Patent Application
20220298977
The present description relates to methods and a system for operating an engine that includes two throttles that are arranged in parallel.
An engine of a vehicle may include a single throttle to regulate air flow into the engine. A position of the throttle may be adjusted to control the engine to an idle speed. The engine may idle using very little air so the throttle may be opened only a small amount when the engine is being controlled to idle. The engine may also operate at high loads where it may be desirable induct larger amounts of air into the engine. If the throttle is relatively small, it may be easier to smoothly regulate air flow into the engine when the engine is idling. However, the smaller throttle may also result in a pressure drop across the throttle at higher loads. The pressure drop may reduce engine power at high loads. Consequently, an engine with a small throttle may not perform as may be desired.
One way to improve engine performance may be to increase a size of the throttle, but increasing the throttle size may degrade control of air flow into the engine during idle conditions. Another way to improve engine performance may be to add a second throttle that is arranged in parallel with the first throttle. However, with this configuration, it may also be difficult to regulate small air flow amounts into the engine during idle conditions.
The inventors herein have recognized the above-mentioned issues and have developed an engine operating method, comprising: via a controller, adjusting engine air flow via a first of two throttles arranged in parallel in an engine intake system while a second of the two throttles arranged in parallel is fully closed in response to a requested engine air flow being less than a first threshold; via the controller, adjusting engine air flow via the first of the two throttles and the second of the two throttles in response to the requested engine air flow being greater than the first threshold and less than a second threshold, the first of the two throttles and the second of the two throttles open unequally when the requested engine air flow is greater than the first threshold and less than the second threshold; and via the controller, adjusting engine flow via the first of the two throttles and the second of the two throttles in response to the requested engine air flow being greater than the second threshold, the first of the two throttles and the second of the two throttles open equally when the requested engine air flow is greater than the second threshold.
By adjusting air flow through two throttles according to according to a requested engine air flow amount, it may be possible to provide the technical result of providing smooth regulation of engine air flow during a wide variety of conditions. For example, at low engine air flow requests, a single throttle may control air flow to the engine. At medium engine air flow requests, one throttle may control a larger percentage of air flow into the engine while a second throttle controls a smaller percentage of air flow into the engine. At higher requested engine air flows, two throttles may provide substantially equal air amounts to the engine.
The present description may provide several advantages. In particular, the approach may improve engine air flow control for engines that include two throttles that are arranged in parallel. Further, the approach may simplify control of controlling two throttles simultaneously. In addition, the approach may provide improved part throttle air flow control.
The above advantages and other advantages, and features of the present description will be readily apparent from the following Detailed Description when taken alone or in connection with the accompanying drawings.
It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.
The advantages described herein will be more fully understood by reading an example of an embodiment, referred to herein as the Detailed Description, when taken alone or with reference to the drawings, where:
The present description is related to operating an engine of a vehicle. In particular, the present description is related to controlling two throttles that are arranged in an engine intake system in parallel. The engine may include the components shown in
Referring to
Engine 10 is comprised of cylinder head 35 and block 33, which include combustion chamber 30 and cylinder walls 32. Piston 36 is positioned therein and reciprocates via a connection to crankshaft 40. Flywheel 97 and ring gear 99 are coupled to crankshaft 40. Optional starter 96 (e.g., low voltage (operated with less than 30 volts) electric machine) includes pinion shaft 98 and pinion gear 95. Pinion shaft 98 may selectively advance pinion gear 95 to engage ring gear 99. Starter 96 may be directly mounted to the front of the engine or the rear of the engine. In some examples, starter 96 may selectively supply power to crankshaft 40 via a belt or chain. In one example, starter 96 is in a base state when not engaged to the engine crankshaft. Combustion chamber 30 is shown communicating with intake manifold 44 and exhaust manifold 48 via respective intake valve 52 and exhaust valve 54. Each intake and exhaust valve may be operated by an intake cam 51 and an exhaust cam 53. The position of intake cam 51 may be determined by intake cam sensor 55. The position of exhaust cam 53 may be determined by exhaust cam sensor 57. Intake valve 52 may be selectively activated and deactivated by valve activation/deactivation device 59. In this example, valve activation/deactivation device 59 is an activating/deactivating rocker arm. Exhaust valve 54 may be selectively activated and deactivated by valve activation/deactivation device 58. In this example, valve activation/deactivation device 58 is an activating/deactivating rocker arm. Valve activation devices 58 and 59 may be electro-mechanical devices and they may take the form of rocker arms or other valve activating/deactivating devices (e.g., adjustable tappets, lost motion devices, etc.) in other examples.
