Eaton Intelligent Power Limited

Eaton Corporation

Mihai Dorobantu

James Edward McCarthy, Jr

James E Mccarthy, Jr

Thomas A Genise

Douglas John Nielsen

Thomas Joseph Stoltz

G Clark Fortune

Brian William Franke

Viken Rafi Yeranosian

Gary Neely

Andrew Matheaus

Dale Arden Stretch

QingHui Yuan

Damrongrit Piyabongkarn

Sorin Bengea

Chinmaya Patil

Glenn Clark Fortune

Benjamin Saltsman

Subbaraya Radhamohan

Mahesh Prabhakar Joshi

Kevin Snyder

Payam Naghshtabrizi

Erik Dykes

A transmission system selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle includes a transmission, an aftertreatment system, an accessory device and a controller. The aftertreatment system reduces emissions in an exhaust of the internal combustion engine. The accessory device is configured to provide power. The controller operates in an aftertreatment heat-up mode such that the aftertreatment system is heated up to an elevated temperature and emissions are thereby reduced based on the elevated temperature. The controller is configured to heat up the aftertreatment system to reach between one (1) and two (2) kilowatt hours (kWh) of enthalpy before two minutes at engine startup by (i) operating the internal combustion engine in cylinder deactivation mode (CDA); (ii) operating the internal combustion engine at an elevated idle speed; and (iii) operating the accessory device at a threshold power.

System and method to maintain hot aftertreatment at engine idle

A vehicle hybrid powertrain includes an internal combustion engine; an electrical drivetrain; a selective catalytic reduction (SCR) device coupled to receive exhaust from the internal combustion engine; a fuel burner; and a control system that controls heat applied to the SCR device including by controlling the fuel burner and the internal combustion engine.

Aftertreatment heat up strategies in vehicles with hybrid powertrains

A method of operating a vehicle with a hybrid powertrain comprising an electrical drivetrain and an internal combustion engine includes detecting that a temperature of a selective catalytic reduction (SCR) device of an aftertreatment system of the vehicle is below a particular temperature; directing the electrical drivetrain to fulfil a vehicle drive load; and while the electrical drivetrain is fulfilling the vehicle drive load and the temperature of the SCR device is below the particular temperature, operating the internal combustion engine to generate airflow for transport of heat through the aftertreatment system and directing a heat source to raise a temperature through the SCR device of the aftertreatment system. The internal combustion engine can be operated in idle to spin the internal combustion engine to generate the airflow while the electrical drivetrain fulfils the vehicle drive load.

A method of operating a system including a hydrogen internal combustion engine and a supercharger between a normal operating mode and an engine braking mode. In the normal operating mode, the supercharger operates at a first rotational speed to deliver air to an intake manifold of the engine. In the engine braking mode, the supercharger operates at a second rotational speed to deliver air to the intake manifold and a restriction is provided to increase a pressure ratio across the supercharger.

Engine braking in hydrogen internal combustion engines

A method of heating an aftertreatment system includes fulfilling a vehicle drive load of a vehicle via an electrical drivetrain of a vehicle hybrid powertrain, wherein the vehicle hybrid powertrain comprises the electrical drivetrain and an internal combustion engine; while the electrical drivetrain is fulfilling the vehicle drive load, operating the internal combustion engine to generate airflow for transport of heat through the aftertreatment system; and directing a heat source to raise a temperature through a selective catalytic reduction (SCR) device of the aftertreatment system.

A vehicle hybrid powertrain includes an internal combustion engine; an electrical drivetrain; a light-off selective catalytic reduction (LO-SCR) device coupled to receive exhaust from the internal combustion engine; and a control system that directs cylinder deactivation (CDA) of the internal combustion engine and controls heat applied to the LO-SCR device.

