CN1851243A - 混合动力电动汽车内燃机预定位 - Google Patents
混合动力电动汽车内燃机预定位 Download PDFInfo
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- CN1851243A CN1851243A CNA2006100679624A CN200610067962A CN1851243A CN 1851243 A CN1851243 A CN 1851243A CN A2006100679624 A CNA2006100679624 A CN A2006100679624A CN 200610067962 A CN200610067962 A CN 200610067962A CN 1851243 A CN1851243 A CN 1851243A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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- F02D13/0261—Controlling the valve overlap
- F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
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Abstract
一种用于控制至少在某些条件期间用进气门和排气门之间的负气门重叠进行操作的发动机的方法,所述方法包括提供至少一个汽缸接近活塞位置上止点的发动机停止位置,及调整进气门和排气门中的至少一个来定位所述至少一个汽缸的进气和排气门中的至少一个,使得所述进气和排气门中的至少一个在所述发动机停止位置基本关闭。以此方式,可以提供改进的发动机重起动,同时还减少氧从进气和/或发动机汽缸迁移到排气催化剂系统的可能性而氧迁移导致排气催化剂系统性能劣化以及排气排放增加。
Description
技术领域
本发明涉及停止和起动连接在汽车的混合动力系统中的发动机。
背景技术
具有混合动力系统的汽车已用于在汽车操作期间周期性地关闭发动机以改进总体燃料经济性。在一种示例方法中,可以预定位发动机以获得将来的起动所需的发动机位置。在一个示例中,所需的预定位置是具有凸轮驱动气门的4汽缸、偶数缸点火、4循环发动机的至少一个汽缸接近TDC(压缩结束/膨胀开始)处。
然而,发明人在此认识到,这样的方法至少具有下面的问题。例如,将汽缸定位在接近TDC(压缩结束/膨胀开始)处通常导致另一个汽缸被定位在接近其TDC(排气结束/进气开始)处,且使得进气和排气门两者都至少部分开启。此条件产生了从进气、通过汽缸、到排气的路径。换句话说,在进气和排气歧管之间存在连通。此条件会导致发动机关闭条件期间从进气歧管、汽缸,或排气到催化剂的氧迁移,从而使催化剂在多余的氧中饱和。排放测试条件会加剧此迁移,从而甚至在发动机关闭时也会吸进排气流。通过催化剂的空气流也会将催化剂冷却到低于其最优工作温度。
发明内容
上述问题中的至少一部分可以通过一种用于控制至少在某些条件期间用进气门和排气门之间的负气门重叠进行操作的发动机的方法来解决,所述方法包括:提供至少一个汽缸接近活塞位置上止点的发动机停止位置;及调整进气门和排气门中的至少一个来定位所述至少一个汽缸的进气和排气门中的至少一个,使得所述进气和排气门中的至少一个在所述发动机停止位置基本关闭。
根据本发明的另一个方面,一种用于控制混合动力电动汽车的系统,所述系统包括具有多个汽缸的发动机,其中至少一个汽缸至少在某些条件期间用进气门和排气门之间的负气门重叠操作;电动机/发电机;连接到所述发动机的曲轴的单向离合器;及用于周期性地停止所述发动机并操作所述电动机来驱动所述汽车的控制器,其中所述发动机周期性地停止在至少一个汽缸接近活塞位置上止点的发动机停止位置,所述控制器调整进气门和排气门中的至少一个来定位所述至少一个汽缸的进气和排气门中的至少一个,使得所述进气和排气门中的至少一个在所述发动机停止位置基本关闭。
