Cummins Patente

The present invention relates to thermal management systems for batteries, particularly batteries used in electric vehicles (EVs), stationary generators, or other high-performance energy storage applications. An energy storage device including a major component that includes first and second major subcomponents configured to interconnect at a thermally isolable interface arranged therebetween. The first and second major subcomponents being constituent components of an electrochemical system that is configured to store energy for the energy storage device and cooled via fluid flow in a primary outlet direction across the thermally isolable interface. The first and second major subcomponents being arranged such that the first major subcomponent is thermally isolable from the second major subcomponent for a minimum isolation duration when the energy storage device experiences a detrimental thermal event.

A battery system with a thermal management architecture is disclosed that enables selective thermal regulation across multiple independent zones of a battery cell arrangement. The system includes a plurality of thermal regulation zones defined within the periphery of the battery cell structure. A thermal exchange media, such as a dielectric coolant, is selectively routed through these zones using independently controllable inlet and outlet ports connected to flow control manifolds. This enables targeted cooling based on real-time or predicted thermal demands in specific battery regions.

A system includes a controller communicably coupled to an engine. The controller is configured to perform operations comprising receiving a temperature value regarding an aftertreatment system; receiving a regeneration power value regarding a braking event; comparing the temperature value to a temperature threshold. Responsive to the temperature value being above the temperature threshold and the regeneration power value being at or above a first power threshold, the controller is configured to cause one or more electric machines to rotate the engine during the braking event. Responsive to the temperature value being below the temperature threshold and the regeneration power value being at or above a second power threshold, the controller is configured to cause the one or more electric machines to rotate the engine, and activate a heater associated with the aftertreatment system to heat the aftertreatment system during the braking event.

A system and method of controlling voltage in a power system by automatically manipulating current with a power conversion device (206) in response to a measured voltage value within the power system meeting or exceeding at least one predetermined threshold. The power conversion device (206) may also automatically disconnect from the power system when the measured voltage value meets or exceeds an over-voltage protection threshold. Current manipulation and disconnect from the power system may occur without receiving a command from a supervisory controller.

Engine systems are disclosure that include a multi-fuel engine operable to selectably combust varying proportions of a first type of fuel and a second type of fuel, such as gaseous hydrogen fuel. An electronic control system and method control the substitution of the hydrogen fuel for emissions reduction and/or aftertreatment regeneration. Substitution of hydrogen fuel may also be monitored and controlled to manage emissions credits.

A system and method are disclosed for providing a fuel mixture to a fuel cell. The system and method recirculate at least a portion of the fuel mixture output from a fuel ejector that is to be supplied to the fuel cell but relieved due to an over-pressure condition upstream of the fuel cell. The relieved fuel mixture is at least partially returned to the fuel ejector in a controlled manner so that the relieved fuel mixture is not wasted and able to be re-supplied to the fuel cell to produce electricity.

A connecting rod includes a connecting rod body having a piston end, an opposing crank end, and a shank extending between the piston and crank ends. The connecting rod body aligns along a longitudinal plane that extends between respective centers of the piston and crank ends. The shank has a cross-sectional area that is symmetric about the longitudinal plane. The shank includes a web having a web wall that includes a central portion. The web wall defines a pair of first cavities and a pair of second cavities wherein the central portion is positioned between the pair of first cavities and the pair of second cavities such that the first cavities are offset from the second cavities. The first cavities are larger than the second cavities. The first cavities are positioned closer to the piston end and the second cavities are positioned closer to the crank end.

A vehicle system includes a powertrain including a prime mover system including an electric power system, the electric power system including an energy storage system (ESS), power electronics operatively coupled with the ESS, and an electric machine operatively coupled with the power electronics. One or more ground engaging wheels operatively coupled with the prime mover system. An electronic control system in operative communication with the prime mover system, the electronic control system being configured to: determine, prior to reaching a downhill route segment, a pre-downhill target vehicle speed, a pre-downhill electric power system target state, and a downhill vehicle speed target, control the vehicle system to achieve the pre-downhill target vehicle speed and the pre-downhill electric power system target state prior to or upon reaching the downhill route segment, and operate the electric power system to perform electric braking during the downhill route segment to control vehicle speed according to the downhill vehicle speed target.

A fuel injector device includes a nozzle injector body and a valve needle. The nozzle injector body includes an inner annular surface that defines an injector cavity connected to a sac having an injector orifice. The sac includes a sac surface that defines a sac diameter and a sac volume wherein the sac volume is defined by the sac surface, the relief portion, and the needle tip. The valve needle reciprocates in the injector cavity to control fuel delivery through the injector orifice. The valve needle includes a needle tip portion having a needle seat transition edge positioned between a needle seat portion that extends at a needle seat angle and a relief portion that extends at a relief seat angle. The relief seat angle is greater than the needle seat angle to thereby increase a sac volume when the nozzle seat portion engages the nozzle seat.

