Engine with dedicated EGR exhaust port and independent exhaust valve control

• US 9,303,597 B2
• Filed: 06/22/2012
• Issued: 04/05/2016
• Est. Priority Date: 06/22/2012
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Keating, Edward J.
• Primary Examiner(s): MOULIS, THOMAS N
• Application Number:
  US13/530,210
• Publication Number:
  US 20130340728A1
• Time in Patent Office: 1,383 Days
• Field of Search: 123/90.15, 123/90.16, 123/90.17, 123/568.11, 123/568.21
• US Class Current: 1/1
• CPC Class Codes: F02D 13/0249 changing the valve timing only
• CPC Class Codes: F02D 13/0257 Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
• CPC Class Codes: F02M 26/14 in relation to the exhaust system
• CPC Class Codes: F02M 26/40 with timing means in the recirculation passage, e.g. cyclically operating valves or regenerators; with arrangements involving pressure pulsations
• CPC Class Codes: F02M 26/44 in which a main EGR passage is branched into multiple passages
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An engine assembly includes an engine block defining a cylinder, an exhaust system, and an exhaust gas recirculation system. A first cam-actuated exhaust valve is configured to control the flow of fluid from the cylinder to the exhaust system. A second cam-actuated exhaust valve configured to control the flow of fluid from the cylinder to the exhaust gas recirculation system. The timing of the second valve is adjustable independently of the timing of the first valve, thereby enabling control of EGR flow through manipulation of exhaust valve timing.

Claims

1. An engine assembly comprising:

an engine block defining a cylinder;

a crankshaft;

an air intake system;

an exhaust system;

an exhaust gas recirculation system;

a cam-actuated intake valve configured to control the flow of fluid from the air intake system to the cylinder;

a first cam-actuated exhaust valve configured to control the flow of fluid from the cylinder to the exhaust system;

a second cam-actuated exhaust valve configured to control the flow of fluid from the cylinder to the exhaust gas recirculation system;

a first cam configured to actuate said first cam-actuated exhaust valve; and

a second cam configured to actuate said second cam-actuated exhaust valve, said second cam being phase adjustable relative to the crankshaft independently of the phase of the first cam relative to the crankshaft;

wherein the second cam is characterized by a different size or shape than the first cam.

2. The engine assembly of claim 1, further comprising a camshaft assembly configured to actuate the first and second exhaust valves;

said camshaft assembly having a first shaft and a second shaft, one of said first shaft and said second shaft being concentrically disposed within the other of the first and second shaft;

said first and second shafts being configured for variable phasing therebetween;

wherein the first cam is operatively connected to the first shaft for unitary movement therewith; and

wherein the second cam is operatively connected to the second shaft for unitary movement therewith.

3. The engine assembly of claim 1, further comprising a cam phaser operatively connected to the second cam and configured to selectively adjust the phase relationship of the second cam in relation to the crankshaft.

4. An engine assembly comprising:

an engine block defining a cylinder having an intake port, a first exhaust port, and a second exhaust port;

a crankshaft;

an air intake system in fluid communication with the intake port;

an exhaust system in fluid communication with the first exhaust port and not in fluid communication with the second exhaust port;

an exhaust gas recirculation system that provides fluid communication from the second exhaust port to the air intake system, and that is not in fluid communication with the first exhaust port;

a first cam-actuated exhaust valve configured to control the flow of fluid through the first exhaust port;

a second cam-actuated exhaust valve configured to control the flow of fluid through the second exhaust port;

a first cam configured to actuate said first cam-actuated exhaust valve; and

a second cam configured to actuate said second cam-actuated exhaust valve, said second cam being phase adjustable relative to the crankshaft independently of the phase of the first cam relative to the crankshaft;

wherein the second cam is characterized by a different size or shape than the first cam.

5. The engine assembly of claim 4, further comprising a camshaft assembly having a first shaft and a second shaft, one of said first shaft and said second shaft being concentrically disposed within the other of the first and second shaft;

said first and second shafts being configured for variable phasing therebetween;

wherein the first cam is operatively connected to the first shaft for unitary movement therewith; and

wherein the second cam is operatively connected to the second shaft for unitary movement therewith.

6. The engine assembly of claim 4, further comprising a cam phaser operatively connected to the second cam and configured to selectively adjust the phase relationship of the second cam in relation to the crankshaft.

7. A method comprising:

providing an engine having a block defining a cylinder having a first exhaust port, a second exhaust port, a first exhaust valve controlling fluid flow through the first exhaust port, a second exhaust valve controlling fluid flow through the second exhaust port, an air intake system, an exhaust system providing fluid communication from the first exhaust port to the atmosphere, an exhaust gas recirculation system providing fluid communication from the second exhaust port to the air intake system, said exhaust gas recirculation system and said exhaust system being separated and not coextensive with one another; and

adjusting the amount of exhaust gas entering the exhaust gas recirculation system by adjusting the timing of the second exhaust valve relative to the first exhaust valve;

wherein the engine includes a crankshaft, a first cam configured to actuate the first exhaust valve and a second cam configured to actuate the second exhaust valve, with the second cam configured in a different size or shape from the first cam which provides a lift profile of the second exhaust valve being different from a lift profile of the first exhaust valve;

wherein said adjusting the timing of the second exhaust valve includes adjusting the phase of the second cam relative to the crankshaft independently of the phase of the first cam relative to the crankshaft.

8. The method of claim 7, wherein adjusting the timing of the second exhaust valve includes opening the second exhaust valve before the first exhaust valve to increase the amount of exhaust gas directed to the exhaust gas recirculation system than to the exhaust system.

9. The method of claim 7, wherein adjusting the timing of the second exhaust valve includes opening the first exhaust valve before the second exhaust valve to increase the amount of exhaust gas directed to the exhaust system than to the exhaust gas recirculation system.