Drive train slip for vibration mitigation during skip fire operation

• US 9,267,454 B2
• Filed: 08/09/2013
• Issued: 02/23/2016
• Est. Priority Date: 08/13/2012
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Wilcutts, Mark A., Yuan, Xin, Switkes, Joshua P., Carlson, Steven E., Parsels, John W., Impeduglia, John F.
• Primary Examiner(s): Gimie, Mahmoud
• Application Number:
  US13/963,819
• Publication Number:
  US 20140041626A1
• Time in Patent Office: 928 Days
• Field of Search: 123/350, 123/481, 123/325, 123/332, 123/198.F, 701/112, 477/39, 477/181
• US Class Current: 1/1
• CPC Class Codes: B60W 10/026 of lock-up clutches
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 2030/203 related or induced by the clutch
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: F02D 11/105 characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 41/00 Electrical control of supply of combustible mixture or its constituents F02D43/00 takes precedence ; control of engine starters F02N11/08, electrical control of engine ignition timing F02P5/145
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/022 in relation with the clutch status
• CPC Class Codes: F02D 41/18 by measuring intake air flow

Abstract

A variety of methods and devices for mitigating power train vibration during skip fire operation of an engine are described. In one aspect, the slip of a drive train component (such as a torque converter clutch) is based at least in part upon a skip fire characteristic (such as firing fraction, selected firing sequence/pattern, etc.) during skip fire operation of an engine. The modulation of the drive train component slip can also be varied as a function of one or more engine operating parameters such as engine speed and/or a parameter indicative of the output of fired cylinders (such as mass air charge).

Claims

1. A method of mitigating power train vibration during skip fire operation of an engine, the method comprising:

operating an engine in a skip fire operational mode; and

for each firing opportunity in a sequence of firing opportunities that occur during the skip fire operation of the engine, determining a drive train component slip dynamically on an individual firing opportunity by firing opportunity basis, wherein the slip of the drive train component associated with each firing opportunity is based at least in part upon a skip/fire decision associated with such firing opportunity; and

modulating the slip of the drive train component in accordance with the determined drive train component slip, whereby in at least some circumstances, the slip of the drive train will be adjusted both up and down for different firing opportunities within a single engine cycle while operating in the skip fire mode.

2. A method as recited in claim 1 wherein the modulated drive train component is a torque converter clutch.

3. A method as recited in claim 1 wherein the modulated drive train component is selected from the group consisting of a differential, a dual clutch transmission and a slipping clutch transmission.

4. A method as recited in claim 1 wherein the drive train component slip is also modulated as a function of at least one engine operational parameter selected from the group consisting of engine speed and an operational engine parameter indicative of the output of fired cylinders.

5. A method as recited in claim 1 wherein relatively higher slip values are used any time a firing is commanded that follows a skip and relatively lower slip values are used any time a skip is commanded.

6. A method as recited in claim 1 wherein the slip of the drive train component associated with each firing opportunity is further based at least in part upon a firing history of a set of preceding firing opportunities.

7. A method as recited in claim 6 wherein the set of preceding firing opportunities includes in the range of 1-7 immediately preceding firing decisions.

8. A method as recited in claim 1 wherein the slip of the drive train component associated with each firing opportunities further varies based on whether an immediately preceding cylinder was fired or not fired.

9. A method as recited in claim 1 wherein the slip of the drive train component based at least in part upon a selected firing decision or a selected set of firing decisions.

10. A method as recited in claim 1 wherein the slip of the drive train component is further based at least in part upon the frequency component of the firing fraction, firing pattern or firing sequence.

11. A method of mitigating vibration during skip fire operation of an engine in a vehicle having a power train that includes a torque converter clutch, the method comprising:

operating an engine in a skip fire operational mode; and

modulating slip of a torque converter clutch (TCC) based at least in part upon selected skip/fire decisions associated with particular firing opportunities, wherein relatively higher TCC slip values are used any time a firing is commanded that follows a skip and relatively lower TCC slip values are used any time a skip is commanded.

12. A method as recited in claim 11 wherein the torque converter slip modulation also varies as a function of at least one engine operational parameter selected from or indicative of one selected from the group consisting of engine speed and mass air charge.

13. A method as recited in claim 11 wherein the torque converter slip modulation also varies as a function of at least one of:

transmission gear;

an operational state of the transmission;

a differential lockup state;

a measured vibration;

an estimated vibration;

estimated or measured acoustics; and

an estimated or measured road disturbance.

14. A method as recited in claim 11 wherein the slip of the torque converter clutch is based at least in part upon a set of skip/fire decisions including the selected skip/fire decision and one or more preceding skip/fire decisions corresponding to a set of firing opportunities immediately preceding the particular firing opportunity.

15. A powertrain controller comprising:

a firing controller configured to at least sometimes direct an engine to operate in a skip fire operational mode; and

a power train component controller arranged to control the slip of a power train component based at least in part upon one or more individual skip/fire decisions, wherein during selected skip fire operation, the power train component controller is arranged to determine the slip of the drive train component dynamically on an individual firing opportunity by firing opportunity basis, and to command relatively higher TCC slip values any time a firing is commanded that follows a skip and relatively lower TCC slip values any time a skip is commanded.

16. A powertrain controller as recited in claim 15 wherein the power train component controller is further arranged to command relatively intermediate TCC slip values any time a firing is commanded that follows another firing.

17. A powertrain controller as recited in claim 15 wherein the power train component controller is a torque converter clutch controller.

18. A powertrain controller as recited in claim 15, wherein the firing controller and the power train component controller are embodied as separate discrete devices.

19. A powertrain controller as recited in claim 15 wherein the power train component controller is further arranged to modulate the slip of the power train component as a function of engine speed.

20. A powertrain controller as recited in claim 15 wherein the power train component controller is further arranged to modulate the slip of the power train component as a function of an operational engine parameter representative of the output of each fired cylinder.

21. A powertrain controller as recited in claim 15 wherein the power train component controller is further arranged to vary the slip of the power train component as a function of at least one of:

transmission gear;

an operational state of the transmission;

a differential lockup state;

a measured or estimated vibration;

estimated or measured acoustics; and

an estimated or measured road disturbance.

22. A powertrain controller as recited in claim 15 wherein the slip of the power train component is further based at least in part upon a firing history of a set of immediately preceding firing opportunities.

23. A vehicle powertrain comprising:

an engine;

an engine controller arranged to operate the engine in a skip fire operational mode;

a transmission; and

a torque converter clutch; and

a torque converter clutch control block arranged to modulate the slip of the torque converter clutch as a function of a set of skip/fire decisions including the selected skip/fire decision and one or more preceding skip/fire decisions corresponding to a set of firing opportunities immediately preceding the particular firing opportunity.

24. A vehicle powertrain as recited in claim 23 wherein the torque converter control block is configured to command relatively higher slip values any time a firing is commanded that follows a skip and relatively lower slip values any time a skip is commanded.

25. A vehicle powertrain as recited in claim 23 wherein the torque converter clutch control block is further arranged to modulate the slip of the torque converter clutch as a function of engine speed.

26. A vehicle powertrain as recited in claim 23 wherein the torque converter clutch control block is further arranged to modulate the slip of the torque converter clutch as a function of at least one operational engine parameter representative of the output of each fired cylinder.

27. A vehicle powertrain as recited in claim 26 wherein the at least one operational engine parameter is selected from the group consisting of:

mass air charge;

manifold pressure;

cylinder charge;

ignition timing;

fuel injection timing;

cam phase;

intake valve opening and closing timing; and

exhaust valve opening and closing timing.