Intake system for an internal combustion engine

• US 5,669,347 A
• Filed: 07/29/1996
• Issued: 09/23/1997
• Est. Priority Date: 07/29/1996
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Cullen, Michael John, Meek, Bruce Allen, Rzemien, Kevin Joseph
• Primary Examiner(s): ARGENBRIGHT, TONY MICHAEL
• Application Number:
  US08/687,898
• Time in Patent Office: 421 Days
• Field of Search: 123/306, 123/308, 123/432, 123/442, 123/406, 123/417
• US Class Current: 123/306
• CPC Class Codes: F02B 31/08 having multiple air inlets , i.e. having main and auxiliary intake passages
• CPC Class Codes: F02M 35/10072 Intake runners
• CPC Class Codes: F02M 35/10216 Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
• CPC Class Codes: F02M 35/10262 Flow guides, obstructions, deflectors or the like for generating a charge motion in the cylinder F02B31/00; for re-atomising condensed fuel or homogenising fuel-air mixture F02M29/00
• CPC Class Codes: F02M 35/10386 for flow rate air flow meters in air cleaners F02M35/021; circuit arrangements for generating control signals by measuring intake air flow F02D41/18
• CPC Class Codes: F02M 35/108 with primary and secondary intake passages
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An intake system for a multicylinder internal combustion engine includes a manifold having inlet runners for conducting charge air into the cylinders of an engine, and at least one secondary throttle valve situated within at least one of the inlet runners. An actuator positions the secondary throttle valve, with the actuator being operated by a controller. The controller receives a sensed value from at least one engine operating parameter sensor, determines an appropriate position for the secondary throttle valve and predicts an optimum transition point at which the secondary throttle valve transitions to the appropriate position. The controller then initiates operation of the actuator at a point before the transition point such that the engine smoothly transitions between a first operating condition and a second operating condition.

Claims

1. An intake system for a multicylinder internal combustion engine, comprising:

a manifold having a plurality of inlet runners for conducting charge air into the cylinders of an engine;

at least one secondary throttle valve situated within at least one of said inlet runners;

an actuator for positioning said at least one secondary throttle valve;

at least one sensor for sensing at least one operating parameter of said engine; and

,

a controller for operating said actuator so as to move said secondary throttle valve between a first, relatively restricting position, and a second, relatively unrestricting position, with said controller receiving a sensed value from said sensor, determining an appropriate position for said secondary throttle valve, predicting an optimum transition point at which said secondary throttle valve transitions to said appropriate position and thereafter initiating operation of said actuator at a point before said transition point such that the engine smoothly transitions between engine operating conditions.

2. An intake system according to claim 1 further comprising an engine speed sensor for sensing engine speed, with said controller predicting said optimum transition point by receiving sensed values from said engine speed sensor indicative of engine speeds, calculating a rate of change of engine speed over time based on said sensed values and thereafter calculating an engine speed which is representative of the point before said transition point when said controller initiates operation of said actuator.

3. An intake system according to claim 1 further comprising at least one secondary throttle valve position sensor for sensing the position of said at least one secondary throttle valve, with said controller receiving a sensed value from said at least one secondary throttle valve position sensor which is representative of secondary throttle valve position.

4. An intake system according to claim 2 wherein said controller determines whether engine speed is one of increasing and decreasing, with said optimum transition point being different depending upon whether said engine speed is one of increasing and decreasing so as to form a hysteresis.

5. An intake system according to claim 1 further comprising a primary engine throttle valve for controlling charge air within said manifold, and a primary engine throttle position sensor for sensing primary engine throttle position, with said controller predicting said optimum transition point based on a sensed value from said primary engine throttle position sensor indicative of primary engine throttle position.

6. An intake system according to claim 1 wherein said secondary throttle valve is completely transitioned to said appropriate position when the engine is operating at said predicted optimum transition point.

7. An intake system according to claim 1 wherein said controller alters said optimum transition point based on ambient air temperature and engine temperature.

