Gm Global Technolgoy Operations, Inc.

International Engine Intellectual Property Company, LLC

Electro-motive Diesel, Inc.

Paul Gottemoller

Michael B Goetzke

Luis Carlos Cattani

Ramesh B Poola

John R Zagone

Richard Wayne Tupek

Michael D Bartkowicz

Richard J Lill

Martin R Zielke

Jerry Van Polen

Bashar Y Melhem

David Corba

Keith E Solomons

Gary Robert Svihla

Bradley S Silvers

Timothy M Lyons

Terry G Wood

Wojciech T Pierga

Steven Joseph Dickerson

Qianfan Xin

Alfredo Leanos

James P Burke

William John Papke

Joshua Horner

Jim Burke

Donald E Meyer

Hassan Z Hannon

Richard Franzwa

Monique M Yeager

Melvin Jerry Tomblin

Dirk Jungen

John Zagone

Michael Barry Goetzke

The present technology provides methods and systems for reducing ice buildup in a closed engine breather system. The systems comprise an air inlet duct, a compressor wheel and a compressor cover. The compressor cover comprises a breather gas port. The breather gas port is placed in the compressor cover at a location within close proximity to the leading edge of the compressor wheel so that the compressor wheel is capable of removing ice that accumulates at the breather gas port. The present technology also provides methods that include providing an air inlet duct, a compressor wheel, and a compressor cover with a breather gas port in the compressor cover. In this manner the compressor wheel can grind or shave off ice that accumulates at the breather gas port.

Reducing turbocharger ice damage

An elapsed time from a time at which the engine last ceased running until a time of occurrence of an engine start command which causes the cranking motor and the lubrication pump to operate is measured. The onset of fueling of the engine cylinders is a function of the elapsed time measured.

Engine starting control strategy

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

A turbocharger bypass system and method for minimizing the occurrence of oil seepage from the bearing housing into the compressor housing as a result of a pressure differential across the bearing housing and the compressor housing. A bypass system with a pressure dependent check valve is connected to the inlet air passage of a turbocharged engine. When the pressure in the inlet air passage drops to below atmosphere or a predetermined level of depression, the check valve opens to allow a flow of atmospheric air into the inlet air passage, thus minimizing or eliminating the pressure differential generated as a result of a vacuum in the inlet air passage during motoring conditions, or when an exhaust valve downstream of the turbocharger is closed, such as during engine braking. The bypass system is applicable to both single stage and dual stage turbocharged internal combustion engines.

Turbocharger bypass system

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

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

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 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 method of starting an engine is provided. A starter is initiated to impart a first engine speed to a crankshaft of the engine. Fuel injects at a first rate into at least one cylinder of the engine. Fuel in the at least one cylinder of the engine combusts to operate the engine at generally the first speed imparted to the crankshaft of the engine by the starter until a predetermined oil pressure develops within the engine.

Engine with electronically controlled starting method

A turbocharger () for an internal combustion engine includes a compressor () having an impellor () disposed in a compressor chamber (). The compressor chamber () receives fluid flow. A flow regulation mechanism () is disposed in the compressor () and includes a diffuser cover () and a recirculation gate (). The diffuser cover () is moveably disposed in a diffuser passage () from a first position permitting fluid flow through the diffuser passage to a second position at least partially impeding the fluid flow. The recirculation gate () is moveably disposed in the compressor chamber () from a first position closing a recirculation groove () to a second position opening the recirculation groove to fluid communication with the compressor chamber.

Flow regulation mechanism for turbocharger compressor

A diesel engine intake cam profile creates two intake valve events separated by a short dwell period each engine cycle. A relatively low valve lift during an engine exhaust event allows a portion of the exhaust gas to flow into an intake manifold and mix with intake air. The intake valve is then nearly closed for a dwell period until a normal intake valve opening occurs, drawing the mixture of air and exhaust gas back into the combustion chamber for compression and burning, upon closure of the intake valves.

Method and intake cam for retaining exhaust residuals for emissions reduction in a diesel engine

A hybrid fuel injection system which allows electronic control over the injection processes, wherein selective rate shaping and multiplicity of injections is possible. The hybrid fuel injection system consists of an add-on common rail system (CRS) which provides supplemental fuel injections with respect to the main fuel injections provided by a unit pump system (UPS). Additionally, the CRS can serve to provide fuel injections as necessary to effect a 'limp-home' mode of engine operation in the event of a failure of the UPS. Both the CRS and the UPS use common fuel supply, return, injector, and electronic controller.

Hybrid fuel injection system

An engine charge air-cooling system with water fumigation for an internal combustion engine includes a charge air cooler having a housing, a heat exchanger core, an air inlet and an air outlet. The charge air cooler inlet is connected to an outlet of a compressed air source, such as a turbocharger, through a cooler intake header. The charge air cooler outlet is connected through a cooler outlet header to cylinder intake ports of the engine. The cooler intake header is adapted to receive water in a passage below the cooler inlet. Hot, compressed charge air entering the charge air cooler through the intake header mixes with water vapor formed in the header, thereby humidifying the charge air that enters the cylinders from the charge air cooler. The high, energy absorbing capability of the water molecule reduces the peak combustion temperature, thereby reducing NOx production in the combustion reaction.

Engine with charge air-cooling system with water fumigation

An optimized engine charge air-cooling system for an internal combustion engine includes a charge air cooler side mounted along an outboard side of each engine cylinder bank of the engine. The charge air coolers extend the full length of the cylinder banks. The charge air coolers each include a housing, a core, an air inlet and an air outlet. The charge air cooler inlets are connected to an outlet of a compressed air source, such as a turbocharger, through cooler intake headers. The charge air cooler outlets are connected through cooler outlet headers to cylinder intake ports of cylinders in the cylinder banks. The design of the charge air-cooling system allows for highly effective cooling of charge air with a corresponding small drop in charge air pressure. These features combine to achieve the result of decreased engine nitrogen oxides (NOx) production and increased engine fuel economy.

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Palos Park, IL, United States of America

Paul Gottemoller