Abstract: An engine cooling fan control system includes a vehicle speed sensor, a pressure sensor for sensing the pressure of refrigerant provided to a refrigerant condenser forming part of the vehicle air conditioning system and a controller responsive to the vehicle speed and refrigerant pressure signals to operate an engine cooling fan. The engine cooling fan is activated continuously while vehicle speed is below a first speed threshold if the refrigerant pressure exceeds a first pressure. While the vehicle speed is above the first speed threshold, but below a second speed threshold, the engine cooling fan is activated for a predetermined duration if the refrigerant pressure is above the first pressure. Finally, while the vehicle speed is above the second speed threshold, the engine cooling fan is activated in response to the refrigerant pressure exceeding the first pressure and deactivated in response to the refrigerant pressure falling below a second lower pressure.

Abstract: A variable length arc magnetic spark plug includes a shell, a pair of electrodes that define a variable length air gap or diverging air gap therebetween, and at least one magnet that produces a magnetic field in the air gap separating the electrodes. The magnitude of an ignition signal supplied to the electrodes directly affects the force acting on the arc to move or position the arc relative to the magnetic field produced by the magnets in accordance with well known field principles. In the preferred embodiment, a pair of magnets produces a magnetic field in the diverging air gap. Less current is required to produce a larger or longer arc with the inclusion of the magnets in the vicinity of the air gap wherein the electrical arc is generated.

Abstract: A fuel injection rate shaping control system is provided which effectively controls the flow rate of fuel injected into the combustion chamber of an engine to improve combustion and reduce emissions by controlling the rate of pressure increase during injection. The injection rate shaping control system includes a rate shaping control device including a rate shaping transfer passage having a predetermined length and diameter specifically designed to create a desired injection pressure rate shape. In other embodiments of the present invention, two or more rate shaping transfer passages capable of producing distinct rate shapes are packaged in various fuel injection systems to selectively provide various rate shapes depending on operating conditions. Switching valves, i.e., solenoid operated three-way valves, may be used to direct the fuel or timing fluid flow to any one of the rate shaping transfer passages.

Abstract: An apparatus and method for determining start of fuel injection (SOI), preferably in an open nozzle fuel injection system, comprises means for obtaining injector train load data as a function of crank shaft timing, and a computer for sampling the data, performing a smoothing operation thereon, computing a first derivative of the smoothed injector train load data samples with respect to crank shaft timing, computing a maximum value of the first derivative, computing a predefined fraction of the maximum value of the first derivative, and mapping the predefined fraction of the maximum value of the first derivative to its corresponding crank shaft angle, wherein the corresponding crank shaft angle defines the crank shaft angle, measured in degrees relative to piston top dead center, at which SOI occurs. In an alternative embodiment, the smoothing operation and computation of the first derivative may be combined into a single operation.

Abstract: EGR induction supercharged or turbocharged internal combustion engine having EGR and EGR cooling in which EGR cooling is obtained through jacket water coolers and/or an air-to-air aftercooler. EGR induction is obtained via either low pressure (ambient) induction to the system intake, or via venturi or passive pump induction into the pressurized intake. Bypassing of the EGR cooler is used to reduce condensation and fouling in the EGR cooler and to provide warmer air to reduce light load and cold ambient hydrocarbon production. A passive or catalyzed particulate trap and crankshaft driven supercharger boosting system are provided to address engine response deterioration and particulate increase problems associated with EGR.

Abstract: A system for remotely accessing an engine control system and selectively controlling and changing an existing engine algorithm. In a preferred embodiment, the system comprises an on-board vehicle communications system which receives and sends data to a remote central fixed base site. A truck operator contacts the fleet base manager via the on-board communications system and requests, for example, that the engine idle for a specified period of time. The fleet base manager at the remote central fixed based site then transmits data from a computer over a communications channel to the vehicle's on-board communications system. The data is sent through a remote command interface device which translates the data in language recognizable by an engine control device. Based on the data transmitted, the engine control device disables an existing idle shutdown system and permits the engine to remain idle for an amount of time specified by the truck fleet manager.

Abstract: A cam operated open nozzle fuel injector is provided comprising a reciprocating plunger assembly including an outer plunger, an inner plunger and a variable volume timing chamber located between the plungers. A hold down force generating means includes a cam having a hold down cam or ramp portion for maintaining the inner plunger in an innermost position against the inner end of the injector body with a sufficient hold down force during each hold down period throughout injector operation independently of injector train wear. The hold down cam portion operates to move the outer plunger inwardly towards the inner plunger throughout a substantial portion of the hold down period. The hold down cam portion functions to compensate for fuel drainage from the timing chamber so as to maintain a predetermined pressure in the timing chamber corresponding to a desired hold down force.

