• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    process for controlling an automotive vehicle equipped with an internal combustion engine featuring a system for variable actuation of the intake valves. in an automotive vehicle equipped with an internal combustion engine featuring a system for variable actuation of the intake valves, an operational mode activation phase is provided for with the engine off and the vehicle in motion, in which the fuel supply to the engine is cut. after shutting off the fuel supply to the engine, the system for variable actuation of the inlet valves is controlled to vary the opening time and/or the closing time and/or the closing time and the elevation of the inlet valves, in order to control the losses due to the pumping effect that occur inside the motor in cut-off condition.
    公开号:BR112014008005B1
    申请号:R112014008005-4
    申请日:2012-07-05
    公开日:2021-08-03
    发明作者:Cosimo Carvignese；Roberto Finizio；Fabio Borean；Marco CUNIBERTI
    申请人:C.R.F. Società Consortile Per Azioni；
    IPC主号:
    专利说明:

    [001] The present invention relates to a method to control an automotive vehicle equipped with an internal combustion engine featuring a system for variable actuation of the intake valves.
    [002] The main objective of the present invention is to explore the system for variable actuation of the intake valves of the internal combustion engine to obtain more efficient modes of operation of the vehicle, in particular, with reference to an operating mode with the condition engine cut-off and vehicle movement, as well as, for example, also with reference to the starting phase of the engine. Another objective is to exploit the system mentioned above to increase the efficiency of an e-motorization mode of operation, that is, only the electric propulsion system, in a hybrid vehicle equipped with an electric motor kinematically arranged upstream of the motor. internal combustion.
    [003] In order to achieve the main goal mentioned above, the invention aims to provide a method for the control of an automotive vehicle equipped with an internal combustion engine featuring a system for variable actuation of the intake valves, characterized by the fact that said method comprises the activation phase a mode of operation with the engine off and the vehicle in motion, with the fuel supply to the engine being cut off, and by the fact that after the fuel supply to the engine, the system for variable actuation of the intake valves is controlled to vary the opening time and/or the closing time and/or the elevation of the intake valves, in order to control the losses due to the pumping effect that occur inside of the engine in said shut-off condition, according to one of the following strategies: - if the engine speed is above the minimum limit, the intake valves are controlled so as to minimize r temporarily pumping losses, to increase the engine deceleration time, so as to allow a possible change of driving by the driver, and an engine restart by reactivating the fuel supply.
    [004] According to another preferred feature of the invention, the system for variable actuation of the intake valves is also controlled to reduce pumping losses during the phase in which the internal combustion engine is started by means of an electric starter .
    [005] According to the invention, the increase in pumping losses of the internal combustion engine is obtained by controlling the system for variable actuation of the intake valves in order to cause a delayed opening of the intake valves in relation to one cycle inlet valves, or a total absence of opening of the inlet valves.
    [006] The reduction of pumping losses of the internal combustion engine is obtained by controlling the system for variable actuation of the intake valves in order to cause a closing of the intake valves in advance, compared to a conventional intake cycle.
    [007] Preferably, in order to reduce the pumping losses mentioned above to a minimum, said system for variable actuation of the inlet valves is controlled so as to open the inlet valves during a phase in which - during the normal operation of the engine - corresponding to the exhaust phase, with the objective of obtaining a recirculation - in each cylinder - of the exhaust gases produced in the engine immediately before the cutting phase.
    [008] In the invention, the internal combustion engine is provided with a system for variable actuation of the engine valves of the type developed under the trademark MULTIAIR by the applicant (see, for example, patent EP-A-1 936 132). Such system comprises at least one spindle connected to the drive shaft, and it is of the type in which each inlet valve is controlled by a respective tappet actuated by means of a respective cam of said spindle, against the action of the associated spring means to each of the inlet valves that return the inlet valve to a closed position, and said cam is connected to said inlet valve through hydraulic actuation means, comprising a pressurized hydraulic chamber that can be connected to an exhaust channel through an electronically controlled solenoid valve, so as to uncouple the inlet valve from the respective cam and cause its closure, due to said return spring means.
