WO2015138185A1 - Retarded intake cam phaser to improve engine start/stop quality - Google Patents

Retarded intake cam phaser to improve engine start/stop quality Download PDF

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Publication number
WO2015138185A1
WO2015138185A1 PCT/US2015/018389 US2015018389W WO2015138185A1 WO 2015138185 A1 WO2015138185 A1 WO 2015138185A1 US 2015018389 W US2015018389 W US 2015018389W WO 2015138185 A1 WO2015138185 A1 WO 2015138185A1
Authority
WO
WIPO (PCT)
Prior art keywords
extended range
intake cam
cam phaser
phaser
engine
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.)
Ceased
Application number
PCT/US2015/018389
Other languages
French (fr)
Inventor
Xiaobing Liu
Paul NAHRA
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.)
BorgWarner Inc
Original Assignee
BorgWarner Inc
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 BorgWarner Inc filed Critical BorgWarner Inc
Priority to DE112015000732.6T priority Critical patent/DE112015000732T5/en
Priority to US15/124,049 priority patent/US10378502B2/en
Priority to CN201580011557.8A priority patent/CN106062321B/en
Publication of WO2015138185A1 publication Critical patent/WO2015138185A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0803—Circuits specially adapted for starting of engines characterised by means for initiating engine start or stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0844—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
    • 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
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/004—Aiding engine start by using decompression means or variable valve actuation
    • 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
    • F02P5/152—Digital data processing dependent on pinking
    • F02P5/1521—Digital data processing dependent on pinking with particular means during a transient phase, e.g. starting, acceleration, deceleration, gear change
    • 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 field to which the disclosure generally relates to include stop/start systems.
  • a vehicle may include a stop/start system.
  • One variation may include a method comprising controlling the combustion phase timing in the first firing cycle of a start/stop combustion engine comprising: providing a camshaft operatively connected to an extended range intake cam phaser; fully or partially retarding the extended range intake cam phaser during an engine restart to control a position of the camshaft and prevent pre-ignition; and retarding a spark timing in the first firing cycle to delay the combustion phase timing to improve noise, vibration and harshness (NVH).
  • NVH noise, vibration and harshness
  • FIG. 1 illustrates a combustion engine piston system according to a number of variations.
  • FIG. 2 illustrates various effective compression ratios (ECR) resulting from different cam phaser positions according to a number of variations.
  • FIG. 3 illustrates an extended range intake cam phaser according to a number of variations.
  • any number of combustion engines including, but not limited to, a port-fuel injection engine or a gasoline direct injection engine may include a stop/start system.
  • a start/stop system may automatically shut down and/or restart an engine which may decrease the time the engine may be idling which may improve a vehicle's fuel economy and reduce emissions coming from the vehicle.
  • a start/stop system may automatically shut off the engine depending on any of a number of vehicle conditions including, but not limited to, the battery State of Charge (SOC), the engine coolant temperature, the brake pressure reaching a certain point, and/or when a certain steering wheel angle occurs.
  • SOC battery State of Charge
  • the engine may restart once a driver begins to release the brake pedal.
  • an engine restart may also occur as a result of a condition not initiated by the driver including, but not limited to, low battery State of Charge and/or A C or heating demand.
  • an engine may include one or more pistons 20 which may each be located inside of a cylinder 22.
  • the pistons 20 may be attached to a crankshaft 24 by a connecting rod 26.
  • the crankshaft 24 may cause the piston 20 to move upward and downward inside of the cylinder 22.
  • An intake valve 28 and an exhaust valve 30 may be located at the top of the cylinder 22.
  • the intake valve 28 may allow air/fuel to enter into the cylinder 22 while the exhaust valve 30 may allow exhaust to exit the cylinder 22.
  • a camshaft 32 may be located above each of the intake valve 28 and the exhaust valve 30 and may include a plurality of lobes or cams 34 which may open the intake valve 28 or the exhaust valve 30 as the camshaft 32 rotates.
  • a spark plug 36 may be located at the top of each of the cylinders 22. The spark plug 36 may provide a spark that may ignite an air/fuel mixture so that combustion may occur.