A device for monitoring an engine surface includes a fixture body defining a breather aperture. The fixture body includes a first face engageable with a surface of an engine cylinder bore. The first face defines a recess. The fixture body also includes a first end including a lip that engages with a cylinder block. The first end defines a first end aperture in fluid communication with the recess. The device also includes at least one biasing member coupled to the fixture body and configured to exert a force on the fixture body causing the first face of the fixture body to contact the surface of the cylinder bore.

A direct current (DC) power supply (202) is disclosed. Embodiments comprise a first load (204) that optionally includes a battery, an alternator (206), and a switch (208). The alternator (206) is connected in series to the first load (204). The switch (208) is configured to receive power control signals, and to couple the first load and alternator to a second load (214).

Systems and methods for diagnosing a catalyst of an aftertreatment system is described herein. The system includes an exhaust aftertreatment system and a controller coupled to the exhaust aftertreatment system. The controller receives a dosing efficiency regarding a catalyst of the aftertreatment system and determines an actual aging condition of the catalyst based at least in part on the dosing efficiency. The controller further include receives temperature data indicative of an operating temperature of the catalyst, the temperature data having associated runtime durations and determines an expected aging condition of the catalyst based on the temperature data and the associated runtime durations. The controller transmits an early aging notification to a user device in response to the actual aging condition exceeding the expected aging condition.

Systems and methods are disclosed for recovering lithium inventory and extending the operational life of lithium manganese iron phosphate (LMFP) batteries exhibiting multiphase electrochemical behavior. In example implementations, a battery cell configured with LMFP cathode materials having phase-dependent lithium transport characteristics undergoes a controlled recovery operation initiated in response to aging indicators. The recovery operation includes regulating the battery cell to a defined elevated temperature range for at least one phase of a multiphase reaction and directing a charging process while the cell is within the temperature range to promote lithium-ion migration from less accessible regions to active electrochemical sites. In some implementations, the charging process includes a low-rate charge followed by a normal-rate discharge. The disclosed techniques may be implemented by a battery management system and are applicable to vehicle, industrial, and stationary energy storage systems to improve capacity retention, operational stability, and lifecycle performance of aged LMFP batteries.

Disclosed are lithium manganese iron phosphate (LMFP) battery systems, cells, and methods configured to smooth stair-like voltage behavior inherent to LMFP chemistries. The disclosure describes blending LMFP cathode materials having different iron-to-manganese ratios to moderate multiphase redox reactions and produce a more slope-like voltage profile during charge and discharge. The blended cathode materials may be integrated at a material level, electrode level, cell level, or pack level to improve state-of-charge estimation, power control, and battery management system performance while preserving the inherent safety, cost, and cycle-life advantages of LMFP chemistry. The disclosed systems support modular battery architectures and are adaptable to electric vehicles, heavy-duty applications, and stationary energy storage. By reducing steep voltage transitions without introducing higher-risk chemistries, the disclosed approaches enable improved controllability, reliability, and scalability of LMFP-based energy storage systems.

Systems and methods are disclosed for estimating state parameters of lithium manganese iron phosphate (LMFP) battery cells with improved accuracy and robustness. Per-cell estimation of state of charge (SOC) and state of health (SOH) is performed using electrical measurements including voltage, current, and temperature. In example implementations, shifts in characteristic voltage transition regions associated with manganese- and iron-based redox reactions are monitored to infer degradation during normal operation. Mechanical swelling force of the battery cell is measured using one or more pressure sensors, providing a physical indicator correlated with SOC and long-term lithium inventory loss, particularly in voltage-flat operating regions. Direct current internal resistance values obtained from controlled current pulses may further enhance estimation accuracy. These complementary estimation techniques may be implemented individually or in combination within a battery management system to improve diagnostics, adaptive control, and lifecycle management of LMFP battery cells in electrified vehicle and energy storage applications.

A cooling system and apparatus for power electronics includes a first heat sink and a second heat sink with coolant flow paths that receive coolant for cooling different sides of the power electronics. A first connector assembly at the inlet ends of the first and second heat sinks connects the coolant flow paths to a cooling loop, receives the coolant from the cooling loop, and splits the coolant between the coolant flow paths of the first and second heat sinks. A second connector assembly at the outlet ends of the first and second heat sinks collects the coolant flow from the coolant flow paths of the first and second heat sinks and outlets the combined coolant flows to the cooling loop.

