Abstract: A cooling system comprises a liquid hydrogen storage tank, a liquid hydrogen metering pump having a pump inlet in fluid communication with the liquid hydrogen storage tank, and a pump outlet, a hydrogen evaporator heat exchanger having an evaporator inlet in fluid communication with the pump outlet, and an evaporator outlet, a hydrogen gas accumulator having an accumulator inlet in fluid communication with the evaporator outlet, and an accumulator outlet, a hydrogen fuel cell system comprising at least one hydrogen fuel cell having a fuel cell inlet in fluid communication with the accumulator outlet, and a coolant circuit comprising a first coolant path disposed in thermal contact with the hydrogen evaporator heat exchanger.

Abstract: A 6×2 tandem axle drive has an auxiliary 6×4 drive that is automatically engaged and disengaged. A forward rear drive axle has an input shaft with a clutch selectively driving a simple transfer shaft. A rearward rear drive axle is driven by an inter-axle transfer drive shaft that receives power from the simple transfer shaft. At least one wheel disconnect clutch is operable to selectively connect and disconnect at least one wheel of the rearward rear drive axle from the differential of the axle. A control module is configured to selectively place the vehicle in 6×2 mode by disengaging the clutch on the input shaft of the forward rear drive axle and disengaging the wheel disconnect clutch, and in a 6×4 mode by engaging the clutch on the input shaft of the forward rear drive axle and engaging the wheel disconnect clutch.

Abstract: A vehicle has a waste heat recovery (WHR) system and an engine. The WHR system includes a WHR working fluid circuit with a pump, a power turbine, and a condenser. An engine coolant circuit circulates coolant between the engine and an engine coolant heat exchanger/working fluid boiler in the WHR working fluid circuit. At least one exhaust gas heat exchanger/superheater in the WHR working fluid circuit receives waste heat from an exhaust circuit and/or from an exhaust gas recirculation circuit. A working fluid cooled charge air cooler in the WHR working fluid circuit receives waste heat from compressed charge air in a charge air intake circuit. A recuperator may transfer waste heat from working fluid passing from the power turbine to the condenser to working fluid passing from the working fluid cooled charge air cooler to the engine coolant heat exchanger/working fluid boiler.

Abstract: A 6×2 tandem axle drive has an auxiliary 6×4 drive that is automatically engaged and disengaged. A forward rear drive axle has an input shaft with a clutch selectively driving a simple transfer shaft. A rearward rear drive axle is driven by an inter-axle transfer drive shaft that receives power from the simple transfer shaft. At least one wheel disconnect clutch is operable to selectively connect and disconnect at least one wheel of the rearward rear drive axle from the differential of the axle. A control module is configured to selectively place the vehicle in 6×2 mode by disengaging the clutch on the input shaft of the forward rear drive axle and disengaging the wheel disconnect clutch, and in a 6×4 mode by engaging the clutch on the input shaft of the forward rear drive axle and engaging the wheel disconnect clutch.

Abstract: An Electric Tag Axle has a differential connected to two axle shafts. A two speed gearbox is connected to the differential by way of a ring and pinion gear. A longitudinally arranged electric motor/generator is connected to the two speed gearbox. A single wheel disconnect mechanism within the axle allows for neutral operation by allowing the differential to freewheel. A vehicle energy management system is connected to the Electric Tag Axle and to a traction battery pack, and is configured to operate the Electric Tag Axle in a low range motoring mode, a high range motoring mode, a regenerative braking mode, and in the neutral mode. This allows the Electric Tag Axle are able to efficiently make use of a limited amount of stored electrical energy during vehicle takeoff, while efficiently supplementing propulsion power during motoring at cruise speeds, and while efficiently recapturing kinetic energy during regenerative braking.

Abstract: A vehicle has a waste heat recovery (WHR) system and an engine. The WHR system includes a WHR working fluid circuit with a pump, a power turbine, and a condenser. An engine coolant circuit circulates coolant between the engine and an engine coolant heat exchanger/working fluid boiler in the WHR working fluid circuit. At least one exhaust gas heat exchanger/superheater in the WHR working fluid circuit receives waste heat from an exhaust circuit and/or from an exhaust gas recirculation circuit. A working fluid cooled charge air cooler in the WHR working fluid circuit receives waste heat from compressed charge air in a charge air intake circuit. A recuperator may transfer waste heat from working fluid passing from the power turbine to the condenser to working fluid passing from the working fluid cooled charge air cooler to the engine coolant heat exchanger/working fluid boiler.

Abstract: A controller for a vehicle pneumatic system loads a compressor responsive to engine power absorption by the engine and air storage facility air pressure readings up to a pressure limit. The controller is responds to power demand on the engine in excess of an engine speed related global maximum and air pressure readings down to a global minimum for unloading the compressor. The controller provides for loading and unloading the compressor to maintain storage facility pressure within an operating maximum and an operating minimum which lie between the global maximum and global minimum pressures. The controller responds to air pressure readings reaching or falling below the global minimum for loading the compressor and to air pressure readings reaching or exceeding the global maximum for unloading the compressor.

Abstract: In a truck vehicle, a controller controls a mechanism to apportion the sum total of weight borne by a tandem axle between a drive axle and a tag axle.

