Engine torque smoothing

• US 10,060,368 B2
• Filed: 08/17/2017
• Issued: 08/28/2018
• Est. Priority Date: 01/12/2015
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Pirjaberi, Mohammad R., Eisazadeh-Far, Kian, Carlson, Steven E., Serrano, Louis J., Ren, Ying, Van Ess, Joel D.
• Primary Examiner(s): Vo, Hieu T
• Application Number:
  US15/679,462
• Publication Number:
  US 20170342921A1
• Time in Patent Office: 376 Days
• CPC Class Codes: F02D 2041/0012 with selective deactivation of cylinders
• CPC Class Codes: F02D 41/0002 Controlling intake air
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/1498 measuring engine roughness
• CPC Class Codes: F02D 41/3058 the engine working with a variable number of cycles
• CPC Class Codes: F02D 41/307 to avoid torque shocks
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Methods, devices, estimators, controllers and algorithms are described for estimating the torque profile of an engine and/or for controlling torque applied to a powertrain by one or more devices other than the engine itself to manage the net torque applied by the engine and other device(s) in manners that reduce undesirable NVH. The described approaches are particularly well suitable for use in hybrid vehicles in which the engine is operated in a skip fire or other dynamic firing level modulation manner—however they may be used in a variety of other circumstances as well. In some embodiments, the hybrid vehicle includes a motor/generator that applies the smoothing torque.

Claims

1. A method of estimating a torque profile of an engine having a plurality of working chambers during operation of the engine, the engine being arranged to operate in a sequence of firing opportunities, each firing opportunity having a corresponding working cycle having a corresponding operational state, each operational state having an associated normalized torque profile, the method comprising:

determining or selecting a normalized torque profile corresponding to an operational state of a selected working chamber during a selected working cycle;

determining a torque profile for the selected working chamber based at least in part on scaling the normalized torque profile corresponding to the selected working chamber'"'"'s operational state, wherein the scaling varies as a function of one or more current engine operating parameters; and

summing torques profiles for all of the engine'"'"'s working chambers to obtain an estimated overall engine torque profile, the summed torque profiles including the torque profile for the selected working chamber.

2. A method as recited in claim 1 wherein the torque profile estimation is made during skip fire operation of the engine and the normalized torque profile is based at least in part on a skip/fire firing decision associated with the selected working cycle.

3. A method as recited in claim 2 wherein the normalized torque profile is based at least in part on intake manifold pressure.

4. A method as recited in claim 1 wherein the normalized torque profile is based at least in part on intake manifold pressure.

5. A method as recited in claim 1 wherein the one or more current engine operating parameters upon which the scaling varies include engine speed.

6. A method as recited in claim 4 wherein the one or more current engine operating parameters upon which scaling varies include sparking timing and valve timing.

7. A method as recited in claim 1 wherein the engine includes a crankshaft and the normalized and overall torque profiles are in a crankshaft angle domain.

8. A method as recited in claim 7 further comprising transforming the overall torque profile to a time domain.

9. A method as recited in claim 8 wherein transformation of the overall torque profile into the time domain accounts for the effects of variations in the engine'"'"'s speed based on the overall torque profile.

10. A method as recited in claim 1 further comprising:

filtering the overall engine torque profile to identify selected harmonic components of the torque profile; and

determining a counteracting smoothing torque to apply to a powertrain that includes the engine to reduce NVH during operation of the engine.

11. A method as recited in claim 1 further comprising using the estimated overall torque profile in the selection of a desired operational firing fraction.

12. A method as recited in claim 1 further comprising:

using the overall torque profile to determine whether a predicted engine torque will exceed a torque limit; and

when it is determined that the predicted engine torque will exceed the torque limit, determining a counteracting smoothing torque that would prevent the predicted engine torque from exceeding the torque limit.

13. A method as recited in claim 12 further comprising applying the counteracting smoothing torque during operation of the engine.

14. A method as recited in claim 13 wherein the counteracting smoothing torque is applied by an electric motor or electric motor/generator.

15. A method as recited in claim 12 wherein the torque limit varies as a function of at least one of engine speed and transmission gear.

16. A method as recited in claim 12 wherein the torque limit corresponds to a maximum value of instantaneous torque in the torque profile.

17. A method as recited in claim 16 wherein the maximum value of instantaneous torque varies as a function of engine speed and transmission gear.

18. A method as recited in claim 12 further comprising using the determined counteracting smoothing torque in the determination of a predicted fuel efficiency of operating the engine at an effective firing fraction associated with the overall torque profile.

19. A method as recited in claim 18 further comprising using the predicted fuel efficiency in the selection of a desired operational firing fraction.

20. A method as recited in claim 13 wherein the estimation of the overall engine torque profile and the determination of the counteracting smoothing torque is updated each firing opportunity such that need for and magnitude of the counteracting smoothing torque is updated for each firing opportunity.

28. A method as recited in claim 1 wherein the normalized torque profile is further scaled as a function of at least one of engine firing history and cylinder firing history.

21. A method of estimating a torque profile versus crank angle of a dynamic firing level modulation controlled internal combustion engine comprising:

for each cylinder of the engine, determining a normalized torque profile versus crank angle for each stroke of a piston reciprocating in the cylinder, wherein the normalized torque profile is based on intake manifold pressure;

scaling the normalized torque profile to determine the cylinder torque; and

summing the cylinder torques for all cylinders in the engine to obtain an overall engine torque profile.

22. A method as recited in claim 21 wherein the scaling is based at least in part on engine speed.

23. A method as recited in claim 22 wherein the scaling is further based in part on at least one of sparking timing and valve timing.

24. A method as recited in claim 21 including transforming the torque profile versus crank angle into a torque profile versus time.

25. A method as recited in claim 24 wherein transformation of crank angle into time includes the effects of variation in the engine'"'"'s speed from the torque profile.

26. A method as recited in claim 21 wherein the scaling is based at least in part on at least one of engine firing history and cylinder firing history.

27. A method of reducing vibration produced by an internal combustion engine using a model of torque produced by the engine, the method comprising:

determining a predicted engine torque profile for a fire/skip decision made but not yet implemented based on the model;

filtering the predicted torque profile to generate a filtered predicted torque signal;

setting a gain block based on one or more engine parameters;

adding a time delay to the filtered predicted torque signal so that a timing of the filtered predicted torque signal aligns with a timing of an expected output of the engine corresponding to the fire/skip decision;

inverting the filtered predicted torque signal; and

controlling an electric motor/generator to source/sink torque based on the inverted torque signal.