Direct fuel injector 66 is shown positioned to inject fuel directly into cylinder 30, which is known to those skilled in the art as direct injection. Fuel injector 66 delivers liquid fuel in proportion to pulse widths provided by controller 12. Fuel is delivered to fuel injector 66 by a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail (not shown).
In addition, intake manifold 44 is shown communicating with turbocharger compressor 162 and engine air intake 42. In other examples, compressor 162 may be a supercharger compressor. Shaft 161 mechanically couples turbocharger turbine 164 to turbocharger compressor 162. Optional electronic throttle 62 adjusts a position of throttle plate 64 to control air flow from compressor 162 to intake manifold 44. Pressure in boost chamber 45 may be referred to a throttle inlet pressure since the inlet of throttle 62 is within boost chamber 45. The throttle outlet is in intake manifold 44. In some examples, throttle 62 and throttle plate 64 may be positioned between intake valve 52 and intake manifold 44 such that throttle 62 is a port throttle. Compressor recirculation valve 47 may be selectively adjusted to a plurality of positions between fully open and fully closed. Waste gate 163 may be adjusted via controller 12 to allow exhaust gases to selectively bypass turbine 164 to control the speed of compressor 162. Air filter 43 cleans air entering engine air intake 42. Since
Distributorless ignition system 88 provides an ignition spark to combustion chamber 30 via spark plug 92 in response to controller 12. Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled to exhaust manifold 48 upstream of three-way catalyst 70. Alternatively, a two-state exhaust gas oxygen sensor may be substituted for UEGO sensor 126.
Catalyst filter 70 can include multiple bricks and a three-way catalyst coating, in one example. In another example, multiple emission control devices, each with multiple bricks, can be used.
Controller 12 is shown in
Controller 12 may also receive input from human/machine interface 11. A request to start the engine or vehicle may be generated via a human and input to the human/machine interface 11. The human/machine interface 11 may be a touch screen display, pushbutton, key switch or other known device.
During operation, each cylinder within engine 10 typically undergoes a four stroke cycle: the cycle includes the intake stroke, compression stroke, expansion stroke, and exhaust stroke. During the intake stroke, generally, the exhaust valve 54 closes and intake valve 52 opens. Air is introduced into combustion chamber 30 via intake manifold 44, and piston 36 moves to the bottom of the cylinder so as to increase the volume within combustion chamber 30. The position at which piston 36 is near the bottom of the cylinder and at the end of its stroke (e.g. when combustion chamber 30 is at its largest volume) is typically referred to by those of skill in the art as bottom dead center (BDC).
During the compression stroke, intake valve 52 and exhaust valve 54 are closed. Piston 36 moves toward the cylinder head so as to compress the air within combustion chamber 30. The point at which piston 36 is at the end of its stroke and closest to the cylinder head (e.g. when combustion chamber 30 is at its smallest volume) is typically referred to by those of skill in the art as top dead center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. In a process hereinafter referred to as ignition, the injected fuel is ignited by known ignition means such as spark plug 92, resulting in combustion.
During the expansion stroke, the expanding gases push piston 36 back to BDC. Crankshaft 40 converts piston movement into a rotational power of the rotary shaft. Finally, during the exhaust stroke, the exhaust valve 54 opens to release the combusted air-fuel mixture to exhaust manifold 48 and the piston returns to TDC. Note that the above is shown merely as an example, and that intake and exhaust valve opening and/or closing timings may vary, such as to provide positive or negative valve overlap, late intake valve closing, or various other examples.