    [009] According to another feature of the invention, said system for variable actuation of the inlet valves is controlled in order to act differently the inlet valves associated with different cylinders and/or in order to act differently the same inlet valve over time as a function of engine operating conditions, detected through an electronic control unit through a plurality of sensors.
    [0010] In one embodiment, the vehicle is provided, in addition to the internal combustion engine, with an electric motor kinematically connected to the internal combustion engine, upstream of the internal combustion engine, that is, with the combustion engine internal kinematically interposed between the electric motor and the driven wheels of the vehicle and is provided for an e-motorization phase in which the electric motor is used as the sole motor for propulsion of the motor vehicle, with the internal combustion engine in cutting conditions , and being that in said phase of e-motorization the system for variable actuation of the intake valves is controlled to reduce the pumping losses of the engine.
    [0011] Other features and advantages of the invention will be evident from the following description with reference to the attached drawings, provided purely by way of non-limiting example, in which: - Figure 1 illustrates a block diagram of a power system. propulsion of a "light hybrid" type automotive vehicle in accordance with an embodiment of the present invention; figure 2 illustrates a simplified variant of the system of figure 1; figures 3, 4 are a sectional view and a corresponding schematic view of an internal combustion engine provided with the MULTIAIR system developed by the applicant, as illustrated, for example, in patent EP-A-1 936 132; and - figures 5, 6 are diagrams showing the elevation profiles of the intake valves of the internal combustion engine of two different embodiments of the invention.
    [0012] Although the preferred embodiment illustrated here refers to a hybrid vehicle, equipped with an internal combustion engine and an electric propulsion motor, the principles of the invention can also be applied to a conventional vehicle, equipped with only one engine internal combustion.
    [0013] Referring to Figure 1, an MV automotive vehicle comprises a power transmission unit that includes a PWT propulsion power system and a T transmission system. The PWT propulsion power system includes an ICE internal combustion engine and an EM reversible electric motor. The propulsion power system may further comprise one or more auxiliary AUX devices, for example including an air conditioning system compressor. The EM Electric Motor and AUX auxiliary components are connected to the ICE internal combustion engine via a drive belt B including a belt and a plurality of pulleys Pl, P2, P3 and a belt tensioning device (not shown, the which can be of any known type). The P3 pulley is mounted on the shaft of the electric machine EM, which constitutes a BAS unit adapted to operate as an alternator, for the generation of electrical energy, when driven by the internal combustion engine, such as a starter motor to start the internal combustion engine, and an electric motor to actuate the auxiliary AUX devices. In addition, as indicated below, the EM machine can also be used, under certain operating conditions, as the vehicle's sole propulsion engine. The P2 pulley is mounted on the upstream end of the shaft of the ICE internal combustion engine, while one or more PI pulleys (only one of which is illustrated) is mounted on the shaft of each auxiliary device, if necessary, with the interposition of a coupling device, which allows the auxiliary device to be uncoupled from the transmission belt. As indicated, the pulley system Pl, P2, P3 and the transmission belt B are able to transmit the propulsion torque produced by the electric machine to the ICE motor shaft and the auxiliary components AUX and vice versa, transmitting the torque of propulsion produced by the ICE engine for the EM electric machine and the auxiliary components AUX through the internal combustion engine. The PWT propulsion power system includes two electrical sections VI, V2, with different voltages to which two accumulators ACC1, ACC2 respectively, the auxiliary electrical loads and a DC-DC voltage converter capable of bidirectional control are connected respectively. the exchange of energy between the two sections. The propulsion power system also includes an INV inverter for power control of the EM electric machine.
