Cummins Engine Company, Inc.

Nuvera Fuel Cells, Inc.

Komatsu Corporation

John H Stang

David A Ruthmansdorfer

Scott C Blanchet

Roger Van Boeyen

Edward Domit

Kevin Beverage

Dean H Reichenbach

Timothy P Lutz

Richard E Glasson

Hiromasa Yamaguchi

Edward E Londt

Peter J Griffen

Mark W Stasell

Robert M Brooks

Paul R Rabe

Christine H Moore

Kenneth A Johnson

Walter A Brighton

Rien Ouwerkerk

Steven N Cusick

Steven M Cusick

Lewis W Cummings

Barrie L Wilson

John R McDaniel

An electrochemical cell includes a pair of bipolar plates and a membrane electrode assembly between the bipolar plates. The membrane electrode assembly comprises an anode compartment, a cathode compartment, and a proton exchange membrane disposed therebetween. The cell further includes a sealing surface formed in one of the pair of bipolar plates and a gasket located between the sealing surface and the proton exchange membrane. The gasket is configured to plastically deform to create a seal about one of the cathode compartment or the anode compartment. The sealing surface can include one or more protrusions.

Seal configuration for electrochemical cell

A variable power drivetrain engine control system for a heavy duty vehicle such as a tractor/trailer combination or truck is disclosed. The engine control system provides higher output capability for the engine of the vehicle in accordance with certain detected conditions. If the vehicle speed falls a predetermined DELTA miles/hour below a LEARNED SPEED of the vehicle, the engine is enabled to operate at a higher power output capability until the vehicle resumes the LEARNED SPEED. Further, high output capability is enabled when the vehicle deceleration is in excess of a predetermined deceleration rate. Again, the high output capability is disabled once the vehicle retains the LEARNED SPEED velocity. The quantity DELTA can be variable with respect to actual vehicle speed to provide more responsive operation of the variable power drivetrain system thereby providing improved responsiveness to road conditions in accordance with relative vehicle speed.

Variable power drivetrain engine control system

A turbocompound engine having a power turbine bypass valve and a control module for controlling opening and closing of the bypass valve. The turbocompound engine is capable of operating in a compression braking mode, and the control module opens the bypass valve in response to actuation of the compression braking, resulting in improved braking.

Power turbine bypass for improved compression braking

A cylinder head gasket for an internal combustion engine is provided having a single first section of a hard gasket material, and a single second section of relatively soft gasket material which is disposed in spaced encompassing relation with the periphery of the first section. The first and second sections coact to form a narrow gap which substantially coincides with the peripheral configuration of the first section. At predetermined locations within the gap, the sections are interconnected whereby the sections will remain in assembled relation at least while the gasket is being positioned between the engine block and cylinder head of the internal combustion engine.

Cylinder head gasket for an internal combustion engine

A turbocharged internal combustion engine is provided in which the exterior of one side of the engine block has a cavity formed therein. A head is secured to the block and overlies the cylinders formed therein. The head is provided with an internal intake passageway and an internal exhaust passageway for each cylinder formed in the block. One end of each intake passageway communicates with the cavity and one end of each exhaust passageway terminates at the exterior of the head in proximity to the cavity formed in the block. A heat exchange assembly is disposed adjacent the cavity and is provided with a housing which is mounted on the block one side and in overlying relation with the cavity. The housing is provided with an inlet and an outlet spaced therefrom. A heat transfer means is disposed within the housing and is located between the inlet and outlet thereof. The housing outlet communicates with the cavity. The housing inlet, on the other hand, communicates with the charged air outlet of a turbocharger which is located adjacent the one side of the block. The turbocharger is provided with an exhaust gas intake which communicates with the exhaust passageways formed in the head. The charged air entering the housing must pass the heat transfer means within the housing before exiting to the cavity.

Turbocharged internal combustion engine

An oil cooled system for an internal combustion engine (2 and 2') includes a cylinder liner (22 and 22') shaped to form an annular oil flow passage (36 and 36') by an inner flow control surface (52 and 52') and outer flow control surface (56 and 56') through which engine lubrication oil flows in a very thin film under laminar flow conditions to produce a very large convective heat transfer coefficient of 300-400 BTU's per hour-feet squared-degree Fahrenheit. To insure laminar flow conditions, the radial thickness of the annular flow passage (36 and 36') is held to less than 0.016 inches and is preferably in the range of 0.008 to 0.010 inches. The disclosed liner (22 and 22') is very accurately positioned within a cylinder bore (8) of the engine block (4) by liner stop means (68 and 68') for retaining the liner in a fixed axial position within the cylinder bore ( 8) and by inner and outer radial locating means (106, 106', 101 and 101') positioned, respectively, inwardly and outwardly of the inner flow control surface (52 and 52'). Annular oil supply passage (30 and 30') and oil collecting passages (66 and 66') are also formed to supply and collect, respectively, the cooling oil to cause the oil to flow within the flow passage (36 and 36') inwardly from the outermost portion of the liner (22) toward the crankshaft (6) for no more than about 40 percent of the total axial length of the liner (22). In one embodiment (FIGS. 1 and 2), the liner stop means (68) is adjacent the inner locating means (106). In a second embodiment, the liner stop means (68') is positioned adjacent the outer locating means (101').

