Patent Grant
12078114
The present application generally relates to cold start emissions of internal combustion engines and, more particularly, to a system and method to reduce cold start emissions as well as noise, vibration and harshness.
The majority of emissions are produced during cold start of an internal combustion engine (ICE) where the catalyst has yet to reach preferred operating temperature. Airflow rate of the ICE during a cold start in both conventional and hybrid start is more than what is needed because the manifold pressure is at ambient pressure at the initial start. More airflow corresponds to more fuel being burned and hence more emissions being created. Further, excess airflow also causes higher noise vibration and harshness (NVH) to be created in the powertrain and experienced by the driver.
Existing solutions to reduce emissions at during a cold start-up of and ICE can incorporate variable lift camshafts with small lift to reduce the amount of airflow going into the cylinder. In general, such technology and implementation is expensive. Accordingly, while some cold start emissions systems do work well for their intended purpose, there exists an opportunity for improvement in the relevant art.
According to one example aspect of the invention, an engine system that delivers torque to a driveline of a vehicle includes an internal combustion engine (ICE), a manifold, an electromechanical or electronic cam phaser (ePhaser), an electric turbine (eTurbine) and a controller. The ICE includes intake valves and exhaust valves. The manifold selectively communicates air into the ICE. The ePhaser is configured to adjust timing of the intake and exhaust valves. The eTurbine is driven by an electric motor and is configured to deliver air toward and away from the manifold. The controller determines an ICE start request and, based on the ICE start request, sends a signal to the ePhaser to open identified valves of the intake valves and the exhaust valves creating a pathway through the ICE. The controller further sends a signal to the electric motor to rotate the eTurbine in a direction that moves air out of the manifold.
In some implementations, the controller is further configured to receive a signal from a manifold pressure sensor indicative of a measured pressure in the manifold. The controller is further configured to determine whether the manifold pressure has reached a threshold pressure and stop rotation of the eTurbine based on reaching the threshold pressure.
According to another example aspect of the invention, the engine system further comprises a throttle that moves between an open position that allows air to be directed into and out of the manifold, and a closed position that inhibits air from being directed into and out of the manifold.
In some implementations, the controller is further configured to send a signal to the throttle, based on the ICE start request, to move the throttle to the closed position.
In other implementations, the controller is further configured to send a signal to the eTurbine, based on reaching the threshold pressure, to turn off the eTurbine.
In additional implementations, the controller is further configured to send a signal to the ePhaser based on reaching the threshold pressure, to return the intake and exhaust valves to a starting position.
In additional implementations, the controller is further configured to send a signal to the ICE to crank the ICE, subsequent to turning off the e Turbine.
In other implementations, the engine system further comprises a compressor, wherein the electric motor rotates a shaft associated with the compressor and the turbine.
In examples, the electric motor and the compressor comprise an electric compressor.
A method of operating an engine system that delivers torque to a driveline of a vehicle is provided. A start request in an engine system having an internal combustion engine (ICE) is received. A signal is sent, based on receiving the start request, to an engine phaser to open identified intake and exhaust valves creating a pathway through the ICE. A signal is sent, based on receiving the start request, to an electric motor to rotate a turbine to move air in a direction out of the manifold thereby creating a vacuum through the pathway in the ICE and moving air out of the manifold.
A signal is received from a manifold air pressure (MAP) sensor indicative of a measured pressure in the manifold. A determination is made whether the measured pressure in the manifold satisfies a threshold, the threshold corresponding to a reduced pressure in the manifold suitable to reduce emissions at startup of the ICE. A signal is sent to the electric motor to stop rotating the eTurbine based on the measured pressure satisfying the threshold. A signal is sent to the ePhaser to return the intake and exhaust valves to a start position. A signal is sent, based on the measured pressure satisfying the threshold, to the engine system to crank the ICE.
In additional arrangements, a signal is sent to a throttle, based on receiving the start request, causing the throttle to move to a closed position.
According to another example aspect of the invention, a signal is sent to an electric motor to rotate the eTurbine comprises rotating a shaft with the electric motor causing the eTurbine to rotate.
In some implementations, sending a signal to an electric motor to rotate an e Turbine to move air in a direction out of the manifold comprises moving air from the manifold, through the ICE and out of an exhaust.
Further areas of applicability of the teachings of the present application will become apparent from the detailed description, claims and the drawings provided hereinafter, wherein like reference numerals refer to like features throughout the several views of the drawings. It should be understood that the detailed description, including disclosed embodiments and drawings referenced therein, are merely exemplary in nature intended for purposes of illustration only and are not intended to limit the scope of the present disclosure, its application or uses. Thus, variations that do not depart from the gist of the present application are intended to be within the scope of the present application.
As previously discussed, there exists an opportunity for improvement in the art of cold start emissions of internal combustion engines. As is known, the majority of emissions are produced during cold start of an ICE where the catalyst has yet to reach preferred operating temperatures. The airflow rate of the ICE during a start in both conventional and hybrid start is more than what is needed because the manifold pressure is at ambient pressure at the initial start. More airflow corresponds to more fuel being burned and therefore more unwanted emissions. Further, excess airflow also causes higher noise vibration and harshness.
