnement en parallèle, dans des réseaux, de batteries avec d'autres sources à courant continu, p. ex. batterie tampon
H01M 10/48 - Accumulateurs combinés à des dispositions pour mesurer, tester ou indiquer l'état des éléments, p. ex. le niveau ou la densité de l'électrolyte
H01M 10/46 - Accumulateurs combinés par structure avec un appareil de charge
88.
CALIBRATION METHOD AND DEVICE FOR VOLTAGE LIMIT ELLIPSE, TERMINAL, AND STORAGE MEDIUM
The present invention relates to the technical field of motor calibration, and relates to a calibration method and device for a voltage limit ellipse, a terminal, and a storage medium. The present invention comprises: selecting at least two target points from points on a calibrated current limit circle of a target motor, and determining at least two rotating speeds according to the at least two target points; for each rotating speed, by adjusting a calibration current vector in the current limiting circle at least twice, determining at least two current vectors corresponding to the rotating speed; setting the target motor at least twice according to the rotating speed and the at least two current vectors, and running the target motor after each setting; and determining a voltage limit ellipse corresponding to the rotating speed according to the current vector set when the working efficiency of the target motor reaches preset efficiency and the target point corresponding to the rotating speed. Since embodiments of the present invention provide a novel calibration method for a voltage limit ellipse, the method for calibrating the voltage limit ellipse is extended.
A rear power take-off assembly (100), an engineering vehicle (500), and a control method for the engineering vehicle (500). The rear power take-off assembly (100) comprises: a housing (10); a gear shaft (20), the gear shaft (20) being arranged in the housing (10) in a penetrating manner, and the gear shaft (20) being used for being connected to an output end of an engine; an output flange (30), wherein the output flange (30) is sleeved on the gear shaft (20), an accommodating cavity (50) is formed among the housing (10), the output flange (30) and the gear shaft (20), and an air intake hole in communication with the accommodating cavity (50) is provided in the housing (10); and a pneumatic clutch mechanism (40), the pneumatic clutch mechanism (40) being arranged in the accommodating cavity (50), and the pneumatic clutch mechanism (40) being used for controlling the gear shaft (20) and the output flange (30) to be switched between a connected state and a disconnected state.
F16H 61/26 - Production ou transmission de mouvements pour les mécanismes finals de manœuvre
F16D 25/0638 - Embrayages actionnés par fluide dans lesquels le fluide actionne un piston incorporé dans l'embrayage l'embrayage comportant des surfaces de friction avec organes d'embrayage mobiles exclusivement selon l'axe avec des surfaces de friction plates, p. ex. des disques avec plus de deux disques, p. ex. à lamelles multiples
F16D 25/12 - Éléments constitutifs non particuliers à l'un des types mentionnés ci-dessus
B60K 25/02 - Entraînements auxiliaires directs à partir de l'arbre du moteur
A control method is applied to a hybrid power system including an engine and a motor. A motor stator of the motor is connected to a driving shaft of a motor vehicle by means of a transmission mechanism such that, when rotated, the driving shaft drives the motor stator to rotate; the motor is used to determine output torque according to the rotating speed of the motor and transmit same to the driving shaft; the rotating speed of the motor is equal to the difference between the rotating speed of the motor rotor and the rotating speed of the motor stator. The method includes, according to operating parameters of the hybrid power system and operating parameters of the motor vehicle, controlling a motor controller to provide a drive signal to the motor stator such that the operating parameters of the motor meet a first preset formula.
B60W 20/00 - Systèmes de commande spécialement adaptés aux véhicules hybrides
B60K 6/40 - Agencement ou montage de plusieurs moteurs primaires différents pour une propulsion réciproque ou commune, p. ex. systèmes de propulsion hybrides comportant des moteurs électriques et des moteurs à combustion interne les moteurs primaires étant constitués de moteurs électriques et de moteurs à combustion interne, p. ex. des VEH caractérisés par des appareils, des organes ou des moyens spécialement adaptés aux VEH caractérisés par l'assemblage ou la disposition relative des organes
H02P 23/06 - Commande du moteur dans quatre quadrants
91.
