Internal combustion engine control for improved fuel efficiency

• US 8,131,447 B2
• Filed: 01/16/2009
• Issued: 03/06/2012
• Est. Priority Date: 07/11/2008
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Tripathi, Adya S., Silvestri, Chester J.
• Primary Examiner(s): Vo, Hieu T
• Application Number:
  US12/355,725
• Publication Number:
  US 20100010724A1
• Time in Patent Office: 1,145 Days
• Field of Search: 701103-105, 701/102, 701/115, 123/305, 123/198.F, 123/352, 123/478, 123/480, 123/481
• US Class Current: 701/103
• CPC Class Codes: F02D 2041/141 using a feed-forward control element
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 2400/11 After-sales modification devices designed to be used to modify an engine afterwards
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/047 Taking into account fuel evaporation or wall wetting; special correction after fuel cut-off F02D41/126
• CPC Class Codes: F02D 41/068 for warming-up
• CPC Class Codes: F02D 41/123 the fuel injection being cut-off
• CPC Class Codes: F02D 41/1402 Adaptive control
• CPC Class Codes: F02D 41/1454 the characteristics being an oxygen content or concentration or the air-fuel ratio
• CPC Class Codes: F02D 41/1482 Integrator, i.e. variable slope
• CPC Class Codes: F02D 41/266 the computer being backed-up or assisted by another circuit, e.g. analogue
• CPC Class Codes: F02D 41/3058 the engine working with a variable number of cycles
• CPC Class Codes: F02D 41/365 with means for controlling timing and distribution
• CPC Class Codes: F02P 5/1512 with particular means concerning an individual cylinder
• CPC Class Codes: F02P 9/002 Control of spark intensity, intensifying, lengthening, suppression by means of current control in the storage devices F02P3/05, F02P3/09, during starting F02P15/12
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines are described. Generally, selected combustion events are skipped during operation of the internal combustion engine so that other working cycles can operate at a better thermodynamic efficiency. In one aspect of the invention, an engine is controlled to operate in a variable displacement mode. In the variable displacement mode, fuel is not delivered to the working chambers (e.g. cylinders) during selected “skipped” working cycles. During active (“non-skipped”) working cycles, a maximum (e.g., unthrottled) amount of air and an optimized amount of fuel is delivered to the relevant working chambers so that the fired working chambers can operate at efficiencies closer to their optimal efficiency. A controller is used to dynamically determine the chamber firings required to provide the engine torque based on the engine'"'"'s current operational state and conditions. The chamber firings may be sequenced in real time or in near real time in a manner that helps reduce undesirable vibrations of the engine.

Claims

1. An internal combustion engine comprising:

a plurality of working chambers each arranged to operate in a succession of working cycles;

a fuel delivery system arranged to facilitate the delivery of fuel into the working chambers; and

a firing control unit arranged to control working chamber firings in the engine, wherein the firing control unit has a variable displacement operational mode that causes selected active working cycles to be fired and selected passive working cycles not to be fired, the firing control unit including,

a drive pulse generator arranged to receive an input indicative of a desired engine output and to output a drive pulse signal that is synchronized with the engine speed, wherein the drive pulse signal defines a drive pulse pattern that generally indicates when active working cycles are appropriate to deliver the desired engine output; and

a sequencer that receives the drive pulse signal and determines the active and passive working cycles based at least in part on the received drive pulse signal.

2. An internal combustion engine as recited in claim 1 wherein the drive pulse generator includes:

a control circuit that receives an analog input signal indicative of a desired engine output and outputs a feedback modified digital representation of the analog input signal; and

a synchronizer that receives the digital representation of the analog signal, and outputs a sequence of drive pulses, wherein the sequence of drive pulses that define the drive pulse pattern is synchronized with the engine speed.

3. An internal combustion engine as recited in claim 1 wherein:

the engine further includes an air supply throttle; and

the amount of air and fuel delivered to the working chambers during the first selected set of fired working cycles is set to cause the fired working chambers to operate at substantially their maximum thermodynamic efficiency.

4. An internal combustion engine as recited in claim 1 wherein the engine operates on a cycle selected from the group consisting of:

a diesel cycle, an Otto cycle;

a Miller cycle;

a Wankel cycle, and a mixed thermodynamic cycle.

