公开(公告)号：US20170218857A1

公开(公告)日：2017-08-03

申请号：US15515382

申请日：2015-09-30

Applicant: MAN DIESEL & TURBO SE

Inventor： Andreas DÖRING ,  Alexander KNAFL ,  Mirko BUGSCH

IPC: F02D25/04 ,  F02D41/00

CPC classification number: F02D25/04 ,  F02D25/00 ,  F02D41/0082 ,  F02D41/02 ,  F02D41/0245 ,  F02D41/027 ,  F02D2250/18 ,  Y02T10/26

Abstract: A method for operating a system having a plurality of internal combustion engines coupled together such that then outputs are drawn off by a common load, a downstream individual exhaust gas aftertreatment device, in which the exhaust gas of a particular engine undergoes an individual exhaust gas aftertreatment, positioned downstream of each engine, or a common exhaust gas aftertreatment device, in which the exhaust gas undergoes a common exhaust gas aftertreatment, positioned downstream of to the engine. To regenerate an exhaust gas aftertreatment device, the drive output of one engine is reduced, the temperature of the exhaust gas is increased, and the drive output of a second engine is increased such that the drive output reduction is at least partially compensated for.

公开(公告)号：US07685988B2

公开(公告)日：2010-03-30

申请号：US12324361

申请日：2008-11-26

Applicant: Goran Almkvist ,  Borje Grandin

Inventor： Goran Almkvist ,  Borje Grandin

IPC: F02D17/02 ,  F16D3/10

CPC classification number: F02B73/00 ,  F02D17/02 ,  F02D25/04

Abstract: A coupling device for a split, in-line engine is provided. The coupling device may be configured to connect a first section of a crank shaft to a second section of the crank shaft of the engine. Further, the coupling device may be positioned at at least one main bearing of the crank shaft. Further still, the coupling device may be encircled by the at least one main bearing.

Abstract translation: 提供了一种用于分体式在线发动机的联接装置。 联接装置可以被配置为将曲轴的第一部分连接到发动机的曲轴的第二部分。 此外，联接装置可以定位在曲柄轴的至少一个主轴承上。 此外，联接装置可以被至少一个主轴承包围。

公开(公告)号：US07309929B2

公开(公告)日：2007-12-18

申请号：US11411986

申请日：2006-04-25

Applicant: Frank Donnelly ,  Andrew Tarnow

Inventor： Frank Donnelly ,  Andrew Tarnow

IPC: H02P9/04

CPC classification number: B60L11/123 ,  B60L7/06 ,  B60L7/14 ,  B60L7/22 ,  B60L9/00 ,  B60L9/16 ,  B60L11/005 ,  B60L11/12 ,  B60L11/16 ,  B60L2200/26 ,  B60L2220/12 ,  B60L2220/14 ,  B60L2220/18 ,  B60L2260/165 ,  B60L2260/167 ,  B61C7/04 ,  F02D25/04 ,  F02D29/06 ,  F02N7/10 ,  F02N11/04 ,  H02M2003/1552 ,  H02P9/305 ,  H02P25/16 ,  H02P2201/09 ,  Y02T10/6217 ,  Y02T10/7022 ,  Y02T10/7258 ,  Y02T30/16

Abstract: A system and method of starting or restarting an engine on a locomotive having at least one of another engine, a fuel cell system and an energy storage system. The method is applicable to large systems such as trucks, ships, cranes and locomotives utilizing diesel engines, gas turbine engines, other types of internal combustion engines, fuel cells or combinations of these that require substantial power and low emissions utilizing multiple power plant combinations. The method is directed, in part, at a flexible control strategy for a multi-engine systems based on a common DC bus electrical architecture so that prime power sources need not be synchronized.

Abstract translation: 一种在具有另一发动机，燃料电池系统和能量存储系统中的至少一个的机车上起动或重新启动发动机的系统和方法。 该方法适用于使用柴油发动机的卡车，船舶，起重机和机车等大型系统，燃气涡轮发动机，其它类型的内燃机，燃料电池或使用多个发电厂组合需要大量功率和低排放的这些燃料电池组合。 该方法部分地针对基于公共DC总线电气架构的多发动机系统的灵活控制策略，使得主要电源不需要同步。

