System and method to control vehicle
SUBSTANCE: method for controlling a vehicle comprising an engine, an engine control unit (ECU), a throttle control element, a throttle body, a throttle valve, a throttle actuator, and a key adapted to communicate with the key is disclosed. The method includes: creating a key connection with the key, starting the engine, if the key is connected to the keypad and the engine is started: reading the key identification code and thereby determining the authorization status of the key, and if it is determined that the key is an authorized key, perform control of the throttle position based in part on the throttle body position, if it is determined that the key is an unauthorized key, the throttle position restriction is limited so that less safe restriction is provided for the throttle.
EFFECT: expansion of throttle control capabilities through various types of keys.
30 cl, 20 dwg
SUBSTANCE: invention relates to automotive industry and can be used in automotive engine driven compressor system. Compressor system (10) of vehicle (12) comprises compressor (16) driven by vehicle (12) engine (14). Said system comprises intake air guide (18) to force air pre-compressed by drive engine (14) turbosupercharger (20) to compressor (16). Said intake air guide (18) incorporates means (22) to flow section to construct supercharge pressure of pre-compressed air fed to compressor (16). Supercharge pressure maximum magnitude is set at idling subject to at least one of the following terms, i.e. compressor (16) oil outburst or compressor (16) power loss. Besides, invention covers the method of compressor system operation.
EFFECT: decreased power loss at idling.
15 cl, 9 dwg
FIELD: engines and pumps.
SUBSTANCE: in an inlet pipeline, at a small distance to an inlet valve of a cylinder there is a blowdown valve installed driven from a common cam shaft. In the end of an inlet stroke, 40-50° to the top dead centre (TDC), the inlet valve is opened. Spent gases go through the open inlet valve and reach the closed blowdown valve. Near the TDC, with remaining 10°, the blowdown valve is opened, and the combustion chamber is blown with air from an inlet header, afterwards the cylinder filling starts. Such solution makes it possible to substantially expand the angle of valves closure, this increasing the filling phase.
EFFECT: higher specific capacity of the engine with preservation of low toxicity of spent gases.
4 cl, 5 dwg
FIELD: engines and pumps.
SUBSTANCE: control device of exit gas recirculation (EGR) for control of diesel engine includes EGR valve by means of which the engine EGR flow is controlled, suction air throttle valve by means of which the engine suction air flow is controlled, and the mechanism in which EGR valve opening is enabled in conjunction with the opening of air throttle valve. Each of the determining opening lines (characteristic curves) and with regard to opening of EGR valve and air throttle valve has dead zone section, where the flow rate remains unchanged, even when the valve opening increases above some opening limit. EGR control device is equipped with dead zone evaluation device that estimates excess air design factor λ considering the oxygen residue in EGR gas. The conclusion is made that at least one of EGR valves and air throttle valve is engaged in dead zone, on the basis of the rate of change of the estimated design factor λ of excess air when the rate of change of excess air design factor λ is less than the preset level. EGR control device is equipped with dead zone compensation device that makes the corrections concerning command signals of opening in relation to EGR valve and suction air throttle valve so that dead zones do not interfere with the mechanism concerning joint opening operation when evaluation device of dead zone makes a conclusion that at least one of EGR valves and air throttle valve is engaged in dead zone and the engine is in the condition of transient process.
EFFECT: simpler control of the valve opening.
7 cl, 12 dwg
FIELD: internal combustion engine.
SUBSTANCE: invention considers spark ignition internal combustion engines. The internal combustion engine includes variable compression mechanism, the mechanism of valve timing adjustment, and throttle gate and catalyst and temperature predicative tool of the catalyst. Catalyst is placed in the outlet port of the engine. When engine load becomes lower, the mechanical compression degree increases to the maximum mechanical compression value and induction valve timing is shifted from the lowest dead point of induction given that the catalyst is active. If it is predicted that in case of load lowering the catalyst temperature will fall below activation temperature, then reduction of mechanical compression degree, shift value of induction valve timing in a direction to lower dead point of induction and reduction in degree of throttle gate opening becomes larger to lower the degree of actual expansion simultaneously with supporting or increasing the actual compression degree.
EFFECT: ensuring catalyst temperature increase at the same time maintaining good conditions for combustion initiation.
3 cl, 25 dwg
FIELD: internal combustion engine.
