DE112015005091T5 - Multi-level Zündauslassung - Google Patents

Abstract

In one aspect, a method for controlling the operation of an internal combustion engine is described. The engine is operated in a firing mode so that selected exhausted duty cycles are skipped and selected active duty cycles are fired to provide a desired engine output. A specific level of torque output is selected for each of the fired working chambers. Various methods, arrangements and systems related to the above method are also described.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of US Provisional Patent Application No. 62 / 077,439, entitled "Multi Level Dynamic Skip Fire," filed Nov. 10, 2014; US Provisional Patent Application No. 62/117 426 entitled "Multi Level Dynamic Skip Fire" filed on Feb. 17, 2015; US Provisional Patent Application No. 62/121 374 entitled "Using Multi-Level Skip Fire" filed on Feb. 26, 2015; U.S. Patent Application No. 14 / 919,011 entitled "Multi-level Skip Fire" filed October 21, 2015; and U.S. Patent Application No. 14 / 919,018 entitled "Multi-level Skip Fire" filed October 21, 2015, all of which are incorporated herein by reference in their entirety.

FIELD OF THE INVENTION

The present invention relates to methods and systems for operating an engine in a firing mode. In various embodiments, spark-out engine control systems are described that can selectively deactivate working chambers and ignite them at multiple different output levels.

BACKGROUND

Most vehicles in today's operation (and many other devices) are powered by internal combustion engines (IC engines). Internal combustion engines typically have a plurality of cylinders or other working chambers in which combustion takes place. Under normal driving conditions, the torque generated by an internal combustion engine must vary over a wide range to meet the operator's operating requirements. Over the years, a number of methods for controlling engine torque have been proposed and used. Some such methods take into account varying the effective displacement of the engine. Engine control methods that vary the actual displacement of an engine may be classified into two types of control, multiple fixed displacements, and misfire. In the fixed multiple displacement control, a certain fixed set of cylinders is deactivated under low load conditions; For example, an 8-cylinder engine that can work with the same 4 cylinders under certain conditions. In contrast, spark-out engine control contemplates selectively omitting ignition of certain cylinders during selected firing occasions. Thus, one particular cylinder may be fired during one engine cycle and may then be skipped during the next engine cycle and then selectively skipped or fired during the next. Ignition of every third cylinder in a 4-cylinder engine, for example, would provide an effective displacement of 1/3 of the full engine displacement, which is a proportionate displacement that is not available simply by deactivating a set of cylinders. Similarly, igniting every other cylinder in a 3-cylinder engine would provide an effective displacement of ½, which is a proportionate displacement that is not obtainable by simply deactivating a set of cylinders. The US Pat. No. 8 131 445 (which was filed by the assignee of the present application and incorporated herein by reference in its entirety for all purposes) teaches a variety of ignition exhaust engine control implementations. In general, it will be appreciated that the spark-out engine control provides a number of potential benefits, including the potential for significantly improved fuel economy in many applications. Although the concept of spark-out engine control has been present for many years and its advantages are understandable, spark-out engine control has not yet achieved significant commercial success.

It is well understood that working engines are usually the source of significant noise and significant vibration, commonly referred to in the field as NVH (noise, vibration, and roughness). In general, a stereotype associated with the ignition outlet engine control is that the engine's ignition exhaust operation causes the engine to run significantly rougher, that is, with increased NVH, relative to a conventionally operated engine. In many applications such. B. Automotive applications is one of the most significant challenges presented by the Zündauslass engine control, the vibration control. Indeed, it is believed that the inability to address NVH issues satisfactorily is believed to be one of the major obstacles that has prevented the widespread adoption of engine control firing types.

The U.S. Patent Nos. 7,954,474 ; 7,886,715 ; 7,849,835 ; 7 577 511 ; 8 099 224 ; 8,131,445 and 8 131 447 and U.S. Patent Application Nos. 13 / 004,839; 13/004 844; and others describe a variety of engine control units that make it practical to operate a wide variety of internal combustion engines in an ignition outlet operating mode. Each of these patents and Each of these patent applications is incorporated herein by reference. Although the described control units work well, there is a continuing effort to further improve the performance of these and other ignition exhaust engine control units to further mitigate NVH problems in engines operating under ignition timing control. The present application describes additional ignition control features and improvements that can improve engine performance in a variety of applications.

