Internal combustion engine with camshaft phase shifting and internal EGR

• US 5,934,263 A
• Filed: 07/09/1997
• Issued: 08/10/1999
• Est. Priority Date: 07/09/1997
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Russ, Stephen George, Stockhausen, William Francis
• Primary Examiner(s): Dolinar, Andrew M.
• Assistant Examiner(s): Castro, Arnold
• Application Number:
  US08/890,506
• Time in Patent Office: 762 Days
• Field of Search: 123/568.14, 123/198 F, 123/698, 123/704
• US Class Current: 123/698
• CPC Class Codes: F01L 1/34 characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
• CPC Class Codes: F02B 2275/18 DOHC [Double overhead camshaft]
• CPC Class Codes: F02D 17/026 delivering compressed fluid, e.g. air, reformed gas, to the active cylinders other than during starting
• CPC Class Codes: F02M 26/01 Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages

Abstract

A four-stroke cycle, multi-cylinder reciprocating internal combustion engine (10) has a camshaft phaser (34) for adjusting the rotational position of the intake and exhaust camshafts (25, 26) with respect to the rotational position of the crankshaft (12) so that some of the cylinders (8) of the engine (10) may be deactivated. A common intake plenum (38) provides intake air to each of the cylinders (8) during normal engine operation, while an exhaust system (40) receives exhaust gasses from both the deactivatable cylinders (8a) as well as the other cylinders (8b). The cam phaser (34) adjusts the camshaft positions during cylinder deactivation operation such that the deactivated cylinders (8a) pump exhaust gas through the deactivated cylinders (8a) into the common plenum (38), which is employed by the still active cylinders (8b) as EGR gas.

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 first camshaft for operating some of the intake valves and a second camshaft for operating some of the exhaust valves, with the two camshafts mechanically linked together;

a camshaft phaser coupled to at least one of the first and second camshafts for simultaneously adjusting the rotational position of the first and second camshafts with respect to the rotational position of the crankshaft;

an intake manifold having a common plenum in communication with each of the intake valves;

an interconnected exhaust system for receiving exhaust gases from at least some cylinders which are to remain fully active and at least some of the cylinders to be deactivated; and

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

2. The engine of claim 1 wherein intake manifold runners extend from the common plenum to each of the cylinders, and wherein the engine further includes an exhaust gas oxygen sensor mounted in one of the intake manifold runners for one of the cylinders that is deactivatable, with the sensor operatively engaging the controller.

3. The engine of claim 2 wherein the exhaust gas oxygen sensor is a heated exhaust gas oxygen sensor.

4. The engine of claim 1 further including an exhaust gas oxygen sensor mounted in the common plenum and operatively engaging the controller.

5. The engine of claim 4 wherein the exhaust gas oxygen sensor is a universal exhaust gas oxygen sensor.

6. The engine of claim 1 wherein the controller operates said camshaft phaser such that the camshafts are retarded substantially more than 90°

out of phase of standard timing.

7. The engine of claim 1 wherein the controller operates the camshaft phaser such that the camshafts are advanced substantially more than 90°

out of phase of standard timing.

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

9. 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:

providing an intake manifold having a common plenum;

providing an exhaust system connected to the cylinders;

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;

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;

providing an exhaust gas oxygen sensor in the common plenum;

monitoring an equivalence ratio in the common plenum with the exhaust gas oxygen sensor;

comparing the sensed equivalence ratio with a desired equivalence ratio; and

adjusting the timing of the at least one camshaft based on the comparison of the sensed and desired equivalence ratios so that an desired amount of exhaust gas flows out past the poppet intake valve of the cylinders that are deactivated into the common plenum.

10. The method of claim 9 wherein the adjusting step comprises the step of retarding intake and exhaust valve lift substantially more than 90°

out of phase of standard timing.

11. The method of claim 10 wherein the further adjusting step comprises retarding the timing of the at least one camshaft up to an additional 20°

.

12. The method of claim 9 wherein the adjusting step comprises the step of advancing intake and exhaust valve lift substantially more than 90°

out of phase of standard timing.

13. 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:

providing an intake manifold having a common plenum and intake manifold runners between the common plenum and each of the cylinders;

providing an exhaust system connected to the cylinders;

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;

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;

providing an exhaust gas oxygen sensor in one of an intake manifold runners of one of the cylinders to be deactivated;

monitoring the equivalence ratio in one of the intake manifold runners of one of the cylinders to be deactivated with the exhaust gas oxygen sensor;

comparing the sensed equivalence ratio with a desired equivalence ratio; and

adjusting the timing of the at least one camshaft based on the comparison of the sensed and desired equivalence ratios so that the desired amount of exhaust gas flows out past the poppet intake valve of the cylinders that are deactivated into the common plenum.