Gm Global Technolgoy Operations, Inc.

Justin E Ketterer

Ryan M Heinbuch

Dumitru Puiu

Rodney E Baker

Christopher E Whitney

Robert S McAlpine

Kevin M Luchansky

Nathan M Picot

Pulasti Bandara

Pratap S Murthy

Venu G Ganti

Erwan R Gautier

Craig E Slepicka

Kenneth Briscoe

Andrew Michael Aerts

A vehicle engine adapted to control exhaust gas temperature (EGT) at a catalyst inlet includes an EGT sensor in communication with a system controller and adapted to measure a temperature of exhaust gas at the catalyst inlet, the system controller adapted to compare the measured EGT to a target EGT, and, when the measured EGT is greater than the target EGT, limit gas exchange within a cylinder within the engine during an intake stroke, and increase turbine efficiency of a variable geometry turbocharger of the engine by increasing boost from the variable geometry turbocharger.

Exhaust gas temperature control

A variable compression ratio (VCR) phaser configured to control a compression ratio of an engine having a crankshaft and a control shaft. The variable compress ratio phaser comprises: i) a control shaft gear configured to mesh with a gear on the control shaft of the engine and to receive torque from the control shaft; ii) a crankshaft gear configured to mesh with a gear on the crankshaft of the engine and to deliver torque to the crankshaft; and iii) a torque conversion mechanism configured to receive torque from the control shaft and to convert the torque to a linear force that changes the compression ratio of the engine.

Torque-actuated variable compression ratio phaser

A crankshaft is rotatably supported by an engine block and rotatable about a crank axis. An eccentric shaft is rotatably supported within the engine and rotatable about an eccentric shaft axis, wherein the eccentric shaft axis is parallel to and distal from the crank axis. A speed change mechanism interlinks movement of the eccentric shaft and the crankshaft. The speed change mechanism selectively varies a ratio of a rotational speed of the eccentric shaft relative to a rotational speed of the crankshaft from 1:1 to one of: &#x2212;8:1, &#x2212;6:1, &#x2212;4:1, &#x2212;2:1, &#x2212;1:1, &#x2212;0.5:1, 0:1, 0.5:1, 1:1, 2:1, 4:1, 6:1, and 8:1, thereby causing the eccentric shaft to rotate at a speed different from the crankshaft and varying a rotational position of the eccentric shaft relative to the crankshaft.

Eccentric shaft speed change mechanism

An engine assembly includes a crankshaft, a control shaft, a drive gear fixed to the crankshaft, a carrier, a first planetary gear set, an actuator, and a second planetary gear set. The first planetary gear set includes a first sun gear fixed to ground, a first ring gear engaged with the drive gear, and a first planet gear rotatably mounted on the carrier and engaged with the first ring gear and the first sun gear. The second planetary gear set includes a second sun gear fixed to the actuator, a second ring gear coupled with the control shaft, and a second planet gear rotatably mounted on the carrier and engaged with the second ring gear and the second sun gear. The actuator is operable to rotate the second sun gear and thereby adjust a ratio of a rotational speed of the crankshaft to a rotational speed of the control shaft.

Engine assembly including gearbox for varying compression ratio of engine assembly using stationary actuator

An engine assembly including a crankshaft, a bell crank pivotally mounted on the crankshaft, the bell crank having a first end and a second end opposite of the first end, a connecting rod connected to the first end of the bell crank, a control shaft, a control link mounted on the control shaft and connected to the second end of the bell crank, a driven gear fixed to the crankshaft, a drive gear fixed to the control shaft, an actuator, and a split-torque gear box splitting the torque from the driven gear between the drive gear via a first torque path and the actuator via a second torque path.

Engine assembly including a force splitter for varying compression ratio using an actuator

A method of selecting a compression ratio in an internal combustion engine having a mechanism configured to vary the compression ratio includes receiving, via an electronic controller, a requested output torque value. The method also includes determining, via the controller, a value of engine speed corresponding to the requested output torque value. The method additionally includes determining, via the controller, a compression ratio value corresponding to the requested output torque value and the determined value of the engine speed. The method also includes determining, via the controller, a position of the mechanism corresponding to the determined compression ratio value. Furthermore, the method includes commanding, via the controller, the determined position of the mechanism and thereby selecting the determined compression ratio value. A vehicle employing a variable compression ratio internal combustion engine and an electronic controller configured to operate the engine according to the method is also disclosed.

Variable compression ratio engine control strategy

A internal combustion engine comprises an engine block defining a cylinder bore, and a piston slideably supported within the cylinder bore. The piston slides reciprocally within the cylinder bore throughout an engine cycle through a piston compression stroke having a compression stroke length and a piston expansion stroke having an expansion stroke length. A crankshaft is rotatably supported by the engine block and rotatable about a crank axis, and a drive gear is co-axially mounted on the crankshaft. A control shaft is rotatably supported by the engine block and rotatable about a control axis that is parallel to and distal from the crank axis. A driven gear is coaxially mounted on the control shaft. A link rod is rotatably connected to the crankshaft and rotatable relative to the crankshaft about an axis that is parallel to and distal from the crank axis. A lower connecting rod has a first end rotatably connected to the link rod, and a second end rotatably connected to the control shaft and is rotatable relative to the control shaft about an axis that is parallel to and distal from the control axis, and an upper connecting rod has a first end rotatably connected to the link rod, and a second end rotatably connected to the piston. A phasing device is supported by the engine block between and interconnecting the crankshaft and the control shaft, and includes an idler shaft rotatable about a phase axis, an electric motor adapted to rotate the idler shaft, a gearbox mounted co-axially on the idler shaft, a crank gear supported on the gearbox co-axial to the idler shaft, and a control shaft gear mounted co-axially on the idler shaft distal from the crank gear. The drive gear engages the crank gear and transfers rotation of the crank shaft to the idler shaft, and the driven gear engages the control shaft gear and transfers rotation of the idler shaft to the control shaft, and when the electric motor rotates the idler shaft, the gearbox is adapted to allow the rotational speed of the idler shaft to change relative to the rotational speed of the crank shaft to change the rotational speed of the control shaft relative to the crankshaft and change the clearance volume.

Growing community of inventors

LaSalle, Canada

Justin E Ketterer