SUMMARY

The present invention relates to the ignition exhaust engine controller. In one aspect, a method of controlling an engine is described. Selected duty cycles are skipped and selected active duty cycles are fired to provide a desired engine output. One or more working chambers are capable of having multiple possible levels of torque output, e.g. For the same cam phaser and / or MAP (intake manifold absolute pressure) settings. A specific level of torque output (eg, high or low torque output) is selected for each of the fired working chambers (i.e., the working chambers to be fired). This is referred to herein as a multi-level ignition exhaust engine control. In various constructions, the air charge for ignited working chambers is set based on whether the high or low torque output on the fired working chambers has been selected. Various embodiments relate to engine control units, software, and systems that help to implement the above method.

In another aspect, an engine control unit is described. The engine control unit includes a plurality of working chambers. Each working chamber includes at least one cam-operated inlet valve. The engine control unit includes a Zündanteilsrechner, an ignition timing determination module and an ignition control unit. The ignition proportion calculator is arranged to determine a firing fraction suitable for providing a desired torque. The ignition timing determination module is arranged to determine an ignition outlet firing sequence based on the firing fraction. The ignition outlet firing sequence indicates whether a selected working chamber is deactivated or fired during a selected firing opportunity, and further indicates for each ignition whether the ignition produces a low torque output or a high torque output. The ignition control unit is arranged to operate the working chambers in an ignition outlet manner based on the ignition sequence. In various embodiments, the ignition control unit is also arranged to adjust the air charge for each ignited working chamber (i.e., each working chamber being ignited) based on whether the firing sequence indicates a low torque output or a high torque output for the fired working chamber.

The multi-level ignition exhaust engine control may be performed in a wide variety of ways. For example, in some embodiments, decisions as to whether to fire or skip each duty cycle and / or decisions on whether to select a particular level of torque output for an ignited working chamber are made on a firing opportunity-to-ignition opportunity basis. Such decisions may be made using one or more lookup tables, a circuit, a sigma-delta converter, or other techniques.

Various systems can be used to control the torque output of the fired working chambers. For example, in some methods, one or more of the working chambers each include one or more inlet valves that are independently controlled. The intake valves may be opened or closed at different times and / or according to different cycles (eg, Atkinson and Otto cycles), which may help to change the torque output of the working chamber. The inlet valves for a working chamber may be independently actuated or deactivated based on duty cycle to duty cycle. In various embodiments, the working chamber valve control system allows the working chamber to have two, three or more torque output levels under the same engine conditions, e.g. B. the same cam phaser, throttle position and / or engine speed settings creates. It should be appreciated that the methods described herein for implementing the multi-level ignition exhaust engine control may be used with any suitable working chamber design or valve control system.

In another aspect, an engine system is described. The engine system includes an intake manifold, one or more working chambers, and two or more intake passages. In various embodiments, two inlet passages connect to a working chamber. The two inlet passages are arranged relative to the working chamber such that a central axis of each of the intake passages substantially intersects a center axis of the working chamber.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention and its advantages may best be understood by reference to the following description taken in conjunction with the accompanying drawings, in which:

1A and 1B Are cross-sectional views of a working chamber and an associated valve control system according to a specific embodiment of the present invention.

2 - 7 Are diagrams illustrating valve control systems according to various embodiments of the present invention.

8th FIG. 10 is a graph illustrating a valve lift adjustment for a working chamber according to a specific embodiment of the present invention. FIG.

9 a valve control system according to a specific embodiment of the present invention.

10 is a diagram illustrating example intake passages.

11 Fig. 10 is a diagram illustrating intake passages according to a specific embodiment of the present invention.

12A - 12F Diagrams illustrating stages in operation of a working chamber and intake valves according to various embodiments of the present invention.

13A - 13B Charts illustrating how valves may be operated to produce different levels of torque output from a working chamber are, according to various embodiments of the present invention.

14A - 14H Figures are diagrams illustrating various arrangements and features of working chambers according to various embodiments of the present invention.

15 is a diagram that is a group of cylinders according to a specific embodiment of the present invention.

16 Fig. 10 is a block diagram of an engine control unit according to a specific embodiment of the present invention.

17 FIG. 3 is a flowchart of a method for implementing the multi-level ignition exhaust engine control according to a specific embodiment of the present invention.

18 is an example look-up table that indicates a maximum allowable working chamber output as a function of engine speed and effective spark fraction.

19 is an example look-up table indicating a spark fraction and a level fraction as a function of an effective firing fraction.

20 FIG. 12 is a diagram of an example circuit that generates a multi-level ignition outlet firing sequence according to a specific embodiment of the present invention.

