Caterpillar Inc.

Eaton Corporation

Scott Alan Leman

Sean Olen Cornell

Ronald Dean Shinogle

James Richard Weber

Steven J Funke

David E Martin

Jason Kenneth Bloms

Gerald N Coleman

David Andrew Pierpont

Kevin Patrick Duffy

Eric Charles Fluga

Richard H Holtman

Jonathan P Kilkenny

James J Faletti

Matthew G Mickiewicz

Joshua C Ruedin

Homa Afjeh

Travis E Barnes

Paul Thomas Corcoran

Cornelius Nicolae Opris

William J Rodier

Maarten Verkiel

Xinshuang Nan

Sanat Arun Talmaki

Stephen Anthony Faulkner

Liqun Chi

Allen John DeClerk

Mark William Whiting

Brad L Holsapple

Gregory D Brock

Scott F Shafer

Ye Tian

Wade James Robel

Lifeng Wang

Michael Patrick Harmon

Donald Speranza

John Stephen Pipis, Jr

Thomas Jeffrey Crowell

David M Milam

Stephen Michael Wiley

Douglas A Carlson

Daniel G Smedley

Mingchun Dong

Sameer Bhargava

Judson R Bruce

Brian Kenneth Garman

Douglas E Handly

Jeff Skorupski

Earl A Pilgrim

Jianyuan Yang

Di Wu

Mike Lukich

Tom Genise

Virl R Voights

Rich Nellums

David A Pierpoint

A method of controlling machines for performing operations at a worksite is disclosed. The method includes receiving pre-construction terrain data, design terrain data, and resource data and then defining a plurality of constraints based on the data. Operations of the machines are simulated based on the data. The method includes estimating process variables associated with the operations and defining and scheduling tasks to be performed by the machines. The method includes collecting real time data from the worksite and updating the estimated process variables and the scheduled tasks of the machines based on the collected real time data. Instructions are then provided to the machines for executing the tasks.

Method of optimizing performance of machines at a worksite

Method of controlling machines at a worksite

A power train control system for a mobile machine is disclosed. The power train control system has a power source configured to produce a power output, a transmission device operatively connected to receive the power output and propel the mobile machine, and a control module. The control module is configured to receive an indication of a power demand, receive an indication of a current travel speed of the mobile machine, and reference the power demand and the current travel speed with a power train efficiency map to determine a desired power source speed. The power train control system is also configured to control operation of the transmission device to bring a speed of the power source within a predetermined amount of the desired power source speed.

Efficiency based integrated power train control system

An engine that includes two intake and two exhaust valves for each cylinder is equipped for single valve constant lift engine braking. The exhaust valves may be actuated in a conventional manner via a rotating cam and a rocker arm coupled to a bridge that spans between the pair of exhaust valves. Engine braking is accomplished by actuating a brake actuator to hold one of the exhaust valves partially open, while the other of the two exhaust valves is allowed to close. Seating velocity of the non-braking valve is limited by including a second actuator button, namely a valve seating actuator, on the rocker arm that engages the valve bridge above the non-braking valve as it moves toward its closed position when the brake actuator is actuated.

Bactrian rocker arm and engine using same

A method of controlling an engine during an engine startup or shutdown condition includes operating a valve to open a port of a combustion chamber to allow fluid to flow between the combustion chamber and the port for at least one entire engine cycle. The method also includes preventing combustion of fuel during a combustion stroke of the at least one engine cycle. The engine cycle occurs during the engine startup or shutdown condition.

Method and apparatus for controlling engine valve timing

An engine valve actuation system may include an intake valve moveable between a first position that blocks a flow of fluid and a second position that allows a flow of fluid. The system may also include a cam assembly configured to move the intake valve between the first position and the second position. An electromagnetic actuator may be configured to selectively modify a timing of the intake valve in moving from the second position to the first position.

Engine valve actuation system

An engine valve actuator providing Miller cycle benefits and a method of operating an engine valve actuator are disclosed. The valve actuator employs a first force to hold an exhaust valve of the engine open during an exhaust stroke and a second, stronger force to hold the exhaust valve open during a compression stroke. The valve actuator may be operated using pressurized fluid adapted to extend an actuator piston through a cylinder. The first force may be derived by a mechanically driven actuator, while the second force may be derived from a high pressure rail of the engine. A low pressure source of the engine may be used to fill the actuator cylinder, with the high pressure rail only being placed into fluid communication with the cylinder when desired. A control valve may be employed to direct either the low pressure or high pressure fluid to the valve actuator cylinder.