以此方式,可以提供改进的发动机重起动,同时还减少氧从进气和/或发动机汽缸迁移到排气催化剂系统的可能性。
根据本发明的又一个方面,一种计算机存储介质,具有其中编码的指令,所述指令用于控制至少在某些条件期间用进气门和排气门之间的负气门重叠操作的发动机,所述介质包括用于提供发动机停止位置的代码,通过使用连接到所述发动机的电动机调整发动机位置,并用单向离合器保持该位置来提供至少一个汽缸接近活塞位置上止点的所述发动机停止位置;及用于调整进气门和排气门中的至少一个来定位所述至少一个汽缸的进气和排气门中的至少一个,使得所述进气和排气门中的至少一个在所述发动机停止位置基本关闭的代码。
除了上述优点外,通过电动机和单向离合器预定位发动机能获得以后起动所需的位置。单向离合器可以防止曲轴反向旋转并将其保持在该位置而不消耗任何能量。
附图说明
图1是示例混合动力系统中的发动机的示意图;
图2是发动机、进气系统和排气系统的示意图;
图3是四汽缸四循环发动机的相关发动机活塞位置的图表;
图4表示具有气门重叠可能性的汽缸的进气和排气门升程的图表;
图5表示操作的示例实施例的高级流程图。
具体实施方式
本发明涉及电动汽车,更具体地涉及混合动力电动汽车(HEV)。图1表示的只是一种可能的配置,具体来说是并联式/串联式混合动力电动汽车(混联式)配置。
在HEV中,发动机24连接到行星齿轮组20的行星架22。单向离合器26允许发动机和行星架的正向旋转并防止其反向旋转。行星齿轮组20还在机械上将太阳齿轮28连接到发电电动机30和环形(输出)齿轮32。发电电动机30还在机械上链接到发电机制动器34并在电气上链接到电池36。牵引电动机38在机械上经由第二齿轮组40连接到行星齿轮组20的环形齿轮32并在电气上链接到电池36。行星齿轮组20的环形齿轮32和牵引电动机38在机械上经由输出轴44连接到驱动轮42。
行星齿轮组20将发动机24输出能量划分为从发动机24到发电电动机30的串联路径以及从发动机24到驱动轮42的并联路径。发动机24转速可通过变化到串联路径的划分同时通过并联路径保持机械连接来控制。牵引电动机38在并联路径上通过第二齿轮组40增加发动机24输出到驱动轮42的功率。牵引电动机38还提供了使用直接来自串联路径的能量的机会,基本上用尽发电电动机30产生的功率。这减少了与转换能量为电池36中的化学能及反向转换关联的损耗,并允许所有发动机24能量减去转换损耗可以到达驱动轮42。
因此,图1表示出在此例中,发动机24直接连接到行星架22,而例如没有可以将它们彼此断开的离合器。单向离合器26允许轴在正向方向自由旋转,但在转矩尝试反向旋转轴时使轴受到动力系统固定结构的限制。制动器34并不中断太阳齿轮28和发电电动机30之间的连接,但是可以在通电时使这两个部件之间的轴受到动力系统固定结构的限制。
汽车系统控制器(VSC)46通过连接到每个组件控制器来控制此HEV配置中的多个组件。发动机控制单元(ECU)48经由硬件接口连接到发动机24(参见图2中的进一步细节)。在一个示例中,ECU 48和VSC 46可以位于同一单元中,但实际上是分离的控制器。或者,它们可以是同一控制器,或位于分离的单元中。VSC 46通过如控制器局域网(CAN)33这样的通信网络与ECU 48以及电池控制单元(BCU)45和驱动桥管理单元(TMU)49通信。BCU 45经由硬件接口连接到电池36。TMU 49经由硬件接口控制发电电动机30和牵引电动机38。控制单元46、48、45和49,及控制器局域网33可以包括一个或多个微处理器、计算机或中央处理单元,一个或多个计算机可读存储装置,一个或多个存储器管理单元,及用于与各种传感器、驱动器和控制电路通信的一个或多个输入/输出装置。
