Coordination of vehicle actuators during firing fraction transitions

• US 9,878,718 B2
• Filed: 10/07/2016
• Issued: 01/30/2018
• Est. Priority Date: 06/23/2016
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated (BorgWarner Incorporated)
• Original Assignee: Tula Technology, Incorporated (BorgWarner Incorporated)
• Inventors: Serrano, Louis J., Carlson, Steven E.
• Primary Examiner(s): LE, HUAN G
• Application Number:
  US15/288,847
• Publication Number:
  US 20170369063A1
• Time in Patent Office: 480 Days
• CPC Class Codes: B60W 10/023 Fluid clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 30/188 Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: F02D 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2250/21 during a transition between engine operation modes or states
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/0215 in relation with elements of the transmission
• CPC Class Codes: F02P 5/145 using electrical means
• CPC Class Codes: F02P 5/1504 with particular means during a transient phase, e.g. acceleration, deceleration, gear change during starting F02P5/1506
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A variety of methods and arrangements are described for controlling transitions between firing fractions during skip fire and potentially variable displacement operation of an engine. In general, actuator first transition strategies are described in which an actuator position (e.g., cam phase, TCC slip, etc.) is changed to, or close to a target position before i corresponding firing fraction change is implemented. When the actuator change associated with a desired firing fraction change is relatively large, the firing fraction change is divided into a series of two or more firing fraction change steps. A number of intermediate target selection schemes are described as well.

Claims

1. A method of managing firing fraction transitions in a vehicle having a powertrain, the powertrain including an engine and a drivetrain, the drivetrain including an adjustable slip drivetrain component, the method comprising:

while the engine is operating at a first firing fraction and the adjustable slip drivetrain component is operating at a first drivetrain slip, determining a requested second firing fraction that is different than the first firing fraction, the second firing fraction having an associated second drivetrain slip and an associated second drivetrain slip transition threshold that is higher than the first drivetrain slip;

initiating a transition from the first drivetrain slip towards the second drivetrain slip;

transitioning to a target firing fraction that is different than the first and second firing fractions, the target firing fraction (i) being selected from a set of available firing fractions capable of delivering a requested engine output, and (ii) having an associated target drivetrain slip transition threshold that is less than the second drivetrain slip transition threshold; and

after transitioning to the target firing fraction, transitioning to the second firing fraction, and

wherein each firing fraction transition is constrained to only occur when an actual driveline slip is at least as high as the associated drivetrain slip transition threshold.

2. The method as recited in claim 1 wherein when the requested second firing fraction is higher than the first firing fraction, the selected target firing fraction is the lowest available firing fraction capable of delivering the requested engine output that has an associated driveline slip transition threshold that is not more than the first drivetrain slip.

3. The method as recited in claim 1 wherein when the requested second firing fraction is lower than the first firing fraction, the selected target firing fraction is an intermediate firing fraction between the first and second firing fractions.

4. The method as recited in claim 3 wherein the selected target firing fraction is the lowest available firing fraction capable of delivering the requested engine output that has an associated driveline slip transition threshold that is not more than the first drivetrain slip.

5. The method as recited in claim 3 wherein the selected target firing fraction has an associated drivetrain slip transition threshold between the first driveline slip and the second driveline slip threshold.

6. The method as recited in claim 1 wherein the adjustable slip drivetrain component is a torque converter clutch (TCC).

7. The method as recited in claim 1 wherein:

an engine controller that directs the firing fraction transitions has a defined set of potential operational firing fractions;

at various particular operating conditions, only an associated subset of the potential operational firing fractions are designated as candidates for use;

the firing fraction candidates for use do not always include all of the potential operational firing fractions that are capable of delivering the requested engine output; and

the target firing fraction is selected from the firing fraction candidates for use at current operating conditions.

8. The method as recited in claim 1 wherein during each firing fraction transition, a commanded air charge is changed during the transition in a manner that helps provide a desired engine output throughout the transition.

9. The method as recited in claim 1 wherein when the requested firing fraction changes during a transition to a new requested firing fraction, the adjustable slip drivetrain component is commanded to begin transitioning to a driveline slip associated with the new requested firing fraction.

10. The method as recited in claim 1 wherein the set of available firing fractions only includes fractions having a denominator that is not greater than nine and a firing fraction of one.

11. A method of controlling an engine in a vehicle having a powertrain, the powertrain including the engine and a drivetrain, the drivetrain including an adjustable slip drivetrain component, the method comprising:

while the engine is operating at a first firing fraction having an associated first drivetrain component slip, determining a desired second firing fraction and an associated second drivetrain component slip, the second drivetrain component slip being different than the first drivetrain component slip;

initiating a transition from the first drivetrain component slip to the second drivetrain component slip;

after an actual drivetrain component slip is at or within a predetermined range of the second drivetrain component slip, transitioning to the second firing fraction, wherein the transition to the second firing fraction is initiated only after the actual drivetrain component slip is at or within the predetermined range of the second drivetrain component slip; and

directing operation of the engine during the transitions to deliver a requested output, whereby an actual commanded firing fraction gradually changes over the course of the transition from the first firing fraction to the second firing fraction.