SUBSTANCE: invention considers spark ignition internal combustion engines. The internal combustion engine contains the variable compression mechanism (A) which allows changing the degree of mechanical compression, and the mechanism (B) of valve timing adjustment, which allows changing the induction valve timing (7). The volume of induced air supplied to the combustion chamber (5), is controlled by means of changing the induction valve timing (7). Degree of mechanical compression increases to the maximum degree of mechanical compression when the volume of induced air supplied to the combustion chamber decreases. In this case the volume of induced air supplied to the combustion chamber (5) decreases when the induction valve timing (7) is moved from the dead point of induction to the limit valve timing. When the induction valve timing (7) reaches the limit valve timing, the volume of induced air into the combustion chamber (5) becomes the limit controlled amount of induced air controlled by the valve timing adjustment mechanism. When the volume of induced air into the combustion chamber (5), decreases additionally due to the limit controlled volume of induced air, induction valve timing (7) is kept at the limit valve timing. During acceleration, when the volume of induced air into the combustion chamber (5) is less than limit controlled volume of induced air, if required acceleration degree is higher than predefined degree, movement of the induction valve timing (7) starts from the limit valve timing in the direction approaching to the lower dead point of induction when the volume of induced air to the combustion chamber is less in comparison with that when required acceleration degree is lower than predefined degree.
EFFECT: acceleration increase.
4 cl, 15 dwg
FIELD: engines and pumps.
SUBSTANCE: proposed engine comprises variable compression ratio mechanism, variable phase distribution setter, and restrictor. With engine load decreasing, compression ratio increases to its maximum kept thereat in load zone lower than that of engine. Note here that intake valve closing setting displaces from BDC to maximum closing setting. With closing setting reaching maximum values, engine load is lower that load at which compression ratio reaches its maximum. Simultaneously, actual compression ratio downs gradually compared with engine high-load operation time. With intake valve closing setting reaches its maximum, amount of air intake is controlled by restrictor in the range of loads lower than that of engine whereat intake valve closing setting reaches its maximum. At loads lower the engine load when intake valves closing setting reaches its maximum, restrictor may be retained in completely open position.
EFFECT: permanent stable ignition.
3 cl, 12 dwg
FIELD: engines and pumps.
SUBSTANCE: internal combustion engine (ICE) with spark ignition includes regulated gas distribution phase mechanism, variable compression degree mechanism and throttle valve. Throttle valve is arranged in inlet ICE channel. When ICE load decreases from high to low, the closing moment of inlet valve is moved in the direction from lower dead inlet point. At low load operation of the engine the mechanical compression degree is kept maximum. At high load operation of the engine, the mechanical compression degree increases when the engine load becomes lower; at that, actual compression degree remains constant. Pre-determined load is set within the range of load where mechanical compression degree is kept maximum. Throttle valve is retained in fully opened state in the area between high and pre-determined (L2) loads. When engine load becomes lower, the opening degree of throttle valve becomes lower and opening moment of inlet valve moves in the direction from upper dead inlet point. In the load area, where mechanical compression degree is kept maximum, actual compression degree becomes lower when the engine load decreases.
EFFECT: improving combustion process allowing to obtain high thermal efficiency.
2 cl, 11 dwg
FIELD: engines and pumps.
SUBSTANCE: internal combustion engine (ICE) with spark ignition includes variable compression degree mechanism and mechanism for adjustment of gas distribution phases. Variable compression degree mechanism has the possibility of changing mechanical compression degree. Gas distribution phase control mechanism has the possibility of controlling the inlet valve closing moment. Mechanical compression degree in working range of low load, excluding idle operation, is more than during the operation at high load. Mechanical compression degree during idle operation becomes lower than for working range of low load. When engine operation is switched over to idle mode, mechanical compression degree can be decreased gradually.
EFFECT: reducing vibration and noise caused by the engine during idle operation.
9 cl, 13 dwg
FIELD: engines and pumps.
SUBSTANCE: internal combustion engine (ICE) with spark ignition includes compression degree control mechanism, gas distribution phase control mechanism and throttle valve. When load on ICE becomes lower, the closing moment of inlet valve is shifted aside from lower dead point of suction stroke, and mechanical compression degree increases to maximum. At engine operation in range of loads that are lower than engine load at which mechanical compression degree becomes maximum, mechanical compression degree is maintained as maximum load, and actual compression degree decreases. On engine operation side with high load the mechanical compression degree decreases gradually when the load increases. When engine load becomes lower, inlet valve is shifted from lower dead point of inlet stroke. When engine load decreases on engine operation side with low load, actual compression degree decreases; at that, throttle gate closes.
