System and method for selective cylinder deactivation

• US 10,202,910 B2
• Filed: 01/22/2015
• Issued: 02/12/2019
• Est. Priority Date: 07/07/2014
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Leone, Thomas G., Rollinger, John Eric, Jankovic, Mrdjan J., Boyer, Brad Alan
• Primary Examiner(s): Zaleskas, John
• Application Number:
  US14/602,353
• Publication Number:
  US 20160003168A1
• Time in Patent Office: 1,482 Days
• Field of Search: 123198 F, 123299, 12340647, 123431, 123445, 123478, 123480, 123481, 701102, 701103, 701104
• CPC Class Codes: F02D 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2041/0012 with selective deactivation of cylinders
• CPC Class Codes: F02D 2041/389 for injecting directly into the cylinder
• CPC Class Codes: F02D 2200/0402 the parameter being determined by using a model of the engine intake or its components
• CPC Class Codes: F02D 2250/12 Timing of calculation, i.e. specific timing aspects when calculation or updating of engine parameter is performed
• CPC Class Codes: F02D 35/021 using an ionic current sensor
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/18 by measuring intake air flow
• CPC Class Codes: F02D 41/3017 characterised by the mode(s) being used
• CPC Class Codes: F02D 41/3094 the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
• CPC Class Codes: F02M 69/046 for injecting into both the combustion chamber and the intake conduit
• CPC Class Codes: F02P 5/045 combined with electronic control of other engine functions, e.g. fuel injection in general F02D37/02
• CPC Class Codes: F02P 5/1512 with particular means concerning an individual cylinder
• CPC Class Codes: F02P 5/1528 for turbocompressed engine
• CPC Class Codes: F02P 9/00 Electric spark ignition control, not otherwise provided for
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Embodiments for operating an engine with skip fire are provided. In one example, a method comprises during a skip fire mode or during a skip fire mode transition, port injecting a first fuel quantity to a cylinder of an engine, the first fuel quantity based on a first, predicted air charge amount for the cylinder and lean of a desired air-fuel ratio, and direct injecting a second fuel quantity to the cylinder, the second fuel quantity based on the first fuel quantity and a second, calculated air charge amount for the cylinder.

Claims

1. A method, comprising:

during a non-skip fire mode where all engine cylinders are fired,

port injecting all fuel for combustion into each engine cylinder and not direct injecting fuel; and

during a transition into a skip fire mode from the non-skip fire mode,

port injecting a first fuel quantity of a fuel to a first engine cylinder, the first fuel quantity based on a first, predicted air charge amount for the first engine cylinder and lean of a desired air-fuel ratio;

direct injecting a second fuel quantity of the fuel to the first engine cylinder, the second fuel quantity based on the first fuel quantity and a second air charge amount for the first engine cylinder; and

after port injecting the first fuel quantity, during firing the first engine cylinder, skipping firing of a second engine cylinder.

2. The method of claim 1, wherein the first fuel quantity is lean of the desired air-fuel ratio by an amount corresponding to a maximum possible deviation from the first, predicted air charge amount for current engine operating conditions between when the first, predicted air charge amount is estimated and when combustion occurs in the first engine cylinder.

3. The method of claim 1, wherein direct injection of the second fuel quantity occurs after port injection of the first fuel quantity, wherein the first fuel quantity is greater than the second fuel quantity and a majority of fuel provided to the first engine cylinder, wherein the first fuel quantity is injected prior to intake valve opening and the second fuel quantity is injected near intake valve closing, after the injection of the first fuel quantity, and wherein the second air charge amount is an updated estimate of the air charge amount for the first engine cylinder determined later in an engine cycle than the first, predicted air charge amount and after intake valve closing.

4. The method of claim 1, wherein skipping firing of the second engine cylinder occurs between port injecting the first quantity of the fuel and direct injecting the second quantity of the fuel to the first engine cylinder.

5. The method of claim 1, wherein port injecting the first fuel quantity and direct injecting the second fuel quantity to the first engine cylinder during the transition into the skip fire mode occurs prior to not firing the second engine cylinder and wherein port injecting the first fuel quantity to the first engine cylinder includes decreasing a port injection amount relative to a port injection amount injected during port injecting during the non-skip fire mode.