21 Fig. 10 is a diagram of an example circuit that generates a multi-level ignition outlet firing sequence according to another embodiment of the present invention.

22 is an example look-up table that provides a multi-level ignition outlet firing sequence as a function of an effective firing fraction.

23 FIG. 10 is a flowchart illustrating an example method of using the multi-level spark-out engine control during a transition between firing components. FIG.

24 FIG. 10 is a flowchart illustrating an example method for detecting and managing knock in an engine according to a specific embodiment of the present invention. FIG.

25 FIG. 10 is a flowchart illustrating an example method of using the multi-level spark-out engine control in response to specific engine operations. FIG.

26 FIG. 10 is a flowchart illustrating an example method for diagnosing and managing engine problems according to a specific embodiment of the present invention.

In the drawings, like reference numerals are sometimes used to designate like structural elements. It should also be appreciated that the illustrations in the figures are schematic and not to scale.

DETAILED DESCRIPTION

The present invention relates to a system for operating a Internal combustion engine in a Zündauslassweise. In particular, various implementations of the present invention include an ignition exhaust engine control system that is capable of selectively igniting a working chamber having a plurality of different torque output levels.

In general, spark-out engine control contemplates selectively omitting ignition of certain cylinders during selected firing occasions. Thus, for example, a particular cylinder may be fired during a firing opportunity and may then be skipped during the next firing opportunity and then selectively skipped or fired during the next one. This contrasts with conventional variable displacement engine operation in which a fixed set of cylinders is deactivated during certain low load operating conditions.

One challenge with ignition exhaust engine control is to reduce unwanted noise, vibration, and harshness (NVH) to an acceptable level. The noise and vibration generated by the engine may be transmitted to occupants in the vehicle cabin in a variety of ways. Some of these approaches, such as the powertrain, may modify the amplitude of the various frequency components present in the engine noise and engine vibration signature. In particular, lower gear ratios usually increase vibrations as the transmission increases torque and torque variation at the wheels. The noise and vibration can also stimulate various vehicle resonances, which can then couple into the vehicle cabin.

Some noise and vibration frequencies may be particularly annoying to the vehicle occupants. In particular, repetitive low frequency patterns (eg, frequency components in the range of 0.2 to 8 Hz) usually produce unwanted vibrations perceived by vehicle occupants. The higher order harmonics of these patterns may cause noise in the passenger cabin. In particular, a frequency around 40 Hz can resonate within the vehicle cabin, the so-called "drone" frequency. A commercially viable ignition output engine control requires operation at an acceptable NVH level while providing the driver with the desired or requested engine torque output and achieving significant fuel efficiency gains.

The NVH characteristics vary with engine speed, ignition frequency, and transmission gear. For example, consider an engine control unit that selects a specific firing frequency that indicates a percentage of firings required to provide a desired torque at a particular engine speed and gear. Based on the firing frequency, the engine control unit generates a repetitive firing pattern to operate the working chambers of the engine in a firing mode. As is well known to those skilled in the art, at a given engine speed that runs smoothly with some firing patterns, an engine may produce undesirable acoustic or vibration effects on other firing patterns. Likewise, a given firing pattern may provide acceptable NVH at engine speed, but the same pattern may produce an unacceptable NVH at other engine speeds. Engine induced noise and vibration is also affected by the cylinder load or working chamber output. As less air and fuel is supplied to a cylinder, the ignition of the cylinder produces less output as well as less noise and vibration. Consequently, if the cylinder output is reduced, then some firing frequencies and firing sequences which were unusable due to their poor NVH characteristics may then become useful.

As described in U.S. Patent Application No. 14 / 638,908, which is incorporated herein in its entirety for all purposes, it is generally desirable that an exhaust outlet engine control unit design provide the requested engine output while minimizing fuel consumption and acceptable NVH Performance is created. This is a challenging problem due to the wide range of operating conditions encountered during vehicle operation. A requested engine output may be expressed as a torque request at an engine operating speed. It should be appreciated that the amount of engine torque delivered may be represented by the product of ignition frequency and cylinder load. Consequently, when the ignition frequency (FF) is increased, the cylinder torque load (CTF) can be reduced to produce the same engine torque, and vice versa. In other words Engine torque share (ETF) = CTF * FF (Eq. 1) wherein the ETF is a value representing the normalized net or indicated engine torque. In this equation, all values are dimensionless, which allows them to be at all Types of engines and is used in all types of vehicles. That is, to provide the same engine torque, a variety of different firing frequencies and CTF combinations may be used. Equation 1 does not include the effects of engine friction. A similar analysis could be done with friction. In this case, the calculated parameter would be the brake torque component. Either the engine net torque fraction, engine brake torque component, indicated engine torque component, or any similar metric may be used as the basis of a control algorithm. For clarity, the term engine torque share may refer to any of these measures of engine output and will be used in the following discussion of engine control units and engine control methods.

