Christopher S Balton, Age 652800 California St, Bellingham, WA 98229

7025326, Apr 11, 2006

Jul 11, 2003

10/618061

Michael P. Lammert - Woodland Park CO, US
Miguel Angelo Raimao - Manitou Springs CO, US
Daniel D. Giordano - Colorado Springs CO, US
Christopher Wayne Turner - Windsor CO, US
Christopher Stevens Balton - Manitou Springs CO, US
Guy Robert Babbitt - Colorado Springs CO, US

Sturman Industries, Inc. - Woodland Park CO

F16K 21/04

251 29

Hydraulic engine valve actuation methods for internal combustion engines having improved energy efficiency. In hydraulic engine valve operating systems using spring returns for valve closure, the spring force is a minimum when the valve is closed and a maximum at the maximum lift. The present invention takes advantage of this difference by using a valve opening hydraulic force which is greater than the spring force when the valve is closed and less than the spring force when the valve is open at its maximum lift. The valve actuator is controlled to allow the valve, when opening, to overshoot the equilibrium condition. During the overshoot, the hydraulic actuator backfills with actuating fluid at it normal actuating pressure. When the valve velocity decays to zero or near zero, the flow of hydraulic fluid to (and from) the valve actuator may be cut off, capturing the valve substantially at the overshoot position.

8406971, Mar 26, 2013

Sep 3, 2010

12/876001

Christopher Balton - Bellingham WA, US
Zachary Slaton - Kirkland WA, US
Nathan Paul - Kirkland WA, US
Ethan A. Ott - Bellingham WA, US

PACCAR Inc. - Bellevue WA

G06F 7/00
G06F 17/00
G06F 19/00

701 54, 701 51, 477110, 477159

Systems and methods are provided for controlling an amount of torque generated by an engine of a vehicle. The amount of torque may be controlled by limiting an amount of fuel or air or a combination thereof being provided to the engine. In some situations, controlling the amount of torque generated by the engine may be utilized to gradually limit the vehicle's acceleration, which in turn, may influence driver shifting strategies.

2004026, Dec 30, 2004

Apr 15, 2004

10/824837

Guy Babbitt - Colorado Springs CO, US
Christopher Balton - Bellingham WA, US

F01L001/34
F01L009/02

123/090130, 123/090150

Methods of controlling a camless engine to prevent interference between engine valves and engine valves and pistons. The methods utilize one or more safe trajectories for the valves versus engine crankshaft angle. In normal operation, an engine valve control system monitors crankshaft angle and controls the engine valve so as to stay on the safe side of a safe trajectory. In the event the actual valve motion deviates excessively from the intended trajectory so as to reach or cross the safe trajectory, preventive action is taken, typically to command the engine valve to close. Safe trajectories may be stored in lookup tables, in equation form or both. In some cases a single safe trajectory for a valve may be sufficient, though in other cases, safe trajectories as a function of some engine operating conditions and environmental conditions, and in some cases may include crankshaft acceleration. Various embodiments are disclosed.

5574214, Nov 12, 1996

May 17, 1995

8/443108

Christopher S. Balton - Manitou Springs CO
James D. Pierce - Colorado Springs CO
Gregory S. Sprenger - Colorado Springs CO
Benjamin G. Taylor - Colorado Springs CO

Velcon Filters, Inc. - Colorado Springs CO

G01N 3700
G01N 3326

73 6143

Apparatus for removing water from a dielectric oil includes first and second spaced-apart electrically conductive walls, a bed of molecular sieves between the first and second walls, and a device for measuring the capacitance across the bed of molecular sieves between the first and second walls.

2022021, Jul 7, 2022

Jan 4, 2021

17/141038

- Bellevue WA, US
Carl Anders Hergart - Heaton, GB
Cynthia Chaffin Webb - Sedro-Woolley WA, US
Christopher S. Balton - Bellingham WA, US

F01N 3/20
G01C 21/34
F02D 41/02
B60W 30/188
B60W 10/11
B60W 10/06
B60W 50/00
G05B 13/04

Embodiments are directed towards controlling uncontrolled release of ammonia from an engine of a vehicle. An estimated status of the engine is determined prior to an event, such as an estimated load on the engine prior to the vehicle going up a hill. A predictive model of uncontrolled ammonia release is generated for the estimated status. At least one engine-related countermeasure is selected based on the predictive model. If the predictive model of uncontrolled ammonia release with the selected countermeasures satisfies a threshold condition, then the selected engine-related countermeasure is employed.

2023007, Mar 9, 2023

Sep 1, 2022

17/901697

- Bellevue WA, US
Carl Anders Hergart - Heaton, GB
Cynthia Chaffin Webb - Sedro-Woolley WA, US
Christopher S. Balton - Bellingham WA, US

F01N 3/20
B60W 10/06
B60W 10/11
B60W 30/188
B60W 50/00
F02D 41/02
G01C 21/34
G05B 13/04

Embodiments are directed towards controlling uncontrolled release of ammonia from an engine of a vehicle. An estimated status of the engine is determined prior to an event, such as an estimated load on the engine prior to the vehicle going up a hill. A predictive model of uncontrolled ammonia release is generated for the estimated status. At least one engine-related countermeasure is selected based on the predictive model. If the predictive model of uncontrolled ammonia release with the selected countermeasures satisfies a threshold condition, then the selected engine-related countermeasure is employed.

2021021, Jul 15, 2021

Jan 10, 2020

16/740017

- Bellevue WA, US
Christopher S. Balton - Bellingham WA, US
Alexander E. Schramm - Modena, IT
Charles Wayne Reinhardt Swart - Bellingham WA, US

B60W 30/14
G08G 1/00
B60W 30/16
B60W 30/18

Systems and methods for predictive adaptive cruise control of a plurality of vehicles traveling in succession. A system engages in a vehicle-to-vehicle communication session with one or more vehicles of the plurality of vehicles. During the communication session, terrain information is obtained and first speed trajectory information is determined for an upcoming segment of road. Second speed trajectory information is received from a first adjacent vehicle of the plurality of vehicles. Third speed trajectory information is generated based on the second speed trajectory information received and the terrain information. The operation of the vehicle is controlled during the upcoming segment according to the third speed trajectory information.

2020016, May 28, 2020

Jan 30, 2020

16/777254

- Bellevue WA, US
Christopher Balton - Bellingham WA, US
Charles Wayne Reinhardt Swart - Bellingham WA, US

PACCAR Inc - Bellevue WA

F02D 31/00
F02D 41/14
F02D 29/02

Techniques are disclosed herein that provide for controlling torque in a vehicle. In some embodiments, desired torque values are generated and are compared to an amount of torque currently being generated by an engine. If a different amount of torque is desired, an engine speed target is altered in a linear fashion, and then converted back to a torque request to be provided to an engine ECU for implementation. Techniques disclosed herein may cause changes in torque demand to be limited in such a way to cause predictable and smooth changes in engine speed, even when engine speed and torque do not have a linear relationship to each other.