Autonomous driving with dynamic skip fire

• US 9,983,583 B2
• Filed: 08/08/2017
• Issued: 05/29/2018
• Est. Priority Date: 08/11/2016
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated (BorgWarner Incorporated)
• Original Assignee: Tula Technology, Incorporated (BorgWarner Incorporated)
• Inventors: Subramanian, Ram, Serrano, Louis J., Younkins, Matthew A.
• Primary Examiner(s): Black, Thomas G
• Assistant Examiner(s): Kong, Sze-Hon
• Application Number:
  US15/672,132
• Publication Number:
  US 20180046184A1
• Time in Patent Office: 294 Days
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/30 including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
• CPC Class Codes: B60W 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 2556/65 Data transmitted between vehicles
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2720/103 Speed profile
• CPC Class Codes: B60W 30/1882 characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: B60W 30/1886 Controlling power supply to auxiliary devices
• 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 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2200/501 Vehicle speed
• 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 41/1402 Adaptive control
• CPC Class Codes: F02P 5/1512 with particular means concerning an individual cylinder
• CPC Class Codes: G05D 1/0005 with arrangements to save energy
• CPC Class Codes: G05D 1/0061 for transition from automatic pilot to manual pilot and vice versa
• CPC Class Codes: G08G 1/22 : Platooning, i.e. convoy of communicating vehicles
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles

Abstract

The present invention relates generally to techniques for improving fuel efficiency of a vehicle powered by an internal combustion engine capable of operating at various displacement levels. An autonomous driving unit or cruise controller selects when possible an engine torque output that corresponds to a fuel efficient displacement level. The resultant vehicle speed profile and NVH level is acceptable to vehicle occupants.

Claims

1. A method of controlling the operation of an engine, the method comprising:

determining a desired engine torque;

determining a proposed effective operational displacement from a plurality of potentially available effective operational displacements suitable for delivering the desired engine torque, the proposed effective operational displacement being the most fuel efficient effective operational displacement among the plurality of potentially available effective operational displacements;

determining whether there is an alternative effective operational displacement available that is capable of delivering an alternative engine torque that has a better associated fuel economy than delivering the desired engine torque at the proposed effective displacement, the alternative engine torque being different than the desired engine torque but within a designated range of the desired engine torque; and

when it is determined that an alternative engine torque that is within the designated range of the desired engine torque exists that has better fuel economy than the desired engine torque, determining whether the alternative engine torque is suitable for current use, and if so, directing operation of the engine to operate at the alternative effective operational displacement to deliver the alternative engine torque.

2. A method as recited in claim 1 wherein the engine has a multiplicity of effective operational displacements and at least one of the multiplicity of effective operational displacements that is capable of delivering the desired engine torque is not included in the set of potentially available effective operational displacements under current operating conditions based on NVH or drivability concerns.

3. A method as recited in claim 1 wherein the desired engine torque includes a desired drive torque component indicative of an amount of torque desired to propel a vehicle and a desired auxiliary torque component indicative of an amount of torque desired to power operation of one or more auxiliary devices, the method further comprising:

automatically reducing the auxiliary torque allocated to the one or more auxiliary devices by an amount that at least partially compensates for the reduction in torque caused by operation at the alternative engine torque.

4. A method as recited in claim 3 wherein the one or more auxiliary devices that is allocated a reduced amount of torque includes at least one selected from the group consisting of an air conditioner, an alternator, and a generator.

5. A method as recited in claim 1 wherein:

the engine is a power source for a vehicle controlled by an autonomous driving unit, the engine being a part of a powertrain for the vehicle;

the desired engine torque includes a desired drive torque component indicative of an amount of torque desired to propel the vehicle; and

operation at the alternative engine torque causes less than the desired drive torque to be delivered by the powertrain.

6. A method as recited in claim 1 wherein the engine is a power source for a hybrid vehicle that also includes an electric motor/generator and wherein the difference between the torque generated by operation at the alternative engine torque and the desired engine torque is supplied by the electric motor/generator to thereby cause the engine and the electric motor/generator to cooperatively deliver a torque equivalent to the desired engine output.

7. A method as recited in claim 1 wherein the alternative effective operational displacement must have a specific fuel consumption that is at least a designated amount or percentage better than the proposed effective operational displacement for the alternative effective operational displacement to be deemed suitable for use under the current operating conditions.

8. A method as recited in claim 1 performed while the engine is operating in a skip fire operational mode and the proposed effective operational displacement and the alternative effective operational displacement correspond to different operational firing fractions, the firing fraction for the alternative effective operational displacement being lower than the firing fraction for the proposed effective operational displacement.

9. A method of controlling the operation of an engine, the method comprising:

determining a desired engine torque;

determining a proposed effective operational displacement from a plurality of potentially available effective operational displacements suitable for delivering the desired engine torque, the proposed effective operational displacement being the most fuel efficient effective operational displacement among the plurality of available effective operational displacements;

determining whether there is an alternative effective operational displacement that is capable of delivering an alternative engine torque that is within a designated range of the desired engine torque with better fuel economy than would be provided by operation at the proposed effective operational displacement, the alternative engine torque being different than the desired engine torque; and

when it is determined that an alternative effective operational displacement that is capable of delivering an alternative engine torque that is within the designated range of the desired torque with better fuel economy than the desired engine torque exists, determining whether the alternative engine torque is suitable for use under current operating conditions, and if so, directing operation of the engine at the alternative effective operational displacement to deliver the alternative engine torque, wherein the designated range does not exceed 5% of the desired engine torque such that the alternative effective operational displacement is capable of delivering at least 95% of the desired engine torque.

10. A method as recited in claim 9 wherein the designated range does not exceed 2% of the desired engine torque such that the alternative effective operational displacement is capable of delivering at least 98% of the desired engine torque.