图2表示可用作发动机24的示例发动机和排气系统。发动机24可以是汽油发动机或柴油发动机。图2的示例表示具有火花塞的汽油发动机,然而,发动机24可以是没有火花塞的柴油发动机,或任何其它类型的发动机。内燃发动机24包括多个汽缸,其中一个汽缸如图2中所示,该内燃发动机24由电子发动机控制器48控制。发动机24包括燃烧室29和汽缸壁31,活塞35位于汽缸壁中并连接到曲轴39。燃烧室29如所示通过相应的进气门52和排气门54与进气歧管43和排气歧管47连通。虽然只表示了一个进气和一个排气门,但如果需要的话可以使用一个以上的进气和排气门。例如,可以使用两个进气门和一个排气门。
在此示例中,可以通过可变凸轮正时提供可变气门正时。虽然在此示例中表示了独立的进气凸轮正时和排气凸轮正时,但可以将可变进气凸轮正时和固定的排气凸轮正时一起使用,反之亦然。同样,可以使用各种类型的可变气门正时,如液压叶片式驱动器53和55从控制器48接收相应的凸轮正时控制信号VCTE和VCTI。可以通过曲轴信号PIP与来自相应的凸轮传感器50和51的信号之间的比较来提供凸轮正时(排气和进气)位置反馈。
在替换实施例中,如果需要的话,凸轮驱动的排气门可以和电力驱动的进气门一起使用。在这样的情况下,控制器可以确定发动机是否停止,或预定位到排气门至少部分开启的条件,且如果这样,则在发动机停止的至少部分期间保持进气门关闭来减少进气和排气歧管之间的连通。
进气歧管43也如所示具有与其连接并用于根据来自控制器48的信号脉冲宽度FPW输送液体燃料的燃料喷射器65。燃料由燃料系统(未示出)输送到燃料喷射器65,燃料系统包括燃料箱、燃料泵,及燃料导管(未示出)。或者,可以配置发动机,使得燃料被直接喷射到发动机汽缸中,如熟悉技术的人所知这称为直喷。此外,进气歧管43如所示与可选的电子节气门125连通。
无分电器点火系统88经由火花塞92向燃烧室29提供点火火花来响应控制器48。通用排气氧(UEGO)传感器76如所示连接到催化转换器70上游的排气歧管47。或者,可以用双态排气氧传感器替换UEGO传感器76。双态排气氧传感器98如所示连接到催化转换器70下游的排气系统。或者,传感器98也可以是UEGO传感器。催化转换器温度由温度传感器77测量,和/或基于如发动机转速、负载、空气温度、发动机温度,和/或空气流量,或其组合这样的操作条件来估计。在一个示例中,转换器70可以包括多个催化剂块。在另一示例中,可以使用其中每个都具有多个催化剂块的多个排放控制装置。在一个示例中,转换器70也可以是三元催化剂。
控制器48如图2中所示为常规的微计算机,包括:微处理器单元102、输入/输出端口104,及只读存储器106、随机存取存储器108、保活存储器110,及常规数据总线。除了上述那些信号之外,控制器48如所示还接收来自连接到发动机24的传感器的各种信号,包括来自连接到冷却套管114的温度传感器112的发动机冷却剂温度(ECT),连接到加速器踏板的位置传感器119,来自连接到进气歧管43的压力传感器122的发动机歧管压力(MAP)测量值,来自温度传感器117的发动机进气温度或歧管温度(ACT)测量值,及来自霍尔效应传感器的发动机位置传感器118传感曲轴39的位置。在本发明的一个方面,发动机位置传感器118在曲轴的每周旋转中产生预定数量的等距脉冲,从中可以确定发动机转速(RPM)。
在替换实施例中,可以使用直喷式发动机,其中喷射器65位于燃烧室29中,类似于火花塞92那样在汽缸头中,或在燃烧室侧面。
