Engine with dedicated EGR exhaust port and independently deactivatable exhaust valves

• US 9,404,427 B2
• Filed: 06/22/2012
• Issued: 08/02/2016
• 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): VILAKAZI, SIZO BINDA
• Application Number:
  US13/530,181
• Publication Number:
  US 20130340727A1
• Time in Patent Office: 1,502 Days
• Field of Search: 12356812-56832, 602/78, 606/02, 606/052
• US Class Current: 1/1
• CPC Class Codes: F02D 13/0276 Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
• CPC Class Codes: F02M 26/41 characterised by the arrangement of the recirculation passage in relation to the engine, e.g. to cylinder heads, liners, spark plugs or manifolds; characterised by the arrangement of the recirculation passage in relation to specially adapted combustion chambers
• 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 exhaust valve is configured to control the flow of fluid from the cylinder to the exhaust system. A second exhaust valve configured to control the flow of fluid from the cylinder to the exhaust gas recirculation system. The second valve is deactivatable independently of the first valve, thereby enabling EGR flow.

Claims

1. An engine assembly comprising:

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

an air intake system;

an exhaust system in fluid communication with the first exhaust port and the third 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 direct fluid communication with either the first exhaust port or the third exhaust port;

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

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

a third exhaust valve configured to control the flow of fluid though the third exhaust port;

said second exhaust valve being selectively activatable and deactivatable independently of the first exhaust valve and the third exhaust valve.

2. The engine assembly of claim 1, wherein the first exhaust valve is selectively activatable and deactivatable independently of the second exhaust valve.

3. The engine assembly of claim 2, wherein the first exhaust valve is selectively activatable and deactivatable independently of the third exhaust valve.

4. The engine assembly of claim 3, further comprising a controller operatively connected to the first and second exhaust valves to control whether the first and second exhaust valves are activated or deactivated.

5. The engine assembly of claim 4, wherein the controller is configured to selectively cause the engine to operate in a first mode of operation in which the first exhaust valve is activated and the second exhaust valve is deactivated.

6. The engine assembly of claim 5, wherein the controller is configured to selectively cause the engine to operate in a second mode of operation in which the first exhaust valve is deactivated and the second exhaust valve is activated.

7. The engine assembly of claim 6, wherein the third exhaust valve is activated in the first and second modes of operation.

8. The engine assembly of claim 7, wherein the first cylinder has a first intake port and the second cylinder has a second intake port;

wherein the air intake system includes an intake manifold in fluid communication with the first intake port and the second intake port;

wherein the engine assembly further includes a first throttle valve upstream of the intake manifold; and

wherein the engine assembly further includes a second throttle valve downstream of the intake manifold and upstream of the first intake port.

9. An engine assembly comprising:

an engine block defining a cylinder;

an exhaust system;

an exhaust gas recirculation system;

a first exhaust valve configured to control the flow of fluid through a first exhaust port from the cylinder to the exhaust system such that the first exhaust port delivers the flow of fluid directly to the exhaust system independently of the exhaust gas recirculation system;

a second exhaust valve configured to control the flow of fluid through a second exhaust port from the cylinder to the exhaust gas recirculation system such that the second exhaust port delivers the flow of fluid directly to the exhaust gas recirculation system to bypass the exhaust system; and

said second exhaust valve being selectively activatable and deactivatable independently of the first exhaust valve.

10. The engine assembly of claim 9, wherein the first exhaust valve is selectively activatable and deactivatable independently of the second exhaust valve.

11. The engine assembly of claim 10, further comprising a controller operatively connected to the first and second exhaust valves to control whether the first and second exhaust valves are activated or deactivated.

12. The engine assembly of claim 11, wherein the controller is configured to selectively cause the engine to operate in a first mode of operation in which the first exhaust valve is activated and the second exhaust valve is deactivated.

13. The engine assembly of claim 12, wherein the controller is configured to selectively cause the engine to operate in a second mode of operation in which the first exhaust valve is deactivated and the second exhaust valve is activated.

14. The engine assembly of claim 13, wherein the controller is configured to selectively cause the engine to operate in a third mode of operation in which the first exhaust valve and the second exhaust valve are activated.