Torque control method and system in an engine with a fully variable intake valve

• US 6,561,145 B1
• Filed: 11/21/2000
• Issued: 05/13/2003
• Est. Priority Date: 11/21/2000
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Hickey, John Curtis, Brehob, Diana D., Stockhausen, William Francis
• Primary Examiner(s): Denion, Thomas
• Assistant Examiner(s): CORRIGAN, JAIME W
• Application Number:
  US09/717,768
• Time in Patent Office: 903 Days
• Field of Search: 123/90.15, 123/90.16, 123/90.17, 123/90.18, 123/198.F, 123/316, 123/406.23, 123/436, 123/481, 477/111
• US Class Current: 123/90.15
• CPC Class Codes: F01L 13/0005 Deactivating valves
• CPC Class Codes: F01L 2001/0537 Double overhead camshafts [DOHC]
• CPC Class Codes: F01L 2800/00 Methods of operation using a variable valve timing mechanism
• CPC Class Codes: F01L 9/10 by fluid means, e.g. hydraulic
• CPC Class Codes: F01L 9/20 by electric means
• CPC Class Codes: F02B 1/12 with compression ignition with fuel-air charge ignited by compression ignition of an additional fuel F02B7/00
• CPC Class Codes: F02D 13/0219 by shifting the phase, i.e. the opening periods of the valves are constant
• CPC Class Codes: F02D 13/0253 Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
• CPC Class Codes: F02D 13/0257 Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
• CPC Class Codes: F02D 15/00 Varying compression ratio
• CPC Class Codes: F02D 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2250/21 during a transition between engine operation modes or states
• CPC Class Codes: F02D 41/0002 Controlling intake air
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/023 in relation with the gear ratio shifting conjoint control for improving gear change B60W30/19
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A system and a method to control torque during a mode transition in an internal combustion engine with a fully variable intake valve is disclosed. The mode transition may be a change in the number of active cylinders in a variable displacement engine, a change in compression ratio in a variable compression ratio engine, a gear change in a transmission coupled to the engine, a traction control event, and a rapid change in driver demand.

Claims

1. A method for controlling torque during a mode transition in an engine, the engine having a fully variable intake valve communicating with an engine cylinder, the method, comprising the steps of:

computing an intake valve closing time of the fully variable intake valve for a next scheduled cylinder having an intake stroke to provide a desired amount of air in the next scheduled cylinder; and

closing the fully variable intake valve of said scheduled next cylinder at said computed closing time to obtain a desired torque trajectory.

2. The method of claim 1 wherein said desired torque trajectory defines a constant torque over time.

3. The method of claim 2 wherein said mode transition comprises activating a group of cylinders that were previously de-activated.

4. The method of claim 2 wherein said mode transition comprises de-activating a group of cylinders that were previously activated.

5. The method of claim 2 wherein said mode transition comprises changing a compression ratio in an engine cylinder from a first compression ratio to a second compression ratio.

6. The method of claim 2 wherein said mode transition comprises shifting gears in a transmission coupled to the engine.

7. The method of claim 2 wherein said mode transition comprises a driver demanded change in torque.

8. The method of claim 1 wherein said desired torque trajectory defines a change in engine torque over time.

9. The method of claim 8 wherein said mode transition comprises a traction control event.

10. A method for controlling torque in an engine, the engine having a fully variable intake valve communicating with an engine cylinder, the method comprising:

maintaining an engine torque during an engine mode transition by adjusting a closing time of the fully variable intake valve;

determining a desired engine torque;

determining an expected engine torque which would result in the event that said closing time of the fully variable intake valve were not adjusted; and

determining said closing time of the fully variable intake valve based on a difference between said desired engine torque and said expected engine torque.

11. The method of claim 10, further comprising:

indicating when an engine mode transition occurs; and

enabling the fully variable intake valve when said engine mode transition occurs.

12. A method for operating an engine, the engine having a fully variable intake valve communicating with an engine cylinder, the method comprising:

computing a new intake valve closing time of the fully variable intake valve as a function of a desired increase in an amount of inducted air for a next intake stroke of the cylinder next scheduled for an intake stroke wherein said increased inducted air into said cylinder is based on a desired torque increase and causes said torque increase within one engine revolution; and

closing the fully variable intake valve of said cylinder at said new closing time.

13. The method of claim 12, further comprising injecting a quantity of fuel into said inducted air wherein said quantity of fuel is in a stoichiometric proportion to said inducted air.

14. A method for making a mode transition in an internal combustion engine with a plurality of cylinders, coupled to each of the cylinders is a fully variable intake valve, wherein the mode transition affects engine torque, the method comprising the steps of:

determining a desired torque trajectory;

determining a next scheduled cylinder due to undergo an intake stroke;

computing an intake valve closing time of the fully variable intake valve for said next scheduled cylinder to provide a desired amount of air in said next scheduled cylinder based on said desired torque trajectory;

providing an amount of fuel to said next scheduled cylinder in proportion to said desired air;

commanding said intake valve closing time to the fully variable intake valve of said scheduled next cylinder; and

combusting said fuel and said desired air in said next scheduled cylinder to provide said desired engine torque trajectory.

15. The method as recited in claim 14, wherein an exhaust valve is coupled to each of said cylinders, wherein said exhaust valve is provided with a valve deactivator to allow deactivation of selected cylinders by deactivating the fully variable intake valve and said exhaust valve.

16. The method as recited in claim 15, wherein the mode transition is between a first mode in which said exhaust valve and the fully variable intake valve are active in a first subset of cylinders and a second mode in which said exhaust valve and the fully variable intake valve are active in a second subset of cylinders, wherein said first subset of cylinders and said second subset of cylinders may be overlapping sets.