如上所述,在一个示例中,当发动机24关闭时,曲轴39可以旋转到将汽缸中的一个放置在压缩结束时非常接近上止点(TDC)的位置。以此方式,发动机可以更容易地重起动(在开始转动时,在此位置的发动机的曲轴可以更快地达到速度,因为有很少的初始转动能量被汽缸内空气的压缩所吸收。同样,在偶数缸点火4汽缸四行程发动机的情况下,当发动机转动从基本位于TDC的条件开始时,在曲轴最初的少数旋转度期间最少量的转动能量被活塞体的加速所吸收)。换句话说,在4汽缸发动机的示例中,它可以正常地停止在一个汽缸在压缩TDC之后,而下一个汽缸约在其压缩TDC之前相同距离的位置,来平衡汽缸内气体压缩的弹力。在具有偶数个汽缸的发动机中,此正常停止位置很可能没有任何汽缸处于气门重叠。然而,此停止位置可能是不利于发动机快速重起动的位置。因此,在一个示例中,可以按如上所述使用预定位,这可以通过发电电动机30产生的用于旋转曲轴以将活塞略微置于TDC之前处的转矩以及防止曲轴向后旋转的单向离合器26来实现。
然而,在具有偶数个汽缸及偶数点火间隔的四行程发动机中,任何时候当一个汽缸处在压缩结束的TDC处,另一个汽缸都处在排气结束的TDC处,如下面关于图3的更详细说明。取决于发动机的气门事件正时,在排气结束TDC处的汽缸可能在气门事件重叠位置,其中排气门尚未完全关闭而进气门已经开始开启,如下面关于图4的说明。如果发动机的至少一个汽缸在发动机未运行时处于气门重叠位置,则可能让空气从进气歧管通过该汽缸流入排气歧管。这会增加排放,特别是在稀混合气(汽油或柴油)HEV中。例如,这会使多余的氧进入排放控制装置,如NOx捕集器,导致系统性能劣化以及排气排放增加。
因此,在一种方法中,做出调整,使得发动机不停止(或至少不经常停止)并留在这样的位置,其中任何汽缸都让排气和进气门两者部分开启。这可以通过如下各种方式实现,例如:1)可以在发动机关闭之前、期间,或之后调整排气可变气门正时(VVT),以消除或减少关闭条件下的气门重叠;2)可以在发动机关闭之前、期间,或之后调整进气VVT,以消除或减少关闭条件下的气门重叠;3) (在4汽缸4循环发动机情况下)可以配置预定位策略以便定位所有活塞使其足够远离会发生气门重叠的排气结束TDC,以确保最接近排气TDC的汽缸的进气门尚未开始开启。
此外,可以使用这些方法的组合。同时注意,在方法3中,不同的发动机类型,如V型发动机,具有更多或更少汽缸的发动机等等可能需要不同的停止位置。作为方法3的示例,可以控制电动机以便将汽缸定位在其压缩TDC之前足够远的位置,从而对应的接近排气TDC的汽缸仍然让其进气门关闭。接近压缩TDC的汽缸内的压缩空气会趋向于使曲轴反向旋转,但单向离合器26会防止曲轴的反向旋转。此新位置几乎对快速重起动同样有利,同时还减少进气和排气歧管之间的连通。
现参考图3,其中表示了四汽缸四循环发动机的每个汽缸的活塞位置。阴影线区域表示在进气和排气门之间存在气门重叠可能性的位置。图中还表示了活塞的相对位置。注意,如果控制器试图将曲轴准确地停止在TDC处,则±2.5度的定位公差偶尔会使曲轴处于这样的位置,其中气体压力会产生足够的正转矩而使曲轴继续过度正向旋转。因此,在发动机停止控制的示例中,例如缺少可变气门正时的情况,曲轴被停止在TDC之前足够远的位置,从而进气门尚未开始开启。单向离合器26可以防止曲轴反向旋转并将其保持在该位置而不消耗任何能量,而能量消耗会在如将电子驱动的气门保持在关闭位置时发生。
现参考图4,其中表示了进气和排气门之间的气门重叠的一个示例条件。具体来说,表示出了进气和排气门升程曲线(实线),其中升程曲线的尾部重叠。如图4中的虚线升程曲线所示,排气门关闭提前(方法1)和/或进气门开启延迟(方法2)都可以用于减少气门重叠。
熟悉技术的人应理解,下面在流程图中描述的具体例程表示任何数量的处理策略中的一个或多个,如事件驱动、中断驱动、多任务、多线程等等。因此,所示的各步骤或功能可以按所述顺序执行、并行执行,或在某些情况下省略。类似地,处理的顺序不是实现本发明的特征和优点所必需的,而是为了便于演示和说明提供的。虽然未明确表示,但取决于所使用的特定策略,所示步骤或功能中的一个或多个可以重复执行。此外,这些图以图形表示了要编程到控制器48中的计算机可读存贮介质中的代码。
