Firing fraction transition control

• US 10,138,860 B2
• Filed: 09/07/2017
• Issued: 11/27/2018
• Est. Priority Date: 02/17/2016
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Nagashima, Masaki, Pirjaberi, Mohammad R., Serrano, Louis J.
• Primary Examiner(s): Huynh, Hai
• Application Number:
  US15/697,639
• Publication Number:
  US 20170370342A1
• Time in Patent Office: 446 Days
• Field of Search: 123399, 123436, 123 9015, 12356811, 701103, 701110, 7311432, 7311433, 7311437
• CPC Class Codes: F02D 11/105 characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• CPC Class Codes: F02D 13/02 during engine operation
• CPC Class Codes: F02D 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2041/141 using a feed-forward control element
• CPC Class Codes: F02D 2041/1431 the system including an input-output delay
• CPC Class Codes: F02D 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 2200/1004 Estimation of the output torque
• CPC Class Codes: F02D 2250/21 during a transition between engine operation modes or states
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• 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: F02P 5/145 using electrical means
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A variety of methods and arrangements are described for controlling transitions between effective firing fractions during dynamic firing level modulation operation of an engine in order to help reduce undesirable NVH consequences and otherwise smooth the transitions. In general, both feed forward and feedback control are utilized in the determination of the effective firing fractions during transitions such that the resulting changes in the effective firing fraction better track cylinder air charge changing dynamics associated with the transition.

Claims

1. A method of controlling the transition of an engine between different effective firing fractions, the method comprising:

while the engine is operating at a first effective firing fraction using a first value for an operating parameter that affects working chamber air charge, determining a target value for the operating parameter that is different than the first value, and a target effective firing fraction selected to deliver a requested engine output;

transitioning from the first firing effective fraction to the target effective firing fraction;

during the transition, determining a feed forward adjusted effective firing fraction that at least partially compensates for engine dynamics that occur during the change from the initial value for the operating parameter to the target value for the operating parameter, wherein the feed forward adjusted effective firing fraction changes over the course of the transition;

during the transition, determining an effective firing fraction correction factor indicative of a difference between an actual engine output and the requested engine output, wherein the effective firing fraction correction factor potentially varies over the course of the transition;

determining a commanded effective firing fraction during the transition that combines the effective firing fraction correction factor with the feed forward adjusted effective firing fraction; and

directing dynamic firing level modulation operation of the engine utilizing the commanded effective firing fraction during the transition, whereby the commanded effective firing fraction changes over the course of the transition.

2. A method as recited in claim 1 wherein the effective firing fraction correction is part of a feedback loop.

3. A method as recited in claim 1 wherein the operating parameter that affects air charge includes at least one of:

intake manifold pressure, whereby the feed forward adjusted effective firing fraction at least partially compensates for manifold filling or emptying dynamics that occur during the change from the first value of the intake manifold pressure to the target value of the intake manifold pressure;

intake manifold mass air flow, whereby the feed forward adjusted effective firing fraction at least partially compensate for intake manifold mass air flow dynamics that occur during the change from the first value of the intake manifold mass air flow to the target value of the intake manifold mass air flow; and

camshaft phase, whereby the feed forward adjusted effective firing fraction at least partially compensates for camshaft phase shifting dynamics that occur during the change from the first value of the camshaft phase to the target value of the camshaft phase.

4. A method as recited in claim 3 wherein the feed forward adjusted effective firing fraction at least partially compensates for both camshaft phase shifting dynamics and manifold filling or emptying dynamics.

5. A method as recited in claim 1 wherein the commanded effective firing fraction is an input to a sigma delta based firing timing determining unit that determines the timing and magnitude of firings during dynamic firing level modulation operation of the engine.

6. A method as recited in claim 1 wherein the effective firing fraction correction factor is determined based at least in part on a sensed intake manifold pressure (MAP) or a sensed intake manifold mass air flow (MAF).

7. A method as recited in claim 6 wherein the effective firing fraction correction factor is further determined at least in part based on a sensed camshaft phase.

8. A method as recited in claim 1 wherein the commanded effective firing fraction is utilized by a firing timing determining unit to determine the timing of firings during dynamic firing level modulation operation of the engine, the firing timing determining unit having an accumulator functionality that tracks the portion of a firing that has been requested but not delivered, or that has been delivered but not requested.

9. A method as recited in claim 1 wherein when the requested engine output changes over the course of the transition, at least one of the target value for the operating parameter and the target effective firing fraction is changed accordingly.

10. A method as recited in claim 1 wherein the target effective firing fraction is selected from a predefined set of available effective firing fractions.

11. A method as recited in claim 1 wherein the method is performed during dynamic multi-charge level operation of the engine.

12. A method as recited in claim 1 wherein the operating parameter that affects air charge includes at least two of:

intake manifold pressure;

camshaft phase;

intake valve lift; and

exhaust gas recirculation.

13. A method as recited in claim 1 wherein the intake manifold pressure is boosted by at least one of a turbo-charger and a supercharger.