公开(公告)号：US20070233357A1

公开(公告)日：2007-10-04

申请号：US11579123

申请日：2006-01-31

Applicant: Shinichi Sugai ,  Katsuhiko Yamaguchi

Inventor： Shinichi Sugai ,  Katsuhiko Yamaguchi

IPC: F02D28/00

CPC classification number: B60K6/48 ,  B60L15/2054 ,  B60L50/16 ,  B60L2240/12 ,  B60L2240/441 ,  B60L2240/443 ,  B60L2240/486 ,  B60L2250/26 ,  B60L2270/145 ,  B60W2510/0685 ,  F02D17/02 ,  F02D25/04 ,  F02N11/0814 ,  F02N19/005 ,  F02N2019/008 ,  F02N2200/021 ,  Y02T10/6221 ,  Y02T10/645 ,  Y02T10/70 ,  Y02T10/7077 ,  Y02T10/72 ,  Y02T10/7275

Abstract: In stopping an internal combustion engine, an engine stop is controlled such that, among a plurality of cylinders of the internal combustion engine, a cylinder arranged at a position close to a transmission halts in a compression stroke. More specifically, in stopping an internal combustion engine, at a point when the rotation speed of the internal combustion engine becomes less than a prescribed value (ST3), the remaining rotation angle required for a cylinder #4 close to a transmission to halt in a compression stroke is calculated (ST5). Based on the calculated value of the remaining rotation angle, a crankshaft of the internal combustion engine is forcibly driven by controlling the driving of an electric motor (for example, motor generator) (ST6), so that cylinder #4 closest to the transmission is stopped in a compression stroke.

Abstract translation: 在停止内燃机时，控制发动机停止，使得在内燃机的多个汽缸中，配置在接近变速器的位置的气缸在压缩冲程中停止。 更具体地说，在停止内燃机时，在内燃机的转速变得小于规定值（ST3）的时刻，停止变速器的汽缸＃4所需的剩余旋转角度 计算压缩冲程（ST5）。 基于剩余旋转角度的计算值，通过控制电动机（例如电动发电机）（ST6）的驱动来强制驱动内燃机的曲轴，使得最接近变速器的气缸＃4 在压缩冲程中停止。

公开(公告)号：US20050199210A1

公开(公告)日：2005-09-15

申请号：US11122126

申请日：2005-05-05

Applicant: Lawrence Biess ,  Christer Gotmalm

Inventor： Lawrence Biess ,  Christer Gotmalm

IPC: F02N99/00 ,  F01M5/02 ,  F02B3/06 ,  F02D25/04 ,  F02N17/00 ,  F02N9/00

CPC classification number: F01M5/021 ,  F02B3/06 ,  F02D25/04 ,  F02F2007/0097

Abstract: A system and method for starting a large diesel engine using at least one hydraulic motor includes an auxiliary power unit having a hydraulic pump for driving a hydraulic motor coupled to the diesel engine. The hydraulic pump may automatically pump oil from the diesel engine into a pressure reservoir until a pressure set point is exceeded. When the pressure set point is exceeded, a relief/check valve positioned between the pressure reservoir and the hydraulic pump may open to divert some lubrication oil through a heater and back into the diesel engine. To start the diesel engine, a solenoid-controlled valve, positioned between the pressure reservoir and a hydraulic motor coupled with the diesel engine, may be opened to release pressurized oil to the hydraulic motor. After energizing the hydraulic motor, the oil may be diverted back to a sump of the diesel engine.

Abstract translation: 用于使用至少一个液压马达启动大型柴油发动机的系统和方法包括具有液压泵的辅助动力单元，该液压泵用于驱动与柴油发动机相连的液压马达。 液压泵可以将油从柴油发动机自动泵入压力储存器，直至超过压力设定值。 当超过压力设定点时，位于压力储存器和液压泵之间的释放/止回阀可以打开以将一些润滑油转移通过加热器并返回到柴油发动机中。 为了启动柴油发动机，可以打开位于压力储存器和与柴油发动机耦合的液压马达之间的电磁阀，以将压力油释放到液压马达。 在对液压马达通电之后，油可能被转回到柴油发动机的油槽。

公开(公告)号：US20050023058A1

公开(公告)日：2005-02-03

申请号：US10630177

申请日：2003-07-30

Applicant: Brian Gebby ,  Thomas Moore ,  Gerald Cilibraise

Inventor： Brian Gebby ,  Thomas Moore ,  Gerald Cilibraise

IPC: B60K5/08 ,  F02D11/10 ,  F02D17/02 ,  F02D25/04

CPC classification number: F02D11/105 ,  F02D17/02 ,  F02D25/04 ,  F02D2250/18

Abstract: A method for accelerating a motor vehicle having multiple torque sources including a first torque source and a second torque source that each provide a torque output in order to simulate a single torque source engine. The method includes determining an acceleration request. The acceleration request is compared to a data store of target torque outputs associated with torque output from the single torque source engine. A target torque output based on the acceleration request is selected. The torque output from the first torque source is increased to the target torque output if the first torque source can meet the target torque output. The combined torque output from the first and second torque sources is increased to the target torque output if the first torque source cannot meet the target torque output.

