Abstract: A piston-in-sleeve accumulator includes a cleaning element positioned on the piston and configured to remove and prevent debris from lodging between the piston and a cylindrical nonpermeable sleeve within which the piston slides. A seal on the piston is positioned to engage an opposing surface in the event of a leak, and thereby prevent the possibility of a complete drainage of pressurized fluid from occurring through the accumulator's fluid port. A position contactor switch is further provided to signal position of the piston within the accumulator.

Abstract: A vehicle includes an integrated drive module coupled to an axle thereof. The module includes a hydraulic motor configured to provide motive power at an output shaft, and a differential for distributing the motive power to right and left portions of the axle. The hydraulic motor and the differential are encased within a common housing. The vehicle may include a second integrated drive module having, within a housing, a second hydraulic motor (or multiple hydraulic motors), and a second differential coupled thereto and configured to distribute motive power to right and left portions of a second axle. The second module may also include a transmission within the same housing. The transmission may be a two speed or other multi-speed transmission. The second module is configured to operate in neutral while power demand is below a threshold, and to engage while the power demand exceeds the threshold. The second module may be configured to remain engaged for full-time four-wheel-drive operation.

Abstract: A fuel injection supply system includes an intensifier cylinder having an intensifier piston configured to pressurize fuel in an intensifier chamber of the cylinder during a pressurizing stroke, and further configured to draw fuel into the intensifier chamber during a recharge stroke. A fuel rail receives pressurized fuel from the intensifier chamber, and supplies the fuel to a plurality of fuel injectors. A control unit controls switching of the intensifier piston between a pressurizing stroke and a recharge stroke, controlling recharge strokes of the piston to occur between two consecutive injection events of the plurality of fuel injectors. The common fuel rail may be hydraulically locked except during injection events of any of the plurality of fuel injectors, or during a recharge stroke of the piston. The intensifier piston may be controlled to perform a recharge stroke once during each engine cycle, or more than once during each engine cycle.

Abstract: The invention is directed toward methods for operating a series hybrid vehicle in a manner that responds to the operator's demand for power output, while maximizing engine efficiency and minimizing disruptions in vehicle drivability. According to principles of the present invention, when the driver of a series hybrid vehicle makes a demand for power output, whether the secondary power source(s) is supplied with secondary energy stored in an energy storage device(s), direct input energy generated by an engine(s), or both, depends on the amount of available secondary energy stored in the vehicle's secondary storage device(s) alone, and in combination with vehicle speed. During the time that the engine is used to generate secondary energy, the power efficiency level at which the engine is operated also depends on the vehicle speed and the amount of available secondary energy stored in the vehicle's secondary storage device alone, and in combination with vehicle speed.

Abstract: In an internal combustion engine adapted to combust alcohol blend fuels (i.e., fuels containing greater than 20% alcohol by volume), a dilute combustion mixture (e.g., with substantial EGR), intake air cooling, and latent cooling caused by vaporization of the alcohol fuel, are used together with a compact combustion chamber (in which the distance between the spark plug tip and furthest point of the combustion chamber is less than one-half the cylinder bore diameter) and controlled spark retardation to enable the use of a high compression ratio (greater than 15:1), for improved efficiency without triggering auto-ignition. Thermal brake efficiency significantly exceeds that for conventional gasoline engines, thereby improving the potential cost-effectiveness of alcohol fuels. Stoichiometric operation is used for optimal emissions control.

Abstract: A fuel injector nozzle for use with an internal combustion engine utilizes arrangements of nozzle openings that are designed to increase fuel contact with oxygen within a combustion chamber. Nozzle openings are positioned in more than one plane substantially parallel with the cylinder head surface, with the planes preferably at least 2 millimeters apart, and with the respective pluralities of nozzle openings oriented to provide diverging injection angles in relation to the cylinder head surface. The fuel injector is particularly designed for use with oxygen-dilute (e.g., high EGR) controlled temperature combustion, direct injection compression ignition engines.

Abstract: A center-closed power steering system provides power steering assistance in engine-off conditions for reduced fuel consumption. The power steering system includes a hydraulic pump mechanically driven by the engine, a high pressure accumulator, a steering gearbox fluidly connected to the accumulator, and a center closed valve mechanically connected to a driver-operated steering wheel. The valve is configured to selectively control flow of pressurized fluid from the accumulator to the steering gearbox to provide power steering assistance. The inner shaft of the rotary center-closed valve is provided with a cavity with V-shaped notches on the transition surfaces on lands configured to sealingly engage the inner surface of the valve outer sleeve, in order to provide a smooth transition in flow for power steering assistance, and a better driver feel.

