公开(公告)号：US20060272606A1

公开(公告)日：2006-12-07

申请号：US11147550

申请日：2005-06-07

申请人： Rogelio Rodriguez ,  Adam Lack

发明人： Rogelio Rodriguez ,  Adam Lack

IPC分类号： F02P19/02

CPC分类号： F02P19/027 ,  F02D2041/228

摘要： A motor vehicle engine (10) has a glow plug system (14) for aiding combustion of fuel in combustion chambers of the engine when the engine is cold and an ignition switch (16) is operated to crank the engine. A first circuit signals the cold start aid to commence operation of the cold start aid in anticipation of engine starting. A second circuit indicates a fault in the cold start aid. A third circuit, that includes a warning signal device (38), activates the warning signal device to inform a driver of the vehicle of the indicated fault upon the first circuit having signaled the cold start aid to commence operation and the second circuit having indicated a fault in the cold start aid.

摘要翻译： 机动车辆发动机（10）具有电热塞系统（14），用于在发动机冷时使燃料燃烧在发动机的燃烧室中，并且操作点火开关（16）以起动发动机。 第一回路发信号通知冷启动辅助装置以开始启动冷启动辅助装置的运行。 第二个电路表示冷起动辅助装置中的故障。 包括警告信号装置（38）的第三电路激活警告信号装置，以在第一电路通知冷启动辅助装置开始运行的情况下通知车辆的指示故障的车辆，并且第二电路指示为 冷启动辅助故障。

公开(公告)号：US20060174621A1

公开(公告)日：2006-08-10

申请号：US11051398

申请日：2005-02-04

申请人： Kai Chen ,  Adam Lack

发明人： Kai Chen ,  Adam Lack

IPC分类号： F02B33/44

CPC分类号： F02B37/007 ,  F01N13/107 ,  F02B37/22 ,  Y02T10/144

摘要： An internal combustion engine having (200) a first turbocharger (209) in fluid communication with a first exhaust manifold (207) and fluidly communicating with an intake manifold (205), a first exhaust gas control valve (223) in fluid communication with a second exhaust manifold (207), a second turbocharger (215) in fluid communication with the first gas control valve (223) and the intake manifold (205), a crossover passage (222) in fluid communication with the first exhaust manifold (207) and the second exhaust manifold (207), and a first air control valve (225), in fluid communication with the second turbocharger (215) and fluidly connected with the intake manifold (205).

摘要翻译： 具有与第一排气歧管（207）流体连通并与进气歧管流体连通的第一涡轮增压器（209）的内燃机，与第一排气歧管（207）流体连通的第一排气控制阀（223），与第一排气歧管 第二排气歧管（207），与第一气体控制阀（223）和进气歧管（205）流体连通的第二涡轮增压器（215），与第一排气歧管（207）流体连通的交叉通道（222） 和第二排气歧管（207）以及与第二涡轮增压器（215）流体连通并与进气歧管（205）流体连通的第一空气调节阀（225）。

公开(公告)号：US20050216174A1

公开(公告)日：2005-09-29

申请号：US10809235

申请日：2004-03-25

申请人： Rogelio Rodriguez ,  Adam Lack

发明人： Rogelio Rodriguez ,  Adam Lack

IPC分类号： F02D41/00 ,  F02D41/10 ,  F02D41/26 ,  F02M25/07

CPC分类号： F02D41/005 ,  F02D41/107 ,  F02D41/26 ,  F02D2041/1432 ,  Y02T10/47

摘要： Desired engine fueling data FQL_MFD_TQL is processed by a derivative variable time function (40) embodied in an algorithm to develop a data value EGR_MFD_DER representing the time derivative of desired fueling. The algorithm comprises certain selectable parameters (EGR_DTS, EGR_MFD_KF, EGR_MFD_KD). An iteration of the algorithm includes processing FQL_MFD_TQL according to a first function (40A) to yield a first data value and according to a second function (40B) to yield a second data value. A third function (40C) subtracts the second data value from the first to yield a data value for the time derivative that forms one input to a map (42). A second input to the map is a data value for mass airflow (MAF_GMS). The map provides data for calculating the set point of an EGR valve (36). The invention provides improved control of EGR during fueling transients.

摘要翻译： 期望的发动机加油数据FQL_MFD_TQL由实现在算法中的导数可变时间函数（40）来处理，以开发表示期望加燃料的时间导数的数据值EGR_MFD_DER。 该算法包括某些可选参数（EGR_DTS，EGR_MFD_KF，EGR_MFD_KD）。 算法的迭代包括根据第一函数（40A）处理FQL_MFD_TQL以产生第一数据值并根据第二函数（40B）产生第二数据值。 第三功能（40C）从第一功能（40C）中减去第二数据值，以产生对地图（42）形成一个输入的时间导数的数据值。 地图的第二个输入是质量气流的数据值（MAF_GMS）。 地图提供用于计算EGR阀（36）的设定点的数据。 本发明提供了在加油瞬变期间对EGR的改进的控制。

公开(公告)号：US20070199322A1

公开(公告)日：2007-08-30

申请号：US11363802

申请日：2006-02-28

申请人： Rogelio Rodriguez ,  Adam Lack

发明人： Rogelio Rodriguez ,  Adam Lack

IPC分类号： F02D23/00

CPC分类号： F02D23/02 ,  F02B3/06 ,  F02D41/0007 ,  F02D41/107 ,  F02D41/2422 ,  F02D2200/1004 ,  Y02T10/144

摘要： Torque being produced by a turbocharged internal combustion engine (12) during acceleration under load is calculated by processing (34) a value for actual boost MAP and a value MAP_NOMINAL selected from a map (32) that contains data values for boost that would prevail during steady state engine operation at a respective speed with the engine developing a respective torque. The selection is made using engine speed N and estimated torque TQI_SP that possesses some inaccuracy due to some disparity between the data value for actual boost and the data value selected from the map. The selection yields a boost disparity value that is used along with the estimated torque to select from a torque map (36) a value for calculated torque that provides a better correlation with actual torque than does the estimated torque during acceleration.