  • An extended range intake cam phaser 38 may be used to rotate the position of the camshaft 32 in relation to a vehicle's timing chain.
  • An extended range intake cam phaser 38 may include a range of 70 to 80 crank angle degrees which is 20 - 30 degrees greater than a standard cam phaser, which includes a range of 50 crank angle degrees.
  • an extended range intake cam phaser 38 may include an outer sprocket 40 and an inner rotor 42. The outer sprocket 40 may be operatively connected to the timing chain (not illustrated) while the inner rotor 42 may be operatively connected to the camshaft 32.
  • the extended range intake cam phaser 38 may be used to advanced or retard the timing of the camshaft 32 which may vary the timing of the opening and/or closing of the valves 28, 20 by adjusting the rotation angle of the camshaft 32. Any number of extended range intake cam phasers 38 known to those skilled in the art may be used to selectively change the angle of the camshaft having a range of 70 to 80 crank angle degrees including, but not limited to, a dual park extended range cam phaser.
  • a dual park extended range cam phaser 38 may allow the selection of two distinct cam positions which may each be used for a specific engine starting condition. This may allow the autostart to occur when the extended range intake cam phaser 38 is in a fully or partially retarded position for a warm restart of the engine or a default mid-locking position for a conventional cold start of the engine.
  • an engine may go through one or more cycles.
  • a piston 20 may begin at the top of the cylinder 22, the camshaft 32 may rotate which may cause the cam 34 to open the intake valve 28 to open while the piston 20 may move downward which may allow air/fuel to enter and fill the cylinder 22. This may be called the intake stroke.
  • the piston 20 may then move back upward which may compress the air/fuel.
  • the combustion process may occur as the piston 20 approaches top dead center, or the top of its stroke, and the spark plug 36 may provide a spark which may ignite the fuel.
  • the fuel charge in the cylinder 22 may burn which may cause the piston 20 to move back downward.
  • rotation of the cam 34 on the camshaft 32 may cause the exhaust valve 30 to open which may allow exhaust to exit from the cylinder 22. This cycle may then be repeated.
  • combustion may start before the spark is discharged. This may be known as pre-ignition.
  • pre-ignition With a stop/start vehicle, the engine may be turned off for a short period of time and when the driver attempts to restart, for example by releasing the brake pedal, the first combustion cycle may pre-ignite. This may cause noise, vibration, and/or harshness (NVH) of the vehicle.
  • NSH noise, vibration, and/or harshness
  • spark timing may be used to control the combustion process in a stop/start vehicle.
  • the relationship of combustion to where the piston 20 is at in the cylinder 22 may be known as combustion phasing.
  • the spark timing may be delayed which may "retard" the combustion phase timing to later in the cycle which may reduce and/or eliminate auto-ignition which may reduce NVH of the vehicle.
  • a compression ratio of a combustion engine may be the ratio of the maximum volume in the cylinder 22 to the minimum volume in the cylinder 22.
  • the engine stop/start quality may be improved as the compression ratio is lowered.
  • a standard intake cam phaser including a range of 50 crank angle degrees may be in a fully retarded position and may include an effective compression ratio (ECR) at 6.0 or higher, for example as illustrated in FIG. 2.
  • ECR effective compression ratio
  • an extended range intake cam phaser 38 may be used to retard the intake cam timing which may prevent and/or reduce pre-ignition from occurring in the first cycle which may allow spark retard leading to reduced vibration, noise, and harness (NVH) levels in the vehicle.
  • retarding the extended range intake cam phaser 38 an additional 20-30 degrees further than a standard range intake cam phaser may allow the position of the camshaft 32 to be controlled which may allow the closing of the intake valve 28 to be delayed which may reduce the compression ratio.
  • retarding the extended range intake cam phaser 38 an additional 20 degrees further than a standard cam phaser may result in a compression ratio of 4.3, while retarding an additional 30 degrees further than a standard cam phaser may result in a compression ratio of 3.5, for example as illustrated in FIG. 2.
