DE102014100450B4 - Cylinder control method for preventing operation at a resonance frequency - Google Patents

Abstract

Cylinder control method for a vehicle, comprising:
generating a first instruction value (316, 368);
Intake and exhaust valves (122, 130) of a first cylinder (118) of an engine (102) are activated or deactivated based on the first instruction value (316, 368);
generating a compensation value (340) for a second cylinder (118) of the engine (102) based on a response of a model to the first instruction value (316, 368);
determining a target value (308) based on a torque request (208), the target value (308) corresponding to a proportion of a total number of cylinders (118) of the engine (102) to be activated;
an accumulated difference (332) is generated based on a previous value of the accumulated difference (332) and the difference between the target value (308) and the first instruction value (316, 368);
generating an adjusted value (344) based on a second difference between the accumulated difference (332) and the compensation value (340);
generating a second instruction value (248) based on the adjusted value (344); and
the intake and exhaust valves (122, 130) of the second cylinder (118) are activated or deactivated based on the second instruction value (248).

Description

TERRITORY

The present disclosure relates to internal combustion engines, and more particularly to engine control systems and methods.

BACKGROUND

Internal combustion engines burn an air and fuel mixture in cylinders to drive pistons, which generates drive torque. For some engine types, air flow into the engine can be regulated by means of a throttle. The throttle may adjust a throttle area, which increases or decreases the flow of air into the engine. As the throttle area increases, the flow of air into the engine increases. A fuel control system adjusts the rate at which fuel is injected to provide a desired air / fuel mixture to the cylinders and / or to achieve a desired torque output. Increasing the amount of air and fuel delivered to the cylinders increases the torque output of the engine.

Under certain circumstances, one or more cylinders of an engine may be deactivated. The deactivation of a cylinder may include disabling the opening and closing of intake valves of the cylinder and stopping the fuel supply of the cylinder. For example, one or more cylinders may be deactivated to reduce fuel consumption when the engine may generate a requested amount of torque while the one or more cylinders are deactivated.

In the US 2011/0 208 405 A1 A method for controlling cylinders of an internal combustion engine is described in which a first instruction value is generated and intake and exhaust valves of a first cylinder of the engine are activated or deactivated based on the first instruction value. Further, a compensation value for a second cylinder of the engine is generated based on a response of a model. A target value is determined based on a torque request, wherein the target value corresponds to a fraction of a total number of cylinders of the engine to be activated. Finally, a second instruction value is generated based on a difference between the target value and the first instruction value, and the intake and exhaust valves of the second cylinder are activated or deactivated based on the second instruction value.

An object of the invention is to provide a cylinder control method by which activation and deactivation of cylinders of an engine are controlled such that amplification of vibration and noise of the engine due to activation and deactivation of the cylinders is prevented.

SUMMARY

This object is achieved by a method having the features of claim 1.

The cylinder control method includes: generating a first instruction value; that intake and exhaust valves of a first cylinder of an engine are activated or deactivated based on the first instruction value; and that a compensation value for a second cylinder of the engine is generated based on a response of a model to the first instruction value. The cylinder control method further comprises: determining a target value based on a torque request, the target value corresponding to a fraction of a total number of cylinders of the engine to be activated; generating a second instruction value based on the compensation value and a difference between the target value and the first instruction value; and that the intake and exhaust valves of the second cylinder are activated or deactivated based on the second instruction value.

list of figures

• 1 ein Funktionsblockdiagramm eines beispielhaften Motorsystems gemäß der vorliegenden Offenbarung ist;
• 2 ein Funktionsblockdiagramm eines beispielhaften Motorsteuersystems gemäß der vorliegenden Offenbarung ist;
• 3 ein Funktionsblockdiagramm eines beispielhaften Zylindersteuermoduls gemäß der vorliegenden Offenbarung ist;
• 4A und 4B Graphiken schneller Fouriertransformationen (FFTs) von Zylinderzündungsmustern sind;
• 5 ein Funktionsblockdiagramm eines beispielhaften Zylindersteuermoduls gemäß der vorliegenden Offenbarung ist; und
• 6 ein Flussdiagramm ist, das ein beispielhaftes Verfahren zum Steuern einer Zylinderaktivierung und -deaktivierung gemäß der vorliegenden Offenbarung darstellt.

