Abstract: An internal combustion engine includes a cylinder block defining a cylinder, a cylinder head, and an exhaust manifold operatively connected to the cylinder head and configured to exhaust post-combustion gasses from the cylinder. The engine also includes a turbocharger having a turbine housing and configured to be driven by the post-combustion gasses from the exhaust manifold, to pressurize an airflow being received from the ambient, and to discharge the pressurized airflow to the cylinder. The engine additionally includes a cooling module arranged between the turbine housing and the cylinder head and defining a third coolant jacket configured to cool the turbine housing. A vehicle employing such an engine is also disclosed.

Abstract: An internal combustion engine comprises a first engine bank and a second engine bank. A first intake valve is disposed in an intake port of a cylinder of the first engine bank, and is configured for metering the first flow of combustion air by periodically opening and closing according to a first intake valve lift and duration characteristic. A variable valve train control mechanism is configured for affecting the first intake valve lift and duration characteristic. Either a lift or duration of the first intake valve is modulated so as to satisfy an EGR control criterion.

Abstract: An internal combustion engine comprises a first engine bank and a second engine bank. A first intake valve is disposed in an intake port of a cylinder of the first engine bank, and is configured for metering the first flow of combustion air by periodically opening and closing according to a first intake valve lift and duration characteristic. A variable valve train control mechanism is configured for affecting the first intake valve lift and duration characteristic. Either a lift or duration of the first intake valve is modulated so as to satisfy an EGR control criterion.

Abstract: An internal combustion engine includes a cylinder block that defines a cylinder and a cylinder head mounted to the cylinder block. The engine additionally includes a gas compressor configured to selectively pressurize air being received from the ambient for delivery to the cylinder. The engine also includes an intake valve that is operatively connected to the cylinder head and controls delivery of the selectively pressurized air to the cylinder for combustion therein. Furthermore, the engine includes an air inlet assembly arranged between the intake valve and the compressor. The air inlet assembly is configured to supply the pressurized air to the cylinder and includes at least one passage configured to collect a condensate from the pressurized air. A vehicle having such an engine is also disclosed.

Abstract: A first fuel rail of an engine connects to first fuel injectors and a second fuel rail connects to second fuel injectors. The first fuel injectors each includes a tip portion projecting through an opening in the cylinder head into the combustion chamber. The second fuel injectors each includes a tip portion projecting through an opening in a bottom portion of an intake port. The first fuel rail includes first mounting brackets each including an aperture, and outwardly projecting mounting bosses, and fixedly attaches to the cylinder head via fasteners that pass through the apertures of the first mounting brackets and attach to the mounting bosses of the cylinder head. The second fuel rail includes second mounting brackets each including an aperture. The second fuel rail fixedly attaches to the first fuel rail via fasteners that attach to the mounting bosses of the first fuel rail.

Abstract: A vehicle includes a vehicle structure that extends along a longitudinal axis. An engine includes a crankshaft that defines a crank axis disposed substantially transverse to the longitudinal axis. A transmission includes an output shaft that defines a transmission output axis substantially parallel with the crank axis. The transmission output axis is disposed nearer the forward end of the vehicle structure than the crank axis. The crank axis is disposed vertically above the transmission output axis a distance of about 140 mm. The engine includes at least one cylinder bore that defines a bore axis disposed perpendicular to and may intersect the crank axis. The bore axis may be angled toward the forward end of the vehicle structure to define an angle between the bore axis and a vertical plane. The angle between the bore axis and the vertical plane may be about 18°.

Abstract: A camshaft assembly for an internal combustion engine includes a camshaft, a first lobe set, and a second lobe set, extending along, and rotatable about, a cam axis. The first lobe set includes a first, second, and third lobe. The second lobe set includes a first and second lobe. The first lobe set is movable along the cam axis between a first, second, and third position. The second lobe set is movable along the cam axis between a first and second position. The first and second position of each of the first and second lobe sets corresponds to lift of a respective valve stem in the engine. The third position of the first lobe set corresponds to zero lift of the respective valve stem to provide cylinder deactivation of a corresponding cylinder within the engine.