METHOD AND APPARATUS FOR SUPPRESSING TORQUE RIPPLE OF PERMANENT MAGNET SYNCHRONOUS MOTOR
The present invention provides a method and apparatus for suppressing torque ripple of a permanent magnet synchronous motor. The method comprises: respectively performing proportional integral on a first quadrature-axis component and a first direct-axis component of a current of the permanent magnet synchronous motor by means of a proportional integrator; respectively performing primary harmonic suppression on the first quadrature-axis component and the first direct-axis component by means of a first digital resonance controller to obtain a second quadrature-axis component and a second direct-axis component; respectively performing primary harmonic suppression on the first quadrature-axis component and the first direct-axis component by means of a second digital resonance controller to obtain a third quadrature-axis component and a third direct-axis component; adding a proportional integral result of the first quadrature-axis component, the second quadrature-axis component, the third quadrature-axis component and a quadrature-axis system disturbance quantity to obtain an effective quadrature-axis component; adding a proportional integral result of the first direct-axis component, the second direct-axis component, the third direct-axis component and a direct-axis system disturbance quantity to obtain an effective direct-axis component; and supplying power to the permanent magnet synchronous motor by using the effective quadrature-axis component and the effective direct-axis component.
H02P 6/10 - Dispositions pour commander l'ondulation du couple, p. ex. en assurant une ondulation réduite du couple
H02P 21/00 - Dispositions ou procédés pour la commande de machines électriques par commande par vecteur, p. ex. par commande de l’orientation du champ
H02P 21/05 - Dispositions ou procédés pour la commande de machines électriques par commande par vecteur, p. ex. par commande de l’orientation du champ spécialement adaptés pour amortir les oscillations des moteurs, p. ex. pour la réduction du pompage
H02P 25/02 - Dispositions ou procédés pour la commande de moteurs à courant alternatif caractérisés par le type de moteur ou par des détails de structure caractérisés par le type de moteur
CERES INTELLECTUAL PROPERTY COMPANY LIMITED (Royaume‑Uni)
WEICHAI POWER CO., LTD. (Chine)
Inventeur(s)
Chen, Youpeng
Hu, Changming
Kang, Tianqin
Wang, Zuofeng
Abrégé
The invention discloses an analog stack for debugging an SOFC (Solid Oxide Fuel Cell) system. The analog stack comprises a casing in a shape and size the same as those of a casing of a real stack; a gas pipe, mounted in the casing and forming a gas inlet and a gas outlet; a combustion-supporting gas pipe, mounted in the casing and forming a combustion-supporting gas inlet and a combustion-supporting gas outlet; and a counter weight, mounted in the casing so that the weight of the analog stack is equal to the weight of the real stack. The analog stack for debugging an SOFC system provided by the invention is more similar to a real stack and can better simulate the operating conditions of the real stack.
H01M 8/2475 - Enceintes, boîtiers ou récipients d’empilements d’éléments à combustible
H01M 8/124 - Éléments à combustible avec électrolytes solides fonctionnant à haute température, p. ex. avec un électrolyte en ZrO2 stabilisé caractérisés par le procédé de fabrication ou par le matériau de l’électrolyte
93.
MULTI-STACK GAS INTAKE AND EXHAUST SYSTEM OF SOFC AND SOFC
CERES INTELLECTUAL PROPERTY COMPANY LIMITED (Royaume‑Uni)
WEICHAI POWER CO., LTD. (Chine)
Inventeur(s)
Cao, Hongmin
Gao, Chunlei
Yu, Chao
Shen, Xuesong
Abrégé
The invention relates to a multi-stack gas intake and exhaust system of a solid oxide fuel cell (SOFC). The multi-stack gas intake and exhaust system comprises a gas intake portion and a gas exhaust portion, the gas intake portion comprises an intake pressure stabilizing cavity and a plurality of gas intake manifolds arranged on the intake pressure stabilizing cavity, the intake pressure stabilizing cavity is used for communicating with a gas supply pipe of the SOFC, and the number of the gas intake manifolds is equal to the number of the stacks in the SOFC. Because all the gas intake manifolds communicate with the intake pressure stabilizing cavity, the intake pressures of all the gas intake manifolds are equal, so that fuel gas or oxygen can be evenly distributed into all the gas intake manifolds and the gas intake amount of each stack can be essentially kept consistent. Therefore, the SOFC as a whole has a higher generated power, and the power generation performance of the SOFC is improved. The invention further discloses an SOFC adopting the foregoing multi-stack gas intake and exhaust system.
