Michael T Majewski, 63Kenosha, WI

6450146, Sep 17, 2002

Dec 12, 2000

09/735597

Steven J. Dickerson - Lake in the Hills IL
John J. Bryjak - Park Ridge IL
Michael A. Majewski - Joliet IL

International Engine Intellectual Property Company, L.L.C. - Warrenville IL

F02M 4704

123446, 417269, 417441

This invention provides a pump with a close-mounted valve for a hydraulic fuel system in an internal combustion engine. The hydraulic fuel system may have a high pressure pump connected to a low pressure side and high pressure reservoirs. The pump has a drive shaft, a shaft cylinder, one or more cylinders, and a close-mounted valve. The close-mounted valve has a valve body, a valve spool, a valve spring, and a valve coil. The valve body is positioned inside a shaft cavity formed by the shaft cylinder. The close-mounted valve may control the volume and pressure to reduce or eliminate the dumping of high-pressure hydraulic fluid in the hydraulic fuel system.

6681740, Jan 27, 2004

Jan 8, 2003

10/338427

Michael A. Majewski - Joliet IL
James T. Beaucaire - Glen Ellyn IL

International Engine Intellectual Property Company, LLC - Warrenville IL

F02D 1304

123320, 123446, 123323, 123321

A control strategy for mitigation of the effect of increased engine back-pressure on fuel injectors ( ) when an engine retarder is activated to slow the engine ( ) of a motor vehicle. The strategy attenuates injection control pressure ICP of hydraulic fluid for the fuel injectors to a defined dwell pressure ICP_VRE_DWL, and once that dwell pressure has been attained, keeps the injection control pressure from exceeding it for the length of a dwell time ICP_DWL_TM. Upon elapse of the dwell time, the injection control pressure gradually increases above the dwell pressure using a pressure versus time map ( ). When engine operating conditions call for greater injection control pressure while the retarder is activated, the strategy provides for greater injection control pressure using a pressure versus speed map ( ).

6807938, Oct 26, 2004

Jan 8, 2003

10/338399

Michael A. Majewski - Joliet IL
James T. Beaucaire - Glen Ellyn IL

International Engine Intellectual Property Company, LLC - Warrenville IL

F00D 1304

123320, 123446, 123323, 123533

An engine ( ) having a control system ( ) that executes a control strategy ( ) for limiting engine fueling upon deactivation of an engine retarder. Upon deactivation of the retarder, the strategy immediately shuts off fueling by setting the maximum fueling limit MFLMX to zero via setting of a latch function ( ). Fueling continues to be shut off so long as the difference between a desired pressure for the hydraulic fluid used to force fuel into the engine combustion chambers and actual pressure of the hydraulic fluid (ICP_ERR) equals or exceeds a value (ICP_VRE_ERR) from a map ( ) correlated both with the speed (N) at which the engine is running and with governed engine fueling (MFGOV) appropriate for the load on the engine at the engine running speed. Once that difference ceases to equal or exceed a value from the map ( ), the latch function is reset, and the limit value for fueling provided by the strategy increases withtime according to a map ( ).

6968828, Nov 29, 2005

Aug 18, 2004

10/920933

Michael A. Majewski - Joliet IL, US
James T. Beaucaire - Glen Ellyn IL, US

International Engine Intellectual Property Company, LLC - Warrenville IL

F02M051/00

123480, 123321, 123357

An engine () having a control system () that executes a control strategy () for limiting engine fueling upon deactivation of an engine retarder. Upon deactivation of the retarder, the strategy immediately shuts off fueling by setting the maximum fueling limit MFLMX to zero via setting of a latch function (). Fueling continues to be shut off so long as the difference between a desired pressure for the hydraulic fluid used to force fuel into the engine combustion chambers and actual pressure of the hydraulic fluid (ICPERR) equals or exceeds a value (ICPVREERR) from a map () correlated both with the speed (N) at which the engine is running and with governed engine fueling (MFGOV) appropriate for the load on the engine at the engine running speed. Once that difference ceases to equal or exceed a value from the map (), the latch function is reset, and the limit value for fueling provided by the strategy increases withtime according to a map ().

7055496, Jun 6, 2006

Sep 7, 2005

11/220464

Michael A. Majewski - Joliet IL, US
James T. Beaucaire - Wheaton IL, US

International Engine Intellectual Property Company, LLC - Warrenville IL

F02D 1/00

123319, 123445, 123480

An internal combustion engine that propels a vehicle has a fuel injection system for injecting fuel into engine cylinders at desired injection control pressure. A control system controls activation and de-activation of a hydraulic actuator for an engine brake. A processor processes data to develop data for desired injection control pressure. Transitional injection control pressure data is used as desired injection control pressure during a transition time interval that commences with de-activation of the engine brake caused by the relief of pressure of the control fluid for allowing resumption of positive power flow from the engine for propelling the vehicle and that ends after the processor has determined the existence of a predetermined correlation between the transitional injection control pressure data and data indicating pressure of the control fluid.

7168304, Jan 30, 2007

Oct 30, 2003

10/696831

James T. Beaucaire - Glen Ellyn IL, US
Steven J. Dickerson - Lake In The Hills IL, US
Michael A. Majewski - Joliet IL, US

International Engine Intellectual Property Company, LLC - Warrenville IL

G01M 15/00

73119R, 731172

A fluid pressure near a filter () is measured and compared () to a predetermined value that is based on one or more engine operating parameters. When the measured fluid pressure deviates enough from the predetermined value by an established amount, an indication of the deviation may be provided to notify of a potential problem with the filter (), such as obstruction, restriction, or some form of clogging.

7277791, Oct 2, 2007

Oct 19, 2005

11/253475

Rimas L. Petrosius - Carol Stream IL, US
James T. Beaucaire - Wheaton IL, US
Douglas W. Villacreses - Chicago IL, US
Michael A. Majewski - Joliet IL, US

International Engine Intellectual Property Company, LLC - Warrenville IL

G06F 19/00

701112, 701115, 1231425 E

A diesel engine () has a control system () that processes certain data to develop data values for one or more temperature-dependent variables, such as injection control pressure (ICP), that affect engine starting and ensuing warm-up. The control system also processes data for detecting a temperature differential in the engine indicative of a block heater () having been used to heat the engine prior to cranking. Upon detection of such temperature differential, the control system selects a temperature data source from multiple available temperature data sources, namely engine coolant temperature ECT, engine oil temperature EOT, and charge air temperature AIT, and processes temperature data from the selected source with additional data to develop data values for one or more of the temperature-dependent variables.

7536992, May 26, 2009

Mar 27, 2008

12/056864

Paul A. Wieshuber - River Grove IL, US
James T. Beaucaire - Wheaton IL, US
Michael A. Majewski - Joliet IL, US

International Engine Intellectual Property Company, LLC - Warrenville IL

F02D 31/00
F02D 41/08
F02D 41/10
F02M 3/08

123352, 12333919, 12333921, 701110

A PI control strategy controls engine speed to an engine speed set-point. A proportional map () is populated with data values to be used in calculating the P component of the strategy. An integral map () is populated with data values to be used in calculating the I component. Each data value in the maps is correlated with a speed data value representing engine speed (N) and a speed error data value representing the difference between engine speed and engine speed set-point (N_DIF_MAX_LIM). Values for proportional and integral components are selected from the respective maps by processing current engine speed data and current engine speed error data. The strategy uses the values from the maps for controlling engine speed to the speed set-point. Data values from other maps ( and ; or and ) modify the selected values from the proportional and integral maps () for transmission type, transmission gear, and engine temperature.