The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

• 1 FIG. 4 is a functional block diagram of an exemplary engine system according to the present disclosure; FIG.
• 2 FIG. 10 is a functional block diagram of an exemplary engine control system according to the present disclosure; FIG.
• 3 FIG. 4 is a functional block diagram of an exemplary cylinder control module according to the present disclosure; FIG.
• 4A and 4B Graphs of fast Fourier transforms (FFTs) of cylinder firing patterns are;
• 5 FIG. 4 is a functional block diagram of an exemplary cylinder control module according to the present disclosure; FIG. and
• 6 FIG. 10 is a flowchart illustrating an example method for controlling cylinder activation and deactivation in accordance with the present disclosure. FIG.

DETAILED DESCRIPTION

Internal combustion engines burn an air and fuel mixture in cylinders to produce a torque. Under certain circumstances, an engine control module (ECM) may deactivate one or more cylinders of the engine. For example, the ECM may deactivate one or more cylinders to reduce fuel consumption when the engine may generate a requested amount of torque while one or more cylinders are deactivated.

The ECM determines a target firing fraction based on a requested amount of torque. The target firing fraction corresponds to a fraction of the cylinders that should be activated to achieve the requested amount of torque. The ECM generates a firing instruction for a future (e.g., next) cylinder in a predetermined firing order of the cylinders based on the target firing fraction. The ignition command may be a value indicating whether the future cylinder should be activated or deactivated. For example, the ECM may set the firing instruction to 1 if the future cylinder should be activated and set the firing command to 0 if the future cylinder should be deactivated.

The ECM also generates the firing instruction based on firing instructions generated for cylinders in front of the cylinder in the firing order. More specifically, the ECM determines a difference between the target fatigue fraction and a value of a previous firing instruction generated for a previous (e.g., last) cylinder in the predetermined firing order. The ECM sums values of the difference that have been determined over time to produce an accumulated difference and generates the ignition instruction for the future cylinder based on the accumulated difference.

In certain circumstances, however, the frequency at which the cylinders are activated may approach or become equal to a predetermined resonant frequency of the vehicle. A magnitude of the noise and / or vibration may increase as the frequency at which the cylinders are activated approaches the predetermined resonant frequency.

The ECM of the present disclosure determines a future cylinder compensation value based on a virtual (equipment) model response to the previous ignition instruction generated for the previous cylinder. The virtual model is configured based on a predetermined resonance frequency of the vehicle. The ECM adjusts the accumulated difference based on the compensation value and generates the ignition instruction for the future cylinder based on the adjusted value of the accumulated difference. Adjusting the accumulated difference based on the compensation value prevents ignition of the future cylinder when the ignition of the future cylinder would increase the resonance energy (and increase the noise and / or vibration), and enable the ignition of the future cylinder when the ignition cylinder Ignition of the future cylinder would reduce the resonance energy (and reduce the noise and / or vibration).

Now up 1 Referring to Figure 1, a functional block diagram of an example engine system is shown 100 shown. The engine system 100 a vehicle has an engine 102 which burns an air / fuel mixture to torque based on driver input from a driver input module 104 to create. Air is passing through an intake system 108 in the engine 102 admitted. The inlet system 108 can an intake manifold 110 and a throttle valve 112 include. For example only, the throttle valve 112 include a butterfly valve with a rotatable blade. An engine control module (ECM) 114 controls a throttle actuator module 116 , and the throttle actuator module 116 regulates the opening of the throttle valve 112 to control the amount of air flowing into the intake manifold 110 is admitted.

Air from the intake manifold 110 gets into cylinder of the engine 102 admitted. Although the engine 102 may have a plurality of cylinders is for illustration purposes a single representative cylinder 118 shown. For example only, the engine 102 2 . 3 . 4 . 5 . 6 . 8th . 10 and or 12 Have cylinder. The ECM 114 can be a cylinder actuator module 120 instructing some of the cylinders to selectively deactivate under certain circumstances discussed below, which may improve fuel economy.

The motor 102 can work using a four-stroke engine cycle. The four strokes described below are referred to as the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke. During each revolution of a crankshaft (not shown), two of the four strokes occur in the cylinder 118 on. Therefore, two crankshaft revolutions are for the cylinder 118 necessary to go through all four bars. For four-stroke engines, one engine cycle may correspond to two crankshaft revolutions.

If the cylinder 118 is activated, air is released from the intake manifold during the intake stroke through an inlet valve 122 in the cylinder 118 admitted. The ECM 114 controls a fuel actuator module 124 that regulates the fuel injection to achieve a desired air / fuel ratio. Fuel may be in a central location or in multiple locations, such as near the intake valve 122 each of the cylinders, in the intake manifold 110 be injected. In various implementations (not shown), fuel may be injected directly into the cylinders or into mixing chambers / channels associated with the cylinders. The fuel actuator module 124 can stop the injection of fuel into the cylinders, which are disabled.