Various embodiments of the present invention relate to an ignition exhaust engine control system that is capable of igniting a selected working chamber at a plurality of different output levels. This is referred to herein as a multi-level ignition exhaust operation. In other embodiments, the multi-level ignition exhaust operation may be accomplished by modifying the above Eq. 1 to include the possibility of multiple firing levels as follows: Engine torque share (ETF) = CTF ₁ * FF ₁ + CTF ₂ * FF ₂ + ... + CTF _n * FF _n (Equation 2) where CTF _{1 is} the cylinder torque fraction and FF _{1 is} the firing fraction at the first level, CTF _{2 is} the cylinder torque fraction and FF _{2 is} the firing fraction at the second level, and CTF _{n is} the cylinder torque fraction and FF _{n is} the firing fraction at the nth level. The sum of the ignition components at different levels is equal to the total ignition component, ie FF = FF ₁ + FF ₂ + ... + FF _n (Equation 3)

In some embodiments described below, n equals two, although this is not a limitation.

It should be appreciated that there are many equivalent methods of expressing the concepts described above. For example, rather than modeling based on engine torque (ETF), modeling could be based on net engine torque (ET) because the quantities are simply proportional. The cylinder torque portion (CTF) can (NMEP) to be proportional to the average net effective pressure, and the firing fraction of the n-th levels (FF _n) may be proportional to proportional engine displacement for cylinders on the n-th level (FEDn) operate. Equation 2 can thus be equivalently formulated as ET = NMEP ₁ · FED ₁ + NMEP ₂ · FED ₂ + ... + NMEPn · FEDn (Eq. 4)

The above equation 4 is just one example of forming and many equivalent transformations can be devised. They all have in common an engine output torque magnitude expressed as the sum of quantities, each magnitude related to the output of one cylinder group and having at least two cylinder groups with different non-zero outputs.

An example of the multi-level ignition exhaust operation may be described as follows. One working chamber may be deactivated during a selected cycle, ignited with a high level of output during the next cycle, and then ignited with a lower level of output (eg, 0-80% of the high level output) during the next cycle become. In various implementations, the low level output may substantially correspond to a working chamber load that provides optimum fuel efficiency, i. H. the lowest BSFC operating point (operating point with brake specific fuel consumption). As is well known, the BSFC working chamber load varies as a function of speed. As such, the ratio between the high and the low ignition levels may vary as a function of engine speed and possibly other variables in various embodiments of the present invention. The ignitions and deactivations are coordinated to produce a desired engine torque. The availability of the multi-level ignition exhaust operation allows the engine control system to have more options for finding a balance between engine output, fuel efficiency, noise, and vibration.

It should be appreciated that any suitable technology may be used to enable multi-level ignition exhaust operation. For example, in some embodiments, the working chamber torque output is controlled using throttle control, spark timing, valve timing, MAP adjustment, and / or exhaust gas recirculation. In this application a variety of working chamber control systems and working chamber arrangements will be described. Such systems are arranged to enable a working chamber generates multiple levels of torque output. This application also describes various multi-level ignition exhaust engine control methods (eg, as in connection with 16 - 26 described) which can be implemented using the aforementioned systems. However, these methods are not limited to the systems described herein and may be used with any suitable working chamber design, system or mechanism.

Chamber-valve control system

Various embodiments of the present invention relate to a working chamber valve control system. With initial reference to 1A and 1B Figure 2 will be two cross-sectional views of an example working chamber valve control system 100 described. The working chamber valve control system 100 includes a working chamber 102 with a piston 104 , two inlet valves 120a / 120b and two exhaust valves 122a / 122b , actuators 116a / 116b control the opening and closing of the intake valves. Inlet passages 110a / 110b couple the intake valves 120a / 120b each with an intake manifold (not shown).

When an intake valve is opened, air from the intake manifold into the working chamber 102 through the corresponding inlet passage 110a / 110b fed. As is well known to those skilled in the art, when the working chamber 102 should be ignited, the air with fuel in the working chamber 102 mixed and the fuel / air mixture is ignited. The resulting combustion drives the piston 104 to the bottom of the working chamber 102 , The exhaust valves 122a / 122b are opened and exhaust gases are removed from the working chamber 102 in the outlet passages 112a / 112b pushed when the piston 104 increases.

In many conventional designs, the intake valves become 120a / 120b the working chamber 102 open and closed at the same time. That is, they are controlled by the same actuator and / or are opened and closed according to the same lift profile. The timing of the lift profile may be adjusted using a cam phaser that shifts the valve opening and closing times relative to crankshaft movement. However, in various conventional constructions, the cam actuator mechanism generally allows only small changes in valve timing on a cycle-by-cycle basis and operates all cylinders in a group in a similar manner. In the illustrated embodiment, however, the intake valves 120a / 120b independently operated and operated. From one operating cycle to the next, the timing of opening and closing of one intake valve may be the same as or different from the other intake valve. As an example, during a selected cycle of operation, the inlet valve 120a disabled or closed while the inlet valve 120b is opened to let air into the working chamber. During a selected work cycle, alternatively, the inlet valve 120a be opened and closed on the basis of a gasoline cycle, while the other intake valve 120b can be opened and closed on the basis of an Atkinson or other cycle. During any selected work cycle, one or both of the intake valves may be deactivated or closed. In various embodiments, each inlet valve for the working chamber 102 be independently operated or deactivated on a basis of ignition opportunity to ignition opportunity.

The ability to independently control the inlet valves of the same working chamber offers a variety of advantages. On the one hand, the torque output of the working chamber can be set dynamically. In various constructions, if both intake valves are open during an intake stroke and then closed during the subsequent compression stroke, then, for example, disabling one of the intake valves during a selected duty cycle results in less air being supplied to the working chamber. This in turn reduces the torque generated by the firing of the working chamber relative to a situation where both inlet valves would be open. Likewise, closing one or both of the intake valves prior to completing the intake stroke results in less air intake and lower duty cycle torque output. The omission of one or both of the intake valves over both the intake stroke and a portion of the compression stroke also results in less duty cycle output. In this case, the air sucked into the cylinder is expelled from the cylinder before the introduction of the power stroke. By using independent control of each intake valve and using different types of open / close timing for each intake valve, two, three or more levels of working chamber delivery are possible, as discussed later in the application. As previously discussed, the ability to rapidly modulate the working chamber torque output, such as, for example. For example, based on ignition opportunity to ignition opportunity, better control over vibration, noise and fuel economy.

The actuators 116a / 116b can use a wide variety of mechanisms to open and close the intake valves 120a / 120b For the working chamber 102 to control. For example, in various embodiments, each intake valve is actuated by a cam and / or mechanically controlled. In the illustrated embodiment, for example, the actuator 116a and 116b separate cams that independently the intake valves 120a respectively. 120b operate. In some constructions, a backlash flap valve lifter, a clapper adjuster, a popper finger ram, or a concentric flapper blade may be disposed in the valvetrain to enable deactivation of the valve. These devices may allow an intake valve to be activated or deactivated in any given work cycle. In some implementations, camshafts that move axially, wherein different cam lobes may be translated to engage an inlet valve stem, may also be used to control valve movement. In this case, one of the cam lobes may be a zero stroke nose that effectively deactivates the cylinder. In some embodiments, only a single inlet valve may be used and the valve opening may be followed or operated based on two or more different lift profiles. The various profiles can be created using different cams or by using more complex valve trains. It should be appreciated, however, that a variety of other constructions are also possible, as discussed later in this application. The actuation of the intake valves may be performed mechanically, electromechanically, electro-hydraulically, or using any other suitable mechanism.

A wide variety of systems can be used to control the inlet and outlet valves of the working chamber 102 to operate and control. Such example constructions are in 2 - 7 shown. 2 - 7 are schematic plan views of an example working chamber valve control system (e.g. 1A and 1B illustrated work chamber control system 100 ). Each of 2 - 7 represents a working chamber 102 , Actuators 116a / 116b , Inlet valves 120a / 120b , an outlet valve 122a and possibly an additional exhaust valve 122b A line drawn between an actuator and a particular valve indicates that the actuator controls the opening and closing of the valve. When a line is drawn between an actuator and two or more valves, it generally means that when the actuator is activated, all valves must be actuated during a selected cycle of operation; Alternatively, if the actuator is not activated during a work cycle, all valves must be deactivated during the work cycle. If a line between an actuator and a particular valve is not drawn, it means that the actuator is not controlling that particular valve. The above-mentioned operation may be performed using any suitable technology or mechanism, such as, for. By the use of a camshaft arrangement with one or more cams and / or camshafts.

There may be a variety of different valve control arrangements. In 2 For example, are the inlet valve 120a and exhaust valve 122a on one side of the working chamber 102 (ie on one side of the line of symmetry 105 ). The inlet valve 120b and the exhaust valve 122b lie on the other side of the working chamber 102 (ie on the other side of the line 105 ). The actuator 116a controls the valves on one side of the working chamber 102 (ie the inlet valve 120a and the exhaust valve 122a ) and another actuator (actuator 116b ) controls the valves on the other side of the working chamber (ie the inlet valve 120b and exhaust valve 122b ).

3 represents a slightly different arrangement. In this example, each actuator controls 116a / 116b an inlet valve on one side of the working chamber and the outlet valve on the other side of the working chamber. That is, the actuator 116a controls the inlet valve 120a and exhaust valve 122b while the actuator 116b the inlet valve 120b and exhaust valve 122a controls.

The above arrangements can lead to different flows inside the working chamber 102 to lead. For example, if an actuator includes an inlet valve and exhaust valve on the same side of the working chamber (eg, as in FIG 2 ), air flowing from the inlet valve to the outlet valve usually does not flow through the center or a central axis 106 the working chamber. When the actuator has an inlet valve and an outlet valve on different sides of the working chamber (eg as at 3 ), air flowing between the inlet and outlet valves usually flows through the center or center axis of the working chamber. This can have various effects on the swirling or rotation of air and gases in the chamber. Various control schemes and arrangements for actuators and valves may help to achieve a desired level of vortices in the chamber. In general, a moderate amount of vertebrae is desired. If there is too much swirl, there may be too much convection of heat to the walls of the working chamber. If there is too little swirl, the combustion rate in the working chamber may be too low.

Other valve control arrangements are also possible. In 4 controls, for example, the actuator 116a an inlet valve 120a on one side of the working chamber 102 and both exhaust valves 122a / 122b on the other side of the working chamber. The other actuator 116b controls the remaining inlet valve (inlet valve 120b ). Once the actuator 116b is activated to the inlet valve 120b during a selected cycle and an exhaust event is desired, the actuator must 116a consequently also be activated. In other words, once an exhaust event is desired for a selected work cycle, the actuator must 116a be activated and the inlet valve 120a and both exhaust valves 122a and 122b are opened during the work cycle. Opening both exhaust valves may help to improve bleeding, ie venting exhaust gases from the working chamber, just before the piston reaches top dead center (ie, before the beginning of the intake stroke).

5 represents another valve control system. In this example, an actuator controls 116a an inlet valve 120a on one side of the working chamber 102 and both exhaust valves 122a and 122b , The other actuator 116b has a similar functionality, ie it controls the inlet valve 120b on the other side of the working chamber and both exhaust valves 122a and 122b as well. This arrangement also causes both exhaust valves 122a / 122b be actuated during a selected work cycle in which an exhaust event is desired, and / or as soon as one of the intake valves 120a / 120b is pressed during a selected work cycle. The exhaust valves 122a and 122b are activated when an actuator 116a or 116b is activated. In contrast to 4 however, if a combustion event is desired, the inlet valve may 120b during a selected cycle without opening the inlet valve 120a to require.

Although the above examples include a working chamber with two intake valves and two exhaust valves, this is not a requirement and the working chamber may include any suitable number of intake or exhaust valves. As an example 6 a working chamber 102 with two inlet valves 120a / 120b and a single exhaust valve 122a dar. The actuator 116a controls the inlet valve 120a on one side of the working chamber and the outlet valve 122a , The actuator 116b controls the inlet valve 120b on the other side of the working chamber 102 and the exhaust valve 116b , Consequently, regardless of which inlet valve is opened, during a selected cycle, the outlet valve will be opened 122a opened when an exhaust event is desired.

7 describes another control scheme, which also includes a working chamber 102 with two inlet valves 120a / 120b and a single exhaust valve 122a includes. In this example scheme, an actuator controls 116a the inlet valve 120a on one side of the working chamber 102 and the exhaust valve 122a , The actuator 116b only controls the inlet valve 120b on the other side of the working chamber. Unlike the in 6 shown control system controls the actuator 116b not the exhaust valve 122a as well. Consequently, when an exhaust event is desired during a selected work cycle, the actuator must 116a be activated and the inlet valve 120a must be opened. That is, during a selected cycle of operation, in the combustion chamber and exhaust events in the working chamber 102 take place, is the inlet valve 120b not the only intake valve that is actuated, but rather always becomes together with the intake valve 120a actuated. The inlet valve 120a and exhaust valve 122a however, may be opened during a selected cycle of operation while the inlet valve 120b remains deactivated.

8th and 9 describe another type of control scheme that includes an actuator that can vary the duration and timing of the opening of an intake valve. In other words, in some of the above examples, an actuator is capable of only two states - deactivating a corresponding intake valve or activating a corresponding intake valve. When the intake valve is actuated, the timing and duration of intake valve opening is fixed for a selected duty cycle. However, in other embodiments, the actuator is capable of additional functionality. That is, the actuator is capable of following a plurality of cam profiles or valve lift settings, each of which has different valve timing characteristics.

An example of this method is in 8th and 9 shown. 8th and 9 concern a working chamber 102 with a single inlet valve 120a , Exhaust valve 122a and actuator 116a ( 9 ). As in 9 to see, controls the actuator 116a all valves in the working chamber 102 , To change the output of the working chamber is the actuator 116a arranged to selectively the valve lift of the intake valve 120a set on the basis of a valve lift setting or a cam profile.

8th is a graph 800 indicating a valve lift as a function of time. Two valve lift settings are by curves 802 and 804 shown. The actuator 116a is arranged to the inlet valve 120a operate on the basis of one of the valve lift settings. In various embodiments, the actuator 116a switch between definitions on a cycle-by-work basis. Of the graph 800 indicates how the duration and extent of the opening of the inlet valve 120a vary from one commitment to the next. That is, for those through the bend 804 The determination shown is the maximum extent of the valve lift and the amount of time that the intake valve 120a is greater during a selected work cycle than that through the graph 802 set down. Different determinations consequently cause different amounts of air to the working chamber 102 be fed, resulting in different levels of torque output from the working chamber 102 leads. The implementation of various valve lift settings may be accomplished using any suitable technology or valve adjustment mechanism.

As noted above, some of the above valve control systems may be used to help control the rotation and / or swirling of gases within the working chamber. The control of the gas flow within the working chamber may be further improved with special inlet passage constructions. Various examples of such constructions are in 10 and 11 shown.

For the purpose of comparison is 10 a plan view of a working chamber 1002 and associated intake passages 1006a / 1006b with a conventional construction. The two inlet passages 1006a / 1006b each connect the two inlet valves of the working chamber 102 with an intake manifold 1014 , In this example, the separate inlet passages 1006a / 1006b by subdividing a single inlet passage 1004 through a divided passage wall 1112 educated. It should be noted that the center axis of each intake passage (axles 1008a and 1008b ) not a central axis 1010 the working chamber cuts. (The central axis 1010 can be understood as a line that rises from the side.)

11 FIG. 12 illustrates another intake passage construction according to a specific embodiment of the present invention 11 couple two inlet passages 1106a / 1106b the intake manifold 1114 with the working chamber 1102 and each with a separate inlet valve on the working chamber 1102 coupled. The inlet passages 1106a / 1106b are spread, ie they do not extend parallel to each other and connect to the working chamber 1102 at an angle. In the illustrated embodiment, the inlet passage splits 1106b for a working chamber 1102 an air flow path with an inlet passage 1122 for an adjacent working chamber 1120 Although in other embodiments, the inlet passages for adjacent working chambers are completely separate.

The angle in which each inlet passage 1106a / 1106b with the working chamber 1102 connects, causes the central axis 1108a / 1108b each inlet passage 1106a / 1106b (essentially) a central axis 1110 the working chamber 1102 cuts. Due to this construction, air is generated using the inlet passages 1106a / 1106b fed directly to the center of the working chamber, which may be the amount of vortexing or mixing relative to the arrangement in 10 is reduced. Such arrangements optionally in combination with in 1 - 7 illustrated valve systems can help control the movement of gases in the working chamber 1102 to improve.

