Hybrid vehicle with cylinder deactivation

• US 8,892,330 B2
• Filed: 10/17/2012
• Issued: 11/18/2014
• Est. Priority Date: 10/17/2011
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Yuille, Ronald D., Shost, Mark A., Serrano, Louis J., Parsels, John W., Younkins, Matthew A.
• Primary Examiner(s): Cheung, Mary
• Application Number:
  US13/654,217
• Publication Number:
  US 20130096758A1
• Time in Patent Office: 762 Days
• Field of Search: 701/22, 701 84- 87, 701/101, 701/102, 731/140.2, 123/350, 123/98.F, 180/65.1, 180/65.21, 180/65.285, 477/7
• US Class Current: 701/84
• CPC Class Codes: B60K 6/485 Motor-assist type
• CPC Class Codes: B60W 10/06 including control of combustion engines
• 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 20/16 for reducing engine exhaust emissions
• CPC Class Codes: B60W 20/50 Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/92 Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Abstract

A variety of methods and arrangements for operating an internal combustion engine and one or more motor/generators in a hybrid vehicle are described. Generally, the engine is operated in a variable displacement or skip fire mode. Depending on the state of charge of an energy storage device and/or other factors, the engine is operated to generate more or less than a desired level of torque. The one or more motor/generators are used to add or subtract torque so that the motor/generator(s) and the engine collectively deliver the desired level of torque. In some embodiments, the engine may be run with a substantially open throttle to reduce pumping losses and improve fuel efficiency.

Claims

1. A hybrid powertrain controller for a vehicle with at least one electric motor/generator and an internal combustion engine having a plurality of working chambers, the hybrid powertrain controller comprising:

an engine control unit arranged to operate the engine in a variable displacement mode in which some, but not all of the working chambers are fired to add torque to a powertrain of the vehicle and wherein unfired working chambers are deactivated during unfired working cycles, the variable displacement mode having a fixed set of operational states and wherein during operation in the variable displacement mode, an air intake throttle of the engine is held at a substantially fixed position even through some variations in a desired torque output; and

a motor/generator control unit arranged to operate the at least one electric motor/generator to add torque to or subtract torque from the powertrain of the vehicle wherein the hybrid powertrain controller is arranged to coordinate operation of the engine and the at least one electric/motor generator to deliver the desired torque.

2. A hybrid powertrain controller as recited in claim 1 wherein the air intake throttle helps keep the manifold absolute pressure substantially constant and substantially independent of changes in requested torque.

3. A hybrid powertrain controller as recited in claim 1 wherein the throttle is positioned to maintain a manifold air pressure of greater than one selected from the group consisting of 70, 80 90 and 95 kPa while any working chambers are being fired.

4. A hybrid powertrain controller as recited in claim 1 wherein the variable displacement mode is a skip fire operational mode and wherein each variable displacement operational state involves a different firing fraction.

5. A hybrid powertrain controller as recited in claim 4 wherein in the skip fire operational mode, the engine is arranged to operate at a firing fraction selected from a fixed set of available firing fractions, wherein at least some of the available firing fractions are arranged such that certain working chambers will sometimes be fired and sometimes be skipped while the engine is operating at such firing fraction.

6. A hybrid powertrain controller as recited in claim 5 wherein the number of available firing fractions may vary as a function of the operational state of the engine.

7. A hybrid powertrain controller as recited in claim 6 wherein the number of available firing fractions varies as a function of one selected from the group consisting of engine speed and gear.

8. A hybrid powertrain controller as recited in claim 1 wherein each variable displacement operational state has an associated first set of working chambers that are fired each working cycle and a second set of working chambers that are skipped each working cycle.

9. A hybrid powertrain controller as recited in claim 1 further comprising:

a supervisory hybrid controller arranged to coordinate operation of the engine and the at least one motor/generator so that the desired torque is delivered to the powertrain;

a torque calculator that is arranged to calculate the desired torque based on a plurality of inputs, including an accelerator pedal of the vehicle; and

a state of charge control unit arranged to monitor state of charge of an energy storage device of the vehicle.

