WO1997038222A1 - A method for switching a combustion engine and such combustion engine - Google Patents

A method for switching a combustion engine and such combustion engine Download PDF

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Publication number
WO1997038222A1
WO1997038222A1 PCT/NL1997/000179 NL9700179W WO9738222A1 WO 1997038222 A1 WO1997038222 A1 WO 1997038222A1 NL 9700179 W NL9700179 W NL 9700179W WO 9738222 A1 WO9738222 A1 WO 9738222A1
Authority
WO
WIPO (PCT)
Prior art keywords
operating condition
combustion engine
ignition timing
throttle valve
mechanical part
Prior art date
Application number
PCT/NL1997/000179
Other languages
French (fr)
Dutch (nl)
Inventor
Wilhelmus Petrus Maria Schaerlaeckens
Original Assignee
Netherlands Car B.V.
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 Netherlands Car B.V. filed Critical Netherlands Car B.V.
Priority to AU23095/97A priority Critical patent/AU2309597A/en
Publication of WO1997038222A1 publication Critical patent/WO1997038222A1/en

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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
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • 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
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • 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

  • a method for switching a combustion engine and such combustion engine is provided.
  • the invention relates to a method for switching a combustion engine comprising a number of combustion chambers, an air supply channel connected to said combustion chambers, whose passage can be adjusted by means of a throttle valve, whereby a spark plug, which can be ignited via adjustable ignition timing, is associated with each combustion chamber, said method comprising the switching from a first operating condition, in which the combustion engine is coupled to a first mechanical part, to a second operating condition, in which the combustion engine is coupled to a second mechanical part and vice versa, whereby the ignition timing of the spark plug and the electronically controllable position of the throttle are adjusted upon switching from the one operating condition to the other operating condition.
  • the invention furthermore relates to a combustion engine comprising a number of combustion chambers, an air supply channel connected to said combustion chambers, whose passage can be adjusted by means of a throttle valve, whereby a spark plug, which can be ignited via adjustable ignition timing, is associated with each combustion chamber, which combustion engine is furthermore provided with a control unit for switching a combustion engine from a first operating condition, in which the combustion engine is coupled to a first mechanical part, to a second operating condition, in which the combustion engine is coupled to a second mechanical part and vice versa.
  • the first and the second mechanical part comprise a cam having a relatively low and a relatively high lift profile respectively.
  • the object of the invention is to provide a method for switching a combustion engine wherein an abrupt change or leap upon changing the engine torque is prevented.
  • the combustion engine delivers a relatively low maximum engine torque with a maximally open throttle valve in the first operating condition
  • the combustion engine delivers a relatively high maximum engine torque with a maximally open throttle valve in the second operating condition
  • the ignition timing is simultaneously delayed in steps and the position of the throttle valve and the ignition timing are gradually changed from said switching time, respectively to a position in which the throttle valve is less open and to an ignition timing which is delayed in comparison with the ignition timing associated with said first operating condition, whereby the engine torque delivered by the combustion engine is gradually increased
  • the ignition timing is delayed in steps at an advance time preceding said switching time when switching from said second to said first operating condition takes place
  • the position of the throttle valve is gradually adjusted to the more open position associated with said first operating condition, whereby also the ignition timing is gradually changed, after which the combustion engine is coupled to said first mechanical part at said switching time
  • the throttle valve is electronically controlled in dependence on the desired engine torque and rotational speed.
  • a control unit associated with the combustion engine causes the engine to switch from the first mechanical part to the second mechanical part in dependence on the desired engine torque and rotational speed.
  • the ignition timing of the spark plug is adjusted while the throttle valve position is being changed, in such a manner that the engine torque is gradually changed to that associated with the new operating condition.
  • Said first and said second mechanical part may be cams having different 1 ift profiles, air inlet channels having different lengths or a different number of inlet ports to be opened.
  • JP-A-04,203,232 and JP-A- 04,191,448 methods are known respectively for switching from a first operating condition to a second and from a second operating condition to a first. It is thereby attempted to maintain the engine torque at the same level, however.
  • One embodiment of the method according to the invention is characterized in that said first mechanical part is provided with a cam comprising a relati ely low lift profile, whilst said second mechanical part is provided with a cam comprising a relatively high lift profile, by means of which an inlet valve associated with a combustion chamber of the combustion engine can be moved over a smaller or a larger distance respectively.
  • a cam having a low lift profile is used, a relatively low engine torque will be obtained, whilst it will be possible to realise a higher engine torque when a cam having a high lift profile is used.
