Engine system

Patent metadata

Field	Value
Publication number	US-11560856-B2
Application number	US-202117454324-A
Country	US
Kind code	B2
Filing date	Nov 10, 2021
Priority date	Dec 22, 2020
Publication date	Jan 24, 2023
Grant date	Jan 24, 2023

Abstract

An engine system is provided, which includes a supercharger driven by a crankshaft of an engine, an electromagnetic clutch disconnectably connecting the crankshaft to the supercharger, and a controller configured to output a control signal to the electromagnetic clutch. The controller includes a processor configured to execute an uphill-angle detecting module to detect an uphill angle during traveling of a vehicle, an uphill determining module to determine whether the detected uphill angle is above a given first uphill angle, and a boost controlling module to, when the detected uphill angle is above the first uphill angle, control the electromagnetic clutch to connect the crankshaft to the supercharger even when a target torque of the engine is within a not-boosting range.

First claim

What is claimed is:

1. An engine system, comprising:
a supercharger driven by a crankshaft of an engine;
an electromagnetic clutch disconnectably connecting the crankshaft to the supercharger; and
a controller configured to output a control signal to the electromagnetic clutch, the controller including a processor configured to execute:
an uphill-angle detecting module to detect an uphill angle during traveling of a vehicle;
an uphill determining module to determine whether the detected uphill angle is above a given first uphill angle greater than zero; and
a boost controlling module to, when the uphill determining module determines that the uphill angle is above the first uphill angle, control the electromagnetic clutch to connect the crankshaft to the supercharger even when a target engine torque is within a non-boosting range,

wherein the boost controlling module controls the electromagnetic clutch to be disengaged when the uphill determining module determines that the uphill angle has fallen below a second uphill angle smaller than the first uphill angle.

2. The engine system of claim 1 , wherein the controller further includes a timer,
wherein the timer is actuated when the uphill determining module determines that the uphill angle has fallen below the second uphill angle, and
wherein the boost controlling module controls the electromagnetic clutch to be disengaged after the timer measures a given period of time.

3. The engine system of claim 2 , wherein the first uphill angle is set to be smaller as a gear stage of a transmission becomes higher.

4. The engine system of claim 3 , wherein the non-boosting range includes a range where spark controlled compression ignition combustion with an excess air ratio higher than 1 is performed.

5. The engine system of claim 3 ,
wherein the non-boosting range includes a range where spark controlled compression ignition combustion with an excess air ratio higher than 1 is performed, and
wherein a boosting range includes a range where spark ignition combustion, or spark controlled compression ignition combustion with an excess air ratio at 1, is performed.

6. The engine system of claim 2 , wherein the non-boosting range includes a range where spark controlled compression ignition combustion with an excess air ratio higher than 1 is performed.

7. The engine system of claim 2 ,
wherein the non-boosting range includes a range where spark controlled compression ignition combustion with an excess air ratio higher than 1 is performed, and
wherein a boosting range includes a range where spark ignition combustion, or spark controlled compression ignition combustion with an excess air ratio at 1, is performed.

8. The engine system of claim 1 , wherein the supercharger is a mechanical supercharger mechanically linked with an engine body.

9. The engine system of claim 8 , wherein the non-boosting range includes a range where spark controlled compression ignition combustion with an excess air ratio higher than 1 is performed.

10. The engine system of claim 1 , wherein the non-boosting range includes a range where spark controlled compression ignition combustion with an excess air ratio higher than 1 is performed.

11. The engine system of claim 1 ,
wherein the non-boosting range includes a range where spark controlled compression ignition combustion with an excess air ratio higher than 1 is performed, and
wherein a boosting range includes a range where spark ignition combustion, or spark controlled compression ignition combustion with an excess air ratio at 1, is performed.

12. The engine system of claim 1 ,
wherein when the uphill determining module determines that the uphill angle is above the first uphill angle, the controller controls the supercharger to perform boosting regardless of the target engine torque calculated by a target torque calculating module, and
wherein when the uphill determining module determines that the uphill angle has fallen below the second uphill angle smaller than the first uphill angle, the controller controls the electromagnetic clutch to disconnect the crankshaft from the supercharger.

13. An engine system, comprising:
a supercharger driven by a crankshaft of an engine;
an electromagnetic clutch disconnectably connecting the crankshaft to the supercharger; and
a controller configured to output a control signal to the electromagnetic clutch, the controller including a processor configured to execute:
an uphill-angle detecting module to detect an uphill angle during traveling of a vehicle;
an uphill determining module to determine whether the detected uphill angle is above a given first uphill angle; and
a boost controlling module to, when the uphill determining module determines that the uphill angle is above the first uphill angle, control the electromagnetic clutch to connect the crankshaft to the supercharger even when a target torque of the engine is within a non-boosting range,

wherein the first uphill angle is set to be smaller as a gear stage of a transmission becomes higher.

14. The engine system of claim 13 , wherein the non-boosting range includes a range where spark controlled compression ignition combustion with an excess air ratio higher than 1 is performed.

15. An engine system, comprising:
a supercharger driven by a crankshaft of an engine;
an electromagnetic clutch disconnectably connecting the crankshaft to the supercharger; and
a controller configured to output a control signal to the electromagnetic clutch, the controller including a processor configured to execute:
an uphill-angle detecting module to detect an uphill angle during traveling of a vehicle;
an uphill determining module to determine whether the detected uphill angle is above a given first uphill angle; and
a boost controlling module to, when the uphill determining module determines that the uphill angle is above the first uphill angle, control the electromagnetic clutch to connect the crankshaft to the supercharger even when a target engine torque is within a non-boosting range,

wherein when the uphill determining module determines that the uphill angle is above the first uphill angle, the controller controls the supercharger to perform boosting regardless of the target engine torque calculated by a target torque calculating module,
wherein when the uphill determining module determines that the uphill angle has fallen below a second uphill angle smaller than the first uphill angle, the controller controls the electromagnetic clutch to disconnect the crankshaft from the supercharger,
wherein the controller stores a map defining a relationship between a vehicle speed and the first uphill angle for each gear stage of a transmission,
wherein the first uphill angle is set to be smaller as the gear stage becomes higher at the same vehicle speed.

Assignees

• Mazda Motor

Inventors

• Kokubu Hironori
• Sasaki Kenji
• Yagi Atsushi
• Kusunoki Tomokuni

Classifications

• F02D2041/1427

  Decoupling, i.e. using a feedback such that one output is controlled by only one input · CPC title

• F02D41/022

  in relation with the clutch status · CPC title

• F02B39/12

  Drives characterised by use of couplings or clutches therein (using fluid slip couplings for varying gear ratio F02B39/08) · CPC title

• F02B33/36

  of positive-displacement type · CPC title

• F02D2200/1002

  Output torque · CPC title