Fast torque response for boosted engines

Patent metadata

Field	Value
Publication number	US-11248546-B1
Application number	US-202017080082-A
Country	US
Kind code	B1
Filing date	Oct 26, 2020
Priority date	Oct 26, 2020
Publication date	Feb 15, 2022
Grant date	Feb 15, 2022

Abstract

Engine controllers and control schemes are provided for managing engine state transitions requiring increased compressor pressure ratios in turbocharged engines operating in a cylinder output level modulation mode (e.g., skip fire, multi-level skip fire, or firing level modulation modes). In some circumstances, turbo lag can be mitigated by initially transitioning the engine to an intermediate effective firing density that is higher than both the initial and target effective firing density to increase the flow of gases through the engine and the turbocharger while maintaining a compressor ratio the same as or close to the initial compressor pressure ratio. After reaching a point where the desired torque is actually generated at the intermediate effective firing density, the operational effective firing density is gradually reduced to the target effective firing density while increasing the operational compressor pressure ratio to the target compressor ratio.

First claim

What is claimed is:

1. A method of managing a transition from a first engine state to a target engine state in a boosted engine configured to operate in a cylinder output level modulation mode, the boosted engine including a turbocharger having a turbine and a compressor, the first engine state having an associated first engine torque output, an associated first effective firing density and an associated first compressor pressure ratio, and the target engine state having an associated target engine torque output, an associated target effective firing density and an associated target compressor pressure ratio that is higher than the first compressor pressure ratio, the method comprising:
in response to a request to transition to the target operating state, directing the engine to transition to a second effective firing density that is higher than the first effective firing density and higher than the target effective firing density to increase a flow of gases through the engine and the turbocharger; and
after reaching the second effective firing density, gradually reducing an operational effective firing density from the second effective firing density to the target effective firing density while increasing an operational compressor pressure ratio to the target compressor ratio.

2. A method as recited in claim 1 wherein the gradual reduction only begins after the engine is producing the target engine torque.

3. A method as recited in claim 2 further comprising controlling the engine to deliver the target engine torque throughout the gradual reduction of the effective firing density from the second effective firing density to the target effective firing density.

4. A method as recited in claim 1 wherein the engine is not capable of immediately delivering the target engine torque at the target effective firing density and the gradual reduction of the effective firing density from the second effective firing density to the target effective firing density does not begin until the engine is, or is expected to be, delivering the target engine torque and the target engine torque is delivered throughout the gradual reduction.

5. A method as recited in claim 1 wherein the second effective firing density is less than one.

6. A method as recited in claim 1 wherein the gradual reduction is accomplished at a constant firing fraction by varying a fraction of fired cylinder working cycles that are fired at a higher output level verses fired at a lower output level.

7. A method as recited in claim 1 wherein the gradual reduction is substantially linear.

8. A method as recited in claim 1 wherein the gradual reduction is controlled as a function of observed torque and intake manifold pressures relative to the target engine torque and a target intake manifold pressure respectively.

9. A method as recited in claim 1 wherein the gradual reduction is accomplished by gradually reducing an operational firing fraction.

10. A method as recited in claim 1 wherein the gradual reduction is accomplished by reducing both an operational firing fraction and an operational high fire fraction that is indicative of a percentage of fired cylinder working cycles that are fired at a higher output level verses fired cylinder working cycles that are fired at a lower output level.

11. A method as recited in claim 1 wherein the transition to the second effective firing density is immediate.

12. A method as recited in claim 1 wherein the transition to the second effective firing density is gradual.

13. A method as recited in claim 1 wherein an overall fuel efficiency associated with the transition from delivering the current engine torque to delivering the target engine torque using the intermediate second effective firing density is higher than a transition overall fuel efficiency would be if an immediate change to the target effective firing density at the target compressor pressure ratio were commanded.

14. A method as recited in claim 1 wherein the request to transition to the target state is due to accelerator tip-in.

15. A method as recited in claim 1 wherein the target effective firing density is less than or equal to the first effective firing density and the target compressor pressure ratio is higher than the first compressor pressure ratio.

16. An engine controller for controlling a boosted engine including a turbocharger having a turbine and a compressor and configured to direct operation of the engine in a cylinder output level modulation mode, the engine controller being further configured to:
in response to a selected torque request, determine that a transition from a first engine state to a target engine state is desired, the first engine state having an associated first engine torque output, an associated first effective firing density and an associated first compressor pressure ratio, and the target engine state having an associated target engine torque output, an associated target effective firing density and an associated target compressor pressure ratio that is higher than the first compressor pressure ratio;
in response to the determination that the transition from the first engine state to a target engine state is desired, direct the engine to transition to a second effective firing density that is higher than the first effective firing density and higher than the target effective firing density thereby increasing a flow of gases through the engine and the turbocharger; and
after reaching the second effective firing density and producing the target torque at the second effective firing density, gradually reducing an operational effective firing density from the second effective firing density to the target effective firing density while increasing an operational compressor pressure ratio to the target compressor ratio.

17. An engine controller for controlling a boosted engine including a turbocharger having a turbine and a compressor and configured to direct operation of the engine in a cylinder output level modulation mode, the engine controller being further configured to:
in response to a selected torque request, determine that a transition from a first engine state to a target engine state is desired, the first engine state having an associated first engine torque output, an associated first effective firing density an associated first compressor pressure ratio and a first mass airflow rate, and the target engine state having an associated target engine torque output, an associated target effective firing density, a target mass airflow rate and an associated target compressor pressure ratio that is higher than the first compressor pressure ratio;
in response to the determination that the transition from the first engine state to a target engine state is desired, direct the engine to transition to a second engine state while maintaining the first compressor pressure ratio, the second engine state having second mass airflow rate that is higher than the first mass airflow and higher than the target effective mass airflow rate; and
after reaching the second engine state and producing the target torque at the second engine state, gradually reducing an operational mass airflow rate to the target effective mass airflow rate while increasing an operational compressor pressure ratio to the target compressor ratio.

18. An engine controller as recited in claim 17 wherein the second effective firing density is higher than the first and target effective firing densities and variations in an operational mass airflow rate that occur through the transition are accomplished at least in pa

Assignees

• Tula Technology Inc
• Cummins Inc

Inventors

• Ortiz-Soto Elliott A
• Owlia Shahaboddin

Classifications

• Y02T10/40

  Engine management systems · CPC title

• Y02T10/12

  Improving ICE efficiencies · CPC title

• F02P5/1504

  with particular means during a transient phase, e.g. acceleration, deceleration, gear change (during starting F02P5/1506) · CPC title

• F02P5/045

  combined with electronic control of other engine functions, e.g. fuel injection (in general F02D37/02) · CPC title

• F02D2250/21

  during a transition between engine operation modes or states · CPC title