8. An intake system according to claim 7 wherein said controller provides an actual delivered ignition timing, with said controller altering said optimum transition point based on a difference between said actual delivered ignition timing and an optimum ignition timing, with said optimum ignition timing representing an ignition timing for maximum torque.

10. An intake system according to claim 8 wherein said controller determines whether engine speed is one of increasing and decreasing, with said optimum transition point being different depending upon whether said engine speed is one of increasing and decreasing so as to form a hysteresis.

11. An intake system according to claim 10 wherein said controller alters said optimum transition point based on ambient air temperature and engine temperature.

12. An intake system according to claim 11 wherein said controller provides an actual delivered ignition timing, with said controller altering said optimum transition point based on a difference between said actual delivered ignition timing and an optimum ignition timing, with said optimum ignition timing representing an ignition timing for maximum torque.

9. An intake system for a multicylinder internal combustion engine, comprising:

a manifold having a plurality of inlet runners for conducting charge air into the cylinders of an engine;

at least one secondary throttle valve situated within at least one of said inlet runners;

at least one secondary throttle valve position sensor for sensing the position of said at least one secondary throttle valve;

an actuator for positioning said at least one secondary throttle valve;

an engine speed sensor for sensing engine speed; and

a controller for operating said actuator so as to move said secondary throttle valve between a first, relatively restricting position, to a second, relatively unrestricting position, with said controller receiving sensed values from said engine speed sensor which is representative of engine speeds and from said at least one secondary throttle valve position sensor which is representative of position of said at least one secondary throttle valve, calculating a rate of change of engine speed over time based on said sensed values, determining an appropriate position for said secondary throttle valve, determining an optimum transition point between said first and said second positions, calculating an engine speed which is representative of an engine speed point before said transition point and thereafter initiating operation of said actuator at said engine speed point such that the engine smoothly transitions between engine operating conditions.

13. An intake system according to claim 9 wherein said actuator is an electrically driven motor.

14. An intake system according to claim 9 wherein said actuator is an engine manifold vacuum driven motor.

15. An intake system according to claim 9 further comprising a primary engine throttle valve for controlling charge air within said manifold, and a primary engine throttle position sensor for sensing primary engine throttle position, with said controller predicting said optimum transition point based on a sensed value from said primary engine throttle position sensor which is representative of primary engine throttle position.

16. A method for controlling the operation of secondary throttle valves in an engine, the engine having a manifold having a plurality of inlet runners for conducting charge air into the cylinders of the engine, at least one secondary throttle valve situated within at least one of the inlet runners, and an actuator for positioning the secondary throttle valve, with said method comprising the steps of:

sensing at least one operating parameter of said engine;

determining an appropriate position for said secondary throttle valve;

predicting an optimum transition point at which said throttle valve transitions to said appropriate position; and

,

initiating operation of said actuator at a point before said transition point so as to move the secondary throttle valve between a first, relatively restricting position, and a second, relatively unrestricting position such that the engine smoothly transitions between a first operating condition and a second operating condition.

17. A method according to claim 16 wherein said predicting step comprises the steps of:

receiving sensed values which are representative of engine speeds;

calculating a rate of change of engine speed over time based on said sensed values; and

,

calculating an engine speed representing the point before said transition point when said controller initiates operation of said actuator.

18. A method according to claim 17 wherein said predicting step comprises the steps of:

determining whether said calculated engine speed is one of increasing and decreasing; and

,

providing a different optimum transition point depending upon whether said engine speed is one of increasing and decreasing so as to form a hysteresis.

19. A method according to claim 17 further comprising the step of altering said optimum transition point based on ambient air temperature and engine temperature.

20. A method according to claim 17 further comprising the steps of:

providing an actual delivered ignition timing; and

,

altering said optimum transition point based on a difference between said actual delivered ignition timing and an optimum ignition timing, with said optimum ignition timing representing an ignition timing for maximum torque.