CN111188691A - 用于控制具有连续可变气门打开持续时间装置的发动机的方法 - Google Patents

用于控制具有连续可变气门打开持续时间装置的发动机的方法 Download PDF

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CN111188691A
CN111188691A CN201910720882.1A CN201910720882A CN111188691A CN 111188691 A CN111188691 A CN 111188691A CN 201910720882 A CN201910720882 A CN 201910720882A CN 111188691 A CN111188691 A CN 111188691A
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engine
variable valve
continuously variable
value
target
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CN111188691B (zh
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吴永圭
南荣晋
金容锡
金世根
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Hyundai Motor Co
Kia Corp
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Kia Motors Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
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    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
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    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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Abstract

本申请提供了一种用于控制具有连续可变气门打开持续时间(CVVD)装置的发动机的方法。该方法包括如下步骤：校正驾驶员所需的扭矩；当校正的扭矩满足驱动发动机所需的条件时，通过混合动力控制单元(HCU)向发动机控制单元(ECU)传递起动信号；确定对应于校正的扭矩的用于进气CVVD装置的操作的目标CVVD值；确定与目标CVVD值对应的目标电流值；当发动机的当前状态处于起动间隔时，将目标CVVD值改变为同步CVVD值，其中，同步CVVD值被配置为使发动机的起动每分钟转数(RPM)与自动变速器的RPM或电动发电机的RPM同步。

Description

用于控制具有连续可变气门打开持续时间装置的发动机的 方法
相关申请的交叉引用
本申请要求2018年11月14日提交的韩国专利申请第10-2018-0140079号的优先权和权益，该申请的全部内容通过引用并入本文。
技术领域
本发明涉及一种用于控制具有连续可变气门打开持续时间(CVVD)装置的发动机的方法，更具体地，涉及这样一种用于控制具有CVVD装置的发动机的方法，该CVVD装置在发动机的起动间隔(完全爆炸)中将目标CVVD值改变为相对较低的发动机起动RPM(每分钟转数)。
背景技术
本部分中的叙述仅提供与本发明相关的背景信息而并不会构成现有技术。
内燃机发动机使用预定的点火方法燃烧混合物(在燃烧混合物中燃料和空气以预定比率混合)以利用爆炸压力产生动力。通常，凸轮轴由连接到曲轴(该曲轴将由于爆炸压力引起的汽缸的线性运动转换成旋转运动)的正时皮带驱动，以致动进气门和排气门。当进气门打开时，空气被吸入燃烧室，并且当排气门打开时，燃烧室中燃烧的气体被排出。
应根据发动机的运行条件(例如转速或负载)来调节进气门和排气门的打开/关闭正时和打开持续时间，以便确保最佳的发动机性能。在这方面，已经开发了一种连续可变气门打开持续时间(CVVD)装置，其调节进气门和排气门的打开持续时间。
