Noise, vibration and harshness reduction in a skip fire engine control system

• US 10,221,786 B2
• Filed: 11/01/2016
• Issued: 03/05/2019
• Est. Priority Date: 01/12/2015
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated (BorgWarner Incorporated)
• Original Assignee: Tula Technology, Incorporated (BorgWarner Incorporated)
• Inventors: Serrano, Louis J., Yuan, Xin, Parsels, John W., Pirjaberi, Mohammad R., Wilcutts, Mark A., Nagashima, Masaki
• Primary Examiner(s): Jin, George C
• Application Number:
  US15/340,291
• Publication Number:
  US 20170051689A1
• Time in Patent Office: 854 Days
• Field of Search: 123481, 123198 F, 123350, 123349, 123321, 701103, 701 54, 701112
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• 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

Abstract

A variety of methods and arrangements for reducing noise, vibration and harshness (NVH) in a skip fire engine control system are described. In one aspect, a firing sequence is used to operate the engine in a skip fire manner. A smoothing torque is determined that is applied to a powertrain by an energy storage/release device. The smoothing torque is arranged to at least partially cancel out variation in torque generated by the skip fire firing sequence. Various methods, powertrain controllers, arrangements and computer software related to the above operations are also described.

Claims

1. A powertrain controller for directing operation of an internal combustion engine having a plurality of cylinders, each cylinder being arranged to operate in a sequence of working cycles, each working cycle having an associated firing opportunity, the internal combustion engine having an associated engine cycle that constitutes one firing opportunity for each cylinder, the powertrain controller comprising:

a firing controller arranged to direct firings in a sequence of cylinder working cycles, wherein selected first working cycles are directed to have a greater torque output than selected second working cycles within the same engine cycle, the first and second working cycles being interspersed; and

an NVH reduction module that is configured to (a) determine a smoothing torque to be applied to a powertrain by an energy storage/release device, the determination of the smoothing torque being affirmatively made during operation of the engine, and (b) direct the energy storage/release device to apply the smoothing torque to the powertrain, wherein the smoothing torque is arranged to at least partially cancel out a variation in torque output generated by the first and second working cycles, and (c) select a magnitude of the smoothing torque based on fuel efficiency and further based on whether the smoothing torque brings NVH generated by the operation of the engine below a predefined NVH target level.

2. A powertrain controller as recited in claim 1 wherein:

the firing sequence generates a torque that includes a plurality of harmonic frequencies, one of the harmonic frequencies being a fundamental frequency; and

the smoothing torque is periodic with a frequency that is substantially the same as the fundamental frequency.

3. A powertrain controller as recited in claim 1 wherein the smoothing torque includes only a single frequency.

4. A powertrain controller as recited in claim 1 wherein the energy storage/release device utilizes at least one selected from the group consisting of a capacitor, a battery, a flywheel, a pressurized pneumatic reservoir, and a pressurized hydraulic reservoir.

5. A powertrain controller as recited in claim 1 wherein the energy storage/release device utilizes at least one selected from the group consisting of an integrated starter, a motor/generator, a controllable mechanical coupling, and a turbine.

6. A powertrain controller as recited in claim 1 wherein the NVH reduction module is further arranged to:

receive sensor data that includes one selected from the group consisting of

     1) crankshaft acceleration sensor data;

     2) accelerometer data received from one or more accelerometers mounted on a vehicle; and

     3) accelerometer data received from one or more accelerometers mounted in an engine control unit (ECU); and

adjust the smoothing torque based on the sensor data.

7. A powertrain controller as recited in claim 1 wherein the determination of the smoothing torque is performed on a firing opportunity by firing opportunity basis.

