Method and system for controlling engine torque reserve

Patent metadata

Field	Value
Publication number	US-10718259-B2
Application number	US-201816165916-A
Country	US
Kind code	B2
Filing date	Oct 19, 2018
Priority date	Oct 19, 2018
Publication date	Jul 21, 2020
Grant date	Jul 21, 2020

Abstract

Methods and systems are provided for providing torque reserve via an electrically assisted turbocharger. A portion of requested torque reserve is provided by intentionally reducing turbine speed of an electric turbocharger by operating the associated electric motor as a generator. The resulting reduction in air mass allows for the torque reserve to be provided with reduced reliance on spark and throttle based torque reserve.

First claim

The invention claimed is:

1. A method comprising:
reducing a speed of a turbocharger via an electric motor while increasing intake throttle opening and advancing spark timing, a degree of the increasing the intake throttle opening and advancing the spark timing based on the reduced speed of the turbocharger and a desired torque reserve.

2. The method of claim 1 , wherein reducing the speed via the electric motor includes applying a negative motor torque on a turbocharger shaft to reduce a turbine speed.

3. The method of claim 1 , wherein the reduced speed is based on the desired torque reserve, the reduced speed lowered relative to a nominal speed as the desired torque reserve increases.

4. The method of claim 3 , wherein the nominal speed includes a nominal turbine speed at a current engine load, wherein the intake throttle opening is increased relative to a nominal throttle opening corresponding to the current engine load, and spark timing is advanced relative to a nominal spark timing corresponding to the current engine load.

5. The method of claim 2 , further comprising, responsive to an increase in torque demand, reducing the applied negative motor torque.

6. The method of claim 5 , wherein the increase in torque demand is an actual increase in torque demand and wherein the desired torque reserve is based on an anticipated increase in torque demand from the current engine load.

7. The method of claim 6 , wherein responsive to the actual increase in torque demand being smaller than the anticipated increase in torque demand, reducing the applied negative torque at a slower rate, and responsive to the actual increase in torque demand being at or above the anticipated increase in torque demand, reducing the applied negative torque at a faster rate.

8. The method of claim 1 , wherein reducing the turbine speed includes reducing a mass air flow into an engine intake manifold.

9. The method of claim 1 , wherein the engine is coupled in a vehicle, and wherein the desired torque reserve is based on navigational input, vehicle drive history, and driver selected preference for performance relative to fuel economy.

10. A method for a boosted engine, comprising:
during a first condition, increasing a speed of a turbocharger via an electric motor while decreasing intake throttle opening and advancing spark timing, a degree of the decreasing the intake throttle opening and advancing the spark timing based on the increased speed of the turbocharger and a desired torque reserve; and
during a second condition, decreasing a speed of a turbocharger via an electric motor while increasing intake throttle opening and advancing spark timing, a degree of the increasing the intake throttle opening and advancing the spark timing based on the decreased speed of the turbocharger and the desired torque reserve.

11. The method of claim 10 , wherein the first condition includes a battery state of charge being higher than a threshold, the second condition includes the battery state of charge being lower than the threshold, the method further comprising transitioning from the first condition to the second condition responsive to a change in the battery state of charge.

12. The method of claim 10 , wherein the first condition includes an operator selected preference for performance over fuel efficiency, and wherein the second condition includes an operator selected preference for fuel efficiency over performance.

13. The method of claim 10 , wherein manifold air flow is reduced during the second condition relative to the first condition.

14. The method of claim 10 , wherein increasing the speed of the turbocharger via the electric motor during the first condition includes applying positive motor torque from the electric motor on a shaft of the turbocharger to increase turbine speed, and wherein decreasing the speed of the turbocharger via the electric motor during the second condition includes applying negative motor torque from the electric motor on the shaft of the turbocharger to decrease the turbine speed.

15. The method of claim 14 , further comprising, during a third condition, applying no motor torque from the electric motor on the shaft of the turbocharger while decreasing intake throttle opening and retarding spark timing, a degree of the decreasing the intake throttle opening and retarding the spark timing based on the desired torque reserve.

16. An engine system of a vehicle, comprising:
an engine;
a turbocharger having a turbine coupled to a compressor via a shaft;
an electric motor coupled to the shaft, the motor powered by a battery;
a spark plug;
a throttle coupled to an intake of the engine; and
a controller with computer readable instructions stored on non-transitory memory that when executed cause the controller to:
operate the engine in a first mode, responsive to a first part-load condition, with negative motor torque applied via the electric motor on the shaft to decrease turbine speed; and
operate the engine in a second mode, responsive to a second, different part-load condition, with positive motor torque applied via the electric motor on the shaft to increase turbine speed; wherein the controller includes further instructions that cause the controller to increase throttle opening and advance spark timing based on the decrease in turbine speed during the first mode, and increase throttle opening and advance spark timing based on the increase in turbine speed during the second mode.

17. The system of claim 16 , wherein the controller includes further instructions that cause the controller to select between the first and second mode based on a state of charge of the battery, the first mode selected when the battery state of charge is lower than a threshold, the second mode selected when the battery state of charge is higher than the threshold.

18. The system of claim 16 , wherein the controller includes further instructions that cause the controller to operate the engine in a third mode, responsive to a third part-load condition, with no motor torque applied via the electric motor on the shaft and with throttle opening decreased and spark timing retarded.

19. The system of claim 16 , further comprising an input device for receiving an operator selection, and wherein the controller includes further instructions that cause the controller to select the first mode when the operator selection includes fuel economy, and select the second mode when the operator selection includes vehicle performance.

Assignees

• Ford Global Tech Llc

Inventors

• Bastanipour Michael
• Herhusky Nicholas
• Richards Adam

Classifications

• F02B37/12 Primary

  Control of the pumps · CPC title

• F02P5/1528

  for turbocompressed engine · CPC title

• Y02T10/40

  Engine management systems · CPC title

• Y02T10/12

  Improving ICE efficiencies · CPC title

• F02D2200/701

  Information about vehicle position, e.g. from navigation system or GPS signal · CPC title