Variable displacement engine operation with NVH management

• US 8,145,410 B2
• Filed: 03/06/2008
• Issued: 03/27/2012
• Est. Priority Date: 04/13/2005
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Berger, Al Henry, Solferino, Vince Paul
• Primary Examiner(s): Vo, Hieu T
• Application Number:
  US12/043,181
• Publication Number:
  US 20080154468A1
• Time in Patent Office: 1,482 Days
• Field of Search: 701/111, 701/51, 701/54, 701/64, 701/115, 477/102, 477/101, 477/109, 731/180.2, 731/160.5, 738/621.6
• US Class Current: 701/111
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: F16H 57/0006 Vibration-damping or noise reducing means specially adapted for gearings devices for varying tension of belts, ropes or chains with damping means F16H7/0829; toothed members with construction providing vibration damping F16H55/14; reducing vibrations or noise of the gearbox casing F16H57/028; suppression of vibrations or noise of gear selectors F16H59/0208; control of hydrostatic fluid gearing preventing or reducing vibrations or noise F16H61/4183
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A system and method for controlling an internal combustion engine operable with a first cylinder firing frequency and a second cylinder firing frequency to reduce or eliminate transmission of torsional vibrations associated with the second cylinder firing frequency to reduce or eliminate constraints on reduced displacement mode operation using a closely coupled drive train component rotating in an opposite direction relative to rotating components of the engine. A close coupling device allows the inertia of the counter-rotating elements to reduce or eliminate the torque reaction of the drivetrain associated with acceleration and deceleration of the engine crankshaft in response to the second cylinder firing frequency in the reduced displacement mode.

Claims

1. A system for operating a multiple cylinder internal combustion engine, the system comprising:

a first mode wherein a device for closely coupling the engine to a drive train such that the drive train components generate a rotational inertia reaction torque in a direction opposite rotational inertia reaction torque generated by the engine to reduce transmission of vibration associated with combusting air-fuel mixtures in all cylinders of the engine;

a second mode wherein the device for closely coupling the engine to the drive train generates a rotational inertia reaction torque in a direction opposite rotational inertia reaction torque generated by the engine to reduce transmission of vibration associated with operating the engine in a reduced displacement mode; and

a controller to alternate operation between the first mode and the second mode in response to operating conditions.

2. The system of claim 1 wherein the controller operates the engine in the second mode during engine idling.

3. The system of claim 1 wherein the controller operates the engine in the second mode while the drivetrain is in the lowest forward gear.

4. The system of claim 1 wherein the device comprises:

a first gear secured for rotation with an output component of the engine; and

a second gear in meshing engagement with the first gear and secured for rotation with an input component of the drive train such that the input component of the drive train rotates in an opposite direction relative to rotation of the output component of the prime mover, wherein at least one of the first and second gears is rotationally spring-biased relative to the other gear with a spring preload force that maintains contact between mating teeth of the first and second gears in response to crankshaft angular accelerations associated with cylinder firing frequency of the engine in the reduced displacement mode.

5. The system of claim 1 wherein the device comprises a planetary gear set having an input/output speed differential selected to better match forward rotating inertia and backward rotating inertia during operation in the second mode, the planetary gear set providing a non-compliant coupling with substantially zero backlash during operation while accommodating thermal expansion, wear, and manufacturing variation.

6. The system of claim 1 wherein the device creates a speed differential between rotational speed of an output component of the engine and an input component of the drive train.

7. The system of claim 1 wherein the engine includes a crankshaft, the drive train includes a transmission having a torque converter, and wherein the device comprises a gear set closely coupling the crankshaft to the torque converter.

8. The system of claim 1 wherein the engine includes a crankshaft, the drive train includes a transmission having a torque converter, and wherein the device reverses direction of rotation of the torque converter relative to direction of rotation of the crankshaft.

9. A system for reducing vibration associated with cylinder firing frequency when operating a multiple cylinder internal combustion engine in a reduced displacement mode with fewer than all cylinders combusting fuel, the system comprising:

an engine controller in communication with the engine, the engine controller operating the engine in a first mode having a first cylinder firing frequency, and a second mode having a second cylinder firing frequency with at least one of the cylinders deactivated;

a transmission having an input component; and

a device for substantially non-compliantly coupling an output component of the engine to the input component of the transmission so that the input component rotates in a direction opposite to the output component of the engine and to reduce torsional vibration associated with the second cylinder firing frequency while operating in the reduced displacement mode.

10. The system of claim 9 wherein the engine controller operates the engine in the second mode with reduced displacement when the engine rotational speed is below about 1000 rpm.

11. A method for controlling a multi-cylinder internal combustion engine operable in at least one reduced displacement mode with fewer than all of the cylinders combusting fuel, the method comprising:

operating the engine with a first number of cylinders at a first cylinder firing frequency;

deactivating at least one cylinder to operate in a reduced displacement mode at a second cylinder firing frequency; and

rotating at least one closely-coupled drive train component in a direction opposite to rotating inertia created by operation of the engine to reduce torsional vibrations associated with the second cylinder firing frequency while operating in the reduced displacement mode.

12. The method of claim 11 wherein deactivating at least one cylinder comprises deactivating at least one cylinder while the engine rotational speed is below about 1000 rpm.

13. The method of claim 12 wherein deactivating at least one cylinder comprises initiating or continuing deactivation of at least one cylinder during an engine idle mode.

14. The method of claim 11 wherein deactivating at least one cylinder comprises continuing deactivation of at least one cylinder with an associated transmission operating in first or second gear.

15. The method of claim 11 wherein the engine includes a crankshaft and the drive train includes a transmission having at least one inertial component including one of a torque converter or a flywheel and wherein rotating at least one closely-coupled drive train component comprises rotating the at least one inertial component in a direction opposite to rotational direction of the crankshaft.

16. The method of claim 11 further comprising coupling the drive train to the engine using a device with no backlash to reverse direction of rotation of a drive train torque converter relative to an engine crankshaft.

17. The method of claim 16 wherein coupling the drive train to the engine comprises coupling the torque converter and the crankshaft using a planetary gear set.

18. The method of claim 16 wherein the step of coupling comprises connecting the torque converter to the crankshaft using a plurality of toothed wheels with at least one of the plurality of toothed wheels being a scissors gear.

19. The method of claim 11 further comprising operating the drive train to create a counter rotating inertia having a magnitude substantially equal to rotating inertia of the engine.

20. The method of claim 11 further comprising operating at least one counter rotating drive train component at a speed differential relative to engine speed, the speed differential being proportional to rotational inertia magnitude of the engine relative to rotational inertia magnitude of the drive train.