Optimal firing patterns for cylinder deactivation control with limited deactivation mechanisms

• US 10,443,518 B2
• Filed: 07/20/2017
• Issued: 10/15/2019
• Est. Priority Date: 07/20/2017
• Status: Active Grant

• Current Assignee: FCA US LLC (Stellantis NV)
• Original Assignee: FCA US LLC (Stellantis NV)
• Inventors: Shost, Mark A
• Primary Examiner(s): Gimie, Mahmoud
• Application Number:
  US15/655,416
• Publication Number:
  US 20190024594A1
• Time in Patent Office: 817 Days
• Field of Search: 123481
• CPC Class Codes: F02D 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2200/1002 Output torque
• CPC Class Codes: F02D 2200/501 Vehicle speed
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 2400/02 Four-stroke combustion engines with electronic control
• CPC Class Codes: F02D 41/0085 Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123

Abstract

An engine system for a vehicle includes an engine comprising X cylinders (X≥4) and Y deactivation mechanisms (X/2<Y<X), each of the Y deactivation mechanisms being configured to deactivate a different one of the X cylinders and wherein the Y deactivation mechanisms are arranged an optimal Y of the X cylinders for a defined firing order of the X cylinders. The engine system further includes a controller configured to: determine a torque request for the engine, determine a set of potential firing fractions of the engine, each firing fraction representing a particular Z of the X cylinders being deactivated (0<Z≤Y) based on the torque request, determine an optimal firing fraction of the set of potential firing fractions, based on the optimal firing fraction, command a corresponding Z of the Y deactivation mechanisms to deactivate the determined Z of the X cylinders, and command firing of a remainder the X cylinders.

Claims

1. An engine system for a vehicle, the engine system comprising:

an engine comprising;

X cylinders configured to combust a mixture of an air and a fuel to generate drive torque, where X is an integer greater than or equal to four; and

Y deactivation mechanisms, each of the Y deactivation mechanisms being configured to deactivate a different one of the X cylinders, wherein Y is an integer less than X and greater than (X/2), and wherein the Y deactivation mechanisms are arranged in an optimal Y of the X cylinders for a defined firing order of the X cylinders; and

a controller configured to;

determine a torque request for the engine;

determine a set of potential firing fractions of the engine, each firing fraction representing a particular Z of the X cylinders being deactivated, where Z is an integer greater than or equal to zero and less than or equal to Y;

based on the torque request, determine an optimal firing fraction of the set of potential firing fractions;

based on the optimal firing fraction, command a corresponding Z of the Y deactivation mechanisms to deactivate the determined Z of the X cylinders; and

command firing of a remainder the X cylinders.

2. The engine system of claim 1, wherein the engine further comprises an intake manifold that houses the air, and wherein the controller is configured to determine the optimal firing fraction by determining which of the set of potential firing fractions will maintain a pressure of the air in the intake manifold at or near barometric pressure.

3. The engine system of claim 1, wherein the controller is configured to determine the optimal firing fraction by:

determining a torque achievable by a remaining (X−

Z) of the X cylinders; and

determining whether (i) the achievable torque is greater than or equal to the torque request and (ii) operating the engine with the remaining (X−

Z) of the X cylinders will satisfy noise/vibration/harshness (NVH) thresholds.

4. The engine system of claim 3, wherein when the achievable torque is less than the torque request or operating the engine with the remaining (X−

Z) of the X cylinders will not satisfy the NVH thresholds, the controller determines to deactivate less than Z of the X cylinders.

5. The engine system of claim 4, wherein the controller determines (Z−

A) of the X cylinders to deactivate such that (i) the (Z−

A) of the X cylinders have an achievable torque greater than or equal to the torque request and (ii) operating the engine with the (Z−

A) of the X cylinders will satisfy the NVH thresholds, where A is an integer greater than zero.

6. The engine system of claim 5, wherein A equals one.

7. The engine system of claim 1, wherein:

the engine is a V engine comprising first and second cylinder banks, each cylinder bank comprising a distinct half of the X cylinders; and

the firing order of the X cylinders defines a sequence of the X cylinders.

8. The engine system of claim 7, wherein:

X equals 6;

the first cylinder bank comprises cylinders 1, 3, and 5 from the firing order;

the second cylinder bank comprises cylinders 2, 4, and 6 from the firing order;

Y equals 5; and

cylinders 1-5 from the firing order have the 5 deactivation mechanisms associated therewith.

9. The engine system of claim 8, wherein the controller is configured to operate the engine in 7 different modes, ranging from only 1 of the 6 cylinders firing (1/6) to all of the 6 cylinders firing (6/6), with modes 2/6, 3/6, 4/6, and 5/6 therebetween.

10. The engine system of claim 9, wherein the controller is configured to command firing according to the 2/6 mode when the torque request is below a threshold and the vehicle is operating below a low speed threshold.

11. The engine system of claim 10, wherein the low speed threshold corresponds to neighborhood driving and is approximately 25 miles per hour.

12. The engine system of claim 9, wherein the controller is configured to command firing according to one of the 4/6 and 5/6 modes when the torque request is below a threshold and the vehicle is operating above a high speed threshold.

13. The engine system of claim 11, wherein the high speed threshold corresponds to highway driving and is approximately 70 miles per hour.

14. The engine system of claim 7, wherein:

X equals 8;

the first cylinder bank comprises cylinders 1, 4, 6, and 7 from the firing order;

the second cylinder bank comprises cylinders 2, 3, 5, and 8 from the firing order;

Y equals 6; and

cylinders 1, 2, 3, 5, 6, and 7 from the firing order have the deactivation mechanisms associated therewith.

15. The engine system of claim 14, wherein the controller is configured to operate the engine 7 different modes, ranging from only 2 of the 8 cylinders firing (2/8) to all 8 of the cylinders firing (8/8), with modes 3/8, 4/8, 5/8, 6/8, and 7/8 therebetween.

16. The engine system of claim 15, wherein the controller is configured to command firing according to the 2/8 mode when the torque request is below a threshold and the vehicle is operating below a low speed threshold.

17. The engine system of claim 16, wherein the low speed threshold corresponds to neighborhood driving and is approximately 25 miles per hour.

18. The engine system of claim 15, wherein the controller is configured to command firing according to one of the 5/8, 6/8, and 7/8 modes when the torque request is below a threshold and the vehicle is operating above a high speed threshold.

19. The engine system of claim 18, wherein the high speed threshold corresponds to highway driving and is approximately 70 miles per hour.