1. A method of controlling fuel injection in an engine of a vehicle, the vehicle having an anti-lock braking system, the method comprising:
under conditions of degraded operation of an anti-lock braking system, restricting deactivation of the fuel injection during deceleration vehicle operating conditions.
2. The method of claim 1, wherein the degraded operation is detected based on one of the brake pedal position, wheel speed, and hydraulic pressure of the braking system.
3. The method of claim 1, wherein the degraded operation is detected by the anti-lock braking system sensor.
4. The method of claim 1, wherein the restricting deactivation of the fuel injection includes disabling deactivation of the fuel injection for at least one cylinder.
5. The method of claim 1, wherein the restricting deactivation of the fuel injection includes disabling deactivation of all the cylinders.
6. The method of claim 1, wherein the restricting deactivation of the fuel injection includes deactivation of the fuel injection for fewer combustion cycles.
7. The method of claim 1, wherein the method further comprises reactivation of at least one fuel injector.
8. The method of claim 7, wherein the reactivation includes at least partial open cylinder valve fuel injection.
9. The method of claim 7, wherein the reactivation includes increasing air flow to the cylinder before the reactivation of fuel injectors.
10. A method of controlling fuel injection in an engine of a vehicle, the vehicle having an anti-lock braking system, the method comprising:
under conditions where the anti-lock braking system is functioning, disabling fuel injection during at least some deceleration operations; and
under conditions of degraded operation of the anti-lock braking system, restricting deactivation of the fuel injection during deceleration vehicle operating conditions.
11. The method of claim 10, wherein the degraded operation is detected based on one of the brake pedal position, wheel speed, and hydraulic pressure of the braking system.
12. The method of claim 10, wherein the degraded operation is detected by the anti-lock braking system sensor.
13. The method of claim 10, wherein the restricting deactivation of the fuel injection includes disabling deactivation of the fuel injection for at least one cylinder.
14. The method of claim 10, wherein the restricting deactivation of the fuel injection includes disabling deactivation of all the cylinders.
15. The method of claim 10, wherein the restricting deactivation of the fuel injection includes deactivation of the fuel injection for fewer combustion cycles.
16. The method of claim 10, wherein the method further comprises reactivation of at least one fuel injector.
17. The method of claim 16, wherein the reactivation includes at least partial open cylinder valve fuel injection.
18. The method of claim 16, wherein the reactivation includes increasing air flow to the cylinder before the reactivation of fuel injectors.
19. The method of claim 16, wherein the reactivation includes fueling the engine rich to reduce oxygen stored on the catalyst during deceleration fuel shut off.
20. A method of controlling fuel injection in an engine of a vehicle comprising:
deactivating a fuel injector of the engine during a deceleration condition of the vehicle; and
reactivating the fuel injector when a rate of change of a powertrain shaft deceleration is greater than a threshold.
21. The method of claim 20, wherein said shaft deceleration is estimated by a braking system.
22. The method of claim 20, wherein the vehicle further has an anti-lock braking system and said deceleration is estimated by the anti-lock braking system.
23. A method of controlling fuel injection in an engine of a vehicle comprising:
deactivating a fuel injector of the engine during a deceleration condition of the vehicle; and
reactivating the fuel injector when a rate of change of output shaft speed is below a threshold.
24. The method of controlling fuel injection in an engine of a vehicle comprising:
deactivating a fuel injector of the engine during a deceleration condition of the vehicle; and
reactivating the fuel injector when a rate of change of output shaft acceleration is below a threshold.
25. A method of controlling fuel injection in an engine of a vehicle comprising:
deactivating a fuel injector of the engine during a deceleration condition of the vehicle; and
reactivating the fuel injector when a predicted output shaft speed is below a threshold.
26. The method of claim 25, wherein the predicted output shaft speed is based on measured speed, measured acceleration, and predicted time for the acceleration.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A Savonius vertical axis wind turbine rotor comprising; a plurality of spokes, each spoke comprising a hub having a substantially central opening, three at least partially arcuate ribs extending substantially radially outwardly from said hub with inner and outer surfaces, and a plurality of channels defined in at least one of said inner and outer surface of each said rib; a plurality of vanes of sheet material generally conforming to an inner or outer surface of a said rib and having openings therein operatively aligned with said channels; and first fasteners passing through said openings into said channels and cooperating with second fasteners provided within said channels to securely hold said vanes to said ribs, so that said vanes assume an at least partially curved configuration presenting alternately a substantially concave and substantially convex curvature to wind as the rotor rotates about a substantially vertical axis.