    [0014] The transmission line T comprises a gearbox G of electrical or electro-hydraulic or electromechanical type, with discrete proportions, of gear type, which has an intake shaft that can be coupled to the drive shaft CS by means of a coupling and one or more clutches C and an output shaft or coupled to a pair of drive wheels W by means of a differential D of any known type. Clutch C, which can be single or double, is servo-controlled through an AC actuator associated with electrical or electro-hydraulic command. In addition, the gearbox G is servo-controlled by means of a plurality of actuators with electrical or electro-hydraulic or electromechanical control, indicated in its entirety with GA, which can be operated to perform the engagement and disengagement of the corresponding gears to the different gear ratios that can be obtained.
    [0015] The ICE internal combustion engine is controlled by an electronic control unit E-ECU of a type known per see, therefore not described in detail, while the INV inverter of the electric machine EM is controlled by an electronic control unit EM-ECU. Therefore, the PWT power transmission unit includes three electronic control units (PWT-ECU, E-ECU and EM-ECU) capable of respectively controlling the transmission line together with the gearbox unit, the internal combustion engine and the electric machine EM. The electronic control units mentioned above exchange messages via a CAN network.
    [0016] Figure 2 illustrates, by way of example, a simplified variant, in which the gearbox G is of the conventional type, manually controlled.
    [0017] Figure 3 and Figure 4 of the attached drawings refer to an example of an internal combustion engine of known type equipped with the MULTIAIR system developed by the applicant, for the variable actuation of the intake valves. Figure 1 illustrates, in particular, a sectional view of a cylinder head of a four-cylinder internal combustion engine.
    [0018] With reference to figure 3, the cylinder head, indicated in its entirety with reference number 1, comprises, for each cylinder, a cavity 2 formed in the lower surface 3 of the same, defining the combustion chamber, in which two intake ducts 4 (only one of which is shown in the figure) and two exhaust ducts (not shown in the figure) open. The communication of the two inlet ducts with the combustion chamber 2 is controlled by two inlet valves 5 (only one of which is shown in the figure), each comprising a rod 6 slidably mounted in the head body 1. Each valve 6 is returned to the closed position by means of a spring 7 interposed between the lower surface of the head 1 and an end cup of the valve. The communication of the two exhaust ducts with the combustion chamber is controlled by two conventional type valves (not shown in the figure) which are also associated with the springs to return them to the closed position.
    [0019] The opening of each inlet valve 5 is controlled, as described below, by a shaft 8, rotatably mounted around an axis 9 inside supports (not shown in the figure) of the head 1, and comprising a plurality of cams 10 for actuating the inlet valves 5.
    [0020] Each cam 10 cooperates with a tappet 11, which, in the case of the illustrated example, is constituted by a swing arm mounted at one end 12 thereof in the cylinder head structure and has a central portion thereof that supports rotatably and freely, a roller 13 cooperating with the cam 10. The opposite end 14 of the swing arm 11 controls a pumping piston 15 through a plate 16 connected to the piston 15. The latter is returned by a spring 17 against the arm 11 so as to keep the arm 11 in cooperating contact with cam 10. The pumping piston 15 is slidably mounted in a cavity which is obtained in a pre-assembled block 18 which is mounted on the head 1 and which incorporates all the parts of the electrical and hydraulic devices of the system for variable actuation of the engine inlet valves with which it is equipped, as described in detail below.
    [0021] The pumping piston 15 is able to transmit a thrust on the stem 6 of each inlet valve 5, in such a way as to cause the opening of the latter against the action of spring 9, through a pressurized fluid (preferably coming oil of the motor lubrication circuit) present in the pressure chamber C, in front of which the pumping piston 15 is located. After the thrust applied by the pumping piston 15, the pressurized oil is transferred from the chamber C to the chamber of an actuator hydraulic 19, whose piston 20 pushes valve 5 to the open position.
    [0022] All parts described above are also shown in figure 4, which shows a schematic representation of the system illustrated in figure 3.
