GB2540834A

GB2540834A - Method and system for providing torque-assist

Info

Publication number: GB2540834A
Application number: GB1604048.7A
Authority: GB
Inventors: Naidu Ashish; Halleron Ian; George Brittle Peter; Wright James
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2016-03-09
Filing date: 2016-03-09
Publication date: 2017-02-01
Anticipated expiration: 2036-03-09
Also published as: GB2540834B; GB201604048D0

Abstract

A method provides torque assistance to a crankshaft of an internal combustion engine 3. An electric machine (39 see fig 3) provides assistance in response to the operation of an exhaust gas recirculation valve 29, 35. The need for the invention arises because a valve 29 may need to be opened temporarily to avoid a large quantity of condensate forming which may damage a compressor 11a of a turbocharger 11. The method may also include reducing a fuel injection quantity in response to the valve being operated. The system also includes an exhaust gas treatment module 23, a fuel injection system (49 see fig 3) and a high pressure exhaust gas recirculation loop 31.

Description

Method and System for Providing Torque-Assist

This disclosure relates to a method of providing torque-assist to a rotary shaft of an internal combustion engine, and in particular, but not exclusively, relates to providing torque-assist to a turbocharged internal combustion engine.

Introduction A high proportion of vehicle engines are fitted with turbochargers to improve performance as well as fuel efficiency and emissions levels. Engines which are fitted with turbochargers often incorporate an exhaust gas recirculation (EGR) system, which further reduces emissions values by recirculating a portion of the exhaust gases back to the inlet of the engine. In a low pressure EGR (LP-EGR) system the exhaust gases are reintroduced upstream of the turbocharger compressor inlet. The pressure at this location is low, even in high engine boost conditions, which allows for the low pressure recirculation of the exhaust gases. In contrast, in a high pressure EGR (HP-EGR) system the exhaust gases are reintroduced downstream of the turbocharger compressor outlet and hence exhaust gases must be recirculated at a higher pressure. Some vehicles are fitted with twin turbochargers, which work in series to increase the pressure of inlet gases and recirculated exhaust gases. High pressure EGR gases may be reintroduced upstream or downstream of the second compressor. In order to control the flow of EGR gases, the EGR system may have one or more EGR valves configured to control the reintroduction of the EGR gases back to the inlet of the engine.

When an engine equipped with an EGR system is operating at or close to full load, for example maximum torque output, the EGR valve will typically be closed, reducing the EGR flow to zero. When the EGR valve is closed, condensation can form upstream of the valve as the EGR gases and system cool. When the torque demand on the engine is reduced, the EGR valve opens to reintroduce the EGR gases back to the inlet of the engine. As a result, the condensate that has accumulated upstream of the EGR valve is discharged through the valve and into the inlet of the engine. Such a discharge of condensate is undesirable, especially for an LP EGR system as a large quantity of condensate can damage the compressor of the turbocharger.

One solution is to periodically open the EGR valve, for example for 3 seconds every 30 seconds, to evaporate and discharge the accumulated condensation and to reheat the EGR system, which helps to reduce the rate of condensation. However, at or near full engine load, opening of the EGR valve reduces the air available for combustion and thus results in a torque disturbance which is noticeable by the driver.

Statements of Invention

According to an aspect of the present disclosure there is provided a method of providing torque-assist to a rotary shaft of an internal combustion engine, the method comprising: assisting the rotation of the rotary shaft using an electric machine as a result of, for example in response to, the operation of an exhaust gas recirculation valve. The rotary shaft may be any rotary shaft of the engine that may be driven by the electric machine. For example, the rotary shaft may be a crankshaft, a camshaft, a balancer shaft, or any other appropriate rotary shaft of the engine. The torque-assist may be provided to reduce and/or smooth a torque dip in the output torque of the engine caused by the operation of the exhaust gas recirculation valve. The rotation of the rotary shaft may be assisted by applying torque to the rotary shaft from the electric machine. The assistance provided by the electric machine may be adjusted dependent on the state of opening of the exhaust gas recirculation valve.