  • Retarding the extended range intake cam phaser 38 an additional 20-30 degrees further than a standard intake cam phaser may allow the spark timing to be retarded in the first cylinder up to 22 degrees after top dead center which may prevent and/or reduce pre-ignition.
  • Variation 1 may include a method comprising: controlling the combustion phase timing in a first firing cycle of a stop/start combustion engine comprising: providing a camshaft operatively connected to an extended range intake cam phaser; fully or partially retarding the extended range intake cam phaser during an engine restart to control a position of the camshaft and prevent pre-ignition; and retarding a spark timing in the first cycle to delay a combustion phase timing to improve NVH.
  • Variation 2 may include a method as set forth in Variation 1 wherein the engine restart is a warm restart.
  • Variation 3 may include a method as set forth in any of Variations 1 -2 wherein the extended range intake cam phaser comprises a range of 70 crank angle degrees.
  • Variation 4 may include a method as set forth in any of Variations 1 -2 wherein the extended range intake cam phaser comprises a range of 80 crank angle degrees.
  • Variation 5 may include a method as set forth in any of Variations 1 -4 wherein fully or partially retarding the extended range intake cam phaser delays the closing of an intake valve to prevent pre-ignition.
  • Variation 6 may include a method as set forth in any of Variations 1 -5 wherein the spark timing is retarded up to 22 degrees after a piston reaches a top dead center position to improve NVH.
  • Variation 7 may include a method as set forth in any of Variations 1 -6 wherein the extended range intake cam phaser is a dual park phaser.
  • Variation 8 may include a method as set forth in Variation 7 wherein the dual park phaser allows the selection of a first cam position and a second cam position; and wherein the first cam position is used for a warm start engine condition and wherein the second cam position is used for a cold start engine condition.
  • Variation 9 may include a method comprising: eliminating pre-ignition of a first combustion cycle during warm restart of a stop/start vehicle comprising: providing a camshaft operatively connected to an extended range intake cam phaser; fully or partially retarding the extended range intake cam phaser during a warm engine restart to control a position of the camshaft to delay a closing of an intake valve to prevent pre-ignition; and retarding the spark timing of a spark plug to improve NVH.
  • Variation 10 may include a method as set forth in Variation 9 wherein the extended range intake cam phaser comprises a range of 70 - 80 crank angle degrees.
  • Variation 1 1 may include a method as set forth in Variation 9 wherein the spark timing is retarded up to 22 degrees after a piston reaches a top dead center position.
  • Variation 12 may include a method as set forth in any of Variations 9-
  • Variation 13 may include a method comprising: improving a port-fuel injection engine stop/start system comprising: eliminating pre-ignition of a first combustion cycle during warm restart comprising: providing a camshaft operatively connected to an extended range intake cam phaser having a range of 70 crank angle degrees to 80 crank angle degrees and fully retarding a timing of the extended range intake cam phaser during a warm restart of an engine to control a position of a camshaft; and retarding a spark timing in a first firing cycle up to 22 degrees after top dead center.
  • Variation 14 may include a product comprising: a start/stop vehicle combustion engine comprising: a camshaft; an extended range intake cam phaser operatively connected to the camshaft, wherein the extended range intake cam phaser comprises a range of 70 to 80 crank angle degrees and wherein when the extended range intake cam phaser is fully or partially retarded during a warm engine restart, the closing of an intake valve is delayed so that a spark timing is effective in controlling combustion in a first firing cycle with no pre-ignition.
  • a start/stop vehicle combustion engine comprising: a camshaft; an extended range intake cam phaser operatively connected to the camshaft, wherein the extended range intake cam phaser comprises a range of 70 to 80 crank angle degrees and wherein when the extended range intake cam phaser is fully or partially retarded during a warm engine restart, the closing of an intake valve is delayed so that a spark timing is effective in controlling combustion in a first firing cycle with no pre-ignition.
  • Variation 15 may include a product as set forth in Variation 14 wherein the extended range intake cam phaser comprises a first cam position and a second cam position; and wherein the first cam position is used for a warm start engine condition and wherein the second cam position is used for a cold start engine condition.