6. The method of claim 1, wherein the transition into the skip fire mode includes a transition from firing all engine cylinders, including the first engine cylinder and the second engine cylinder, to firing only a subset of the engine cylinders of an engine, including the first engine cylinder and further comprising switching from port injecting all fuel for combustion into each engine cylinder to a port fuel injection/direct injection split injection protocol including port injecting the first fuel quantity and direct injecting the second fuel quantity during the transition into the skip fire mode, prior to skipping firing of the second engine cylinder.

7. The method of claim 6, further comprising, during a transition out of the skip fire mode, where the engine transitions from firing only the subset of engine cylinders of the engine, including the first engine cylinder, to firing all engine cylinders of the engine, including the first engine cylinder and the second engine cylinder, continuing the port fuel injection/direct injection split injection protocol for each engine cylinder and firing all engine cylinders for an entire engine cycle, and further comprising, after firing all the engine cylinders for the entire engine cycle, ending the skip fire mode and port injecting all fuel for combustion into each engine cylinder and not direct injecting fuel.

8. The method of claim 1, wherein the first, predicted air charge amount is an air charge amount for the first engine cylinder predicted prior to intake valve opening, and wherein the second air charge amount is an air charge amount for the first engine cylinder calculated at intake valve closing.

9. The method of claim 8, wherein the desired air-fuel ratio is a first desired air-fuel ratio calculated based on the first, predicted air charge amount, and wherein direct injecting the second fuel quantity to the first engine cylinder comprises direct injecting the second fuel quantity to bring an overall cylinder air-fuel ratio to a second desired air-fuel ratio, the second desired air-fuel ratio calculated based on the second air charge amount.

10. The method of claim 1, wherein the first engine cylinder is a first cylinder scheduled to be fired in a commanded firing order of an engine, and further comprising:

determining if combustion occurred in the first engine cylinder based on feedback from an ionization sensor; and

if combustion does not occur in the first engine cylinder as commanded, adjusting the commanded firing order of the engine to fire a third engine cylinder, the third engine cylinder originally scheduled to be skipped in the commanded firing order.

11. The method of claim 1, wherein the first engine cylinder and the second engine cylinder are included in a plurality of cylinders of an engine;

further comprising initiating combustion in the second engine cylinder via a spark ignition system, the spark ignition system including one or more ionization sensors to detect occurrence of combustion events in the plurality of cylinders;

further comprising, via a controller, determining a commanded firing order during the skip fire mode; and

further comprising, during firing of the second engine cylinder, activating a port fuel injection system of the engine to port inject the first fuel quantity to the second engine cylinder during a first, earlier portion of an engine cycle, activating a direct fuel injection system of the engine to direct inject the second fuel quantity to the second engine cylinder during a second, later portion of the engine cycle, and activating the spark ignition system to initiate combustion in the second engine cylinder, where the desired air-fuel ratio is a first desired air-fuel ratio that is based on the first, predicted air charge amount, and where direct injecting the second fuel quantity brings an overall air-fuel ratio for the second engine cylinder to a second, desired air-fuel ratio for the second engine cylinder, the second desired air-fuel ratio based on the second air charge amount, where the second air charge amount is an updated air charge amount for the second engine cylinder.

12. The method of claim 11, further comprising:

determining if combustion occurred in the second engine cylinder via feedback from the one or more ionization sensors;

if combustion does not occur in the second engine cylinder, adjusting the commanded firing order to fire the first engine cylinder; and

if combustion does occur in the second engine cylinder, maintaining the commanded firing order to skip the first engine cylinder.

13. The method of claim 12, wherein the commanded firing order is based on an original firing order of the engine in a non-skip fire mode, a number of cylinders to be skipped during the skip fire mode, and which cylinders of the plurality of cylinders were fired in a previous engine cycle, where the number of cylinders to be skipped is based on engine load.

14. A method, comprising:

during a transition into a skip fire mode from a non-skip fire mode,

determining a first air charge amount for a first engine cylinder and a desired air-fuel ratio based on engine operating conditions prior to opening of an intake valve of the first engine cylinder;

injecting a first fuel quantity of a fuel to the first engine cylinder, the first fuel quantity based on the determined first air charge amount for the first engine cylinder and the desired air-fuel ratio;

after injecting the first fuel quantity of the fuel, during firing the first engine cylinder, skipping firing of a second engine cylinder;

determining a second air charge amount for the first engine cylinder based on engine operating conditions following the injection of the first fuel quantity and following opening of the intake valve of the first engine cylinder; and

injecting a second fuel quantity of the fuel to a third engine cylinder, the second fuel quantity based on the first fuel quantity and the determined second air charge amount for the first engine cylinder.

