Multi-level firing engine control

• US 10,557,427 B2
• Filed: 07/14/2018
• Issued: 02/11/2020
• Est. Priority Date: 11/10/2014
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Younkins, Matthew A., Serrano, Louis J.
• Primary Examiner(s): Gimie, Mahmoud
• Application Number:
  US16/035,614
• Publication Number:
  US 20180320614A1
• Time in Patent Office: 577 Days
• Field of Search: 123334, 123481, 123321, 123322, 123325, 123332, 123198 F
• CPC Class Codes: F01L 1/047 Camshafts
• CPC Class Codes: F02D 11/02 characterised by hand, foot, or like operator controlled initiation means
• CPC Class Codes: F02D 13/0223 Variable control of the intake valves only
• CPC Class Codes: F02D 13/0273 Multiple actuations of a valve within an engine cycle
• CPC Class Codes: F02D 13/06 Cutting-out cylinders
• 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 2041/0012 with selective deactivation of cylinders
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 41/0002 Controlling intake air
• CPC Class Codes: F02D 41/008 Controlling each cylinder individually
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/04 Introducing corrections for particular operating conditions F02D41/14 takes precedence
• CPC Class Codes: F02D 41/107 and deceleration
• CPC Class Codes: F02D 41/123 the fuel injection being cut-off
• CPC Class Codes: F02D 41/26 using computer, e.g. microprocessor
• CPC Class Codes: F02P 5/145 using electrical means
• CPC Class Codes: F02P 5/1502 using one central computing unit
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

In various aspects, internal combustion engines, engine controllers and methods of controlling engines are described. The engine includes a camshaft and a two cylinder sets. Cylinders in the first are deactivatable and cylinders in the second set may be fired at high or low output levels. The air charge for each fired working cycle is set based on whether a high or low torque output is selected. In some implementations, the camshaft is axially shiftable between first and second positions. First cam lobes are configured to cause their associated cylinders to intake a large air charge during intake strokes that occur when the camshaft is in the first position. Second cam lobes for cylinders in the second set cause their associated cylinders to intake a smaller air charge when the camshaft is in the second position. Second cam lobes for cylinders in the first set deactivate their associated cylinders.

Claims

1. A method of controlling operation of an internal combustion engine having a plurality of working chambers to deliver a desired output, wherein each working chamber has at least one cam-actuated intake valve and at least one exhaust valve, the plurality of working chambers including first and second sets of the working chambers, each set of working chambers including at least one working chamber, wherein working chambers in the first set are deactivatable and working chambers in the second set are not capable of being deactivated during operation of the engine, the method comprising:

operating the engine to deliver a desired engine output by causing each of the working chambers in the second set to be fired during every engine cycle and causing the working chambers in the first set to sometimes be fired and sometimes be skipped; and

setting an air charge for each fired working cycle based on whether a high or low torque output was selected for the fired working cycle, whereby within a selected engine cycle, at least one fired working chamber has the high torque output and at least one other fired working chamber has the low torque output.

2. A method as recited in claim 1 wherein all of the working chambers are arranged in a single bank.

3. A method as recited in claim 2 wherein the first set of working chambers are the working chambers positioned at first and second ends of the bank.

4. A method as recited in claim 3 wherein the plurality of working chambers is four working chambers.

5. A method as recited in claim 1 wherein the internal combustion engine include a camshaft that carries a multiplicity of cam lobes, wherein at least some of the intake valves have a plurality of associated the cam lobes associated therewith, the camshaft being axially shiftable, the method further comprising:

axially shifting the camshaft from a first position to a second position to adjust the air charge for at least a first one of the intake valves, wherein in the first camshaft position, a first one of the multiplicity of cam lobes engages the first intake valves, and in the second camshaft position, a second one of the multiplicity of cam lobes engages the first intake valve.

6. A method as recited in claim 5 wherein one of the different cam lobes is a zero-lift lobe that effectively deactivates its associated working chamber.

7. A method as recited in claim 1 further comprising;

adjusting an engine setting to ensure a delivered output matches the desired output.

8. A method as recited in claim 7 wherein the engine setting is selected from a group consisting of spark timing, cam timing, exhaust gas recirculation adjustment, and throttle position.

9. A method of controlling operation of an internal combustion engine having a plurality of working chambers to deliver a desired output, wherein each working chamber has at least one cam-actuated intake valve and at least one exhaust valve, the method comprising:

operating the engine in a skip fire manner that skips selected skipped working cycles and fires selected working cycles to deliver a desired engine output; and

adjusting an air charge for each fired working cycle based on whether a high or low torque output was selected for the fired working cycle, wherein;

the engine includes a first set of one or more working chambers and a second set of one or more working chambers;

each working chamber in the first set is arranged to be selectively fired or deactivated; and

each working chamber in the second set is arranged to be fired during every engine cycle and is not capable of being deactivated during operation of the engine; and

whereby within selected engine cycles, at least one fired working chamber has the high torque output and at least one other fired working chamber has the low torque output.