  • Variation 16 may include a product as set forth in any of Variations 14- 15 wherein the extended range intake cam phaser is a dual park phaser.

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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)
  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

A number of variations may include a method comprising controlling the combustion phase timing in the first firing cycle of a start/stop combustion engine comprising: providing a camshaft operatively connected to an extended range intake cam phaser; fully or partially retarding the extended range intake cam phaser during an engine restart to control a position of the camshaft and prevent pre-ignition; and retarding a spark timing in the first cylinder to delay the combustion phase timing to improve NVH.

Description

RETARDED INTAKE CAM PHASER TO IMPROVE ENGINE START/STOP
QUALITY
CROSS-REFERENCE TO RELATED APPLICATIONS This application claims the benefit of United States Provisional Application No.61/953/260 filed March 14, 2014.
TECHNICAL FIELD
The field to which the disclosure generally relates to include stop/start systems.
BACKGROUND
A vehicle may include a stop/start system. SUMMARY OF ILLUSTRATIVE VARIATIONS
One variation may include a method comprising controlling the combustion phase timing in the first firing cycle of a start/stop combustion engine comprising: providing a camshaft operatively connected to an extended range intake cam phaser; fully or partially retarding the extended range intake cam phaser during an engine restart to control a position of the camshaft and prevent pre-ignition; and retarding a spark timing in the first firing cycle to delay the combustion phase timing to improve noise, vibration and harshness (NVH).
Other illustrative variations within the scope of the invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while disclosing variations within the scope of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
Select examples of variations within the scope of the invention will become more fully understood from the detailed description and the accompanying drawings, wherein: FIG. 1 illustrates a combustion engine piston system according to a number of variations.
FIG. 2 illustrates various effective compression ratios (ECR) resulting from different cam phaser positions according to a number of variations.
FIG. 3 illustrates an extended range intake cam phaser according to a number of variations.
DETAILED DESCRIPTION OF ILLUSTRATIVE VARIATIONS
The following description of the variations is merely illustrative in nature and is in no way intended to limit the scope of the invention, its application, or uses.
In a number of variations, any number of combustion engines including, but not limited to, a port-fuel injection engine or a gasoline direct injection engine may include a stop/start system. A start/stop system may automatically shut down and/or restart an engine which may decrease the time the engine may be idling which may improve a vehicle's fuel economy and reduce emissions coming from the vehicle.
In a number of variations, a start/stop system may automatically shut off the engine depending on any of a number of vehicle conditions including, but not limited to, the battery State of Charge (SOC), the engine coolant temperature, the brake pressure reaching a certain point, and/or when a certain steering wheel angle occurs. The engine may restart once a driver begins to release the brake pedal. In a number of variations, an engine restart may also occur as a result of a condition not initiated by the driver including, but not limited to, low battery State of Charge and/or A C or heating demand.
Referring to FIG. 1 , in a number of variations, an engine may include one or more pistons 20 which may each be located inside of a cylinder 22. The pistons 20 may be attached to a crankshaft 24 by a connecting rod 26. The crankshaft 24 may cause the piston 20 to move upward and downward inside of the cylinder 22. An intake valve 28 and an exhaust valve 30 may be located at the top of the cylinder 22. The intake valve 28 may allow air/fuel to enter into the cylinder 22 while the exhaust valve 30 may allow exhaust to exit the cylinder 22. A camshaft 32 may be located above each of the intake valve 28 and the exhaust valve 30 and may include a plurality of lobes or cams 34 which may open the intake valve 28 or the exhaust valve 30 as the camshaft 32 rotates. A spark plug 36 may be located at the top of each of the cylinders 22. The spark plug 36 may provide a spark that may ignite an air/fuel mixture so that combustion may occur.
