阅读说明：本技术 带滑动凸轮的减速气缸切断 (Deceleration cylinder shut-off with sliding cam ) 是由 M·卡兹玛尔 M·A·史密斯 A·基奇 P·S·默西 J·M·摩尔 于 2021-03-25 设计创作，主要内容包括：本公开提供一种汽车顶置凸轮轴系统,该系统包括分别具有多个滑动凸轮轴筒的多个凸轮轴。这些凸轮轴筒的相反端分别具有零升程凸角。多个进气门是由凸轮轴中的第一个凸轮轴操纵,多个排气门是由凸轮轴中的第二个凸轮轴操纵。多个致动器在减速气缸切断(DCCO)模式中操作,以使凸轮轴筒可滑动地位移到使多个滑动凸轮轴筒中预定的一个滑动凸轮轴筒的零升程凸角与全部进气门或全部排气门中的至少一个接触的位置。(The present disclosure provides an automotive overhead camshaft system including a plurality of camshafts each having a plurality of sliding camshaft cylinders. The opposite ends of the camshaft barrels each have a zero lift lobe. A plurality of intake valves are operated by a first one of the camshafts and a plurality of exhaust valves are operated by a second one of the camshafts. The plurality of actuators operate in a Deceleration Cylinder Cutoff (DCCO) mode to slidably displace the camshaft cylinders to a position where the zero-lift lobe of a predetermined one of the plurality of sliding camshaft cylinders contacts at least one of all of the intake valves or all of the exhaust valves.)

1. An automotive overhead camshaft system comprising:

a plurality of camshafts respectively having a plurality of sliding camshaft cylinders;

opposite ends of the camshaft barrel have zero lift lobes, respectively;

a plurality of intake valves operated by a first one of the camshafts and a plurality of exhaust valves operated by a second one of the camshafts; and

a plurality of actuators operating during a Deceleration Cylinder Cutoff (DCCO) mode to slidably displace the camshaft cylinders to a position that brings a zero-lift lobe of a predetermined one of the plurality of sliding camshaft cylinders into contact with at least one of all of the intake valves or all of the exhaust valves.

2. The vehicle overhead camshaft system of claim 1, wherein the opposite end of the camshaft barrel includes a low lift lobe positioned near the zero lift lobe.

3. The vehicle overhead camshaft system of claim 2, wherein the opposite end of the camshaft barrel includes a high lift lobe located near the low lift lobe.

4. The vehicle overhead camshaft system of claim 3, wherein the high-lift lobes are located opposite the zero-lift lobes near the low-lift lobes.

5. The vehicle overhead camshaft system of claim 1, further comprising a plurality of cylinders of an engine, wherein in the DCCO mode, all of the cylinders are deactivated such that fuel supply to the cylinders is shut off.

6. The vehicle overhead camshaft system of claim 5, wherein in the DCCO mode, an intake actuator of the plurality of actuators displaces the camshaft cylinder and a selected one of the intake valves contacts a zero lift lobe of the camshaft cylinder, thereby providing zero lift to block air flow through the cylinder.

7. The vehicle overhead camshaft system of claim 5, wherein an exhaust actuator of the plurality of actuators displaces the camshaft barrel in the DCCO mode and a selected valve of a plurality of valves defining an exhaust valve contacts a zero lift lobe of the camshaft barrel thereby providing zero lift to block air flow through the cylinder.

8. The vehicle overhead camshaft system of claim 1, wherein the plurality of actuators operate in the Deceleration Cylinder Cutoff (DCCO) mode to slidably displace the camshaft cylinders to a position where a zero lift lobe of a predetermined sliding camshaft cylinder of the plurality of sliding camshaft cylinders contacts all of the intake valves and all of the exhaust valves.

9. The vehicle overhead camshaft system of claim 1, wherein during an initial period of time all of the cylinders are fueled defining a steady state operation of the engine, and during a second period of time, fuel is cut off on a cylinder-by-cylinder basis until a zero cylinder fueling condition exists, thereby initiating the DCCO mode.

10. The vehicle overhead camshaft system of claim 1, wherein during the DCCO mode, air leakage into the engine manifold occurs creating an engine manifold pressure, wherein a throttle is closed in order to reduce the engine manifold pressure at the end of the DCCO mode.

Technical Field

The present disclosure relates to a system and method for controlling air flow through an internal combustion engine during a fuel cut.

