Abstract: An engine control system coordinates control of a pressure regulating mechanism associated with a turbocharger turbine and control of a variable valve actuating (VVA) mechanism for expanding the range of possible exhaust gas recirculation rates over a large portion of an engine operating map to provide EGR rates which are greater than typical present-day levels while mitigating engine pumping losses by causing the turbocharger to operate with better efficiency in some regions of the map where it otherwise would not. Turbocharger efficiency is improved by controlling the VVA mechanism to set the timing of operation of its respective cylinder valves in accordance with a predetermined correlation of operating efficiencies of a compressor to timing of operation of respective engine cylinder valves, causing the compressor to operate at points of better efficiency than it otherwise would without use of VVA.

Abstract: 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.

Abstract: An engine control system coordinates control of a pressure regulating mechanism associated with a turbocharger turbine and control of a variable valve actuating (VVA) mechanism for expanding the range of possible exhaust gas recirculation rates over a large portion of an engine operating map to provide EGR rates which are greater than typical present-day levels while mitigating engine pumping losses by causing the turbocharger to operate with better efficiency in some regions of the map where it otherwise would not. Turbocharger efficiency is improved by controlling the VVA mechanism to set the timing of operation of its respective cylinder valves in accordance with a predetermined correlation of operating efficiencies of a compressor to timing of operation of respective engine cylinder valves, causing the compressor to operate at points of better efficiency than it otherwise would without use of VVA.

Abstract: While an engine is miming with all engine cylinders being fueled, a historical record of engine output torque and engine speed is compiled. When the historical record discloses a change in engine operation from a relatively greater output torque and engine speed to a relatively lesser output torque and speed, fueling of at least one engine cylinder ceases while engine output torque and engine speed remain substantially unchanged at the relatively lesser output torque and speed by continuing fueling of other engine cylinders and by causing at least one mechanism to control the timing of operation of cylinder intake and exhaust valves of the at least one engine cylinder to substantially minimize pumping loss attributable to the at least one engine cylinder.

Abstract: 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.

Abstract: A control system and method for engine braking for a includes an engine braking control and at least one exhaust valve actuator responsive to demands from the braking control for causing the exhaust valve to open. The braking control is configured to command the exhaust valve actuator to substantially open and substantially close the exhaust valve at least twice during each engine cycle, a first event and a second event, when the pressure within the exhaust manifold is greater than the pressure in the cylinder. The braking control can also command the exhaust valve actuator to substantially open and substantially close during a third event between the first and second events.

Abstract: 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.

Abstract: 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.

Abstract: In an engine braking system of the type wherein a cam lobe lifts a follower by direct contact, wherein the follower is at least partially contained in a brake housing containing oil. A slave piston is also at least partially contained in the brake housing, and during engine braking, movement of the follower causes the oil to move the slave piston outward. Movement of the slave piston opens an engine braking exhaust valve to open a flow path between an engine cylinder and an exhaust conduit. An oil passage through the follower is provided to lubricate an interface between a flat face of the follower and the cam lobe with oil from the brake housing. The oil passage has an outlet hole that is open on the flat face outside of the contact area between the flat face and the cam lobe.

Abstract: An internal combustion engine (100) includes an intake manifold (106) and at least one exhaust manifold (108). A first compressor (120) that is operably associated with a first turbine (128) has a first air inlet (126) and a first air outlet (118). The first air inlet (126) is adapted to admit air into the first compressor (120), and the first air outlet (118) is fluidly connected to the intake manifold (106). The first turbine (128) fluidly communicates with a tailpipe (138). A second compressor (124) is operably associated with a second turbine (160) and has a first tributary fluid inlet (152), a second tributary fluid inlet (154), and a second fluid outlet (122). The first tributary fluid inlet (152) is fluidly connected to the tailpipe (138) at a junction (147), the second tributary fluid inlet (154) is adapted to admit air into the second compressor (124), and the second fluid outlet (122) is fluidly connected to the intake manifold (106).

