Patents by Inventor George Brunemann
George Brunemann has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Patent number: 9199634Abstract: A method of operating a vehicle powertrain system where the powertrain system includes a fuel controlled engine, an electric motor, and a battery, the fuel, controlled engine and the electric motor capable of powering the powertrain system. The powertrain system is capable of operating in a plurality of operational modes. The method includes detecting a current value representative of a current flowing through a portion of the battery, calculating a first value representative of the current over a predetermined amount of time, and de-rating at least one of the plurality of operational modes in response to the calculated first value.Type: GrantFiled: December 30, 2013Date of Patent: December 1, 2015Assignee: Eaton CorporationInventors: Thomas R. Connolly, Xiaosong Kang, George A. Brunemann
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Patent number: 8738256Abstract: A method of determining a torque transfer touch point of a clutch within a drive train includes applying a predetermined amount of current to an electric motor such that the electric motor will apply a torque to at least a portion of a clutch. The predetermined amount of current will not rotate a shaft of the motor when the clutch is at least partially engaged. The method also includes initiating disengagement of the clutch, detecting movement of at least a portion of the motor, and recording a clutch parameter that is generally coincident with the detecting movement of a least a portion of the motor.Type: GrantFiled: July 1, 2008Date of Patent: May 27, 2014Assignee: Eaton CorporationInventors: Thomas R. Connolly, George A. Brunemann, Matthew P. Johnson
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Publication number: 20140114524Abstract: A method of operating a vehicle powertrain system where the powertrain system includes a fuel controlled engine, an electric motor, and a battery, the fuel, controlled engine and the electric motor capable of powering the powertrain system. The powertrain system is capable of operating in a plurality of operational modes. The method includes detecting a current value representative of a current flowing through a portion of the battery, calculating a first value representative of the current over a predetermined amount of time, and de-rating at least one of the plurality of operational modes in response to the calculated first value.Type: ApplicationFiled: December 30, 2013Publication date: April 24, 2014Applicant: Eaton CorporationInventors: Thomas R. Connolly, Xiaosong Kang, George A. Brunemann
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Patent number: 8616312Abstract: A method of operating a vehicle powertrain system where the powertrain system includes a fuel controlled engine, an electric motor, and a battery, the fuel, controlled engine and the electric motor capable of powering the powertrain system. The powertrain system is capable of operating in a plurality of operational modes. The method includes detecting a current value representative of a current flowing through a portion of the battery, calculating a first value representative of the current over a predetermined amount of time, and de-rating at least one of the plurality of operational modes in response to the calculated first value.Type: GrantFiled: August 28, 2009Date of Patent: December 31, 2013Assignee: Eaton CorporationInventors: Thomas R. Connolly, Xiaosong Kang, George A. Brunemann
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Publication number: 20110048823Abstract: A method of operating a vehicle powertrain system where the powertrain system includes a fuel controlled engine, an electric motor, and a battery, the fuel, controlled engine and the electric motor capable of powering the powertrain system. The powertrain system is capable of operating in a plurality of operational modes. The method includes detecting a current value representative of a current flowing through a portion of the battery, calculating a first value representative of the current over a predetermined amount of time, and de-rating at least one of the plurality of operational modes in response to the calculated first value.Type: ApplicationFiled: August 28, 2009Publication date: March 3, 2011Inventors: Thomas R. Connolly, Xiaosong Kang, George A. Brunemann, JR.
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Publication number: 20100004837Abstract: A method of determining a torque transfer touch point of a clutch within a drive train includes applying a predetermined amount of current to an electric motor such that the electric motor will apply a torque to at least a portion of a clutch. The predetermined amount of current will not rotate a shaft of the motor when the clutch is at least partially engaged. The method also includes initiating disengagement of the clutch, detecting movement of at least a portion of the motor, and recording a clutch parameter that is generally coincident with the detecting movement of a least a portion of the motor.Type: ApplicationFiled: July 1, 2008Publication date: January 7, 2010Inventors: Tom Connolly, George A. Brunemann, Matthew P. Johnson
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Patent number: 7463962Abstract: A method for determining a shift point strategy in a hybrid vehicle includes providing at least two power sources, selectively coupling the two or more power sources to a hybrid vehicle transmission, defining an input shaft speed for best acceleration, defining an input shaft speed for best fuel economy, determining driver intent compared to the best acceleration and the best fuel economy, and setting a shift point of the hybrid vehicle transmission based, at least in part, on the driver intent.Type: GrantFiled: July 7, 2005Date of Patent: December 9, 2008Assignee: Eaton CorporationInventors: George A. Brunemann, Larry J. Brackney
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Publication number: 20060006008Abstract: A method for determining a shift point strategy in a hybrid vehicle includes providing at least two power sources, selectively coupling the two or more power sources to a hybrid vehicle transmission, defining an input shaft speed for best acceleration, defining an input shaft speed for best fuel economy, determining driver intent compared to the best acceleration and the best fuel economy, and setting a shift point of the hybrid vehicle transmission based, at least in part, on the driver intent.Type: ApplicationFiled: July 7, 2005Publication date: January 12, 2006Inventors: George Brunemann, Larry Brackney
