INTERNAL COMBUSTION ENGINE CONTROL FOR IMPROVED FUEL EFFICIENCY

• US 20100006065A1
• Filed: 07/10/2009
• Published: 01/14/2010
• Est. Priority Date: 07/11/2008
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: SILVESTRI, Chester J., TRIPATHI, Adya S.
• Granted Patent: US 8,336,521 B2
• Time in Patent Office: Days
• US Class Current: 123/350
• CPC Class Codes: F02D 2200/602 Pedal position
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 2400/02 Four-stroke combustion engines with electronic control
• 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 41/1401 characterised by the control or regulation method F02D41/1473, F02D41/1477 take precedence
• CPC Class Codes: F02D 41/266 the computer being backed-up or assisted by another circuit, e.g. analogue
• CPC Class Codes: F02P 5/1512 with particular means concerning an individual cylinder
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines are described. Generally, an engine is controlled to operate in a skip fire variable displacement mode. Feedback control is used to dynamically determine the working cycles to be skipped to provide a desired engine output. In some embodiments a substantially optimized amount of air and fuel is delivered to the working chambers during active working cycles so that the fired working chambers can operate at efficiencies close to their optimal efficiency. In some embodiments, the appropriate firing pattern is determined at least in part using predictive adaptive control. By way of example, sigma delta controllers work well for this purpose. In some implementations, the feedback includes feedback indicative of at least one of actual and requested working cycle firings. In some embodiments, the appropriate firings are determined on a firing opportunity by firing opportunity basis. Additionally, in some embodiments, an indicia of the current rotational speed of the engine is used as a clock input for a controller used to selectively cause the skipped working cycles to be skipped.

Claims

1. A method of controlling the operation of an internal combustion engine having at least one working chamber, each working chamber being generally arranged to operate in a succession of working cycles, the method comprising operating the engine in a variable displacement mode that includes:

firing the at least one working chamber in a firing pattern that skips selected skipped working cycles and fires selected active working cycles;

delivering a substantially optimized amount of air and fuel to the at least one working chamber during a first set of the active working cycles; and

wherein the firing pattern is determined at least in part using feedback control to provide a desired engine output.

2. A method as recited in claim 1 wherein the optimized amount of air and fuel delivered to the working chambers during the first set of active working cycles is optimized to substantially maximize the thermodynamic efficiency of the engine in the current state of the engine.

3. A method as recited in claim 1 wherein a substantially optimized amount of air and fuel is delivered to the working chambers during a majority of the active working cycles when the engine is in a first state of a continuously variable displacement operational mode.

4. A method as recited in claim 1 wherein fuel is not delivered to the working chambers during skipped working cycles.

5. A method as recited in claim 1 wherein the actual amount of air and fuel delivered to the working chambers during active working cycles varies as a function of at least the rotational speed of the engine.

6. A method as recited in claim 5 wherein the actual amount of air and fuel delivered to the working chamber also varies as a function of at least one additional factor selected from the group consisting of:

manifold pressure, inlet air temperature, valve timing, spark timing and exhaust system conditions.

7. A method as recited in claim 1 wherein:

the firing pattern is determined at least in part using feedback control to provide a desired engine output; and

the feedback utilized in the feedback control includes information indicative of at least one of requested and actual working cycle firings.

8. A method as recited in claim 1 wherein the firing pattern is dynamically calculated during operation of the engine on a working cycle by working cycle basis to provide a desired engine output.

9. A method as recited in claim 1 wherein:

the engine is operated in a skip fire variable displacement mode when selected working cycles are skipped, the engine having a plurality of distinct operational levels in the skip fire variable displacement operational mode;

the operational levels vary in their relative settings of a throttle;

at a first operational level, the substantially optimized amount of air and fuel is delivered during the first set of active working cycles; and

at a second operational level reduced amounts of air and fuel are delivered during fired working cycles relative to the air and fuel delivered during the first set of active working cycles fired such that less power is generated by firings at the second operational level relative to the first operational level.