The present disclosure provides an engine system that incorporates an eTurbine and ePhaser that are used to deplete the manifold before starting the ICE. When an engine start is requested, and before cranking, the ePhaser is used to create an overlap of valve timing while the eTurbine is rotated using an electric motor of the eTurbine. The overlap in valve timing creates a pathway for engine air to go from an intake valve to an exhaust valve. Rotating the eTurbine results in a vacuum pump drawing the air out of the manifold and plumbing through the cylinders and exhaust system. The throttle is kept fully closed during the flushing operation. The amount of air drawn out is monitored using a manifold pressure sensor. Once the manifold pressure reaches a desired threshold, the eTurbine is turned off or brought back to zero revolutions. Thereafter, normal cranking sequence of the ICE starts. Because of the reduction of air in the manifold, less fuel is used and therefore less emissions are created.
Referring now to
The ICE 130 includes intake valves collectively identified at 144 and exhaust valves collectively identified at 146. The ICE 130 is further equipped with an ePhaser 148. As is known, an ePhaser 148 is configured to adjust the timing of the opening and closing of the intake and exhaust valves 144 and 146. In operation, the ePhaser 148 adjusts a position of the camshaft 134 in relation to the crankshaft 132 in the ICE 130. An ePhaser can be applied to either of the cam shafts (if the vehicle has two camshafts, one for intake, the other for exhaust). In examples the other phaser can be a regular hydraulic phaser system. The engine assembly 122 further includes a compressor 150, a turbine 152 and an electric motor 160. The electric motor 160 rotates a shaft 162 that in turn rotates the compressor 150 and/or the turbine 152.
It will be appreciated that while the engine system 120 is shown having only the ICE, the engine system 120 can also be configured as a hybrid powertrain having one or more electric propulsion motors.
During operation of the engine system 122, the controller 126 sends a signal to the ePhaser 148 to adjust the position of the camshaft 134 (one or both camshafts) in relation to the crankshaft 132 in order to open a corresponding intake valve 144A and exhaust valve 144B creating a pathway for engine air to go from through the intake valve 144A and exhaust valve 144B. It is appreciated while the intake valve 144A and exhaust valve 146A are identified as being both opened, other intake and/or exhaust valves may be opened to create a pathway that allows engine air to be flushed through the ICE 130.
Furthermore, the controller 126 sends a signal to the throttle 140 to close the throttle 140. In addition, the turbine 152 is operated causing a vacuum pump that draws air out of the manifold 136, through the cylinders in the direction indicated by arrows 156 and out an exhaust 172. During normal engine use, the compressor 150 and turbine 152 typically operates in a direction to direct air into the manifold 136 by rotating the shaft 162. In the method of the instant disclosure, the controller 126 sends a signal to the turbine 152 to remove air from the manifold 136. Once the pressure in the manifold 142 reaches a desired threshold, a signal is sent from the controller 126 to the eTurbine 152 to turn off the eTurbine 152 to bring it back to zero revolutions. Thereafter, normal cranking sequence of the ICE 130 starts.
Turning now to
With reference to
With additional reference now to
At 434, control determines whether the pressure in the manifold 136 has reached a threshold. In examples, the controller 126 can receive a pressure signal from the MPS 142. The threshold can be set to any pressure indicative of a sufficient minimum pressure to satisfy a reduction in emissions. If control determines that the pressure in the manifold 136 has not reached a threshold at 434, control loops to 430. If control determines that the pressure in the manifold 136 has reached the threshold at 434, control turns the eTurbine 152 off and the valves 144A, 146A are returned to a normal start cam timing at 440. At 444 control cranks the ICE 130. Control ends at 450.
In advantages, the vehicle 100 that incorporates the present engine system 120, achieves a decrease in emissions and NVH by depleting the manifold 136 whereas strategies that require variable cams create a restriction to allow less air into the cylinders of the ICE. A significant advantage in the present disclosure is that a vehicle that already uses an eTurbine and ePhaser, there is no extra hardware needed. Instead, the controller 126 is used to operate the e Turbine and ePhaser as needed gaining a significant cost benefit as compared to current solutions.
As used herein, the term controller or module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.
It will be understood that the mixing and matching of features, elements, methodologies, systems and/or functions between various examples may be expressly contemplated herein so that one skilled in the art will appreciate from the present teachings that features, elements, systems and/or functions of one example may be incorporated into another example as appropriate, unless described otherwise above.
It will also be understood that the description, including disclosed examples and drawings, is merely exemplary in nature intended for purposes of illustration only and is not intended to limit the scope of the present disclosure, its application or uses. Thus, variations that do not depart from the gist of the present disclosure are intended to be within the scope of the present disclosure.
| Number | Date | Country |
|---|---|---|
| 106438056 | Aug 2021 | CN |
