Method for controlling of valve timing of continuous variable valve duration engine

Abstract

A method for controlling valve timing is provided for an engine including continuous variable duration (CVVD) device disposed on both intake valve and exhaust valve sides respectively. The method may include: classifying control regions into first, second, third, fourth, and fifth control regions based on engine load and speed; applying a maximum duration to an intake valve and controlling a valve overlap in a first control region, applying the maximum duration to the intake valve and exhaust valve in the second control region; controlling a manifold absolute pressure (MAP) of an intake manifold to be maintained consistently in the third control region; controlling a throttle valve to be fully opened, advancing an intake valve closing (IVC) timing, and controlling an exhaust valve closing (EVC) timing to after top dead center in the fourth control region; and controlling a wide open throttle valve (WOT) and retarding the intake valve closing in the fifth control region.

Claims

1. A method for controlling valve timing provided with a continuous variable duration (CVVD) device disposed on both intake valve side and exhaust valve sides respectively, the method comprising: classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load, wherein the plurality of control regions comprises: a first control region determined by the controller when the engine load is less than a first predetermined load, a second control region determined by the controller when the engine load is greater than or equal to the first predetermined load and less than a second predetermined load, a third control region determined by the controller when the engine load is greater than or equal to the second predetermined load and less than a third predetermined load, a fourth control region determined by the controller when the engine load is greater than or equal to the second predetermined load and the engine speed is less than a predetermined speed, and a fifth control region when the engine load is greater than or equal to the third predetermined load and the engine speed is greater than or equal to the predetermined speed; applying, by the controller, a maximum duration to an intake valve and controlling a valve overlap by using an exhaust valve in the first control region, applying, by the controller, the maximum duration to the intake valve and exhaust valve in the second control region; controlling, by the controller, a manifold absolute pressure (MAP) of an intake manifold to be maintained consistently in the third control region; controlling, by the controller, a throttle valve to be fully opened, advancing an intake valve closing (IVC) timing, and controlling an exhaust valve closing (EVC) timing to after a top dead center in the fourth control region; and controlling, by the controller, a wide open throttle valve (WOT) and retarding the intake valve closing in the fifth control region.

2. The method of claim 1, wherein, when the first control region is determined by the controller, the controller controls the intake valve closing (IVC) timing to be fixed and controls the exhaust valve closing (EVC) timing to be set up at a maximum value within sustainable combust stability so as to limit a valve overlap.

3. The method of claim 1, wherein, when the second control region is determined by the controller, the controller controls the exhaust valve closing (EVC) timing to be late as the engine load is increased such that the exhaust valve reaches the maximum duration.

4. The method of claim 1, wherein, when the third control region is determined by the controller, the controller advances both the exhaust valve closing (EVC) timing and the intake valve closing (IVC) timing so as to maintain the MAP consistently when the engine load is increased.

5. The method of claim 1, wherein, when the fourth region is determined by the controller, the controller retards the intake valve closing (IVC) timing and controls the exhaust valve closing (EVC) timing to approach a top dead center so as to inhibit from generating the valve overlap.

6. A system for controlling valve timing of a continuous variable valve duration engine, the system comprising: a data detector configured to detect data related to a running state of a vehicle; a camshaft position sensor configured to detect a position of a camshaft; an intake continuous variable valve duration (CVVD) device configured to control an opening time of an intake valve of the engine; an exhaust continuous variable valve duration (CVVD) device configured to control an opening time of an exhaust valve of the engine; a controller configured to classify a plurality of control regions depending on an engine speed and an engine load based on signals from the data detector and camshaft position sensor and configured to control the intake CVVD device and the exhaust CVVD device according to the plurality of control regions, wherein the a plurality of control regions comprises: a first control region determined by the controller when the engine load is less than a first predetermined load, a second control region determined by the controller when the engine load is greater than or equal to the first predetermined load and less than a second predetermined load, a third control region determined by the controller when the engine load is greater than or equal to the second predetermined load and less than a third predetermined load, a fourth control region determined by the controller when the engine load is greater than or equal to the second predetermined load and the engine speed is less than a predetermined speed, and a fifth control region determined by the controller when the engine load is greater than or equal to the third predetermined load and the engine speed is greater than or equal to the predetermined speed; wherein the controller applies a maximum duration to the intake valve and limits a valve overlap by using the exhaust valve in the first control region, and the controller applies the maximum duration to the intake and exhaust valves in the second control region, controls a manifold absolute pressure (MAP) in an intake manifold to be maintained consistently in the third control region, controls a wide open throttle valve (WOT) and advances an intake valve closing (IVC) timing and controls an exhaust valve closing (EVC) timing to after a top dead center (TDC) in the fourth control region, and controls a wide open throttle valve (WOT) and retards the IVC timing in the fifth control region.