现参考图5,示例性例程如所示使用方法1和2中的至少一种。在此示例中,在发动机关闭之前、期间,或之后调整进气和/或排气门凸轮正时之一或两者,以将气门定位在无(或减少)气门重叠条件下,使得无论发动机停止或预定位在何处,进气到排气的连通都能够减少。
具体来说,在步骤510中,例程确定是否已请求、在发生,和/或将发生发动机关闭条件。这些条件可以用各种方法识别,如通过发动机断电、来自汽车系统控制器的停止发动机请求,或其它。如果出现了关闭条件,则例程进入步骤512。在步骤512,例程可选地确定是否请求了用于将来起动的发动机预定位。如果是,则例程进入步骤514来选择要调整的气门正时,使得可以在发动机关闭条件期间减少气门重叠。对是否调整进气和/或排气门正时的选择可以基于各种参数,如估计的发动机关闭时间、发动机温度、环境温度、催化剂温度,及其它各种参数。
然后,在一个示例中,可以在步骤516期间,在发动机关闭条件期间而来自发动机操作的机油压力仍然存在时调整凸轮正时。在一个具体示例中,可以在终止到汽缸的燃料和/或火花之前(如,在最后一次燃烧事件之前)调整气门正时,以便开始移动凸轮正时到所需位置来减少气门重叠。
在另一个示例中,凸轮驱动器的设计是这样的,即当机油压力撤除(如,由于发动机关闭)时,利用偏移弹力将凸轮定位在自动减少气门重叠的位置。
继续图5,在步骤518中,例程通过电动机和单向离合器预定位发动机来获得以后起动所需的位置。预定位可以在发动机已终止操作之后通过电动机/发电机进行,或可以通过在关闭期间控制发动机以停止在所需位置来获得,或通过其组合进行。在另一示例中,可以在关闭期间控制发动机和发电电动机转矩以获得所需停止位置,如通过调整燃料、火花、空气、进入发电电动机或从中输出的电流和/或其组合来进行。
在一个示例中,定位发动机,使得至少一个汽缸的活塞接近压缩结束/膨胀开始TDC。然后,当得到起动发动机的请求时,发动机可以从518中设置的位置起动。在一个示例中,可以在起动期间将气门正时调整到所需条件其中可以包括或不包括气门重叠。例如,在起动期间,可以产生或增加气门重叠。作为另一示例,在发动机由起动器初始旋转(及产生了足够的机油压力)之后,可以调整气门正时,使其远离步骤518中设置的位置,从而可以对发动机起动的第一次和接下来的燃烧事件使用不同的气门正时。
注意,在替换实施例中,可以执行发动机预定位来定位发动机,使得没有发动机汽缸留在具有气门重叠条件的位置。例如,可以执行发动机预定位来定位发动机,使得至少一个汽缸接近排气结束但进气门开启发生之前的TDC。以此方式,可以获得某种改进的起动能力,而同时在发动机停止条件期间减少进气和排气歧管之间的连通。
应理解,在此公开的配置和例程本质上是示例性的,且这些具体实施例不应被视为具有限制意义,因为大量的变体是可能的。例如,如上所述,上述方法可以应用于V-6、I-4、I-6、V12,对置4,及其它发动机类型。同样上述方法并不具体限制于液压驱动的可变凸轮正时驱动器。相反,它们可以应用于其它形式的驱动器。
本发明的主题包括在此公开的各种系统和配置,及其它特征、功能,和/或属性的所有新颖和非易见的组合及子组合。
下面的权利要求特别指出视为新颖和非易见的特定组合及子组合。这些权利要求可能引用“一个”元素或“第一”元素或其等价。这样的权利要求应被理解为包括对一个或一个以上这样的元素的结合,而不是要求或排除两个或两个以上这样的元素。所公开的特征、功能、元素和/或属性的其它组合及子组合可以通过本发明权利要求的修改或通过在本申请或相关申请中提供新的权利要求来请求保护。这样的权利要求,无论是在范围上比原始权利要求更宽、更窄、等价或不同,都应被视为包括在本发明的主题之内。
