Patent Application
20150000620
The subject invention relates to engines with active fuel management and more particularly to reducing low order torque in engines using cylinder deactivation.
In an effort to reduce fuel consumption, engines may employ active fuel management when the engines experience lower load conditions. In a case of a multiple-cylinder engine (e.g., inline four or V-8 configuration), a portion of the cylinders are “deactivated,” where fuel is not injected to the deactivated cylinders at low loads). During cylinder deactivation, both intake and exhaust valves remain closed using a valve deactivation mechanism. In some cases, the operating range for active fuel management (“AFM”) using cylinder deactivation is limited by vibration and torque variations that can occur while the deactivated cylinders are motoring (i.e., not firing). Thus, a reduced operating range (e.g., limited to very low engine loads) for AFM can reduce fuel economy for an engine that may otherwise benefit from cylinder deactivation.
In one exemplary embodiment of the invention, an internal combustion engine includes a first set of cylinders in a first bank of the internal combustion engine and a second set of cylinders in a second bank of the internal combustion engine. The engine also includes a flat-plane crankshaft coupled to the first set of cylinders and the second set of cylinders and a bank angle between the first bank and second bank that is adjusted from a 90 degree bank angle by a selected angle to reduce an amplitude of second order torque variations when the internal combustion engine is operating in a fuel saving mode.
In another exemplary embodiment of the invention, a method for active fuel management in an engine having cylinders disposed in a first bank and a second bank is provided, where the method includes stopping a fuel flow into a first set of cylinders disposed in the first bank, the stopping causing a deactivation of the first set of the cylinders. The method further includes continuing injection of fuel into a second set of cylinders disposed in the second bank, the continued injection providing power while the first set of cylinders are deactivated, wherein the first set of cylinders and the second set of cylinders are coupled to a flat-plane crankshaft and wherein a bank angle between the first bank and second bank is adjusted from a 90 degree bank angle by a selected angle to reduce an amplitude of second order torque variations when the first set of cylinders are deactivated and injecting gas into the first set of cylinders when each of the first set of cylinders are at bottom dead center, the injected gas increasing a cylinder pressure in each of the first set of cylinders that reduces an amplitude of first order torque variations during operation of the engine while the first set of cylinders are deactivated.
The above features and advantages and other features and advantages of the invention are readily apparent from the following detailed description of the invention when taken in connection with the accompanying drawings.
Other features, advantages and details appear, by way of example only, in the following detailed description of embodiments, the detailed description referring to the drawings in which:
The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. As used herein, the terms controller and module refer 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. In embodiments, a controller or module may include one or more sub-controllers or sub-modules.
In accordance with an exemplary embodiment of the invention,
During operation of the IC engine 102, combustion air/fuel mixture is combusted resulting in reciprocation of the piston 106 in the cylinder 108. The reciprocation of the piston 106 rotates a crankshaft 107 located within a crankcase 130 to deliver motive power to a vehicle powertrain (not shown); or to a generator or other stationary recipient of such power (not shown) in the case of a stationary application of the IC engine 102. In embodiments, the IC engine 102 is a V-8 engine where the crankshaft 107 is a flat plane crankshaft.
The air/fuel mixture is formed from an air flow 116 received via an air intake 114 and a fuel supply, such as a fuel injector 113. A valve 110 is disposed in the air intake 114 to control fluid flow and fluid communication of air between the air intake 114 and the cylinder 108. In exemplary embodiments, position of the valve 110 and the corresponding air flow 116 are controlled by an actuator 112 in signal communication with and controlled by the controller 104. After combustion of the air/fuel mixture, an exhaust gas 124 flows from the cylinder via exhaust passage 122. An exhaust valve 118 is coupled to an actuator 120 to control fluid flow and communication between the cylinder 108 and the exhaust passage 122. In an embodiment, the controller 104 communicates with the actuator 120 to control movement of the actuator 120. The controller 104 collects information regarding the operation of the IC engine 102 from sensors 128a-128n, such as temperature (intake system, exhaust system, engine coolant, ambient, etc.), pressure, and exhaust flow rates, and uses the information to monitor and adjust engine operation. In addition, the controller 104 controls fluid flow from the fuel injector 113 into the cylinder 108. The controller 104 is also in signal communication with a sensor, which may be configured to monitor a variety of cylinder parameters, such as pressure or temperature.