近来，具有CVVD装置的发动机已经应用于各种混合动力车辆，例如混合动力电动车辆(HEV)或插电式混合动力电动车辆(PHEV)。
混合动力车辆可以以如下任何一种驱动模式行驶：EV模式，其中混合动力车辆仅由电动发电机的动力驱动；HEV模式，其中混合动力车辆由发动机的动力和电动发电机的动力驱动；以及发动机驱动模式，其中混合动力车辆仅由发动机的动力驱动。在发动机所需驱动的运行条件(HEV模式或发动机驱动模式)下，可以确定对应于驾驶员所需的扭矩的CVVD值，并且可以根据所确定的CVVD值来驱动CVVD装置以起动发动机。
然而，当发动机根据与驾驶员所需的扭矩相对应的CVVD值起动时，发动机起动RPM可能变得相对较高，这可能使得难以使发动机的RPM与自动变速器的RPM和/或电动发电机的RPM同步。
背景技术部分描述的上述信息提供了对本发明的背景技术理解的帮助，并且可以包括不被认为是本领域技术人员已知的现有技术的任何技术构思。
发明内容
本发明的一个方面提供了一种用于控制具有连续可变气门打开持续时间(CVVD)装置的发动机的方法，该装置改变目标CVVD值以在发动机起动间隔(cranking interval)中降低发动机起动RPM，从而提高燃料效率和电池的电量状态(SOC)。
在本发明的一个方面中，一种用于控制具有连续可变气门打开持续时间(CVVD)装置的发动机的方法可以包括如下步骤：校正驾驶员所需的扭矩；当校正的所需扭矩满足驱动发动机所需的条件时，通过混合动力控制单元(HCU)向发动机控制单元(ECU)传递起动信号；确定与校正的所需扭矩相对应的用于操作进气CVVD装置的目标CVVD值；确定与所述目标CVVD值对应的目标电流值；当发动机的当前状态处于起动间隔时，将目标CVVD值改变为同步CVVD值，其中，所述同步CVVD值被设定为允许发动机的起动RPM与自动变速器的RPM和/或电动发电机的RPM同步。
该方法还可以包括如下步骤：改变为与同步CVVD值对应的同步电流值；并且将同步电流值施用于进气CVVD装置的驱动电机。
可以将同步CVVD值设置为大于目标CVVD值。
当发动机的当前状态不处在起动间隔时，对应于目标CVVD值的目标电流值可以施用于进气CVVD装置的驱动电机。
可以利用车辆驱动模式、挡位、发动机油温、冷却液温度和进气量来校正所需扭矩。
可以通过将校正的所需扭矩放入CVVD映射图中来确定目标CVVD值，并且CVVD映射图可以包括根据发动机RPM和发动机扭矩映射的目标CVVD值。
可以通过将目标CVVD值放入电流映射图中来确定目标电流值，所述电流映射图可以包括根据目标CVVD值映射的电流值。
通过本文提供的说明，其它应用领域将变得明显。应当理解，本说明书和具体实施例仅是旨在用于说明的目的，而并不旨在限制本发明的保护范围。
附图说明
为了可以更好地理解本发明，将参照附图并通过给出示例的方式来描述本发明的各种实施方式，在附图中：
图1示出本发明的一种形式的混合动力车辆的配置；
图2示出本发明的一种形式的发动机控制系统的配置；
图3示出用于控制具有本发明的一种形式的连续可变气门打开持续时间(CVVD)装置的发动机的方法的流程图；
图4示出当发动机根据目标CVVD值起动时的燃料量和发动机RPM的曲线图；
图5示出当发动机根据同步CVVD值起动时的燃料量和发动机RPM的曲线图；
图6示出本发明的一种形式的CVVD装置的气门升程特性的曲线图。
本文描述的附图仅用于说明的目的，而并不旨在以任何方式限制本发明的范围。
具体实施方式
下面的说明在本质上仅仅是示例性的，并非旨在限制本发明、应用或用途。应当理解，在整个附图中，相应的附图标记表示相同或相应的部件和特征。
下文将参考附图对本申请的一些形式进行详细描述。贯穿于这些附图中，相同的附图标记将用于表示相同或等同的部件。另外，将排除与本发明相关联的公知技术的详细描述，以免不必要地模糊本发明的主旨。
诸如第一、第二、A、B、(a)和(b)的术语可用于描述本发明的一些形式的元件。这些术语仅用于将一个元件与另一个元件区分开，并且相应元件的固有特征、顺序或次序等不受这些术语的限制。除非另外定义，否则本文使用的所有术语，包括技术术语或科学术语，具有与本发明所属领域的普通技术人员通常理解的术语相同的含义。在通常使用的字典中定义的那些术语应被解释为具有与相关领域中的上下文含义相等的含义，并且不应被解释为具有理想或过度正式的含义，除非在本申请中明确定义为具有这样的含义。