The method may comprise reducing the quantity of fuel injected into a cylinder of the engine as a result of the operation of the exhaust gas recirculation valve. For example, the operation of the exhaust gas recirculation valve may cause a reduction in the proportion of oxygen in the gases that enter the intake of the engine. As a result, the quantity of fuel injected into the cylinder may be reduced, for example in an attempt to achieve a desired air to fuel ratio of the reactants in a combustion chamber of the cylinder. The method may comprise assisting the rotation of the rotary shaft using the electric machine as a result of reducing the quantity of fuel injected into the cylinder.

The operational profile of the exhaust gas recirculation valve may be defined by at least one of: the extent by which the exhaust gas recirculation valve is opened, the flow rate of gas through the exhaust gas recirculation valve, the period for which the exhaust gas recirculation is open, i.e. the period in between the valve first allowing gases to flow through the valve and the valve preventing gas flow, and the rate by which the exhaust gas recirculation valve is opened and/or closed.

The operational profile of the electric machine may be a function of at least one of the factors that define the operational profile of the exhaust gas recirculation valve. The amount of torque assistance provided by the electric machine may be a function of the period for which the exhaust gas recirculation valve is open. The amount of torque assistance provided by the electric machine may be a function of the extent by which the exhaust gas recirculation valve opens. The amount of torque assistance provided by the electric machine may be a function of the flow rate of gas through the exhaust gas recirculation valve. The amount of torque assistance provided by the electric machine may be a function of the rate by which the exhaust gas recirculation valve is opened and/or closed. There may be a delay between the opening of the exhaust gas recirculation valve and assisting the rotation of the rotary shaft using the electric machine. For example, the activation of the electric machine may be delayed by the period taken for the recirculated exhaust gases to reach the combustion chamber of the cylinder.

The method may comprise reducing the amount of torque assistance provided by the electric machine in response to a request to reduce output torque of the engine. For example, where the electric machine has been activated to assist the rotation of the rotary shaft, and the driver requests a reduction in the output torque of the engine, the method may comprise reducing the amount of torque assistance provided by the electric machine, or deactivating the electric machine so that the torque-assist is no longer provided.

According to another aspect of the present disclosure there is provided a method of providing torque-assist to a rotary shaft of an internal combustion engine, the method comprising: assisting the rotation of the rotary shaft by applying torque to the rotary shaft from an electric machine, the assistance provided by the electric machine being adjusted dependent on the state of opening of an exhaust gas recirculation valve.

According to another aspect of the present disclosure there is provided a torque-assist system for an internal combustion engine, the torque-assist system comprising: an exhaust gas recirculation valve; an electric machine coupled to a rotary shaft of the engine; and a controller configured to activate the electric machine as a result of, for example in response to, the operation of the exhaust gas recirculation valve.

The electric machine may be coupled to the crankshaft of the engine. The electric machine may be rigidly coupled to the crankshaft of the engine. The electric machine may be coupled to the crankshaft of the engine by virtue of one or more intermediary members, such an accessory drive member. The electric machine may be coupled to the crankshaft at a front end of the engine, for example an end of the engine to which a synchronous drive and/or one or more accessory drives are coupled.

The torque-assist system may comprise a controller configured to operatively connect an exhaust gas recirculation system to a fuel system of the engine and/or the electric machine.

The exhaust gas recirculation valve may control the flow of exhaust gas into the compressor of a forced induction device of the engine. For example, the exhaust gas recirculation valve may control the flow of exhaust gas into a turbocharger and/or a supercharger. The exhaust gas recirculation valve may control the flow of exhaust gas into the air intake of the engine. The exhaust gas recirculation valve may control the flow of exhaust gas directly into the intake manifold of the engine. The electric machine may be coupled to the crankshaft of the engine by virtue of one or more intermediary members.

An engine may be provided comprising at least one of the above mentioned torque-assist systems.

The disclosure also provides software, such as a computer program or a computer program product for carrying out any of the methods described herein, and a computer readable medium having stored thereon a program for carrying out any of the methods described herein. A computer program embodying the disclosure may be stored on a computer-readable medium, or it could, for example, be in the form of a signal such as a downloadable data signal provided from an Internet website, or it could be in any other form.

