Bright Acceleration Technologies LLC

Ford Motor Company Limited

Ford Global Technolgoies, LLC

James R Clarke

Richard J Fotsch

C Thomas Sylke

Aladar O Simko

Roy E Diehl

V Durga Rao

Robert Andrew Wade

Robert Albert Stein

Alvin Henry Berger

Mark Michael Madin

Yash Andrew Imai

Al Berger

Richard J Meckstroth

Rodney John Tabaczynski

Robert A Stein

Brian C Wolfe

V Durga N Rao

Methods and systems for damping an impact velocity in an engine system are provided. In one example, the engine system comprises a variable compression ratio (VCR) mechanism including a rod length adjustment assembly configured to adjust a distance between a crankshaft interface and a piston interface. The rod length adjustment assembly also includes a fluid control circuit including a damping cavity positioned between a first rod section and second rod section and configured to dampen a relative motion between the first and second rod sections during a compression ratio adjustment to reduce noise, vibration, and/or harshness (NVH).

Engine system with variable compression ratio mechanism and method for operation of said system

Cross-port air flow that improves engine fuel economy and reduces pumping losses during part-throttle operation can be implemented in various types of internal combustion engine systems using ports that interconnect the intake ports of different cylinders, thus allowing different cylinders to share combustion air. Cross-port air flow is commenced during part-throttle engine operation to disrupt the primary combustion air flow from each throttle to its associated cylinder, which reduces charge density and engine power. The engine compensates for the reduced power by incrementally opening the throttles, thus increasing the primary combustion air flow, reducing pumping losses and improving fuel economy.

Cross-port air flow to reduce pumping losses

Synergistic induction and turbocharging includes the use of one or more throttles in close proximity to each cylinder intake valve to control air flow in each intake port delivering air to combustion cylinders in an internal combustion engine system. A turbocharger may also be affixed in close proximity to each cylinder exhaust valve to enable a synergistic combination of hyper-filling cylinders with combustion air and immediate harvesting of exhaust gas by adjacent turbochargers. In some implementations the turbochargers may be low-inertia turbochargers. The combination of individual throttles per intake port and a turbocharger in close proximity to each cylinder enables faster ramp-up of an engine in the early stages of acceleration. Various implementations thus provide improved fuel economy and improved engine performance in tandem, instead of one at the expense of the other.

Synergistic induction and turbocharging in internal combustion engine systems

Systems, methods, apparatus provide improved turbocharging of an internal combustion engine. A single, discrete turbocharger is affixed to each engine combustion cylinder. Turbochargers can be mounted to their associated cylinders in close proximity, thus harvesting higher energy exhaust gases from each combustion cylinder. Tip in and spool up responses can be further improved using low rotational inertia turbochargers that can operate effectively across a wide range of engine operational speeds. Controlled balancing valves between cylinder exhaust lines can deliver exhaust gases from a single cylinder selectively to multiple turbochargers in appropriate operational conditions. Moreover, multiple turbochargers' compressors can be configured in series to achieve pressurization compounding of combustion air for low RPM operation. Nesting of turbochargers relative to one another permits improved mounting of each turbocharger in close proximity to its corresponding combustion cylinder.

Method and apparatus for internal combustion engine system with improved turbocharging

A dual crankshaft internal combustion engine is symmetrically constructed to form a perfectly balanced engine assembly. A first crankshaft, having a first end, a second end, and being formed of a shape and with a torsional flexibility, is housed within a cylinder block and connected to a first series of cooperating pistons and cylinders. A second crankshaft, having a first end and a second end, is formed of substantially the same shape as the first crankshaft and has substantially the same torsional flexibility as the first crankshaft. The second crankshaft is also housed within the cylinder block and connected to a second series of cooperating pistons and cylinders, while being positioned parallel to the first crankshaft, with the first end of the first crankshaft being positioned adjacent to the second end of the second crankshaft.

Dual crankshaft engine with counter rotating inertial masses

An engine block of an engine has an imbalance therein. The engine is balanced by a balance shaft alternator assembly having a balance shaft that rotates synchronously with the crankshaft. The balance shaft is located at an exterior portion of engine block . The balance shaft has a rotor that rotates relative to a stator held in a fixed position relative to engine block and balance shaft . Weights may be applied to the balance shaft alternator assembly on balance shaft or on rotor or a combination of the two. The weights balance an imbalance in the engine to smooth out the operating feel of the engine.

Balance shaft and alternator assembly for an automotive vehicle

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Levering, MI, United States of America

James R Clarke