本发明的一些形式的控制方法可以由至少一个控制单元(控制器)执行。术语“控制单元(控制器)”指的是包括存储器和处理器的硬件设备，该处理器被设计成执行应当理解为其算法结构的一个或更多个步骤。该存储器存储算法步骤，并且处理器具体设计成执行所述算法步骤以执行下述的一个或更多个进程。
此外，本发明的控制逻辑可以实施为计算机可读装置上的非瞬态计算机可读介质，该计算机可读装置包含由处理器、控制器等执行的程序指令。计算机可读装置的示例包括但不限于ROM、RAM、CD-ROM、磁带、软盘、闪盘驱动器、智能卡和光学数据存储设备。计算机可读介质还可以分布在网络化的计算机系统上，使得计算机可读介质例如通过远程信息处理服务器或控制器区域网络(Controller Area Network，CAN)以分布方式存储和执行。
参考图1，在本发明的一些形式中的混合动力车辆的混合动力系1可包括发动机2、电动发电机3和自动变速器4。
混合动力车辆可以是混合动力电动车辆(HEV)、插电式混合动力电动车辆(PHEV)等。
如下所述，连续可变气门打开持续时间(CVVD)装置40和连续可变气门正时(CVVT)装置45和55可以连接到发动机2，并且发动机2可以由发动机控制单元(ECU)5控制。ECU5可以将指令传递到节气门(未示出)、燃料喷射器(未示出)、CVVT装置45和55、CVVD装置40等，从而控制发动机2的操作。
电动发电机3可以是同步电动发电机，其中永磁体嵌入转子中，定子线圈缠绕在定子上。电动发电机3可以由电动控制单元(MCU)6控制。MCU6可以将指令传递到电动发电机3，从而控制电动发电机3的操作。
离合器9可以安装在发动机2与电动发电机3之间。通过离合器9的接合和分离，发动机2可以与电动发电机3接合以及与电动发电机3分离。
自动变速器4可以被配置为根据驾驶员的意图(车辆速度、加速器踏板的开度等)来改变挡位。自动变速器4可以由变速器控制单元(TCU)7控制。
ECU5、MCU6和TCU7可以连接到混合动力控制单元(HCU)8，并且HCU8可以配置成管理车辆的能量消耗并以最高效率驱动车辆。
HCU8可以被配置为通过ECU5的控制指令控制CVVD发动机2的操作、通过MCU6的控制指令控制电动发电机3的操作、通过TCU7的控制指令控制离合器9的接合和分离以及变速器4的挡位改变等。
同时，图1示出安装有变速器的电动装置(TMED)型混合动力车辆的配置，其中发动机2和电动发电机3通过离合器9连接。然而，本发明构思不限于此，并且可以应用于各种混合动力车辆，例如安装有飞轮的电动装置(FMED)型混合动力车辆和动力分支混合动力车辆。
参考图2，发动机2的控制系统可以包括数据检测器10、凸轮轴位置传感器20、ECU5、进气CVVD装置40、进气CVVT装置45和排气CVVT装置55。
数据检测器10可以检测与车辆的当前行驶状态有关的数据，以便控制进气CVVD装置40、进气CVVT装置45和排气CVVT装置55。
数据检测器10可以包括车辆速度传感器11、发动机转速传感器12、油温传感器13、冷却液温度传感器16、空气流量传感器14和加速装置位置传感器(APS)15。
车辆速度传感器11可以检测车辆的速度，将相应的信号传递到ECU5，并且安装在车辆的车轮上。
发动机转速传感器12可以根据曲轴的相位或凸轮轴的相位的变化来检测发动机的速度，并且将相应的信号传递到ECU5。
油温传感器13可以检测发动机油的温度，并将相应的信号传递到ECU5。
冷却液温度传感器16可以检测冷却发动机的冷却液的温度，并将相应的信号传递到ECU5。
空气流量传感器14可以检测吸入进气歧管中的空气量，并将相应的信号传递到ECU5。
APS15可以检测驾驶员踩下加速器踏板的程度，使得可以由APS15确定加速器踏板的位置值。例如，当完全踩下加速器踏板时，加速器踏板的位置值是100％，而当没有踩下加速器踏板时，加速器踏板的位置值是0％。
在本发明的一些形式中，可以使用安装在进气通道上的节气门位置传感器(TPS)来代替APS15。在这种情况下，加速器踏板的位置值可以由节气门的开度确定。
凸轮轴位置传感器20可以检测凸轮轴的角度变化，并将相应的信号传递到ECU5。
在图2中所示的本发明的一些形式中，进气CVVD装置40和进气CVVT装置45可以安装在发动机2的进气侧，排气CVVT装置55可以安装在发动机2的排气侧。
进气CVVD装置40可以根据ECU5的信号来调节发动机的进气门的打开持续时间，并且进气CVVD装置40可以由驱动电机41驱动。进气CVVT装置45可以根据ECU5的信号来调节发动机的进气门的打开/关闭正时。排气CVVT装置55可以根据ECU5的信号来调节发动机的排气门的打开/关闭正时。