10. A hybrid powertrain controller as recited in claim 9 wherein:

the state of charge control unit is arranged to indicate a desired charge state selected from a group including a charge command state and a discharge command state;

the engine control unit is arranged to select one of a plurality of predetermined firing fractions based at least in part on the desired charge state;

when the desired charge state is the charge command state, the engine control unit selects a firing fraction that delivers more than the desired torque under the current operating conditions, and the electric motor/generator control unit is arranged to operate the at least one electric motor/generator to charge the energy storage device; and

when the desired charge state is the discharge command state, the engine control unit preferentially selects a firing fraction that delivers less than the desired torque under the current operating conditions, and the electric motor/generator control unit is arranged to operate the at least one electric motor/generator to add torque to the powertrain.

11. A hybrid powertrain controller as recited in claim 10 wherein:

the group from which the desired charge state is selected further includes a preferred charge state and a preferred discharge state;

the plurality of predetermined firing fractions includes a first firing fraction and a second firing fraction that deliver more and less torque, respectively, than the desired torque under the current operating conditions wherein the torque delivered by the first and second firing fractions are closer to the desired torque than torque delivered by any of the other predetermined firing fractions under the current operating conditions;

when the desired charge state is the preferred charge state, the engine control unit preferentially selects the first firing fraction, which delivers more than the desired torque under the current operating conditions, and the electric motor/generator control unit is arranged to operate the at least one electric motor/generator to charge the energy storage device; and

when the desired charge state is the preferred discharge state, the engine control unit preferentially selects the second firing fraction, which delivers less than the desired torque under the current operating conditions, and the electric motor/generator control unit is arranged to operate the at least one electric motor/generator to add torque to the powertrain.

12. A method for operating a hybrid powertrain in a vehicle with at least one electric motor/generator and an internal combustion engine having a plurality of working chambers, the method comprising:

operating the engine in a variable displacement mode in which some, but not all of the working chambers are fired to add torque to a powertrain of the vehicle and wherein unfired working chambers are deactivated during unfired working cycles, the variable displacement mode having a fixed set of operational states and wherein during operation in the variable displacement mode, an air intake throttle of the engine is held at a substantially fixed position for extended periods even through variations in a desired torque output; and

operating the at least one electric motor/generator to add torque to or subtract torque from a powertrain of the vehicle; and

coordinating operation of the engine and the at least one electric/motor generator to deliver the desired torque.

13. A method as recited in claim 12 wherein selection of the fired working chambers and control of the at least one motor/generator, and not the throttle, are used as the primary adjustment mechanisms to facilitate delivery of the desired torque even through variations in the desired torque.

14. A method as recited in claim 12 further comprising positioning the throttle to maintain a manifold air pressure of greater than one selected from the group consisting of 70, 80, 90 and 95 kPa while any working chambers are being fired.

15. A method as recited in claim 12 wherein the variable displacement mode is a skip fire operational mode and wherein each variable displacement operational state involves a different firing fraction.

16. A method as recited in claim 15 wherein in the skip fire operational mode, the engine is operated at a firing fraction selected from a fixed set of available firing fractions, wherein at least some of the available firing fractions are arranged such that certain working chambers will sometimes be fired and sometimes be skipped while the engine is operating at such firing fraction.

17. A method as recited in claim 12 wherein each variable displacement operational state has an associated first set of working chambers that are fired each working cycle and a second set of working chambers that are skipped each working cycle.

18. A method as recited in claim 12 further comprising:

receiving input from a state of charge control unit indicating a desired charge state selected from a group including a charge command state and a discharge command state;

selecting one of a plurality of predetermined firing fractions based at least in part on the desired charge state;

when the desired charge state is the charge command state, selecting a firing fraction that delivers more than the desired torque under the current operating conditions and operating the at least one electric motor/generator to charge the energy storage device; and

when the desired charge state is the discharge command state, selecting a firing fraction that delivers less than the desired torque under the current operating conditions and operating the at least one electric motor/generator to add torque to the powertrain.

19. A method as recited in claim 18 wherein:

the plurality of predetermined firing fractions includes a first firing fraction and a second firing fraction that deliver more and less torque, respectively, than the desired torque under the current operating conditions wherein the torque delivered by the first and second firing fractions are closer to the desired torque than torque delivered by any of the other predetermined firing fractions under the current operating conditions;

the group from which the desired charge state is selected further includes a preferred charge state and a preferred discharge state, the method further comprising;

when the desired charge state is the preferred charge state, selecting the first firing fraction, which delivers more than the desired torque under the current operating conditions, and operating the at least one electric motor/generator to charge the energy storage device; and

when the desired charge state is the preferred discharge state, selecting the second firing fraction, which delivers less than the desired torque under the current operating conditions, and operating the at least one electric motor/generator to add torque to the powertrain.