Larry E Brackney, 81Columbus, IN

6424906, Jul 23, 2002

Jan 31, 2001

09/774425

G. George Zhu - Novi MI
Mark W. Pyclik - Bloomington IN
Eric K. Bradley - Columbus IN
Larry J. Brackney - Columbus IN

Cummins, Inc. - Columbus IN

F02D 4304

701115, 700 34

A closed-loop actuator control system includes a single PI controller for controlling one or more actuators to minimize an error between an engine operating parameter value and a reference parameter value. In multiple actuator systems, the control system of the present invention is operable to drive one actuator to its upper limit before transferring control to the next actuator. The proportional gain block of the PI controller preferably includes a bumpless gain feature operable to limit the rate of change of the proportional gain to thereby provide smooth gain scheduling. A feedforward block may optionally be included that preferably includes the bumpless gain feature. The actuator control system further includes anti-windup logic operable to disable the PI integrator if the actuator drive signal is upper or lower limit bounded and the error signal is greater or less than zero respectively, thereby creating dynamic saturation of the PI integrator.

6480782, Nov 12, 2002

Jan 31, 2001

09/773151

Larry J. Brackney - Columbus IN
Thomas A. Dollmeyer - Columbus IN
George Brunemann - Cincinnati OH

Cummins, Inc. - Columbus IN

F02M 2507

701108, 12356821, 60600, 60602, 606052

A charge limit manager arbitrates between desired EGR system and/or turbocharger behavior and the actual capabilities of EGR system and/or turbocharger control mechanisms under current operating conditions. In one embodiment, the charge limit manager includes three limiter blocks producing offset signals as separate functions of turbocharger compressor outlet temperature, turbocharger speed and pressure differential (P) across an EGR valve. A charge limit selector block is responsive to the offset values produced thereby, and also to commanded values of charge flow and EGR fraction as well as operating values of EGR valve position and P, to limit the charge flow and EGR fraction commands to controllable values. These values are preferably subtracted from actual or estimated values of charge flow and EGR fraction to produce charge flow and EGR fraction error values for use in controlling one or more EGR system and/or turbocharger swallowing capacity/efficiency control mechanisms.

6508242, Jan 21, 2003

Jan 31, 2001

09/774664

Salim A. Jaliwala - Columbus IN
Paul R. Miller - Columbus IN
Larry J. Brackney - Columbus IN
Thomas A. Dollmeyer - Columbus IN
John F. Wright - Columbus IN
Gary L. Hunter - Eagle WI

Cummins, Inc. - Columbus IN

F02D 4100

123676, 73116

A system is provided for estimating engine exhaust temperature in accordance with an exhaust temperature model based on a number of engine operating parameters. In one embodiment, the engine exhaust temperature model is based on current values of engine speed, intake manifold temperature, mass charge flow, default fuel command parameters, and a first set of model constants. In an alternative embodiment, the engine exhaust temperature model is based on current values of engine speed, intake manifold temperature, intake manifold pressure, mass charge flow, default fueling parameters, and a second set of model constants including a lower heating value of fuel constant.

6550464, Apr 22, 2003

Jan 31, 2001

09/774987

Larry J. Brackney - Columbus IN

Cummins, Inc. - Columbus IN

F02D 4100

123676, 12356821, 123478, 123480, 123463

A system is provided for limiting engine exhaust temperature to a maximum temperature limit. The system is operable to limit either a first or a second fueling parameter in accordance with an engine exhaust temperature estimation model. An engine exhaust temperature-limited fueling command is computed from the respective fueling parameter, and fuel supplied to the engine is limited thereby in order to maintain the actual engine exhaust temperature below the maximum temperature limit. In one embodiment, the engine exhaust temperature model is based on current values of engine speed, intake manifold temperature, mass charge flow, default fuel command parameters, and a first set of model constants. In an alternative embodiment, the engine exhaust temperature model is based on current values of engine speed, intake manifold temperature, intake manifold pressure, mass charge flow, default fueling parameters, and a second set of model constants including a lower heating value of fuel constant.

6561157, May 13, 2003

May 8, 2001

09/850189

Axel O zur Loye - Columbus IN
Larry J Brackney - Columbus IN
Cariappa M Chenanda - Columbus IN
Robert M Hurst - Columbus IN
Lester L Peters - Columbus IN
Patrick M Pierz - Columbus IN
John F Wright - Columbus IN

Cummins Inc. - Columbus IN

F02B 1700

123295, 123299, 123305, 123435

A multi-mode internal combustion engine and method of operating the engine is provided which is capable of operating in a variety of modes based on engine operating conditions to enhance fuel efficiency and reduce emissions. The multi-mode engine include a fuel delivery system and control system for permitting the engine to operate in a diesel mode, a homogeneous charge dual fuel transition mode, a spark ignition or liquid spark ignition mode and/or a premixed charge compression ignition mode. The control system and method permits the engine operation to transfer between the various modes in an effective and efficient manner by controlling one or more fuel delivery devices or other engine components so as to move along a continuous transfer path while maintaining engine torque at a substantially constant level.

6598468, Jul 29, 2003

Jul 11, 2001

09/901689

Axel O Zur Loye - Columbus IN
Larry J Brackney - Columbus IN
James A Zigan - Versailles IN

Cummins Inc. - Columbus IN

G01L 326

731173

An apparatus and methods for effectively determining the start of combustion in a cylinder of an internal combustion engine where the start of combustion is calculated by obtaining cylinder pressure data (P), processing the cylinder pressure data (P) into a processed pressure value indicative of the occurrence of SOC, comparing the processed pressure value to a predetermined threshold value, if the processed pressure value crosses the predetermined threshold value, determining that SOC has occurred, and calculating a crank shaft location at which the predetermined threshold value was crossed by the processed pressure value thereby identifying the crank shaft location at which SOC occurred. In alternative embodiments, optional steps may be provided including a verification step, a windowing step, a filtering step, determining occurrence of misfire, and determining occurrence of retarded timing.

6684849, Feb 3, 2004

Mar 14, 2003

10/387579

Axel O. zur Loye - Columbus IN
Larry J. Brackney - Columbus IN
Cariappa M. Chenanda - Columbus IN
Robert M. Hurst - Columbus IN
Lester L. Peters - Columbus IN
Patrick M. Pierz - Columbus IN
John F. Wright - Columbus IN

Cummins Inc. - Columbus IN

F02B 1700

123295, 123299, 123304, 123305

A multi-mode internal combustion engine and method of operating the engine is provided which is capable of operating in a variety of modes based on engine operating conditions to enhance fuel efficiency and reduce emissions. The multi-mode engine include a fuel delivery system and control system for permitting the engine to operate in a diesel mode, a homogeneous charge dual fuel transition mode, a spark ignition or liquid spark ignition mode and/or a premixed charge compression ignition mode. The control system and method permits the engine operation to transfer between the various modes in an effective and efficient manner by controlling one or more fuel delivery devices or other engine components so as to move along a continuous transfer path while maintaining engine torque at a substantially constant level.

6705301, Mar 16, 2004

Jan 29, 2002

10/059619

Thomas A. Dollmeyer - Columbus IN
Larry J. Brackney - Columbus IN
George A. Brunemann - Cincinnati OH
Steve Charlton - Columbus IN

Cummins, Inc. - Columbus IN

F02M 2507

12356822

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.