Cam phaser control

• US 9,291,106 B2
• Filed: 03/15/2013
• Issued: 03/22/2016
• Est. Priority Date: 03/15/2013
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Switkes, Joshua P., Yuan, Xin, Younkins, Matthew A.
• Primary Examiner(s): Huynh, Hai
• Assistant Examiner(s): BAILEY, JOHN D
• Application Number:
  US13/842,234
• Publication Number:
  US 20140277999A1
• Time in Patent Office: 1,103 Days
• Field of Search: 701/101, 701/102, 701/105, 701/84, 123/321, 123/322, 123/345, 123/346, 123/347, 123/348, 123/355, 123/369, 123/370, 123/371, 123/372, 123/373, 123/374, 123/681, 123/683, 123/682, 123/54.3, 123/55.3, 123/56.2, 123/56.9, 123/406.18, 123/406.58, 123/90.16, 123/90.17, 123/90.18, 123/90.31, 123/90.34, 123/90.44, 123/90.6, 123/481, 123/198.F, 123/406.2, 123/406.23, 123/691, 123/692
• US Class Current: 1/1
• CPC Class Codes: F01L 1/344 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
• CPC Class Codes: F01L 1/34409 by torque-responsive means
• CPC Class Codes: F01L 2013/001 Deactivating cylinders
• CPC Class Codes: F01L 2800/00 Methods of operation using a variable valve timing mechanism
• CPC Class Codes: F01L 2800/15 Balancing of rotating parts
• CPC Class Codes: F01L 2820/01 Absolute values
• CPC Class Codes: F02D 13/0219 by shifting the phase, i.e. the opening periods of the valves are constant
• CPC Class Codes: F02D 13/06 Cutting-out cylinders
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2041/0012 with selective deactivation of cylinders
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

Arrangements for stabilizing valve timing adjustment mechanisms such as cam phasers during operation of an engine are described. The described approaches are particularly well suited for use during skip fire control, although they may be used advantageously in other applications as well. In general, the phase of an adjustable phase camshaft is controlled relative to a crankshaft of an engine. In one aspect, at least one of (i) firing events in a skip fire firing sequence, and (ii) dynamically determined valve actuation events are used in the control of the camshaft phase during operation of the engine. In some embodiments, hydraulic pressure within a cam phaser is varied in a manner that maintains the phase of the camshaft substantially more stable through transitory variations in torque applied to the camshaft by the actuation of the valves than would occur without the variations in hydraulic pressure.

Claims

1. A method of controlling the phase of an adjustable phase camshaft relative to a crankshaft of an engine, wherein the adjustable phase camshaft is utilized to actuate at least one engine valve, the method comprising utilizing knowledge of at least one of:

(i) firing events in a skip fire firing sequence, and

(ii) dynamically determined valve actuation events,

in the control of a cam phase adjustment device in a manner that maintains the phase of the adjustable phase camshaft more stable at a consistent commanded camshaft position through transitory variations in torque applied to the adjustable phase camshaft by the actuation of the at least one engine valve than would occur without such control.

2. A method as recited in claim 1 wherein the cam phase adjustment device is a cam phaser and the knowledge of at least one of the firing events and the dynamically determined valve actuation events is used in the control of hydraulic pressure within a chamber of the cam phaser.

3. A method as recited in claim 2 wherein the hydraulic pressure is varied in a manner that helps stabilize the phase of the adjustable phase camshaft through transitory variations in torque applied to the camshaft by the actuation of the at least one engine valve than would occur without the variations in hydraulic pressure.

4. A method as recited in claim 1 wherein the phase control is performed while the engine is operated in a skip fire manner with valve deactivation.

5. A method as recited in claim 4 wherein the timing of the dynamically determined valve actuation events is determined based at least in part on information regarding directed firing events and the dynamically determined valve actuation event timing is used in the control of hydraulic pressure within a cam phaser.

6. A method as recited in claim 2 further comprising:

dynamically determining an estimated applied camshaft torque that accounts for camshaft torques imparted by the actuation of the at least one engine valve; and

adjusting the hydraulic pressure within the chamber based at least in part on the estimated applied camshaft torque in order to counteract variations in the torque applied by the actuation of the at least one engine valve.

7. A method of dynamically tracking reactionary torque applied to a camshaft during operation of an engine, the method comprising:

receiving an indication of at least one of (i) a skip fire firing sequence, and (ii) a sequence of engine events that include at least valve actuation events; and

dynamically determining an estimated reactionary torque applied to the camshaft during operation of the engine, wherein the determined reactionary torque tracks and accounts for transitory torque variations imparted by the actuation of the at least one engine valve actuated by the camshaft during operation of the engine.

8. A method as recited in claim 7 wherein the estimated applied camshaft torque is used in the control of variable timing of the at least one engine valve actuated by the camshaft during operation of the engine.

9. A method as recited in claim 7 wherein the estimated applied camshaft torque is used in the control of a hydraulic pressure within a chamber of a cam phaser during engine operation.

10. A method as recited in claim 9 wherein the hydraulic pressure is varied in a manner that maintains the phase of the camshaft more stable through transitory variations in torque applied to the camshaft by the actuation of the at least one engine valve than would occur without the variations in hydraulic pressure.

11. A method as recited in claim 10 wherein the hydraulic pressure control is performed while the engine is operated in a skip fire manner with valve deactivation.

12. A cam phaser control module for controlling hydraulic pressure within a cam phaser cavity in order to control a phase of a camshaft during operation of an engine, the cam phaser control module comprising:

a camshaft torque calculator arranged to dynamically determine the torque applied to a camshaft during operation of the engine; and

a phaser solenoid duty cycle controller that modulates the hydraulic pressure within the cam phaser cavity over the course of an engine cycle based at least in part upon the dynamically determined torque in a manner that counteracts transient torque variations caused by actuation of valves that occur during operation of the engine over the course of the engine cycle.

13. A cam phaser control module as recited in claim 12 wherein the camshaft torque calculator is arranged to dynamically determine the torque applied to the camshaft during skip fire operation of the engine.

14. A cam phaser control module as recited in claim 13 wherein the phaser solenoid duty cycle controller is arranged to modulate the hydraulic pressure within the cam phaser cavity in a manner that helps stabilize the camshaft phase through transient variations in torque applied to the camshaft due to the actuation of valves driven by the camshaft during operation of the engine while operating at a consistent commanded camshaft position.

15. A cam phaser control module as recited in claim 12 wherein the phaser solenoid duty cycle controller is arranged to modulate the hydraulic pressure within the cam phaser cavity in a manner that helps offset transient variations in torque applied to the camshaft due to the actuation of valves driven by the camshaft while operating at a consistent commanded crankshaft position.