7. The system of claim 6, wherein the controller controls the intake valve closing (IVC) timing to be fixed and controls the exhaust valve closing (EVC) timing to be set up at a maximum value within sustainable combust stability so as to limit a valve overlap in the first control region.

8. The system of claim 6, wherein the controller controls the exhaust valve closing (EVC) timing to be late as the engine load is increased such that the exhaust valve reaches the maximum duration in the second control region.

9. The system of claim 6, wherein the controller advances both the exhaust valve closing (EVC) timing and the intake valve closing (IVC) timing so as to maintain the MAP consistently when the engine load is increased in the third control region.

10. The system of claim 6, wherein the controller retards the intake valve closing (IVC) timing and controls the exhaust valve closing (EVC) timing to approach a top dead center so as to inhibit from generating the valve overlap in the fifth control region.

Description

DRAWINGS

(1) In order that the disclosure may be well understood, there will now be described various forms thereof, given by way of example, reference being made to the accompanying drawings, in which:

(2) FIG. 1 is a schematic block diagram showing a system for controlling valve timing of a continuous variable valve duration engine according to one form of the present disclosure;

(3) FIG. 2 is a perspective view showing a continuous variable valve duration device which is disposed on intake valve and exhaust valve sides according to one form of the present disclosure;

(4) FIG. 3A and FIG. 3B are flowcharts showing a method for controlling valve timing of a continuous variable valve duration engine according to one form of the present disclosure;

(5) FIGS. 4A-4C are graphs showing duration, opening timing, and closing timing of an intake valve depending on an engine load and an engine speed according to the present disclosure; and

(6) FIGS. 5A-5C are graphs showing duration, opening timing, and closing timing of an exhaust valve depending on an engine load and an engine speed according to the present disclosure.

(7) The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

DETAILED DESCRIPTION

(8) The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

(9) As those skilled in the art would realize, the described forms may be modified in various different ways, all without departing from the spirit or scope of the present disclosure.

(10) Throughout this specification and the claims which follow, unless explicitly described to the contrary, the word comprise and variations such as comprises or comprising will be understood to imply the inclusion of stated elements but not the exclusion of any other elements.

(11) It is understood that the term vehicle or vehicular or other similar terms as used herein is inclusive of motor vehicles in general including hybrid vehicles, plug-in hybrid electric vehicles, and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid electric vehicle is a vehicle that has two or more sources of power, for example a gasoline-powered and electric-powered vehicle.

(12) Additionally, it is understood that some of the methods may be executed by at least one controller. The term controller refers to a hardware device that includes a memory and a processor configured to execute one or more steps that should be interpreted as its algorithmic structure. The memory is configured to store algorithmic steps, and the processor is specifically configured to execute said algorithmic steps to perform one or more processes which are described further below.

(13) Furthermore, the control logic of the present disclosure may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, a controller, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer readable recording medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a controller area network (CAN).

(14) FIG. 1 is a schematic block diagram showing a system for controlling valve timing of a continuous variable valve duration engine according to one form of the present disclosure;

(15) As shown in FIG. 1, a system for controlling valve timing of a continuous variable valve duration engine includes: a data detector 10, a camshaft position sensor 20, a controller 30, an intake continuous variable valve duration (CVVD) device 40, and an exhaust continuous variable valve duration (CVVD) device 50.

(16) The data detector 10 detects data related to a running state of the vehicle for controlling the CVVD devices, and includes a vehicle speed sensor 11, an engine speed sensor 12, an oil temperature sensor 13, an air flow sensor 14, and an accelerator pedal position (APS) sensor 15, although other sensors may be employed.

(17) The vehicle speed sensor 11 detects a vehicle speed, transmits a corresponding signal to the controller 30, and may be mounted at a wheel of the vehicle.

(18) The engine speed sensor 12 detects a rotation speed of the engine from a change in phase of a crankshaft or camshaft, and transmits a corresponding signal to the controller 30.