14. A method as recited in claim 1 wherein the effective firing fraction correction factor tends towards zero.

15. A method as recited in claim 1 wherein the method is performed during multi-level skip fire operation of the engine.

16. A method of controlling the transition of an engine between different effective firing fractions, the method comprising:

while the engine is operating at a first effective firing fraction using a first value for an operating parameter that affects working chamber air charge, determining a target value for the operating parameter that is different than the first value, and a target effective firing fraction selected to deliver a requested engine output, the target effective firing fraction being different than the first effective firing fraction;

transitioning from the first effective firing fraction to the target effective firing fraction, wherein during the transition, the method further includes,

(i) determining an effective firing fraction correction factor indicative of a difference between an actual engine output and the requested engine output, wherein the effective firing fraction correction factor potentially varies over the course of the transition;

(ii) determining a commanded effective firing fraction that combines the effective firing fraction correction factor with the target effective firing fraction; and

(iii) directing dynamic firing level modulation operation of the engine during the transition utilizing the commanded effective firing fraction.

17. A method as recited in claim 16 wherein the effective firing fraction correction factor is determined based at least in part on at least one of:

a sensed intake manifold pressure (MAP);

a sensed intake manifold mass air flow (MAF); and

a sensed camshaft phase.

18. A method as recited in claim 16 wherein the operating parameter that affects air charge includes at least one of:

intake manifold pressure; and

camshaft phase.

19. A method as recited in claim 16 wherein the method is performed during dynamic multi-charge level operation of the engine.

20. A method as recited in claim 16 wherein the method is performed during multi-level skip fire operation of the engine.

21. An engine controller arranged to direct dynamic firing level modulation operation of an engine, the engine controller comprising:

a firing fraction determining unit arranged to determine a desired operational effective firing fraction suitable for delivering a desired engine output, wherein the desired operational effective firing fraction changes based at least in part on changes in the desired engine output;

a transition adjustment unit arranged to adjust the desired effective operational firing fraction during transitions from a first operational effective firing fraction to a target operational effective firing fraction; and

a firing timing determining unit arranged to determine a firing sequence that delivers a commanded effective firing fraction; and

wherein the transition adjustment unit includes,

a feed forward effective firing fraction determining unit that determines a feed forward adjusted effective firing fraction that at least partially compensates for engine dynamics that occur during the change from the first operational effective firing fraction to the target operational effective firing fraction, wherein the feed forward adjusted effective firing fraction changes over the course of the transition, and

an error determining unit that determines an effective firing fraction correction factor based at least in part upon a difference between an estimated or actual engine output and the requested engine output, wherein the effective firing fraction correction factor potentially varies over the course of the transition, and

wherein the transition adjustment unit is configured to determine the commanded effective firing fraction during transitions based at least in part on the feed forward adjusted effective firing fraction and the effective firing fraction correction factor.

22. An engine controller as recited in claim 21, further comprising a mode switching unit arranged to cause the desired operational effective firing fraction to be used as the commanded effective firing fraction during steady state dynamic firing level modulation engine operation and an output of the transition adjustment unit to be used as the commanded effective firing fractions during effective firing fraction transitions.

23. An engine controller as recited in claim 21 wherein at least one of a measured cam phase, a measured manifold pressure, and a measured mass air flow is used in the determination of the actual engine output.

24. An engine controller as recited in claim 23 wherein the actual engine output is determined based at least in part on a measured intake manifold pressure, a measured intake manifold mass air flow, a cam phase angle, spark timing and engine speed.

25. An engine controller as recited in claim 21 wherein the engine controller is arranged to direct dynamic multi-charge level operation of the engine.

26. An engine controller arranged to direct firing level modulation operation of an engine, the engine controller comprising:

a firing fraction determining unit arranged to determine a desired operational effective firing fraction suitable for delivering a desired engine output, wherein the desired operational effective firing fraction changes based at least in part on changes in the desired engine output;

a transition adjustment unit arranged to adjust the desired operational effective firing fraction during transitions from a first operational effective firing fraction to a target operational effective firing fraction;

a mode switching unit arranged to cause the desired operational effective firing fraction to be used as a commanded effective firing fraction during steady state engine operation and an output of the transition adjustment unit to be used as the commanded effective firing fractions during effective firing fraction transitions; and

a firing timing determining unit arranged to determine a firing sequence that delivers a commanded effective firing fraction.

27. An engine controller as recited in claim 26 wherein the transition adjustment unit includes,

a feed forward effective firing fraction determining unit that determines a feed forward adjusted effective firing fraction that at least partially compensates for engine dynamics that occur during the change from the first operational effective firing fraction to the target operational effective firing fraction, wherein the feed forward adjusted effective firing fraction changes over the course of the transition, and

an error determining unit that determines an effective firing fraction correction factor based at least in part upon a difference between an actual engine output and the requested engine output, wherein the effective firing fraction correction factor potentially varies over the course of the transition.

28. An engine controller as recited in claim 27 wherein at least one of a measured cam phase and a measured manifold pressure is used in the determination of the actual engine output.

29. An engine controller as recited in claim 26 wherein the engine controller is arranged to direct dynamic multi-charge level operation of the engine.