  • the fuel consumption of the combustion engine at a relatively low engine torque will be lower than with the cam having the high lift profile.
  • Figure 1 shows a graph representing several operating conditions in dependence on the rotational speed and the engine torque
  • Figure 2 shows a graph representing the transition from a first operating condition to a second operating condition
  • Figure 3 shows a graph representing the transition from a second operating condition to a first operating condition.
  • a combustion engine in which the method according to the invention can be used comprises four combustion chambers, which are each provided with two inlet channels, one exhaust channel and one spark plug.
  • Each inlet channel is provided with an inlet valve, which can be moved against spring force from a closed position to an open position by means of a camshaft. It is possible to keep one inlet channel constantly in closed condition by means of a shut-off valve, whilst the other inlet channel is alternately opened and closed.
  • the inlet channels are connected to an air supply system.
  • Said air supply system is provided with one relatively short and one relatively long air supply channel, whereby the supply of air to the combustion chamber takes place either via said short air supply channel or via said long air supply channel.
  • the camshaft comprises a first cam having a low lift profile, as well as a second cam having a high lift profile, whereby the camshaft can be switched from a position, in which the inlet valves are opened by means of said first cam, to a position in which the inlet valves are opened by means of said second cam.
  • a cam having a low lift profile the specific fuel consumption at relatively low engine torques is lower than when a cam having a high lift profile is used.
  • the two different cam profiles, one or two operative inlet channels and two air supply channels of different lengths enable eight different settings.
  • the combustion engine furthermore comprises an electronically controllable throttle valve, by means of which the supply of air to the combustion chambers can be regulated.
  • Figure 1 is a graph which shows the eight possible settings of the combustion engine with a maximally open throttle valve as functions of the rotational speed and torque of the engine.
  • the graph shows a number of ranges and the most optimal setting 1-8 as regards the fuel consumption for the range in question.
  • Figure 2 is a graph representing the transition of a setting 3 to a setting 1.
  • the driver of a vehicle accommodating the combustion engine indicates the desired engine power by means of the accelerator pedal.
  • a control unit associated with the combustion engine determines a desired setting 1-8 in dependence on the desired engine power and rotational speed.
  • the control unit determines that setting 1 would be optimal at the desired engine torque and the present engine speed. This implies that the camshaft must be moved to a position in which the inlet valves are opened by means of the cam having the higher lift profile. The camshaft is moved at time tl, therefore. The high lift is represented by line 1 ' .
  • the control unit also determines the throttle valve position associated with the changed operating condition. Because of the inertia of the mechanical throttle valve it is not possible, however, to set the new desired position immediately at time tl, but the desired throttle valve position 3 ' is not reached until time t2.
  • the ignition timing of the spark plug is adjusted, as is indicated by line 4 ' .
  • the ignition timing is advanced, also the point of time at which the fuel mixture present in the combustion chamber is combusted will be advanced.
  • the desired throttle valve position has been reached at time t2.
  • the ignition timing of the spark plug from time t2 is indicated by line 4 ' ' . Both the step in the ignition timing and the time required between tl and t2 is determined by experiment and stored in the control unit.
  • Figure 3 shows a graph representing the situation of an operating condition in which the engine torque is relatively high, from which condition a switch is made to an operating condition in which the engine torque is relatively low.
  • the accelerator pedal is released to a certain extent and moved to the position represented by line 5 ' ' .
  • the engine torque 1 ' ' ' desired thereby as well as the throttle valve position 3 ' ' and the ignition timing 4 ' " ' associated therewith are determined by means of the control unit.
  • the control unit Given the desired engine torque and the engine speed, the control unit will determine, on the basis of the graph stored therein, that motor setting 1 must be changed into a setting 3, so that the camshaft must be moved in such a manner that the cam having the low lift profile 1 ' ' is coupled to the inlet valves instead of the cam having the high lift profile 1 ' . If the cam having the low lift profile would directly be engaged at time t3, this would result in an abrupt change or shock in the engine torque, since the maximum engine torque that is delivered when the low lift profile 1 " is used is lower than the engine torque 2 ' that is delivered at time t3.
  • control unit will first control the throttle valve to the desired position, whereby the ignition timing 4 ' ' ' ' of the spark plug is simultaneously adjusted, so that the engine torque gradually changes into the desired engine torque 2 ' ' ' .
  • the cam having the low lift profile is engaged, whilst simultaneously the ignition timing is changed in steps.
  • these changes of the ignition timing and the length of time between t3 and t4 are stored in the control unit.
  • the engaging of the new, other or additional mechanical part upon increasing the desired engine torque takes place immediately before the new desired engine torque is reached. When the desired engine torque is lowered said engaging of the new, other or additional part does not take place until the lower engine torque has been reached.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