Abstract translation: 一种用于加速具有多个扭矩源的机动车辆的方法，所述多个扭矩源包括第一扭矩源和第二扭矩源，每个力矩源提供扭矩输出以模拟单个扭矩源发动机。 该方法包括确定加速请求。 将加速请求与与来自单个扭矩源发动机的扭矩输出相关联的目标扭矩输出的数据存储进行比较。 选择基于加速请求的目标转矩输出。 如果第一转矩源能够满足目标转矩输出，则从第一转矩源输出的转矩增加到目标转矩输出。 如果第一转矩源不能满足目标转矩输出，则从第一和第二转矩源输出的组合转矩增加到目标转矩输出。

公开(公告)号：US20020188397A1

公开(公告)日：2002-12-12

申请号：US09845565

申请日：2001-04-30

Inventor： Lawrence J. Biess ,  Ted E. Stewart

IPC: G06G007/70

CPC classification number: F02D25/04 ,  F01M5/021 ,  F02B3/06 ,  F02F2007/0097 ,  Y10S123/08

Abstract: A locomotive emissions reduction kit and method of earning emission credits enables an auxiliary power unit dedicated to a locomotive diesel engine allowing shutdown of such engine in all weather conditions, thereby significantly reducing exhaust emissions. An auxiliary power unit made up of a secondary engine with substantially lower exhaust emissions coupled to an electrical generator is provided. An automatic control system shuts down the locomotive engine after a period of idling and the auxiliary power unit provides electrical power for heating and air conditioning. In cold weather, the auxiliary power unit maintains the locomotive engine coolant and lube oil warm to facilitate engine restart. The coolant system is kept warm using a heat exchanger and electrical heaters. The lube oil system is kept warm using a recirculating pump and electrical heaters. A geographic position determination unit generates locomotive location information. Data recording instruments process and record information concerning locomotive engine and auxiliary engine activity for monitoring geographical position, emissions, and fuel levels of the locomotive engine and its corresponding auxiliary unit.

Abstract translation: 机车减排套件和获得排放信用的方法可以使专用于机车柴油发动机的辅助动力单元能够在所有天气条件下关闭这种发动机，从而显着地减少废气排放。 提供了由二次发动机构成的辅助动力单元，其具有与发电机耦合的具有显着更低的废气排放。 自动控制系统在空转一段时间后关闭机车发动机，辅助动力单元为加热和空调提供电力。 在寒冷的天气，辅助动力单元保持机车发动机冷却液和润滑油温暖，以方便发动机重起。 使用热交换器和电加热器将冷却剂系统保持温暖。 润滑油系统使用循环泵和电加热器保温。 地理位置确定单元生成机车位置信息。 数据记录仪器处理和记录有关机车发动机和辅助发动机活动的信息，用于监测机车发动机及其相应的辅助单元的地理位置，排放和燃油水平。

公开(公告)号：US20020100447A1

公开(公告)日：2002-08-01

申请号：US09773072

申请日：2001-01-31

Inventor： Lawrence J. Biess

IPC: F02N017/02

CPC classification number: F02D25/04 ,  F01M5/021 ,  F02B3/06 ,  F02F2007/0097

Abstract: A system and method for providing auxiliary power to a large diesel engine allowing shutdown of such large engine in all weather conditions. An auxiliary power unit made up of a secondary engine coupled to an electrical generator is provided. An automatic control system shuts down the primary engine after a period of idling and the auxiliary power unit provides electrical power for heating and air conditioning. In cold weather, the auxiliary power unit maintains the primary engine coolant and lube-oil warm to facilitate engine restart. The coolant system is kept warm using a heat exchanger and electrical heaters. The lube-oil system is kept warm using a recirculating pump and electrical heaters. In warm weather, the auxiliary power unit provides electrical power for air conditioning and other hotel loads. The auxiliary power unit isolates the primary engine batteries during operation and provides electrical power for hotel and non-vital loads.