17. The method as recited in claim 16, wherein said closing time of the intake valve is changed to a closing time away from a predetermined closing time in the event that said first subset of cylinders comprises a fewer number of cylinders than said second subset of cylinders.

18. The method as recited in claim 17, wherein said predetermined time is a closing time of the fully variable intake valve which provides the maximum amount of fresh air in the cylinder.

19. The method as recited in claim 14, wherein the mode transition is between a first and a second compression ratio, wherein said first and said second compression ratios are not equal.

20. The method as recited in claim 14, wherein the mode transition is between a first and second gear ratio in a transmission coupled to the engine.

21. The method as recited in claim 14, wherein the mode transition is between a first and a second engine torque, wherein said first and second engine torques are not equal.

22. The method as recited in claim 14, wherein said first engine torque and said second engine torque are based on a driver demand for a change in engine torque.

23. The method as recited in claim 14, wherein said first engine torque and said second engine torque are based on an engine controller determining that a rapid torque decrease is desired to provide traction control to a vehicle, wherein said engine controller is coupled to said vehicle and to the engine disposed in said vehicle.

24. A valve system in an internal combustion engine with a plurality of cylinders for making a mode transition which affects engine torque, wherein the valve system comprises:

a fully variable intake valve coupled to the cylinder; and

an engine control unit operably connected to said engine and said fully variable intake valve, wherein said engine control unit determines a desired torque trajectory, determines a next cylinder scheduled to undergo an intake stroke, computes an intake valve closing time of the fully variable intake valve for said next scheduled cylinder to provide a desired amount of air in said next scheduled cylinder based on said desired torque trajectory, computes an amount of fuel to provide to said next schedule cylinder, and commands said intake valve closing time to the fully variable intake valve of said scheduled next cylinder.

25. The valve system as recited in claim 24, wherein said engine controller, which is coupled to spark plugs disposed in the cylinders, computes a spark timing and commands said spark timing to said spark plugs to initiate combustion of said desired air and said fuel within the cylinder.

26. The valve system as recited in claim 24, wherein the valve system further comprises:

an exhaust camshaft coupled to the engine;

an exhaust valve actuated by said camshaft; and

an exhaust valve deactivator coupled to said exhaust valve so that selected cylinders are capable of being disabled by deactivating said exhaust valve and said fully variable intake valve.

27. The valve system as recited in claim 24, further comprising:

an exhaust camshaft coupled to the engine;

an exhaust valve actuated by said camshaft; and

a variable valve timing mechanism coupled to said exhaust camshaft to adjust an exhaust valve timing to minimize pumping work and maximize expansion work of the engine.

28. The valve system as recited in claim 24, further comprising a selectable intake valve coupled to the cylinder to increase airflow into the cylinder.

29. The valve system as recited in claim 28, further comprising:

an intake camshaft coupled to the engine to actuate said selectable intake valve; and

a variable valve timing mechanism coupled to said intake camshaft to provide improved airflow to the cylinder at high engine speeds.

30. A method for controlling torque in an internal combustion engine in response to a mode transition of the engine, the engine having a plurality of cylinders in which are disposed a fully variable intake valve and at least one exhaust valve actuated by a camshaft, the method comprising the steps of:

determining a desired torque trajectory;

determining a next scheduled cylinder due to undergo an intake stroke;

computing an intake valve closing time of the fully variable intake valve for said next scheduled cylinder to provide a desired amount of air in said next scheduled cylinder based on said desired torque trajectory;

providing an amount of fuel to said next scheduled cylinder in proportion to said desired air;

commanding said intake valve closing time to the fully variable intake valve of said scheduled next cylinder; and

combusting said fuel and said desired air in said next scheduled cylinder to provide said desired engine torque trajectory during said mode transition of said engine.

31. The method as recited in claim 30, wherein the closing time of the fully variable valve is changed away from a predetermined closing time in the event that the engine torque would increase in response to said mode transition if no action were taken and the closing time of the fully variable valve is changed toward a predetermined closing time in the event that the engine torque would decrease in response to said mode transition if no action were taken.

32. The method as recited in claim 31, wherein the predetermined closing time is that which causes the fully variable valve to induct the maximum amount of fresh air into the cylinder.

33. The method as recited in claim 30, wherein a selectable intake valve is disposed in the cylinders, wherein the closing time of the fully variable valve is retarded in the event that the selectable intake valve is active and in the further event that the engine torque would increase in response to said mode transition if no action were taken, wherein the closing time of the fully variable valve is advanced in the event that the selectable intake valve is active and in the further event that the engine torque would decrease in response to said mode transition if no action were taken.

34. The method as recited in claim 30, wherein an exhaust valve is coupled to each of said cylinders, wherein said exhaust valve is provided with a valve deactivator to allow deactivation of selected cylinders by deactivating the fully variable intake valve and said exhaust valve, wherein the mode transition is between a first mode in which said exhaust valve and the fully variable intake valve are active in a first subset of cylinders and a second mode in which said exhaust valve and the fully variable intake valve are active in a second subset of cylinders, wherein said first subset of cylinders and said second subset of cylinders may be overlapping sets.

35. The method as recited in claim 34, wherein said closing time of the intake valve is changed to a closing time away from a predetermined closing time in the event that said first subset of cylinders comprises a fewer number of cylinders than said second subset of cylinders.

36. The method as recited in claim 35, wherein said predetermined time is a closing time of the fully variable intake valve which provides the maximum amount of fresh air in the cylinder.

37. The method as recited in claim 30, wherein the mode transition is between a first and a second compression ratio, wherein said first and said second compression ratios are not equal.

38. The method as recited in claim 30, wherein the mode transition is between a first gear and a second gear within a transmission coupled to the engine.