10. A method as recited in claim 9 wherein the at least one intake valve is cam-actuated.

11. A method as recited in claim 9 wherein all of the working chambers are arranged in a single bank.

12. A method as recited in claim 11 wherein the first set of working chambers are the working chambers positioned at first and second ends of the bank.

13. A method as recited in claim 9 wherein the plurality of working chambers is four working chambers.

14. A method as recited in claim 9 wherein a camshaft shifts axially to engage different cam lobes with an intake valve stem of the at least one intake valve to adjust the air charge.

15. A method as recited in claim 14 wherein one of the different cam lobes is a zero-lift lobe that effectively deactivates its associated working chamber.

16. A method as recited in claim 9 further comprising adjusting an engine setting to ensure a delivered output matches the desired output.

17. A method as recited in claim 16 wherein the engine setting is selected from a group consisting of spark timing, cam timing, exhaust gas recirculation adjustment, and throttle position.

18. An engine controller for an engine including a plurality of working chambers, each working chamber including one or more cam-actuated intake valves, the working chambers arranged in a first set and a second set, wherein working chambers in the first set are capable of deactivation such that air is not pumped through the deactivated working chamber during skipped working cycles and working chambers in the second set are not capable of deactivation, wherein the engine controller is configured to:

direct each working chamber in the first set to selectively be fired at a high torque output, fired at a low torque output or deactivated; and

direct each working chamber in the second set selectively be fired at either the high or low torque output, wherein the working chambers in the second set are not deactivated during operation of the engine;

wherein the high torque output firings and low torque output firings have a different air charges and the air charge is adjusted by axially shifting a camshaft to engage different cam lobes with an intake valve stem of the one or more cam-actuated intake valves.

19. An engine controller as recited in claim 18 wherein the different cam lobes have different lift profiles.

20. An engine controller as recited in claim 18 further configured to adjust an engine setting to ensure a delivered output matches a desired output.

21. An engine controller as recited in claim 20 wherein the engine setting is selected from a group consisting of spark timing, cam timing, exhaust gas recirculation adjustment, and throttle position.

22. An internal combustion engine comprising:

a plurality of working chambers arranged in first and second working chamber sets, each working chamber having at least one associated intake valve and at least one associated exhaust valve; and

a camshaft having a multiplicity of cam lobes, each of the cam lobes being associated with an associated working chamber and an associated intake valve and each working chamber having first and second associated cam lobes of the multiplicity of cam lobes, the camshaft being axially shiftable between a first axial position in which the first cam lobes engage their associated intake valves and a second axial position in which the second cam lobes engage their associated intake valves; and

wherein (a) the first cam lobes are configured to cause all of the working chambers to intake a first air charge during intake strokes that occur when the camshaft is in the first axial position, (b) the second cam lobes associated with working chambers in the second working chamber set cause the associated working chambers to intake a second air charge that is smaller than the first air charge during intake strokes that occur when the camshaft is in the second axial position, and (c) the second cam lobes associated with working chambers in the first working chamber set cause the associated working chambers to not intake an air charge during intake strokes that occur when the camshaft is in the second axial position to thereby deactivate the associated working chambers.

23. An internal combustion engine as recited in claim 22 wherein the camshaft is additionally axially shiftable to a third axial position in which third cam lobes associated with working chambers in the first working chamber set cause the associated working chambers to intake the second air charge and wherein the working chambers in the second working chamber set also intake the second air charge when the camshaft is in the third axial position.

24. An internal combustion engine as recited in claim 22 wherein the plurality of working chambers is four working chambers, the working chambers are arranged in a single bank, and the first set of working chambers are the working chambers positioned at first and second ends of the bank.

25. An internal combustion engine as recited in claim 22 wherein the first cam lobes have a first lift profile, the second cam lobes associated with the working chambers in the second set of working chambers have a second lift profile, and the second cam lobes associated with working chambers in the first set of working chambers have a third lift profile, the first, second and third lift profiles being different.

26. An internal combustion engine as recited in claim 23 wherein the first cam lobes have a first lift profile, the second cam lobes associated with the working chambers in the second set of working chambers have a second lift profile, the third cam lobes associated with the working chambers in the first set of working chambers have the second lift profile, and the second cam lobes associated with working chambers in the first set of working chambers have a third lift profile, the first, second and third lift profiles being different.