H01M 8/2484 - Détails des groupements d'éléments à combustible caractérisés par les collecteurs d’admission externes
H01M 8/124 - Éléments à combustible avec électrolytes solides fonctionnant à haute température, p. ex. avec un électrolyte en ZrO2 stabilisé caractérisés par le procédé de fabrication ou par le matériau de l’électrolyte
A hybrid power system includes an engine and a motor. A motor stator of the motor is connected with a drive shaft of a motor vehicle through a transmission mechanism, so that the motor stator can also rotate relative to the chassis and other structures of the motor vehicle, thus, the hybrid power system composed of the engine and the motor can meet the application of various working conditions such as starting, idling, forwarding and reversing of the motor vehicle, and the number of parts of the hybrid system is greatly reduced, thereby simplifying the overall structure of the hybrid power system.
B60K 6/365 - Agencement ou montage de plusieurs moteurs primaires différents pour une propulsion réciproque ou commune, p. ex. systèmes de propulsion hybrides comportant des moteurs électriques et des moteurs à combustion interne les moteurs primaires étant constitués de moteurs électriques et de moteurs à combustion interne, p. ex. des VEH caractérisés par des appareils, des organes ou des moyens spécialement adaptés aux VEH caractérisés par les transmissions à engrenages les pignons étant animés d'un mouvement orbital
B60K 6/26 - Agencement ou montage de plusieurs moteurs primaires différents pour une propulsion réciproque ou commune, p. ex. systèmes de propulsion hybrides comportant des moteurs électriques et des moteurs à combustion interne les moteurs primaires étant constitués de moteurs électriques et de moteurs à combustion interne, p. ex. des VEH caractérisés par des appareils, des organes ou des moyens spécialement adaptés aux VEH caractérisés par les moteurs ou les générateurs
95.
HIGH-TEMPERATURE AIR MIXER AND SOFC AIR INTAKE SYSTEM
CERES INTELLECTUAL PROPERTY COMPANY LIMITED (Royaume‑Uni)
WEICHAI POWER CO., LTD. (Chine)
Inventeur(s)
Hu, Changming
Chen, Youpeng
Gao, Chunlei
Cao, Hongmin
Kang, Tianqin
Wang, Zuofeng
Abrégé
A high-temperature air mixer comprising a main intake pipe, wherein one end of the main intake pipe is an air inlet end for the air to enter and the other end of the main intake pipe is an air outlet end intended to be connected to an intake manifold of an SOFC air intake system; a hollow convex ring, circumferentially surrounding the outer wall of the main intake pipe and in sealed connection with the outer wall of the main intake pipe; a side intake pipe, in communication with the inner cavity of the hollow convex ring and configured to introduce temperature-adjusting air; and a plurality of air mixing ports, disposed on the side wall of the main intake pipe covered by the hollow convex ring and having gradually increased area varying with the increased distance from the side intake pipe. The high-temperature air mixer ensures uniform temperature of the air entering various stacks, thereby ensuring the high working efficiency of the stacks. An SOFC air intake system uses the high-temperature air mixer.
H01M 8/2485 - Dispositions pour le scellement des collecteurs d’admission externesDispositions pour le montage des collecteurs d’admission externes autour de l’empilement
The present invention belongs to the technical field of diesel engines, and particularly relates to an engine cooling system and a cooling method therefor. In the engine cooling system of the present invention, when an engine needs to be warmed up, a first valve is opened, a lower engine body water storage chamber is in communication with an upper engine body water storage chamber, and some of the cooling water directly flows into the lower engine body water storage chamber from the upper engine body water storage chamber. The flow of the cooling water entering an engine body is reduced, and under the condition that heat dissipated by the engine is unchanged, the temperature rise of the cooling water flowing through the engine body such as a cylinder sleeve upper cooling water chamber and a cylinder sleeve lower water jacket is faster, such that an engine warming effect is improved. When cooling is needed, a cylinder cover upper water jacket is in communication with the upper engine body water storage chamber, the cooling water no longer cools the upper portion of a cylinder cover and a cylinder cover water storage chamber, the temperature is low, and therefore, the temperature of the cooling water of the cylinder cover upper water jacket can be reduced, such that a cooling effect is improved.
A power split transmission system and a vehicle. A hydrostatic transmission mechanism (12, 13) of the power split transmission system is in driving connection with a sun gear of a first planetary row (2) and a sun gear of a second planetary row (3); a planetary carrier of the first planetary row (2) is connected to a planetary carrier of the second planetary row (3); the planetary carrier of the first planetary row (2) is connected to a sun gear of a third planetary row (4); a planetary carrier of the third planetary row (4) is in transmission connection with a main input shaft (1); a first clutch (5) can connect the main input shaft (1) to a gear ring of the second planetary row (3) in a forward rotation manner; and a second clutch (6) can connect the main input shaft (1) to the gear ring of the second planetary row (3) in a reverse rotation manner. A brake (7) can lock a gear ring of the first planetary row (2). A driving disk of a third clutch (10) is in transmission connection with a gear ring of the third planetary row (4); a driving disk of a fourth clutch (11) is in transmission connection with the sun gear of the third planetary row (4); and a driven disk of the third clutch (10) and a driven disk of the fourth clutch (11) are connected to a main output shaft (9). The transmission system realizes a large range of speed regulation, reduces hydrostatic transmission dependence, and shortens gear shift time.