10. A method as recited in claim 1 wherein the engine includes a throttle and the throttle is set at a first substantially fixed throttle position during operation at a first operational level in a skip fire variable displacement mode such that requests for changes in the desired output of the engine are generally met without substantially altering the throttle position.

11. A method as recited in claim 10 wherein the precise position of the throttle in the first substantially fixed throttle position is varied slightly during operation of the engine in the variable displacement mode.

12. A method as recited in claim 1 wherein:

the firing pattern is determined at least in part using predictive adaptive control to provide the desired engine output; and

the selection of working cycles to be skipped is determined dynamically during operation of the engine without the use of predefined firing patterns.

13. A method as recited in claim 1 wherein the engine is operable in the variable displacement mode and a second operating mode, the method further comprising:

automatically determining whether to operate in the variable displacement mode or the second operating mode based at least in part upon the current operational state of the engine; and

wherein in the second operating mode, the amount of air introduced to the working chambers is modulated by an air supply throttle, and fuel is delivered to the working chambers during every working cycle of the engine such that none of the working cycles are skipped.

14. A method as recited in claim 1 wherein the amount of fuel delivered to the at least one working chamber during a second set of the active working cycles that are interspersed with the first set of working cycles is reduced relative to the amount of fuel delivered during the first set of active working cycles, wherein the selection of the working cycles in the second set of active working cycles is arranged to accomplish at least one of (a) smoothing the output of the engine, (b) helping reduce vibrations of the engine, (c) more precisely matching a desired engine output, and (d) reducing emissions from the engine.

15. An engine controller suitable for use with an internal combustion engine having at least one working chamber, each working chamber being arranged to operate in a succession of working cycles, wherein the engine controller has a skip fire variable displacement operational mode arranged to direct selective firing of the at least one working chamber in a firing pattern that causes selected active working cycles to be fired and selected passive working cycles not to be fired, wherein the engine controller is further arranged to:

direct the delivery of a substantially optimized amount of air and fuel to the at least one working chamber during a first set of the active working cycles; and

dynamically calculate the firing pattern based at least in part on feedback control to deliver a desired power output.

16. An engine controller as recited in claim 15 further comprising a predictive adaptive controller arranged to determine the firing pattern.

17. An engine controller as recited in claim 16 wherein the predictive adaptive controller is a sigma delta controller.

18. An engine controller as recited in claim 15 wherein the engine controller includes:

a drive pulse generator that provides a sequence of drive pulses that are synchronized with the engine speed and define a drive pulse pattern that generally indicates when active working cycles are appropriate to deliver the desired engine output; and

a sequencer that receives the drive pulse pattern and determines an actual firing sequence based at least in part on the received drive pulse pattern.

19. An engine controller as recited in claim 15 wherein the engine controller is further arranged to direct the delivery of a substantially optimized amount of air and fuel to a majority of the working cycles that are not skipped during operation in a first state of the variable displacement mode.

20. An engine controller as recited in claim 15 wherein the amount of air and fuel directed to be delivered to the working chambers by the engine controller during the first set of active working cycles is arranged to cause the working chambers to operate at substantially their optimal thermodynamic efficiencies based on current operating conditions of an engine controlled by the engine controller.

21. An engine controller as recited in claim 15 wherein:

the amount of air and fuel directed to be delivered to the working chambers during each working cycle in the first set of the active working cycles is optimized for a substantially unthrottled operating condition of the engine; and

the engine controller is further arranged to control the fuel delivery system to selectively deliver a reduced amount of fuel to the working chambers during a second set of active working cycles, wherein the reduced amount of fuel is substantially less than the optimized amount of fuel.

22. An engine controller as recited in claim 15 wherein the engine controller is further configured for use in a throttled engine and is arranged to provide a plurality of operational levels in the skip fire variable displacement operational mode, wherein the operational levels vary in their relative settings of the throttle.

23. An internal combustion engine comprising:

a plurality of working chambers each arranged to operate in a succession of working cycles;

a fuel delivery system arranged to facilitate the delivery of fuel into the working chambers; and

an engine controller as recited in claim 15.