To avoid unnecessary duplication of effort and repetition of text in the specification, certain features are described in relation to only one or several aspects or arrangements of the disclosure. However, it is to be understood that, where it is technically possible, features described in relation to any aspect or arrangement of the disclosure may also be used with any other aspect or arrangement of the disclosure.

Brief Description of the Drawings

For a better understanding of the present disclosure, and to show more clearly how it may be carried into effect, reference will now be made, by way of example, to the accompanying drawings, in which:

Figure 1 shows a schematic diagram of an engine for a vehicle;

Figure 2 shows a graphical representation of torque output against engine speed; and Figure 3 shows a torque-assist system.

Detailed Description

With reference to Figure 1, an engine assembly 1 for an internal combustion engine 3 of a motor vehicle according to arrangements of the present disclosure is described. Air may enter an air inlet duct 5 through an inlet 7 and then pass through an air filter 9. The air may then pass through a compressor 11a of a forced induction device, for example a turbocharger 11. The turbocharger 11 may improve the engine power output and reduce emissions. Typically, the turbocharger 11 is arranged with an exhaust gas driven turbine 11b driving the compressor 11a mounted on the same shaft. A charge air cooler may be provided downstream of the turbocharger compressor 11a. The charge air cooler may further increase the density of the air entering the internal combustion engine 3, thereby improving its performance. The air may then enter the internal combustion engine 3 via a throttle 13 configured to vary the mass flow of air into the internal combustion engine.

In a particular arrangement of the present disclosure, the internal combustion engine 3 comprises a diesel engine, however, it is equally envisaged that the engine 3 may be a spark ignition engine. As is depicted in Figure 1, the internal combustion engine 3 may comprise a number of cylinders 15a-d and the air may flow into each of these cylinders at an appropriate time in the engine’s cycle as determined by one or more valves (not shown).

The exhaust gases leaving the internal combustion engine 3 may enter an exhaust duct 19 configured to receive exhaust gases from the engine and exhaust them via an exhaust outlet 21. Exhaust gases within the exhaust duct 19 may pass through the turbine 11b of the turbocharger. One or more exhaust treatment modules 23 may be provided downstream of the turbine 11b, e.g. to reduce emissions from the engine exhaust. A first exhaust gas recirculation loop 25, for example a low pressure exhaust gas recirculation (LP-EGR) loop, configured to selectively recirculate exhaust gases from the internal combustion engine 3 back into the internal combustion engine may also be provided. The first exhaust gas recirculation loop 25 may be provided about the turbocharger 11 such that exhaust gases leaving the turbine 11b may be recirculated into the inlet of compressor 11a. The first exhaust gas recirculation loop 25 may comprise a first exhaust gas recirculation duct 27, which may branch from the main exhaust flow path, e.g. exhaust gases may be diverted from the main exhaust flow path to flow through the first exhaust gas recirculation duct 27. The first exhaust gas recirculation duct 27 may branch from the main exhaust flow path downstream of the exhaust treatment module 23 (and upstream of the further exhaust treatment module if provided). The first exhaust gas recirculation loop 25 may further comprise a first recirculation valve 29, which may control the amount of recirculation through the first exhaust gas recirculation duct 27. In the arrangement shown in figure 1, the first recirculation valve 29 controls the flow of exhaust gas recirculation into the turbocharger compressor 11a. In addition, an exhaust gas cooler (not shown) may be provided in the exhaust gas recirculation loop 25 to cool gases within the first exhaust gas recirculation loop 25. A second EGR loop 31, for example a high pressure exhaust gas recirculation (HP-EGR) loop, configured to selectively recirculate exhaust gases from the internal combustion engine 3 back into the internal combustion engine may also be provided. The second EGR loop 31 may be provided about the engine 3 with exhaust gases leaving the engine 3 being recirculated to the air inlet of the engine 3, for example directly into the intake manifold of the engine. The second exhaust gas recirculation loop 31 may comprise a second exhaust gas recirculation duct 33, which may branch from the main exhaust flow path, e.g. gases may be diverted from the main exhaust flow path to flow through the second exhaust gas recirculation duct 33. The second exhaust gas recirculation duct 33 may branch from the main exhaust flow path at a point between the engine 3 and the turbine 11b of the turbocharger. Accordingly, the exhaust gases in the second EGR loop 31 may be at a higher pressure than the exhaust gases in the first EGR loop 25. The second exhaust gas recirculation loop 31 may comprise a second recirculation valve 35 which may control the amount of recirculation in the second EGR loop 31.