The present invention relates to a motor winding design method that enables the implementation of high parallel paths per phase in both high-speed and low-speed electric motors. The method involves using multiple parallel paths per phase, where each parallel path occupies one slot per pole and the winding configuration incorporates both forward and backward parallel paths. The design features a layer-group winding configuration with at least two layers, with jumper wires connecting different layer groups. Additionally, the method includes a flexibility mechanism that supports scalable configurations for various motor types, including 3-phase and 6-phase systems. This approach enhances motor performance and efficiency while providing adaptable design options.

An internal combustion engine system includes an engine with a plurality of pistons housed in respective ones of a plurality of cylinders. A valve train is provided for opening and closing intake and exhaust valves of the cylinders during nominal engine operations. The valve train is also configured for cylinder deactivation and to provide one or more selected lift profiles for opening and closing of the intake and/or exhaust valves.

A mass is movable into and out of contact with a valve seat to control flow through an opening of the valve seat. The movable mass is operably coupled to an electronic actuator. A drive current is supplied to the electronic actuator in a manner that induces a mechanical resonance in the movable mass to release the movable mass from the valve seat in response to a release condition, such as when the movable mass is stuck to the valve seat due to a temperature condition.

A piston having a piston body with an upper end opposite a lower end, between which a center axis extends. The piston body includes a piston bowl having a piston bowl surface with a half section profile that includes a central bottom portion and a target side wall that extends between first and second separation cliffs. The central bottom portion extends radially at a central slope from the center axis to the first separation cliff. The target side wall extends at a slope that is different from the central slope. The target side wall receives fuel from a fuel injector at a spray angle that avoids contact with the first separation cliff for better fuel to air mixing to delay peak of combustion rate. The second separation cliff extends at a slope that directs the fuel plume away from and detaches from the second separation cliff for peak combustion.

Methods and systems are disclosed for identifying, generating, and/or commanding operation parameters of a battery system (106) of a hybrid mining haul truck (100). The methods and systems disclosed herein may include sensors (112. 110) operationally coupled to a battery system (106) and/or an engine (104) of a vehicle to obtain characteristics related to a route of a vehicle and/or the vehicle's operation, which are configured to transmit signals to one or more processor functions for evaluation and generation of a battery system operation request or command.

A battery pack module for heavy equipment vehicles, such as mining trucks, is presented herein. The battery pack module (176) may include multiple layers of battery trays (502), each tray including multiple battery packs (504). The battery pack module may further include a cooling line system and a battery cabling system that each are connected to the battery pack layers in parallel. The battery pack module may have a unibody design to reduce weight and cost of manufacturing.

A method of providing lubricant to a bearing system of an engine and piston cooling nozzles of the engine, comprising: pumping lubricant from a lubricant source to a pump outlet; routing a first portion of the pumped lubricant to the piston cooling nozzles without being filtered; routing a second portion of the pumped lubricant from an outlet of a filter to the bearing system, wherein the second portion of the pumped lubricant is cooled by a cooler.

A fuel evacuation system includes an outer fluid pathway (150) and an inner fluid pathway (155) arranged therein. The system also includes a controller to control flows of gas and liquid fuel from respective first and second sources, and a sealing member (130) coupled to the inner and outer fluid pathways, where the sealing member is operable between a first and at least one second position. In the first position, the sealing member enables the outer fluid pathway to be fluidly independent from the inner fluid pathway. In the at least one second position, the sealing member couples the outer fluid pathway to the inner fluid pathway. In a first mode, the controller causes liquid fuel from the inner fluid pathway to flow to the outer fluid pathway. In a second mode, the controller is configured to cause gas from the outer fluid pathway to flow to the inner fluid pathway.

An engine system (100) includes an engine (102), a crankshaft (104) operatively coupled to the engine (102), a brake assembly (120), and an actuator assembly (140). The brake assembly (120) includes a brake disc (122). The brake disc (122) is coupled to the crankshaft (104). The actuator assembly (140) includes a brake pad (145) and an actuator (142). The brake pad (145) is selectively positionable to contact the brake disc (122). The actuator (142) is configured to selectively position the brake pad (145) to contact the brake disc (122).

In an implementation, an apparatus includes an enclosure (101A, 101B) and an energy module (104A, 104B) included in the enclosure and that includes a battery pack configured to provide an initial voltage. The apparatus further includes a conversion module (106A, 106B) included in the enclosure and that includes a high voltage DC/DC converter (108A, 108B) and an ultra-high voltage DC/DC converter (110A, 110B). The conversion module is configured to receive the initial voltage and output a converted voltage using the high voltage DC/DC converter and the ultra-high voltage DC/DC converter.

