Cyclic Variability in Spark Ignition Engines A Literature Survey

A hybrid vehicle includes a control apparatus having an engine controller and a motor controller A first battery and a second battery which has higher voltage than the first battery are provided An electric power generator which is driven by the engine is provided for charging the first battery The second battery and the electric motor are connected through the motor controller, and the first battery or the electric power generator is connected to the motor controller and the engine controller In addition, the first battery or the electric power generator is connected to the engine controller for maintaining a power supply for operation maintenance of the engine controller The second battery and the electric motor are connected through the motor controller The second battery or the electric motor is connected to the motor controller through a DC/DC converter As a result, even if the high voltage line including the electric motor in the control apparatus for the hybrid vehicle has failed, this system can drive the vehicle

Control apparatus for hybrid vehicle

A control system for a vehicular drive unit having an engine, a motor-generator for acting as a motor and a generator; a power transmission including a planetary gear composed of at least three rotary elements and a mechanism for selectively connecting/releasing the rotary elements; a battery for storing electric power generated by the motor-generator and for supplying a driving electric power; a residue detector for detecting the state of charge of the battery; and a controller for controlling the engine, the motor-generator and the connecting/releasing mechanism in accordance with an output signal from the residue detector. The first rotary element of the planetary gear is connected to the output shaft of the engine; the second rotary element, as acting a reaction against the first rotary element, is connected to the motor-generator; and the third rotary element is connected to an output member for transmitting the drive power to wheels. The controller includes mode switching capability for switching the mode when the battery is in an ordinary state or in a low charge state, to a power split mode, in which the motor-generator outputs a reaction torque against the output torque of the engine so that the connecting/releasing mechanism can rotate the first, second and third rotary elements individually and, when the battery is in a full charge state, to a parallel hybrid mode, in which the motor-generator adds a torque to the output torque of the engine so that the connecting/releasing mechanism can rotate the first and second rotary elements together.

Control system for vehicular drive unit

An energy management system for use with off-highway vehicles, including locomotives, that traverse a known course. A processor determines power storage and transfer parameters, including data indicative of present and future track profile information. The energy management system controls the storage and regeneration of electrical energy. A hybrid energy locomotive system has an energy storage and regeneration system. In one form, the system can be retrofitted into existing locomotives or installed as original equipment. The energy storage and regeneration system captures dynamic braking energy, excess motor energy, and or externally supplied energy. The captured energy is stored in an energy storage system such as a battery, a flywheel system, or a capacitor system. The energy storage and regeneration system can be located in a separate energy tender vehicle. The separate energy tender vehicle is optionally equipped with traction motors.

Hybrid energy power management system and method

The present invention is a technique and apparatus for monitoring and detecting the arrival of a contrast agent in a region of interest (e.g., an artery or tissues of interest). In one embodiment, upon detecting a maximum, substantially elevated or elevated concentration of contrast agent in the region of interest, a predetermined portion of the magnetic resonance image data (e.g., data which is representative of the center of k-space) may be acquired. Thus, the present invention may be employed to facilitate synchronization between collecting the central portion of k-space image data with the arterial phase of contrast enhancement.

Method and apparatus for magnetic resonance imaging of arteries using a magnetic resonance contrast agent

A hybrid powertrain for an automotive vehicle comprising an internal combustion engine and transmission assembly providing a first selectably shiftable geared torque flow path to vehicle traction wheels and an electric motor-generator unit defining a second geared torque flow path that is located between the output of the first geared torque flow path and the traction wheels. Through the deployment of an appropriate control system, including the necessary control algorithms, the electric motor-generator unit can be operated to supply torque to the traction wheels while the torque flow in the first torque flow path is interrupted during the occurrence of a ratio change in the transmission assembly and during disengagement of a clutch. Because of this interactive control of two power sources, the vehicle driveability can be enhanced along with an improvement of the engine exhaust gas emissions. In addition, the electric motor-generator unit in the second torque flow path can be used to launch the vehicle electrically immediately upon request of the operator. This ability of the powertrain permits engine-off operation during vehicle coast-down and standstill periods without any loss of driveability. During electric launch of the vehicle, the interactive control of the two power sources permits the internal combustion engine to be restarted and then gradually take over the propulsion task from the electric motor-generator unit.

Parallel hybrid powertrain for an automotive vehicle

An electric propulsion system for a vehicle having an electric drive motor. A generator supplies electric current to the motor. A dual shaft turbine engine having a compressor and a gasifier coupled with a first shaft and a power turbine, flywheel and generator coupled to a second shaft provide electric current to the electric drive motor. The first and second drive shafts are uncoupled and are allowed to spin independently of one another. Exhaust gases from the gasifier turn the power turbine, thus the turning power turbine turns the generator and flywheel as a unit.

Hybrid electric propulsion system using a dual shaft turbine engine

Experimental measurements of burn rates have been carried out in a single cylinger homogeneous charge engine. Three different combustion chambers were investigated (75 % and 60 % squish bowl-in-piston chambers and a disk chamber) using a cylinder head with a swirl producing intake port and near central spark location. Data were obtained with each combustion chamber as a function of spark timing, EGR, and load at 1500 RPM. The combustion rate is strongly influenced by chamber shape. The 10-90 % burn durations of the 75 % and 60 % squish chambers are respectively about 40 % and 60 % that of the disk chamber. Chamber configuration had less effect on 0-10 % burn duration. The disk had about 25 % longer 0-10 % burn time than the bowl-in-piston chambers. Modifications to the GESIM model enabled good overall agreement between predictions and experimental data, a rather severe test of the model because the coupling of fluid mechanics, combustion and chamber geometry must be properly modeled. An improved basic understanding of the influence of combustion chamber shape on burn rate has been achieved through the interactive use of experimental data and modeling. The results suggest that differences in turbulence intensity and flame area development due to changes in chamber shape are responsible for the observed burn rate differences.

Combustion Chamber Effects on Burn Rates in a High Swirl Spark Ignition Engine

An Engine Simulation Model was used to study the effect of changing the maximum intake valve lift to control in-cylinder turbulence intensity and burn rate Experimental measurements of burn rate for two different valve lift profiles were obtained and compared with predictions The standard K-epsilon turbulence model was found to be inadequate for predicting the proper behavior of turbulence level during compression and expansion Further investigation showed that the dissipation of turbulence calculated by the standard k-epsilon model was inadequate, thus causing the turbulence levels and burn rates to be approximately independent of the intake valve lift A new turbulent dissipation model is proposed which uses the eddy angular momentum to scale the dissipation constant Turbulent intensity predictions from this model resulted in acceptable agreement between the measured and predicted burn rates as the intake valve lift was changed The effect of throttling the engine using intake valve lift was investigated and predictions made of turbulence intensity, burn rate, combustion efficiency and brake specific fuel consumption (BSFC) as a function of air-fuel ratio and load Results showed a significant reduction in BSFC at 13 BMEP, 1500 RPM when conventional throttling was compared with intake valve throttling at equal burn rates In addition, the effect of B/S ratio on turbulence intensity, burn rate and ISFC was investigated and results showed the independent effects of engine geometry and turbulence on burn rate when the engine was stroked holding the cylinder bore constant

Richard C. Belaire

Papers

Parallel hybrid powertrain for an automotive vehicle

Hybrid electric propulsion system using a dual shaft turbine engine

Combustion Chamber Effects on Burn Rates in a High Swirl Spark Ignition Engine

The Effect of Intake Valve Lift on Turbulence Intensity and Burnrate in S.I. Engines-Model Versus Experiment

A Small Displacement DI Diesel Engine Concept for High Fuel Economy Vehicles