When the engine 3 is operating at or close to full load, for example during a period of high or maximum torque output, the EGR valve 29, 35 will typically be closed, reducing the EGR flow to zero. When the EGR valve 29, 35 is closed, condensation can form upstream of the valve 29, 35 as the EGR gases and EGR loop 25, 31 cool. When the torque demand on the engine is reduced, the EGR valve 29, 35 opens to reintroduce the EGR gases back to the inlet of the engine. As a result, the condensate that has accumulated upstream of the EGR valve 29, 35 is discharged through the EGR valve 29, 35 and into the inlet of the engine, which can affect the operation of the engine by altering the ratios of the reactants in the combustion chambers of the engine cylinders 15a-d. One problem in particular can occur in an LP-EGR loop, as the condensate is discharged into the turbocharger 11, which can damage the compressor 11a of the turbocharger 11.

In order to mitigate the condensate build-up near to the EGR valve 29, for example during period of high engine output, the EGR valve 29, 35 may be periodically opened to heat the EGR valve 29, 35 and the associated pipework of the EGR loop 25, 31, which helps reduce the rate of condensation and hence the amount of condensate discharged. For example, the EGR valve 29, 35 may be opened for a period of approximately 3 seconds every 30 seconds, or any other appropriate period/interval.

However, the EGR flow can reduce the air to fuel ratio in the cylinder, for example by increasing the ratio of nitrogen and/or carbon dioxide to oxygen in the air intake of the engine 3. As such, the output torque of the engine 3 may fluctuate as a result of EGR flow, which may be noticeable by the driver, especially at or near full engine load. Furthermore, in order to address the reduction of the air to fuel ratio in the cylinder and avoid fuel being wasted, the amount of fuel injected into the cylinder may be reduced in an effort to return the air to fuel ratio to the desired ratio. However, such an action results in a reduction in torque output of the engine.

Figure 2 shows a graphical representation of the output torque 110 of the engine 3 against time for an engine having at least one of the EGR loops 25, 31. Figure 2 also shows the relationship between a valve operation event 120 of one of the EGR valves 29, 35, for example the EGR valve of a LP-EGR system, and a torque dip event 130 in the output torque 110. In order to overcome the torque dip event 130, the present disclosure provides a method 100 and system 37 for assisting the rotation of a rotary shaft using an electric machine in response to the operation of at least one EGR valve 29, 35.

In figure 2, the engine 3 is operating at or near to maximum output for a period P0. During the period P0, it is desirable to maintain the EGR valve 29, 35 in a closed position in order to maximise the air to fuel ratio in the combustion chamber of engine cylinders 15a-d such that the engine 3 operates at or near to its maximum output. However, as described above, the EGR valve 29, 35 may be periodically opened and closed in order to reduce the amount of condensate that forms upstream of the EGR valve 29, 35. As a result, the output of the engine 3 may dip as a result of the exhaust gases being recirculated into the intake of the engine 3.

As shown in figure 3, the torque-assist system 37 comprises an electric machine 39, which is coupled to the rotary shaft 41, for example a crankshaft, of the engine 3. The electric machine 39 may be any appropriate type of electric machine 39 that is configured to assist the rotation of the crankshaft. For example the electric machine 39 may be an electric motor or an electric motor-generator. The electric machine 39 may be directly coupled, for example rigidly coupled, to the crankshaft. In another arrangement, the electric machine 39 may be coupled to the crankshaft by virtue of one or more intermediate members, for example an accessory drive member, such as a gear, a pulley, a drive belt or a drive chain. A clutch (not shown) may be provided in between the electric machine 39 and a crankshaft of the engine 3, such that the electric machine 39 may be selectively engaged and disengaged from the crankshaft depending on the instantaneous torque demand from the electric machine 39. When no torque-assist is required from the electric machine 39, it is advantageous to disengage the clutch to reduce drag on the engine 3.