5. An internal combustion engine as recited in claim 1 wherein the internal combustion engine is a reciprocating piston engine having a plurality of cylinders, each cylinder serving as one of the working chambers, and wherein each cylinder has an associated piston, intake valve, and exhaust valve, wherein the engine is selected from the group consisting of:

a two stroke piston engine;

a four stroke piston engine; and

a six stroke piston engine.

6. An internal combustion engine as recited in claim 1 wherein the drive pulse generator includes a sigma delta controller.

7. An internal combustion engine as recited in claim 6 wherein the sigma delta controller uses a clock signal that varies proportionally with engine speed.

8. An internal combustion engine as recited in claim 1 wherein the drive pulse generator receives:

an input signal indicative of accelerator pedal position that is interpreted by the fuel delivery unit as a control input indicative of a desired engine output; and

feedback indicative of at least one of proposed and actual working cycle firings.

9. An internal combustion engine as recited in claim 1 further comprising an engine control unit, wherein:

the firing control unit is implemented as a firing control co-processor and is arranged to control the operation in the variable displacement operational mode; and

the engine control unit is arranged to control the operation of an engine in a second operational mode.

10. An engine controller arranged to control working chamber firings in an engine, wherein the engine controller has a variable displacement operational mode that causes selected active working cycles to be fired and selected passive working cycles not to be fired, the engine controller comprising:

a drive pulse generator arranged to receive an input indicative of a desired engine output and to output a drive pulse signal that is synchronized with the engine speed, wherein the drive pulse signal defines a drive pulse pattern that generally indicates when active working cycles are appropriate to deliver the desired engine output; and

a sequencer that receives the drive pulse signal and determines the active and passive working cycles based at least in part on the received drive pulse signal.

11. An engine controller as recited in claim 10 wherein the drive pulse generator and the sequencer cooperate to dynamically determine the fired and skipped working cycles on a firing opportunity by firing opportunity basis to provide the desired engine output without the use of stored firing patterns.

12. An engine controller as recited in claim 10 wherein the drive pulse generator is arranged to utilize feedback indicative of at least one of desired or actual working chamber firing in the determination of the drive pulse pattern.

13. An engine controller as recited in claim 10 wherein the drive pulse generator includes a predictive adaptive controller.

14. An engine controller as recited in claim 13 wherein the predictive adaptive controller is a sigma delta controller.

15. An engine controller as recited in claim 14 wherein the sigma delta controller is one selected from the group consisting of:

an analog sigma delta controller, a digital sigma delta controller, a hybrid sigma delta controller, and a differential sigma delta controller.

16. An engine controller as recited in claim 14 wherein the sigma delta controller is a third order sigma delta controller.

17. An apparatus as recited in claim 13 wherein the predictive adaptive controller is selected from the group consisting of:

a pulse width modulation controller, a least means square controller and a recursive least square controller.

18. An engine controller as recited in claim 13 further comprising a clock generator arranged to generate a clock signal synchronized with firing opportunities of the engine, and wherein the predictive adaptive controller is arranged to receive the clock signal and to synchronize the drive pulse signal with the clock signal such that the drive pulse signal is synchronized with the firing opportunities of the engine.

19. An engine controller as recited in claim 10 wherein the drive pulse generator includes:

a control circuit that receives an analog input signal indicative of a desired engine output and outputs a feedback modified digital representation of the analog input signal; and

a synchronizer that receives the digital representation of the analog signal, and outputs a sequence of drive pulses that are synchronized with the engine speed, wherein the sequence of drive pulses defines the drive pulse pattern.

20. An engine controller as recited in claim 10 wherein the engine controller is further arranged to direct the delivery of a substantially optimized amount of air and fuel to a majority of the working cycles that are not skipped during operation in the variable displacement mode.

21. An engine controller as recited in claim 10 wherein the controller uses a clock signal that varies proportionally with engine speed.

22. An engine controller as recited in claim 10 wherein:

the engine controller is implemented as a firing control co-processor arranged to cooperate with an engine control unit to control the operation of an engine in the variable displacement operational mode; and

the engine control unit is arranged to control the operation in a second operational mode.