Background

Internal combustion engines having overhead cam designs include intake and exhaust valves that may be actuated by cam lobes of at least one camshaft. In some configurations, the camshaft is comprised of a sliding camshaft assembly having a plurality of steps for varying a lift distance of the engine door. For example, a three-step sliding camshaft may include: a high-lift cam lobe position for lifting the engine door a maximum distance, a low-lift cam lobe position for lifting the engine door below the maximum lift distance, and an Active Fuel Management (AFM) or cylinder deactivation lobe position for operating with less than all of the available cylinders to maximize fuel economy, thereby providing a zero-lift distance.

At least one sliding camshaft actuator is fixed to the internal combustion engine for changing position between the plurality of cam lobes. The plurality of actuator pins of the at least one camshaft actuator function to selectively engage with displacement slots configured on the outer periphery of a camshaft cylinder formed on the sliding camshaft assembly. As the camshaft assembly rotates, a separate actuator pin is selected to move into the displacement slot of the camshaft cylinder, thereby causing the sliding camshaft assembly to be displaced to different positions along the camshaft axis.

When the engine transitions to a fuel cut-off mode during deceleration, oxygen-containing air may enter the engine manifold as the piston continues to operate at zero fuel (0 fuel) conditions. If excess oxygen passes through the engine to the downstream catalytic converter, the oxygen saturates the catalyst support. When the engine returns to fueling operation, oxygen saturation may decrease the emissions standard met.

Thus, while current engine systems for achieving full engine cylinder deactivation have achieved their intended purpose, there is a need for a new and improved system and method for achieving full cylinder deactivation in an overhead camshaft internal combustion engine.

Disclosure of Invention

According to several aspects, an overhead camshaft system of a motor vehicle includes a plurality of camshafts individually having a plurality of sliding camshaft barrels. The opposite ends of the camshaft barrel each include a zero-lift lobe. A plurality of intake valves are operated by a first one of the camshafts and a plurality of exhaust valves are operated by a second one of the camshafts. The plurality of actuators operate in a Deceleration Cylinder Cutoff (DCCO) mode to slidably displace the camshaft cylinders to a position where the zero-lift lobe of a predetermined one of the plurality of sliding camshaft cylinders contacts at least one of all of the intake valves or all of the exhaust valves.

In another aspect of the disclosure, the opposite end of the camshaft barrel includes a low-lift lobe located near a zero-lift lobe.

In another aspect of the disclosure, the opposite end of the camshaft barrel includes a high-lift lobe located adjacent to a low-lift lobe.

In another aspect of the present disclosure, the high lift lobe is located in the vicinity of the low lift lobe opposite the zero lift lobe.

In another aspect of the present disclosure, in the DCCO mode, all cylinders of the multi-cylinder engine are deactivated with fuel supply to the cylinders cut off.

In another aspect of the disclosure, in the DCCO mode, an intake actuator of the plurality of actuators displaces a camshaft barrel such that selected valves of the plurality of valves defining the intake valve contact a zero lift lobe, thereby providing zero lift to inhibit air flow through the cylinder.

In another aspect of the disclosure, in the DCCO mode, an exhaust actuator of the plurality of actuators displaces a camshaft barrel such that selected valves of the plurality of valves defining the exhaust valve contact a zero lift lobe, thereby providing zero lift to inhibit air flow through the cylinder.

In another aspect of the disclosure, the plurality of actuators operate in a Deceleration Cylinder Cutoff (DCCO) mode to slidably displace the camshaft cylinders to a position that brings zero lift lobes of predetermined ones of the plurality of sliding camshaft cylinders into contact with all of the intake valves and all of the exhaust valves.

In another aspect of the disclosure, the DCCO mode is initiated by providing fuel to all cylinders during an initial phase that defines steady state operation of the engine, and during a second phase, cutting fuel on a cylinder-by-cylinder basis until a zero cylinder fueling condition exists.

In another aspect of the present disclosure, during the DCCO mode, air leakage into the engine manifold occurs, creating a manifold pressure, wherein the throttle is closed in order to reduce the engine manifold pressure at the end of the DCCO mode.

