US20030221643A1 - Turbocharged engine - Google Patents

Turbocharged engine Download PDF

Info

Publication number
US20030221643A1
US20030221643A1 US10/442,474 US44247403A US2003221643A1 US 20030221643 A1 US20030221643 A1 US 20030221643A1 US 44247403 A US44247403 A US 44247403A US 2003221643 A1 US2003221643 A1 US 2003221643A1
Authority
US
United States
Prior art keywords
exhaust
actuator
exhaust valve
valve
opening
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US10/442,474
Other languages
English (en)
Inventor
Hirokazu Kurihara
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Assigned to ISUZU MOTORS LIMITED reassignment ISUZU MOTORS LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KURIHARA, HIROKAZU
Publication of US20030221643A1 publication Critical patent/US20030221643A1/en
Abandoned legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a turbocharged engine, and more particularly to a turbocharged engine comprising a so-called camless valve driving system for driving an exhaust valve using an actuator instead of a mechanical cam.
  • turbine efficiency indicates apparent turbine efficiency calculated from an average value of the turbine inlet pressure, inlet temperature, outlet pressure, and outlet temperature during one cycle.
  • turbine efficiency also refers to the efficiency of the turbocharger when the engine and turbocharger are combined. Hence it is possible for 100% to be exceeded.
  • the turbine efficiency is “apparent”, the actual engine performance is greatly affected by this turbine efficiency. To improve turbine efficiency it is effective to strengthen the exhaust gas pulse at the turbine inlet and suppress the frequency thereof to a low level. The following measures have been taken in order to achieve this.
  • the exhaust manifold and turbine housing are each divided into two such that exhaust gas is caused to flow from the respective exhaust manifolds into the respective turbine housings with independent exhaust pulses.
  • An object of the present invention is therefore to provide a turbocharged engine which can achieve an improvement in turbine efficiency and a reduction in fuel consumption.
  • a turbocharged engine comprises an actuator for driving an exhaust valve and control means for controlling this actuator.
  • the actuator is controlled such that the exhaust valve opens more rapidly as compared to a case in which a mechanical cam is used and in which the valve opening start timing is identical.
  • valve opening begins at an identical timing to a case in which a mechanical cam is used, the exhaust gas is not unnecessarily compressed and thus fuel consumption does not increase.
  • the actuator be controlled such that the exhaust valve is opened to a substantially maximum lift instantaneously from the start of valve opening.
  • the actuator be controlled such that the internal pressure of an exhaust port reaches a maximum value within a quarter of the time period during which the exhaust valve is open from the opening start timing of the exhaust valve.
  • a turbocharged engine comprises an actuator for driving an exhaust valve and control means for controlling this actuator, wherein the actuator is controlled such that the exhaust valve begins to open at an identical timing to a case in which a mechanical cam is used and the valve opening speed reaches a speed at which a desired exhaust pulse can be obtained.
  • FIG. 1 is a diagram showing a comparison of exhaust valve lift in this embodiment and a conventional example
  • FIG. 2 is a diagram showing a comparison of the internal pressure of an exhaust port in this embodiment and the conventional example
  • FIG. 3 is a diagram showing a comparison of turbine efficiency in this embodiment and the conventional example
  • FIG. 4 is a diagram showing a comparison of boost pressure in this embodiment and the conventional example
  • FIG. 5 is a diagram showing a comparison of fuel consumption in this embodiment and the conventional example.
  • FIG. 6 is a view showing an engine according to this embodiment.
  • FIG. 6 shows a turbocharged engine according to this embodiment.
  • This engine 1 is a diesel engine in which the outlet of an intake passage 2 is opened and closed by an intake valve 3 and the inlet of an exhaust passage 4 is opened and closed by an exhaust valve 5 .
  • the intake passage 2 is constituted by an intake port, an intake manifold, an intake pipe, and so on
  • the exhaust passage 4 is constituted by an exhaust port, and exhaust manifold, an exhaust pipe, and so on.
  • the engine 1 comprises a turbocharging machine, or in other words a turbocharger 6
  • the turbocharger 6 comprises a turbine 7 which is provided on the exhaust passage 4 and a compressor 8 which is provided on the intake passage 2 .
  • the energy of the exhaust gas which is transmitted to the turbine 7 is used to drive the compressor 8 and to turbocharge the intake air.
  • Fuel is injected directly into a cylinder 10 from an injector 9 which serves as a fuel injection valve.
  • An electronic control unit (to be referred to as “ECU” hereinafter) 11 is provided as control means for electronically controlling the engine, and various sensor types (not shown) for detecting the engine running conditions (rotation speed, load, crank angle, and so on) are connected to the ECU 11 .
  • the ECU 11 learns the actual engine running conditions at all times from the output of these sensors, and controls the injector 9 on the basis of the engine running conditions.
  • An intake valve driving actuator 12 and an exhaust valve driving actuator 13 are provided for open/close driving the intake valve 3 and exhaust valve 5 .
  • These actuators 12 , 13 are constituted similarly, in this embodiment using oil pressure as a driving force. It should be noted, however, that the actuators 12 , 13 are not limited thereto and air pressure, electromagnetic force, and so on may also be used.
  • the actuator 12 ( 13 ) comprises a piston and a return spring (neither of which are shown in the drawing) such that when the actuator 12 ( 13 ) is switched ON, oil pressure is introduced to cause the intake valve 3 (exhaust valve 5 ) to open (lift) by means of the piston, and when the actuator 12 ( 13 ) is switched OFF, oil pressure is discharged to cause the intake valve 3 (exhaust valve 5 ) to close by means of the return spring.
  • ON/OFF control of the actuators 12 , 13 is performed by the ECU 11 , and thus the opening start timing, open time period, and open completion timing of the intake valve 3 and exhaust valve 5 are controllable.
