Internal combustion engine with variable camshaft timing, charge motion control valve, and variable air/fuel ratio

• US 5,957,096 A
• Filed: 06/09/1998
• Issued: 09/28/1999
• Est. Priority Date: 06/09/1998
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Stein, Robert Albert, Clarke, James Ryland
• Primary Examiner(s): Lo, Weilun
• Application Number:
  US09/094,017
• Time in Patent Office: 476 Days
• Field of Search: 123/90.15, 123/90.16, 123/90.17, 123/90.31, 123/301, 123/302, 123/305, 123/306, 123/308, 123/432, 60/285
• US Class Current: 123/90.15
• CPC Class Codes: F01L 1/26 characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with coaxial valves F01L1/28
• 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: F02F 1/4214 specially adapted for four or more valves per cylinder

Abstract

A reciprocating internal combustion engine has at least one camshaft for actuating intake and exhaust valves and a camshaft drive for rotating the camshaft and for adjusting the rotational timing of the camshaft with respect to the crankshaft. A charge motion control valve and the variable camshaft timing mechanism are both used to selectively impart angular momentum to charge entering the engine'"'"'s cylinder(s).

Claims

1. A reciprocating internal combustion engine having at least one cylinder with a piston, a crankshaft, a connecting rod joining the piston and the crankshaft, an intake manifold, and intake and exhaust poppet valves servicing the cylinder, with said engine further comprising:

a single camshaft for actuating said intake and exhaust valves;

a camshaft drive for rotating the camshaft and for adjusting the rotational timing of the camshaft with respect to the crankshaft, with the camshaft having a base timing;

a charge motion control valve for selectively imparting angular momentum to charge entering the cylinder; and

a controller for operating the camshaft drive and the motion control valve, with the controller operating the camshaft drive to progressively retard the camshaft timing until the engine reaches a predetermined operating condition corresponding to maximum practicable retard.

2. An engine according to claim 1, wherein said controller operates said camshaft drive such that the exhaust valve begins to open at approximately BDC.

3. An engine according to claim 1, wherein the operating condition corresponding to maximum practicable retard is determined as a point at which the engine'"'"'s combustion becomes unstable.

4. An engine according to claim 1, wherein the operating condition corresponding to maximum practicable retard is determined as a point at which the air pressure within the intake manifold approaches ambient air pressure.

5. An engine according to claim 1, wherein the motion control valve is operated by the controller such that the valve is closed during operation at low to moderate loads and opened during operation at higher to full engine loads.

6. An engine according to claim 1, wherein the base timing of said camshaft is characterized by a period of valve overlap operation proximate the TDC position of the piston and crankshaft.

7. An engine according to claim 6, wherein the base timing of said camshaft is characterized by a period of valve overlap operation slightly before the TDC position of the piston and crankshaft.

8. An engine according to claim 6, wherein the controller operates the engine with the camshaft at the base timing and the charge motion control valve in a closed position in the event that the engine is cold.

9. An engine according to claim 1, wherein said controller operates said camshaft drive such that a period of valve overlap begins at least 10°

after TDC.

10. An engine according to claim 1, wherein said controller operates said camshaft drive such that a period of valve overlap begins after TDC.

11. An engine according to claim 1, further comprising a fuel delivery system operated by said controller such that the engine will be furnished with sufficient fuel to achieve fuel lean combustion during normal operating conditions and stoichiometric combustion during regeneration of a NOx trap associated with the engine.

12. An engine according to claim 11, wherein said fuel delivery system comprises a port fuel injection system.

13. An engine according to claim 11, wherein said fuel delivery system comprises a direct cylinder fuel injection system.

14. An engine according to claim 11, wherein the controller operates the camshaft drive such that once camshaft timing has been established at any particular engine speed and load, the camshaft timing will be maintained at approximately a constant value during both lean and stoichiometric combustion.

15. An engine according to claim 11, wherein the controller operates the camshaft drive such that once camshaft timing has been established at any particular engine speed and load, the camshaft timing will be maintained at approximately a constant value during both lean and stoichiometric combustion, with the controller operating the fuel delivery system to give either the lean or stoichiometric combustion with a relatively constant air charge.

16. A reciprocating internal combustion engine having at least one cylinder with a piston, a crankshaft, a connecting rod joining the piston and the crankshaft, an intake manifold, and intake and exhaust poppet valves servicing the cylinder, with said engine further comprising:

a single camshaft for actuating said intake and exhaust valves of said at least one cylinder;

a camshaft drive for rotating the camshaft and for adjusting the rotational timing of the camshaft with respect to the crankshaft, with the camshaft having a base timing;

a charge motion control valve for selectively imparting angular momentum to charge entering the cylinder; and

a controller connected with a plurality of sensors for sensing engine operating condition and for operating the camshaft drive to progressively retard the camshaft timing until the engine reaches a predetermined operating condition corresponding to maximum practicable retard.

17. An engine according to claim 16, wherein the camshaft timing is retarded by approximately 60 crankshaft degrees from the base timing in the most retarded position.

18. An engine according to claim 16, wherein the controller progressively retards the camshaft timing until the engine'"'"'s combustion roughness exceeds a predetermined threshold.

19. An engine according to claim 16, wherein the controller progressively retards the camshaft timing until the air pressure within the intake manifold approximates atmospheric pressure.

20. An engine according to claim 16, wherein each of said at least one cylinders has a single intake valve.

21. An engine according to claim 16, wherein each of said at least one cylinders has a plurality of intake valves.