Abstract: An exhaust gas recirculation system for an internal combustion engine by which a portion of exhaust gases produced by the engine is recirculated from an exhaust line of the engine into an intake line of the engine introduces the EGR exhaust gas flow into the intake passageway via a mixer ejector which is provided with mixer lobes and a diffuser downstream of the lobes. The mixer ejector enhances the momentum transfer from the intake flow to the exhaust flow, and in this way, the static pressure of the exhaust flow at the entrance to the mixing region is decreased, thereby increasing the differential pressure across the EGR tube and increasing the exhaust flow. In a second embodiment, in addition to, or instead of, using the special ejector construction of the first embodiment, an ejector pump is located in the EGR tube. The ejector in the EGR tube is connected to the vehicle air system compressor or turbocompressor and serves to pump the exhaust gases to the engine intake passageway.

Abstract: A gas flow network in combination with a highly turbocharged diesel engine for the blending of either EGR gas or blow-by gas from the crankcase vent with fresh charge air is disclosed. In the diesel engine assembly which incorporates the flow network for EGR gas, a venturi conduit and control valve combination is positioned between tile intake manifold and aftercooler and is connected to a flow line carrying the EGR gas. When the turbocharged diesel engine assembly is configured with a flow path for blow-by gas, the venturi and control valve combination is positioned between the intake manifold and aftercooler and is connected to a flow line carrying blow-by gas. These systems utilize a low static pressure at the narrow throat of the venturi so as to induce the flow of EGR gas or blow-by gas into the fresh charge air, the flow being controlled by the state of the control valve.

Abstract: An electronic engine control controls the selection and confirmation of automatically selectable gears in a manual/automatic transmission. Failure to disengage the engine from the transmission within a predetermined time period, failure to reach a predetermined synchronous engine RPM window within another predetermined time period and failure to confirm gear engagement within yet another predetermined time period are three automatic shift failure modes which may cause an automatic shift attempt to fail or be aborted. A fourth automatic shift failure may occur if the clutch pedal is depressed during an automatic shift attempt. If any of the foregoing automatic shift failure mechanisms is detected, an error recovery algorithm which forms a part of the present invention determines the easiest/safest transmission gear to command to prevent the driver from having to manually attempt to engage the transmission after a failed automatic shift attempt.

Abstract: A closed-loop control system having two feedback paths 106, 108. A first feedback path contains an expected system output value generated by a system model 102. The second feedback path provides insensitivity to noise by heavily filtering the error between the model output 104 and the actual measured system output 74. Because of the delay associated with the filtering operation, the dual feedback paths result in an initial fast (but approximated) system response, followed by a delayed correction to that response.

Abstract: A low inertia, wear-resistant needle valve assembly is provided for an internal combustion engine closed nozzle unit fuel injector. The needle valve assembly includes a needle and spring retainer subassembly made from an advanced structural ceramic, such as silicon nitride. A valve seat subassembly in the injector cup is made from a combination of metal and ceramic. The assembly materials and configuration provide maximum control over the efficiency of the injection event so that the fuel injection event can be terminated quickly, thereby allowing more effective control over exhaust emissions.

Abstract: A dual oil cooler arrangement for positioning in a tapered coolant flow cavity of a diesel engine block includes a pair of virtually identical oil coolers each of which are elongated and which are positioned in an end-to-end configuration extending substantially the entire length of the diesel engine block. The front oil cooler has a front oil inlet and a rear oil outlet. The rear oil cooler has a rear oil inlet and a forward oil outlet. A flow conduit network connects the oil inlets in a parallel flow pattern with a supply source of oil while the oil outlets are connected with an oil filter. The tapered coolant flow cavity in cooperation with the two oil coolers creates balanced and uniform coolant flow to each cylinder. There is a reduction in conduit bends and contraction and expansion points by this flow network. The two oil outlets are positioned near the midpoint of the engine block and this enables the cooled and filtered oil to be introduced into the main oil rifle at a more centralized location.

Abstract: An engine cooling system for a water-cooled, internal combustion engine includes a radiator support frame which is configured so as to receive the radiator and a series of four vibration dampening modules disposed between the support frame and the radiator. Additionally, the support frame is attached directly to the engine block by a top bracket and two side support struts. The fan cowling is attached to the support frame such that the engine-driven fan and the fan cowling are both fixed in position relative to each other and to the engine to allow for minimal clearance between the impeller tips and the fan cowling. One vibration dampening module is disposed on each side of the radiator between the radiator and the support frame and two vibration dampening modules are disposed along the lower edge at spaced apart locations.