B60K 17/10 - Agencement ou montage des transmissions sur les véhicules caractérisées par la disposition, l'emplacement ou le type de mécanisme de transmission à fluide
F16H 47/04 - Combinaisons d'une transmission mécanique avec des embrayages à fluide ou une transmission à fluide la transmission à fluide étant du type volumétrique la transmission mécanique étant du type à organes à mouvement orbital
98.
SOLID OXIDE FUEL CELL SYSTEM AND WATER VAPOR GENERATOR AND METHOD OF OPERATION
CERES INTELLECTUAL PROPERTY COMPANY LIMITED (Royaume‑Uni)
WEICHAI POWER CO., LTD. (Chine)
Inventeur(s)
Song, Weilong
Abrégé
A solid oxide fuel cell system and a water vapor generator and method of operation. The water vapor generator includes a tank body, a water inlet pipe that can introduce water flow into the tank body, and a heat exchanger located inside the tank body. A water flow can enter the tank body through the water inlet pipe and to exchange heat with the heat exchanger, the heated water forms water vapor. A top portion of the heat exchanger is provided with a recess, the water flow from the water inlet pipe flows into the recess, and the water flow is accumulated in the recess and overflows to exchange heat with the heat exchanger. With this arrangement, if the water flow in the water inlet pipe boils in advance, the recess provided can buffer the impact of the boiling water on the heat exchanger and reduce the pressure fluctuation inside the water vapor generator. Moreover, the water flow evenly flows along an outer peripheral surface of the heat exchanger, and evenly contacts the surface of the heat exchanger, so as to achieve the object of uniform heat exchange between water and the heat exchanger, and reduce the fluctuation in water vapor production and water vapor pressure.
H01M 8/0612 - Combinaison d’éléments à combustible avec des moyens de production de réactifs ou pour le traitement de résidus avec des moyens de production des réactifs gazeux à partir de matériaux contenant du carbone
B01B 1/00 - ÉbullitionAppareils à ébullition en vue d'applications physiques ou chimiques
C01B 3/00 - HydrogèneMélanges gazeux contenant de l'hydrogèneSéparation de l'hydrogène à partir de mélanges en contenantPurification de l'hydrogène
122) of the hydraulic oil in the third accommodating chamber (300) on the pilot spool (22); the proportional solenoid assembly (3) is arranged to generate thrust on the pilot spool (22) to engage the pilot spool (22) against the stepped ring edge (213).
F16K 11/065 - Soupapes ou clapets à voies multiples, p. ex. clapets mélangeursRaccords de tuyauteries comportant de tels clapets ou soupapesAménagement d'obturateurs et de voies d'écoulement spécialement conçu pour mélanger les fluides dont toutes les faces d'obturation se déplacent comme un tout comportant uniquement des tiroirs à éléments de fermeture glissant linéairement
F16K 31/06 - Moyens de fonctionnementDispositifs de retour à la position de repos électriquesMoyens de fonctionnementDispositifs de retour à la position de repos magnétiques utilisant un aimant
A rocker arm mechanism and an engine assembly. The rocker arm comprises a rocker shaft (1), a rocker arm (2), a valve clearance adjusting device (3), a valve mechanism (4) and a control valve (5). The rocker arm (2) is rotatably arranged on the rocker shaft (1). The valve mechanism (4) comprises a valve bridge (41). A column chamber (21) is arranged on the rocker arm (2). The valve clearance adjusting device (3) comprises a hydraulic tappet (31) slidably arranged in the column chamber (21). The column chamber (21) supplies oil through an oil supply passage (22). The control valve (5) can open or close the oil supply passage (22). When the control valve (5) opens the oil supply passage (22), the hydraulic tappet (31) can be abutted against the valve bridge (41) to eliminate the gap between the valve bridge (41) and the hydraulic tappet (31).
F01L 13/06 - Modifications du système de distribution pour permettre l'inversion du sens de marche, le freinage, le démarrage, le changement de taux de compression ou autre opération déterminée pour le freinage