According to several aspects, an overhead camshaft system includes an internal combustion engine of a motor vehicle having a plurality of cylinders. The plurality of camshafts includes an intake camshaft and an exhaust camshaft. The plurality of camshafts each have a plurality of sliding camshaft cylinders. Opposite ends of the camshaft barrel each have a zero-lift lobe. A plurality of intake valves are operated by an intake camshaft. The plurality of intake actuators operate in a Deceleration Cylinder Cutoff (DCCO) mode to slidably displace a camshaft barrel of the intake camshaft to a position where zero lift lobes of a plurality of sliding camshaft barrels of the intake camshaft are in contact with all of the intake valves.

In another aspect of the disclosure, the plurality of exhaust valves are operated by an exhaust camshaft.

In another aspect of the disclosure, during a deceleration cylinder cut-off (DCCO) mode, a plurality of exhaust actuators operate in place of a plurality of intake actuators to slidably displace a camshaft cylinder of an exhaust camshaft to a position where zero lift lobes of a plurality of sliding camshaft cylinders of the exhaust camshaft are in contact with all exhaust valves.

In another aspect of the disclosure, during a deceleration cylinder cut-off (DCCO) mode, the plurality of exhaust actuators operate in addition to the plurality of intake actuators to slidably displace the camshaft cylinders of the exhaust camshaft to a position where the zero-lift lobes of the plurality of sliding camshaft cylinders of the exhaust camshaft are in contact with all of the exhaust valves and simultaneously the zero-lift lobes of the plurality of sliding camshaft cylinders of the intake camshaft are in contact with all of the intake valves.

In another aspect of the disclosure, during the initial period, all of the cylinders are provided with fuel that defines steady state operation of the internal combustion engine.

In another aspect of the present disclosure, during the second phase period, fuel is cut off on a cylinder-by-cylinder basis until a zero cylinder fueling condition occurs, thereby initiating the DCCO mode.

In another aspect of the disclosure, at the end of the DCCO mode, the throttle is closed to reduce the engine manifold pressure.

According to several aspects, a method of achieving full cylinder deactivation with an overhead camshaft system of a motor vehicle comprises: slidably mounting a camshaft cylinder on a plurality of camshafts; positioning a zero-lift lobe at an opposite end of the camshaft barrel; connecting a plurality of intake valves for operation of a first one of the camshafts and connecting a plurality of exhaust valves for operation of a second one of the camshafts; and programming the plurality of actuators to operate during a deceleration cylinder cut-off (DCCO) mode to slidably displace the camshaft cylinders to a position where the zero-lift lobe of a predetermined sliding camshaft cylinder of the plurality of sliding camshaft cylinders contacts at least one of all of the intake valves or all of the exhaust valves.

In another aspect of the disclosure, the method further comprises: positioning a low-lift lobe at an opposite end of the camshaft barrel adjacent to the zero-lift lobe; and positioning the high-lift lobes at opposite ends of the camshaft barrel adjacent the low-lift lobes.

In another aspect of the disclosure, the method further comprises: the cylinders of the multi-cylinder engine are deactivated by cutting off the fuel supply to all cylinders to activate the DCCO mode.

Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

Drawings

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

FIG. 1 is a front perspective view of an intake and exhaust sliding camshaft configuration of an internal combustion engine overhead camshaft system according to an exemplary aspect;

FIG. 2 is a side elevational view of the system of FIG. 1;

FIG. 3 is a side elevational view of the two actuators of FIG. 2;

FIG. 4 is a diagram of method steps for operation of the system of FIG. 1.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.

Referring to FIG. 1, an intake and exhaust sliding camshaft configuration for an exemplary four-cylinder internal combustion engine overhead camshaft system and method of operation 10 is provided, according to aspects of an exemplary embodiment. It should be understood that the four-cylinder embodiment of the engine is exemplary only, and that the present disclosure for deceleration cylinder cutoff (hereinafter DCCO) is applicable to other multi-cylinder engine camshaft system configurations, such as 2, 3, 5, 6, 8, 9, or 12 cylinders, without departing from the scope of the present disclosure.