2. A rotor as recited in claim 1 wherein openings in said ribs are non-tapped, and wherein said first fasteners comprise bolts and said second fasteners comprise nuts.
3. A rotor as recited in claim 1 wherein each spoke is in three pieces each piece comprising a hub segment and a generally radial rib.
4. A rotor as recited in claim 3 wherein two of said spoke pieces are joined by a bridging piece, and two of said pieces are joined by a clamping mechanism which draws said pieces toward each other to reduce the size of said central opening.
5. A rotor as recited in claim 4 further comprising a central shaft extending between said hub central openings, said clamping mechanism clamping said spoke hub to said central shaft.
6. A rotor as recited in claim 5 wherein said clamping mechanism comprises a first fastener receiving element operatively connected to one of said spoke pieces at said hub segment, and a second fastener receiving element operatively connected to another, adjacent, spoke piece at said hub segment; and a fastener extending between said fastener receiving elements for drawing said elements toward each other to effect clamping.
7. A rotor as recited in claim 1 wherein each said hub defines a clamp adapted to cooperate with a shaft so that said hub is securely affixed to the shaft.
8. A rotor as recited in claim 7 wherein said clamp comprises: surfaces of said hub defining a substantially radial slot in said hub communicating with said central opening; first and second fastener receiving elements on opposite sides of said slot and operatively connected to said hub; and a fastener extending between said fastener receiving elements to draw said surfaces of said hub together.
9. A rotor as recited in claim 1 wherein said vanes generally conform to said outer surfaces of said ribs and are operatively connected thereto.
10. A rotor as recited in claim 1 wherein each of said ribs has a free end opposite said hub, and a supporting element extending between a central portion of said rib and a portion adjacent said free end thereof which increases the strength of said rib.
11. A rotor as recited in claim 3 wherein each said rib of each spoke piece has a free end opposite said hub segment, and a supporting element extending between a central portion of said rib and a portion adjacent said free end thereof which increases the strength of said rib; and wherein said spoke pieces are substantially identical.
12. A substantially rigid spoke piece for a Savonius wind turbine comprising: a hub segment having an arcuate extend of roughly about 120 degrees and defining with two other spoke pieces a substantially circular opening; and a generally radial rib having a substantially convex surface and a substantially concave surface wherein said rib of said spoke piece has a free end opposite said hub segment, and a supporting element extending between a central portion of said rib and a portion adjacent said free end thereof which increases the strength of said rib.
13. A vertical axis wind turbine comprising: a Savonius rotor comprising a plurality of blades having generally convex and concave surfaces operatively connected to each other, or a helical rotor; a driven element; and a drive operatively connecting the driven element to the rotor; the drive automatically increasing the effective gear ratio as the speed of rotation of the rotor increases.
14. A wind turbine as recited in claim 13 wherein the rotor is a Savonius, and further comprising at least one substantially vertical shaft operatively connected to said blades.
15. A wind turbine as recited in claim 14 wherein said rotor comprises three blades.
16. A wind turbine as recited in claim 13 wherein said drive directly senses rotor speed, or speed of an element operatively connected to said rotor, and does not directly sense wind speed, and wherein said driven element is an electric generator or alternator, and wherein said effective gear ratio is, at maximum, at least 10:1.
17. A wind turbine as recited in claim 13 wherein said drive adjusts the effective gear ratio to keep the tip speed ratio within a range for substantially optimum maximum power coefficient of the rotor.
18. A wind turbine as recited in claim 14 wherein said drive comprises: a first sprocket operatively connected to said at least one shaft; different size at least second and third sprockets, smaller than said first sprocket, and operatively connected to said driven element; a chain operatively connecting the first sprocket and one of said second or third sprocket; and a transmission comprising a centrifugal force responsive derailleur for automatically shifting said chain between said second and third sprockets.
19. A wind turbine as recited in claim 18 wherein said first sprocket and said third sprocket provide an effective gear ratio of at least 10:1, and said first sprocket and said second an effective gear ratio of less than 10:1.