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    © All Rights Reserved
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    5 views15 pages

    Transmission Scheduling For Multi-Stroke Engine

    Uploaded by

    Gabriel

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 15
    2) United States Patent (10) Patent No: US 8,517,893 B2 Surnilla et al. (45) Date of Patent: Aug. 27, 2013 (S8) TRANSMISSION SCHEDULING FOR 0) References Cited MULTESTROKE ENGINE US. PSTENT DOCUMENTS (75) nvenon: Gopichandes Sura, West enrol ea ach wacen Bloomie, MUS); David Karl Siai38 A+ 61001 Kamamure vai Bidner, Livonia, MUS) Sioa A" $i. Karamu SIH A 10lb92 Ravan (73) Assianee: Ford Global Technologies, LC. pom restates ciemtk ay Dearborn, MI (US) SSao0r Ble anee Ame Las CorLHG BD" 122008 Riayat cal B21 (*) Notice: Subject to any disclaimer, the term of this. 7.036465 5/2006 Burk etal. potent seen or fst une 35,8400 BS $20 Mera tal USC. 154) by Oday Foon 62200 Kiumeectd Tiasoo B210200¢ Levine (21) Appl. Nos 118.580 Stonoeo 62 "12019 Simca muons? AL 112004 Sutais (2) Filed: Maz, 2012 sedate At ‘Taos acta Somioose AL 33007 thst et (65) Prior Publication Data 20100012053 AL 1/2010 Summilla et al US20120165155.\1 Jun. 28,2012 * ited by examiner Prinary Examiner —Ha D Ho Related US. Appteation Data (14) tones, Agent, or Frm — Ilia Nouyras; Allen (@) Division of ppiaon No. 1246238, fk on Jun, Hall McCoy Rust @TutleTLP 25,2008, now Pat No. 813.153 n) ABSTRACT (1) Inc. ‘A mult:-sande internal combustion engine is described. As BaaW twos (200601) one example, the engine may he transtone tween a 80 BoOW 1010 2012.01) stroke mode and a four stroke mode in coordination with a () US.c Cranimision sift by ajuing a number of svies por ‘USPC ATTILLL; 477/107 formed by the engine per combustion cycle while shifting the ($8)_ Fel of Castcaton Search transmission between ifleen gsr tos usec 477/07, 110,111 115 See application fle or complet search history. 8 Claims, 7 Drawing Sheets US. Patent Aug. 27, 2013 Sheet 1 of 7 US 8,517,893 B2 100 { }JOOOO [OOOO BS eo VEHICLE SPEED FIG. 5 US. Patent ‘Aug. 27, 2013, START ASSESS OPERATING CONDITIONS 210 c 22 RESPOND BY ADJUSTING GEAR AND MODE? RESPOND BY ‘ADJUSTING MODE WITHOUT. ADJUSTING GEAR?, RESPOND BY ADJUSTING GEAR WITHOUT Sheet 2 of 7 US 8,517,893 B2 24 ADJUST GEAR AND MODE TO RESPOND TO REQUESTED CHANGE IN WHEEL TORQUE 218 ADJUST MODE TO RESPOND TO REQUESTED CHANGE IN WHEEL TORQUE AND MAINTAIN CURRENT GEAR 222 ADJUST GEAR TO RESPOND TO REQUESTED CHANGE IN WHEEL TORQUE AND MAINTAIN CURRENT MODE ADJUSTING MODE? YES 224 ADJUST AIR AND FUEL TO RESPOND TO REQUESTED CHANGE IN WHEEL TORQUE RETURN FIG. 2 US. Patent Aug. 27, 2013 Sheet 3 of 7 US 8,517,893 B2 cam FIG. 3 = can ca a Snent Seaent ACCEL? MODES TWO MODES FOUR YES ‘STROKE? No ‘STROKE? No NO. Y YES: peru TO FOUR STROKE TOTWO STROKE Yes. MODE? ‘MODE? YES: ’ 318 316 NO 304 samassmonToF2u8 || swrmaniosraore | | wnanroursrrexe ne HeoearooonsHer | | NoOesNo oOUN ST ws = 326 rasa }¢———— STROKE MODE AND DOWN Ste es *o 12 2 TRasmowToT0 ‘STROKE MODE AND ves [es yh 334 RETURN TRANSITION TO TWO STROKE MODE: US. Patent Aug. 27, 2013 Sheet 4 of 7 US 8,517,893 B2 cate cata MAINTAIN FOUR STROKE MODE CURRENT MODE IS TWO STROKE? TP-our OR DECEL?, TRANSITION RETURN 3 TOFOUR STROKE MODE WILL EXCEED LUGLMIT? 16 LuGUMIT REACHED WHILE OPERATING IN FOUR STROKE MODEZ Y 430 428 MAINTAINTWO STROKE TRANSITION TO FOUR. TRANSITION TO TWO MODE STROKE MODE STROKE MODE 418 LUGUMIT REACHED WHILE OPERATING IN TWO STROKE MODEZ cA20 YES 422 DOWN SHIFT (LE. INCREASE GEAR RATIO) FIG. 4 Lm ‘TRANSITION TO FOUR, STROKE MODE US. Patent Aug. 27, 2013 Sheet 5 of 7 US 8,517,893 B2 START OPERATE OPERATE CYLINDER IN CYLINDER IN TWO STROKE FOUR STROKE CYCLE? CYCLE? 