Abstract: An internal combustion engine (100) includes an intake manifold (106) and at least one exhaust manifold (108). A first compressor (120) that is operably associated with a first turbine (128) has a first air inlet (126) and a first air outlet (118). The first air inlet (126) is adapted to admit air into the first compressor (120), and the first air outlet (118) is fluidly connected to the intake manifold (106). The first turbine (128) fluidly communicates with a tailpipe (138). A second compressor (124) is operably associated with a second turbine (160) and has a first tributary fluid inlet (152), a second tributary fluid inlet (154), and a second fluid outlet (122). The first tributary fluid inlet (152) is fluidly connected to the tailpipe (138) at a junction (147), the second tributary fluid inlet (154) is adapted to admit air into the second compressor (124), and the second fluid outlet (122) is fluidly connected to the intake manifold (106).

Abstract: An apparatus and method for varying a counter force to valve spring preload of a brake exhaust valve to undertake engine braking, includes a solenoid controlled hydraulic actuator. A control cylinder is arranged to move with a rocker arm and a control piston is arranged to slide within the control cylinder. During engine braking the control piston slides to press the valve stem to open the brake exhaust valve. An oil chamber is arranged above the control piston and is open into the control cylinder. A source of pressurized oil is selectably introduced into the oil chamber by the solenoid controlled hydraulic actuator to slide the control piston within the control cylinder to open and hold open the brake exhaust valve.

Abstract: A control system and method for engine braking for a includes an engine braking control and at least one exhaust valve actuator responsive to demands from the braking control for causing the exhaust valve to open. The braking control is configured to command the exhaust valve actuator to substantially open and substantially close the exhaust valve at least twice during each engine cycle, a first event and a second event, when the pressure within the exhaust manifold is greater than the pressure in the cylinder. The braking control can also command the exhaust valve actuator to substantially open and substantially close during a third event between the first and second events.

Abstract: 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.

Abstract: 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.

Abstract: An internal combustion engine (100) includes an intake manifold (106) and at least one exhaust manifold (108). A first compressor (120) that is operably associated with a first turbine (128) has a first air inlet (126) and a first air outlet (118). The first air inlet (126) is adapted to admit air into the first compressor (120), and the first air outlet (118) is fluidly connected to the intake manifold (106). The first turbine (128) fluidly communicates with a tailpipe (138). A second compressor (124) is operably associated with a second turbine (160) and has a first tributary fluid inlet (152), a second tributary fluid inlet (154), and a second fluid outlet (122). The first tributary fluid inlet (152) is fluidly connected to the tailpipe (138) at a junction (147), the second tributary fluid inlet (154) is adapted to admit air into the second compressor (124), and the second fluid outlet (122) is fluidly connected to the intake manifold (106).

Abstract: System, methods, and strategies for regulating charge air temperature in an intake manifold of an internal combustion engine (50) by controlling the flow rate and temperature of liquid engine coolant flowing through a liquid flow path of a charge air cooler (72) that is in heat exchange relationship with charge air entering the intake manifold over a range that provides for the charge air to be selectively heated and cooled by liquid engine coolant. The invention provides flexible control that is useful in controlling exhaust gas temperature for regeneration and/or efficiency restoration of exhaust after-treatment devices (66) as well as improved engine performance.

Abstract: In an internal combustion engine, a fixed engine valve timing profile may be combined with a variable profile produced by a valve actuator coupled to one or more engine valves. By controlling one or more engine valves independent of the fixed timing profile, engine gas flow may be more flexibly regulated, thereby optimizing engine performance under a wide variety of operating conditions. In one embodiment, enhanced internal exhaust gas recirculation (EGR) may be achieved. A turbocharger may be used, along with the control provided by the valve actuator, to further control engine gas flow. In this manner, the present invention facilitates greater control of engine gas flow with minimal cost and complexity.

Abstract: In an internal combustion engine, a fixed engine valve timing profile may be combined with a variable profile produced by a valve actuator coupled to one or more engine valves. By controlling one or more engine valves independent of the fixed timing profile, engine gas flow may be more flexibly regulated, thereby optimizing engine performance under a wide variety of operating conditions. In one embodiment, enhanced internal exhaust gas recirculation (EGR) may be achieved. A turbocharger may be used, along with the control provided by the valve actuator, to further control engine gas flow. In this manner, the present invention facilitates greater control of engine gas flow with minimal cost and complexity.