    [0023] With reference to two figures 3, 4, the pressurized fluid chamber C associated with the inlet valves 5 of each cylinder can be placed in communication with an exhaust channel 21 through a solenoid valve 22 controlled by means of a unit of programmable electronic control 23. The solenoid valve 22, which may be of any known type suitable for the function illustrated here, is controlled by the control unit 23 as a function of the S signals which indicate the operating parameters of the engine, such as, for example, the position of the throttle and the number of revolutions of the engine.
    [0024] When the solenoid valve 22 is open, the chamber C enters into communication, through a channel 24 and a peripheral chamber 25 (figure 2), with the exhaust channel 21. Therefore, the pressurized fluid present in the chamber C flows in said channel and the decoupling between the cam 10 and the tappet 7 in relation to the inlet valves 5 is obtained, which in this way quickly return to the closing position thereof, under the action of the return springs 9, they must be in the open condition, corresponding to a phase in which the tappet 11 is in contact with the cam lobe 10.
    [0025] The exhaust channel 21 communicates, according to a solution previously proposed by the applicant, with a tank 26 provided with a vent at the top, in relation to the atmosphere at 27. The tank 26, in turn, communicates through of a duct 28 with a pressurized fluid accumulator 29 (shown schematically in Figure 2).
    [0026] Finally, the exhaust tank 26 communicates with a duct 30 connected to the engine lubrication circuit through a duct 31, in which a check valve 32 is interposed, which allows the fluid to flow only in the direction of the tank 26.
    [0027] In the illustrated example, the engine exhaust valves are controlled in a conventional way, by means of a respective spindle and a mechanical transmission. However, according to the invention, it cannot also be excluded that the exhaust valves are variably controlled, presenting a system of the type described above for the inlet valves.
    [0028] In engine operation, the solenoid valve 22 must be kept closed, the chamber C remains filled with pressurized fluid and the movements of the cam 10 are transmitted to the inlet valves 5 according to an elevation profile, which corresponds to the cam profile 10. The control unit 23, however, is programmed to connect chamber C to the discharge, under certain engine operating conditions, in order to cause the inlet valves to close, even when chamber 10 tends to to keep them open. Thus, such a solution allows to vary the opening time (with the opening duration according to the initial time and the final opening time) and/or the elevation of the inlet valves at will, for example, to obtain a delayed opening and/or closing in advance or to obtain a plurality of openings and closings within the conventional stage of opening of the inlet valves, in accordance with the description of the object of the applicant's previous patents.
    [0029] Still referring to figure 3, it should be noted that the actuator 20 is also provided with hydraulic braking means that delay the final closing stroke of the inlet valve 5, when it closes after an opening of the solenoid valve 22, in order to avoid an excessive impact and a consequent damage to the inlet valve, when reaching the closed position. The hydraulic braking means are not described here, as they can be obtained in any of the methods known from the applicant's previous patent documents.
    [0030] Returning to the systems illustrated in figures 1 and 2, in both embodiments it is provided that, under certain operating conditions, the vehicle is operated only by the electric machine EM ("e-motorization" condition).
    [0031] In such operating conditions, the ICE internal combustion engine is turned off, that is, moved to a cut-off condition. In such a condition, the ICE engine pistons move due to the rotation of the drive shaft, which serves as a simple drive shaft between pulley P2, which receives motion from the electric machine EM through drive belt B, and the T transmission system, which connects the CS drive axle output terminal with the motor vehicle's W wheels.
    [0032] In such operating condition, the system according to the invention is able to reduce pumping losses due to the movement of the pistons in the engine cylinders, due to the fact that the ICE internal combustion engine is provided with a Variable actuation system of the inlet valves.
    [0033] As indicated above, the system for variable actuation, with which the ICE motor is supplied, is the MULTIAIR system developed by the applicant, which was described above with reference to the attached figures 3 and 4.
    [0034] According to a first solution, in the phases of "e-motorization" in which the vehicle is operated exclusively by the electric machine EM, the pumping losses of the engine are reduced by closing the inlet valve in advance, according to the valve elevation diagram illustrated in figure 5, where profile A is an elevation profile of each of the inlet valves, determined by the profile of the respective cam, while profile Al shows an example of valve control with forward closing , obtainable by connecting the respective pressure chamber to discharge it in advance of the normal closure determined by the cam profile.