8. A powertrain controller for directing operation of an internal combustion engine having a plurality of cylinders, each cylinder being arranged to operate in a sequence of working cycles, each working cycle having an associated firing opportunity, the internal combustion engine having an associated engine cycle that constitutes one firing opportunity for each cylinder, the powertrain controller comprising:

a firing controller arranged to direct firings in a sequence of cylinder working cycles, wherein selected first working cycles are directed to have a greater torque output than selected second working cycles within the same engine cycle, the first and second working cycles being interspersed; and

an NVH reduction module that is configured to (a) determine a smoothing torque to be applied to a powertrain by an energy storage/release device, the determination of the smoothing torque being affirmatively made during operation of the engine, and (b) direct the energy storage/release device to apply the smoothing torque to the powertrain, wherein the smoothing torque is arranged to at least partially cancel out a variation in torque output generated by the first and second working cycles; and

a firing fraction calculator, and

wherein the firing fraction calculator and the NVH reduction module are arranged to;

select the operational firing fraction from a set of available firing fractions that includes a first firing fraction that is associated with unacceptable NVH levels and a second firing fraction that is associated with acceptable NVH levels; and

determine energy costs associated with mitigating the NVH levels associated with the first firing fraction, the mitigating of the NVH levels involving applying the smoothing torque to the powertrain to help reduce the NVH levels associated with the first firing fraction wherein the selection of the operational firing fraction is based at least in part on the energy costs determination.

9. A powertrain controller as recited in claim 8 wherein the NVH reduction module is further arranged to (iii) determine energy costs associated with the second firing fraction, which is associated with acceptable NVH, (iv) compare energy costs associated with the first and second firing fractions, and (v) based on the comparison, select one of the set of available firing fractions as the operational firing fraction.

10. A powertrain controller for directing operation of an internal combustion engine having a plurality of cylinders, each cylinder being arranged to operate in a sequence of working cycles, each working cycle having an associated firing opportunity, the internal combustion engine having an associated engine cycle that constitutes one firing opportunity for each cylinder, the powertrain controller comprising:

a firing controller arranged to direct firings in a sequence of cylinder working cycles, wherein selected first working cycles are directed to have a greater torque output than selected second working cycles within the same engine cycle, the first and second working cycles being interspersed; and

an NVH reduction module that is configured to (a) determine a smoothing torque to be applied to a powertrain by an energy storage/release device, the determination of the smoothing torque being affirmatively made during operation of the engine based on adaptive feed forward control, and (b) direct the energy storage/release device to apply the smoothing torque to the powertrain, wherein the smoothing torque is arranged to at least partially cancel out a variation in torque output generated by the first and second working cycles.

11. A method of operating an internal combustion engine having a plurality of cylinders, each cylinder being arranged to operate in a sequence of working cycles, each working cycle having an associated firing opportunity, the internal combustion engine being part of a powertrain and having an associated engine cycle that constitutes one firing opportunity for each cylinder, the method comprising:

obtaining a set of available firing fractions that can deliver the desired torque;

determining a first subset of one or more of the available firing fractions that have acceptable NVH levels;

determining a second subset of one or more of the available firing fractions that have unacceptable NVH levels; and

determining an energy cost associated with NVH mitigation required to reduce NVH levels for each firing fraction in the second subset to acceptable levels wherein the NVH mitigation involves determining a smoothing torque arranged to at least partially cancel out variations in the torque generated by use of such firing fraction;

selecting an operational firing fraction from one of the first and second subsets of available firing fractions and directing operation of a sequence of cylinder working cycles to deliver the operational firing fraction, wherein selected first working cycles are directed to have a greater torque output than selected second working cycles within the same engine cycle, the first and second working cycles being interspersed; and

when the selected operational firing fraction is in the second subset, supplying the associated smoothing torque to the powertrain to reduce vibration generated by the firing sequence.

12. A method as recited in claim 11, further comprising:

determining total energy costs for each of the second subset of firing fractions, wherein the total energy costs include costs associated with both the operational firing fraction and mitigation;

determining energy costs for each firing fraction in the first subset of firing fractions;

comparing the energy costs of the first and second subsets of firing fractions; and

based on the comparison, selecting the operational firing fraction from the first and second subsets of firing fractions.

13. A method as recited in claim 11 further comprising:

receiving sensor data that includes one selected from the group consisting of

     1) crankshaft acceleration sensor data;

     2) accelerometer data received from one or more accelerometers mounted on a vehicle; and

     3) accelerometer data received from one or more accelerometers mounted in an engine control unit (ECU); and

adjusting the smoothing torque based on the sensor data.

14. A method as recited in claim 11 wherein the determination of the smoothing torque is determined and applied on a firing opportunity by firing opportunity basis.

15. A method as recited in claim 11 wherein the determination of the smoothing torque is dependent on the state of the energy storage/release device.