622 ADJUST INTAKE AND ADJUST INTAKE AND EXHAUST VALVE TIMING EXHAUST VALVE TIMING ACCORDING TO TWO ACCORDING TO FOUR ‘STROKE CYCLE ‘STROKE CYCLE | 616 | 624 ADJUST CYLINDER ADJUST CYLINDER FUELING ACCORDING TO FUELING ACCORDING TO TWO STROKE CYCLE FOUR STROKE CYCLE | 618 | 626 ADJUST IGNITION TIMING ADJUST IGNITION TIMING ACCORDING TO TWO ACCORDING TO FOUR ‘STROKE CYCLE ‘STROKE CYCLE FIG. 6 US. Patent Aug. 27, 2013 Sheet 6 of 7 US 8,517,893 B2 EXHAUST INTAKE EXHAUST y. EXHAUST IGNITION INTAKE INTAKE BDC TDC BDC TOC BOC TOC INTAKE * EXHAUST, INTAKE * IGNITION. / \ [ \ BDC TDC BDC TOC BOC TOC ee PP 876 120 882, ROM: eo J] Kay cru #20 wo] as | RAM 0g | | DRIVER, 888 [KAM FIG. 8 US. Patent Aug. 27, 2013 Sheet 7 of 7 US 8,517,893 B2 GEAR SHIFT — FIRST GEAR RATIO. SECOND GEAR RATIO. a £ TRANS, TIME — i ENGINE FIRST NUMBER OF SECOND NUMBER OF-7 STROKES PER CYCLE WZ STROKES PER CYCLE MODE TRANSTION FIG. 9A GEAR SHFT co ON FIRST GEAR RATIO. ‘SECOND GEAR RATIO > L TRANS, TIME ~ > ENGINE FIRST NUMBER OF - \ secon NUMBER OF STROKES PER CYCLE _) STROKES PER CYCLE wooetransion FIG, 9B GEAR SHIFT fc —\ FIRST GEAR RATIO. 7 SECOND GEAR RATIO TRANS. TIME ~ _ ENGINE FIRST NUMBER OF SECOND NUMBER OF STROKES PER CYCLE \ STROKES PER CYCLE MODE TRANSITION FIG. 9C US 8,517,893 B2 1 ‘TRANSMISSION SCHEDULING FOR MULTSTROKE ENGINE, CROSS REFERENCE TO RELATED "APPLICATIONS s ‘The present application isa divisional of U.S. patent appli cation Ser. No. 12/146,288 filed Jua. 25, 2008, the entire ‘contents of which are incorporated herein by reference forall Purposes » BACKGROUND AND SUMMARY Some intemal combustion engines may be operated in foursiroke mode, whereby the engine is operated to perform, 2 combustion eyele once every four piston strokes. Oiher internal combustion engines may be operated in two stroke mode, whereby the engine is operated to perform a combus- tion eyele once every two piston strokes. Engines may pro- ‘duce greater maximum torgue when operated in the Wo stroke mode as compared tothe four stroke mode since the ‘combustion frequency and therefore the power density athe ‘engine may be greater in the two stroke mee than the four stroke made. However, engines may demonstrat prester fue ‘efficiency when operated the four stroke mod as compared to the two stroke mode, due in part to better air and fuel mixing before combustion of the charge is initiated. Improvements in valve actuation systems have enabled ‘engines to be opeated in the two stroke mode unser some ‘conkitions andthe four stroke mode in other conditions. This 30 approach bas enabled improvements in both fue eficieney ‘and inereased maximum torque of the engine. However, the inventors herein have ideniied some issues with the this, approach. As one example, transmission shifting may be increased as a result of the multimode engine capability Increased transmission shifing may result in reduce fel ‘eflcieney increased transmission wear andreduced divail- ity ofthe vehicle asthe transmission shills may be perceived by the vehicle operator ‘The inventors have recognized that transmission shifting may be reduced ia some examples by a method of operating «propulsion system fora vehicle, where the propulsion sys= ‘em neludes an intemal combustion engine coupledtoone0or more drive wheels of the vebicle via transmission. As a non-limiting example, the method includes: operating the ‘engine to produce an engine ouput; transferring the engine ‘ula to one or more drive wheels of the vehicle via the transmission; andadjustinga numberof stokes perlormed by the engine per combustion cycle while shifting the transnis~ sion between diferent gear ratios. For example, the engine so may be transitioned fom the four stoke mode to the «wo stroke mode while the transmissions up-shied by reducing the gear ratio ofthe transmission. In this way, the transmis sion may be shifted by a preater extent (eg, t0 a higher gear ratio) than Would