    [0035] In a particularly preferred variant of the invention, which is described herein with reference to figure 6, the system is also able to further reduce losses due to the pumping effect during the e-motorization phase, causing an additional opening of the inlet valves during the phase theoretically corresponding to the conventional exhaust phase. The use of the MULTIAIR system for obtaining an additional opening of the inlet valves during the conventional exhaust stage is known perse, for example, from the applicant's previous patent document EP-A-1 936 132.
    [0036] In the case of the preferred embodiment of the present invention, each of the cams for actuating the engine intake valves, as shown in Figure 4, presents a profile comprising a main portion 10a to cause the opening of the valve. intake during the conventional stage of intake in the respective engine cylinder and, an additional portion 10b to cause a partial opening of the intake valves, also during the conventional stage of exhaust in the respective cylinder.
    [0037] Figure 6 of the attached drawings shows a diagram representing the elevation profiles of the intake valve and exhaust valve, of an engine cylinder, thus obtained.
    [0038] In such figure, profile A is what refers to the elevation of the intake valve, and profile B is what refers to the exhaust valve. The diagram shows elevation in mm as a function of the crank angle. In the convention assumed in the diagrams in figures 5 and 6, the 180° angle of the crank corresponds to the condition where the piston is at the Bottom Dead Center, at the beginning of the exhaust phase in the cylinder. The 360° angle corresponds to the condition where the piston has reached the Upper Dead Tale, at the end of the exhaust phase and at the beginning of the subsequent intake phase, which theoretically ends at a crank angle equivalent to 540°, where the piston is once again positioned in the Lower Dead Center. As seen in Figure 6, profile A has a main portion Al (which has the conventional bell shape), which causes the valve to open during the normal intake phase in the cylinder, and an additional portion A2, which causes an elevation inlet valve during the exhaust phase. The additional profile A2 extends substantially from an angle equivalent to 180° (Lower Dead Center), at the beginning of the exhaust phase, with a first rising section "a" connected to a second section "b" with substantially constant elevation, equivalent to a fraction of the maximum lift reached by the inlet valve during the inlet phase. Sections Al and A2 of the inlet valve lift profile A are determined by the corresponding cam profile 10 (figure 4), which presents the main portion 10a corresponding to the portion Al of the lift profile and the additional portion 10b corresponding to the portion A2 of the elevation profile.
    [0039] With the meats shaped as shown in figure 4, if you want to obtain an additional opening of the inlet valve during the theoretical exhaustion phase, it is sufficient that the control maintains the pressure chamber associated with each inlet valve in the profile 10b of the meat. The opening of the intake valves during the theoretical exhaust phase allows the sending, in the intake duct of each part of the cylinder, of the exhaust gases previously formed in the last operating cycle of the engine, immediately before the necessary cut-off to obtain the condition of e-motorization. By properly controlling the opening and closing of the intake valves and keeping the exhaust valves closed in this way, this amount of exhaust gas is allowed to move alternately between the combustion chamber of each cylinder and the respective inlet duct. This makes it possible to avoid the introduction of oxidizer and fuel in each cylinder, thus minimizing pumping losses.
    [0040] Obviously, it is preferable to adopt both solutions described above, that is, both the additional opening of the inlet valves in the exhaust phase (figure 6), and the closing of the inlet valves in advance, during the conventional inlet phase (figure 5).
    [0041] According to another solution, the invention provides that said system for variable actuation of the inlet valves is controlled in such a way as to act differently than the inlet valves associated with the different cylinders or in such a way to act differently to same inlet valve over time, depending on the engine operating conditions, which are detected by the electronic control unit through a plurality of sensors.
    [0042] The e-motorization condition is activated, according to the invention, in a condition in which the automotive vehicle is stationary, to execute an "e-start" strategy, that is, a vehicle starts in the stationary condition using electric propulsion only and with the internal combustion engine deactivated and powered by the BAS unit.