Abstract translation: 一种用于向大型柴油发动机提供辅助动力的系统和方法，允许在所有天气条件下关闭这种大型发动机。 提供了由耦合到发电机的二次发动机构成的辅助动力单元。 自动控制系统在空转一段时间后关闭主引擎，辅助电源单元为加热和空调提供电力。 在寒冷天气下，辅助动力装置维持主发动机冷却液和润滑油温暖，以方便发动机重起。 使用热交换器和电加热器将冷却剂系统保持温暖。 润滑油系统使用循环泵和电加热器保温。 在温暖的天气，辅助动力单元为空调和其他酒店负载提供电力。 辅助动力装置在运行期间将主发动机电池隔离，并为酒店和非重要负载提供电力。

公开(公告)号：US4368701A

公开(公告)日：1983-01-18

申请号：US233958

申请日：1981-02-12

Applicant: Lothar Huber ,  Oswald Friedmann

Inventor： Lothar Huber ,  Oswald Friedmann

IPC: F02D25/04 ,  F02B63/06 ,  F02B65/00 ,  F02B75/02 ,  F02D17/02 ,  F16D27/118 ,  F02B75/18

CPC classification number: F02D25/04 ,  F02B65/00 ,  F02D17/02 ,  F16D27/118 ,  F02B2075/027 ,  F02B63/06

Abstract: An internal combustion engine wherein each of several groups of cylinders rotates a discrete crankshaft which, in turn, rotates a discrete camshaft. When the engine is operated at partial load, a single group of cylinders is in use to rotate a first crankshaft. Prior to starting a second group of cylinders, the corresponding second crankshaft, which is coaxial with the first crankshaft, must be accelerated to the angular velocity of the first crankshaft and the second crankshaft must assume a predetermined angular position with reference to the first crankshaft to thereby ensure a proper sequence of firing of the cylinders. This is accomplished by installing a positive-engagement clutch between the first and second crankshafts and a friction clutch between the corresponding camshaft. The friction clutch accelerates the second crankshaft through the medium of the corresponding camshaft and the clutch between the two crankshafts is engaged when the angular velocity of the second camshaft matches the angular velocity of the first camshaft as well as when the angular position of the second camshaft relative to the first camshaft is indicative of proper angular positions of the two crankshafts with respect to each other. The accelerating clutch is disengaged in response to or simultaneously with engagement of the clutch between the two crankshafts.

Abstract translation: 一种内燃机，其中，几组气缸中的每一组都使离散的曲轴旋转，该独立曲轴又转动离散的凸轮轴。 当发动机以部分负载运转时，使用一组汽缸旋转第一曲轴。 在开始第二组气缸之前，与第一曲轴同轴的对应的第二曲轴必须被加速到第一曲轴的角速度，并且第二曲轴必须相对于第一曲轴到达预定的角位置 从而确保气缸的正确的点火顺序。 这是通过在第一和第二曲轴之间安装正接合离合器和相应的凸轮轴之间的摩擦离合器来实现的。 摩擦离合器通过相应的凸轮轴的介质加速第二曲轴，并且当第二凸轮轴的角速度与第一凸轮轴的角速度匹配时以及当第二凸轮轴的角位置匹配时，两个曲轴之间的离合器接合 相对于第一凸轮轴表示两个曲轴相对于彼此的适当角度位置。 加速离合器响应于或同时与两个曲轴之间的离合器的接合而分离。

公开(公告)号：US09896982B1

公开(公告)日：2018-02-20

申请号：US15243158

申请日：2016-08-22

Applicant: Caterpillar Inc.

Inventor： Yanchai Zhang ,  Michael A. Snopko ,  Perry D. Converse ,  Vijay Janardhan ,  Insu Chang

IPC: F01N3/20 ,  F02D25/04 ,  H02P9/00

CPC classification number: F02D25/04 ,  F01N3/2066 ,  F01N3/208 ,  F01N11/00 ,  F01N2550/02 ,  F01N2590/02 ,  F01N2590/10 ,  F01N2590/11 ,  F01N2610/02 ,  F01N2900/08 ,  F01N2900/10 ,  F01N2900/1602 ,  F01N2900/1621 ,  F01N2900/1806 ,  F01N2900/1812 ,  F02D25/00 ,  F02D2250/36 ,  H02P9/008

Abstract: A power system for powering a load is provided. The power system includes a plurality of power sources with each power source including an engine. A SCR system is associated with the engine of at least one of the plurality of power sources. A controller is in communication with the plurality of power sources. The controller is configured to receive engine operation information, emission output information associated with each engine and conversion efficiency information associated with the SCR system and selectively apportion the power demand presented by the load between each of the plurality of power sources based on minimizing total engine emissions across the plurality of power sources and using the engine operation information, the emission output information and the conversion efficiency information.