Referring now to
Thus, the system of
The first plot from the top of
The second plot from the top of
The third plot from the top of
The fourth plot from the top of
The fifth plot from the top of
At time t0, the engine is rotating and combusting fuel (not shown). The engine torque or air flow request is low and engine speed is low. The requested engine air flow is low and the total engine air flow is low from the first and second throttles. The split ratio is 1.0 and the first throttle command is non-zero so as to partly open the first throttle (not shown) so that the first throttle is regulating air flow into the engine. The second throttle command is zero so the second throttle is fully closed (not shown). Such conditions may be present when the engine is idling and the requested air flow is less than a threshold air flow.
At time t1, the engine torque or air flow request is increased and the requested engine air flow increases in response to the increase in the engine torque or air flow request. The total delivered air flow lags the requested engine air flow. The split ratio remains equal to one and the throttle angle command for the first throttle begins to increase (e.g., the first throttle command increases to partially open the first throttle). The throttle angle command for the second throttle remains at zero.
Between time t1 and time t2, the engine torque or air flow request continues to increase and engine speed increases with the increasing engine air flow. The requested engine air flow continues to increase and the total engine air flow also increases to follow the requested engine air flow. The throttle angle command for the first throttle increases while the throttle angle command for the second throttle is zero. The throttle angle command for the second throttle increases in response to the requested engine air flow exceeds a threshold value. The split ratio is reduced from a value of one when the requested engine air flow exceeds the threshold value and it is gradually reduced to a value of 0.5 as the engine air flow increases.
At time t2, the split ratio is equal to 0.5 and the throttle command for the first throttle is equal to the throttle command for the second throttle. The engine air flow continues to increase as the engine torque or air flow request continues to increase. The engine speed also continues to increase.
Between time t2 and time t3, the engine torque or air flow request begins to be reduced and its value begins to decline. The engine speed continues to increase and the requested air flow to the engine peaks and then it begins to decline. The actual engine air flow lags the requested engine air flow. The split ratio value remains equal to 0.5 and the commands for the first and second throttle are equal. In the time between time t0 and time t3, the first throttle may be referred to as the dominant throttle (e.g., a throttle that controls engine air flow at low, medium, and high flows) since it controls air flow into the engine at low and high engine air flow rates.
At time t3, the requested engine air flow falls below a threshold level so the split ratio is increased from a value of 0.5 to a value of about 0.95. In addition, the second throttle now assumes the role of the dominant throttle since it now provides the greater quantity of air flow to the engine. The first throttle command is reduced to a value that is less than the second throttle command and it is gradually reduced to zero shortly after time t3. The second throttle command is adjusted to regulate air flow to the engine so that the engine may operate at idle speed after time t3. The engine torque or air flow request reaches is low shortly after time t3. The engine speed is gradually reduced and the total air flow declines as air is pumped from the engine's intake manifold (not shown).
In this way, positions of two throttles may be adjusted to provide smooth engine air flow. One throttle may be a dominant throttle while the other throttle is subordinate in terms of air flow to the engine. In addition, the dominant throttle and subordinate throttle may be toggled or switch roles so that the throttles may age in a similar way, thereby providing more equal wear and more equal susceptibility to contaminants forming in and near the throttles.
Referring now to
At 402, method 400 judges if a requested engine air flow (Req_air) is greater than a higher threshold (e.g., a second threshold amount of air) and if a value of a hysteresis variable or flag is equal to zero. If so, the answer is yes and method 400 proceeds to 403. Otherwise, the answer is no and method 400 proceeds to proceeds to 404. The first and second thresholds may be adjusted for operating conditions such as altitude and ambient air temperature.
At 403, method 400 toggles a value of a variable throttle_sel from a value of one to a value of zero. Alternatively, method 400 toggles the value of the variable throttle from a value of zero to a value of one. The dominant throttle may be selected according to the value of the variable throttle_sel. For example, if the value of throttle_sel is zero, the first throttle may be selected and/or set to be the subordinate throttle and the second throttle may be selected and/or set to be the dominant throttle. If the value of throttle_sel is one, the first throttle may be selected and/or set to be the dominant throttle and the second throttle may be selected and/or set to be the subordinate throttle. The dominant throttle may control engine air flow during engine idle conditions while the subordinate throttle is fully closed. Method also sets the value of the value of the hysteresis variable Hys_flg to a value of one. Method 400 proceeds to exit.