otherwise be suitable when th engine is ‘operated in the four stroke mode, while the new gear ratio may be stitable ifthe engine is transitioned to te two stroke mode providing ineased maximum tongue potential “The iaventors herein have fucher recognized that the ‘engine hug limit (the lower speed limit ofthe engine where 60 NVH becomes unacceptable) may differ depending on ‘whether the engine i operating nthe fou swokemodear the two stroke mode, For example, the iaventors have recognized that the ug mit may be lawerin the two stroke mode than the four stoke mode as a result of the increased combustion 6s frequency of two sttoke operation, As such, a method of ‘operating & propulsion system for a vehicle is described. 2 ‘Whenthe engine isrotatingat.a lower engine rotational speed, the veel speed may be reduced by increasing @ number of strokes perfoemed by tho engine per combustion cycle while increasing a gear rao of the temsmisson; and whea the engine is rotating at a higher engine rotational speed, the vehicle speed may be reduced by reducing @ number of strokes performed by the engine per combustion eycle while rintaining the transmission at a selected gear ratio. Tnthis way, ransmission shifing during deceleration of the vehicle may be delayed oreliminated, under some conditions, by transitioning the engine from the four stroke mode othe ‘wo stroke mode as the engine rotational speed approaches ‘he lug mit ofthe engine operating inthe four stoke mode rather thaa performing a tausmnssion shift. The use of eoor- disated mode transitions may enable the traasmission may remain inthe seleted geur ratio for longer period of time during deceleration of the vehicle, thereby enabling a subse- quent up shift ofthe wansmissioa wo be eliminated when the ‘vehicle operator requests acceleration ofthe vehicle, [BRIEF DESCRIPTION OF THE DRAWING: FIG. 1 illustrates an example propuision system for a vehicle FIGS. 24 illustrate flow charts depicting example process flows that may be vsed to control the propulsion system of FIG. FIG. 5 depicts an example ansmisson sift schedule, FIG. illustrates flow chart depicting an example process flow that may be used tocantrolthe propulsionsystom of FIG. 1 FIGS. 7A and 7B show example timelines depicting opera- tion ofan exampleeylinder of the propulsion system inarwo stroke eyele and a fur stake cycle, respectively FIG. B depicts dele view of an example engine cyin- dec ofthe propulsion system of FIG. FIGS. 94, 9B, and 9C are timelines depiting how the combustion mode of the engine may be adjusted ding 8 transmission shift DETAILED DESCRIPTION FIG. illustrates a propusions system fora vehicle includ- ing aa interual combustion engine 100, Engine 100 may be operatively coupled with one or more vehicle érive wheels indicated schematically at 130 viaa transmission 140. Engine 100 may include one or aore combustion chambers or eyliae deve 110, aon-limiting example of which is depicted sche- matically in FIG. 8. Inthe example propulsion system of FIG, 4, engine 100 includes a total of eight cylinders. Engine 100 may inelude other suitable numbers of cylinders in other embodiments, including 2,3, 4, 5, 6 10, or 12 eylindors. A control system 120 may be operatively and communicatively coupled with engine 100 2s well as ransmission 140, drive whee! 130, and other suitable components of the vehicle propulsion system. In some embodimeats, transmission 140 may be contig- uredasa continuously variable transmission (CVT), whereby the gear ratio of the transmission may be increased or decreased continuously across 8 gear ratio range. In other embodiments, transmission 140 may include a plurality of discrete ger ratios that may be selecied bythe vehicle opera~ tor or the contol system. For example, the gear ratio of the transmission may be adjusted by sifting the