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Patent number: 6954693Abstract: A system for controlling exhaust emissions produced by an internal combustion engine includes an engine controller having an emission manager configured to produce a base emission level cap command, corresponding to a maximum allowable emission level of the engine, as a function of at least altitude and ambient temperature. The emission manager may also include one or more auxiliary emission control devices (AECDs), and the emission manager is further operable in such cases to determine a maximum allowable emission level associated with each active AECD. A final emission level cap command is determined as a function of the base emission level cap command and the maximum allowable emission level associated with each active AECD. The emission manager is further operable to produce a protection state data structure that includes information relating to the operational status of each AECD.Type: GrantFiled: March 30, 2004Date of Patent: October 11, 2005Assignee: Cummins, Inc.Inventors: Larry J. Brackney, Thomas A. Dollmeyer, George A. Brunemann
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Patent number: 6837227Abstract: A system is disclosed for estimating the mass flow of recirculated exhaust gas (EGR) from an exhaust manifold to an intake manifold of an internal combustion engine via an EGR conduit disposed therebetween and a fraction of EGR attributable to a mass of charge flow entering the intake manifold. An engine controller is responsive to current values of various combinations of the engine exhaust temperature (ETE), intake manifold pressure (IMP), differential pressure (?P) across an EGR valve, and EGR valve position (EGRP) to determine an estimate of EGR mass flow. The controller is further operable to estimate EGR fraction as a function of the estimated EGR mass flow value, mass flow of charge entering the intake manifold, and engine speed.Type: GrantFiled: January 31, 2001Date of Patent: January 4, 2005Assignee: Cummins, Inc.Inventors: Salim A. Jaliwala, Paul R. Miller, Larry J. Brackney, Thomas A. Dollmeyer, Chuan He, George Brunemann, John F. Wright, Stephen J. Charlton
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Patent number: 6804601Abstract: A sensor failure accommodation system includes a control computer receiving a sensor signal corresponding to an engine operating condition, and estimating a value of the engine operating condition as a function of one or more engine operating parameters different than the engine operating condition. The computer is operable to control one or more air handling mechanisms as a function of a final engine operating condition value, and if the sensor producing the engine operating condition signal is error free the final engine operating condition value is the engine operating condition signal. If the sensor producing the engine operating condition signal has failed, the final engine operating condition value is the engine operating condition estimate, and if at least one sensor producing the one or more engine operating parameters has also failed, the final engine operating condition value is a commanded or other definable engine operating condition value.Type: GrantFiled: March 19, 2002Date of Patent: October 12, 2004Assignee: Cummins, Inc.Inventors: Yue Yun Wang, Dennis Robinson, George Brunemann, Danny R. Baker
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Publication number: 20040186655Abstract: A system for controlling exhaust emissions produced by an internal combustion engine includes an engine controller having an emission manager configured to produce a base emission level cap command, corresponding to a maximum allowable emission level of the engine, as a function of at least altitude and ambient temperature. The emission manager may also include one or more auxiliary emission control devices (AECDs), and the emission manager is further operable in such cases to determine a maximum allowable emission level associated with each active AECD. A final emission level cap command is determined as a function of the base emission level cap command and the maximum allowable emission level associated with each active AECD. The emission manager is further operable to produce a protection state data structure that includes information relating to the operational status of each AECD.Type: ApplicationFiled: March 30, 2004Publication date: September 23, 2004Inventors: Larry J. Brackney, Thomas A. Dollmeyer, George A. Brunemann
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Patent number: 6725847Abstract: A system for protecting an internal combustion engine employing cooled recirculated exhaust gas (EGR) from excessive condensation includes an auxiliary emission control device (AECD) operable to determine when engine operating conditions correspond to a condensing condition resulting in condensation of water at the outlet of the EGR cooler and/or within the intake manifold or intake conduit of the engine. When such conditions occur, the AECD is operable to close the EGR valve and monitor engine operating conditions. When engine operating conditions no longer correspond to the condensing condition, control of the EGR valve is restored to an air handling system associated with the engine.Type: GrantFiled: April 10, 2002Date of Patent: April 27, 2004Assignee: Cummins, Inc.Inventors: George Brunemann, Larry J. Brackney, Thomas A. Dollmeyer, B. Jerry Song, Michael G. Barbieri, Matthew M. Lipinski, Wayne Eberhard
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Patent number: 6718251Abstract: A system for controlling exhaust emissions produced by an internal combustion engine includes an engine controller having an emission manager configured to produce a base emission level cap command, corresponding to a maximum allowable emission level of the engine, as a function of at least altitude and ambient temperature. The emission manager may also include one or more auxiliary emission control devices (AECDs), and the emission manager is further operable in such cases to determine a maximum allowable emission level associated with each active AECD. A final emission level cap command is determined as a function of the base emission level cap command and the maximum allowable emission level associated with each active AECD. The emission manager is further operable to produce a protection state data structure that includes information relating to the operational status of each AECD.Type: GrantFiled: January 29, 2002Date of Patent: April 6, 2004Assignee: Cummins, Inc.Inventors: Larry J. Brackney, Thomas A. Dollmeyer, George A. Brunemann