An extended range intake cam phaser 38 may be used to rotate the position of the camshaft 32 in relation to a vehicle's timing chain. An extended range intake cam phaser 38 may include a range of 70 to 80 crank angle degrees which is 20 - 30 degrees greater than a standard cam phaser, which includes a range of 50 crank angle degrees. In a number of variations, an extended range intake cam phaser 38 may include an outer sprocket 40 and an inner rotor 42. The outer sprocket 40 may be operatively connected to the timing chain (not illustrated) while the inner rotor 42 may be operatively connected to the camshaft 32. The extended range intake cam phaser 38 may be used to advanced or retard the timing of the camshaft 32 which may vary the timing of the opening and/or closing of the valves 28, 20 by adjusting the rotation angle of the camshaft 32. Any number of extended range intake cam phasers 38 known to those skilled in the art may be used to selectively change the angle of the camshaft having a range of 70 to 80 crank angle degrees including, but not limited to, a dual park extended range cam phaser.
Referring to FIG. 3, a dual park extended range cam phaser 38 may allow the selection of two distinct cam positions which may each be used for a specific engine starting condition. This may allow the autostart to occur when the extended range intake cam phaser 38 is in a fully or partially retarded position for a warm restart of the engine or a default mid-locking position for a conventional cold start of the engine.
In a number of variations, an engine may go through one or more cycles. In an engine cycle, a piston 20 may begin at the top of the cylinder 22, the camshaft 32 may rotate which may cause the cam 34 to open the intake valve 28 to open while the piston 20 may move downward which may allow air/fuel to enter and fill the cylinder 22. This may be called the intake stroke. The piston 20 may then move back upward which may compress the air/fuel. The combustion process may occur as the piston 20 approaches top dead center, or the top of its stroke, and the spark plug 36 may provide a spark which may ignite the fuel. The fuel charge in the cylinder 22 may burn which may cause the piston 20 to move back downward. As the piston 20 reaches bottom dead center, or the bottom of its stroke, rotation of the cam 34 on the camshaft 32 may cause the exhaust valve 30 to open which may allow exhaust to exit from the cylinder 22. This cycle may then be repeated.
In a number of variations, combustion may start before the spark is discharged. This may be known as pre-ignition. With a stop/start vehicle, the engine may be turned off for a short period of time and when the driver attempts to restart, for example by releasing the brake pedal, the first combustion cycle may pre-ignite. This may cause noise, vibration, and/or harshness (NVH) of the vehicle.
In a number of variations, spark timing may be used to control the combustion process in a stop/start vehicle. The relationship of combustion to where the piston 20 is at in the cylinder 22 may be known as combustion phasing. In a number of variations, the spark timing may be delayed which may "retard" the combustion phase timing to later in the cycle which may reduce and/or eliminate auto-ignition which may reduce NVH of the vehicle.
In a number of variations, a compression ratio of a combustion engine may be the ratio of the maximum volume in the cylinder 22 to the minimum volume in the cylinder 22. The engine stop/start quality may be improved as the compression ratio is lowered. During an engine restart event, a standard intake cam phaser including a range of 50 crank angle degrees, may be in a fully retarded position and may include an effective compression ratio (ECR) at 6.0 or higher, for example as illustrated in FIG. 2. With the standard intake cam phaser, when an engine is warmed up, a spark may occur anywhere between 2 degrees before top dead center to 22 degrees after top dead center which may result in pre-ignition.
In a number of variations, an extended range intake cam phaser 38, for example as illustrated in FIGS. 1 and 3, may be used to retard the intake cam timing which may prevent and/or reduce pre-ignition from occurring in the first cycle which may allow spark retard leading to reduced vibration, noise, and harness (NVH) levels in the vehicle. In a number of variations, retarding the extended range intake cam phaser 38 an additional 20-30 degrees further than a standard range intake cam phaser may allow the position of the camshaft 32 to be controlled which may allow the closing of the intake valve 28 to be delayed which may reduce the compression ratio. In one variation, retarding the extended range intake cam phaser 38 an additional 20 degrees further than a standard cam phaser may result in a compression ratio of 4.3, while retarding an additional 30 degrees further than a standard cam phaser may result in a compression ratio of 3.5, for example as illustrated in FIG. 2. Retarding the extended range intake cam phaser 38 an additional 20-30 degrees further than a standard intake cam phaser may allow the spark timing to be retarded in the first cylinder up to 22 degrees after top dead center which may prevent and/or reduce pre-ignition.
