IPC분류정보
국가/구분 |
United States(US) Patent
등록
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국제특허분류(IPC7판) |
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출원번호 |
US-0848000
(2001-05-04)
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발명자
/ 주소 |
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출원인 / 주소 |
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대리인 / 주소 |
Weingarten, Schurgin, Gagnebin & Lebovici LLP
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인용정보 |
피인용 횟수 :
7 인용 특허 :
45 |
초록
▼
An accelerometer has a substrate with a cavity therein, a heater extending over the cavity, and a pair of temperature sensitive elements each spaced apart from the heater a distance of 75-400 microns also extending over the cavity. On passing an electrical current through the heater a symmetrical te
An accelerometer has a substrate with a cavity therein, a heater extending over the cavity, and a pair of temperature sensitive elements each spaced apart from the heater a distance of 75-400 microns also extending over the cavity. On passing an electrical current through the heater a symmetrical temperature distribution is set up on both sides of the heater. On acceleration, this distribution moves and by measuring the temperature as sensed by the pair of temperature sensitive elements the acceleration that caused the shift can be calculated.
대표청구항
▼
An accelerometer has a substrate with a cavity therein, a heater extending over the cavity, and a pair of temperature sensitive elements each spaced apart from the heater a distance of 75-400 microns also extending over the cavity. On passing an electrical current through the heater a symmetrical te
An accelerometer has a substrate with a cavity therein, a heater extending over the cavity, and a pair of temperature sensitive elements each spaced apart from the heater a distance of 75-400 microns also extending over the cavity. On passing an electrical current through the heater a symmetrical temperature distribution is set up on both sides of the heater. On acceleration, this distribution moves and by measuring the temperature as sensed by the pair of temperature sensitive elements the acceleration that caused the shift can be calculated. cterized in that, in the idling engine operating condition, said second pre-injection (PRE) is so timed that the fuel injected by it burns substantially at the end-of-compression top dead-center position. 8. A method of initiating regeneration as claimed in claim 4, characterized in that, in the idling engine operating condition, the timing of said main injection (MAIN1) may be delayed up to 35° with respect to the timing of the main injection (MAIN1) in particulate filter non-regeneration conditions. 9. A method of initiating regeneration as claimed in claim 4, characterized in that, in the idling engine operating condition, said first post-injection (MAIN2, AFTER) is performed up to 80° after the end-of-compression top dead-center position. 10. A method of initiating regeneration as claimed in claim 1, characterized in that the variation in the timing of the injections performed to initiate regeneration of the particulate filter decreases alongside an increase in engine load, eventually reaching substantially zero in full-load conditions. 11. A method of initiating regeneration as claimed in claim 4, characterized in that, in the town-traffic engine operating condition, the fuel injection strategy to initiate regeneration of the particulate filter comprises performing said first and said second pre-injection (PILOT, PRE), said main injection (MAIN1), and said first and said second post-injection (MAIN2, AFTER, POST). 12.A method of initiating regeneration as claimed in claim 11, characterized in that, in the town-traffic engine operating condition, the timing of said first pre-injection (PILOT) is delayed on average 2° to 15° with respect to the timing of the first pre-injection (PILOT) in particulate filter non-regeneration conditions. 13. A method of initiating regeneration as claimed in claim 11, characterized in that, in the town-traffic engine operating condition, said second pre-injection (PRE) is so timed that the fuel injected by it burns substantially 10° to 15° after the end-of-compression top dead-center position. 14. A method of initiating regeneration as claimed in claim 11, characterized in that, in the town-traffic engine operating condition, the timing of said main injection (MAIN1) may be delayed roughly 15° to 35° with respect to the end-of-compression top dead-center position. 15. A method of initiating regeneration as claimed in claim 11, characterized in that, in the town-traffic engine operating condition, said first post-injection (MAIN2, AFTER) is performed roughly 45° to 75° after the end-of-compression top dead-center position. 16. A method of initiating regeneration as claimed in claim 11, characterized in that, in the town-traffic engine operating condition, said second post-injection (POST) is performed close to the end-of-expansion bottom dead-center position, or roughly 315° to 360° after the end-of-compression top dead-center position. 17. A method of initiating regeneration as claimed in claim 10, characterized in that, in the open-road engine operating condition, the fuel injection strategy to initiate regeneration of the particulate filter comprises performing at least said main injection (MAIN1) and said first and said second post-injection (MAIN2, AFTER, POST). 18. A method of initiating regeneration as claimed in claim 17, characterized in that, in the open-road engine operating condition, the fuel injection strategy to initiate regeneration of the particulate filter also comprises performing said first pre-injection (PILOT) at engine speeds below a first predetermined threshold. 19. A method of initiating regeneration as claimed in claim 17, characterized in that, in the open-road engine operating condition, the timing of said main injection (MAIN1) is delayed roughly 5° to 15° with respect to the timing of the main injection (MAIN1) in particulate filter non-regeneration conditions. 20. A method of initiating regeneration as claimed in claim 17, characterized in that, in
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