Dresser Industries, Inc.

Caterpillar Inc.

Michael T Zimmer

James A Davis

Richard J Kakoczki

Edward O Reinbold

Jerrold A Pratt

Thomas G Ausman

Ronald Dean Shinogle

Michael Patrick Harmon

Jeffrey C Huang

Charles R Riggert

Timothy E Delaney

An electronic turbocharger control system for an internal combustion engine is provided to control at least one turbocharger by controlling a bypass valve and a wastegate in response to the engine speed, engine load, ambient temperature, and the operating environment's barometric pressure wherein the turbocharger is controlled to operate within predetermined islands of efficiency on a pressure ratio versus mass airflow map thereby allowing the adaptation of one turbocharger assembly for various applications. The method and apparatus provides improved engine efficiency and increases low speed torque.

Turbocharger control management system

A fuel injector with a hydraulically actuated needle check includes a fuel pressurization chamber positioned between a low pressure fuel supply passage and a nozzle supply bore. A portion of the low pressure fuel supply passage is in direct fluid communication with the fuel pressurization chamber via a bleed hole. A bleed pin extends into a fluid supply chamber adjacent the bleed hole. The bleed pin is movable between a first position in which the bleed hole is open and a second position in which a portion of the bleed pin closes the bleed hole when the hydraulically actuated needle check moves between its closed position and its open position, respectively. A supply valve is positioned in the low pressure fuel supply passage between the low pressure fuel supply chamber and the fuel pressurization chamber in order to prevent the back flow of fuel from the pressurization chamber into the supply passageways. When in operation, the movement of the needle check serves to open and close the bleed hole at precise times in order to both produce pilot type rate shaping at the beginning of each injection event and cause the abrupt termination of fuel flow out of the nozzle at the end of each injection event.

Fuel injector with pressure bleed-off stop

An actuator and valve assembly is disclosed which comprises an electrically-energizable actuator assembly and a device for communicating, collecting and draining damping fluid with respect to at least one cavity of the actuator assembly. If too much damping fluid remains in the actuator and valve assembly after shutdown, that damping fluid may cool off and cause slow response of the actuator and valve assembly when it is re-energized. The end result is that quick starting and/or operation of the actuator and valve assembly may be hindered, particularly under cold operating conditions. The communicating, collecting and draining means permits at least a portion of the hot damping fluid to automatically drain from the cavity after the actuator and valve assembly has been shutdown.

Damped actuator and valve assembly

An actuator and valve assembly for an electronically-controlled injector is disclosed which comprises an electrically-energizable actuator assembly and a device for communicating, collecting and draining damping fluid with respect to at least one cavity of the actuator assembly. If too much damping fluid remains in the actuator assembly after engine shutdown, that damping fluid may cool off and cause slow response of the actuator and valve assembly during cold engine starting. The end result is that quick starting and/or operation of the engine may be hindered, particularly under cold engine conditions. The communicating, collecting and draining means permits at least a portion of the hot damping fluid to automatically drain from the cavity after the engine has been shutdown.

Damped actuator and valve assembly for an electronically-controlled

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Brookfield, WI, United States of America

Michael T Zimmer