Abstract: A gas mass flow sensor for sensing a flow of compressed natural gas into an internal combustion engine is disclosed including a main flow passage having an inlet and an outlet forming a flow passage for the flow of compressed natural gas to the internal combustion engine, a secondary flow passage positioned within the main flow passage, a compressed natural gas flow sensor positioned within the secondary flow passage for sensing the flow rate of compressed natural gas through the secondary passage and a compressed natural gas flow conditioner for conditioning the flow of compressed natural gas through at least the secondary flow passage. The compressed natural gas flow conditioner includes a plurality of screening elements positioned substantially transversed to a direction of the flow of compressed natural gas through the flow sensor and a plurality of spacers for spacing each of the adjacent screening elements from one another.

Abstract: An apparatus and method of electronically controlling a manual/automatic transmission after a power reset is provided. Within a predetermined time period after a power reset, the current commanded transmission gear is held, or alternatively the highest of the electronically selectable gears is commanded, until an accurate determination of the vehicle speed can be made. If the vehicle speed is thereafter determined to be below a minimum vehicle speed value, the transmission is commanded to the neutral position, or alternatively, the lowest of the electronically selectable gears is commanded. If the vehicle speed is above the minimum vehicle speed value, or alternatively, above a maximum vehicle speed value, then the transmission is commanded to the highest of the electronically selectable gears. In either case, further electronic shifts are inhibited for a predetermined time period after recovery from the power reset is accomplished.

Abstract: An improved engine retarder cycle in which the exhaust valve(s) or a dedicated retarder valve is opened during the compression stroke much earlier than in prior art retarder cycles. By opening the retarder valve earlier, the cylinder pressure is not allowed to build to as high a level as in the prior art, thereby requiring less force to push open the retarder valve. Additionally, increased retarder power is generated by increasing the charge of air that is in the cylinder during the compression stroke. This is accomplished by increasing the turbocharger boost by eliminating wasted flow in and out of the exhaust valves. The increased air mass is also created by incorporating a retarder intake event which opens the valve(s) starting at approximately mid-intake stroke and ending in the first half of the compression stroke. The result is increased retarding work and decreased mechanical loading on the engine.

Abstract: A spring-energized cylinder head combustion seal for positioning in an inwardly opening annular groove in a cylinder liner for sealing the interface between the cylinder liner and cylinder head so as to prevent leakage of combustion gases includes a C-shaped annular sheath which is disposed in contact with the bottom surface of the annular groove and the lower surface of the cylinder head. The second component of the seal assembly is a helically wound spring which is of an annular ring shape and disposed within the C-shaped sheath. The sheath and spring are positioned such that the opening in the C-shaped sheath opens directly into the cylinder and the seal assembly is exposed directly to the combustion gases and the higher or elevated temperatures which are present. The spring and C-shaped sheath are constructed of superalloy materials and the exterior of the sheath may be plated with soft metal so as to provide an enhanced metal to metal seal between the liner and cylinder head.

Abstract: A control system for a diesel engine for creating an ON/OFF feedback signal for controlling engine-related functions includes a mechanical assembly involving a fuel injection pump, a governor for the fuel injection pump, a pair of cam stops as part of the governor and an electrically grounded moveable rack finger. One of the cam stops is a fixed stop which limits travel of the rack finger and thus limits fueling to a predetermined level. The only variable which determines fuel quantity for this full load cam stop is engine speed. The second stop which limits rack finger travel is an air-fuel cam stop which has two independent variables that determine the fuel limit. These independent variables are engine speed and engine boost pressure. The air-fuel cam stop is placed within a housing which is electrically isolated from the rest of the fuel pump and the engine.

Abstract: A clamping load distributor and top stop disposed and connecting between a fuel injector body and a clamping device. The clamping load distributor functions as an intermediary to transmit the static clamping load from the clamping device to the fuel injector body. The clamping load distributor includes a cylindrically shaped main body having a bore extending therethrough that is disposed adjacent a coupling return spring. A cap is connected to the cylindrically shaped main body and functions as a top stop for limiting the outward axial movement of a mechanical linkage. The restriction on axial movement creates a small gap between the moving mechanical parts to allow a coating of lubrication to be obtained. The main body having a pair of clamp receiving portions formed therein for receiving a clamping load. An annular ring is formed on the bottom side of clamping load distributor radially inward from the clamp receiving portions for contacting the upper deck of the fuel injector body.