    [0043] The entry into the e-motorization condition with the vehicle in motion is actuated in the case of specific conditions of the vehicle (for example, covering sections of road with constant power supplied to the pavement), the internal combustion engine (for example, operating under conditions of low efficiency), the electrical system (eg accumulators ACC1 and ACC2 with adequate load conditions).
    [0044] Still according to the invention, when the above-mentioned condition of e-motorization is activated, the engine shutdown is accelerated, in order to be able to reactivate promptly, in the event of a change in the driving mode by part of the driver.
    [0045] According to another feature of the invention, the acceleration of deactivation is obtained through a temporary increase (instead of reduction) of pumping losses of the internal combustion engine, through the control of the system for variable actuation of the valves. inlet in such a way as to cause delayed opening (see line A2 in figure 5) or a complete failure to open the inlet valves.
    [0046] According to the invention, the control logic of the intake valves of the internal combustion engine can be allocated in any of the electronic control units mentioned above. Said control is automatically activated based on any input, preferably selected from the following: - accelerator pedal position signal; - signal of the position of the brake pedal; - clutch condition signal (both for manual and automated gearshift); - sign indicating vehicle speed; - signal that indicates the gear in gear, in the case of an automated gearbox, or the neutral gear for manual gearboxes.
    [0047] The system described above allows to provide the following operating modes: - gearshift with torque transmission only from the internal combustion engine (throttle pressed, brake released, clutch closed, speed above zero): the valves internal combustion engine intakes are controlled in order to optimize combustion efficiency, in accordance with the conventional use of the MULTIAIR system; - gearshift with torque transmission only from the electric motor (e-motorization) in which the internal combustion engine is driven by the electric motor or is in a deceleration phase for cutting (throttle released, brake released, clutch closed, speed above zero): in such conditions, the engine inlet valves are controlled in order to minimize pumping losses (figures 5, 6), in such a way as to minimize vehicle deceleration, while injection is temporarily inhibited for minimize fuel consumption; - disengaged or freewheel operation mode, with the internal combustion engine turned off and the vehicle wheels not connected to the propulsion power system: during freewheel operation, two situations can occur with the internal combustion engine in deceleration: the speed of the internal combustion engine above the minimum limit: in this situation the intake valves are controlled in order to temporarily minimize pumping losses to increase the engine deceleration time, in order to allow an eventual exit from the condition. freewheeling with re-injection of fuel (thus preventing starting of the engine or the BAS if a starter is also provided in addition to the BAS, ie an electric starter); o Engine speed below the minimum limit: in this situation the following strategies can be applied: the intake valves are controlled in such a way as to temporarily minimize pumping losses in order to increase the engine deceleration time to prepare the restart of the engine. engine (in case of change of driving mode by the driver) via clutch engagement ("clutch pulse", only in case of automatic gearbox) or via BAS ("start by BAS") or via a starter ("starter") of a type capable of restarting the motor even at a speed other than zero; the intake valves are controlled in order to temporarily maximize pumping losses to reduce engine deceleration time, in order to allow an eventual engine start by means of a conventional starter as quickly as possible, if not possible to perform a clutch reset, given that the gearbox is manual, or through BAS; phase for starting the internal combustion engine (throttle released, brake released, clutch open, speed equal to zero): the engine inlet valves are controlled so as to minimize pumping losses (figures 5, 6) in order to minimize the start-up time of the internal combustion engine, using the EM electric machine as a starter.
