International Engine Intellectual Property Company, LLC

Luis Carlos Cattani

Paul Gottemoller

Martin R Zielke

Bashar Y Melhem

Michael D Bartkowicz

John R Zagone

Qianfan Xin

Robert Lawrence Rowells

Scott A Beatty

Jeremy Grant Schipper

Daniel Cornelius

Peter Popadiuc

Dileep Khadilkar

Michael Uchanski

Rogelio Rodriguez

Steven Joseph Dickerson

Ivan M Lazich

John L Cagney

Gregory A Griffin

Laura M Ricart-Ugaz

Kenneth P Ceynow

Timothy J Prochnau

Steve Gravante

Antoun Y Calash

Joseph William August

Steve Ryan

Ernst Duerr

George L Banta, Iii

Dirk Jungen

Richard Franzwa

James R Cigler

Jer Sheng Chen

Eric Kastanis

Rahul Dev Rajampeta

Jer Shen Jason Chen

Rogelio Rodiguez

Jim Burke

Shree C Kanchanavally

John Zagone

A method of setting actuator position of a variable geometry turbine linked to drive a compressor for a compression ignition engine using exhaust gas recirculation. The method includes detecting an engine transient event; determining current mass air flow through the compressor and exhaust temperature; resetting variable geometry turbine position to maximize mass air flow through the compressor; adding the maximum allowable quantity of fuel; determining exhaust temperature increase; adjusting exhaust pressure to allow an increase in mass air flow and exhaust temperature; and returning to the resetting step until a limit is reached.

Control method for variable geometry exhaust turbine

A system and method for managing the characteristics of engine oil in a lubrication system for an internal combustion engine is disclosed. Generally speaking, the method includes the steps of determining a target viscosity for the engine oil based on engine speed and engine load, determining a working viscosity which may be directly measured or determined based on engine oil temperature and engine oil type, comparing the target viscosity to the working viscosity, deriving a target engine oil temperature, and directing engine oil to one of an oil cooler, an oil heater, or neither when and until the target engine oil temperature is achieved. The oil viscosity management system includes an engine lubrication system having a volume of engine oil, a cooler coupled to the lubrication system, a heating mechanism also coupled to the lubrication system, a valving system for directing flow of the oil and coupled to each of the lubrication system, the cooler and the heating mechanism, a signal generator for generating a signal based on operational parameters of the engine, and an estimator for controlling the valving system in response to the signal.

Oil property management system and method for internal combustion engine fuel economy and minimum wear rates

A system and method for controlling the quantity of compressed air that may enter into an engine cylinder during the intake stroke of a piston during an engine braking event. A control throttle may be positioned to restrict the quantity of compressed air that may enter into the cylinder during the intake stroke. The control throttle may also be positioned downstream of the engine and configured to adjustably restrict the quantity of exhaust gas that may be delivered to a turbine. By restricting the exhaust gas delivered to the turbine, the power generated by the turbine that is used by the compressor to compress intake air may also be reduced. Moreover, by controlling the power available to the compressor, the quantity of compressed intake air may be controlled, which allows for control of the quantity of compressed air that enters into the cylinder during the compression stroke.

Engine braking

In response to activation of a compression release brake when a motor vehicle having a turbocharged internal combustion engine is operating at some elevation above sea level and a turbocharger compressor is operating in a region of an operating map which is creating boost air in an engine intake manifold which would cause the compression release brake to decelerate the vehicle more slowly at that elevation than it would at sea level for the same operating conditions of the vehicle and engine other than altitude, the compression release brake decelerates the vehicle less slowly by causing an exhaust gas recirculation system to reduce at least one of a) mass of exhaust diverted to an intake system of the engine and b) cooling of the diverted exhaust.

Turbocharger operation to increase brake effectiveness

An exhaust gas turbocharger housing () for an engine includes a main turbine housing portion () and a throat portion () defining an exhaust gas passageway () that is in upstream fluid communication with the main turbine housing. The exhaust passageway () communicates exhaust gases (EG) to the main turbine housing portion (). A flow divider () generally bisects the exhaust gas passageway () forming a first inlet passageway (A) and a second inlet passageway (B). A flow hole () is disposed through the flow divider () for permitting the fluid communication of exhaust gas (EG) from the first inlet passageway (A) to the second inlet passageway (B).

Exhaust pulse energy divider

When the difference by which pressure in an engine exhaust manifold exceeds pressure in an engine intake manifold becomes less than a selected difference while an intake valve operating mechanism is closing cylinder intake valves at a selected time in the engine cycle, while an EGR system is conveying the engine exhaust component of an air/exhaust mixture from an exhaust system to an intake system, and a certain quantity of NOx is present in engine exhaust entering the exhaust manifold, the quantity of NOx present in engine exhaust entering the exhaust manifold is reduced below that certain quantity by causing the intake valve operating mechanism to close the cylinder intake valves earlier in the engine cycle than the selected time.

VVA control of NOx in a low &#x394;P area of an engine operating map

A method is provided for operating an engine to limit soot emissions during fuel-enriched operation. The method includes operating the engine using a first fuel injection pattern and timing to inject fuel into a combustion chamber of the engine. The method further includes receiving a request for an increased engine power output and operating the engine using a second fuel injection pattern and timing to inject more fuel into the combustion in response to the request for the increased power output, where the second fuel injection pattern and timing is configured to minimize soot emissions during enriched fuel operations, such as during transient operations.

