Caterpillar Inc.

Brett M Bailey

Scott Byron Fiveland

Weidong Gong

Martin Leo Willi

Robert L Meyer

Michael James Pollard

Willibald G Berlinger

Michael J Readey

Christopher Joseph Rynders, Jr

Dennis D Feucht

Gerald N Coleman

David Andrew Pierpont

Wade James Robel

Keith Edward Lawrence

Clifford E Cotton, Iii

Andrew Henry Nippert

Cho Y Liang

Francis J Raab

Craig F Habeger

William Christopher Boley

John M Sloma

Matthew J Alger

Matthew Owen Stefanick

Clifford E Cotton

Todd A Davis

The present disclose is directed to a power system. The power system may include a power source that creates a flow of exhaust. The power system may further include a particulate collection device that receives the flow of exhaust. The power system may also include an additive injector located downstream of the power source, the additive injector may be configured to provide a controlled supply of additive to the flow of exhaust.

Power system

An exhaust particulate filter for an engine system includes an array of filter cartridges positioned within a shell, each of the cartridges having an electrically powered heating element coupled therewith. Exhaust gases may be distributed among the cartridges according to a single distribution pattern, and the filter can be regenerated without diverting, dividing or bypassing exhaust gases from the filter. The filter cartridges may be cylindrical or wedge-shaped, or of a variety of other configurations. Regeneration may take place according to a non-axial regeneration propagation profile. Other aspects include feedback control and feedforward control of regeneration based on sensing an electrical resistance property of each of the electrically powered heating elements.

Electrically regenerated exhaust particulate filter having non-axial regeneration flame propagation

An exhaust particulate filter for an engine system includes an array of filter cartridges positioned within a shell, each of the cartridges having an electrically powered heating element coupled therewith. Exhaust gases are distributed among the cartridges according to a single distribution pattern, and the filter can be regenerated without diverting, dividing or bypassing exhaust gases from the filter. Other aspects include feedback control and feedforward control of regeneration based on sensing an electrical resistance property of each of the electrically powered heating elements.

Electrically regenerated exhaust particulate filter for an engine system and operating strategy therefor

A spark ignited gaseous fuel engine including an exhaust gas recirculation system and method for operating a gaseous fuel engine are provided. The exhaust gas recirculation system has an adjustable flow and is operable to supply exhaust gas to at least one engine cylinder. The engine further includes means for determining a value indicative of a charge density of a combustion mixture that includes gaseous fuel, air and exhaust gas supplied to the at least one cylinder, and adjusting a flow quantity through the exhaust gas recirculation system based at least in part on the value. The charge density may permit the controller to set a NOoutput rate from the engine via a pre-determined correlation between charge density and NOx output.

Gaseous fuel engine charge density control system

A power source is provided for use with an exhaust gas recirculation and selective catalytic reduction system. The power source has a main air-intake passage fluidly connected to a first air-intake passage and a second air-intake passage. A first cylinder group may be fluidly connected to the first air-intake passage and a first exhaust passage, wherein the first exhaust passage may include an ammonia-producing catalyst configured to convert at least a portion of a fluid in the first exhaust passage into ammonia. Further, a second cylinder group may be fluidly connected to the second air-intake passage and a second exhaust passage. A third cylinder group may be fluidly connected to the second air-intake passage. The power source may have a recirculation loop that includes the second air-intake passage and the third cylinder group. The power source may also have a merged exhaust passage configured to connect the first exhaust passage and the second exhaust passage to facilitate a reaction between ammonia and NOx to at least partially remove NOx from the merged exhaust passage.

Exhaust gas recirculation and selective catalytic reduction system

A multiple spark pattern internal combustion initiation device includes a body defining a prechamber and a plurality of orifices from the prechamber. The device includes at least two electrical circuits which each form a spark gap with an electrical ground inside the prechamber, operable to create a plurality of different spark patterns. The device may be part of an internal combustion engine which includes a housing with a combustion chamber connected to the prechamber, and means for supplying a lean gaseous fuel mixture into the combustion chamber.

Multiple spark pattern internal combustion initiation device and engine using same

An internal combustion engine has at least one combustion chamber and a piston configured to reciprocate within the at least one combustion chamber between a top-dead-center position and a bottom-dead-center position. The internal combustion engine also has a pre-combustion chamber, an air induction system, a fuel system, a spark plug at least partially disposed within the pre-combustion chamber. The air induction system is configured to direct air into the at least one combustion chamber. The fuel system is configured to direct gasoline into the at least one combustion chamber. The spark plug is configured to selectively ignite a mixture of the air and gasoline. The internal combustion engine also has an exhaust system configured to direct exhaust from the at least one combustion chamber and an exhaust gas recirculation system configured to selectively redirect at least a portion of the exhaust from the exhaust system back to the air induction system.

EGR system for spark-ignited gasoline engine

A method of operating an internal combustion engine is provided. The engine includes a main combustion chamber in fluid communication with a prechamber. The method comprises the step of varying the volume within the prechamber during a portion of a compression stroke of the main combustion chamber.