The injected fuel mixes with air and creates an air / fuel mixture in the cylinder 118 , During the compression stroke, a piston (not shown) compresses in the cylinder 118 the air / fuel mixture. The motor 102 may be a compression ignition engine, in which case the compression causes the ignition of the air / fuel mixture. Alternatively, the engine 102 a spark ignition engine, in which case a spark actuator module 126 a spark plug 128 in the cylinder 118 based on a signal from the ECM 114 activated, which ignites the air / fuel mixture. Some types of engines, such as homogeneous compression ignition (HCCI) engines, can perform both compression ignition and spark ignition. The timing of the spark may be specified relative to the time that the piston is at its uppermost position, referred to as top dead center (TDC).

The spark actuator module 126 may be controlled by a timing signal specifying how far before or after TDC the spark is to be generated. Since the piston position is directly related to the crankshaft position, the operation of the spark actuator module may 126 be synchronized with the position of the crankshaft. The spark actuator module 126 can stop the delivery of the spark to the deactivated cylinders or provide a spark to the deactivated cylinders.

During the combustion stroke, combustion of the air / fuel mixture drives the piston down, thereby driving the crankshaft. The combustion stroke may be defined as the time between when the piston reaches TDC and when the piston returns to a lowermost position, referred to as bottom dead center (BDC).

During the exhaust stroke, the piston begins to move up again from the BDC and drives the byproducts of combustion through an exhaust valve 130 out. The by-products of combustion are produced by means of an exhaust system 134 ejected from the vehicle.

The inlet valve 122 can through an intake camshaft 140 be controlled while the exhaust valve 130 through an exhaust camshaft 142 can be controlled. In various implementations, multiple intake camshafts (including the intake camshaft 140 ) several intake valves (including the intake valve 122 ) for the cylinder 118 and / or the intake valves (including the intake valve 122 ) several rows of cylinders (including the cylinder 118 ) Taxes. Similarly, multiple exhaust camshafts (including the exhaust camshaft 142 ) several exhaust valves for the cylinder 118 and / or the exhaust valves (including the exhaust valve 130 ) for several rows of cylinders (including the cylinder 118 ) Taxes. Although a camshaft based valve actuation is shown and discussed, camless valve actuators may be implemented.

The cylinder actuator module 120 can the cylinder 118 Disable by opening the inlet valve 122 and / or the exhaust valve 130 is deactivated. The time to which the inlet valve 122 can be opened by an intake cam phaser 148 can be varied relative to the piston TDC. The time to which the exhaust valve 130 can be opened by an outlet cam phaser 150 can be varied relative to the piston TDC. A phaser actuator module 158 may be the intake cam phaser 148 and the exhaust cam phaser 150 based on signals from the ECM 114 Taxes. When implemented, a variable valve lift (not shown) may also be provided by the phaser actuator module 158 to be controlled. In various other implementations, the inlet valve 122 and / or the exhaust valve 130 be controlled by other actuators than a camshaft, such as by electromechanical actuators, electro-hydraulic actuators and electromagnetic actuators, etc.

The engine system 100 may include a boost pressure device, the pressurized air to the intake manifold 110 supplies. For example, shows 1 a turbocharger, a turbine 160 - 1 which is driven by exhaust gases passing through the exhaust system 134 stream. The turbocharger also has a compressor 160 - 2 up, from the turbine 160 - 1 is driven and the air is compressed in the throttle valve 112 to be led. In various implementations, a crankshaft driven turbocompressor (not shown) may receive air from the throttle valve 112 compress and the compressed air to the intake manifold 110 deliver.

A boost pressure control valve 162 can allow the exhaust gas to the turbine 160 -1, thereby reducing the boost pressure (the amount of intake air compression) of the turbocharger. The ECM 114 Can the turbocharger by means of a boost pressure actuator module 164 Taxes. The boost pressure actuator module 164 can modulate turbocharger boost pressure by adjusting the position of the boost pressure control valve 162 is controlled. In various implementations, multiple turbochargers may be through the boost pressure actuator module 164 to be controlled. The turbocharger may have a variable geometry through the boost pressure actuator module 164 can be controlled.

An intercooler (not shown) may dissipate some of the heat contained in the compressed air charge generated when the air is compressed. Although shown separately for purposes of illustration, the turbine may 160 - 1 and the compressor 160 - 2 be mechanically interconnected and bring the intake air in the immediate vicinity of the hot exhaust gas. The compressed air charge can dissipate heat from components of the exhaust system 134 take up.