(19) The oil temperature sensor (OTS) 13 detects temperature of oil flowing through an oil control valve (OCV), and transmits a corresponding signal to the controller 30.

(20) The oil temperature detected by the oil temperature sensor 13 may be determined by measuring a coolant temperature using a coolant temperature sensor mounted at a coolant passage of an intake manifold. Therefore, in one form, the oil temperature sensor 13 may include a coolant temperature sensor, and the oil temperature should be understood to include the coolant temperature.

(21) The air flow sensor 14 detects an air amount drawn into the intake manifold, and transmits a corresponding signal to the controller 30.

(22) The accelerator pedal position sensor (APS) 15 detects a degree in which a driver pushes an accelerator pedal, and transmits a corresponding signal to the controller 30. The position value of the accelerator pedal may be 100% when the accelerator pedal is pressed fully, and the position value of the accelerator pedal may be 0% when the accelerator pedal is not pressed at all.

(23) A throttle valve position sensor (TPS) that is mounted on an intake passage may be used instead of the accelerator pedal position sensor 15. Therefore, in one form, the accelerator pedal position sensor 15 may include a throttle valve position sensor, and the position value of the accelerator pedal should be understood to include an opening value of the throttle valve.

(24) The camshaft position sensor 20 detects a change of a camshaft angle, and transmits a corresponding signal to the controller 30.

(25) FIG. 2 is a perspective view showing a continuous variable valve duration device which is disposed on intake valve and exhaust valve sides according to one form of the present disclosure.

(26) As shown in FIG. 2, the continuous variable valve duration device 40, 50 are mounted at the intake and exhaust valve sides respectively through opening and fixed type apparatus. And an intake valve opening (IVO) timing and an exhaust valve opening (EVO) timing are fixed. For example, the IVO timing may be fixed at an angle of approximately 0 to 10 degrees after a top dead center (TDC), since it is advantageous for fuel efficiency when the IVO timing is close to the top dead center in most control regions. Otherwise, the EVO timing may be fixed at an angle of approximately 40 to 50 before a bottom dead center (BDC) due to having advantageous for fuel efficiency in most control regions.

(27) The intake continuous variable valve duration (CVVD) device 40 controls an opening time of an intake valve of the engine according to a signal from the controller 30, the exhaust continuous variable valve duration (CVVD) device 50 controls an opening time of an exhaust valve of the engine according to a signal from the controller 30.

(28) The controller 30 may classify a plurality of control regions depending on an engine speed and an engine load based on signals from the data detector 10 and camshaft position sensor 20, and the controller 30 controls the intake CVVD device 40 and the exhaust CVVD device 50 according to the control regions. Herein, the plurality of control regions may be classified into five regions.

(29) The controller 30 applies a maximum duration to the intake valve and limits a valve overlap by using the exhaust valve in a first control region. The controller 30 applies the maximum duration to the intake and exhaust valves in a second control region, controls a manifold absolute pressure (MAP) in an intake manifold to be maintained consistently in a third control region. And the controller 30 controls a wide open throttle valve (WOT), advances an intake valve closing (IVC) timing, and controls an exhaust valve closing (EVC) timing to after the top dead center (TDC) in a fourth control region. Further, the controller 30 controls a wide open throttle valve (WOT) and retards the IVC timing in the fifth control region.

(30) For these purposes, the controller 30 may be implemented as at least one processor that is operated by a predetermined program, and the predetermined program may be programmed in order to perform each step of a method for controlling valve timing of a continuous variable valve duration engine.

(31) Various forms described herein may be implemented within a recording medium that may be read by a computer or a similar device by using software, hardware, or a combination thereof.

(32) For example, the hardware of the forms described herein may be implemented by using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, and electrical units designed to perform any other functions.

(33) The software such as procedures and functions of the forms described in the present disclosure may be implemented by separate software modules. Each of the software modules may perform one or more functions and operations described in the present disclosure. A software code may be implemented by a software application written in an appropriate program language.

(34) Hereinafter, a method for controlling valve timing of a continuous variable valve duration engine according to one form of the present disclosure will be described in detail with reference to FIG. 3A to FIG. 5C.

(35) FIG. 3A and FIG. 3B are flowcharts showing a method for controlling valve timing of a continuous variable valve duration engine.