A method for controlling vehicle speed comprises selecting an engine speed profile for a vehicle. Road grade data is received and processed to determine a road grade for the vehicle. Vehicle speed data is received and processed to determine a vehicle speed for the vehicle. A cylinder deactivation mode for a valvetrain of a multi-cylinder engine of the vehicle is selected. The cylinder deactivation mode comprises deactivating one or more intake valve, exhaust valve, and fuel injection for one or more cylinder of the multi-cylinder engine. The selected cylinder deactivation mode provides a controlled deviation from the selected engine speed profile at the road grade and vehicle speed.

Transmission control with cylinder deactivation

A switchable powertrain comprises at least four points of freedom. The switchable powertrain comprises a main gear set configured for gear ratio selection, the main gear set comprising main gears coupled to a main shaft and second gears coupled to a second shaft. An adapter comprises a first selective coupling configured to selectively couple to the main shaft, and a second selective coupling configured to selectively couple to the second shaft. A first torque source and a clutch are configured for selectively coupling or decoupling first torque to the main shaft. A second torque source is configured for selectively outputting second torque to the first selective coupling or to the second selective coupling.

Switchable powertrain

A method for engine braking on a type III valvetrain diesel engine comprises, on a first downstroke of a reciprocating piston, deactivating a normal intake lift profile on a first intake valve to implement a deactivated intake profile. Before a first upstroke of the reciprocating piston completes, a late intake valve closing lift profile is actuating on a second intake valve and beginning an engine brake lift profile on a first exhaust valve. On a second downstroke of the reciprocating piston, the engine brake lift profile on the first exhaust valve is completing and a normal exhaust lift profile is deactivating on a second exhaust valve to implement a deactivated exhaust profile on the second exhaust valve. Before a second upstroke of the reciprocating piston completes, a second engine brake lift profile is beginning on the first exhaust valve.

Two stroke engine braking via cylinder deactivation and late intake valve closing

A valvetrain for a type II engine comprises a valve bridge, a switching rocker arm, a center capsule, a first auxiliary rocker arm, and a first auxiliary capsule. The selectively switching rocker arm is configured to switch configurations to transfer a first valve actuation profile from a first overhead cam lobe to the valve bridge center point and to transfer a second valve actuation profile from a second overhead cam lobe to the center point. The center capsule is configured to switch between an active state and a lost motion state. The first auxiliary rocker arm is configured to transfer a first auxiliary valve actuation profile from a third overhead cam lobe to the valve bridge first valve mounting area. The valvetrain can further comprise a second auxiliary rocker arm and a second auxiliary capsule.

Type II valvetrains to enable variable valve actuation

Extended coast and controlled deceleration using cylinder deactivation

A system includes a PTO device that selectively couples to a driveline of a vehicle at each of two driveline coupling positions, and a motor/generator electrically coupled to an electrical power storage system. The system further includes a shared load selectively powered by the driveline or the motor/generator. The PTO device further includes a coupling actuator that couples the shared load to the motor/generator in a first position, and couples the shared load to the driveline in a second position.

Transmission mounted electrical charging system and dual driveline load coupling

This invention provides a common means of coupling an alternative power source to a vehicle's drive wheels which is particularly well suited for use with a countershaft-type transmission. This invention also addresses clutch wear by eliminating the need to engage the frictional clutch to launch the vehicle. This invention also improves the acceleration of the vehicle compared to a typical dry friction clutch launch by relying on the HLA system to transfer more power to the drive wheels more quickly than would be transferred by a typical launch engagement of a dry friction clutch in a commercial vehicle.

Adapter for connecting a countershaft transmission with a hydraulic launch assist system

Disclosed is an exemplary valve having a first valve member that may include at least one orifice, and which is moveable between a first position and a second position, and a second valve member that includes at least one orifice, and which is moveable relative to the first valve member between a first position, in which the at least one orifice of the second valve member is fluidly disconnected from the at least one orifice of the first valve member, and a second position, in which the at least one orifice of the second valve member is fluidly connected to the at least one orifice of the first valve member. The exemplary valve may also include first and second actuators for moving the first and second valve members between their respective first and second positions.

Growing community of inventors

Richland, MI, United States of America

Mihai Dorobantu