Abstract: A control strategy for a vehicle powered by an internal combustion engine has a repeating cycle of accelerating the vehicle during a more fuel efficient acceleration phase of the cycle followed by a deceleration phase of the cycle which uses little or no fuel.

Abstract: A control strategy for a vehicle powered by an internal combustion engine has a repeating cycle of accelerating the vehicle during a more fuel efficient acceleration phase of the cycle followed by a deceleration phase of the cycle which uses little or no fuel.

Abstract: A differential locking axle control system that can cause the axle to automatically lock and unlock at any vehicle speed, up to a predetermined maximum speed, or any wheel spin rate up to a predetermined maximum, when a vehicle is being steered either in a straight line or around a curve while taking traction and global positioning factors into account.

Abstract: An inlet fluid booster system for an internal combustion engine having engine cylinders includes a compressed fluid supply source that is in upstream fluid communication with the engine cylinders. A fluid booster is in downstream fluid communication with the compressed fluid supply source for selectively introducing compressed auxiliary fluid from the compressed fluid supply source. The auxiliary fluid is selectively introduced from the fluid booster to have a velocity vector towards the engine cylinders that is greater than a velocity vector away from the engine cylinders.

Abstract: A compression ignition engine (10) operates to fuel an engine cylinder (12) to create an in-cylinder air-fuel charge and to cause that charge to autoignite. A fuel injector (20) operates to inject fuel into the engine cylinder for substantially the entire duration of a first phase (24) of fuel injection at substantially the maximum injection pressure that the fuel injector can deliver to create a premixed fraction of the in-cylinder air-fuel charge prior to autoignition. As the first phase ends, fuel injection transitions to a second phase (26) which commences in advance of autoignition. During the second phase, the fuel injector injects fuel into the engine cylinder at a rate of injection that is significantly less than the rate of injection used during the first phase.

Abstract: A differential locking axle control system that can cause the axle to automatically lock and unlock at any vehicle speed, up to a predetermined maximum speed, or any wheel spin rate up to a predetermined maximum, when a vehicle is being steered either in a straight line or around a curve while taking traction and global positioning factors into account.

Abstract: In a truck vehicle, a controller controls a mechanism to apportion the sum total of weight borne by a tandem axle between a drive axle and a tag axle.

Abstract: A system and method for hydrogen rich exhaust gas recirculation are provided. The system includes the addition of a supplemental injector injecting additional natural gas beyond the stoichiometric point into one of the engine cylinders. After combustion, the exhaust of the cylinder remains high in hydrogen. The exhaust is then routed through a hydrogen rich exhaust path to an exhaust gas recirculation mixer where is it mixed with natural gas and exhaust gas from the other cylinders. The resultant mixture is then routed to all of the cylinders of the engine for improved combustion due to the additional hydrogen.

Abstract: An internal combustion engine has at least one engine cylinder which is closed at an end by a cylinder head and within which a piston reciprocates. The cylinder head has a plunger receptacle and the piston has a plunger which, when the piston is reciprocating within the engine cylinder over an engine cycle's range between BDC and an intermediate position spaced from both TDC and BDC, fully opens the plunger receptacle to the interior of the engine cylinder, and which, when the piston is reciprocating over an engine cycle's range between the intermediate position and TDC position, enters the plunger receptacle to compress an air-fuel mixture at higher compression ratio in the plunger receptacle where it is ignited and subsequently used to ignite the rest of the mixture during piston downstroke.

Abstract: An exhaust gas recirculation venturi pump for drawing an exhaust gas from an exhaust manifold of an internal combustion engine through an exhaust gas recirculation system. The exhaust gas recirculation venturi pump includes a first passageway that at least in part is configured to provide a venturi effect using the flow of an air/fuel mixture through the exhaust gas recirculation venturi pump. At least the decrease in pressure of the air/fuel mixture created by the venturi effect may draw an exhaust gas from the exhaust manifold into the exhaust gas recirculation venturi pump. Moreover, the suction provided by the venturi effect may pull the exhaust gas through an exhaust gas recirculation system, even when the exhaust gas pressure at the exhaust gas manifold is equal to or greater than the pressure of the intake charge at the intake manifold.

Abstract: A controller for a vehicle pneumatic system loads a compressor responsive to engine power absorption by the engine and air storage facility air pressure readings up to a pressure limit. The controller is responds to power demand on the engine in excess of an engine speed related global maximum and air pressure readings down to a global minimum for unloading the compressor. The controller provides for loading and unloading the compressor to maintain storage facility pressure within an operating maximum and an operating minimum which lie between the global maximum and global minimum pressures. The controller responds to air pressure readings reaching or falling below the global minimum for loading the compressor and to air pressure readings reaching or exceeding the global maximum for unloading the compressor.

Abstract: A cylinder head has a plunger receptacle and a piston has a plunger which, when the piston is reciprocating within an engine cylinder over an engine cycle range between BDC and an intermediate position spaced from both TDC and BDC, exposes the plunger receptacle to the interior of the engine cylinder, but which, when the piston is reciprocating over an engine cycle range between the intermediate position and TDC position, closes the plunger receptacle to the interior of the engine cylinder. A fuel/air charge is created within the engine cylinder, compressed to higher compression ratio in the plunger receptacle at TDC position where it is ignited and then used to ignite the lower compression ratio charge in the engine cylinder.