In the arrangement shown in figure 3, the electric machine 39 is coupled to a front end 43 of the crankshaft of the engine 3. In the context of the present disclosure, the term “front end” is understood to mean the end of the engine 3 opposite the “rear end” 45, to which a transmission is coupled. As such, the electric machine 39 may be coupled to the end of the crankshaft that extends through the front of the engine casing and which may be configured to drive a synchronous drive of the engine 3. However, in one or more alternative arrangements, the electric machine 39 may be coupled to any appropriate portion of the crankshaft. For example, the electric machine 39 may be coupled to a portion of the crankshaft that extends from the rear end of the engine casing and which may be configured to drive the transmission.

The torque-assist system 37 comprises a controller 47 that is configured to activate and/or deactivate the electric machine 39. The controller 47 may be operatively connected to the EGR loop 25, 31 such that it is able to determine one or more operational parameters of the EGR valve 29, 35. For example, the controller 47 may be configured to determine at least one of: the extent by which the exhaust gas recirculation valve is opened, the flow rate of gas through the exhaust gas recirculation valve, the period for which the exhaust gas recirculation is open, i.e. the period in between the valve first allowing gases to flow through the valve and the valve preventing gas flow, and the rate by which the exhaust gas recirculation valve is opened and/or closed.

The controller 47 may be operatively connected to the engine 3 such that the controller 47 is able to determine one or more operational parameters of the engine 3. For example, the controller 47 may be configured to determine the output torque from the crankshaft of the engine 3. In this manner, the controller 47 may be configured to control the operation of the torque-assist system 37 depending on one or more operational parameters of the EGR loop 25, 31 and/or the engine 3. Additionally, the controller 47 may be operatively connected to a fuel injection system 49 of the engine such that the controller is able to control the amount of fuel injected into each of the cylinders 15a-d of the engine and/or the timing of a fuel injection event. For example, the controller 47 may be configured to reduce the amount of fuel injected into one or more of the cylinders and/or delay one or more fuel injection events in response to the operation of the EGR valve 29, 35.

The controller 47 is configured to determine the operational state of the EGR valve 29, 35 and activate the electric machine 39 in order to increase the torque applied to the vehicle transmission. For example, the controller may be configured to make a determination of whether the EGR valve 29, 35 is open or closed and control the operation of the electric machine 39 accordingly to compensate for the torque dip event 130, which would otherwise occur.

For example, where there is a first valve operation event 120a having an operational period P1, and a second valve operation event 120b having an operational period P2, the controller 47 may be configured to control the electric machine 39 such that the operational period P3 of a first torque-assist event 140a corresponds to the operational period P1 and the operational period P4 of a second torque-assist event 140b corresponds to the operational period P2. In the example shown in figure 2, the operational period P3 of the first torque-assist event 140a is equal to the operational period P1, and the operational period P4 of the second torque-assist event 140b is equal to the operational period P2. However, the operational period of the torque-assist event 140 may have any appropriate relationship with the operational period of the valve operation event 120. The level of torque-assist and/or the rate at which torque-assist is provided may be linked in a similar manner to the amount by which the EGR valve 29, 35 opens and/or the rate at which the EGR valve 29, 35 opens.

In the example shown in figure 2, the start of the first torque-assist event 140a is delayed by a period P5 from the start of the first valve operation event 120a. Similarly, the start of the second torque-assist event 140b is delayed by a period P6 from the start of the second valve operation event 120b. The period P5 is different from P6, as shown in figure 2. However, the period P5 may be the same as P6. In some situations, delaying the activation of the electric machine 39 may be beneficial since there is a delay between the EGR valve 29, 35 opening and the resultant reduction in the mass flow of oxygen entering the cylinders 15a-d. Furthermore, the injected fuel quantity may be reduced in line with the actual oxygen available for combustion in the cylinders 15a-d. In this manner, the operation of the electric machine 39 may be timed to correspond to the change in the air to fuel ratio in the combustion chamber of the cylinder 15a-d.