EFFECT: providing favourable conditions for fuel ignition and combustion and improving thermal effectiveness.
5 cl, 11 dwg
FIELD: engines and pumps.
SUBSTANCE: internal combustion engine (ICE) with spark ignition includes regulated gas distribution phase mechanism, variable compression degree mechanism and throttle valve. Regulated gas distribution phase mechanism has the possibility of regulating the setting of inlet valve closing moment. Variable compression degree mechanism has the possibility of changing mechanical compression degree. At negative pressure in ICE inlet valve, which is lower than the required negative pressure, throttle valve opening degree is set to lower value. At lower throttle valve opening degree in the inlet valve there shall be set the required negative pressure or bigger negative pressure. At setting of the required or bigger negative pressure in inlet valve the setting of closing moment of inlet valve shifts in the direction close to lower inlet dead-point. Volume of intake air, which corresponds to the engine load, is supplied to combustion chamber in compliance with throttle valve opening degree. At that, mechanical compression degree is set to lower value in order to reduce the pressure at the end of compression.
EFFECT: providing the possibility of creating big negative pressure in inlet engine channel during ICE operation at low loads.
10 cl, 13 dwg
SUBSTANCE: invention relates to snowmobile with tunnel and rear suspension assembly. Rear suspension assembly comprises at least one rail for engagement with endless driving track and at least one suspension lever. At least one torsion spring is engaged with at least one second suspension lever. At least one torsion spring has first end in contact with said rail and second end. Torsion spring regulator is fixed to at least one suspension lever. Torsion spring regulator is connected with second end of said spring. Actuator is coupled with torsion spring regulator. Said actuator is located, at least partially, beyond aforesaid tunnel. Said actuator drives the torsion spring regulator to displace torsion spring second end relative to first end.
EFFECT: adjustable rear suspension.
20 cl, 8 dwg
SUBSTANCE: set of invention relates to snowmobile and front suspension assembly top lever. Snowmobile comprises frame with front and rear parts, drive caterpillar track arranged under frame rear, engine mounted at the frame, drive engaging said engine with drive caterpillar track to transmit traction to drive caterpillar track, front suspension assembly with LH and RH sides, two skis engaged with said LH and RH sides. Every of said LH and RH sides comprises: top lever with at least far and near ends. Both are engaged with the frame. Spindle has top part including ball joint, mid part engaged with bottom lever, and bottom part engaged with appropriate ski of said pair of skis. Said fear end of top lever comprises bushing. Said bushing includes ball joint to engage spindle top part with top lever far end and at least one of LH or RH sides with at least one edge extending, in fact, vertically from said bushing. Front suspension assembly top lever comprises: at least far end, near end, said near end being engaged with said frame, hollow sleeve rigidly connected to top lever far end and at least one ledge extending beyond the bushing, in fact, vertically.
EFFECT: better controllability.
10 cl, 5 dwg
SUBSTANCE: snowmobile has frame, water cooled engine supported by said frame and snowmobile drive. In compliance with first version, snowmobile comprises rear heat exchange connected with engine for cooling of its water. Heat exchanger can displace relative to said frame and communicates with ICE via flexible lines. In compliance with second version, snowmobile comprises rear heat exchange supported by the frame and connected with engine for cooling of its water and second heat exchanger connected with said frame and communicated with said rear heat exchanger. Heat exchanger can displace relative to said frame and communicates with ICE via flexible lines. Additionally, snow mobile comprises rear suspension connecting drive with frame. Note here that rear heat exchanger displace along with rear suspension.
EFFECT: perfected cooling system.
18 cl, 29 dwg
SUBSTANCE: invention relates to suspension assemblies for tracked vehicles and to rear suspension assemblies fir snowmobile. Snowmobile suspension system contains: The first and the second suspension arms, bracket arm, link, the first and the second shock-absorbers, lower ends of the first and the second shock-absorbers, linking rod. The first and the second suspension arms are pivotally connected with chassis and rail and pass forward and up from the rail. The bracket arm is immovable attached to the first suspension arm, and the link is pivotally connected to the second end of bracket arm above the first suspension arm at link fulcrum. The first shock-absorber is pivotally connected to the first suspension arm and rail. The lower end of the first shock-absorber is located at the front of lower end of the first suspension arm. The second shock-absorber is pivotally connected to the link and to the second suspension arm. The lower end of the second shock-absorber is located at the from behind of the lower end of the first shock-absorber. The linking rod by its lower end is pivotally connected to the link, and by its upper end is pivotally connected to the second suspension arm.
