Torque converter clutch lockup during skip-fire operation

• US 9,422,880 B2
• Filed: 05/05/2015
• Issued: 08/23/2016
• Est. Priority Date: 08/13/2012
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Phillips, Andrew W., Carlson, Steven E.
• Primary Examiner(s): Gimie, Mahmoud
• Application Number:
  US14/704,630
• Publication Number:
  US 20150232103A1
• Time in Patent Office: 476 Days
• Field of Search: 123/350, 123/481, 123/325, 123/332, 123/198.F, 701/111, 701/112, 477/39, 477/181
• US Class Current: 1/1
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/026 of lock-up clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• 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 13/06 Cutting-out cylinders
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 29/02 peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
• 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 41/123 the fuel injection being cut-off
• CPC Class Codes: F02D 41/18 by measuring intake air flow
• CPC Class Codes: F02P 5/1512 with particular means concerning an individual cylinder
• CPC Class Codes: F16H 2061/145 for controlling slip, e.g. approaching target slip value
• CPC Class Codes: F16H 61/143 using electric control means

Abstract

A variety of methods and arrangements for determining conditions when an engine-decoupling friction interface may be locked-up during skip-fire operation of an internal combustion engine are described. In some embodiments, the engine-decoupling friction interface is the lockup clutch of a torque converter situated in a powertrain that transmits motive power from the engine to a wheel. Rotation of the wheel causes vehicle motion.

Claims

1. A method of operating a vehicle having an internal combustion engine and a powertrain, wherein the powertrain includes an engine-decoupling friction interface and has one or more resonant frequencies of concern, the method comprising:

operating the engine in a skip-fire manner to supply motive power to move the vehicle;

transferring the engine motive power through the friction interface;

while the engine is operating in the skip-fine manner, automatically determining whether current skip-fire operating conditions are suitable for locking-up the friction interface, wherein the friction interface lock-up determination is based at least in part on current engine speed and current skip-fire firing fraction and is arranged to ensure that a current combustion frequency does not incite any of the one or more resonant frequencies of concern; and

locking-up the friction interface during operation in the skip-fire manner when it is determined that current skip fire operating conditions are suitable for locking-up the friction interface.

2. The method of claim 1 wherein the engine-decoupling friction interface is selected from the group consisting of:

a lockup clutch of a torque converter;

an input clutch of an automated manual transmission;

an input clutch of a dual-clutch transmission.

3. A method as recited in claim 1 wherein the friction interface is locked-up only when the current skip-fire operation conditions produce little or no vibration at the resonant frequencies of concern.

4. A method as recited in claim 1 wherein the skip-fire operation conditions suitable for locking-up the friction interface are predetermined.

5. A method as recited in claim 1 wherein the powertrain includes a multi-speed transmission.

6. A method as recited in claim 1 wherein the determination of whether the current skip-fire operating conditions are suitable for locking-up the friction interface is further based in part on the current transmission gear setting.

7. A method as recited in claim 1 wherein:

the powertrain absorbs vibrations at a specified tuned absorber frequency; and

the friction interface is at least sometimes locked-up when current skip-fire operation conditions predominately produce vibration frequencies in the vicinity of the tuned absorber frequency of the powertrain.

8. A method as recited in claim 1 wherein:

the resonant frequencies of concern include first and second powertrain resonant frequencies, the second powertrain resonant frequency being a higher frequency than the first powertrain resonant frequency; and

the friction interface is at least sometimes locked-up when current skip-fire operation conditions predominately produce vibration frequencies at frequencies above the second powertrain resonance frequency.

9. A method as recited in claim 1 where there is no slip in the friction interface when the friction interface is locked-up.

10. A method as recited in claim 2 where the friction interface is a torque converter clutch and the slip in the torque converter clutch is less than a value selected from the group consisting of 5, 10, and 20 revolutions per minute when the torque converter clutch is locked-up.

11. A method as recited in claim 1 where the determination of whether current skip-fire operation conditions are suitable for locking-up the friction interface is determined from a library of known acceptable conditions.

12. A method as recited in claim 1 where the determination of whether current skip-fire operation conditions are suitable for locking-up the friction interface is determined algorithmically based at least in part on the engine speed.

13. A method as recited in claim 1 where operating the engine in a skip-fire manner includes selecting a firing sequence which delivers substantially the required average torque and avoids generating frequencies at powertrain resonances.

14. A method as recited in claim 1 wherein the determination of whether the current skip-fire operating conditions are suitable for locking-up the friction interface is further based in part on the current per cylinder torque.

15. A method as recited in claim 1 wherein the powertrain includes a continuously variable transmission.

16. A method of operating a vehicle having an internal combustion engine and a powertrain, wherein the powertrain includes an engine-decoupling friction interface, the method comprising:

determining a set of available skip fire firing fractions capable of delivering a currently requested engine output each available skip fire firing fraction having an associated friction interface slip at current operating conditions;

selecting an operational skip fire firing fraction from a set of available skip fire firing fractions that are capable of delivering the desired engine output, wherein the selection of the operational skip fire firing fraction is based in part on the friction interface slip associated with the selected operational skip fire firing fraction indicating that the friction interface may be locked-up during operation at the current operating conditions;

operating the engine at the selected operational skip fire firing fraction to supply motive power to move the vehicle;

transferring the engine motive power through the friction interface;

locking-up the friction interface so that losses in the engine-decoupling friction interface are minimized so as to provide overall optimum vehicle fuel efficiency.

17. A method of operating a vehicle having an internal combustion engine and a powertrain, wherein the powertrain has a specified tuned absorber frequency and includes an engine-decoupling friction interface, the method comprising:

determining a set of available skip fire firing fractions capable of delivering a currently requested engine output;

selecting an operational firing fraction from the set of available skip fire firing fractions, wherein the selected operational firing fraction has a characteristic frequency close to the specified tuned absorber frequency at a current engine speed; and

locking-up the friction interface while operating at the selected operational firing fraction.

18. A method as recited in claim 17 wherein the selected operational firing fraction is not the lowest available firing fraction in the set of available skip fire firing fractions capable of delivering the currently requested engine output.