This disclosure provides a method 100 and a system 37 to counteract the torque dip 130 when the EGR valve 29, 35 is opened, for example to evaporate accumulated condensation. When opening the EGR valve 29, 35, the output torque 110 of the engine may be constrained due to a reduced proportion of oxygen in the air intake of the engine, for example at the smoke limit on a diesel engine. As a result, the fuel delivered to the cylinder may be reduced, for example to address the stoichiometric ratio of the reactants in the cylinder. In response to the operation of the EGR valve 29, 35 and/or the fuel injection system, the electric machine 39 is activated to assist the rotation of the crankshaft. In this manner, as the performance of the engine 3 starts to fall off, the electric machine 39 provides torque-assist to the crankshaft in order to compensate for the torque dip 130 experienced when the EGR valve 29, 35 opens.

It is beneficial to use the electric machine 39 to assist the rotation of the crankshaft as the electric machine 39 has a very fast torque response and so is well suited to balancing changes in the torque output of the engine. By using the electric machine 39 to assist the rotation of the crankshaft, the driver will not experience the torque dip 130 which may occur during a condensation purge. The present disclosure is therefore advantageous as it allows the regular purging of the condensate from the EGR loop 25, 31 without any noticeable performance loss. This can help to prevent the compressor 11a of the turbocharger 11 from becoming damaged by virtue of large quantities of condensate entering the intake of the compressor 11a.

It will be appreciated by those skilled in the art that although the invention has been described by way of example with reference to one or more examples, it is not limited to the disclosed examples and that alternative examples could be constructed without departing from the scope of the invention as defined by the appended claims.

Claims

1. A method of providing torque-assist to a rotary shaft of an internal combustion engine, the method comprising: assisting the rotation of the rotary shaft using an electric machine in response to the operation of an exhaust gas recirculation valve.

2. A method according to claim 1, wherein the amount of torque assistance provided by the electric machine is a function of the period over which the exhaust gas recirculation valve is open.

3. A method according to claim 1 or 2, wherein the amount of torque assistance provided by the electric machine is a function of the extent by which the exhaust gas recirculation valve opens.

4. A method according to any of the preceding claims, the method further comprising reducing the quantity of fuel injected into a cylinder of the engine in response to the operation of the exhaust gas recirculation valve.

5. A method according to claim 4, wherein the torque assistance is provided when the quantity of fuel injected into a cylinder of the engine is reduced.

6. A method according to any of the preceding claims, wherein there is a delay between the opening of the exhaust gas recirculation valve and assisting the rotation of the rotary shaft using the electric machine.

7. A method according to any of the preceding claims, the method further comprising reducing the amount of torque assistance provided by the electric machine in response to a driver demand for reduced output torque from the engine.

8. A torque-assist system for an internal combustion engine, the torque-assist system comprising: a exhaust gas recirculation valve; an electric machine coupled to a rotary shaft of the engine; and a controller configured to activate the electric machine in response to the operation of the exhaust gas recirculation valve.

9. A torque-assist system according to claim 8, wherein the exhaust gas recirculation valve controls the flow of exhaust gas into the compressor of a forced induction device of the engine.

10. A torque-assist system according to claim 8 or 9, wherein the exhaust gas recirculation valve controls the flow of exhaust gas directly into the intake manifold of the engine.

11. A torque-assist system according to any of claims 8 to 10, wherein the electric machine is coupled to the crankshaft of the engine by virtue of one or more intermediary members.

12. A torque-assist system according to any of claims 8 to 11, wherein the electric machine is coupled to the crankshaft at a front end of the engine.

13. An engine comprising at least one of the torque-assist systems of claims 8 to 12.

14. A method as described herein, with reference to, and as shown in the accompanying drawings.

15. A torque-assist system as described herein, with reference to, and as shown in the accompanying drawings.

15. A torque-assist system as described herein, with reference to, and as shown in the accompanying drawings. Claims

10. A torque-assist system according to claim 8 or 9, wherein the exhaust gas recirculation valve controls the flow of exhaust gas directly into an intake manifold of the engine.

11. A torque-assist system according to any of claims 8 to 10, wherein the rotary shaft comprises a crankshaft of the engine, the electric machine being coupled to the crankshaft by virtue of one or more intermediary members.

12. A torque-assist system according to any of claims 8 to 11, wherein the rotary shaft comprises a crankshaft of the engine, the electric machine being coupled to the crankshaft at a front end of the engine.