A supplemental air supply 150 provides air or another suitable gas to the cylinder 108 via supplemental line 152. A valve 156 controls flow of air from the supplemental air supply 150 to the cylinder 108. In an embodiment, a position of the valve 156 is controlled by the controller 104, thus controlling a supplemental air flow 158. A sensor 154 is in communication with the controller 104 and provides a signal corresponding to the cylinder pressure to the controller 104, where the cylinder pressure is used to control torsional fluctuations and vibration in the engine. It should be understood that, for IC engine systems 100 with a plurality of cylinders 108, each of the plurality of cylinders that may be deactivated during reduced fuel operation may have corresponding supplemental lines 152, valves 156, supplemental air supplies 150 and sensors 154.
In an embodiment, the IC engine system 100 conserves fuel consumption by deactivating a first set of cylinders 108 while continuing combustion of the air-fuel mixture in a second set of cylinders 108. The deactivated cylinders do not receive fuel from the fuel injector 113 during active fuel management. When operating in the reduced fuel consumption mode, the deactivated cylinders may cause a significant vibration in the IC engine system 100 due to a first order torque variation. Accordingly, embodiments of the engine system inject the supplemental air flow 158 to increase a pressure in the deactivated cylinder 108, where the increased cylinder pressure reduces the amplitude of the first order torque variations. Thus, the supplemental air supply 150 and supplemental line 152 provide supplemental air flow 158 to the cylinder 108 while fuel supply and air supply are shut off from fuel injector 113 and the air intake 114, respectively. As discussed herein, supplemental air flow 158 may include a combination of other gases and air. Further, as discussed herein, gas may be injected into the deactivated cylinder, where gas may include air or any gas or gaseous compound to increase compression pressure in the cylinders, such as air, exhaust, inert gas or combinations thereof. In embodiments, active fuel management is provided for in the IC engine system 100 while also reducing engine vibration by reducing first order torque variation when a first set of cylinders are deactivated. In an embodiment, the reduced vibration improves vehicle durability and improves the driver experience.
In an embodiment, during the fuel saving mode, the deactivated cylinders receive injected air from the supplement air supply while air flow valves and fuel flow valves, used during combustion, remain closed. The supplement air lines may be located in any suitable position to inject air into the cylinders, such as proximate or in the engine cylinder head. In embodiments, the controller 204 controls the deactivated cylinder pressure based on various engine operation parameters, such as engine load and engine speed. In an embodiment the controller controls the cylinder pressure based on a pressure at bottom dead center via supplemental air supply lines fluidly connected to the first set of the plurality of cylinders. Further, the controller controls air injected into the deactivated cylinders taking into account an amount of air that leaks by piston rings in the deactivated cylinders to compensate for leaked air. In embodiments, the increased pressured within the deactivated cylinders resists movement of the pistons within the deactivated cylinders to reduce the amplitude of first order torque variations during the fuel saving mode.
While the engine system is in the fuel saving mode, a plot 310 represents the cylinder pressures in the second and third cylinders without injection of supplemental air into the deactivated cylinders. As depicted, the pressures in the deactivated cylinders have a peak of less than three bars and may actually have a slight negative pressure at certain points during the engine cycle. A plot 312 represents the cylinder pressures of the second and third cylinders with injection of supplemental air, where the cylinder pressures have a peak value of about 21 bars. The peak pressure value for the second and third cylinders provide increased compression pressure in the deactivated cylinders to reduce an amplitude of torque fluctuations in the engine system.