The following description of variants is only illustrative of components, elements, acts, products and methods considered to be within the scope of the invention and are not in any way intended to limit such scope by what is specifically disclosed or not expressly set forth. The components, elements, acts, products and methods as described herein may be combined and rearranged other than as expressly described herein and still are considered to be within the scope of the invention.
Variation 1 may include a method comprising: controlling the combustion phase timing in a first firing cycle of a stop/start combustion engine comprising: providing a camshaft operatively connected to an extended range intake cam phaser; fully or partially retarding the extended range intake cam phaser during an engine restart to control a position of the camshaft and prevent pre-ignition; and retarding a spark timing in the first cycle to delay a combustion phase timing to improve NVH.
Variation 2 may include a method as set forth in Variation 1 wherein the engine restart is a warm restart.
Variation 3 may include a method as set forth in any of Variations 1 -2 wherein the extended range intake cam phaser comprises a range of 70 crank angle degrees. Variation 4 may include a method as set forth in any of Variations 1 -2 wherein the extended range intake cam phaser comprises a range of 80 crank angle degrees.
Variation 5 may include a method as set forth in any of Variations 1 -4 wherein fully or partially retarding the extended range intake cam phaser delays the closing of an intake valve to prevent pre-ignition.
Variation 6 may include a method as set forth in any of Variations 1 -5 wherein the spark timing is retarded up to 22 degrees after a piston reaches a top dead center position to improve NVH.
Variation 7 may include a method as set forth in any of Variations 1 -6 wherein the extended range intake cam phaser is a dual park phaser.
Variation 8 may include a method as set forth in Variation 7 wherein the dual park phaser allows the selection of a first cam position and a second cam position; and wherein the first cam position is used for a warm start engine condition and wherein the second cam position is used for a cold start engine condition.
Variation 9 may include a method comprising: eliminating pre-ignition of a first combustion cycle during warm restart of a stop/start vehicle comprising: providing a camshaft operatively connected to an extended range intake cam phaser; fully or partially retarding the extended range intake cam phaser during a warm engine restart to control a position of the camshaft to delay a closing of an intake valve to prevent pre-ignition; and retarding the spark timing of a spark plug to improve NVH.
Variation 10 may include a method as set forth in Variation 9 wherein the extended range intake cam phaser comprises a range of 70 - 80 crank angle degrees.
Variation 1 1 may include a method as set forth in Variation 9 wherein the spark timing is retarded up to 22 degrees after a piston reaches a top dead center position.
Variation 12 may include a method as set forth in any of Variations 9-
10 wherein the extended range intake cam phaser allows the selection of a first cam position and a second cam position; and wherein the first cam position is used for a warm start engine condition and wherein the second cam position is used for a cold start engine condition. Variation 13 may include a method comprising: improving a port-fuel injection engine stop/start system comprising: eliminating pre-ignition of a first combustion cycle during warm restart comprising: providing a camshaft operatively connected to an extended range intake cam phaser having a range of 70 crank angle degrees to 80 crank angle degrees and fully retarding a timing of the extended range intake cam phaser during a warm restart of an engine to control a position of a camshaft; and retarding a spark timing in a first firing cycle up to 22 degrees after top dead center.
Variation 14 may include a product comprising: a start/stop vehicle combustion engine comprising: a camshaft; an extended range intake cam phaser operatively connected to the camshaft, wherein the extended range intake cam phaser comprises a range of 70 to 80 crank angle degrees and wherein when the extended range intake cam phaser is fully or partially retarded during a warm engine restart, the closing of an intake valve is delayed so that a spark timing is effective in controlling combustion in a first firing cycle with no pre-ignition.
Variation 15 may include a product as set forth in Variation 14 wherein the extended range intake cam phaser comprises a first cam position and a second cam position; and wherein the first cam position is used for a warm start engine condition and wherein the second cam position is used for a cold start engine condition.
Variation 16 may include a product as set forth in any of Variations 14- 15 wherein the extended range intake cam phaser is a dual park phaser.
The above description of select variations within the scope of the invention is merely illustrative in nature and, thus, variations or variants thereof are not to be regarded as a departure from the spirit and scope of the invention.