transmission berween two or more of the diserete gear ratios provided by the transmission. US 8,517,893 B2 3 Engine cylinders 110 may be selectively operated one of 8 plurality of diferent combustion modes depeading on opee- ting conditions encountered by the propulsion system. As non-limiting example, engine eyinders 110 may be operated ina two stroke eycle under some conditions, and may be ‘operated ina four stroke eycle under other conditions. two stroke mode corresponds toa combustion cycle where two piston stokes re ulized to cary out combustion, whereas four stoke mode corresponds 1 a combustion cycle where four piston stokes are uilized to cary out combustion. Sincecombustion occurs ever wo piston stokes inthe two stroke mode, the engine can prodoce substantially greater ‘engine torgue in the two stroke mode as compared tothe four stroke mode. Specifically, the relative combustion frequency ‘and power density ofthe engine may be inereased by rasi- tioning the engine from the four stroke mode wo the wo stroke mode. Conversely, the relative combustion frequency and power density of the engine may be reduced by transitioning ‘he engine from the two stroke mode to the four stoke mode, AAn example of each of these modes is depicted in FIGS. 7A and 7B, respectively In other embodiments, the engine cy1- inders may be configured to operate in other or different ‘combustion modes, inluding six stroke modes or eight stoke modes FIG. illustrates flow chart depicting an example process flow that may be performed by control system 120. The process flow of FIG. 2 depicts how transitions between the two stroke mode and the four stroke mode may be coonli- nated with transmission shifting to enable the delivery of a suitable wheel torque for propelling the vehicle AAL210, one or more operating conditions may be assessed. by the cont system. These operating conditions may include oneor more of engine rotational sped vehicle speed, an indication of requested whee! torque (ex. roquested by 8 vehicle operator, transmission state (e.g. selected gear) ‘eurteat combustion mode ofthe engine, engine throttle posi- tion, engine torque reserve for the eurent combustion mode, ambien! conditions. an indication of engine noise vibration and harshness (NVH), among other operating conditions lesribed with reference to FIG. 8 ‘Asa non-limiting example, the control system may iden lly a request to increase oF decrease the whee! torque of the ‘vehicle, This requested increase or decrease in wheel torque may be communicated to the control system via a user input ‘deve such a an aovelerator pedal depicted ia FIG, Bat 872 AI212, itmaybe judged whetherthe contol system should respond the requested change in wheel tongue by adjusting boththe selected peur ofthe taasmission and the combustion mode ofthe engine. I'he answer at 212 is judged yes, the process flaw may proceed to 214, where the selected trans- mmission gear and the combustion mode ofthe engine may be ‘adjusted in response tothe operating conditions identified at 210. Asafirstexample, the contro system may perform dowsn- shift ofthe tansmission (ie. inerease the gear ratio) while transitioning the engine from a (Wo stroke mode to Tour stroke mode. By down-shiting he transmission eg increas- ing the gear ratio) the speed ofthe engine may be increased through the increased pear ratio, while tnsitioning the ‘engine to the four stroke mode ean be used to reduce the amount of orgue produced by the engine. This approach may be used by the contol system to respond to a requested increase or decrease ia the torque delivered to the drive ‘whools of the vehicle as will desribod in greater dota with reference to FIGS, 3 and 4 Asa socond example, the conto system may downshift the transmission while transitioning the engine from the four s 4 stroke mode tothe two