(36) FIGS. 4A-4C are graphs showing duration, opening timing, and closing timing of an intake valve depending on an engine load and an engine speed; and FIGS. 5A-5C are graphs showing duration, opening timing, and closing timing of an exhaust valve depending on an engine load and an engine speed.

(37) As shown in FIG. 3A and FIG. 3B, a method for controlling valve timing of a continuous variable valve duration engine starts with classifying a plurality of control regions depending on an engine speed and an engine load by the controller 30 at step S100.

(38) The control regions will be described with reference to FIG. 4A to FIG. 5C. The first to fifth control regions are indicated in the FIG. 4A to FIG. 5C.

(39) The controller 30 may classify control regions as a first control region when the engine load is less than a first predetermined load, a second control region when the engine load is greater than or equal to the first predetermined load and less than a second predetermined load, and a third control region when the engine load is greater than or equal to the second predetermined load and less than a third predetermined load. In addition, the controller 30 may classify control regions as a fourth region when the engine load is greater than or equal to the second predetermined load and the engine speed is less than a predetermined speed, a fifth region when the engine load is greater than or equal to the third predetermined load and the engine speed is greater than or equal to the predetermined speed.

(40) Meanwhile, referring to FIG. 4A to FIG. 5C, a crank angle is marked in an intake valve duration (IVD) map and an exhaust valve duration (EVD) map, which indicating the opening time of the intake valve and exhaust valve. For example, regarding the IVD map in the FIG. 4A, a curved line written as a number 220 at inner side of the fifth region means that the crank angle is approximately 220 degree. Although not shown in the drawing, the crank angle which is more than approximately 220 degree and less than approximately 240 degree is positioned between the curved line of the number 220 and the curved line of the number 240.

(41) In addition, a unit of number designated in an intake valve opening (IVO) timing map is before a top dead center (TDC), a unit of number designated in an intake valve closing (IVC) timing map is after a bottom dead center (BDC), a unit of number designated in an exhaust valve opening (EVO) timing map is before BDC, and a unit of number designated in an exhaust valve closing (EVC) map is after TDC.

(42) Each region and curved line in the FIG. 4A to FIG. 5C are an example of one form of the present disclosure, it may be modified within the technical idea and scope of the present disclosure.

(43) After classifying the control regions based on the engine speed and load in the step of S100, the controller 30 determines whether the present engine state is under the first control region at step S110.

(44) In the step of S110, if the engine load is less than a first predetermined load, the controller 30 determines that the engine state is under the first control region. At this time, the controller 30 applies a maximum duration to the intake valve and controls the valve overlap between the exhaust valve and intake valve at step S120. The valve overlap is in a state where the intake valve is opened and the exhaust valve is not closed yet.

(45) In other words, in the first control region in which the engine state is under low load, since the IVO timing is fixed, the controller 30 may control the IVC timing at a LIVC position (Late Intake Valve Closing; e.g. approximately 100-110 degrees after the BDC) by applying a maximum duration to intake valve. At this time, as shown in FIG. 4C, the IVC timing may be controlled at an angle of approximately 100-110 degrees after the BDC.

(46) In addition, the controller 30 may move the EVC timing in a direction of after TDC to be set up at a maximum value within sustainable combust stability. Meanwhile, as the valve overlap is increased, the fuel consumption is cut, whereas the combust stability is deteriorated. Accordingly, properly setting the valve overlap is desired. However, according to the form of the present disclosure, it is possible to get highly improved fuel-efficiency by setting a valve overlap up, which fixing the EVO timing and controlling the EVC timing to be set up at maximum value within sustainable combust stability. The timing value may be determined by predetermined map. Since EVC timing is retarded, the exhaust duration may be increased.

(47) When the current engine state does not belong to the first control region at the step S110, the controller 30 determines whether the current engine state belongs to the second control region at step S130.

(48) In the step of S130, if the engine load is more than or equal to the first predetermined load and less than the second predetermined load, the controller 30 determines that the engine state is under the second control region. At this time, the controller 30 controls both the intake valve and exhaust valve respectively having the maximum duration consistently at step S140.

(49) The controller 30 may control the EVC timing to be late as the engine load is increased in order that the exhaust valve reaches the maximum duration. Herein, the controller 30 fixes the IVC timing for applying the maximum duration to the intake valve in the first control region, thereby the controller 30 may apply maximum duration to the exhaust valve such that the difference between the atmospheric pressure and the pressure of the intake manifold is maintained at a predetermined value. For example, manifold absolute pressure (MAP), which is the difference between atmospheric pressure and pressure of intake manifold, may be approximately 950 hPa.