23. A drive pulse generator suitable for use in an engine controller arranged to control working chamber firings in an engine, wherein the engine controller has a variable displacement operational mode that causes selected active working cycles to be fired and selected passive working cycles not to be fired, the drive pulse generator comprising:

an input signal digitizer arranged to receive an analog input signal indicative of a desired engine output and to output a digitizer output signal that is a feedback modified digital representation of the analog input signal; and

a synchronizer arranged to receive the digitizer output signal and to output a drive pulse signal that is synchronized with the engine speed, wherein the drive pulse signal generally indicates when active working cycles are appropriate to deliver the desired engine output; and

wherein feedback indicative of at least one of the drive pulse signal or a firing pattern that is based at least in part on the drive pulse signal is fed back to the input signal digitizer and is used in the generation of the digitizer output signal.

24. A method of controlling the operation of an internal combustion engine having a plurality of working chambers, each working chamber being generally arranged to operate in a succession of working cycles, the method comprising operating the engine in a variable displacement mode that includes:

delivering air and fuel to the working chambers during the active working cycles;

firing the working chambers in a firing pattern dynamically determined on a firing opportunity by firing opportunity basis during operation of the engine that skips the firing of selected skipped working cycles and fires selected active working cycles;

wherein an amount of air and fuel delivered to the working chambers during a first set of the active working cycles is substantially optimized; and

wherein the firing pattern is determined at least in part using predictive adaptive control to provide a desired engine output, and wherein the predictive adaptive control includes feedback indicative of at least one of requested and actual working cycle firings.

25. A method as recited in claim 24 further comprising:

enabling the engine to operate in a second operating mode; and

automatically determining whether to operate in the variable displacement mode or the second operating mode based at least in part upon the current operational state of the engine; and

wherein in the second operating mode, the amount of air introduced to the working chambers is modulated by an air supply throttle, the amount of fuel introduced during specific working cycles is based at least in part on the amount of air introduced to the working chambers during such working cycles, and fuel is delivered to the working chambers during every working cycle of the engine such that none of the working cycles are skipped.

26. A method as recited in claim 24 wherein the selection of working cycles to be skipped is based at least in part on a current rotational speed of the engine.

27. A method as recited in claim 24 wherein the amount of fuel delivered to the working chambers during a second set of the active working cycles that are interspersed with the first set of working cycles is reduced relative to the amount of fuel delivered during the first set of active working cycles, wherein the selection of the working cycles in the second set of active working cycles is arranged to accomplish at least one of (a) smoothing the output of the engine, (b) helping reduce vibrations of the engine, (c) more precisely matching a desired engine output, and (d) reducing emissions from the engine.

28. A method as recited in claim 24 wherein the engine includes an air supply throttle and the throttle is operated at substantially full throttle in the variable displacement mode.

29. A method of controlling the operation of an internal combustion engine having at least one working chamber, each working chamber being generally arranged to operate in a succession of working cycles, wherein the method comprises operating the engine in a skip fire continuously variable displacement mode that includes:

generating a drive pulse pattern that is synchronized with firing opportunities of the engine, wherein the drive pulse pattern generally indicates when working cycles need to be fired to deliver a desired engine output;

generating a firing pattern based at least in part on the drive pulse pattern, wherein the firing pattern is not always the same as the drive pulse pattern; and

firing the at least one working chamber in accordance with the firing pattern, wherein the firing pattern skips the firing of selected skipped working cycles and fires selected active working cycles.

30. A method as recited in claim 29 wherein a substantially optimized amount of air and fuel is delivered to the working chambers during a majority of the active working cycles when the engine is in a first state of a continuously variable displacement operational mode.

31. A method as recited in claim 30 wherein the optimized amount of air and fuel delivered to the working chambers during the majority of the working cycles is optimized to substantially maximize the thermodynamic efficiency of the engine in the current operational state of the engine.

32. A method as recited in claim 29 wherein:

the firing pattern is determined at least in part using feedback control to provide a desired engine output; and

the feedback utilized in the feedback control includes information indicative of at least one of requested and actual working cycle firings.

33. A method as recited in claim 29 wherein the firing pattern is dynamically calculated during operation of the engine on a working cycle by working cycle basis to provide a desired engine output.

34. A method as recited in claim 29 wherein the firing pattern is determined at least in part using predictive adaptive control to provide the desired engine output.