A method for switching a combustion engine comprising a number of combustion chambers, an air supply channel connected to said combustion chambers, whose passage can be adjusted by means of a throttle valve, whereby a spark plug, which can be ignited via adjustable ignition timing, is associated with each combustion chamber. The method comprises the switching from a first operating condition, in which the combustion engine is coupled to a first mechanical part and the combustion engine delivers a relatively low maximum engine torque with a maximally open throttle valve, to a second operating condition, in which the combustion engine is coupled to a second mechanical part and in which the combustion engine delivers a relatively high maximum engine torque with a maximally open throttle valve, and vice versa. The ignition timing of the spark plug is adjusted upon switching from the one operating condition to the other until the electronically controllable throttle valve occupies the position associated with said other operating condition and the ignition timing of the spark plug has been adjusted to the timing associated with this position. The engine torque delivered by the combustion engine gradually increases or decreases thereby.

Description

A method for switching a combustion engine and such combustion engine.
The invention relates to a method for switching a combustion engine comprising a number of combustion chambers, an air supply channel connected to said combustion chambers, whose passage can be adjusted by means of a throttle valve, whereby a spark plug, which can be ignited via adjustable ignition timing, is associated with each combustion chamber, said method comprising the switching from a first operating condition, in which the combustion engine is coupled to a first mechanical part, to a second operating condition, in which the combustion engine is coupled to a second mechanical part and vice versa, whereby the ignition timing of the spark plug and the electronically controllable position of the throttle are adjusted upon switching from the one operating condition to the other operating condition. The invention furthermore relates to a combustion engine comprising a number of combustion chambers, an air supply channel connected to said combustion chambers, whose passage can be adjusted by means of a throttle valve, whereby a spark plug, which can be ignited via adjustable ignition timing, is associated with each combustion chamber, which combustion engine is furthermore provided with a control unit for switching a combustion engine from a first operating condition, in which the combustion engine is coupled to a first mechanical part, to a second operating condition, in which the combustion engine is coupled to a second mechanical part and vice versa. With a similar method and device known from US-A-
5,168,851 the first and the second mechanical part comprise a cam having a relatively low and a relatively high lift profile respectively. When switching from the one operating condition to the other takes place it is attempted to control the position of the throttle valve and the ignition timing in such a manner that the engine torque delivered by the combustion engine remains substantially the same.
In practice a change of the engine torque being delivered is usually desired when the operating condition is changed.
An abrupt change in the engine torque upon switching of the combustion engine from a first operating condition to a second operating condition must thereby be prevented, however. When the torque/rotational speed curves of different operating conditions intersect while the throttle valve position remains the same, the switch may take place at the rotational speed at which the curves intersect, thus preventing a leap in the engine torque. One drawback is the fact that in this manner switching may only take place at a particular rotational speed. When the curves do not intersect, a leap in the engine torque cannot be avoided with the known combustion engine.
The object of the invention is to provide a method for switching a combustion engine wherein an abrupt change or leap upon changing the engine torque is prevented.
This objective is accomplished with the method according to the invention in that the combustion engine delivers a relatively low maximum engine torque with a maximally open throttle valve in the first operating condition, whilst the combustion engine delivers a relatively high maximum engine torque with a maximally open throttle valve in the second operating condition, whereby the combustion engine is coupled to said second mechanical part at a particular switching time when switching from said first to said second operating condition takes place, whilst the ignition timing is simultaneously delayed in steps and the position of the throttle valve and the ignition timing are gradually changed from said switching time, respectively to a position in which the throttle valve is less open and to an ignition timing which is delayed in comparison with the