Engine torque smoothing

Patent metadata

Field	Value
Publication number	US-11208964-B2
Application number	US-202017002309-A
Country	US
Kind code	B2
Filing date	Aug 25, 2020
Priority date	Jan 12, 2015
Publication date	Dec 28, 2021
Grant date	Dec 28, 2021

Abstract

Methods, devices, estimators, controllers and algorithms are described for estimating the torque profile of an engine and/or for controlling torque applied to a powertrain by one or more devices other than the engine itself to manage the net torque applied by the engine and other device(s) in manners that reduce undesirable NVH. The described approaches are particularly well suitable for use in hybrid vehicles in which the engine is operated in a skip fire or other dynamic firing level modulation manner—however they may be used in a variety of other circumstances as well. In some embodiments, the hybrid vehicle includes a motor/generator that applies the smoothing torque.

First claim

The invention claimed is:

1. An engine controller configured to control operation of an internal combustion engine, the engine controller configured to:
operate the internal combustion engine in a Decel Cylinder Cut-Off (DCCO) mode;
ascertain Manifold Absolute Pressure (MAP) in an intake manifold associated with the internal combustion engine while operating in the DCCO mode;
predict an engine torque surge when the internal combustion engine exits the DCCO mode, the engine torque surge caused at least partially by an increase in the MAP resulting from no air being pumped through any of the working chambers of the internal combustion engine while operating in the DCCO mode; and
applying a smoothing torque to a powertrain driven by the internal combustion engine during the exit from the DCCO mode so as to at least partially counteract the predicted engine torque surge applied to the powertrain when exiting the DCCO mode.

2. The engine controller of claim 1 , further configured to select the smoothing torque so that the predicted engine torque surge is either entirely cancelled or reduced.

3. The engine controller of claim 1 , further configured to select the smoothing torque so as to reduce an overall torque applied to the powertrain, wherein the overall torque applied to the powertrain includes torque generated by the internal combustion engine including the torque surge less the smoothing torque.

4. The engine controller of claim 1 , further configured to operate in cooperation with a source/sink, the source/sink providing the smoothing torque.

5. The engine controller of claim 1 , wherein the source/sink that operates in cooperation with the controller includes one of a battery, a capacitor, an electric motor/generator, or an alternator.

6. The engine controller of claim 1 , further configured to apply the smoothing torque by generating pulse-width modulated signals to control a field current of an alternator, the pulse-width modulated signals causing the alternator to generate a higher or lower voltage output that charges a battery, which in turn, increases or decreases a drag load applied to the powertrain.

7. The engine controller of claim 1 , further configured to apply the smoothing torque so that a net powertrain torque does not exceed a threshold instantaneous torque during the exit of the DCCO mode.

8. The engine controller of claim 1 , wherein operating the internal combustion engine in the DCCO mode further comprises deactivating all of the cylinders of the internal combustion engine and preventing air from pumping through the cylinders of the internal combustion engine.

9. The engine controller of claim 1 , wherein the engine controller is a skip fire engine controller configured to selectively operate the internal combustion engine at one or more reduced effective displacements, all of which are less than full displacement of the internal combustion engine, wherein when the internal combustion is operating at one of the one or more reduced effective displacements, at least one cylinder is fired, skipped and either fired or skipped over successive working cycles.

10. The engine controller of claim 9 , wherein the engine controller is a dynamic skip fire engine controller configured to dynamically make a firing decision to either fire or skip each cylinder of the internal combustion engine on either a working cycle-by-working cycle basis or on an engine cycle-by-engine cycle basis.

11. The engine controller of claim 1 , wherein the engine controller is further configured to apply the smoothing torque to the powertrain so as to reduce or cancel harmonics of the internal combustion engine.

12. The engine controller of claim 11 , wherein the engine controller operates in cooperation with a Finite Impulse Response (FIR) band-pass filter operation in a crankangle domain, the FIR band-pass filter extracting frequency components that cause excessive vibration while the internal combustion engine is operating at a reduced effective displacement that is less than full displacement of the internal combustion engine.

13. The engine controller of claim 1 , wherein predicting an engine torque surge involves scaling a normalized torque profile that is indexed in one or more look up tables.

14. The engine controller of claim 13 , wherein the one or more look up tables include a plurality of normalized cylinder torque profiles that are indexed by different increments for various levels of MAP.

15. An engine controller configured to control operation of an internal combustion engine, the engine controller configured to:
control the internal combustion engine to selectively operate in a skip fire mode, the skip fire mode involving operating the internal combustion engine at a reduced effective displacement that is less than full displacement of the internal combustion engine by firing some cylinder firing opportunities while skipping other cylinder firing opportunities;
control the internal combustion engine to selectively operate in a Decel Cylinder Cut-Off (DCCO) mode when no torque is requested of the internal combustion engine;
ascertaining when operation of the internal combustion engine results in an unacceptable level of Noise, Vibration and/or Harshness (NVH) or an engine torque surge when the internal combustion engine exits the DCCO mode; and
applying a smoothing torque to a powertrain driven by the internal combustion engine so as to counteract the unacceptable level of NVH and/or the predicted engine torque surge applied to the powertrain when exiting the DCCO mode.

16. The engine controller of claim 15 , wherein the engine controller operates in cooperation with a Finite Impulse Response (FIR) band-pass filter operating in a crankangle domain, the FIR band-pass filter extracting frequency components that cause excessive vibration while the internal combustion engine is operating at a reduced effective displacement that is less than full displacement of the internal combustion engine.

17. The engine controller of claim 15 , wherein predicting an engine torque surge involves scaling a normalized torque profile that is maintained in one or more look up tables and the one or more look up tables include a plurality of normalized cylinder torque profiles that are indexed by different increments for various levels of Manifold Absolute Pressure (MAP).

18. The engine controller of claim 15 , further configured to select the smoothing torque so that the predicted engine torque power surge is either entirely cancelled or reduced.

19. The engine controller of claim 15 , further configured to select the smoothing torque so that the NVH is reduced to below the unacceptable threshold.

20. The engine controller of claim 15 , further configured to operate in cooperation with a source/sink, the source/sink providing the smoothing torque.

21. The engine controller of claim 20 , wherein the source/sink that operates in cooperation with the controller includes one of a battery, a capacitor, an electric motor/generator, or an alternator.

22. The engine controller of claim 15 , wherein applying the smoothing torque further comprises generating pulse-width modulated signals to control a field current of an alternator, the pulse-width modulated signals causing the alternator to generate a higher or lower voltage output that charges a battery, which in turn, increases or decreases a drag load applied to the powertrain.

23. The engine controller of claim 15 , further configured to appl

Assignees

• Tula Technology Inc

Inventors

• Pirjaberi Mohammad R
• EISAZADEH-FAR Kian
• Carlson Steven E
• Serrano Louis J

Classifications

• F02D41/0087 Primary

  Selective cylinder activation, i.e. partial cylinder operation (deceleration cut-off F02D41/123) · CPC title

• F02D41/3058

  the engine working with a variable number of cycles · CPC title

• Y02T10/40

  Engine management systems · CPC title

• F02D41/0002

  Controlling intake air · CPC title

• F02D2041/0012

  with selective deactivation of cylinders · CPC title