Method of modifying exhaust valve timing to improve engine performance
A method for actuating one or more exhaust valves in an internal combustion engine during positive power operation is disclosed. The expansion stroke of an engine cylinder is effectively lengthened and the exhaust stroke is effectively shortened by delaying the opening and/or advancing the closing of the exhaust valve relative to conventional exhaust valve timing during the exhaust stroke. Selective variation of the exhaust stroke during positive power operation of the engine may reduce NOx production.
1. In an internal combustion engine having at least one cylinder containing a reciprocating piston and at least one exhaust valve, a method of selectively actuating the exhaust valve during positive power operation of the engine comprising the steps of:
determining an engine operating condition during which reduction in NOx is desired; and
selectively varying the closing time of the exhaust valve for the main exhaust event to occur between about 10 crank angle degrees before and about 10 crank angle degrees after top dead center position for the piston.
2. The method of claim 1 wherein the exhaust valve closing is selectively advanced to occur at about 10 crank angle degrees before top dead center position.
3. In an internal combustion engine having at least one cylinder containing a reciprocating piston and at least one exhaust valve, a method of selectively actuating the exhaust valve during positive power operation of the engine comprising the steps of:
determining an engine operating condition during which reduction in NOx is desired;
selectively varying the opening time of the exhaust valve for a main exhaust event to begin at about 150 or more crank angle degrees past top dead center position for the piston responsive to the determination of a desire to reduce NOx; and
selectively varying the closing time of the exhaust valve for the main exhaust event to occur between about 10 crank angle degrees before and about 10 crank angle degrees after top dead center position for the piston.
4. The method of claim 3 wherein the closing time of the exhaust valve for the main exhaust event is selectively advanced to occur at about top dead center position for the piston.
5. The method of claim 3 wherein the exhaust valve opening is selectively delayed to begin at about 160 or more crank angle degrees past top dead center position.
6. The method of claim 5 wherein the exhaust valve closing is selectively advanced to occur at about 10 crank angle degrees before top dead center position.
7. The method of claim 3 wherein the exhaust valve opening is selectively delayed to begin at about 165 or more crank angle degrees past top dead center position.
8. The method of claim 7 wherein the exhaust valve closing is selectively advanced to occur at about 10 crank angle degrees before top dead center position.
9. In an internal combustion engine having at least one cylinder containing a reciprocating piston and at least one exhaust valve, a method of reducing the production of NOx, comprising the steps of:
opening the exhaust valve for a main exhaust event at about 150 or more crank angle degrees past top dead center position for the piston; and
closing the exhaust valve for the main exhaust event between about 10 crank angle degrees before and about 10 crank angle degrees after top dead center position for the piston.
10. The method of claim 9 wherein the closing time of the exhaust valve for the main exhaust event is selectively advanced to occur at about top dead center position for the piston.
11. The method of claim 9 wherein the exhaust valve opening begins at about 160 or more crank angle degrees past top dead center position.
12. The method of claim 11 wherein the exhaust valve closing occurs at about 10 crank angle degrees before top dead center position.
13. The method of claim 9 wherein the exhaust valve opening begins at about 165 or more crank angle degrees past top dead center position.
14. The method of claim 13 wherein the exhaust valve closing occurs at about 10 crank angle degrees before top dead center position.