Claims (19)
1.一种用于控制发动机的方法,所述发动机至少在某些条件期间用进气门和排气门之间的负气门重叠进行操作,所述方法包括:
提供至少一个汽缸接近活塞位置上止点的发动机停止位置;及
调整进气门和排气门中的至少一个来定位所述至少一个汽缸的进气和排气门中的至少一个,使得所述进气和排气门中的至少一个在所述发动机停止位置基本关闭。
2.如权利要求1所述的方法,其特征在于,通过在发动机关闭操作期间调整发动机操作参数来提供所述发动机停止位置。
3.如权利要求1所述的方法,其特征在于,通过使用连接到发动机的电动机调整发动机位置来提供所述发动机停止位置。
4.如权利要求1所述的方法,其特征在于,通过使用连接到发动机的电动机调整发动机位置并用单向离合器保持该位置来提供所述发动机停止位置。
5.如权利要求1所述的方法,其特征在于,通过在发动机停止条件期间使用连接到发动机的电动机调整发动机位置并用单向离合器保持该位置来提供所述发动机停止位置。
6.如权利要求1所述的方法,其特征在于,所述调整至少在发动机关闭期间执行。
7.如权利要求1所述的方法,其特征在于,所述调整至少在发动机停止之后执行。
8.如权利要求1所述的方法,其特征在于,所述调整包括调整进气门开启正时和排气门关闭正时中的一个。
9.如权利要求1所述的方法,其特征在于,所述调整包括延迟进气门开启正时。
10.如权利要求1所述的方法,其特征在于,所述调整包括提前排气门关闭正时。
11.如权利要求1所述的方法,其特征在于,所述调整包括调整连接到所述进气和排气门中的至少一个的电动气门驱动器的位置来保持所述气门基本关闭。
12.如权利要求11所述的方法,其特征在于,所述至少一个汽缸中的每个进气门都是电动驱动的,且所述调整包括保持每个进气门基本关闭。
13.一种用于控制混合动力电动汽车的系统,所述系统包括:
具有多个汽缸的发动机,其中至少一个汽缸至少在某些条件期间用进气门和排气门之间的负气门重叠操作;
电动机/发电机;
连接到所述发动机的曲轴的单向离合器;及
用于周期性地停止所述发动机并操作所述电动机来驱动所述汽车的控制器,其中所述发动机周期性地停止在至少一个汽缸接近活塞位置上止点的发动机停止位置,所述控制器调整进气门和排气门中的至少一个来定位所述至少一个汽缸的进气和排气门中的至少一个,使得所述进气和排气门中的至少一个在所述发动机停止位置基本关闭。
14.如权利要求13所述的系统,其特征在于,所述控制器调整进气凸轮正时来定位所述进气门,使得所述进气门在所述发动机停止位置基本关闭。
15.如权利要求13所述的系统,其特征在于,所述控制器调整排气凸轮正时来定位所述排气门,使得所述排气门在所述发动机停止位置基本关闭。
16.一种计算机存储介质,具有其中编码的指令,所述指令用于控制至少在某些条件期间用进气门和排气门之间的负气门重叠操作的发动机,所述介质包括:
用于提供发动机停止位置的代码,通过使用连接到所述发动机的电动机调整发动机位置,并用单向离合器保持该位置来提供至少一个汽缸接近活塞位置上止点的所述发动机停止位置;及
用于调整进气门和排气门中的至少一个来定位所述至少一个汽缸的进气和排气门中的至少一个,使得所述进气和排气门中的至少一个在所述发动机停止位置基本关闭的代码。
17.如权利要求16所述的介质,其特征在于,所述代码通过在发动机非燃烧条件期间调整所述发动机位置来提供所述发动机停止位置。
18.如权利要求16所述的介质,其特征在于,所述代码在发动机关闭期间调整所述至少一个进气或排气门。
19.如权利要求16所述的介质,其特征在于,所述代码通过改变凸轮正时来调整所述至少一个进气或排气门。
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