35. A method as recited in claim 29 wherein the engine includes a throttle and the throttle is set at a first substantially fixed throttle position during operation at a first operational level in a skip fire variable displacement mode such that requests for changes in the desired output of the engine are generally met without substantially altering the throttle position.

36. A method as recited in claim 35 wherein in selected operating conditions, the engine is transitioned to a second operational level having a second substantially fixed throttle position that is different from the first throttle position while the engine remains in the skip fire variable displacement mode.

37. A method as recited in any of claim 36 wherein the transition to the second throttle position is triggered by one selected from the group consisting of:

the engine speed falling below a threshold engine speed; and

braking of a vehicle associated with the engine.

38. A method as recited in claim 29 wherein the engine is also able to operate in a second operating mode, the method further comprising:

automatically determining whether to operate in the skip fire variable displacement mode or the second operating mode based at least in part upon the current operational state of the engine; and

wherein in the second operating mode, the amount of air introduced to the working chambers is modulated by an air supply throttle, and fuel is delivered to the working chambers during every working cycle of the engine such that none of the working cycles are skipped.

39. A method as recited in claim 29 wherein:

a controller is arranged to generate the drive pulse pattern based at least in part upon a first input signal indicative of a desired engine output and a second input signal indicative of the current rotational speed of the engine; and

a sequencer is arranged to receive the drive pulse pattern and determine the firing pattern based at least in part on the drive pulse pattern, wherein the firing pattern generated by the sequencer is sometimes different than the drive pulse pattern.

40. A method as recited in claim 29 wherein an amount of fuel delivered to the working chambers during a second set of the active working cycles that are interspersed with the first set of working cycles is reduced relative to the amount of fuel delivered during the first set of active working cycles, wherein the selection of the working cycles in the second set of active working cycles is arranged to accomplish at least one of (a) smoothing the output of the engine, (b) helping reduce vibrations of the engine, (c) more precisely matching a desired engine output, and (d) reducing emissions from the engine.

41. A method as recited in claim 29 wherein:

each working chamber is a cylinder, each cylinder having an associated reciprocating piston positioned therein,

each cylinder has a four stroke working cycle including an expansion stroke that involves burning fuel; and

an odd number of reciprocations of a selected piston sometimes occur between the end of a first working cycle and a beginning of a next sequential working cycle that includes an expansion stroke that involves burning fuel.

42. A method as recited in claim 29 further comprising:

pumping air through the working chambers during the skipped working cycles; and

adjusting at least one of an emissions control unit and a signal inputted to the emissions control unit to compensate for extra oxygen detected in an exhaust gas stream due to the delivery of air to the working chambers during the skipped working cycles.

43. A method as recited in claim 29 wherein all of the working chambers are sometimes skipped during operation in the variable displacement mode and the order of the delivery of fuel to the working chambers is controlled such that all of the working chambers are fired substantially the same amount over time during operation in the variable displacement mode.

44. A method as recited in claim 29 wherein an indicia of the current rotational speed of the engine is used as a clock input for a controller used to generate the drive pulse pattern.

45. A method as recited in claim 29 wherein a dither signal is provided to a controller used to generate the drive pulse pattern.

46. A method of controlling the operation of an internal combustion engine having a plurality of working chambers in a variable displacement mode, each working chamber being generally arranged to operate in a sequence of working cycles, the method comprising:

causing selected working cycles to be skipped while insuring that all of the working chambers are fired in a fixed sequential order such that no working chamber will fire twice in the variable displacement mode before each of the other working chambers has been fired, wherein the selection of the skipped working cycles is determined to deliver a desired output.

47. A method of controlling the operation of an internal combustion engine having at least one cylinder, each cylinder having an associated reciprocating piston positioned therein, wherein each cylinder has a working cycle defined by a set integer number of sequential reciprocations of the associated piston, the working cycle including an expansion stroke that involves burning fuel, the method comprising:

operating the engine in a variable displacement mode in which a number of reciprocations of a selected piston that is not an integer multiple of the set number of sequential reciprocations that define a working cycle sometimes occur between the end of a first working cycle and a beginning of a next sequential working cycle that includes an expansion stroke that involves burning fuel.