ECU5可以基于来自数据检测器10和凸轮轴位置传感器20的信号，根据发动机转速和负载对多个控制区域进行分类，并根据多个控制区域控制进气CVVD装置40、进气CVVT装置45和排气CVVT装置55。
ECU5可以是由设定程序操作的至少一个处理器，并且设定程序可以被编程为控制具有本发明的一些形式的CVVD装置的发动机。
本文描述的本发明的一些形式可以使用软件、硬件或其组合而在通过计算机或类似设备可读的记录介质中实现。
在硬件的实施中，这里阐述的本发明一些形式可以利用特定的应用集成电路(ASIC)、数字信号处理器(DSP)、数字信号处理设备(DSPD)、可编程逻辑设备(PLD)、现场可编程门阵列(FPGA)、处理器、控制器、微控制器、微处理器以及设计为执行其他任意功能的电子单元中的至少一种来实施。
在软件实现中，与本文阐述的过程和功能有关的本发明的一些形式可以由单独的软件模块实现。每一个软件模块可以执行本发明所描述的功能和操作中的一个或更多个。软件代码可以以合适的编程语言来编写并通过软件应用来实施。
参考图3，将详细描述用于控制具有本发明的一些形式的CVVD装置的发动机的方法。当驾驶员所需的扭矩输入到HCU8时，HCU8可以在步骤S1中使用车辆驱动模式、挡位、发动机油温、冷却液温度、进气量等来校正所需扭矩。
HCU8可以被配置为选择EV模式、HEV模式和发动机驱动模式中的任何一个，并且混合动力车辆可以以任何一种驱动模式行驶：EV模式，其中混合动力车辆仅由电动发电机的动力驱动；HEV模式，其中混合动力车辆由发动机的动力和电动发电机的动力驱动；以及发动机驱动模式，其中混合动力车辆仅由发动机的动力驱动。
HCU8可以确定由模式选择映射图校正的所需扭矩是否满足在步骤S2中驱动发动机2所需的条件。HCU8可以将模式选择映射图存储在其存储器中，并且模式选择映射图指的是根据发动机扭矩和发动机RPM划分EV模式区域、HEV模式区域和发动机驱动模式区域的映射图。
在步骤S2中，当校正的所需扭矩不满足驱动发动机2所需的条件时，ECU5可以在步骤S11中关闭发动机2，并且MCU6可以在步骤S12中控制电动发电机3执行EV模式。
在步骤S3中，当在步骤S2中校正的所需扭矩满足驱动发动机2所需的条件时，HCU8可以将用于起动发动机2的起动信号传递到ECU5。
在步骤S4中，HCU8可以确定目标CVVD值(其用于通过进气CVVD装置40的操作确定进气门的打开持续时间)，该目标CVVD值对应于校正的所需扭矩。HCU8的存储器可以存储CVVD映射图，并且CVVD映射图可以包括根据发动机RPM和发动机负载(扭矩)映射的目标CVVD值。因此，HCU8可以通过将校正的所需扭矩放入CVVD映射图中来确定目标CVVD值。
在步骤S5中，ECU5可以确定与所确定的目标CVVD值对应的目标电流值。当目标电流值被施用于进气CVVD装置40的驱动电机41时，可以用目标CVVD值驱动进气CVVD装置40。ECU5可以将电流映射图存储在其存储器中，并且电流映射图可以包括根据目标CVVD值映射的电流值。因此，ECU5可以通过将目标CVVD值放入电流映射图中来确定目标电流值。
在步骤S6中，ECU5可以确定在发动机2的点火/熄火之后发动机2的当前状态是否处于用于重新起动的起动间隔(完全爆炸)。例如，当通过发动机转速传感器检测到的发动机2的RPM低于完全爆炸的设定RPM时，可以确定发动机2的当前状态处于起动间隔(即，发动机2的起动未完成)，当通过发动机转速传感器检测到的发动机2的RPM高于或等于用于完全爆炸的设定RPM时，可以确定发动机2的当前状态不处在起动间隔(即，发动机2的起动完成)。
在步骤S7中，当在步骤S6中确定发动机2的当前状态处于起动间隔时(即，当发动机2的起动没有完成时)，ECU5可以将目标CVVD值改变到同步CVVD值的预定范围(例如，0-55)。同步CVVD值是指这样的CVVD值，其被设定为允许发动机起动RPM适合于与自动变速器4的RPM和/或电动发电机3的RPM同步。
在步骤S8中，当目标CVVD值改变为同步CVVD值时，ECU5可以改变为与同步CVVD值对应的同步电流值，从而在步骤S9中ECU5可以将同步电流值施用于进气CVVD装置40的驱动电机41以根据同步CVVD值驱动进气CVVD装置40。当同步电流值被施用于进气CVVD装置40的驱动电机41时，发动机2的起动RPM可以被调节为适于于同步的RPM。当混合动力车辆在HEV模式下行驶时，发动机2的起动RPM可以与自动变速器4的RPM和电动发电机3的RPM精确地同步，并且当混合动力车辆在发动机驱动模式下行驶时，发动机2的起动RPM可以与自动变速器4的RPM精确地同步。