12. A method of controlling an engine in a vehicle having a powertrain, the powertrain including the engine and a drivetrain, the drivetrain including an adjustable slip drivetrain component, the method comprising:

(a) while the engine is operating at a first firing fraction and the adjustable slip drivetrain component is operating at a first drivetrain slip, determining a requested second firing fraction that is different than the first firing fraction, the second firing fraction having an associated second drivetrain slip, the second drivetrain slip being higher than the first drivetrain slip;

(b) initiating a transition from the first drivetrain slip to the second drivetrain slip;

(c) identifying a target firing fraction that is different than the first and second firing fractions from a set of available firing fractions capable of delivering a requested engine output, the target firing fraction having an associated target drivetrain slip that is less than the second drivetrain slip;

(d) transitioning to the target firing fraction, wherein the transition to the target firing fraction is constrained to only occur when an actual driveline slip is at least as high as a target driveline slip threshold associated with the target firing fraction; and

(e) after transitioning to the target firing fraction, transitioning to the second firing fraction, wherein the transition to the second firing fraction is constrained to only occur when the actual driveline slip is at least as high as a second driveline slip threshold associated with the second firing fraction; and

(f) directing operation of the engine during the transitions to deliver the requested engine output.

13. The method as recited in claim 12 further comprising:

(a) after transitioning to the target firing fraction, transitioning to a next target firing fraction from the set of available firing fractions capable of delivering the requested engine output, the next target firing fraction having an associated driveline slip threshold that is higher than the target driveline slip threshold associated with the target firing fraction and no more than the second driveline slip threshold, wherein the transition to the next target firing fraction is constrained to only occur when an actual driveline slip is at least as high as the next target driveline slip threshold; and

(b) iteratively repeating (a) until the second firing fraction is reached.

14. The method as recited in clam 12 wherein the adjustable slip drivetrain component is a torque converter clutch (TCC).

15. A method of controlling an engine in a vehicle having a powertrain, the powertrain including the engine and a drivetrain, the drivetrain including a torque converter clutch (TCC), the method comprising:

(a) while the engine is operating at a first firing fraction and the torque converter is operating at a first slip, determining a requested firing fraction that is lower than the first firing fraction, the requested firing fraction being a second firing fraction having an associated second torque converter slip, the second torque converter slip being higher than the first torque converter slip;

(b) initiating a transition from the first torque converter slip to the second torque converter slip;

(c) selecting an intermediate firing fraction that is between the first and second firing fractions, the intermediate firing fraction having an associated torque converter slip;

(d) identifying the selected intermediate firing fraction as a target firing fraction;

(e) transitioning to the target firing fraction, wherein the transition to the target firing fraction is constrained to only occur when an actual torque converter slip is at least as high as, or within a predetermined range of the torque converter slip associated with the target firing fraction;

(f) when the target firing fraction is not the second firing fraction, selecting a next firing fraction having an associated next torque converter slip and setting the target firing fraction to be the next firing fraction;

(g) iteratively repeating (e) and (f) until the requested firing fraction is reached; and

(h) directing operation of the engine during the transitions to deliver a requested output.

16. The method as recited in claim 15 wherein the intermediate firing fraction is determined by selecting a lowest firing fraction candidate that has an associated torque converter slip that is no greater than or within a predefined range of the first torque converter slip at current operating conditions.

17. The method as recited in claim 16 wherein the next firing fraction is determined by selecting the lowest firing fraction candidate that has an associated torque converter slip within a predefined range of a then current target torque converter slip.

18. The method as recited in claim 15 wherein:

an engine controller that directs the firing fraction transitions has a defined set of firing fraction candidates;

each target firing fraction is selected from the firing fraction candidates for use at current operating conditions.

19. A powertrain controller arranged to direct skip fire operation of an engine and to direct a slip setting of a drivetrain component, the powertrain controller being configured to:

direct operation of the engine at a first firing fraction and direct operation of the drivetrain component at a first slip;

while the engine is operating at the first firing fraction and the adjustable slip drivetrain component is operating at the first drivetrain slip, determine a requested second firing fraction that is different than the first firing fraction, the second firing fraction having an associated second drivetrain slip and an associated second drivetrain slip transition threshold that is higher than the first drivetrain slip;

initiate a transition from the first drivetrain slip towards the second drivetrain slip;

direct transition to a target firing fraction that is different than the first and second firing fractions, the target firing fraction (i) being selected from a set of available firing fractions capable of delivering a requested engine output, and (ii) having an associated target drivetrain slip transition threshold that is less than the second drivetrain slip transition threshold; and

after directing transition to the target firing fraction, direct transition to the second firing fraction, wherein each firing fraction transition is only directed when an actual driveline slip is at least as high as the associated drivetrain slip transition threshold.

20. The powertrain controller as recited in claim 19, wherein the powertrain controller has a defined set of potential operational firing fractions;

at various particular operating conditions, only an associated subset of the potential operational firing fractions are designated as candidates for use;

the firing fraction candidates for use do not always include all potential operational firing fractions that are capable of delivering the requested engine output; and

each target firing fraction is selected from the firing fraction candidates for use at current operating conditions.

21. A powertrain controller arranged to direct skip fire operation of an engine and to direct a slip setting of a drivetrain component, the powertrain controller being configured to:

direct operation of the engine at a first firing fraction and operation of the first drivetrain component at a first drivetrain component slip;

while the engine is operating at the first firing fraction and the first drivetrain component is operating at the first drivetrain component slip, determine a desired second firing fraction and an associated second drivetrain component slip, the second drivetrain component slip being different than the first drivetrain component slip;

initiate a transition from the first drivetrain component slip to the second drivetrain component slip;

after an actual drivetrain component slip is at or within a predetermine range of the second drivetrain component slip, direct a transition to the second firing fraction, wherein the transition to the second firing fraction is initiated only after the actual drivetrain component slip is at or within the predetermined range of the second drivetrain component slip; and

direct operation of the engine during the drivetrain component slip and firing fraction transitions to deliver a requested output.