    [0048] The main feature of the present invention, which can be applied both in a hybrid vehicle of the type described above and in a conventional vehicle, equipped only with the internal combustion engine, refers to the operation phase mentioned above with the vehicle in motion and the internal combustion engine in cut condition. In such condition, according to the main characteristic of the invention, the system for variable actuation of the inlet valves is controlled to change the opening time and/or the closing time and/or the elevation of the inlet valves, in order to control the losses due to the pumping effect, which occur inside the engine in said cut-off condition, according to one of the following strategies: - if the engine speed is above the minimum limit, the intake valves will be controlled so as to temporarily minimize pumping losses, in order to increase the engine deceleration time, so as to allow a possible change of driving mode by the driver, and an engine restart by reactivating the fuel supply; - if the engine speed is below the limit, one of the following strategies is actuated: o if the automotive vehicle is equipped with an electric starter capable of operating with the internal combustion engine in motion, the intake valves are controlled from in order to temporarily minimize pumping losses to increase the deceleration time, that is, the time necessary to reach the drive shaft stop, in such a way as to be able to restart the internal combustion engine when it is still in motion; o if the automotive vehicle is equipped with an electric starter capable of operating only when the internal combustion engine is stationary, the intake valves are controlled so as to temporarily maximize pumping losses to reduce the engine's deceleration time, with the objective of allowing an eventual restart of the engine with the stationary engine as quickly as possible.
    [0049] Preferably, the system for variable actuation of the intake valves is also controlled to reduce pumping losses during the phase in which the internal combustion engine is started by means of an electric starter.
    [0050] In the case of a conventional vehicle, the management of vehicle deceleration with an internal combustion engine in cut can be performed through an optimized management of the intelligent alternator logic (alternator controller setpoint adjustment).
    [0051] Obviously, without prejudice to the principle of the invention, the construction details and embodiments may vary widely from what has been described and illustrated purely by way of example, without departing from the scope of protection of the present invention.
    权利要求:
    Claims (7)
    [0001]
    1. Method for controlling an automotive vehicle equipped with an internal combustion engine featuring a system for variable actuation of the intake valves and an electric starter capable of operating with the internal combustion engine in motion, said method comprises an activation phase of an operational mode with the engine off and the vehicle in motion, in which the fuel supply to the engine is cut off, and, after cutting off the fuel supply to the engine, the system for variable actuation of the intake valves is controlled to change the opening time and/or the closing time and/or the elevation of the intake valves, in order to control the losses due to the pumping effect that occur inside the engine in said cutoff condition , the method comprising the control phase of the intake valves in order to temporarily minimize pumping losses in order to increase the engine deceleration time, i.e., the time n necessary to reach the stop of the driving axle, in order to allow a possible change of driving mode by the driver, and an engine restart by means of the reactivation of the fuel supply; while the engine is still in motion, characterized in that: - the internal combustion engine is equipped with a system for variable actuation of the engine valves, comprising at least one spindle (8) connected to the drive shaft, in which each intake valve (5) is controlled by a respective tappet (11) activated by a respective cam (10) of said shaft, against the action of elastic means (spring) (7) associated with each inlet valve that return the inlet valve to a closed position, and in that said tappet (11) is connected to said inlet valve (5) by means of hydraulic actuation, comprising a hydraulic pressure chamber (C) which can be connected to an exhaust channel (21) through an electronically controlled solenoid valve (22), in order to decouple the inlet valve (5) from the respective cam (10) and cause its closure due to said elastic return means (7), so that the time of opening and/or closing time et also the elevation of the inlet valves can be changed, and - said system for variable actuation of the inlet valves be controlled so as to actuate differently the inlet valves associated with different cylinders and so as to act differently the same inlet valve when over time as a function of engine operating conditions detected by an electronic control unit through a plurality of sensors.