同时，当发动机2的起动RPM变得相对较低时，发动机2的起动RPM可以更精确地与自动变速器4的RPM和/或电动发电机3的RPM同步。
在本发明的一些形式中，同步CVVD值可以大于目标CVVD值，因此在起动间隔中的发动机2的起动RPM可以相对于相关技术的起动RPM降低，从而便于其进行同步，增加起动扭矩，并提高燃料效率。例如，如图4所示，在目标CVVD值为226的情况下，当发动机2在对应于目标CVVD值的目标电流值被施用于进气CVVD装置40的驱动电机41的状态下起动时，起动RPM可以变为1280。相比之下，如图5所示，在CVVD值增加到236(同步CVVD值)的情况下，起动RPM可以降低到1220，因此可以准确且容易地执行同步，并且可以提高燃料效率。
当在步骤S6中确定发动机2的当前状态不处在起动间隔时(即，当发动机2的起动完成时)，ECU5可以在步骤S10中将与目标CVVD值相对应的目标电流值施用于进气CVVD装置40的驱动电机41以根据目标CVVD值驱动进气CVVD装置40。如图6所示，当进气CVVD装置40根据目标CVVD值运行时，可以确定进气门的打开持续时间。
如上所述，在本发明的一些形式中用于控制具有CVVD装置的发动机的方法可以改变目标CVVD值从而在发动机的起动间隔(完全爆炸)中相对降低发动机起动RPM，从而允许发动机起动RPM与自动变速器的RPM和/或电动发电机的RPM精确地同步，从而增加起动扭矩并改善燃料效率和电池的电量状态(SOC)。
对本发明的描述在本质上只是示例性的，因此，不偏离本发明内容的变化旨在也落入本发明范围之内。这种变化不应看作对本发明的精神和范围的偏离。

Claims (7)

1.一种用于控制具有连续可变气门打开持续时间装置的发动机的方法，该方法包括如下步骤：
校正驾驶员所需的扭矩；
当校正的扭矩满足驱动发动机所需的条件时，通过混合动力控制单元向发动机控制单元传递起动信号；
确定与所述校正的扭矩对应的用于进气连续可变气门打开持续时间装置的操作的目标连续可变气门打开持续时间值；
确定与目标连续可变气门打开持续时间值对应的目标电流值；以及
当发动机的当前状态处于起动间隔时，将目标连续可变气门打开持续时间值改变为同步连续可变气门打开持续时间值，
其中，所述同步连续可变气门打开持续时间值配置成使发动机的起动每分钟转数与自动变速器的每分钟转数或电动发电机的每分钟转数同步。
2.根据权利要求1所述的用于控制具有连续可变气门打开持续时间装置的发动机的方法，其中，该方法进一步包括如下步骤：
改变为与同步连续可变气门打开持续时间值对应的同步电流值；以及
将同步电流值施用于进气连续可变气门打开持续时间装置的驱动电机。
3.根据权利要求1所述的用于控制具有连续可变气门打开持续时间装置的发动机的方法，其中，该方法包括如下步骤：
将同步连续可变气门打开持续时间值设置为大于目标连续可变气门打开持续时间值。
4.根据权利要求1所述的用于控制具有连续可变气门打开持续时间装置的发动机的方法，其中，该方法包括如下步骤：
当发动机的当前状态不处在起动间隔时，将对应于目标连续可变气门打开持续时间值的目标电流值施用于进气连续可变气门打开持续时间装置的驱动电机。
5.根据权利要求1所述的用于控制具有连续可变气门打开持续时间装置的发动机的方法，其中，该方法包括如下步骤：
利用车辆驱动模式、挡位、发动机油温、冷却液温度和进气量来校正扭矩。
6.根据权利要求1所述的用于控制具有连续可变气门打开持续时间装置的发动机的方法，其中，该方法包括如下步骤：
通过将校正的扭矩放入连续可变气门打开持续时间映射图中来确定目标连续可变气门打开持续时间值，所述连续可变气门打开持续时间映射图包括对应于发动机的每分钟转数和发动机扭矩而映射的目标连续可变气门打开持续时间值。
7.根据权利要求1所述的用于控制具有连续可变气门打开持续时间装置的发动机的方法，其中，该方法包括如下步骤：
通过将目标连续可变气门打开持续时间值放入电流映射图中来确定目标电流值，所述电流映射图包括对应于目标连续可变气门打开持续时间值而映射的电流值。
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