stoke mode, The downshift serves increase the engine rotational speed, while the transition to thet¥o stoke mode funherincrenses the torque reserve ofthe engine. This approach may bo used by the coattl system to respond to requested inerease inthe tongue delivered tothe drive whoels ofthe vehicle, ‘As a third example, the contol system may perform an up-shift ofthe transmission (i. reduce the gear rato) while transitioning the engine from the two stroke mode to the four stroke mode. The up-shift of he transmission serves reduce the engine rotational speed while the transition to the four stroke mode ean reduce the torque reserve while increasing engine efficiency. ‘Asa fourth example, the contol system may peeform an up-shilt of the transmission while taasitoning the engine fom te four stoke eyelet the two stroke eye, Depending ‘on operating conditions, this approach may be used by the control system to respond toa requested increase or decrease in the torque delivered wo the drive wheels ofthe veicle as will desribed in greater det with reference to FIGS. 3 and 4 Altematively ifthe answer at 212i judge no, the process flow may insteal proceed 10 216. At 246, it may be judged ‘whether to respond toa change in the requested whee! torque by adjusting combustion mode the engine withoutadjust- ing the selected gear ofthe transmission. Ifthe answer at 216 is judged ys, the proces ow may proceed to 218, where the combustion mode of the engine may be adjusted in response tothe requested change ia whee! torque, while msintining the currently selected transmission gear ‘As. frst example, the contol system may transition the engine from the two stroke mode tothe four stroke mode, While maintaining the curenly selected geur ratio, This "approach may be used by the control system to respond toa requested decrease in the wheel torque (e.g. tip-out). As & second example, the contro system may transition the engine fiom the four stroke mode fo the two stroke mode, while ‘maintaining the curently selected gear ratio. This approach may be used by the control system to respond toa requested increase ia the wheel torgue (¢. tpn) ‘Alteratvey,itheanswerat 216i judged no the process flow may proceed to 220.220, itmay be judged whether'o respond oa change inthe requested whee torque by adjust- ing the selected ear ofthe transmission without adjusting the combustion mode ofthe engine fthe answer at 220i judged yes the process flow may proceed to 222, where the selected transmission gear may be adjusted while maintaining the current combustion mode ofthe engine. Asa fist example, the contol system may doveeshift the transmission, while maatsning the engine inde two stroke cycle. As a second example, the control system may dowa- shift the transmission, while maintaining the engine inthe four stroke cycle. These approaches may be used by the coatrolsystemto respond to requested increase ia the torque delivered to the drive wheels of the vehicle. As a thial example, the contol system may up-shift the transmission, While maintaining the engie inthe two stroke cycle. As a Jourth example, the control system may up sift the transnis- son, while maintaining the engine inthe four stroke eye From 214,218, 22,and 24, the process ow may proceed to 224, AL224, the ait and fuel delivered tothe engine cylin- dees may be adjusted to respond tothe change in requested ‘whee! torque. From 214,218, and 222, the adjustment of the sir and fel performed at 224 may be in addition to the adjustments made to the vansmission gear and/or engine combustion mode. From 220, the adjustment of the air ad US 8,517,893 B2 5 fel performed at 224 may be performed while mantining the engine combustion mode and select rasmission gear. Asa fist example, the air and fuel devered to the engine

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