Manifold pressure and air charge model

• US 9,945,313 B2
• Filed: 03/11/2013
• Issued: 04/17/2018
• Est. Priority Date: 03/11/2013
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: Kotwicki, Allan J., Van Ess, Joel D.
• Primary Examiner(s): Low, Lindsay
• Assistant Examiner(s): Picon-Feliciano, Ruben
• Application Number:
  US13/794,157
• Publication Number:
  US 20140251282A1
• Time in Patent Office: 1,863 Days
• Field of Search: 123434, 123445, 123472, 123478, 123481
• CPC Class Codes: F02D 2200/0402 the parameter being determined by using a model of the engine intake or its components
• CPC Class Codes: F02D 2200/0408 Estimation of intake manifold pressure
• CPC Class Codes: F02D 35/028 by determining the combustion timing or phasing
• CPC Class Codes: F02D 41/18 by measuring intake air flow

Abstract

In one aspect, an engine controller for an engine including multiple working chambers is described. The engine controller includes a mass air charge determining unit that estimates a mass air charge or amount of air to be delivered to a working chamber. Firing decisions made for a firing window of one or more firing opportunities are used to help determine the mass air charge. The engine controller also includes a firing controller, which is arranged to direct firings to deliver a desired output. Fuel is delivered to a working chamber based on the estimated mass air charge.

Claims

1. An engine controller arranged to direct skip fire operation of an internal combustion engine having a plurality of working chambers and an intake manifold, the engine controller comprising:

a firing controller arranged to direct operation of the engine in a skip fire mode, the firing controller being arranged to direct a sequence of skip fire firings that delivers a desired engine output while operating at a first effective displacement, wherein during operation of the engine in the skip fire mode at the first effective displacement, a selected one of the working chambers will sometimes be skipped during a first firing opportunity of the selected working chamber and sometime be fired during an immediately following second firing opportunity of the selected working chamber; and

a mass air charge determining unit that is arranged to, for each fired firing opportunity of the plurality of working chambers;

(i) determine a number of firings of all of the working chambers that will have taken place within a designated window corresponding to a fixed number of firing opportunities that immediately preceded such fired firing opportunity;

(ii) determine a firing ratio wherein the firing ratio is a ratio of firings to firing opportunities in the window with the ratio being fractionally less than or equal to 1; and

(iii) estimate a mass air charge based on the firing ratio wherein the mass air charge estimation takes into account fluctuations of intake manifold pressure resulting from skipped firing opportunities; and

cause fuel to be delivered to the working chamber associated with the fired firing opportunity for which the estimated mass air charge was determined based on the estimated mass air charge.

2. An engine controller as recited in claim 1 wherein

a measurement of air flow into the intake manifold is used in the estimation of the mass air charge.

3. An engine controller as recited in claim 1 wherein:

the firing ratio is determined by the number of firing events in the firing window, and the firing window includes a number of firing opportunities equal to the number of working chambers that the internal combustion engine has.

4. An engine controller as recited in claim 1 wherein:

the mass air charge determining unit estimates a manifold absolute pressure; and

the estimated mass air charge is calculated using the estimated manifold absolute pressure.

5. An engine controller as recited in claim 4, wherein the firing ratio will sometimes be different for different sequential fired firing opportunities during operation at the first effective displacement.

6. An engine controller as recited in claim 5 wherein:

the estimated manifold absolute pressure is based on at least one selected from the group consisting of the intake valve opening and closing timing, the engine speed, and the manifold air temperature; and

the estimated mass air charge is calculated using the estimated manifold absolute pressure.

7. An engine controller as recited in claim 5 wherein the estimated mass air charge is calculated without input from a sensor that directly reads the pressure within an intake manifold.

8. An engine controller as recited in claim 1 wherein the estimated mass air charge is calculated on a firing opportunity by firing opportunity basis.

9. An engine controller as recited in claim 1 wherein the firing controller is arranged to direct firings in a skip fire manner such that at least one selected working cycle of at least one selected working chamber is deactivated and at least one selected working cycle of at least one selected working chamber is fired wherein individual working chambers are sometimes deactivated and sometimes fired.

10. An engine controller as recited in claim 1 wherein the firing window is used to help determine the firing ratio and the mass air charge, the firing window including one or more firing opportunities, each firing opportunity involving a skip or a fire, wherein a skip and a fire each have a different effect on a calculation of the estimated mass air charge.