Abstract: A camshaft assembly for an internal combustion engine includes a camshaft, a first lobe set, and a second lobe set, extending along, and rotatable about, a cam axis. The first lobe set includes a first, second, and third lobe. The second lobe set includes a first and second lobe. The first lobe set is movable along the cam axis between a first, second, and third position. The second lobe set is movable along the cam axis between a first and second position. The first and second position of each of the first and second lobe sets corresponds to lift of a respective valve stem in the engine. The third position of the first lobe set corresponds to zero lift of the respective valve stem to provide cylinder deactivation of a corresponding cylinder within the engine.

Abstract: A cylinder control method includes: generating a torque request for an engine based on at least one driver input; based on the torque request, determining a target number of activated cylinders of the engine; determining possible sequences for activating and deactivating cylinders of the engine to achieve the target number of activated cylinders; determining predicted fuel consumption values for the possible sequences, respectively; identifying first ones of the possible sequences having predicted fuel consumption values that are less than a predetermined amount from a lowest one of the predicted fuel consumption values; selecting one of the first ones of the possible sequences; setting a selected sequence for activating and deactivating cylinders of the engine to the selected one of the first ones of the possible sequences; based on the selected sequence, one of activating and deactivating a next cylinder in a predetermined firing order of the cylinders.

Abstract: An intake manifold having an EGR-air flow distributor for distributing the desired air flow and EGR-air mixture through the intake manifold to each cylinder is disclosed. The EGR-air flow distributor includes a set of guide vanes defining plural flow channels in a plenum region of the inlet manifold. The EGR-air flow distributor also includes an EGR tube partially extending into the inlet manifold and having a slot formed therein for introducing EGR into the plenum region at a single location between the engine throttle and the guide vanes.

Abstract: A crankshaft includes a plurality of crankpins. The crankpins are defined on the crankshaft and are longitudinally spaced apart from each other along a rotational axis. Each of the crankpins is configured to be operatively connected to a piston of an engine including a plurality of cylinders. The engine is configured to deactivate one of the cylinders. At least two of the crankpins are substantially aligned with each other along a pin axis. At least one of the crankpins is rotationally offset from the pin axis in a rotational direction of the crankshaft such that the engine has an even firing order even when one of the cylinders is deactivated.

Abstract: A vehicle includes a vehicle structure that extends along a longitudinal axis. An engine includes a crankshaft that defines a crank axis disposed substantially transverse to the longitudinal axis. A transmission includes an output shaft that defines a transmission output axis substantially parallel with the crank axis. The transmission output axis is disposed nearer the forward end of the vehicle structure than the crank axis. The crank axis is disposed vertically above the transmission output axis a distance of about 140 mm. The engine includes at least one cylinder bore that defines a bore axis disposed perpendicular to and may intersect the crank axis. The bore axis may be angled toward the forward end of the vehicle structure to define an angle between the bore axis and a vertical plane. The angle between the bore axis and the vertical plane may be about 18°.

Abstract: A cylinder control method includes: generating a torque request for an engine based on at least one driver input; based on the torque request, determining a target number of activated cylinders of the engine; determining possible sequences for activating and deactivating cylinders of the engine to achieve the target number of activated cylinders; determining predicted fuel consumption values for the possible sequences, respectively; identifying first ones of the possible sequences having predicted fuel consumption values that are less than a predetermined amount from a lowest one of the predicted fuel consumption values; selecting one of the first ones of the possible sequences; setting a selected sequence for activating and deactivating cylinders of the engine to the selected one of the first ones of the possible sequences; based on the selected sequence, one of activating and deactivating a next cylinder in a predetermined firing order of the cylinders.