  • the actuators 12 , 13 are also duty controlled by the ECU 11 such that the oil pressure introduction and discharge speeds are variable and the operating speed of the actuators 12 , 13 , and accordingly the opening speed and closing speed of the intake valve 3 and exhaust valve 5 , are controllable.
  • the opening and closing timing and/or the opening and closing speed of the exhaust valve 5 may be controlled freely and actively.
  • a different lift characteristic is applied to the exhaust valve 5 , and as a result turbine efficiency is improved and fuel consumption is reduced in comparison with a conventional engine in which a typical mechanical cam is used.
  • FIG. 1 is a diagram of exhaust valve lift showing the difference between a typical mechanical cam system and the camless system of this embodiment.
  • ( 1 ) indicates a cam system and
  • ( 2 ) indicates a camless system.
  • ( 3 ) is a diagram of intake valve lift.
  • a mountain-form curved line determined according to the form of the cam is delineated.
  • a mountain-form lift curve which is to a certain extent fixed is delineated. In particular, there is a fixed limit to the valve opening speed.
  • the exhaust valve opens more rapidly than in the cam system ( 1 ).
  • the opening speed of the exhaust valve is increased beyond that of the cam system.
  • the pressure of the exhaust gas in the exhaust passage is increased beyond that of the conventional example, and due to the pressure increase at the turbine inlet, the turbine efficiency can be improved as will be explained hereinafter.
  • the camless system there are fewer constraints relating to mechanical structure than in the cam system, and since the operational speed of the valve is entirely dependent on the performance of the actuator 13 , such rapid opening of the exhaust valve is possible.
  • the opening start timing, open completion timing, and open time period are substantially equal to those of the cam system ( 1 ), the opening start timing being ⁇ 30° BBDC, the open completion timing being 20° ATDC, and the open time period being 230° CA.
  • the maximum lift amount is equal to that of the cam system ( 1 ).
  • the exhaust valve is lifted instantaneously to the maximum lift amount and maintained in that state.
  • the exhaust valve is closed in accordance with the profile of the cam system ( 1 ) and valve opening ends. That is, the profiles of the two systems ( 1 ), ( 2 ) differ only on the opening operation side and are identical on the closing operation side. It is particularly preferable to reduce the speed directly before the end of the closing operation in consideration of the impact which occurs when the valve is seated. Note that the opening speed may be gradually reduced directly before the end of the opening operation, as shown by ( 2 )′.
  • FIG. 2 shows the result of an experiment in which the internal pressure of the exhaust port was compared. Note that the engine rotation speed is fixed at a low speed (800 rpm) and running conditions are steady.
  • the diagram pertains to any one cylinder from a multiplicity of cylinders, the center of the drawing indicating a pressure peak directly obtained by opening the exhaust valve in this cylinder and the left and right sides of the drawing indicating the pressure peak obtained by opening the exhaust valve of another cylinder.
  • a larger (up to two times larger) pressure peak value (maximum value) and a stronger exhaust pulse are obtained in the camless system ( 2 ) of this embodiment than in the conventional cam system ( 1 ).
  • the pressure peak is reached within a quarter of the open time period of the exhaust valve from the opening start timing, the exhaust valve driving actuator 13 being controlled so that this is achieved.
  • FIG. 3 shows the result of a simulation in which the turbine efficiency of the turbine 7 in the turbocharger 6 was compared.
  • turbine efficiency indicates the apparent turbine efficiency described above. Accordingly, 100% may be exceeded.
  • turbine efficiency increases in the camless system ( 2 ) of this embodiment beyond that of the conventional cam system ( 1 ), and this increase becomes particularly striking toward the low speed side.
  • the reason turbine efficiency increases toward the low speed side is that the pulsation frequency of the exhaust gas becomes lower as the speed decreases. Improving the apparent efficiency and improving the operating environment of the turbine are more closely linked to actual reductions in fuel consumption than improving the actual turbine efficiency and improving the performance of the turbine itself.
  • FIG. 4 shows the result of an experiment in which the boost pressure generated by the compressor 8 of the turbocharger 6 was compared.
  • the boost pressure increases in the camless system ( 2 ) of this embodiment beyond that of the conventional cam system ( 1 ), and this increase becomes particularly striking toward the low speed side. This is caused by the effect of the increase in turbine efficiency shown in FIG. 3.
  • boost pressure is improved in this embodiment particularly on the low speed side.
  • FIG. 5 shows the result of an experiment in which fuel consumption was compared.
  • fuel consumption SFC (g/kWh) is reduced in comparison with the conventional cam system ( 1 ), and this reduction effect becomes particularly striking toward the low speed side. This is also caused by the effect of the increase in turbine efficiency shown in FIG. 3 and the like.
  • the pressure within the cylinder falls more quickly than in the conventional example, and thus the workload required for expelling the exhaust gas by raising the piston is reduced. This is also considered to be a reason for the reduction in fuel consumption.
  • the present invention is effective when used in a gasoline engine as well as a diesel engine.
  • the present invention is also effective in either a small or large engine, but is particularly effective in a large engine due to the remarkable effect in the low speed region.
  • the intake valve is also driven by an actuator but does not necessarily have to be, and may be driven by a mechanical cam.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)
US10/442,474 2002-05-31 2003-05-21 Turbocharged engine Abandoned US20030221643A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2002158655A JP4007073B2 (ja) 2002-05-31 2002-05-31 ターボ過給式エンジン
JP2002-158655 2002-05-31