ignition timing associated with said first operating condition, whereby the engine torque delivered by the combustion engine is gradually increased, whilst the ignition timing is delayed in steps at an advance time preceding said switching time when switching from said second to said first operating condition takes place, and the position of the throttle valve is gradually adjusted to the more open position associated with said first operating condition, whereby also the ignition timing is gradually changed, after which the combustion engine is coupled to said first mechanical part at said switching time and the ignition timing is simultaneously changed to a timing which is advanced in comparison with the ignition timing associated with said second operating condition, whereby the engine torque delivered by the combustion engine is gradually decreased.
The throttle valve is electronically controlled in dependence on the desired engine torque and rotational speed. A control unit associated with the combustion engine causes the engine to switch from the first mechanical part to the second mechanical part in dependence on the desired engine torque and rotational speed. In order to avoid a leap in the engine torque and to enable a gradual adjustment of the position of the throttle valve, inter alia due to the mass inertia of the throttle valve, the ignition timing of the spark plug is adjusted while the throttle valve position is being changed, in such a manner that the engine torque is gradually changed to that associated with the new operating condition. Said first and said second mechanical part may be cams having different 1 ift profiles, air inlet channels having different lengths or a different number of inlet ports to be opened.
It is noted that from JP-A-04,203,232 and JP-A- 04,191,448 methods are known respectively for switching from a first operating condition to a second and from a second operating condition to a first. It is thereby attempted to maintain the engine torque at the same level, however.
One embodiment of the method according to the invention is characterized in that said first mechanical part is provided with a cam comprising a relati ely low lift profile, whilst said second mechanical part is provided with a cam comprising a relatively high lift profile, by means of which an inlet valve associated with a combustion chamber of the combustion engine can be moved over a smaller or a larger distance respectively. When a cam having a low lift profile is used, a relatively low engine torque will be obtained, whilst it will be possible to realise a higher engine torque when a cam having a high lift profile is used. When using a cam having a low lift profile the fuel consumption of the combustion engine at a relatively low engine torque will be lower than with the cam having the high lift profile.
The invention will be explained in more detail with reference to the drawing, wherein:
Figure 1 shows a graph representing several operating conditions in dependence on the rotational speed and the engine torque; Figure 2 shows a graph representing the transition from a first operating condition to a second operating condition; and Figure 3 shows a graph representing the transition from a second operating condition to a first operating condition.
Like parts are numbered alike in the Figures. A combustion engine in which the method according to the invention can be used comprises four combustion chambers, which are each provided with two inlet channels, one exhaust channel and one spark plug. Each inlet channel is provided with an inlet valve, which can be moved against spring force from a closed position to an open position by means of a camshaft. It is possible to keep one inlet channel constantly in closed condition by means of a shut-off valve, whilst the other inlet channel is alternately opened and closed. The inlet channels are connected to an air supply system. Said air supply system is provided with one relatively short and one relatively long air supply channel, whereby the supply of air to the combustion chamber takes place either via said short air supply channel or via said long air supply channel.
The camshaft comprises a first cam having a low lift profile, as well as a second cam having a high lift profile, whereby the camshaft can be switched from a position, in which the inlet valves are opened by means of said first cam, to a position in which the inlet valves are opened by means of said second cam. As a result of the use of a cam having a low lift profile the specific fuel consumption at relatively low engine torques is lower than when a cam having a high lift profile is used. The two different cam profiles, one or two operative inlet channels and two air supply channels of different lengths enable eight different settings. The combustion engine furthermore comprises an electronically controllable throttle valve, by means of which the supply of air to the combustion chambers can be regulated.