In an embodiment of plot 406, air is injected into the deactivated cylinders to reduce the first order torque amplitude by at least 50% at a pressure multiplier of about 6.6 (e.g., a first order torque amplitude of about 70) as compared to engine operation at a pressure multiplier of about one (e.g., a first order torque amplitude of about 165 without the air injection). Thus, injecting air in deactivated cylinders to increase the in-cylinder pressure by a factor of about 6.6 reduces first order torque magnitude by at least 50%. In an embodiment of plot 408, air is injected into the deactivated cylinders to reduce the first order torque amplitude by at least 70% at a pressure multiplier of about 6.9 (e.g., first order torque amplitude of about 165) as compared to engine operation at a pressure multiplier of about one (e.g., first order torque amplitude of about 38 without the air injection). Therefore, injection of supplemental air into the deactivated cylinders increases in-cylinder pressure to provide a reduced amplitude for first order torque variations, where the offset firing angles may provide additional reduction in first order torque variations
The pressure injection to reduce torque variation is performed as described above, to increase the amplitude of plot 506 (for deactivated cylinders) to substantially the same as the amplitude of plot 508. The first order torque variations of plots 506 and 508 are substantially opposite to allow for some cancellation of the first order torque variations of firing cylinders 508 by first order torque variations for deactivated cylinders 506. A plot 510 illustrates the resultant combined first order torque magnitude for the deactivated and firing cylinders of the engine during the engine cycle. The resultant first order magnitude is caused by, at least in part, and is proportional to a phase difference 512 between the first order torques for the firing and deactivated cylinders. Accordingly, adjusting a crankshaft angle for the engine cylinders may reduce an amplitude of a first order torque variation, reducing the magnitude of resultant plot 510. Adjusting the crankshaft angle will reduce the phase difference 512 to enable increased cancellation of the torque between firing and deactivated cylinders (plots 506, 508) during a fuel saving mode.
In an embodiment, a firing interval of the deactivated cylinders and the firing cylinders are adjusted by altering or adjusting the crankshaft angles to further reduce an amplitude of the first order torque variations during a fuel saving mode. In embodiments, successively firing cylinders have different crankshaft angles on a modified crankshaft. In one embodiment of an inline four cylinder engine, a firing order is 1-3-4-2. For an exemplary inline four cylinder engine, the corresponding firing interval for an adjusted crankshaft is 165-195-165-195 (degrees), wherein successively firing cylinders have different crankshaft angles. Accordingly, the amplitude of the first order torque variations during a fuel saving mode is decreased by reducing the phase difference 512, which is accomplished by manipulating the crankshaft angles to bring motoring torque phases completely out of phase (i.e., 180 degrees offset) to firing torque phases. In embodiments, adjusting the crankshaft angles is beneficial when the engine operates in the fuel saving mode, the adjusted crankshaft angles may introduce first order torque amplitudes during regular engine operation (i.e., with all cylinders firing). Accordingly, the crankshaft angle adjustment and corresponding phase shifting of first order torque magnitude for deactivated cylinders has to be balanced for both operating modes (i.e., fuel saving and regular operation).
In embodiments, the fuel saving mode for the engine 800 includes one of the banks 802 or 804 being deactivated while the other bank continues firing. Thus, the firing cylinders may be described as operating in an inline-four cylinder configuration during cylinder deactivation. In an embodiment, the fuel saving mode deactivates cylinders 806, 810, 814 and 818 while firing cylinders 808, 812, 816 and 820. The bank angle 900 may be adjusted from a 90 degree bank angle by a selected angle to reduce an amplitude of second order torque variations experienced by the engine 800 when operating in the fuel saving mode. Accordingly, a V-8 configuration of the engine 800 with a flat plane crankshaft benefits from the adjusted bank angle due to cylinders from alternatingly different banks 802, 804 firing in the specified firing order, as described above.
In addition, the depicted engine 800 may implement other methods for reducing amplitudes of torque variations (first and/or second order), such as gas or air injection into the deactivated cylinders, as described above. The air injection increases a cylinder pressure in the deactivated cylinders to further reduce the amplitude of the second order torque variations in the engine 800 while in the fuel saving mode, thus reducing noise, vibration and harshness to improve the driver experience. The depicted engine 800 may also implement a modified angle for the flat crankshaft 806 (as discussed above), where the modified angle for the crankshaft 902 reduces an amplitude of the first order torque variations experienced by the engine 800.
While the invention has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiments disclosed, but that the invention will include all embodiments falling within the scope of the application.
