[특허]Engine arrangement

Ford Global Technologies, LLC

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특허 상세정보

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내보내기 페이스북 공유 트위터 공유 카카오톡 공유

Engine arrangement

특허상세정보
국가/구분	United States(US) Patent 등록
국제특허분류(IPC7판)	B60W-010/00 F02D-045/00 G06F-019/00
미국특허분류(USC)	701/102; 701/115; 123/DIG.08; 477/006
출원번호	UP-0324350 (2008-11-26)
등록번호	US-7792626 (2010-09-27)
우선권정보	EP-07122549(2007-12-06)
발명자 / 주소	Eriksson, Soren Lundgen, Jan
출원인 / 주소	Ford Global Technologies, LLC
대리인 / 주소	Lippa, Allan J.
인용정보	피인용 횟수 : 8 인용 특허 : 7

초록
▼

A method for operating an engine arrangement with a first internal combustion engine and a second internal combustion engine in a vehicle is provided. The method may include partially coupling a first crankshaft of the first internal combustion engine in the vehicle with a second crankshaft of the second internal combustion engine in the vehicle to start the second internal combustion engine, where the first crankshaft and second crankshaft are partially coupled with a clutch. The method may further include decoupling the first and second crankshaft when the second engine is operating under its own power. The method may further include coupling the first crankshaft and the second crankshaft, where the first and second crankshafts are coupled with the clutch when a speed difference between the first and second crankshafts is below a predetermined value and a relative angular position between the first and second crankshafts is less than 360°.

대표
청구항
▼

The invention claimed is: 1. An engine arrangement comprising: a first internal combustion engine; a second internal combustion engine, wherein each of the first and second engines comprises a crankshaft and at least one cylinder with a piston connected to said crankshaft; a controllable clutch arranged between the crankshafts; an engine control unit connected to and controlling the first and second engines; and sensors for monitoring at least one operating parameter for the engines, wherein: the second engine is configured to be started when a demand for output torque exceeding an available output torque from the first engine is detected; the engine control unit is configured to compare a first engine speed of the first engine and a second engine speed of the second engine, and to control the second engine to minimize the speed difference between the first and the second engine speed, and to control the relative angular position of the first and second crankshafts in relation to a sensed crankshaft position and the ignition timing sequence of the respective first and second engines; and wherein the controllable friction clutch is configured to be actuated to lock up the crankshafts of the first and second engines in at least one predetermined relative angular position. 2. The engine arrangement of claim 1, wherein the arrangement further comprises a mechanical connecting means configured to connect the crankshafts of the first and second engines in a predetermined relative angular position. 3. The engine arrangement of claim 2, wherein the ratchet connecting the crankshafts is an overrun ratchet. 4. The engine arrangement of claim 2, wherein the ratchet connecting the crankshafts is a controllable ratchet that is configured to be actuated when the speed difference is below a predetermined value and the relative angular difference between the crankshafts is less than 360°. 5. The engine arrangement of claim 1, wherein the control unit is configured to detect that the ignition sequence of the first and second engines corresponds to a predetermined ignition sequence, and wherein the clutch is operable to connect the crankshafts of the first and second engines in a predetermined relative angular position when it is detected that the ignition sequence of the first and second engines corresponds to a predetermined ignition sequence. 6. The engine arrangement of claim 1, wherein the controllable clutch is a friction clutch. 7. The engine arrangement of claim 1, wherein the controllable clutch is configured to be partially actuated in order to start the second engine. 8. The engine arrangement of claim 7, wherein the controllable clutch is configured to be disengaged when a total output torque of the first and second engines is below a predetermined limit. 9. A method for operating an engine arrangement with a first internal combustion engine and a second internal combustion engine in a vehicle, the method comprising: partially coupling a first crankshaft of the first internal combustion engine in the vehicle with a second crankshaft of the second internal combustion engine in the vehicle to start the second internal combustion engine, where the first crankshaft and second crankshaft are partially coupled with a clutch; decoupling the first crankshaft and the second crankshaft when the second engine is operating under its own power; and coupling the first crankshaft and the second crankshaft, where the first and second crankshafts are coupled with the clutch when a speed difference between the first and second crankshafts is below a predetermined value and a relative angular position between the first and second crankshafts is less than 360°. 10. A method for controlling an engine arrangement including a first and a second internal combustion engine, each engine including a crankshaft and at least one cylinder with a piston connected to said crankshaft, a controllable friction clutch arranged between the crankshafts, an engine control unit connected to and configured to control the first and second engine, and sensors for monitoring at least one operating parameter for the engines, the method being carried out when the first engine is operated, the method comprising the steps of: detecting a demand for output torque exceeding an available output torque from the first engine; starting the second engine and increasing its engine speed towards the engine speed of the first engine; comparing a first engine speed of the first engine and a second engine speed of the second engine; controlling the second engine to minimize the difference between the first and the second engine speed; comparing a relative angular position of the crankshafts of the first and second engines and a relative angular position of the camshafts of the first and second engines; controlling the relative angular position of the crankshafts of the first and second engines using a sensed crankshaft position and the ignition timing sequence of the respective first and second engines; and controlling the controllable friction clutch to lock up the crankshafts of the first and second engines in at least one predetermined relative angular position. 11. The method of claim 10, wherein connecting the crankshafts of the first and second engines in a predetermined relative angular position includes using a mechanical connecting means. 12. The method of claim 11, wherein connecting the crankshafts includes using an overrun ratchet. 13. The method of claim 11, wherein connecting the crankshafts includes using a controllable ratchet that is actuated when the speed difference between the first and second crankshafts is below a predetermined value and the relative angular difference between the first and second crankshafts is less than 360°. 14. The method of claim 10, further comprising determining that the ignition sequence of the first and second engines corresponds to a predetermined ignition sequence of the combined first and second engines prior to connecting the crankshafts of the first and second engines in a predetermined relative angular position. 15. The method of claim 10, wherein comparing the relative angular positions of the crankshafts and the camshafts includes using a software algorithm. 16. The method of claim 10, wherein controlling the controllable friction clutch includes locking up the crankshafts in a relative angular position of 720°. 17. The method of claim 10, wherein starting the second engine includes partially actuating the controllable clutch. 18. The method of claim 17, further comprising increasing the torque output of the first engine during start-up to compensate for a loss in torque output during start-up of the second engine. 19. The method of claim 17, further comprising disengaging the controllable clutch when a total output torque of the first and second engines is below a predetermined limit.