EFFECT: decreased weight transfer effect during acceleration and braking.
20 cl, 10 dwg
SUBSTANCE: invention relates to suspension systems, particularly, to snowmobile rear suspension. Snowmobile rear suspension comprises linear power element arranged outside the snowmobile endless caterpillar envelope. Said linear power element is secured by its one end to the frame and by its opposite end to angular lever. Angular lever is connected with sliding rails. Note here that load-bearing rollers extend from said angular lever. When sliding rails fold at normal operation angular lever displaces the linear power element to make the suspension displace over the range.
EFFECT: simplified design, control load at suspension.
25 cl, 27 dwg
SUBSTANCE: set of inventions relates to vehicles, particularly to various systems for snow mobile. Frame includes tunnel and front portion of frame consisting of cast halves. Suspension system consists of upper and lower rocking levers connected with the front portion of frame. Some of frame assemblies are connected to each other using glue. Method of snow mobile frame assembling contains steps of positioning one frame element relative to another. Oil tank for two-stroke engine consists of two parts of sump and main vessel. Power transmission is held by frame and consists of engine and variator. The variator includes variator enclosure holding oil tank. The engine has exhaust system which passes through front portion of frame. The snow mobile also has rear snow deflector.
EFFECT: higher reliability of suspension, vehicle structure rigidity and lower oil consumption.
79 cl, 62 dwg
SUBSTANCE: invention relates to snow mobile transmissions incorporating variator with one driven pulley adjustable flange. Transverse counter shaft 100 is made from thin-wall hollow tube. Driven pulley 83 comprises stationary roller 87 and moving roller 89. Stationary roller 87 is arranged with interference fit on outer surface of counter shaft first end 102. Moving roller 89 is arranged to slide on pouter surface of first end 102. Note here that moving roller 8 has moving external part 91 that extends through holes 128 of stationary roller 87 and is rigidly engaged with moving roller 89 by fasteners 129. Displacing spring 101 is arranged between stationary roller 87 and moving outer part 91 to displace moving roller 89 to stationary roller 87.
EFFECT: simplified design, decreased weight.
20 cl, 6 dwg
SUBSTANCE: invention relates to frame shock absorbing elements. Suspension crossbar 140 is separated from engine support frame 110 by shock absorbers 142 that form a collapse zone. At impact of, for example, 17000-22000 N, shock absorbers 142 get deformed to absorb major portion of impact force or its entire force. This either eliminates impact onto frame or reduces it to level tolerable for frame. Additional stiffness of said frame is ensured by pyramidal bearing structure with front elements 148 connected to top sections 168 of nearing elements 142.
EFFECT: ease of repair after collision.
18 cl, 8 dwg
SUBSTANCE: invention relates to fitting different-width caterpillars on snowmobile. Spacers 158A are arranged between sides of tunnel 18A for caterpillar and compartment 20 for engine 24. Width of said spacers 158A is selected to suit required width W1 of the tunnel. Note here that identical configuration of engine compartment 20 at tunnel different width W1 may be ensured as follows. At least, one air intake control device 110, for example, carb, is arranged behind engine 24 to communicate with engine air intake. Countershaft 100 is arranged behind the engine, above air intake and ahead of device 110. Therefore, identical distance X between central line 61 and engine end is ensured in snowmobiles with different caterpillar width.
EFFECT: improved design configuration.
16 cl, 19 dwg
SUBSTANCE: steering bar 12 turns front ski 26 and fairing with head light and front side lights together with controlled turning nosed 35 of lateral skis 36.
EFFECT: higher safety.
5 cl, 4 dwg
FIELD: transport engineering.
SUBSTANCE: invention relates to suspension of propulsion unit of oversnow vehicle. Axle 5 of motor-in-wheel 4 is coupled with body 1 by two pairs of telescopic shock absorbers 6,7 hinge-connected with body and arranged at angle not less than 90° relative to each other. Front pair of shock absorbers 6 is rigidly connected with axle 5 of motor-in-wheel to form rocking levers. Rear pair of shock absorbers 7 is hinge-connected with axle 5. Upper hinge joints 8 of rear pair of shock absorbers are arranged on one axle 9.
EFFECT: enhanced conditions of operation.