Abstract: Two motors are arranged on opposing sides of a common shaft, drive plates of the pump/motors being rigidly coupled to each other, for example by being in hard contact with opposing sides of the shaft. By providing hard contact between the pump/motor drive plates and a common shaft, the drive plates and shaft act as a substantially solid element under compression, thereby substantially canceling axial loads generated by the pump/motors directly through the shaft. Residual axial loads are handled via bearings positioned on the shaft adjacent the drive plates in such a manner that the drive plates are in light contact only with the bearings. As a result, friction experienced by the bearings is substantially reduced as compared to conventional systems, thereby improving the efficiency of the system.

Abstract: A hydraulic hybrid vehicle includes elements such as a hydraulic pump driven by an internal combustion engine and arranged to draw in low pressure fluid and pump the fluid at high pressure to an accumulator. A hydraulic motor is powered by the pressurized fluid. Safety processes are provided for detecting and addressing a number of conditions that may arise in the operation of the hydraulic hybrid vehicle, including an initialization procedure for start-up of the vehicle, a shut-down procedure, and procedures for detecting and responding to failure of the pump or motor, internal and external fluid leaks, and non-responsive actuation and mode control systems.

Abstract: A fail-safe system for a hybrid vehicle employing an over-center variable-displacement hydraulic motor includes an actuator configured to stroke the motor to a zero angle if each of two control ports is supplied with fluid at an equal pressure. A control valve is configured, in the event of loss of power to the valve, to default to a position in which high-pressure fluid is supplied to both control ports. A pilot-controlled check valve is coupled between high- and low-pressure ports of the motor such that, during normal operation, passage of fluid through the check valve from the high-pressure port to the low-pressure port is checked, while passage of fluid through the check valve from the second port to the first port is enabled. When the pilot control is activated, passage of fluid in the opposite direction is also enabled.

Abstract: A fluid power system includes a hydraulic machine. A pilot-controlled supply valve controls high-pressure fluid to the machine. The valve is coupled between the hydraulic machine and a high-pressure fluid source, and includes a control port for an actuation signal. The supply valve allows passage of fluid from the machine to the fluid source, but blocks passage of fluid from the fluid source to the machine while closed, or permits passage of fluid from the fluid source to the machine while open. The supply valve biases toward closed or open according to an actuation signal at the control port. A pressurization valve is also coupled between the hydraulic machine and the high-pressure fluid source. The pressurization valve blocks passage of fluid from the fluid source to the machine while in a first position, and allows a restricted passage of fluid between its input and output ports while in a second position, to allow pressure to equalize on either side of the supply valve before the supply valve opens.

Abstract: A gas test system (300) is disclosed comprised of a flow loop (302), a blower system (304), a temperature control system (306), a reference meter system (308), and a unit under test (UUT) system (310). The UUT system connects a unit under test (UUT) to the flow loop. The blower system receives the gas under pressure at an inlet (321), and generates a high flow rate of the gas out of an outlet (322) while generating a low pressure rise from the inlet to the outlet. The temperature control system receives the flow of gas from the blower system and controls the temperature of the gas. The reference meter system and the UUT in the UUT system measure a property of the gas circulating through the flow loop. The measurements of the reference meter system can be compared to the measurements of the UUT to calibrate the UUT.

Abstract: A vehicle includes an integrated drive module coupled to an axle thereof. The module includes a hydraulic motor configured to provide motive power at an output shaft, and a differential for distributing the motive power to right and left portions of the axle. The hydraulic motor and the differential are encased within a common housing. The vehicle may include a second integrated drive module having, within a housing, a second hydraulic motor (or multiple hydraulic motors), and a second differential coupled thereto and configured to distribute motive power to right and left portions of a second axle. The second module may also include a transmission within the same housing. The transmission may be a two speed or other multi-speed transmission. The second module is configured to operate in neutral while power demand is below a threshold, and to engage while the power demand exceeds the threshold. The second module may be configured to remain engaged for full-time four-wheel-drive operation.

Abstract: An actuator includes a piston within a cylinder, the cylinder having a first fluid port in communication with an open side of the piston, and a second fluid port in communication with a shaft side of the piston. The piston travels in a first direction, toward the shaft side of the piston and in a second direction, toward the open side of the piston. The actuator includes a valve circuit configured to selectively couple the first fluid port with a high-pressure fluid source when piston travel in the first direction is desired, and with a low-pressure fluid source when piston travel in the second direction is desired. The valve circuit is further configured to couple the second fluid port to the high-pressure fluid source when piston travel is desired in the first or second direction, and to close the first and second fluid ports when no piston travel is desired.