Claims

CLAIMS What is claimed is:
1 . A method comprising:
controlling the combustion phase timing in a first firing cycle of a stop/start combustion engine comprising:
providing a camshaft operatively connected to an extended range intake cam phaser;
fully or partially retarding the extended range intake cam phaser during an engine restart to control a position of the camshaft and prevent pre- ignition; and
retarding a spark timing in the first firing cycle to delay the combustion phase timing to improve NVH.
2. The method of claim 1 wherein the engine restart is a warm restart.
3. The method of claim 1 wherein the extended range intake cam phaser comprises a range of 70 crank angle degrees.
4. The method of claim 1 wherein the extended range intake cam phaser comprises a range of 80 crank angle degrees.
5. The method of claim 1 wherein fully or partially retarding the extended range intake cam phaser delays the closing of an intake valve to prevent pre-ignition.
6. The method of claim 1 wherein the spark timing is retarded up to 22 degrees after a piston reaches a top dead center position to improve NVH.
7. The method of claim 1 wherein the extended range intake cam phaser is a dual park phaser.
8. The method of claim 7 wherein the dual park phaser allows the selection of a first cam position and a second cam position; and
wherein the first cam position is used for a warm start engine condition and wherein the second cam position is used for a cold start engine condition.
9. A method comprising:
eliminating pre-ignition of a first combustion cycle during warm restart of a stop/start vehicle comprising:
providing a camshaft operatively connected to an extended range intake cam phaser;
fully or partially retarding the extended range intake cam phaser during a warm engine restart to control a position of the camshaft to delay a closing of an intake valve and to prevent pre-ignition; and
retarding the spark timing of a spark plug to improve NVH.
10. The method of claim 9 wherein the extended range intake cam phaser comprises a range of 70 - 80 crank angle degrees.
1 1 . The method of claim 9 wherein the spark timing is retarded up to 22 degrees after a piston reaches a top dead center position.
12. The method of claim 9 wherein the extended range intake cam phaser allows the selection of a first cam position and a second cam position; and
wherein the first cam position is used for a warm start engine condition and wherein the second cam position is used for a cold start engine condition.
13. A method comprising:
improving a port-fuel injection engine stop/start system
comprising: eliminating pre-ignition of a first combustion cycle during warm restart comprising:
providing a camshaft operatively connected to an extended range intake cam phaser having a range of 70 crank angle degrees to 80 crank angle degrees and fully retarding a timing of the extended range intake cam phaser during a warm restart of an engine to control a position of a camshaft; and
retarding a spark timing in a first firing cycle up to 22 degrees after top dead center.
14. A product comprising:
a start/stop vehicle combustion engine comprising: a camshaft;
an extended range intake cam phaser operatively connected to the camshaft, wherein the extended range intake cam phaser comprises a range of 70 to 80 crank angle degrees and wherein when the extended range intake cam phaser is fully or partially retarded during a warm engine restart, the closing of an intake valve is delayed so that a spark timing is effective in controlling combustion in a first firing cycle with no pre-ignition.
15. The product of claim 14 wherein the extended range intake cam phaser comprises a first cam position and a second cam position; and
wherein the first cam position is used for a warm start engine condition and wherein the second cam position is used for a cold start engine condition.
16. The product of claim 14 wherein the extended range intake cam phaser is a dual park phaser.
PCT/US2015/018389 2014-03-14 2015-03-03 Retarded intake cam phaser to improve engine start/stop quality Ceased WO2015138185A1 (en)

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DE112015000732.6T DE112015000732T5 (en) 2014-03-14 2015-03-03 Delayed cam phaser to improve engine start / stop quality
US15/124,049 US10378502B2 (en) 2014-03-14 2015-03-03 Retarded intake cam phaser to improve engine start/stop quality
CN201580011557.8A CN106062321B (en) 2014-03-14 2015-03-03 Delayed intake cam phaser for improved engine start/stop quality

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US20170082082A1 (en) 2017-03-23
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DE112015000732T5 (en) 2016-12-29

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