At 404, method 400 judges if a requested engine air flow (Req_air) is less than a lower threshold (e.g., a first threshold amount of air). If so, the answer is yes and method 400 proceeds to 405. Otherwise, the answer is no and method 400 proceeds to proceeds to exit.
At 405, method 400 toggles a value of a variable throttle_sel from a value of one to a value of zero. Alternatively, method 400 toggles the value of the variable throttle from a value of zero to a value of one. Method also sets the value of the value of the hysteresis variable Hys_flg to a value of zero. Method 400 proceeds to exit.
Referring now to
At 408, method 450 judges if the requested engine air flow amount (Req_air) is less than a lower threshold (e.g., a first threshold) air flow amount. If so, the answer is yes and method 450 proceeds to 409. If not, the answer is no and method 450 proceeds to 410. In one example, the requested engine air flow amount may be a function of the requested engine air flow amount.
At 409, method 450 sets the value of the split ratio (e.g., split_ratio) equal to one. By setting the value of split ratio equal to one, the throttle that is assigned to be the dominant throttle controls all air flow into the engine and the subordinate throttle is fully closed. Method 450 proceeds to exit.
At 410, method 450 judges if the requested engine air flow amount (Req_air) is greater than or equal to a lower threshold (e.g., a first threshold) air flow amount and if the requested engine air flow amount is less than or equal to a higher threshold (e.g., a second threshold) air flow amount. If so, the answer is yes and method 450 proceeds to 411. If not, the answer is no and method 450 proceeds to 412.
At 409, method 450 sets the value of the split ratio (e.g., split_ratio) equal to a value between 1 and 0.5 as a function of or depending on the requested engine air flow (Req_air). By setting the value of split ratio equal to a value between 1 and 0.5, the throttle that is assigned to be the dominant throttle controls half or more than half of all air flow into the engine and the subordinate throttle is fully closed or opened to provide up to half of the air flow into the engine. Method 450 proceeds to exit.
At 412, method 450 judges if the requested engine air flow amount (Req_air) is greater than or equal to the higher threshold (e.g., a second threshold) air flow amount. If so, the answer is yes and method 450 proceeds to 413. If not, the answer is no and method 400 proceeds to exit.
At 413, method 450 sets the value of the split ratio (e.g., split_ratio) equal to a value of 0.5. By setting the value of split ratio equal to a value of 0.5, the two throttles provide substantially equal air amounts to the engine (e.g., within 5% of each other). Method 450 proceeds to exit.
Thus, the methods of
In some examples, the method further comprises adjusting engine air flow via the second of two throttles arranged in parallel in an engine intake system while the first of the two throttles arranged in parallel is fully closed in response to an engine air flow request being less than a first threshold after a most recent time that the engine air flow request exceeds the second threshold via the controller. The method includes where the first of the two throttles is adjusted to provide a first air flow to the engine and where the second of the two throttles is adjusted to provide a second air flow to the engine, and where the first air flow added to the second air flow equals the requested engine air flow. The method includes where the first air flow is based on the requested engine air flow and a split ratio. The method includes where the second air flow is based on the requested engine air flow and the split ratio. The method includes where the split ratio is based on the requested air flow.
The methods of
Referring now to
It may be observed that the split ratio is a value of 1 for lower requested engine air flows and it decreases as engine air flow increases up to a threshold requested engine air flow. At higher engine air flows, the split ratio value reaches a minimum of 0.5.
Note that the example control and estimation routines included herein can be used with various engine and/or vehicle system configurations. The control methods and routines disclosed herein may be stored as executable instructions in non-transitory memory and may be carried out by the control system including the controller in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various actions, operations, and/or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, operations and/or functions may be repeatedly performed depending on the particular strategy being used. Further, at least a portion of the described actions, operations and/or functions may graphically represent code to be programmed into non-transitory memory of the computer readable storage medium in the control system. The control actions may also transform the operating state of one or more sensors or actuators in the physical world when the described actions are carried out by executing the instructions in a system including the various engine hardware components in combination with one or more controllers.
This concludes the description. The reading of it by those skilled in the art would bring to mind many alterations and modifications without departing from the spirit and the scope of the description. For example, single cylinder, I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas, gasoline, diesel, or alternative fuel configurations could use the present description to advantage.