11. An engine controller as recited in claim 1 wherein the mass air charge determining unit is further arranged to:

calculate a first amount of air that comes into the intake manifold based on input from a mass air flow sensor;

calculate a second amount of air that goes out of the intake manifold based on the firing ratio;

calculate an estimated manifold absolute pressure based on the first and second calculated amounts of air; and

calculate the estimated mass air charge based on the estimated manifold absolute pressure.

12. An engine controller as recited in claim 1 wherein the working chambers are individually controlled and a firing decision is made for each individual working chamber in real time.

13. An engine controller arranged to direct skip fire operation of an internal combustion engine having a plurality of working chambers and an intake manifold, the engine controller comprising:

a firing controller arranged to direct operation of the engine in a skip fire mode, the firing controller being arranged to direct a sequence of skip fire firings that delivers a desired engine output while operating at a first effective displacement, wherein during operation of the engine in the skip fire mode at the first effective displacement, a selected one of the working chambers will sometimes be skipped during a first firing opportunity of the selected working chamber and sometime be fired during an immediately following firing opportunity of the selected working chamber; and

a mass air charge determining unit that is arranged to, for each fired firing opportunity of the plurality of working chambers;

(i) count the number of firings that occur during a window of two or more firing opportunities of the plurality of working chambers that immediately preceded such fired firing opportunity;

(ii) calculate a firing ratio based at least in part on the number of counted firings and the number of firing opportunities in the window, the firing ratio being a ratio less than or equal to one, wherein the firing ratio will sometimes be different for different sequential fired firing opportunities during operation of the engine at the first effective displacement; and

(iii) estimate a mass air charge based on the firing ratio which takes into account fluctuations of intake manifold pressure resulting from skipped firing opportunities, wherein the estimated mass air charge is calculated without input from a sensor that directly reads the pressure within an intake manifold.

14. An engine controller as recited in claim 13 wherein:

the mass air charge determining unit estimates a manifold absolute pressure; and

the estimated mass air charge is calculated using the estimated manifold absolute pressure.

15. An engine controller as recited in claim 14 wherein the estimated manifold absolute pressure is based on a determination that a skip in the firing window contributes to a rise in the estimated manifold absolute pressure.

20. An engine controller as recited in claim 13 wherein the firing ratio will sometimes be different for different sequential fired firing opportunities during operation of the engine at the first effective displacement.

21. An engine controller as recited in claim 20 wherein:

the mass air charge determining unit estimates a manifold absolute pressure; and

the estimated mass air charge is calculated using the estimated manifold absolute pressure; and

the estimation of the manifold absolute pressure is based on a determination that each firing decision made for the firing window that involves skipping a firing opportunity contributes to a rise in the estimated manifold absolute pressure.

16. A method for control of an internal combustion engine having a plurality of working chambers during skip fire operation of the engine, wherein during skip fire operation of the engine at a first effective displacement, a selected one of the working chambers will sometimes be skipped during a first firing opportunity of the selected working chamber and sometime be fired during an immediately following firing opportunity of the selected working chamber, the method comprising:

measuring air flow into an intake manifold;

determining an intake valve timing;

determining an exhaust valve timing;

sensing an engine speed;

determining a manifold air temperature; and

for each fired firing opportunity of the plurality of working chambers during the skip fire operation of the engine,

(i) determining a number of firings that took place in a window of a plurality of firing opportunities that immediately preceded such fired firing opportunity;

(ii) calculating a firing ratio, wherein the firing ratio indicates a ratio of firings to firing opportunities in the window, the ratio being less than or equal to one; and

(iii) calculating a mass air charge for such fired firing opportunity based at least in part on the measured air mass flow, the firing ratio, the engine speed, and the manifold air temperature wherein the calculation of the mass air charge takes into account fluctuations of intake manifold pressure resulting from skipped firing opportunities; and

(iv) delivering fuel to such working chamber based on the calculated mass air charge.

17. A method as recited in claim 16 wherein calculating the firing ratio comprises determining the number of firings over an interval of firing opportunities.

18. A method as recited in claim 16 wherein a cam position is used to determine the intake valve timing and the exhaust valve timing.

19. A method as recited in claim 16 wherein an estimated manifold absolute pressure is determined as part of the mass air charge calculation.