Internal combustion engine with intake and exhaust camshaft phase shifting for cylinder deactivation

• US 5,642,703 A
• Filed: 10/16/1995
• Issued: 07/01/1997
• Est. Priority Date: 10/16/1995
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Motor Company
• Inventors: LoRusso, Julian A., Stockhausen, William F.
• Primary Examiner(s): Okonsky, David A.
• Application Number:
  US08/543,744
• Time in Patent Office: 624 Days
• Field of Search: 123/198 F, 123/481, 123/90.15
• US Class Current: 123/198.00F
• CPC Class Codes: F02D 13/06 Cutting-out cylinders
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A four-stroke cycle, multi-cylinder reciprocating internal combustion engine has a camshaft phaser or phasers for adjusting the timing of the intake and exhaust camshafts with respect to the rotational position of the crankshaft so that some of the cylinders of the engine may be deactivated such that the intake and exhaust valves for each deactivated cylinder open and close at points which are approximately symmetrical about a rotational position of the crankshaft at which the direction of motion of the pistons change.

Claims

1. A four-stroke cycle, multi-cylinder reciprocating internal combustion engine having a crankshaft and a plurality of pistons reciprocably contained within a plurality of cylinders, said engine comprising:

at least one intake poppet valve and at least one exhaust poppet valve for each engine cylinder;

a camshaft for operating said intake valves and said exhaust valves;

a camshaft phaser coupled to said camshaft for adjusting the timing of the camshaft with respect to the rotational position of the crankshaft; and

,

a controller, connected to said camshaft phaser, for deactivating at least some of the cylinders by operating said camshaft phaser such that for the cylinders which are to be deactivated, the camshaft timing is adjusted such that said intake valve and said exhaust valve open and close at points which are approximately symmetrical about a rotational position of the crankshaft at which the direction of motion of the cylinder'"'"'s piston changes.

2. An engine according to claim 1, wherein said engine comprises two camshafts mechanically linked together, one camshaft operates said intake valves and the other camshaft operates said exhaust valves, with each said camshaft being coupled to said camshaft phaser.

3. An engine according to claim 1, wherein said engine comprises two camshafts, one camshaft operates said intake valves and the other camshaft operates said exhaust valves, and a second camshaft phaser is coupled to one of said camshafts such that each of said camshafts is coupled to an associated camshaft phaser.

4. An engine according to claim 1, wherein said intake valve opens and closes in approximately the same number of crankangle degrees about the piston'"'"'s bottom dead center position at the conclusion of the intake stroke.

5. An engine according to claim 1, wherein said exhaust valve opens and closes in approximately the same number of crankangle degrees about the piston'"'"'s top dead center position at the conclusion of the exhaust stroke.

6. An engine according to claim 1, wherein said controller lo operates said camshaft phaser such that said camshaft is retarded approximately 90°

out of phase of standard timing.

7. An engine according to claim 1, wherein said controller operates said camshaft phaser such that said camshaft is advanced approximately 90°

out of phase of standard timing.

8. An engine according to claim 1, wherein said engine is a v-type having two banks of cylinders, with each said bank having a separate intake and exhaust camshaft and an associated camshaft phaser, with said controller operating the camshaft phaser of one of said banks of cylinders such that all of the cylinders of such bank are deactivated.

9. An engine according to claim 1, wherein said engine is a v-type having two banks of cylinders, with each said bank having a single camshaft for both the intake and exhaust valves and an associated camshaft phaser, with said controller operating the camshaft phaser of the of said banks of cylinders such that all of the cylinders of such bank are deactivated.

10. An engine according to claim 1, wherein said engine is an inline type having a front group of cylinders and a rear group of cylinders, with each said group having a separate intake and exhaust camshaft and an associated camshaft phaser, with said controller operating the camshaft phaser of one of said groups of cylinders such that all of the cylinders of such group are deactivated.

11. An engine according to claim 1, wherein said engine is an inline type having a front group of cylinders and a rear group of cylinders, with each said group having a single camshaft for both the intake and exhaust valves and an associated camshaft phaser, with said controller operating the camshaft phaser of one of said groups of cylinders such that all of the cylinders of such group are deactivated.

12. An engine according to claim 1 further comprising an intake lo manifold having a single plenum and port throttles upstream of each said intake valve for each said cylinder such that the pressure in said cylinder is approximately maintained at atmospheric pressure when said piston is part way through an exhaust stroke and part way through an intake stroke.

13. An engine according to claim 1 further comprising an intake manifold having a common plenum and a single throttle such that the pressure in said cylinder is approximately maintained at an intake manifold pressure when said piston is at the end of an intake stroke and part way through a compression stroke.

14. An engine according to claim 1 further comprising an intake manifold having separate plenums combined near a single throttle such that the pressure in said cylinder is approximately maintained at an intake manifold pressure when said piston is at the end of an intake stroke and part way through a compression stroke.

15. An engine according to claim 1 further comprising an intake manifold having separate intake plenums, each said plenum having a throttle wherein said throttles are linked together such that the pressure in said cylinder is approximately maintained at atmospheric pressure when said piston is at the end of an exhaust stroke, through an intake stroke and part way through a compression stroke.

16. A method for operating a multi-cylinder, four-stroke cycle reciprocating internal combustion engine on fewer than the maximum number of cylinders, comprising the steps of:

sensing a plurality of engine and vehicle operating parameters, including at least engine load and engine speed;

comparing the sensed operating parameters with predetermined threshold values;

issuing a fractional engine cylinder operation command in the event that the sensed parameters exceed said threshold values so as to deactivate at least one cylinder of said engine; and

,

adjusting the timing of at least one camshaft which operates poppet intake and exhaust valves of the cylinders to be deactivated so that valve lift events for both intake and exhaust valves are shifted out of phase of standard timing.

17. A method according to claim 16, further comprising the step of stopping the delivery of fuel to the cylinders which are deactivated.

18. A method according to claim 16, wherein said adjusting step comprises the step of retarding intake and exhaust valve lift approximately 90°

out of phase of standard timing.

19. A method according to claim 16, wherein said adjusting step comprises the step of advancing intake and exhaust valve lift approximately 90°

out of phase of standard timing.

20. A four-stroke cycle, multi-cylinder reciprocating internal combustion engine having a crankshaft and a plurality of pistons reciprocably contained within a plurality of cylinders, said engine comprising:

at least one intake popper valve and at least one exhaust poppet valve for each engine cylinder;

at least one camshaft for operating said intake valves and said exhaust valves;

a camshaft phaser for adjusting camshaft timing with respect to the rotational position of the crankshaft; and

,

a controller for deactivating at least some of the cylinders by operating said camshaft phaser such that for each cylinder which is to be deactivated, the camshaft is adjusted such that valve lift events for both intake and exhaust valves are shifted approximately 90°

out of phase of standard timing.