The engine system 100 can an exhaust gas recirculation valve (EGR valve) 170 selectively, the exhaust gas back to the intake manifold 110 feeds back. The EGR valve 170 can be upstream of the turbine 160 - 1 be arranged of the turbocharger. The EGR valve 170 can through an EGR actuator module 172 to be controlled.

The crankshaft position may be determined using a crankshaft position sensor 180 be measured. A temperature of an engine coolant may be determined using an engine coolant temperature (ECT) sensor. 182 be measured. The ECT sensor 182 can in the engine 102 or at other locations where the coolant circulates, such as in a radiator (not shown).

A pressure in the intake manifold 110 can be measured using a manifold absolute pressure (MAP) sensor 184 be measured. In various implementations, engine vacuum may be measured, which is the difference between the ambient air pressure and the pressure in the intake manifold 110 is. An air mass flow rate into the intake manifold 110 can be measured using an air mass flow sensor (MAF sensor) 186 be measured. In various implementations, the MAF sensor 186 be arranged in a housing, which is also the throttle valve 112 includes.

The position of the throttle valve 112 can be measured using one or more throttle position sensors (TPS) 190 be measured. A temperature of the air in the engine 102 can be admitted using an inlet air temperature sensor (IAT sensor) 192 be measured. The engine system 100 can also have one or more other sensors 193 exhibit. The ECM 114 can use signals from the sensors to make control decisions for the engine system 100 hold true.

The ECM 114 can with a transmission control module 194 to tune gear changes in a transmission (not shown). For example, the ECM 114 reduce the engine torque during a gear change. The motor 102 outputs the torque by means of the crankshaft to a transmission (not shown). One or more coupling devices, such as a torque converter and / or one or more clutches, regulate torque transfer between a transmission input shaft and the crankshaft. The torque is transmitted between the transmission input shaft and a transmission output shaft corresponding to the gears.

The torque is transmitted between the transmission output shaft and wheels of the vehicle by means of one or more differentials, one or more drive shafts, etc. The motor 102 , the transmission, the differential (s), drive shafts, and other torque transmitting or generating components form a drivetrain of the vehicle.

The ECM 114 can with a hybrid control module 196 communicate with the operation of the engine 102 and an electric motor 198 vote. The electric motor 198 may also function as a generator and may be used to generate electrical energy for use by vehicle electrical systems and / or for storage in a battery. Although only the electric motor 198 As shown and discussed, multiple electric motors may be implemented. Different implementations can use different functions of the ECM 114 , the transmission control module 194 and the hybrid control module 196 be integrated into one or more modules.

Any system that varies a motor parameter may be referred to as a motor actuator. Each engine actuator has an associated actuator value. For example, the throttle actuator module 116 may be referred to as a motor actuator, and the throttle opening area may be referred to as the associated actuator value. In the example of 1 reaches the throttle actuator module 116 the throttle opening area by a Angle of the blade of the throttle valve 112 is adjusted.

The spark actuator module 126 may also be referred to as a motor actuator, while the corresponding actuator value may be the amount of spark advance relative to the cylinder TDC. Other engine actuators may include the cylinder actuator module 120 , the fuel actuator module 124 , the phaser actuator module 158 , the boost pressure actuator module 164 and the EGR actuator module 172 include. For these engine actuators, the actuator values may correspond to a cylinder activation / deactivation sequence, the fueling rate, the intake and exhaust cam phaser angles, the boost pressure, and the EGR valve opening area, respectively. The ECM 114 can control the actuator values to cause the motor 102 generates a desired engine output torque.

Now up 2 Referring to Figure 1, a functional block diagram of an exemplary engine control system is illustrated. A torque request module 204 can be a torque request 208 based on one or more driver inputs 212 determine, such as based on an accelerator pedal position, a brake pedal position, a tempo input and / or based on one or more other suitable driver inputs. The torque request module 204 can the torque request 208 additionally or alternatively based on one or more other torque requests, such as based on torque requests made by the ECM 114 and / or based on torque requests received from other modules of the vehicle, such as from the transmission control module 194 , the hybrid control module 196 , a chassis control module, etc.

One or more engine actuators may be based on the torque request 208 and / or controlled based on one or more other parameters. For example, the throttle control module 216 a target throttle opening 220 based on the torque request 208 determine. The throttle actuator module 116 may be opening the throttle valve 112 based on the target throttle opening 220 to adjust.

A spark control module 224 may be a target spark timing 228 based on the torque request 208 determine. The spark actuator module 126 may spark based on the target spark timing 228 produce. A fuel control module 232 may have one or more target fueling parameters 236 based on the torque request 208 determine. For example, the target fueling parameters 236 a fuel injection amount, a number of fuel injections for injecting the amount, and a timing for each of the injections. The fuel actuator module 124 can fuel based on the target fueling parameters 236 inject.

A phaser control module 237 may include a target intake and a target exhaust cam phaser angle 238 and 239 based on the torque request 208 determine. The phaser actuator module 158 may be the intake and exhaust cam phasers 148 and 150 based on the target intake phaser angle and the target exhaust phaser angle 238 respectively. 239 regulate. A boost pressure control module 240 can be a target boost 242 based on the torque request 208 determine. The boost pressure actuator module 164 may be the boost pressure output by the boost device (s) based on the target boost pressure 242 Taxes.

A cylinder control module 244 (see also 3 ) generates an ignition instruction 248 for a next cylinder in a predetermined firing order of the cylinders (for "the next cylinder"). The ignition instruction 248 indicates whether the next cylinder should be activated or deactivated. For example only, the cylinder control module 244 the ignition instruction 248 set to a first state (eg to 1) when the next cylinder should be activated and the ignition instruction 248 set to a second state (eg to 0) if the next cylinder should be deactivated. Although the ignition instruction 248 with respect to the next cylinder in the predetermined firing order, the firing instruction may 248 for a second cylinder immediately following the next cylinder in the predetermined firing order, for a third cylinder immediately following the second cylinder in the predetermined firing order, or for another cylinder following the next cylinder in the predetermined firing order ,

The cylinder actuator module 120 disables the intake and exhaust valves of the next cylinder if the ignition instruction 248 indicates that the next cylinder should be deactivated. The cylinder actuator module 120 allows the opening and closing of the intake and exhaust valves of the next cylinder, if the ignition instruction 248 indicates that the next cylinder should be activated.

The fuel control module 232 stops the fuel supply of the next cylinder when the ignition instruction 248 indicates that the next one Cylinder should be disabled. The fuel control module 232 sets the target fueling parameters 236 firm to deliver fuel to the next cylinder when the ignition instruction 248 indicates that the next cylinder should be activated. The spark control module 224 can supply a spark to the next cylinder if the ignition instruction 248 indicates that the next cylinder should be activated. The spark control module 224 can provide a spark for the next cylinder or stop the spark for this if the ignition instruction 248 indicates that the next cylinder should be deactivated. A cylinder deactivation differs from a fuel cut (eg, a deceleration fuel cutoff) in that the intake and exhaust valves of the cylinders for which the fuel supply is stopped during the fuel cut continue to be opened and closed during the fuel cut, while the intake and exhaust valves the cylinders are kept closed when these cylinders are deactivated.

Now up 3 1, a functional block diagram of an example implementation of the cylinder control module is shown 244 dargstellt. A share module 304 determines a target firing fraction 308 based on the torque request 208 , The target firing fraction 308 can be a part of the total number of cylinders of the engine 102 which should be activated to the torque request 208 to reach. If all cylinders of the engine 102 are activated (and no cylinders are disabled), the engine can 102 to be able to output a predetermined maximum torque. The target firing fraction 308 may be a value between 0.0 and 1.0 inclusive, and the unit modulus 304 can the target firing fraction 308 equal to the torque requirement 208 divided by the predetermined maximum torque set or based on it.

A first delay module 312 receives the ignition instruction 248 , stores the ignition instruction 248 for a cylinder firing event and gives a previous (eg last) value of the firing instruction 248 as a previous ignition instruction 316 out. The previous ignition instruction 316 can the ignition instruction 248 which was used for the cylinder immediately before the next cylinder in the predetermined firing order (for the "last cylinder"). For example, the previous ignition instruction 316 a 1 (the first state) when the last cylinder has been activated after the ignition instruction 248 was generated for the last cylinder, and the previous ignition instruction 316 may be a 0 (the second state) if the last cylinder has been deactivated after the ignition instruction 248 was generated for the last cylinder. For example only, the first delay module 312 a first-in-first-out (FIFO) buffer with one unit.

A first difference module 320 determines a difference 324 based on the target firing fraction 308 and the previous ignition instruction 316 , For example, first differential module 320 the difference 324 equal to the target firing fraction 308 minus the previous ignition instruction 316 set or set based on it.

An accumulation module 328 sums up the difference 324 with a sum of previous values of the difference 324 to an accumulated difference 332 to create. In other words, accumulation module sums up 328 the difference with a previous (eg last) value of the accumulated difference 332 to the accumulated difference 332 to create. The accumulated difference 332 becomes a second difference module 336 entered.

A resonance compensation value 340 will also be in the second difference module 336 entered. The resonance compensation value 340 will be discussed further below. The second difference module 336 fits the accumulated difference 332 based on the resonance compensation value 340 to create a customized value. In other words, the second difference module determines 336 the adjusted value 344 based on the accumulated difference 332 and the resonance compensation value 340 , For example, the second difference module 336 the adjusted value 344 equal to the accumulated difference 332 minus the resonance compensation value 340 set or set based on it.

An instruction generator module 348 generates the ignition instruction 248 for the next cylinder based on the adjusted value 344 and a predetermined value. More specifically, the instruction generator module 348 the ignition instruction 248 for the next cylinder based on a comparison of the adjusted value 344 and the predetermined value. For example only, the instruction generator module 348 the ignition instruction 248 set to 1 for the next cylinder (to instruct that the next cylinder should be activated) if the adjusted value 344 greater than or equal to the predetermined value. If the adjusted value 344 is less than the predetermined value, the instruction generator module 348 the ignition instruction 248 set to 0 for the next cylinder (to instruct that the next cylinder should be deactivated). In implementations where the ignition instruction 248 is set to 1 to instruct activation of the next cylinder and 0 to command a deactivation of the next cylinder, the predetermined value may be equal to 1. The first delay module 312 , the first difference module 320 , the accumulation module 328 , the second difference module 336 and the instruction generator module 348 can collectively form what may be termed a sigma-delta discretizer.

A compensation module 360 generates the resonance compensation value 340 , A second delay module 364 receives the ignition instruction 248 , stores the ignition instruction 248 for a cylinder firing event and gives a previous (eg last) value of the firing instruction 248 as a previous ignition instruction 368 out. The previous ignition instruction 368 can the ignition instruction 248 correspond to that used for the last cylinder in the predetermined firing order. For example, the previous ignition instruction 368 a 1 (the first state) when the last cylinder has been activated after the ignition instruction 248 was generated for the last cylinder, and the previous ignition instruction 368 may be a 0 (the second state) if the last cylinder has been deactivated after the ignition instruction 248 was generated for the last cylinder. For example only, the second delay module 364 a first-in-first-out (FIFO) buffer. In various implementations, the second delay module 364 can be omitted, and it can be the previous ignition instruction 316 be used.

A model module 372 generates a speed and an acceleration value 376 and 380 based on the state of a (virtual) model and a response of the model to the previous firing instruction 368 , The state of the model at a given time may be based on responses of the model to previous firing instructions. For example only, the model may be a spring mass damper model or based thereon. The characteristics of the model are determined based on the characteristics of the powertrain of the vehicle and a predetermined resonant frequency. The speed value 376 may be a mass (model) speed in response to the previous firing instruction 368 correspond. The acceleration value 380 may be an acceleration of mass in response to the previous ignition instruction 368 correspond.

In various implementations, the model module may 372 update one or more properties of the model selectively based on one or more operating parameters. For example, the predetermined resonant frequency may be a multiple of, or varying with, an engine speed. Therefore, the model module 372 selectively update one or more characteristics of the model based on engine speed. The model module 372 can set the speed and acceleration value 376 and 380 at the same rate as the instruction generator module 348 the ignition instruction 248 generated. For example, the model module 372 in various implementations, the speed and acceleration values 376 and 380 update, and the instruction generator module 348 can the ignition instruction 248 update once per cylinder event (eg every predetermined amount of crankshaft rotation). In other implementations, the model module may 372 the speed and the acceleration value 376 and 380 update at a time-based rate, such as once per predetermined period of time, wherein the predetermined period of time is set to be shorter than a minimum possible time period between two cylinder events.

A first reinforcement module 384 multiplies the speed value 376 with a first predetermined gain, around a first resonance value 388 to create. A second reinforcement module 392 multiplies the acceleration value 380 with a second predetermined gain, a second resonance value 396 to create. The first and second predetermined gains may be calibratable and may be determined based on how aggressively the accumulated difference 332 should be adjusted to prevent (prevent) operation at the predetermined resonant frequency and to allow operation outside the predetermined resonant frequency.

A summation module 398 sets the resonance compensation value 340 equal to a sum of the first and second resonance values 388 and 396 or sets the resonance compensation value 340 based on this. The effect of using the resonance compensation value 340 it is to enable activation of the next cylinder if the activation of the next cylinder would not add energy to the system, and to reduce the probability of operation at the predetermined resonant frequency. Conversely, the resonance compensation value prevents 340 the activation of the next cylinder, if activation of the next cylinder would add energy to the system, and similarly reduces the likelihood of operating at the predetermined resonant frequency. The resonance compensation value 340 provides a notch filter (or band pass filter) similar effect on the generation of the firing instruction 248 to avoid the operation at the predetermined resonance frequency.

An example of the effectiveness of using the resonance compensation value 340 for a predetermined resonant frequency can be determined by comparing 4A and 4B be recognized. 4A includes a graph for an implementation in which the compensation module 360 and the second difference module 336 are omitted and the accumulated difference 332 as the adjusted value 344 is used. The curve 404 follows a first fast Fourier transformation ( FFT ) of the adjusted value 344 , and the curve 408 follows a second one FFT the ignition instruction 248 , The curve 412 tracks a transfer function of the asset in question. Like it through 416 is shown, the second FFT a maximum near the maximum in the transfer function.

4B includes a graphic for an implementation similar to that of FIG 3 in which the compensation module 360 and the second difference module 336 are involved. The curve 420 follow one FFT the adjusted value 344 , and the curve 424 follow one FFT the ignition command 248 , As it is in 4B represents the adjustment of the adjusted value 344 based on the resonance compensation value 340 the ignition instruction 248 such that the maximum is attenuated.

Referring again to 3 For example, in various implementations, more than one predetermined resonant frequency may be provided to avoid it. In such implementations, the characteristics of the model may be calibrated based on the characteristics of the powertrain and based on the two or more predetermined resonance frequencies.

Additionally or alternatively, as in the example of 5 , several compensation modules such as the compensation module 360 be implemented. 5 includes a functional block diagram of another example implementation of the cylinder control module 244 , Now up 5 Referring to, the properties of the model of the compensation module 360 calibrated based on the characteristics of the powertrain of the vehicle and based on a first predetermined resonant frequency.

A second compensation module 504 generates a second resonance compensation value 508 , The second compensation module 504 can the compensation module 360 be similar or identical to this, except that the model of the second compensation module 504 and the first and second predetermined gain values provided by the second compensation module 504 can be calibrated based on a second predetermined resonant frequency.

A summation module 512 sets a final resonance compensation value 516 equal to a sum of the resonance compensation value 340 and the second resonance compensation value 508 or sets the final resonance compensation value 516 based on this. The second difference module 336 sets the adjusted value 344 based on the accumulated difference 332 minus the final resonance compensation value 516 or sets the adjusted value 344 equal to the accumulated difference 332 minus the final resonance compensation value 516 , Although an example is provided with two compensation modules, more than two compensation modules can be implemented, and the summation module 512 can be the final resonance compensation value 516 set or based on a sum of the resonance compensation values generated by each of the compensation modules.

Now up 6 Referring to Figure 1, a flow chart illustrating an exemplary method of controlling cylinder activation and deactivation is shown. The controller starts with 604 where the share module 304 the target firing fraction 308 generated. For example only, the share module 304 the target firing fraction 308 equal to the torque requirement 208 divided by the predetermined maximum torque set or based on it.

at 608 generates the first difference module 320 the difference 324 , and the compensation module 360 generates the resonance compensation value 340 , The first difference module 320 can the difference 324 equal to a difference between the target firing fraction 308 and the previous ignition instruction 316 set or set based on this. The compensation module 360 generates the resonance compensation value 340 based on the previous ignition instruction 368 , More specifically, the model module generates 372 the speed and the acceleration value 376 and 380 , the first reinforcement module 384 generates the first resonance value 388 based on the speed value 376 and the first predetermined gain, and the second amplification module 392 generates the second resonance value 396 based on the acceleration value 380 and the second predetermined gain. The summation module 398 sets the resonance compensation value 340 equal to the sum of the first and second resonance values 388 and 396 or sets the resonance compensation value 340 based on this.

The accumulation module 328 generates the accumulated difference 332 at 612 based on the difference 324 , The accumulation module 328 can the accumulated difference 332 equal to the sum of the difference 324 and the previous value of the accumulated difference 332 set or set based on it. at 616 generates the second difference module 336 the adjusted value 344 , The second difference module 336 can be the adjusted value equal to the accumulated difference 332 minus the resonance compensation value 340 set or set based on it.

at 620 determines the instruction generator module 348 whether the adjusted value 344 is less than 1 (the predetermined value). If 620 is true, the instruction generator module 348 the ignition instruction 248 at 624 for the next cylinder in the predetermined firing order set to 1 (the first state) to command activation of the next cylinder. The next cylinder is activated at 628 and control ends. The cylinder actuator module 120 allows the opening and closing of the intake and exhaust valves of the next cylinder, if the ignition instruction 248 indicates that the next cylinder should be activated. The fuel control module 232 sets the target fueling parameters 236 firm to deliver fuel to the next cylinder when the ignition instruction 248 indicates that the next cylinder should be activated. The spark control module 224 can supply the spark for the next cylinder if the ignition instruction 248 indicates that the next cylinder should be activated.

If 620 true (if the adjusted value 344 is not less than 1), the instruction generator module 348 the ignition instruction 248 at 632 for the next cylinder in the predetermined firing order set to 0 (the second state) to instruct a deactivation of the next cylinder. at 636 the next cylinder is deactivated and the control ends. The cylinder actuator module 120 Deactivates the intake and exhaust valves of the next cylinder if the ignition instruction 248 indicates that the next cylinder should be deactivated. The fuel control module 232 stops the fuel supply to the next cylinder when the ignition instruction 248 indicates that the next cylinder should be deactivated. The spark control module 224 can supply the spark to the next cylinder or stop the spark for this if the ignition instruction 248 indicates that the next cylinder should be deactivated. Although the controller is shown and discussed as ending, FIG 6 a representation of a control loop, and it may be a control loop executed, for example, for each predetermined amount of crankshaft rotation.

As used herein, the term module may refer to an application specific integrated circuit (ASIC); an electronic circuit; a circuit of the circuit logic; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes a code; other suitable hardware components that provide the described functionality; or a combination of some or all of the above objects, such as in a one-chip system, be part of, or include. The term module may include memory (shared, dedicated, or group) that stores a code that is executed by the processor.

The term code as used above may include software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, and / or objects. The term shared as used above means that a portion of the code or the entire code of multiple modules can be executed using a single (shared) processor. In addition, part or all of the code of several modules may be stored by a single (shared) memory. The term group as used above means that part or all of the code of a single module can be executed using a group of processors. Additionally, part of the code or code of a single module may be stored using a group of memories.

The apparatus and methods described herein may be implemented by one or more computer programs executed by one or more processors. The computer programs comprise processor-executable instructions stored on a non-transitory, accessible, computer-readable medium. The computer programs may also include stored data. Non-limiting examples of the non-transitory, accessible, computer-readable medium include nonvolatile memory, magnetic memory, and optical memory.

Claims (9)

A cylinder control method for a vehicle, comprising: generating a first instruction value (316, 368); Intake and exhaust valves (122, 130) of a first cylinder (118) of an engine (102) are activated or deactivated based on the first instruction value (316, 368); generating a compensation value (340) for a second cylinder (118) of the engine (102) based on a response of a model to the first instruction value (316, 368); determining a target value (308) based on a torque request (208), the target value (308) corresponding to a proportion of a total number of cylinders (118) of the engine (102) to be activated; an accumulated difference (332) is generated based on a previous value of the accumulated difference (332) and the difference between the target value (308) and the first instruction value (316, 368); generating an adjusted value (344) based on a second difference between the accumulated difference (332) and the compensation value (340); generating a second instruction value (248) based on the adjusted value (344); and the inlet and outlet valves (122, 130) of the second cylinder (118) are activated or deactivated based on the second instruction value (248). Cylinder control method according to Claim 1 wherein at least one property of the model is configured based on a predetermined resonant frequency of the vehicle. Cylinder control method according to Claim 1 further comprising: determining a speed value (376) and an acceleration value (380) based on the model's response to the first instruction value (316, 368); and the compensation value (340) is generated based on the speed and acceleration values (376, 380). Cylinder control method according to Claim 3 further comprising: determining a first resonance value (388) based on a product of the velocity value (376) and a first predetermined gain; determining a second resonance value (396) based on a product of the acceleration value (380) and a second predetermined gain; and determining the compensation value (340) based on the first and second resonance values (388, 396). Cylinder control method according to Claim 4 further comprising that the compensation value (340) is determined based on a sum of the first and second resonance values (388, 396). Cylinder control method according to Claim 1 , further comprising determining the adjusted value (344) based on the accumulated difference (332) minus the compensation value (340). Cylinder control method according to Claim 1 further comprising that the second instruction value (248) is generated based on a comparison of the adjusted value (344) with a predetermined value. Cylinder control method according to Claim 1 further comprising: setting the second instruction value (248) to a first value if the adjusted value (344) is less than a predetermined value and setting the second instruction value (248) to a second value if the adjusted value Value (344) is not less than the predetermined value; the intake and exhaust valves (122, 130) of the second cylinder (118) are deactivated when the second instruction value (248) is set to the first value; and the intake and exhaust valves (122, 130) of the second cylinder (118) are activated when the second instruction value (248) is set to the second value. Cylinder control method according to Claim 1 further comprising that the target value (308) is further determined based on a predetermined maximum torque of the engine (102).

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