Engine valve actuator providing Miller cycle benefits

An engine valve actuation system is provided. The engine valve actuation system includes an intake valve that is moveable between a first position to prevent a flow of fluid and a second position to allow a flow of fluid. A cam assembly is configured to move the intake valve between the first position and the second position. A fluid actuator is configured to selectively prevent the intake valve from moving to the first position. A source of fluid is in fluid communication with the fluid actuator. A directional control valve is configured to control a flow of fluid between the source of fluid and the fluid actuator. A fluid passageway connects the directional control valve with the fluid actuator. An accumulator is in fluid communication with the fluid passageway. A restricted orifice is disposed between the accumulator and the fluid passageway to restrict a flow of fluid between the accumulator and the fluid passageway.

An engine valve actuation system is provided. An intake valve is moveable between a first position to prevent a flow of fluid and a second position to allow a flow of fluid. A cam assembly is connected to move the intake valve between the first position and the second position. A fluid actuator is configured to selectively prevent the intake valve from moving to the first position. A source of fluid is in fluid communication with the fluid actuator. A directional control valve is configured to control a flow of fluid between the source of fluid and the fluid actuator. A control valve is disposed between the source of fluid and the directional control valve. The control valve is moveable between a first position to prevent the flow of fluid between the source of fluid and the directional control valve and a second position to allow the flow of fluid from the source of fluid to the directional control valve.

Engines and methods of controlling an engine may involve one or more cams associated with engine intake and/or exhaust valves. In some examples, shifting the rotational phase of one or more cams advances and/or delays timing of the opening and/or closing of valves. Timing of valve closing/opening and possible use of an air supply system may enable engine operation according to a Miller cycle.

Combustion engine including cam phase-shifting

A variable compression ratio internal combustion engine and method of operating the same is provided. The engine comprises an engine block defining at least one cylinder; a head connected with the engine block; a piston slidable in each cylinder; a combustion chamber defined by the head, the piston, and the cylinder; an air intake valve movable to open and close the air intake port; an air supply system including two turbochargers in series fluidly connected to the air intake port; a fuel supply system operable to inject fuel into the combustion chamber; an air intake valve assembly comprising a camshaft configured to open the intake valve; and a hydraulically actuated variable intake valve closing mechanism configured to hold the intake valve open.

Air and fuel supply system for combustion engine

Engines and methods of controlling an engine may involve one or more fluidically driven actuators associated with engine intake and/or exhaust valves. In some examples, the actuators may be placed in flow communication with high pressure fluid from one source and/or low pressure fluid from another. Timing of valve closing/opening and use of an air supply system may enable engine operation according to a Miller cycle.

Combustion engine including fluidically-driven engine valve actuator

In one aspect, the present disclosure is directed to an internal combustion engine having an engine block defining at least one cylinder and a head connected with said engine block. The head has an air intake port and an exhaust port. The internal combustion engine also has a piston and a combustion chamber. The internal combustion engine further has an air intake valve movable to open and close the air intake port and an air supply system having at least one turbocharger fluidly connected to the air intake port. The internal combustion engine additionally has a fuel supply system operable to inject fuel into the combustion chamber, a cam assembly selectively mechanically linked to the air intake valve to move the air intake valve, and an electromagnetic actuator configured to decouple the cam assembly from the air intake valve and control movement of the air intake valve.

Air and fuel supply system for a combustion engine

A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying a mixture of pressurized air and recirculated exhaust gas from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

The present invention relates to engines having multiple hydraulic devices. For instance a multi-cylinder diesel engine might include both an a fuel injector and an engine compression release brake. Traditionally, each of these hydraulic devices has been controlled by an individual actuator control valve. However, engineers have learned that decreasing the number of engine components can increase engine robustness. In addition, engineers have learned that de-coupling fluid pressure to the needle valve member hydraulic surface from fluid pressure lines to other injector components can result in greater control of the injector. Therefore, the present invention utilizes a single actuator control valve to control both hydraulic devices for an engine cylinder and to provide independent control of fluid pressure to the needle valve member closing hydraulic surface.

Actuation valve for controlling fuel injector and compression release valve, and engine using same

Growing community of inventors

Eureka, IL, United States of America

Scott Alan Leman