Figure 1 is a graph which shows the eight possible settings of the combustion engine with a maximally open throttle valve as functions of the rotational speed and torque of the engine. The graph shows a number of ranges and the most optimal setting 1-8 as regards the fuel consumption for the range in question.
Figure 2 is a graph representing the transition of a setting 3 to a setting 1. The driver of a vehicle accommodating the combustion engine indicates the desired engine power by means of the accelerator pedal. A control unit associated with the combustion engine determines a desired setting 1-8 in dependence on the desired engine power and rotational speed.
In the graph shown in Figure 2 the short air supply channel is used, two inlet ports associated with the inlet channels are open and the cam having the low lift profile is coupled to the inlet valves at time to. The low lift is indicated by dotted line 1. At time to the output engine torque, which is represented by dotted line 2, is relatively low. The position of the throttle valve is represented by full line 3. The ignition timing of the spark plug is represented by a dotted line 4. The position of the accelerator pedal is represented by a dotted line 5. At time tl the accelerator pedal is pressed down and moved to the position represented by dotted 1ine 5' . The engine torque desired with this position of the accelerator pedal is indicated by line 2'. On the basis of the data from the graph shown in Figure 1, which data is stored in the control unit, the control unit determines that setting 1 would be optimal at the desired engine torque and the present engine speed. This implies that the camshaft must be moved to a position in which the inlet valves are opened by means of the cam having the higher lift profile. The camshaft is moved at time tl, therefore. The high lift is represented by line 1'. The control unit also determines the throttle valve position associated with the changed operating condition. Because of the inertia of the mechanical throttle valve it is not possible, however, to set the new desired position immediately at time tl, but the desired throttle valve position 3' is not reached until time t2. In order to have the engine torque change gradually between time tl and time t2, as is illustrated by line 2'', the ignition timing of the spark plug is adjusted, as is indicated by line 4'. When the ignition timing is advanced, also the point of time at which the fuel mixture present in the combustion chamber is combusted will be advanced. The desired throttle valve position has been reached at time t2. The ignition timing of the spark plug from time t2 is indicated by line 4' '. Both the step in the ignition timing and the time required between tl and t2 is determined by experiment and stored in the control unit.
Figure 3 shows a graph representing the situation of an operating condition in which the engine torque is relatively high, from which condition a switch is made to an operating condition in which the engine torque is relatively low. At time t3 the accelerator pedal is released to a certain extent and moved to the position represented by line 5' '. The engine torque 1 ' ' ' desired thereby as well as the throttle valve position 3' ' and the ignition timing 4' " ' associated therewith are determined by means of the control unit. Given the desired engine torque and the engine speed, the control unit will determine, on the basis of the graph stored therein, that motor setting 1 must be changed into a setting 3, so that the camshaft must be moved in such a manner that the cam having the low lift profile 1' ' is coupled to the inlet valves instead of the cam having the high lift profile 1'. If the cam having the low lift profile would directly be engaged at time t3, this would result in an abrupt change or shock in the engine torque, since the maximum engine torque that is delivered when the low lift profile 1" is used is lower than the engine torque 2' that is delivered at time t3. Consequently the control unit will first control the throttle valve to the desired position, whereby the ignition timing 4' ' ' ' of the spark plug is simultaneously adjusted, so that the engine torque gradually changes into the desired engine torque 2 ' ' ' . When this situation has been reached at time t4, the cam having the low lift profile is engaged, whilst simultaneously the ignition timing is changed in steps. Also these changes of the ignition timing and the length of time between t3 and t4 are stored in the control unit. In a similar manner it is possible to switch between two other settings, whereby a relatively low air inlet channel is used instead of a relatively long inlet channel, or whereby two inlet channels are operative instead of one inlet channel . The engaging of the new, other or additional mechanical part upon increasing the desired engine torque takes place immediately before the new desired engine torque is reached. When the desired engine torque is lowered said engaging of the new, other or additional part does not take place until the lower engine torque has been reached.

