Deere & Company

Kyle John Tingle

Alan David Sheidler

Mark Peter Sahlin

Ronald Leo Sheedy

Kenny L Hennings

Keith Thomas Dennehy

Fredrick Samuel Ward

William A Brockmann

Intake fingers and finger assemblies for use with intake portions of harvesting assemblies, on harvesting machines such as combines, haybines, bailers, corn pickers, and the like. The fingers and finger assemblies cooperate with crop-gathering augers, and crankshafts inside the augers, in feeding cut crop material toward discharge portions of such harvesting assemblies. The fingers extend and retract through apertures in the auger cylinder according to an eccentric mounting of the finger crankshaft inside the auger cylinder. A respective finger comprises a reinforced polyester or polyurethane shaft, and a polyurethane sleeve overlying a crop-engaging end portion of the finger, such as along 50% to 80% of the length of the shaft. The shaft is reinforced with fiberglass or other fiber, the composition of the sleeve comprises polyester-based thermoplastic polyurethane, and the sleeve has a hardness of about Shore D-45 to about Shore D-70.

Auger fingers for harvesting assemblies, and combines

A bypass for an exhaust system for a utility vehicle, such as a combine, that, when substantially closed, provides maximum noise attenuation for road transport, i.e., relatively high back pressure, and then, when substantially open, would provide a reduced flow restriction, i.e., relatively low back pressure, for full power, field operation. A bypass flow path in an exhaust pipe is located upstream of a primary muffler. A diaphragm can be provided to manipulate a damper which acts to close the exhaust flow to the primary muffler and open the bypass to an exhaust pipe to effectively bypass the primary muffler.

Adjustable restriction muffler system for a combine

An engine control unit, and method of use, uses a power curve or algorithm to pro-actively adjust fuel flow rate to an engine, optionally in combination with a reactive power curve or algorithm, thereby to adjust engine power, in anticipation of changes in loads being imposed on the engine, as well as to respond to engine speed changes. The ECU has a power curve or algorithm stored in memory which responds to certain predetermined operating conditions other than sensed engine speed, by providing a sequence of pro-active change inputs, at predetermined rates of change, in rate of delivery of fuel to the engine combustion chambers, independent of engine speed change, thereby to produce pro-active incremental changes in power output of the engine. Such pro-active incremental power changes are effected in anticipation of changes in load demand on the engine, and correspond generally with expected incrementally progressive changes in load demand on the engine. In preferred embodiments, the power curve or algorithm includes a first upwardly sloping line representing small increment increases in engine power, a second step change increase in engine power, a third downwardly sloping line representing small incremental decreases in engine power, and a fourth relatively greater magnitude step change decrease in engine power. The pro-active change input signals can be combined with reactive change input signals to make respective combination change input signals which take into consideration a variety of operating parameters, including engine speed changes.

Vehicle engine control

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Colona, IL, United States of America

Kyle John Tingle