15. The method of claim 14, wherein the skip fire mode includes engine operation with at least one remaining cylinder of an engine deactivated.

16. The method of claim 14, wherein the transition into the skip fire mode includes where an engine transitions from firing all cylinders to firing only a subset of the cylinders of the engine and the injecting the first fuel quantity during the transition into the skip fire mode begins before skipping firing the second engine cylinder.

17. The method of claim 14, further comprising, during a transition out of the skip fire mode, where an engine transitions from firing only a subset of cylinders of the engine to firing all cylinders of the engine, continuing to adjust a fuel quantity injected into each cylinder based on an estimated air charge amount for a previously fired cylinder until all cylinders have been fired for an entire engine cycle.

18. The method of claim 14, wherein the first air charge amount is a predicted air charge amount for the first engine cylinder predicted prior to the intake valve of the first engine cylinder opening, and wherein the second air charge amount is a calculated air charge amount for the first engine cylinder calculated at a subsequent closing of the intake valve of the first engine cylinder.

19. The method of claim 18, wherein the second fuel quantity is further based on a third air charge amount predicted for the third engine cylinder and a second desired air-fuel ratio.

20. The method of claim 14, wherein the injecting of the first fuel quantity and the injecting of the second fuel quantity each occur via port injection.

21. A system, comprising:

an engine having a plurality of cylinders;

a port fuel injection system to port inject fuel to each cylinder of the plurality of cylinders;

a direct fuel injection system to direct inject fuel to each cylinder of the plurality of cylinders;

a spark ignition system to initiate combustion in each cylinder of the plurality of cylinders, including one or more ionization sensors to detect occurrence of combustion events in the plurality of cylinders; and

a controller including non-transitory instructions to;

determine a commanded firing order of the engine during a skip fire mode, where at least a first cylinder of the plurality of cylinders is scheduled to be fired and at least a second cylinder of the plurality of cylinders is scheduled to be skipped;

during a non-skip fire mode, only activating the port fuel injection system to port inject all fuel into each of the plurality of cylinders;

during a transition into the skip fire mode from the non-skip fire mode,

activate the port fuel injection system to port inject a first fuel quantity of a fuel to the first cylinder during a first, earlier portion of an engine cycle,

activate the direct fuel injection system to direct inject a second fuel quantity of the fuel to the first cylinder during a second, later portion of the engine cycle,

activate the spark ignition system to initiate combustion in the first cylinder, where the first fuel quantity is lean of a first desired air-fuel ratio for the first cylinder that is based on an estimated air charge amount for the first cylinder at a time prior to the port injection of the first fuel quantity, and the second fuel quantity brings an overall air-fuel ratio for the first cylinder to a second, desired air-fuel ratio for the first cylinder that is based on an updated air charge amount for the first cylinder, and

not activate the spark ignition system to not initiate combustion in the second cylinder, in order to skip firing the second cylinder, between port injecting the first fuel quantity and direct injecting the second fuel quantity to the first cylinder; and

after transitioning out of the skip fire mode to the non-skip fire mode, which includes firing all of the plurality of cylinders for an entire engine cycle, and during firing of the first cylinder, activating the port fuel injection system to port inject a third fuel quantity of the fuel to the first cylinder, where the third fuel quantity includes all fuel injected into the first cylinder.

22. The system of claim 21, wherein the controller includes further instructions to:

determine if combustion occurred in the first cylinder via feedback from the one or more ionization sensors;

if combustion does not occur in the first cylinder, adjust the commanded firing order to fire the second cylinder; and

if combustion does occur in the first cylinder, maintain the commanded firing order of the engine to skip the second cylinder.

23. The system of claim 22, wherein the commanded firing order of the engine is based on an original firing order of the engine in the non-skip fire mode, a number of cylinders to be skipped during the skip fire mode, and which cylinders of the plurality of cylinders were fired in a previous engine cycle, where the number of cylinders to be skipped is based on engine load.