(50) When the current engine state does not belong to the second control region at the step S130, the controller 30 determines whether the current engine state belongs to the third control region at step S150.

(51) In the step of S150, if the engine load is more than or equal to the second predetermined load and less than the third predetermined load, the controller 30 determines that the engine state is under the third control region. At this time, the controller 30 controls the MAP to be maintained consistently at step S160.

(52) In other words, the controller 30 applies the maximum duration to the intake valve and the exhaust valve and controls the MAP to be maintained consistently in the second control region. And after, when the engine state is under the third control region as the engine load is increased, the controller 30 may advance both the EVC timing and IVC timing and controls the MAP to be maintained consistently.

(53) Referring to the FIGS. 4A to 5C, the IVC timing and the EVC timing are advanced in the third region so as to maintain the MAP. The IVO timing may be fixed, thereby the valve overlap may be shorten and the knocking may be decreased.

(54) When the current engine state does not belong to the third control region at the step S150, the controller 30 determines whether the current engine state belongs to the fourth control region at step S170.

(55) If the engine load is greater than or equal to the second predetermined load and the engine speed is less than predetermined speed in the S170, the controller 30 determines that the engine state is under the fourth control region. At this time, the controller 30 fully opens a throttle valve (WOT; Wide Open Throttle valve), advances the IVC timing, and controls the EVC timing to after the top dead center (TDC) at step S180.

(56) In the fourth control region in which the engine speed is lower than a predetermined speed (e.g., approximately 1500 rpm), the controller 30 should control the EVO timing close to the bottom dead center (BDC) to avoid an exhaust interference. However, the EVO timing may be fixed. Therefore, even if the controller 30 controls the EVC timing to after a top dead center (TDC), generation of the exhaust interference is inevitable.

(57) Moreover, since the IVO timing is fixed, generating scavenging is difficult although the IVC timing is controlled to be advanced. Therefore, in the fourth control region, the engine performance may be deteriorated. Accordingly, the form of the present disclosure may be suitable for a hybrid vehicle having sub-power source.

(58) When the current engine state does not belong to the fourth control region at the step S170, the controller 30 determines whether the current engine state belongs to the fifth control region at step S190.

(59) In the S190, if the engine load is greater than or equal to the third predetermined load and the engine speed is greater than or equal to the predetermined speed, then the controller 30 determines that the engine state is under the fifth control region. At this time, the controller 30 fully opens a throttle valve (WOT; Wide Open Throttle valve) and retards the IVC timing S200.

(60) If the engine speed greater than or equal to the predetermined speed (e.g., approximately 1500 rpm) in the fifth control region, the controller 30 may control the IVC timing to be late according to the engine speed. Referring to the FIGS. 4A-4C, the IVC timing may be gradually retarded from at an angle of approximately 20 degrees when the engine speed is less then predetermined speed (low speed) to at angle of approximately 60 degrees as the engine speed is increased.

(61) However, the IVO timing may be fixed, thereby, generating the valve underlap by the IVO timing is unavailable. Therefore, the engine performance may be restricted in the medium speed (e.g., approximately 1500-3000 rpm).

(62) Meanwhile, the controller 30 may retard the IVC timing and may control the EVC timing to approach the top dead center in order to inhibit or prevent from generating the valve overlap. The scavenging generated by increasing back pressure is disappeared in the fifth control region. And the EVO timing may be fixed at angle of approximately 40-50 degrees before the bottom dead center favorable to pumping exhaust. Accordingly, the valve overlap is decreased as the EVC timing is controlled close to the top dead center.

(63) As described above, duration and timing of the continuous variable valve are simultaneously controlled, so the engine may be controlled under desirable conditions.

(64) That is, since opening timing and closing timing of the intake valve and the exhaust valve are appropriately controlled, the fuel efficiency under a partial load condition and engine performance under a high load condition are improved. In addition, a starting fuel amount may be reduced by increasing a valid compression ratio, and exhaust gas may be reduced by shortening time for heating a catalyst.

(65) While this present disclosure has been described in connection with what is presently considered to be practical forms, it is to be understood that the present disclosure is not limited to the disclosed forms. On the contrary, it is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the present disclosure.