An overhead camshaft system and method of operation 10 for a motor vehicle includes at least one sliding camshaft having a plurality of camshaft barrels. According to several aspects, the overhead camshaft system and method of operation 10 includes a three (3) stage intake sliding camshaft 12 and a two (2) or three (3) stage exhaust sliding camshaft 14. The camshaft actuator 16 includes at least one actuator pin, and according to several aspects includes a first actuator pin 18 and a second actuator pin 20 that are individually and selectively extendable and retractable. The first actuator pin 18 and the second actuator pin 20 are respectively received in one of a plurality of slots 22, the slots 22 being formed in respective ones of a plurality of camshaft cylinders 24 slidably disposed on one of the intake sliding camshaft 12 or the exhaust sliding camshaft 14. Extension of one of the first or second actuator pins 18, 20 during axial rotation of the camshaft causes sliding movement of the camshaft cylinder 24 in either a first direction 26 or an opposite second direction 28.

To shift the position of the three-stage intake 12 and exhaust sliding camshaft 14, at least one actuator 16 is provided that is selectively connected to the camshaft and commanded on and off by a control module (e.g., an engine control module 30 of an internal combustion engine 31 having an exemplary four cylinders 33). As described herein, it is within the scope of the present disclosure that engine 31 may have more or less than four cylinders. In particular, in this regard, the overhead camshaft system and method of operation 10 includes a plurality of actuators 16(1) through 16(6), wherein the actuators 16(1) through 16(4) function to displace the three-stage intake sliding camshaft 12, and at least two of the actuators 16(5) and 16(6) function to displace the exhaust sliding camshaft 14 when commanded by the engine control module 30. The actuators 16(1) through 16(4) function to displace at least one intake valve and, according to several aspects, a pair of intake valves, such as the exemplary first intake valve 32 of one of the cylinders. Actuators 16(5) through 16(6) similarly function to displace at least one exhaust valve and, according to several aspects, a pair of exhaust valves of one of the cylinders.

Referring to FIG. 2 and again to FIG. 1, a separate intake valve camshaft barrel (e.g., camshaft barrel 24) may include high-lift lobes 34, low-lift lobes 36, and DCCO or zero-lift lobes 38 at opposite ends of the camshaft barrel 24. According to several aspects, the high lift lobe 34 is located adjacent to the low lift lobe 36 and is oppositely located adjacent to the low lift lobe 36 relative to the zero lift lobe 38. Based on the axial position of the camshaft cylinders 24, an intake valve (e.g., the exemplary first intake valve 32) may be in contact with the high-lift lobe 34, the low-lift lobe 36, or the DCCO or zero-lift lobe 38 of one of the camshaft cylinders 24. According to several aspects, four intake actuators 16(1), 16(2), 16(3), 16(4) may be used to achieve different combinations of modes. For example, the first and fourth intake actuators 16(1), (16), (4) may be used during operation in the high lift mode disposed at the high lift lobe 34 and the low lift mode having a lift less than the high lift mode disposed at the low lift lobe 36. The second and third intake actuators 16(2), (16), (3) may also be used independently in the high lift mode provided at the high lift lobe 34 and in the low lift mode having a lift less than the high lift mode provided at the low lift lobe 36.

Referring to fig. 3 and again to fig. 1 and 2, there is shown a first intake actuator 16(1) and a second intake actuator 16(2) during DCCO mode operation. The third intake actuator 16(3) and the fourth intake actuator 16(4) operate similarly and are therefore not shown for clarity. For DCCO mode operation, all four cylinders are deactivated and the fuel supply to the cylinders is shut off. In DCCO mode operation, the intake actuator displaces the camshaft cylinders (e.g., the first and second camshaft cylinders 24, 40) such that the intake valves contact the DCCO lobes, thereby providing a valve zero lift to prevent or minimize air flow through the engine cylinders.

According to several aspects, to achieve DCCO mode operation, the first camshaft barrel 24 is displaced such that the first intake valve 32 contacts the cam surface 42 of the zero lift lobe 38 of the first camshaft barrel 24 and the second intake valve 44 contacts the cam surface 46 of the zero lift lobe 38' of the first camshaft barrel 24. Similarly and concurrently, the second camshaft barrel 40 is displaced such that the third intake valve 48 contacts the cam surface 50 of the zero lift lobe 38 "of the second camshaft barrel 40 and the fourth intake valve 52 contacts the cam surface 54 of the zero lift lobe 38" of the second camshaft barrel 40.