Publications (1)

Publication Number Publication Date
US20030221643A1 true US20030221643A1 (en) 2003-12-04

Family

ID=29417243

Family Applications (1)

Application Number Title Priority Date Filing Date
US10/442,474 Abandoned US20030221643A1 (en) 2002-05-31 2003-05-21 Turbocharged engine

Country Status (3)

Country Link
US (1) US20030221643A1 (ja)
EP (1) EP1367230A1 (ja)
JP (1) JP4007073B2 (ja)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7167792B1 (en) 2006-01-23 2007-01-23 Ford Global Technologies, Llc Method for stopping and starting an internal combustion engine having a variable event valvetrain
US20070234985A1 (en) * 2006-04-05 2007-10-11 Kolmanovsky Iiya Method for controlling an internal combustion engine having a variable event valvetrain
US20070234984A1 (en) * 2006-04-05 2007-10-11 Ilya Kolmanovsky Method for controlling cylinder air charge for a turbo charged engine having variable event valve actuators
US20070234983A1 (en) * 2006-04-05 2007-10-11 Alex Gibson Method for controlling valves of an engine having a variable event valvetrain during an engine stop
DE102015200517B3 (de) * 2015-01-15 2016-03-03 Ford Global Technologies, Llc Verfahren und System zum Betreiben eines aufgeladenen Verbrennungsmotors eines Kraftfahrzeugs
US20180179962A1 (en) * 2016-12-22 2018-06-28 Ford Global Technologies, Llc System and method for adjusting exhaust valve timing

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2860552B1 (fr) * 2003-10-02 2006-08-11 Peugeot Citroen Automobiles Sa Procede de commande d'un moteur suralimente et moteur a combustion interne correspondant
EP2522838B1 (en) * 2010-01-07 2018-12-12 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4794890A (en) * 1987-03-03 1989-01-03 Magnavox Government And Industrial Electronics Company Electromagnetic valve actuator

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3347533A1 (de) * 1983-12-30 1985-07-11 Helmut Dipl.-Ing. 7140 Ludwigsburg Espenschied Hydraulisch betaetigte gaswechselventile fuer brennkraftmaschinen
US5517951A (en) * 1994-12-02 1996-05-21 Paul; Marius A. Two stroke/four stroke engine
US6148778A (en) * 1995-05-17 2000-11-21 Sturman Industries, Inc. Air-fuel module adapted for an internal combustion engine
JP3629362B2 (ja) * 1998-03-04 2005-03-16 愛三工業株式会社 エンジンバルブ駆動用電磁バルブの駆動方法
DE19814803A1 (de) * 1998-04-02 1999-10-14 Daimler Chrysler Ag Hubkolbenbrennkraftmaschine
US6405693B2 (en) * 2000-02-28 2002-06-18 Toyota Jidosha Kabushiki Kaisha Internal combustion engine and method for controlling valve of internal combustion engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4794890A (en) * 1987-03-03 1989-01-03 Magnavox Government And Industrial Electronics Company Electromagnetic valve actuator

