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CUMMINS INC.

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“Selective Fuel On Time And Combustion Centroid Modulation To Compensate For Injection Nozzle Cavitation And Maintain Engine Power Output And Emissions For Large Bore High-Speed Diesel Engine” in Patent Application Approval Process (USPTO 20190226420): Cummins Inc.

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08/14/2019 | 05:20pm EDT

2019 AUG 14 (NewsRx) -- By a News Reporter-Staff News Editor at Transportation Daily News -- A patent application by the inventors Garimella, Phanindra V. (Bloomington, IN); Hoehne, John L. (Columbus, IN); McGiffen, Ian W. (Scipio, IN); Mahato, Chandan (Columbus, IN); Mahadevan, Boopathi Singalandapuram (Columbus, IN); Bakthavatsalam, Pagalavan Mathari (Columbus, IN); Anderson, Travis Alva (Columbus, IN), filed on June 2, 2017, was made available online on July 25, 2019, according to news reporting originating from Washington, D.C., by NewsRx correspondents.

This patent application is assigned to Cummins Inc. (Columbus, Indiana, United States).

The following quote was obtained by the news editors from the background information supplied by the inventors: “Large bore engines may experience wear, such as surface fatigue, due to cavitation, at fuel injector nozzles. The wear caused by cavitation at the injection nozzle may decrease fuel flow through the nozzle and, therefore, result in decreased engine power. In addition to power, it is necessary to maintain the emissions output at predetermined levels, for example, such as the amount of nitrogen oxide (‘NOx’) detected in the emissions fluid.”

In addition to the background information obtained for this patent application, NewsRx journalists also obtained the inventors’ summary information for this patent application: “In one embodiment, a method of controlling a fuel injector comprises measuring a pressure in a cylinder of an engine with a pressure sensor and determining at least one of a crank angle and a crank speed with a crank sensor. The method also comprises calculating a net indicated mean effective pressure of the cylinder from the measured value of the pressure sensor and the determined value of the crank sensor. Also, the method comprises adjusting a fueling parameter of a fuel injector for the cylinder in response to the difference between the calculated net indicated mean effective pressure and a reference mean effective pressure indicates a change in power of the engine.

“In another embodiment, a method of controlling a fuel injector comprises obtaining a power signal indicative of a power output of an engine and transmitting to an engine control module the power signal. The method also comprises comparing, with the engine control module, the obtained power signal to a reference power signal. Additionally, the method comprises determining, with the engine control module, a difference between the obtained power signal and the reference power signal. Also, the method comprises adjusting, with the engine control module, a fueling parameter of a fuel injector when the difference between the obtained power signal and the reference power signal indicates a change in power of the engine.

“In a further embodiment, a control system for an engine comprises a control module including a memory, at least one receiver, and at least one transmitter. The control system also comprises a pressure sensor operably coupled to the control module and configured to transmit a cylinder pressure to the receiver, a crank sensor operably coupled to the control module and configured to transmit at least one of a crank angle or a crank speed to the receiver, an ambient conditions sensor operably coupled to the control module and configured to transmit at least one of a temperature, humidity, or air pressure to the receiver, and an emissions sensor operably coupled to the control module and configured to transmit at least one emissions condition to the receiver. The control module is configured to calculate a net indicative mean effective pressure based on the cylinder pressure and the at least one of the crank angle or the crank speed. The transmitter of the control module is configured to transmit a fuel adjustment signal to a fuel injector of the engine based on the calculated net indicative mean effective pressure.

“Additional features and advantages of the present invention will become apparent to those skilled in the art upon consideration of the following detailed description of the illustrative embodiment exemplifying the best mode of carrying out the invention as presently perceived.”

The claims supplied by the inventors are:

“1. A method of controlling a fuel injector, comprising: measuring a pressure in a cylinder of an engine with a pressure sensor; determining at least one of a crank angle and a crank speed with a crank sensor; calculating, with an engine control module, a net indicated mean effective pressure of the cylinder from the measured value of the pressure sensor and the determined value of the crank sensor; determining, with the engine control module, a difference between the calculated net indicated mean effective pressure and a reference mean effective pressure; and adjusting, with the engine control module, a fueling parameter of a fuel injector for the cylinder in response to the difference between the calculated net indicated mean effective pressure and the reference mean effective pressure indicating a change in power of the engine.

“2. The method of claim 1, further comprising measuring an ambient condition and adjusting the fueling parameter in response to the ambient condition.

“3. The method of claim 1, further comprising measuring an emissions condition of the engine and comparing the measured emissions condition to a reference emissions condition.

“4. The method of claim 3, further comprising adjusting the fueling parameter of the fuel injector in response to a difference between the measured emissions condition and the reference emissions condition.

“5. The method of claim 1, further comprising measuring a position of a centroid of combustion for the cylinder.

“6. The method of claim 5, further comprising comparing the measured position of the centroid of combustion with a reference position of the centroid of combustion for the cylinder.

“7. The method of claim 6, further comprising, adjusting the fueling parameter of the fuel injector in response a difference between the measured position of the centroid of combustion and the reference position of the centroid of combustion for the cylinder.

“8. The method of claim 1, wherein the fueling parameter is at least one of a fuel on-time period, a fuel rail pressure, or a start-of-injection time.

“9. The method of claim 1, wherein adjusting the fueling parameter includes applying a fuel on-time adjustment value to an existing fuel on-time period for the fuel injector.

“10. A method of controlling a fuel injector, comprising: obtaining a power signal indicative of a power output of an engine; transmitting to an engine control module the power signal; determining, with the engine control module, a difference between the obtained power signal and a reference power signal; and adjusting, with the engine control module, a fueling parameter of a fuel injector in response to the difference between the obtained power signal and the reference power signal indicating a change in power of the engine.

“11. The method of claim 10, further comprising measuring an emissions condition of the engine and comparing the measured emissions condition to a reference emissions condition.

“12. The method of claim 11, further comprising adjusting the fueling parameter of the fuel injector in response to a difference between the measured emissions condition and the reference emissions condition.

“13. The method of claim 10, wherein the power signal is at least one of a voltage signal from an electrical alternator of the engine, a current signal from the electrical alternator, a torque signal from a crankshaft of the engine, or a flow signal from a hydraulic system of the engine.

“14. The method of claim 10, further comprising measuring an air humidity and adjusting the fueling parameter in response to the air humidity.

“15. The method of claim 14, further comprising comparing the air humidity to an emissions condition to determine if a change in the emissions condition is in response to the air humidity or the fueling parameter.

“16. A control system for an engine, comprising: a control module including a memory, at least one receiver, and at least one transmitter; a pressure sensor operably coupled to the control module and configured to transmit a cylinder pressure to the receiver; a crank sensor operably coupled to the control module and configured to transmit at least one of a crank angle or a crank speed to the receiver; an ambient conditions sensor operably coupled to the control module and configured to transmit at least one of a temperature, humidity, or air pressure to the receiver; and an emissions sensor operably coupled to the control module and configured to transmit at least one emissions condition to the receiver; wherein the control module is configured to calculate a net indicative mean effective pressure in response to the cylinder pressure and the at least one of the crank angle or the crank speed, and the transmitter of the control module is configured to transmit a fuel adjustment signal to a fuel injector of the engine in response to the calculated net indicative mean effective pressure.

“17. The control system of claim 16, wherein the emissions condition is at least one of an amount of particulate matter or an amount of nitrogen oxide present in an emissions fluid.

“18. The control system of claim 16, wherein the control module is configured to detect a position of a centroid of combustion for a cylinder and the transmitter sends the fuel adjustment signal to the fuel injector based on the position of the centroid of combustion.

“19. The control system of claim 16, wherein the control module is operably coupled to a plurality of fuel injectors and a plurality of cylinders of the engine, wherein each of the fuel injectors is associated with one of the cylinders.

“20. The control system of claim 19, wherein the control module is configured to individually adjust a fueling parameter for each fuel injector independent of the other fuel injectors.

“21. The control system of claim 20, wherein the control module is configured to estimate cumulative wear of at least one of the fuel injectors and send the fuel adjustment signal to the at least one of the fuel injectors based on the estimated cumulative wear.”

URL and more information on this patent application, see: Garimella, Phanindra V.; Hoehne, John L.; McGiffen, Ian W.; Mahato, Chandan; Mahadevan, Boopathi Singalandapuram; Bakthavatsalam, Pagalavan Mathari; Anderson, Travis Alva. Selective Fuel On Time And Combustion Centroid Modulation To Compensate For Injection Nozzle Cavitation And Maintain Engine Power Output And Emissions For Large Bore High-Speed Diesel Engine. Filed June 2, 2017 and posted July 25, 2019. Patent URL: http://appft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PG01&p=1&u=%2Fnetahtml%2FPTO%2Fsrchnum.html&r=1&f=G&l=50&s1=%2220190226420%22.PGNR.&OS=DN/20190226420&RS=DN/20190226420

(Our reports deliver fact-based news of research and discoveries from around the world.)

Copyright © 2019 NewsRx LLC, Transportation Daily News, source Business Newsletters

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Sales 2019 23 998 M
EBIT 2019 3 270 M
Net income 2019 2 474 M
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Yield 2019 3,20%
P/E ratio 2019 9,45x
P/E ratio 2020 10,6x
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Norman Thomas Linebarger Chairman & Chief Executive Officer
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