A mining truck can include a resistor grid, an electronics unit, and a thermal management system positioned on a deck of the mining truck. The thermal management system can include an air transfer zone arranged between the resistor grid and the electronics unit. The air transfer zone can be configured to receive exhaust air from the resistor grid. The thermal management system can further include one or more heat exchangers positioned above the resistor grid. The one or more heat exchangers can be configured to receive a cooling fluid for cooling one or more electronic components of the mining truck.

A vehicle includes a battery (110), one or more fuel tanks (125), and a controller (140). The controller (140) performs operations including: receiving data indicative of a location of a refueling station relative to a current location of the vehicle; receiving data indicative of a state of charge of the battery (110); receiving data indicative of a fuel level of each fuel tank (125); determining an amount of energy to arrive at the refueling station from the current location; based on the location of the refueling station, the state of charge of the battery (110), the fuel level of at least one of the one or more fuel tanks (125), and the determined amount of energy, selecting at least one fuel tank (125) to refill; and preconditioning the selected at least one fuel tank (125) by converting fuel from the selected at least one fuel tank (125) from a first form of energy to a second form of energy.

Architectures of heavy equipment vehicles, such as mining trucks, are presented herein for hybridization of such vehicles. For example, the architectures provided herein may relate to the placement of a battery pack module, a hydraulic liquid tank, a second liquid tank such as a fuel tank, and various components required for operation of a hybrid mining truck.

In an implementation, a system includes a plurality of battery packs (102A, 102B) galvanically isolated from a power source (120). Each battery pack from the plurality of battery packs is galvanically isolated from remaining battery packs from the plurality of battery packs. Each battery pack from the plurality of battery packs includes a battery module (104A, 104B) and a plurality of DC/DC converters (106A, 106B). In some implementations, the power source is a primary power source of a diesel-battery hybrid vehicle. In some implementations, the diesel-battery hybrid vehicle is one of a mining haul truck, a locomotive, or a marine vessel. In some implementations, the power source is a primary power source of a stationary power system. In some implementations, the set of DC/DC converters includes at least one buck converter and at least one boost converter.

The present disclosure relates to systems, methods and computer program products for thermal management of a brake chopper resistor. The system comprises a resistor housing portion configured to receive a cooling fluid in a cooling fluid flow path; a brake chopper resistor in the resistor housing portion; a plurality of temperature sensors in thermal communication with different respective parts of the resistor cooling flow path through the resistor housing portion and configured to measure a first temperature at a first location in the cooling fluid flow path of the brake chopper resistor and to measure a second temperature at a second location in the cooling fluid flow path of the brake chopper resistor; and control logic, configured to compare the first temperature and/or the second temperature to a threshold value or to compare the first temperature with the second temperature, and to make a determination of whether to allow activation of the brake chopper resistor in response to the comparison with the threshold value.

A method includes operating an engine system including a plurality of cylinders, a plurality of fuel injectors configured to provide fuel the plurality of cylinders, a compression braking system configured to selectably brake at least a first set of the plurality of cylinders, and an exhaust aftertreatment system including at least one catalyst. The method includes determining a condition for brake-fuel operation and, in response to the act of determining, operating the engine in a brake-fuel mode wherein the compression brake is actuated to provide compression braking of the first set of the plurality of cylinders and a second set of the plurality of cylinders receives and combust fuel provided from respective ones of the plurality of fuel injectors.

Systems, apparatuses, and methods include a controller for an exhaust aftertreatment system including a SCR catalyst in exhaust gas-receiving communication with an engine and at least one reductant dosing system structured to provide reductant to the exhaust gas. The controller is structured to determine a concentration of one or more of NO and NO₂ at or proximate an inlet of the exhaust aftertreatment system and based on a dynamic model of the SCR catalyst, information indicative of a concentration of NOx at or proximate an outlet of the exhaust aftertreatment system, and information indicative of an amount of stored reductant in the SCR catalyst. The controller is further structured to command the at least one reductant doser to increase, decrease, or maintain an amount of reductant provided to the exhaust gas based on the determined concentration of one or more of NO and NO₂ in the exhaust gas.

A piston head includes a piston head lower portion and a piston head upper portion coupled to the piston head lower portion. The piston head upper portion includes an end wall, an outer wall, and an inner wall. The end wall includes, an outer portion and an inner portion, angled with respect to the outer portion. The outer wall extends axially away from the end wall in a first direction. The inner wall extends axially away from the end wall in the first direction and is separated from the outer wall such that an outer chamber is defined between the outer wall and the inner wall and an inner chamber is defined within the inner wall. The inner wall defines one or more openings fluidly connecting the inner chamber to the outer chamber. An axis of each of the one or more openings is substantially parallel to the inner portion.

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