이 특허에 인용된 특허 (7)

이 특허를 인용한 특허 피인용횟수: 8

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내보내기 구분	파일저장 인쇄 메일전송
구성항목	관리번호, 국가코드, 자료구분, 상태, 출원번호, 출원일자, 공개번호, 공개일자, 등록번호, 등록일자, 발명명칭(한글), 발명명칭(영문), 출원인(한글), 출원인(영문), 출원인코드, 대표IPC 관리번호, 국가코드, 자료구분, 상태, 출원번호, 출원일자, 공개번호, 공개일자, 공고번호, 공고일자, 등록번호, 등록일자, 발명명칭(한글), 발명명칭(영문), 출원인(한글), 출원인(영문), 출원인코드, 대표출원인, 출원인국적, 출원인주소, 발명자, 발명자E, 발명자코드, 발명자주소, 발명자 우편번호, 발명자국적, 대표IPC, IPC코드, 요약, 미국특허분류, 대리인주소, 대리인코드, 대리인(한글), 대리인(영문), 국제공개일자, 국제공개번호, 국제출원일자, 국제출원번호, 우선권, 우선권주장일, 우선권국가, 우선권출원번호, 원출원일자, 원출원번호, 지정국, Citing Patents, Cited Patents
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특허 상세정보

Engine arrangement

초록
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청구항
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이 특허에 인용된 특허 (7)

이 특허를 인용한 특허 피인용횟수: 8

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Engine arrangement

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이 특허에 인용된 특허 (7)

이 특허를 인용한 특허 피인용횟수: 8

IPC 상위 출원인

과제정보

상세정보조회

원문조회

IPC 상세정보(version : 201201)

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