According to several aspects, in the DCCO mode, individual ones of all of the intake valves may be positioned in contact with one of the zero-lift lobes of individual ones of the intake camshaft cylinders. According to several aspects, in the DCCO mode, all of the intake valves and all of the exhaust valves may be positioned in contact with one of the zero-lift lobes of the individual ones of the exhaust camshaft cylinders. According to other aspects, in the DCCO mode, all intake valves and all exhaust valves may be individually positioned in contact with one of the zero-lift lobes of an individual one of the intake or exhaust camshaft barrels.

Unless the commanded valve lift is displaced, the camshaft actuators are typically de-energized, thereby changing modes between the high-lift mode, the low-lift mode, and the DCCO mode. The coil of the intake actuator is energized to effect the mode switch.

Referring to fig. 4 and again to fig. 1-3, fig. 56 identifies a number of elements to perform a method for operating the system of the present disclosure. During the initial period 58, all four cylinders are supplied with fuel that defines steady state operation 60 of the engine. During the second period 62, fuel is cut off on a cylinder-by-cylinder basis until a zero cylinder fueling condition 64 exists to initiate the DCCO mode. At the end of the DCCO mode in the third period 66, fuel is reintroduced on a cylinder-by-cylinder basis until the engine returns to full power operation 68. When a fuel cut of the second period 62 occurs, an uncontrolled torque period 70 (which is indicated by a declining torque curve 72) is initiated until a zero torque operation 74 occurs, after which the controlled torque period 76 transitions to a predetermined torque at a torque level 78. At the end of the DCCO mode, as a third period 66, a torque increase 80 is initiated when fuel is reintroduced. The predicted torque request 82, which is a torque request signal, has a first portion 84 that parallels the droop torque curve 72 until a signal portion 86 is reached at a predetermined negative torque 88 that is maintained until the end of the DCCO 90 that occurs at the beginning of the third time period 66 when fuel is reintroduced, after which a positive trend signal portion 92 is defined.

Displacement of the throttle valve 94 generates a throttle signal that defines a decreasing throttle signal portion 96 during the second time period 62 when fuel is cut off on a cylinder-by-cylinder basis. Thereafter, throughout the DCCO mode, the throttle signal portion 98 is maintained indicating no throttle change or demand. The Manifold Absolute Pressure (MAP) signal 100 defines a negative trend signal portion 102 until the DCCO mode begins 104, which begins 104 when the fuel cut to all cylinders is complete at the end of the second period 62. After the DCCO mode begins 104, the MAP signal defines a steady increase portion 106 until a predetermined minimum engine torque 107 is reached and remains flat until the end of the DCCO 90 occurs. It should be noted that during the DCCO mode, all intake valves, all exhaust valves, or both are closed, however air leakage into the engine manifold occurs to create the engine manifold pressure 108. To rapidly reduce the engine manifold pressure 108 at the end of the DCCO 90 in the closing step 110, the throttle 94 may be closed to minimize oxygen emissions to a catalytic converter (not shown).

A system controller, such as the engine control module 30 described with reference to fig. 1, collects system operating data. When predetermined conditions exist that allow the DCCO mode, a system controller (e.g., engine control module 30) generates a Deceleration Fuel Cutoff (DFCO) request signal 112 and experiences a gradient increase 114 during the second period 62 when fuel is cutoff on a cylinder-by-cylinder basis. During the indeterminate period of the DCCO mode, the DFCO request signal 112 remains flat at steady state value 116 and drops off and returns to a zero value 118 at the end of the DCCO 90. The actual VCE state illustrated has the FTC state 120 defining a low lift condition that defines a state that occurs, for example, prior to initiation of a fuel cutoff having a high lift state of at least two intake valves. The FTC state 120 transitions to a low lift condition defining the RCE state 122 by transitioning high lift state intake valves to a low lift state. The RCE state 122 then transitions to the DCCO mode or state 124.

The overhead camshaft system and method of operation 10 of the present disclosure provide several advantages. These advantages include utilizing existing sliding cam engine hardware to completely disable air flow through the engine, thereby extending the zero fueling condition during deceleration/coasting events. The system and method of the present invention utilizes sliding cam technology to create a zero lift state on the intake and/or exhaust cams to inhibit air flow through the internal combustion engine. The system and method of the present invention reduces/eliminates the movement of oxygen through the engine and across the catalyst, thereby enabling extended fuel cut operation without oxygen saturating the catalyst support.

The description of the disclosure is merely exemplary in nature and variations that do not depart from the gist of the disclosure are intended to be within the scope of the disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the invention.