Sentences with phrase «intake stroke»

So, the engine is «fighting» this added resistance during the entire intake stroke, which causes the «pumping losses» that are always mentioned.

The valves can open several times per intake stroke, based on engine load.

You can have different quantities of air entering the cylinder for the same intake stroke duration (30 ms in your example), depending on intake manifold pressure.

The last two actuation modes can be combined in the same intake stroke, generating a so - called «Multilift» mode, that enhances turbulence and combustion rate at very low loads.

In an Atkinson cycle engine, the valve timing is altered to essentially reduce the length of the piston's intake stroke in comparison to its power stroke, in turn reducing fuel consumption.

@Bart I don't disagree with you that further homogenization is possible, but how would switching over to measuring intake stroke duration help here?

that injection during an entire intake stroke leads to more homogeneous mixture (after compression) than just a short spray.

This pushes part of the fuel - air charge back into the intake manifold where the adjacent cylinder intake stroke sucks it in.

When the throttle plate is closed, the engine draws a vacuum on the intake stroke, so strong of a vacuum, rod failure may result if rpms are high enough.

No, the braking effect comes from the INTAKE stroke, from the engine drawing air through the closed off throttle - body.

This means the intake valve is open even after the piston reaches the bottom of the intake stroke.

As it states in the body, this correlates with volumetric efficiency (how completely a cylinder fills with air on the intake stroke) at WOT.

If we open the intake stroke as well (overlap) at the end of the exhaust stroke we end up using the momentum of the exhaust to suck in air from the intake port!

It tells the computer how strong a vacuum is being generated during the engine's intake stroke.

The intake valve opens during the intake stroke and closes at the start of the compression stroke.

The exhaust valve opens at BDC and stays open during the exhaust stroke, and potentially stays open until the start of the intake stroke.

For volumetric efficiency we want the intake stroke to fill the cylinder with the max - air - fuel.

An interesting aspect is that older fuel injection systems actually would use most of the intake stroke, and the exhaust stroke, to deliver the correct amount of fuel.

Intake valve duration is a longer event than the intake stroke, so say 270 degrees of cam.

I used to believe that it is due to the fact that the intake stroke occurs once per two revolutions in a four - stroke engine, in contrast to the once - per - revolution of a two - stroke engine, but am not so sure now.

This leads to injection only happening during a fraction of the intake stroke.

@Bart so your objective is to have the injection occurring as long as the cylinder is undergoing its intake stroke.

@SteveMatthews Sure the fuel can be injected on the intake stroke but that negates the real engineering advantages gained.

so right at the start of the intake stroke I believe.

The ECU can derive the duration of the intake stroke from the rpm, and can consequently use all that time to make the injector deliver it's fuel during the whole intake stroke.

I'm not exactly sure where the injector fires during the intake stroke, but would bet it does it in the early part of it.

Under homogenous operation fuel is injected during the intake stroke and cylinder tumble and swirl does the rest.

Defective Manifold Absolute Pressure (MAP) Sensor - The MAP sensor determines the level of vacuum created during an engine's intake stroke, and sends this information to the ECU.

Yes, that would cause a temporary vacuum, but this vacuum that is created on the intake stroke is going to help the engine during the compression stroke, since the cylinder will be going the other direction very shortly.

Early and late intake closing are about the same, both reduce the effective displacement (during the intake stroke).

Whereas the traditional Miller cycle closes the intake valves just before the end of the intake stroke, the so - called Budack - cycle closes the intake valves much earlier.

Most engines use an Otto cycle, named for its developer Nikolaus Otto, in which the lengths of the power and intake strokes are always the same.

Starting position, intake stroke, and compression stroke.

During the intake stroke, the throttle and intake valves are kept wide open while the cylinder moves downward.

For example, at the start of the intake stroke of cylinder one and when both the intake and exhaust valves of cylinder one are open (valve overlap period), cylinder three already starts its exhaust stroke with the exhaust valve open.

Once the engine is fully warm for maximum power and fuel efficiency, fuel is injected during the intake stroke, creating a more homogeneous fuel / air mix in the cylinder that is aided by the high - tumble intake port design.

The intake stroke finishes when the piston reaches bottom dead center (BDC).

Once the engine is fully warmed up, fuel is injected during the intake stroke for maximum power and fuel efficiency.

With the Ecotec 2.0 - liter Turbo, fuel is introduced directly to the combustion chamber during the intake stroke.

Whereas the traditional Miller cycle closes the intake valves just before the end of the intake stroke, the so - called Budack - cycle (Dr. Ralf Budack is a thermodynamicist at Audi and was one of the developers of the Gen3B engine) closes the intake valves much earlier.

This is different, Miller and Atkinson leave the intake open past bottom dead center on the intake stroke.

This closes the intake before BDC on the intake stroke, so it is effectively variable displacement and / or variable compression ratio.

Reduction of the final compression temperature through early intake valve closing and resulting expansion cooling in the intake stroke.

Once the engine is fully warmed up, for maximum power and fuel efficiency fuel is injected during the intake stroke.

For example, at the start of the intake stroke of cylinder one and when both the intake and exhaust valves are open (valve overlap period), cylinder three already begins its exhaust stroke with an open exhaust valve.

As the exhaust valve closes, the intake valve opens, drawing new fuel and air mixture into the combustion chamber on the intake stroke.