Abstract: A hydraulic cam phaser includes at least one of an advance chamber and a retard chamber for receiving hydraulic fluid for advancing or retarding a rotational position of the camshaft. The hydraulic actuation system includes a hydraulic accumulator in selective communication with the at least one of the advance and retard chambers of the hydraulic cam phaser. A first system oil pump provides lubrication oil to the valvetrain system, and the hydraulic actuation system includes a second oil pump for supplying oil to the hydraulic accumulator. The second oil pump is controlled with a clutch device connecting the second oil pump to the engine drive system. The internal combustion engine includes a controller which controls actuation of the clutch device to actuate the clutch device during deceleration of the vehicle.

Abstract: A number of variations may include at least one insert that may have a concave surface, a convex surface, a first and second side surface, a top surface, and a bottom surface. The insert may be disposed within the cooling jacket of the engine block and may define a first and a second cooling jacket portion. The insert may allow for fluid communication between the first and second cooling jacket portions.

Abstract: An internal combustion engine includes an engine defining a plurality of cylinders including full-time active cylinders and cylinders capable of being deactivated. A turbocharger system having a high pressure turbocharger in communication with the exhaust passages from the full-time active cylinders and a low pressure turbocharger in communication with the exhaust passages from the cylinders capable of being deactivated. A control valve is provided in communication with the exhaust passages from the full-time active cylinders and being operable in an open position to allow exhaust gases from the full-time active cylinders to pass through the second turbocharger along with the exhaust gasses from the cylinders capable of being deactivated, and being operable in a closed position to direct exhaust gases from the full-time active cylinders to pass through the first turbocharger.

Abstract: An internal combustion engine includes an engine defining a plurality of cylinders including full-time active cylinders and cylinders capable of being deactivated. A turbocharger system having a high pressure turbocharger in communication with the exhaust passages from the full-time active cylinders and a low pressure turbocharger in communication with the exhaust passages from the cylinders capable of being deactivated. A control valve is provided in communication with the exhaust passages from the full-time active cylinders and being operable in an open position to allow exhaust gases from the full-time active cylinders to pass through the second turbocharger along with the exhaust gasses from the cylinders capable of being deactivated, and being operable in a closed position to direct exhaust gases from the full-time active cylinders to pass through the first turbocharger.

Abstract: An engine assembly includes an engine block having a first bank of cylinders and a second bank of cylinders. A crankshaft is supported by the engine block and is configured to be driven by torque due to combustion energy in the first and second banks of cylinders. A first set of valves is operable to control air flow into and out of the first bank of cylinders. Camshafts driven by the crankshaft are operatively connected to the first set of valves to control opening and closing of the first set of valves. A second set of valves is operable to control air flow into and out of the second bank of cylinders. A controller is operatively connected to the second set of valves and is configured to vary at least one of lift, duration, and timing of the second set of valves based on commanded torque at the crankshaft.

Abstract: A modular engine family comprises an engine block assembly having an upper end extending at an angle a from a rear of the engine block assembly to a front thereof. An engine block closes the upper end and defines a crankcase comprising a crankshaft having three journals supported by journal bearings for rotation therein. First and second piston pins and associated first and second piston/rod assemblies are disposed in piston cylinders of a first cylinder housing assembly wherein the first and second piston pins are located in the same radial position on the crankshaft and are spaced longitudinally to define a firing interval of 360 degrees. A cylinder head is configured to close open ends of the piston cylinders to thereby define combustion chambers with the first and second pistons; the cylinder housing assembly reclined from vertical towards the rear of the engine block by an angle ?.

Abstract: An engine assembly may include an engine structure defining a first combustion chamber, a first port in communication with the first combustion chamber and a second port in communication with the first combustion chamber. A first valve may be located in the first port and a second valve may be located in the second port. A first multi-step valve lift mechanism may be supported on the engine structure and engaged with the first valve. A second multi-step valve lift mechanism may be supported on the engine structure and engaged with the second valve. The first and second multi-step valve lift mechanisms may be switched between low and high lift modes independent from one another.