Method to extend lean ignition limit within internal combustion engine

A method and apparatus for operating an internal combustion engine is provided. The method comprises the steps of introducing a primary fuel into a main combustion chamber of the engine, introducing a pilot fuel into the main combustion chamber of the engine, determining an operating load of the engine, determining a desired spark plug ignition timing based on the engine operating load, and igniting the primary fuel and pilot fuel with a spark plug at the desired spark plug ignition timing. The method is characterized in that the octane number of the pilot fuel is lower than the octane number of the primary fuel.

Distributed ignition method and apparatus for a combustion engine

The displacement of fluid translating devices are normally controlled by changing the angle of an eccentric or a cam plate to change the pumping stroke of the pistons within the device. In the subject arrangement, the displacement of the fluid translating device is controlled by controlling the flow being delivered into or away from each of the associated pressure chambers defined therein by the respective ones of a plurality of pistons. By not permitting the flow from every piston to be directed into useful work, the volume of fluid being directed into or away from the fluid translating device can be altered. Likewise, the direction of fluid flow within the fluid translating device can be selectively changed thus permitting the subject fluid translating device to be capable of pumping or motoring in both directions of flow relative to the first and second inlet/outlet ports thereof.

Digital controlled fluid translating device

A piston-pumped EGR system for an internal combustion engine includes first and second stationary regenerators. Alternating flow through the first and second stationary regenerators is controlled by a regenerator directional flow control valve in fluid communication with at least one check valve disposed between the regenerator directional flow control valve and an exhaust manifold of the engine. Flow through the stationary recuperators is controlled so that exhaust gas and cooling bleed flow are alternatingly directed through the stationary recuperators whereby heat is removed from the recirculated exhaust gas prior to reintroduction into an intake manifold and one of the stationary regenerators is cooled by bleed air, which is subsequently discharged into the exhaust manifold of the engine.

Internal combustion engine EGR system utilizing stationary regenerators in a piston pumped boost cooled arrangement

An exhaust gas regenerator/particulate capture system is provided with a first particulate trap and a second particulate trap. A regenerator valve is provided having a valve member, an EGR inlet port, and a purge air outlet port. The valve member is operable between a first position and a second position. When the valve member is in the first position, the EGR inlet port is connected in fluid communication with the first particulate trap and the purge air outlet port is connected in fluid communication with the second particulate trap. When the valve member is in the second position, the EGR inlet port is connected in fluid communication with the second particulate trap and the purge air outlet port is connected in fluid communication with the first particulate trap.

Exhaust gas regenerator/particulate trap for an internal combustion engine

A valve for use in an EGR system for an internal combustion engine has a housing having an exhaust inlet, an EGR outlet, an exhaust outlet and a bleed air inlet. A butterfly plate is pivotally connected to the housing. The butterfly plate has at least a first position and a second position, wherein the first position defines a first fluid path between the exhaust inlet and the EGR outlet and defines a second fluid path between the bleed air inlet and the exhaust outlet, and wherein the second position defines a third fluid path between the exhaust inlet and the exhaust outlet and defines a fourth fluid path between the bleed air inlet and the EGR outlet.

EGR/bleed air diverter valve

A free piston engine system, particularly suitable for use in a motorized vehicle, is provided with at least one hydraulic pump, each pump having a first fluid port and a second fluid port. A free piston internal combustion engine includes a combustion cylinder and a hydraulic cylinder. A low pressure accumulator is fluidly coupled with the hydraulic cylinder. A first control valve interconnects the low pressure accumulator with the hydraulic cylinder. At least one high pressure accumulator is fluidly coupled with the hydraulic cylinder. At least one second control valve is provided, with each second control valve interconnecting a respective high pressure accumulator with the hydraulic cylinder. A third control valve interconnects the hydraulic cylinder with the first fluid port of each pump. A fourth control valve interconnects the hydraulic cylinder with the second fluid port of each pump. A first working pressure accumulator is coupled between each pump and the third control valve or fourth control valve.

Free piston engine system with direct drive hydraulic output

A free piston internal combustion engine includes a housing with a combustion cylinder and a hydraulic cylinder. A piston includes a piston head reciprocally disposed within the combustion cylinder and movable during a compression stroke to a top dead center position and during a return stroke to a BDC position. A plunger head is reciprocally disposed within the hydraulic cylinder. A plunger rod interconnects and is rigidly affixed to each of the piston head and the plunger head. The plunger head and the hydraulic cylinder define a variable volume pressure chamber on a side of the plunger head generally opposite the plunger rod. At least one valve interconnects a hydraulic accumulator with the pressure chamber during a portion of the compression stroke to act on the plunger head and thereby move the piston head toward the top dead center position, and interconnects the hydraulic accumulator with the pressure chamber during the return stroke to pressurize the hydraulic accumulator during movement of the piston head toward the BDC position.

Growing community of inventors

Peoria, IL, United States of America

Brett M Bailey