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7167792B1 (en) 2006-01-23 2007-01-23 Ford Global Technologies, Llc Method for stopping and starting an internal combustion engine having a variable event valvetrain
US7174252B1 (en) 2006-01-23 2007-02-06 Ford Global Technologies, Llc Method for reducing power consumption and emissions for an internal combustion engine having a variable event valvetrain
US7184879B1 (en) 2006-01-23 2007-02-27 Ford Global Technologies, Llc Method for controlling valves during the stop of an engine having a variable event valvetrain
US20070234985A1 (en) * 2006-04-05 2007-10-11 Kolmanovsky Iiya Method for controlling an internal combustion engine having a variable event valvetrain
US20070234984A1 (en) * 2006-04-05 2007-10-11 Ilya Kolmanovsky Method for controlling cylinder air charge for a turbo charged engine having variable event valve actuators
US20070234983A1 (en) * 2006-04-05 2007-10-11 Alex Gibson Method for controlling valves of an engine having a variable event valvetrain during an engine stop
US7458346B2 (en) 2006-04-05 2008-12-02 Ford Global Technologies, Llc Method for controlling valves of an engine having a variable event valvetrain during an engine stop
US7562530B2 (en) 2006-04-05 2009-07-21 Ford Global Technologies, Llc Method for controlling an internal combustion engine having a variable event valvetrain
US7621126B2 (en) 2006-04-05 2009-11-24 Ford Global Technoloigies, LLC Method for controlling cylinder air charge for a turbo charged engine having variable event valve actuators
US20100078001A1 (en) * 2006-04-05 2010-04-01 Ford Global Technologies, Llc Method for controlling cylinder air charge for a turbo charged engine having variable event valve actuators
US8141358B2 (en) 2006-04-05 2012-03-27 Ford Global Technologies, Llc Method for controlling cylinder air charge for a turbo charged engine having variable event valve actuators
DE102015200517B3 (de) * 2015-01-15 2016-03-03 Ford Global Technologies, Llc Verfahren und System zum Betreiben eines aufgeladenen Verbrennungsmotors eines Kraftfahrzeugs
US20180179962A1 (en) * 2016-12-22 2018-06-28 Ford Global Technologies, Llc System and method for adjusting exhaust valve timing
US10215106B2 (en) * 2016-12-22 2019-02-26 Ford Global Technologies, Llc System and method for adjusting exhaust valve timing

Also Published As

Publication number Publication date
EP1367230A1 (en) 2003-12-03
JP4007073B2 (ja) 2007-11-14
JP2003343300A (ja) 2003-12-03

Similar Documents

Publication Publication Date Title
US7644586B2 (en) Control of supercharged engine
JP4623064B2 (ja) 過給機付き内燃機関の制御装置
EP2206904B1 (en) Internal combustion engine controller
US7500475B2 (en) Engine and method for operating an engine
US5421308A (en) Control system for engine with mechanical supercharger
US7290524B2 (en) Control apparatus and method for four-stroke premixed compression ignition internal combustion engine
EP1557549B1 (en) Internal combustion engine and method for driving the same
JP2006046293A (ja) 内燃機関の吸気制御装置
CA2434661C (en) Valve operation controller
JP5116465B2 (ja) 内燃機関を運転する方法およびその方法を実施する内燃機関
JP4194937B2 (ja) 可変バルブ作動装置を有する過給機付きエンジン用の制御ストラテジー
RU2511878C2 (ru) Способ управления частотой вращения турбонагнетателя поршневого двигателя и система управления для поршневого двигателя с турбонаддувом
US20030221643A1 (en) Turbocharged engine
US20150144113A1 (en) Method and device for operating an internal combustion engine
JP3551435B2 (ja) 過給機付エンジン
JP2008303744A (ja) 内燃機関の制御装置
JP3183560B2 (ja) 過給機付エンジンの制御装置
JP5338709B2 (ja) 内燃機関の制御装置
JP5413232B2 (ja) 内燃機関の制御装置
JP5916358B2 (ja) リードバルブの構造
CN114729603A (zh) 用于控制内燃发动机的发动机制动的方法
JP2521040B2 (ja) エンジンの吸気装置
JPH0979041A (ja) 内燃機関の制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: ISUZU MOTORS LIMITED, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:KURIHARA, HIROKAZU;REEL/FRAME:014106/0536

Effective date: 20030424

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION