Gm Global Technolgoy Operations, Inc.

Robert Lionel Jacques

Alan Edgar Bowler

Kevin M Luchansky

William B Riley

Matthew J Snider

Mark Stabinsky

Kenneth R Kridner

Lung-Wen Tsai

William A Bear

Andrew E Buczynsky

Jeff Jocsak

Adam S Kwiatkowski

Scott K Wilson

Patrick J Tow

Randy L Dufresne

Cynthia Ann Stuvel

Gary L Nye

Gerald J Hysko, Jr

Stephen B Pass

Richard L Metcalf

Kevin L Roussey

Richard Lorenze Johnson

James E Foss

James Tuttle

An engine assembly includes an engine structure and an intake manifold assembly coupled to the engine structure. The engine structure defines first and second banks of cylinders. The intake manifold assembly includes first and second plenums and first and second sets of runners. The first and second plenums are located laterally between the first and second banks of cylinders. The second plenum is located laterally between the first plenum and the second bank of cylinders at first and second longitudinal ends of the intake manifold assembly and laterally between the first plenum and the first bank of cylinders at a medial region of the intake manifold assembly.

Engine assembly including intake manifold assembly

A number of variations may include a product including an intake system to provide air to an engine, the intake system including an inlet manifold to provide an air flow pathway to an inlet port; wherein the inlet manifold includes a false floor at least partially defining a plenum, the plenum at least partially separated from a sump, the sump at least partially defined in a lower portion of the inlet manifold; and wherein the sump includes a heat source.

Engine intake with sump having a heat source

According to one embodiment of the invention, an internal combustion engine includes a first exhaust port in a cylinder head of the internal combustion engine, a first one way valve coupled to a secondary air system, the first one way valve configured to restrict fluid communication from the first exhaust port to the secondary air system. The engine also includes a second exhaust port in the cylinder head and a second one way valve coupled to the secondary air system, the second one way valve configured to restrict fluid communication from the second exhaust port to the secondary air system, wherein the first and second exhaust ports are in fluid communication with a turbocharger.

Secondary air injection system and method

An engine assembly may include an engine structure, a camshaft, a timing wheel and a camshaft position sensor. The camshaft may be rotationally supported within the engine structure and may have a non-magnetic journal rotationally fixed thereto. The timing wheel may be rotationally fixed to the camshaft proximate the non-magnetic journal. The camshaft position sensor may be coupled to the engine structure and configured to determine the rotational position of the camshaft based on a magnetic impulse from the timing wheel.

Engine assembly having camshaft with non-magnetic journal

An engine assembly includes an engine structure, an air bleed valve and a hydraulically actuated engine component. The engine structure defines a first oil supply passage. The air bleed valve is in communication with the first oil supply passage and purges air from pressurized oil within the first oil supply passage. The hydraulically actuated engine component is in communication with the oil supply passage.

Engine including oil pressure passage with air bleed

An engine assembly includes a crankshaft having a first axis of rotation and a crankpin offset from the first axis of rotation. A second shaft is offset from the crankshaft and has a second axis of rotation. A piston is movable in a cylinder between a top dead center position and a bottom dead center position to drive the crankshaft. A connecting rod extends from the piston. A four-jointed linkage assembly pivotably connects the connecting rod, crankshaft, and second shaft. A drive system operatively connects the crankshaft and the second shaft to drive the second shaft via the crankshaft. A phasing mechanism connects the drive system and the second shaft and is controllable to vary the rotational position of the second shaft relative to the crankshaft.

Engine assembly with phasing mechanism on eccentric shaft for variable cycle engine

An engine includes a fluid pump configured to pressurize oil and a cylinder configured to combust a mixture of fuel and air therein. The engine also includes a valve arrangement configured to deliver air or fuel and air mixture to and exhaust post-combustion gases from the cylinder. The engine additionally includes fluidly connected first and second switching mechanisms, and an oil gallery fluidly connecting the fluid pump and the second switching mechanism. The engine additionally includes an oil squirter in fluid communication with the second switching mechanism and configured to spray the pressurized oil into the cylinder. The second switching mechanism is operated by the pressurized oil to selectively activate and deactivate operation of the valve arrangement. Moreover, the first switching mechanism is configured to alternately direct the pressurized oil to the second switching mechanism to deactivate the operation of the valve arrangement and to feed the oil squirter.

Control of engine with active fuel management

A cooling system for an internal combustion engine comprises a tubular conduit configured to conduct coolant to and from various components of the internal combustion engine and to remove excess heat therefrom. A shield portion is fluidly coupled inline of the tubular conduit and is disposed between a heat source and a cooler operating component. The expanded portion further comprises a cooling body, an inlet in fluid communication with the tubular conduit and configured to conduct coolant into the cooling body and an outlet in fluid communication with the tubular conduit and is configured to conduct coolant out of the cooling body.

Cooling system for an internal combustion engine

A method and system of determining a maximum oil change limit for an engine considering the engine operating environment and location is provided. An engine location indicator is generated in response to a trigger, using a locating device in communication with a controller. The locating device may include a global positioning system (GPS) receiver. The engine may be an internal combustion engine on a vehicle configured as one of a hybrid vehicle and an extended range electric vehicle. The trigger may be one of a calendar time, a key-on event, an oil change event, and a signal provided by the controller. The controller may generate the maximum oil change limit of the engine using one or more oil change indices, each defined by the engine location and/or time in location. The maximum oil change limit and/or an oil change limit alert may be provided as an output of the controller.

Method and system for oil life monitoring

A cam phaser assembly may include a stator assembly, a rotor assembly, and a lock assembly. The stator assembly may be rotationally driven by an engine crankshaft. The rotor assembly may be engaged with the stator assembly and fixed for rotation with an engine camshaft. The rotor assembly may include a radially extending vane located within a recess of the stator assembly to define advance and retard chambers receiving pressurized fluid to rotationally displace the rotor assembly. The lock assembly may be engaged with the stator assembly and the rotor assembly during first and second operating conditions. The lock assembly may include a lock pin mechanically securing the rotor assembly in a rotationally advanced position relative to the stator assembly during the first operating condition and mechanically securing the rotor assembly in a rotationally retarded position relative to the stator assembly during the second operating condition.

Engine assembly including cam phaser with dual lock position

A mechanical vacuum pump for an engine includes a flange configured for attachment to a cylinder head of the engine. The flange defines a bore, which is configured for interconnecting an injection air inlet in the cylinder head with an injection air outlet of a secondary air injection valve. The secondary air injection valve is directly mounted to the mechanical vacuum pump, thereby indirectly mounting the secondary air injection valve to the cylinder head of the engine, with the bore communicating fresh air from the secondary air injection valve to the cylinder head.

Mechanical vacuum pump integrated with coupled secondary air injection valve

A balancer assembly for an engine includes a first balance shaft and a second balance shaft parallel with and laterally spaced from the first balance shaft. The first balance shaft includes a first counterweight portion and a second counterweight portion axially spaced from each other, with each defining a first radius. The second balance shaft includes a central counterweight defining a second radius. The central counterweight is axially disposed between the first counterweight portion and the second counterweight portion to allow a radial overlap with the first counterweight portion and the second counterweight portion, with the first radius being greater than the second radius.

Compact second order balance shaft arrangement with low inertia driven shaft

A camshaft assembly may include a shaft and a mechanical vacuum pump. The shaft may define first and second ends and include first and second lobes and first and second bearing support structures distributed between the first and second end. The shaft may define a first vane opening. The mechanical pump may be coupled to the shaft between the first and second ends. The mechanical vacuum pump may include a cover, a housing coupled to the cover to define a cavity therebetween and a vane. The cover may define a cover opening that rotatably receives the shaft. The housing may define a housing opening that rotatably receives the shaft. The vane may be arranged within the cavity and slidably received within the first vane opening such that the vane rotates with the shaft.

Engine assembly including camshaft with integrated pump

An exhaust system for an engine comprises a cylinder head having an integral exhaust manifold to collect exhaust gas exiting the engine combustion chambers. An exhaust gas conduit in fluid communication with the exhaust manifold comprises an inlet end connected to the cylinder head, a portion that extends towards an upper end of the internal combustion engine and an outlet end configured to define an inlet end of a multistage catalytic converter. The catalytic converter comprises a canister having an inlet end located adjacent the top of the engine and includes first and second catalyst substrates and a collector closing an outlet end of the canister. The outlet end of the canister is located adjacent to the bottom of the engine, and the first and the second catalyst substrates receive and convert constituents of exhaust gas passing from the inlet end of the canister to the outlet end.

Thermally efficient exhaust treatment system for an internal combustion engine

A camshaft assembly may include a shaft and a lobe member fixed for rotation with the shaft. The lobe member may include a lobe extending radially outward from a base circle. The lobe may include a valve closing profile defined between a peak of the lobe and an ending point of the lobe on the base circle. The valve closing profile may define a closing flank and a closing ramp extending from an end of the closing flank to the ending point. The closing ramp may have a radial extent from the base circle at the end of the closing flank that is less than ten percent of the radial extent of the peak from the base circle and may have a first angular extent of at least ten degrees. A second angular extent defined between the peak and the ending point may be at least eighty degrees.

Growing community of inventors

Troy, MI, United States of America

Robert Lionel Jacques