Oil cooled internal combustion engine

An oil cooling system for an internal combustion engine (2) includes a cylinder liner (22) shaped to form an annular oil flow passage (36) by an inner flow control surface (52) and outer flow control surface (56) through which engine lubrication oil flows in a very thin film under laminar flow conditions to produce a very large convective heat transfer coefficient of 300-400 BTU's per hour-feet squared-degree Fehrenheit. To insure laminar flow conditions, the radial thickness of the annular flow passage 36 is held to less than 0.016 inches and is preferably in the range of 0.008 to 0.010 inches. The disclosed liner (22) is very accurately positioned within a cylinder bore (8) of the engine block (4) by liner stop means (68) for retaining the liner in a fixed axial position within the cylinder bore (8) and by inner and outer radial locating means (106 and 101) positioned, respectively, inwardly and outwardly of the inner flow control surface (52). Annular oil supply passage (30) and oil collecting passages (66) are also formed to supply and collect, respectively the cooling oil to cause the oil to flow within the flow passage (36) inwardly from the outermost portion of the liner (22) toward the crankshaft (6) for no more than about 40 percent of the total axial length of the liner (22). A secondary combustion gas seal (96) is provided to allow leaked combustion gases to be removed by the cooling lubrication oil.

A modified Stirling cycle type engine (10) includes a pair of cylinders (12,14) in which pistons (16,18) are reciprocably mounted to define a hot and cold side to the engine, a passageway (30) interconnecting the cylinders (12,14) and a regenerator (32) and a cooler (34) in the passageway (30). Exhaust and intake valves (50,54) permit exhaust of working fluid from and supply of fresh air to the hot side. A fuel injector (38) and fuel igniting means (36) are provided for injecting fuel into the passageway (30) adjacent the hot side for admixture with working fluid passing therethrough and ignition within the hot side cylinder (12).

Fluid engine

1 A dual loop cooling system for an internal combustion engine including a first loop or circuit (36) employing engine lubrication oil for cooling the engine cylinder and a second loop or circuit (48) employing water for cooling the aftercooler and engine head. A first flow control valve (72) and heat exchanger (54) operate to maintain an ideal temperature for the lubrication oil in the range of 200.degree.-250.degree. F. A radiator (86) and second flow control valve (94) in the second circuit (48) operate in response to engine output torque to cause the intake air to be at its lowest temperature at maximum engine output torque and to be at its highest temperature at minimum engine output torque. In one embodiment, the control valve (94) responds to engine water outlet temperature as determined by sensor (104). In another embodiment, a control valve (94') responds to intake manifold air pressure as determined by sensor (106). In yet another embodiment, valve (94') responds to compressor discharge air temperature as determined by sensor (108) to produce the desired transient response.

Dual coolant engine cooling system

An exhaust passage 8 is provided for an internal combustion engine equipped with dual exhaust valves 18 and 19 for each cylinder 12 wherein the passage 8 directs the combination of the two streams formed by the exhaust valve ports 16 into a single stream in a manner to conserve the maximum available energy. Fluid flowing through exhaust ports 16 is directed by a guide vane 54 which has been cast in the exhaust passage 8 wherein vane 54 is formed to contain a keyhole shaped slot 57 to provide clearance for downstream valve stem 21 and to eliminate the disrupting effects which would otherwise result from an oversize clearance hole due to the leading edge effect. Keyhole shaped slot 57 permits unconstrained expansion and contraction of the exhaust passage in response to thermal cycling caused by normal engine operation thereby avoiding the effects of thermal fatigue.

Energy conserving exhaust passage for an internal combustion engine

This disclosure relates to a coolant system for an internal combustion engine including a turbocharger and an aftercooler. The coolant system comprises an engine loop and an aftercooler loop both loops utilizing a single pump. The engine loop includes the pump, the engine block and head, a first radiator, and a radiator bypass branch. The aftercooler loop includes the pump, the aftercooler, a second radiator, and a radiator bypass branch. Each loop further includes a temperature responsive flow control thermostat for regulating the coolant flow through the associated radiator and/or bypass branch. The thermostat in the aftercooler loop is mounted in the coolant intake line leading to the aftercooler, but it responds to the temperature of the coolant leaving the aftercooler.

Two loop engine coolant system

The disclosure illustrates an insulated composite piston comprising a crown of ceramic or other heat resistant material secured to an aluminum piston body by a bolt of temperature resistant alloy. A low conductivity interface between the crown and the body is provided by a series of stacked discs having low effective thermal conductivity. The relative thermal expansion of the parts is compensated for by bellville washers on the bolt. The above arrangement insulates the crown from the piston body thereby minimizing the temperature gradient across the crown so that its temperature can be maintained as high as necessary to increase efficiency and minimize noxious emissions.

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Columbus, IN, United States of America

John H Stang