Method and system for selective cylinder deactivation

• US 9,976,500 B2
• Filed: 09/09/2015
• Issued: 05/22/2018
• Est. Priority Date: 10/20/2014
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: McConville, Gregory Patrick
• Primary Examiner(s): Chang, Ching
• Application Number:
  US14/849,218
• Publication Number:
  US 20160108834A1
• Time in Patent Office: 986 Days
• Field of Search: 123 9015, 123 9017
• CPC Class Codes: F02D 13/0219 by shifting the phase, i.e. the opening periods of the valves are constant
• CPC Class Codes: F02D 13/06 Cutting-out cylinders
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2041/0012 with selective deactivation of cylinders
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

Methods and systems are provided for adjusting a cylinder deactivation pattern to improve camshaft phasing. In response to a request for actuating a camshaft phaser of a variable cam timing device, a cylinder deactivation pattern is adjusted by reactivating cylinders that were deactivated while deactivating other cylinders that were active, while maintaining a total number of deactivated/active cylinders. Cylinders are selected for reactivation or deactivation based on their individual camshaft torsion signatures so that sufficient cam torque is generated to actuate the phaser and provide the requested phasing.

Claims

1. A method for an engine, comprising:

deactivating one or more individual cylinder valve mechanisms according to a cylinder pattern; and

reactivating one or more individual cylinder valve mechanisms in response to a request for a cam phasing,

the cylinder pattern including a first and a second deactivated cylinder and a third active cylinder, wherein reactivating one or more individual cylinder valve mechanisms includes reactivating the individual cylinder valve mechanism of the first cylinder while maintaining the individual cylinder valve mechanism of the second cylinder deactivated.

2. The method of claim 1, wherein the request for cam phasing includes a request to advance or retard cam timing, and wherein the reactivation of the one or more individual cylinder valve mechanisms is in response to the request being a request to advance and/or retard cam phasing from a current cam phasing.

3. The method of claim 1, further comprising adjusting the cam phasing with a cam torque actuated actuator.

4. The method of claim 1, wherein the cylinder pattern includes a total number of deactivated/active cylinders.

5. The method of claim 1, wherein the cylinder pattern is selected responsive to an engine load.

6. The method of claim 1, wherein reactivating the one or more individual cylinder valve mechanisms further includes deactivating the individual cylinder valve mechanism of the third active cylinder while reactivating the individual cylinder valve mechanism of the first cylinder to maintain a total number of deactivated/active cylinders of the cylinder pattern.

7. A method, comprising:

operating an engine in a first mode with a first cylinder deactivation pattern wherein, in response to a first request for a cam phasing, an individual cylinder valve mechanism of a deactivated cylinder is reactivated;

operating the engine in a second mode with a second, different cylinder deactivation pattern wherein, in response to a second request for a cam phasing, an individual cylinder valve mechanism of a deactivated cylinder is maintained deactivated;

wherein the first and second cylinder deactivation patterns each has a common total number of deactivated/active cylinders, and wherein a first set of cylinders of the first cylinder deactivation pattern is distinct from a second set of cylinders of the second cylinder deactivation pattern;

wherein operating the engine in the first mode further includes, while reactivating the individual cylinder valve mechanism of the deactivated cylinder, deactivating an individual cylinder valve mechanism of an active cylinder; and

selecting the active cylinder for deactivation during the first mode based on at least one of a timing and an amplitude of camshaft torsionals generated by the active cylinder.

8. The method of claim 7, wherein selecting based on at least one of a timing and an amplitude of camshaft torsionals generated by the active cylinder includes selecting based on at least one of the amplitude of the camshaft torsionals generated by the active cylinder being lower than a threshold and the timing of the camshaft torsionals generated by the active cylinder being offset from a timing of the cam phasing.

9. The method of claim 7, further comprising selecting the deactivated cylinder for reactivation during the first mode based on an expected timing and amplitude of camshaft torsionals generated by the deactivated cylinder upon reactivation.

10. A method for an engine, comprising:

deactivating an individual cylinder valve mechanism according to a cylinder pattern, and reactivating the individual cylinder valve mechanism via a cam-torque actuated phaser coupled to a camshaft in response to a request for a cam phasing and a required cam torque for the cam phasing.

11. The method of claim 10, wherein reactivating the individual cylinder valve mechanism via the cam-torque actuated phaser comprises actuating the cam-torque actuated phaser.

12. The method of claim 10, further comprising estimating the cam torque required in response to the request for a cam phasing.

13. The method of claim 12, further comprising selecting a deactivated cylinder for reactivation based on a sum of camshaft torsion amplitudes of reactivated cylinders relative to an estimated cam torque.

14. The method of claim 13, further comprising selecting an active cylinder for deactivation based on a sum of camshaft torsion amplitudes of active cylinders relative to the estimated cam torque.

15. The method of claim 14, further comprising comparing the sum of camshaft torsion amplitudes of the active cylinders to the estimated cam torque and selecting the active cylinder for deactivation based on the sum of camshaft torsion amplitudes of the active cylinders being lower than the estimated cam torque.

16. The method of claim 14, further comprising comparing the sum of camshaft torsion amplitudes of the active cylinders to the estimated cam torque and maintaining activation of the active cylinder based on the sum of camshaft torsion amplitudes of the active cylinders being higher than the estimated cam torque.