    [0002]
    2. Method for controlling an automotive vehicle equipped with an internal combustion engine with a system for variable actuation of the intake valves and an electric starter capable of operating only when the internal combustion engine is stationary, said method understand an activation phase of an operational mode with the engine off and the vehicle in motion, in which the fuel supply to the engine is cut off, and, after the engine's fuel supply is cut off, the system for variable actuation of the intake valves be controlled to change the opening time and/or the closing time and/or the elevation of the intake valves, in order to control losses due to a pumping effect that occurs within the engine in said cutoff condition , the method comprises the following steps: - if the engine speed is above the minimum operating limit, the intake valves are controlled so as to temporarily minimize the pumping losses, in order to increase the engine stop time, that is, the time necessary to reach the drive shaft stop, in order to allow a possible change in the driver's conduction, and the engine start reactivating the fuel supply; - if the engine speed is below the minimum operating limit, the intake valves are controlled in order to temporarily maximize pumping losses to reduce engine downtime, in order to allow a possible re-start of the engine, with the engine stopped, as quickly as possible, characterized in that: - the internal combustion engine is equipped with a system for variable actuation of the engine valves, comprising at least one spindle (8) connected to the drive shaft, in which each valve intake (5) is controlled by a respective tappet (11) activated by a respective cam (10) of said shaft, against the action of elastic means (springs) (7) associated with each inlet valve that return the valve inlet to a closed position, and in which said tappet (11) is connected to said inlet valve (5) by means of hydraulic actuation, comprising a hydraulic pressure chamber (C) which can be connected to a channel of ex suction (21) through an electronically controlled solenoid valve (22), in order to decouple the inlet valve (5) from the respective cam (10) and cause its closure due to said elastic return means (7), so that the opening time and/or the closing time and also the elevation of the inlet valves can be changed, and - said system for variable actuation of the inlet valves is controlled so as to actuate differently the inlet valves associated with different cylinders and in order to act differently the same inlet valve over time depending on the operating conditions of the engine, detected by an electronic control unit through a plurality of sensors.
    [0003]
    A method according to claim 1 or 2, characterized in that the system for variable actuation of the intake valves is also controlled to reduce pumping losses during the phase in which the internal combustion engine is started by means of an engine. electric starter.
    [0004]
    4. Method according to any one of the preceding claims, characterized in that said vehicle is provided, in addition to the internal combustion engine, with an electric motor kinematically connected to the internal combustion engine, upstream of the internal combustion engine, or that is, with the internal combustion engine kinematically interposed between the electric motor and the driven wheels of the vehicle and because an e-motorization phase is foreseen in which the electric motor is used as the sole motor for propulsion of the motor vehicle, with the engine the internal combustion in shut-off condition, and by putting in such a phase of e-motorization the system for variable actuation of the intake valves be controlled to reduce the pumping losses of the engine.
    [0005]
    5. Method according to claim 2, characterized in that the increase in pumping losses of the internal combustion engine is obtained by controlling the system for variable actuation of the intake valves in order to cause a delayed opening of the intake valves in relation to to a conventional inlet cycle, or a total absence of opening of the inlet valves.
    [0006]
    6. Method according to claim 1 or 2, characterized in that the reduction of pumping losses of the internal combustion engine is obtained by controlling the system for variable actuation of the intake valves in order to cause a closure of the intake valves at advance compared to the conventional admission cycle.
    [0007]
    Method according to claim 6, characterized in that said system for variable actuation of the intake valves is controlled so as to open the intake valves (5) which, during normal engine operation - corresponds to the exhaust phase, with the objective of obtaining a recirculation - in each cylinder - of the exhaust gases produced in the engine immediately before the cutting phase.
    类似技术:
    公开号 | 公开日 | 专利标题
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    同族专利:
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    BR112014008005A2|2017-04-11|
    EP2578871A1|2013-04-10|
    EP2578871B1|2016-09-21|
    US9429080B2|2016-08-30|
    US20140202423A1|2014-07-24|
    WO2013050887A1|2013-04-11|
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    法律状态:
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-01-28| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-03-09| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2021-06-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-03| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 05/07/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    EP11183663.1|2011-10-03|
    EP11183663.1A|EP2578871B1|2011-10-03|2011-10-03|Method for controlling a motor-vehicle provided with an internal combustion engine having a system for variable actuation of the intake valves|
    PCT/IB2012/053430|WO2013050887A1|2011-10-03|2012-07-05|Method for controlling a motor vehicle provided with an internal combustion engine having a system for variable actuation of the intake valves|
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