Fuel injection pattern and timing

An engine braking system includes a turbocharger having a turbine and a compressor. An exhaust manifold includes a first pipe for channeling a first portion of the engine exhaust and a second pipe for channeling a second portion of the engine exhaust. The first and second pipes are connected to an inlet of the turbine. A cross pipe, as part of an exhaust gas recirculation (EGR) conduit, is open between the first and second pipes and at one end to the remaining portion of the EGR conduit. A valve can be arranged within the cross pipe and ca be operable in a first mode of operation to block flow between the first and second pipes and allow flow between the first pipe and the remaining portion of the EGR conduit and to allow flow between the first and second pipes and the inlet of the turbine. The valve is operable in a second mode of operation to allow flow between the first and second pipes, and to reduce or block flow between the second pipe and the turbine inlet.

Exhaust system for engine braking

An expansion tank () for a vehicle cooling system () of an engine using a liquid coolant () includes a tank body () defining a first volume (V) containing coolant (), wherein the coolant defines a variable coolant elevation level (CEL) within the tank body. The tank body () also defines an upper volume () containing air. A bladder () is disposed in the tank body () and defines a second volume (V) containing air. The bladder () includes a flexible membrane () actuated by an actuator (). When the engine is stopped or is below a predetermined temperature, the flexible membrane () is moveable to a first position (FP) which lowers the coolant elevation level (CEL), and when the engine is started or reaches a predetermined temperature, the flexible membrane () is moveable to a second position (SP) which raises the coolant elevation level. A communicating line () is in fluid communication between the upper volume () and the second volume (V) to fluidly communicate air therebetween.

Expansion tank for vehicle cooling system

A circuit for cooling exhaust gas being recirculated through an EGR system () of an engine () from an exhaust system () successively through first and second heat exchangers () to an intake system () for entrainment with intake air. Each heat exchanger has a respective coolant inlet through which liquid coolant enters and a respective coolant outlet through which liquid coolant exits after having absorbed heat from recirculated exhaust gas. The circuit has a third heat exchanger () to which coolant coming from the outlet of one of the first and second heat exchangers rejects heat, and parallel branches () through which coolant enters the inlet of the other of the first and second heat exchangers. One of the parallel branches has a fourth heat exchanger () to which coolant flowing through that branch rejects heat, and one or more devices (A) for controlling the quantity of coolant flowing through each branch.

FLEX dual stage EGR cooling

A method for dislodging exhaust gas deposits from an exhaust gas recirculation (EGR) cooler () associated with an engine includes the steps of providing at least one on-board gas source (S) for providing a gas (G) at a superatmospheric pressure, and placing the EGR cooler in fluid communication with the gas source through a supply conduit (). The supply conduit () includes at least one valve (V) that is selectively operable to a closed condition closing the supply conduit and to an open position opening the supply conduit. The method also includes the step of operating the at least one valve (V) from the closed condition to the open condition to allow the superatmospheric gas (G) to flow through the supply conduit () to the EGR cooler ().

EGR cooler cleaning system and method

A system for driving an EGR stream for an engine includes an exhaust gas turbine, a main compressor and a supplemental EGR compressor. The turbine drives the main compressor to pressurize intake air and drives the supplemental EGR compressor to pressurize an EGR exhaust gas stream to be introduced into the intake air system. A supplemental EGR compressor takes suction of exhaust gas downstream from the turbine. A three-way valve proportions exhaust gas between the engine exhaust gas discharge conduit and the suction of the supplemental EGR compressor. The turbine drives a shaft and the main compressor and the supplemental EGR compressor are driven by having corresponding compressor wheels fixed onto the common shaft.

System using supplemental compressor for EGR

A control system for engine braking for a vehicle powered by a turbocharged engine uses a supercharger to assist a turbocharger compressor to boost turbocharger air flow into the engine cylinders. An engine driven air pumping device draws ambient air, or alternately exhaust gas through the pump inlet, compresses the air, and delivers the compressed air through the pump outlet to the turbocharger compressor inlet or alternately the turbocharger compressor outlet. The increased air flow into the cylinders and out of the cylinder exhaust valves increases retarding power of the vehicle.

Supercharged boost-assist engine brake

A breather system for a crankcase of an internal combustion engine, includes a centrifuge driven by the engine turbocharger. The turbocharger has a turbine and a compressor, the compressor driven by the turbine. The centrifuge is driven by the turbine on a common shaft with the compressor and includes a centrifuge inlet, a gas outlet and an oil outlet. Crankcase gas is delivered to the centrifuge and oil is removed by the centrifuge and collected within the turbocharger housing and substantially oil free gas is passed through the centrifuge, through an axially passage in the shaft and into an inlet of the compressor.

Turbocharger with integrated centrifugal breather

A first loop contains engine coolant passageways () and a first radiator (). A second loop contains a first EGR cooler (). A third loop contains a second EGR cooler (), a second radiator (), a charge air cooler (LP), a first valve (), and a second valve (). Valve () apportions coolant flow entering an inlet (A) to parallel flow paths, one including second radiator () and the other being a bypass around radiator (). The apportioned flows merge into confluent flow to both an inlet of charge air cooler (LP) and a first inlet (B) of valve (). Valve () has an outlet (C) communicated to an inlet of second EGR cooler (). The first condition of valve () closes a second inlet (A) to coolant flowing toward both the second inlet (A) and inlet (A) while opening inlet (B) to outlet (C). The second condition of valve () opens second inlet (A) to coolant flowing toward second inlet (A) and inlet (A) of the valve () while closing first inlet (B) of valve () to outlet (C) of valve ().

Growing community of inventors

Aurora, IL, United States of America

Luis Carlos Cattani