Abstract: A bent axis pump/motor includes a back plate positioned within a casing, and a check valve positioned in the back-plate, the check valve configured to control passage of fluid from within the casing to an interior of the back plate. A yoke, coupled to the back plate, includes trunnions, positioned within respective apertures in the casing, upon which the yoke rotates. Bearings, occupying less than the complete circumference of the respective trunnion, are positioned between each of the trunnions and respective inner walls of the apertures. Trunnion apertures, for passage of fluid, are positioned in a portion of the circumference not occupied by the respective bearing. A valve positioned within the casing selectively couples high- and low-pressure fluid to the trunnions. Fluid supply channels, formed integrally with the casing, transmit fluid from the valve to the trunnions via fluid apertures provided within the apertures in the casing.

Abstract: A vehicle drive-train includes a drive-motor having an output shaft and a transmission having an input shaft, an output shaft, a plurality of discrete forward gear ratios and a corresponding plurality of synchronizers. Each of the synchronizers is configured to mechanically synchronize rotation of the drive-motor output shaft with the transmission output shaft according to a value of a selected gear ratio, during shifting of the transmission to the selected gear ratio. The output shaft of the drive-motor and the input shaft of the transmission are coupled together such that, during normal operation of the drive-train, rotation of the output shaft of the drive-motor results in a proportionate and uninterrupted rotation of the input shaft of the transmission.

Abstract: A multicylinder homogeneous charge compression ignition (HCCI) engine with a control system designed to maintain stable HCCI combustion during engine speed/load transitions by: (1) determining “combustion parameter” values such as the maximum rate of pressure rise for each cycle of each cylinder, (2) adjusting engine operating parameters (such as charge-air intake temperature, intake pressure (boost), or charge-air oxygen concentration) to effect a change in the combustion parameter value, (3) thereafter adjusting an engine “control parameter” (e.g., commanded fuel quantity) to each cylinder to maintain a desired target for the combustion parameter value (such as 10 bar/crank angle degree, or a smaller value, such as 6 bar/crank angle degree), and (4) individually adjusting cooling, heating and/or fuel command to deviating cylinders to achieve uniform combustion.

Abstract: A hydraulic accumulator includes a rigid tank containing a flexible but non-elastic bladder formed of a metal foil and separating the interior of the tank into a gas space and a liquid space. The gas and liquid spaces respectively communicate with exterior sources of gas and liquid through fixtures provided on the accumulator tank. One of the fixtures is provided with an anti-extrusion valve to prevent the bladder from being forced out through the fixture. In one preferred embodiment the bladder is a bellows. In another preferred embodiment the accumulator tank is provided with a vent in communication with the liquid space within the tank to allow for venting of any gas separating from the liquid and accumulating within the liquid space.

Abstract: A lightweight, low permeation, piston-in-sleeve high pressure accumulator is provided. The accumulator includes a cylindrical composite pressure vessel with two integral rounded ends. A piston slidably disposed in a thin nonpermeable internal sleeve in the accumulator separates two chambers, one adapted for containing a working fluid and the other adapted for containing gas under pressure. Working fluid is provided in a volume between the nonpermeable internal sleeve and the composite pressure vessel wall. Further means are provided for withstanding harmful effects of radial flexing of the composite vessel wall under high pressures, and from stresses present in use in mobile applications such as with a hydraulic power system for a hydraulic hybrid motor vehicle. A method for pre-charging the device is also presented.

Abstract: A Homogenous Charge Compression Ignition (HCCI) engine is used in conjunction with a hybrid powertrain. Power production from the HCCI engine in operation may be decoupled from, or assisted in, responding to driver power demand. In this manner, the HCCI engine: (i) is relieved from the need to quickly adapt to changes in driver power demand, and/or (ii) is allowed to more slowly transition between power levels reflective of the vehicle power demands, with a secondary power source providing the more immediate power response to driver demands. In addition, driver power demand greater than what can be provided by the HCCI engine may preferably be met through the addition of power from the powertrain's reversible secondary power source (e.g. one or more reversible electric motor/generator(s) or reversible hydraulic pump/motor(s)), thereby avoiding the need for full load operation by the HCCI engine.