Claims

1. A method for switching a combustion engine comprising a number of combustion chambers, an air supply channel connected to said combustion chambers, whose passage can be adjusted by means of a throttle valve, whereby a spark plug, which can be ignited via adjustable ignition timing, is associated with each combustion chamber, said method comprising the switching from a first operating condition, in which the combustion engine is coupled to a first mechanical part, to a second operating condition, in which the combustion engine is coupled to a second mechanical part and vice versa, whereby the ignition timing of the spark plug and the electronically controllable position of the throttle are adjusted upon switching from the one operating condition to the other operating condition, characterized in that the combustion engine delivers a relatively low maximum engine torque with a maximally open throttle valve in the first operating condition, whilst the combustion engine delivers a relatively high maximum engine torque with a maximally open throttle valve in the second operating condition, whereby the combustion engine is coupled to said second mechanical part at a particular switching time when switching from said first to said second operating condition takes place, whilst the ignition timing is simultaneously delayed in steps and the position of the throttle valve and the ignition timing are gradually changed from said switching time, respectively to a position in which the throttle valve is less open and to an ignition timing which is delayed in comparison with the ignition timing associated with said first operating condition, whereby the engine torque delivered by the combustion engine is gradually increased, whilst the ignition timing is delayed in steps at an advance time preceding said switching time when switching from said second to said first operating condition takes place, and the position of the throttle valve is gradually adjusted to the more open position associated with said first operating condition, whereby also the ignition timing is gradually changed, after which the combustion engine is coupled to said first mechanical part at said switching time and the ignition timing is simultaneously changed to a timing which is advanced in comparison with the ignition timing associated with said second operating condition, whereby the engine torque delivered by the combustion engine is gradually decreased.
2. A method according to claim 1, characterized in that the ignition timing associated with said second operating condition and the position of the throttle valve associated with said second operating condition are reached approximately simultaneously upon switching from said first to said second operating condition.
3. A method according to claim 1, characterized in that the ignition timing is changed in steps at the switching time upon switching from said second to said first operating condition.
4. A method according to claim 1, 2 or 3, characterized in that said first mechanical part is provided with a cam comprising a relatively low 1 ift profile, whilst said second mechanical part is provided with a cam comprising a relatively high lift profile, by means of which an inlet valve associated with a combustion chamber of the combustion engine can be moved over a smaller or a larger distance respectively.
5. A method according to any one of the preceding claims, characterized in that the ignition timing is advanced to a timing preceding that associated with said second operating condition when changing from said first to said second operating condition takes place, after which the ignition timing is adjusted to the later timing associated with said second operating condition as soon as the throttle valve has reached the position associated with said second operating condition.
6. A method according to any one of the preceding claims, characterized in that the throttle valve is gradually opened when changing from said second to said first operating condition takes place, whereby the ignition timing is advanced further and further until the throttle valve has reached the position associated with said first operating condition, after which the ignition timing is adjusted to a later timing associated with said first operating condition.
7. A combustion engine comprising a number of combustion chambers, an air supply channel connected to said combustion chambers, whose passage can be adjusted by means of a throttle valve, whereby a spark plug, which can be ignited via adjustable ignition timing, is associated with each combustion chamber, which combustion engine is furthermore provided with a control unit for switching a combustion engine from a first operating condition, in which the combustion engine is coupled to a first mechanical part, to a second operating condition, in which the combustion engine is coupled to a second mechanical part, and vice versa, characterized in that the ignition timing of the spark plug is adjusted upon switching from the one operating condition to the other until the throttle valve occupies the position associated with said other operating condition, whereby the engine torque delivered by the combustion engine gradually changes.
8. A combustion engine according to claim 7, characterized in that said combustion engine is first coupled to said second mechanical part instead of to said first mechanical part when changing from said first to said second operating condition during operation, after which the position of the throttle valve is changed, whilst the throttle valve is first adjusted to the position associated with said first operating condition when changing from said second to said first operating condition during operation.
9. A combustion engine according to claim 7 or 8, characterized in that said first mechanical part is provided with a cam comprising a relatively low lift profile, whilst said second mechanical part is provided with a cam comprising a relatively high lift profile, by means of which an inlet valve associated with a combustion chamber of the combustion engine is moved over a smaller or a larger distance respectively.
10. A combustion engine according to any one of the claims 7 - 9, characterized in that said first and said second mechanical part comprise air supply channels having different lengths.
11. A combustion engine according to any one of the claims 7 - 10, characterized in that said first mechanical part comprises one inlet port and in that said second mechanical part comprises two inlet ports.
PCT/NL1997/000179 1996-04-09 1997-04-09 A method for switching a combustion engine and such combustion engine WO1997038222A1 (en)

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AU23095/97A AU2309597A (en) 1996-04-09 1997-04-09 A method for switching a combustion engine and such combustion engine

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NL1002825 1996-04-09
NL1002825A NL1002825C2 (en) 1996-04-09 1996-04-09 Method for switching an internal combustion engine as well as such an internal combustion engine.

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DE4028443A1 (en) * 1990-09-07 1992-03-12 Audi Ag METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE
JPH04191448A (en) * 1990-11-26 1992-07-09 Nissan Motor Co Ltd Throttle control device of engine
JPH04203232A (en) * 1990-11-29 1992-07-23 Nissan Motor Co Ltd Throttle controller for engine
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JPH05231283A (en) * 1992-02-24 1993-09-07 Yoichi Yamazaki Variable compression ratio engine

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02275048A (en) * 1989-04-15 1990-11-09 Mazda Motor Corp Engine controller
DE4028443A1 (en) * 1990-09-07 1992-03-12 Audi Ag METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE
JPH04191448A (en) * 1990-11-26 1992-07-09 Nissan Motor Co Ltd Throttle control device of engine
JPH04203232A (en) * 1990-11-29 1992-07-23 Nissan Motor Co Ltd Throttle controller for engine
US5168851A (en) * 1990-11-29 1992-12-08 Nissan Motor Co., Ltd. Variable cam engine power controller
JPH05231283A (en) * 1992-02-24 1993-09-07 Yoichi Yamazaki Variable compression ratio engine

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PATENT ABSTRACTS OF JAPAN vol. 017, no. 686 (M - 1529) 15 December 1993 (1993-12-15) *

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NL1002825C2 (en) 1997-10-14

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