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Patent number: 6705301Abstract: A combustion manager portion of an engine controller is responsive to ambient air density and engine temperature signals to schedule charge flow and EGR fraction commands. The combustion manager includes a data structure determination block operable to select an appropriate engine speed/engine fueling data structure based on air density and engine temperature information as well as on desired emissions level and engine operating state (i.e., steady state or transient) information. Charge flow and EGR fraction determination blocks are, in turn, responsive to current engine speed and engine fueling information to produce compute the EGR fraction and charge flow commands as a function of the selected engine speed/engine fueling data structures.Type: GrantFiled: January 29, 2002Date of Patent: March 16, 2004Assignee: Cummins, Inc.Inventors: Thomas A. Dollmeyer, Larry J. Brackney, George A. Brunemann, Steve Charlton
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Patent number: 6665606Abstract: The present invention provides a distributed engine processing system, which includes a plurality of engines with an electronic engine control module located within each of the engines. The electronic engine control module is in substantially continuous communication with a server, located remotely from the electronic engine control module. There is included in the invention a means of communication between the electronic engine control module and the server. The invention further provides a method for distributing engine processing. The electronic engine control module downloads engine information to a common server, which performs processing and analysis of the downloaded information from each engine and processing and analysis of the information downloaded by all engines. After the processing, the server stores all the information within a memory of the server.Type: GrantFiled: February 20, 2001Date of Patent: December 16, 2003Assignee: Cummins, Inc.Inventors: Joseph Cheri Mathew, George Brunemann, Tom Dollmeyer
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Publication number: 20030192516Abstract: A system for protecting an internal combustion engine employing cooled recirculated exhaust gas (EGR) from excessive condensation includes an auxiliary emission control device (AECD) operable to determine when engine operating conditions correspond to a condensing condition resulting in condensation of water at the outlet of the EGR cooler and/or within the intake manifold or intake conduit of the engine. When such conditions occur, the AECD is operable to close the EGR valve and monitor engine operating conditions. When engine operating conditions no longer correspond to the condensing condition, control of the EGR valve is restored to an air handling system associated with the engine.Type: ApplicationFiled: April 10, 2002Publication date: October 16, 2003Inventors: George Brunemann, Larry J. Brackney, Thomas A. Dollmeyer, B. Jerry Song, Michael G. Barbieri, Matthew M. Lipinski, Wayne Eberhard
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Publication number: 20030182048Abstract: A sensor failure accommodation system includes a control computer receiving a sensor signal corresponding to an engine operating condition, and estimating a value of the engine operating condition as a function of one or more engine operating parameters different than the engine operating condition. The computer is operable to control one or more air handling mechanisms as a function of a final engine operating condition value, and if the sensor producing the engine operating condition signal is error free the final engine operating condition value is the engine operating condition signal. If the sensor producing the engine operating condition signal has failed, the final engine operating condition value is the engine operating condition estimate, and if at least one sensor producing the one or more engine operating parameters has also failed, the final engine operating condition value is a commanded or other definable engine operating condition value.Type: ApplicationFiled: March 19, 2002Publication date: September 25, 2003Inventors: Yue Yun Wang, Dennis Robinson, George Brunemann, Danny R. Baker
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Publication number: 20030140906Abstract: A combustion manager portion of an engine controller is responsive to ambient air density and engine temperature signals to schedule charge flow and EGR fraction commands. The combustion manager includes a data structure determination block operable to select an appropriate engine speed/engine fueling data structure based on air density and engine temperature information as well as on desired emissions level and engine operating state (i.e., steady state or transient) information. Charge flow and EGR fraction determination blocks are, in turn, responsive to current engine speed and engine fueling information to produce compute the EGR fraction and charge flow commands as a function of the selected engine speed/engine fueling data structures.Type: ApplicationFiled: January 29, 2002Publication date: July 31, 2003Inventors: Thomas A. Dollmeyer, Larry J. Brackney, George A. Brunemann
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Publication number: 20030144788Abstract: A system for controlling exhaust emissions produced by an internal combustion engine includes an engine controller having an emission manager configured to produce a base emission level cap command, corresponding to a maximum allowable emission level of the engine, as a function of at least altitude and ambient temperature. The emission manager may also include one or more auxiliary emission control devices (AECDs), and the emission manager is further operable in such cases to determine a maximum allowable emission level associated with each active AECD. A final emission level cap command is determined as a function of the base emission level cap command and the maximum allowable emission level associated with each active AECD. The emission manager is further operable to produce a protection state data structure that includes information relating to the operational status of each AECD.Type: ApplicationFiled: January 29, 2002Publication date: July 31, 2003Inventors: Larry J. Brackney, Thomas A. Dollmeyer, George A. Brunemann