An additional adjustment may be made to the construction of the working chamber to further control the supply of air into the working chamber and / or the flow of gases in the working chamber. For example, in some embodiments, the intake valves of a working chamber (eg, intake valves 120a / 120b from 1A and 1B ) different sizes and / or diameter. That is, their shape, size or construction causes the air flow rate through the valves to be different. The asymmetric delivery of air into the working chamber may help to induce a vortex in the working chamber, which may be desirable in some circumstances.

When the intake valves of a working chamber are independently controlled (eg, as in FIG 1 - 7 They may also follow different valve lift profiles and / or have different opening / closing times. These profiles and valve open / close times can be freely combined, as desired, consistent with the available valve control mechanisms. As an example, an intake valve may be actuated to implement a lift profile with the valve open for the entire intake stroke and closed soon after BDC. This lift profile allows the intake of a maximum air charge and can be referred to as a normal timing and lifting profile. The other inlet valve is actuated to implement an early intake valve closing (EIVC) or late intake valve closing (LIVC) profile. Both the EIVC and LIVC profiles and their timing lead to reduced air intake compared to a normal lift profile. The use of a normal timing and lift profile results in an engine operating in an Otto cycle, ie, where the valve timing results in a substantially maximum air charge. The use of EIVC or LIVC valve timing leads to less air charge and hence a lower effective compression ratio. This is often referred to as operating an engine using an Atkinson or Miller cycle. The use of different lift profiles and timing may help provide additional control over the work chamber output, vibration, noise, and fuel efficiency.

A specific scheme involving the use of a specific lift profile and / or valve timing control for one or more intake valves to produce a specific level of torque is referred to herein as a valve control scheme. Thus, various valve control schemes may be provided for generating different (eg, low, moderate, and / or high) levels of torque from a fired working chamber, respectively. Each valve control scheme involves independently controlling each intake valve in each working chamber such that each intake valve is operated using a particular lift profile and / or timing cycle (Z. Otto, Atkinson, etc.). A particular valve control scheme may cause multiple intake valves of a working chamber to operate using the same or different lift profiles and / or timing cycles.

Regarding 12A - 12E Some of the differences between such valve control systems and conventional valve control systems will now be described. For comparison purposes 12A various stages of operation of a working chamber during the intake and compression stroke of an example Otto cycle that is currently used in many automotive engines. The working chamber comprises two inlet valves (inlet valves 1202a and 1202b Both of which operate in the same manner on the basis of a normal timing and lift profile which results in the engine operating on an Otto cycle.

During the intake stroke, both valves become 1202a / 1202b open. The piston 1206 moves from top dead center (TDC) to bottom dead center (BDC). About 40 ° before the piston 1206 reaches the BDC, the valve lift reaches its maximum point. As soon as the piston 1206 reached the BDC, the compression stroke begins. The piston then moves back toward top dead center (TDC). About 40 ° after the BDC, the intake valves are closed.

In an Atkinson cycle, the intake valves may be closed sooner or later. The former is referred to as early intake valve closure (EIVC). An example of EIVC valve operation is in 12B shown. In 12B Both are intake valves 1202a / 1202b operated according to an EIVC-Atkinson cycle. The intake valves 1202a / 1202b be closed until the piston 1206 reached the BDC at the end of the intake stroke. This is much earlier than in the Otto cycle, which in 12A is shown, in which the inlet valves have been closed 40 ° thereafter. Thus, compared to an Otto cycle, the intake valves are closed early and kept open for a shorter amount of time, resulting in less air in the working chamber and less torque output.

12C represents an alternative Atkinson cycle in which both intake valves are closed late relative to a standard Otto cycle. This method is called late intake valve closure (LIVC). An example LIVC valve control system is in 12C shown. As shown in the figure, the intake valves become 1202a / 1202b closed about 90 ° after BDC in the middle of the compression stroke. By contrast, in the example Otto cycle, the intake valves are closed about 40 ° after the BDC. This results in a relatively smaller amount of air being supplied to the working chamber since more of the air supplied to the working chamber during the intake phase is expelled from the working chamber during the compression stroke.

Since the air supply from the intake manifold to the working chamber is reduced in an Atkinson cycle relative to an Otto cycle, the torque output produced by the ignition of the working chamber is lower. However, the Atkinson cycle is generally more fuel efficient than the Otto cycle because a larger fraction of the combustion energy can be converted to useful torque. Operating a working chamber with the Atkinson cycle may cause the working chamber to operate at or near its minimum BSFC operating point.

In the above examples, in 12A - 12C 2, both intake valves are activated at the same times based on the same cycle. 12D - 12E Consider implementations in which independently controlled intake valves open and close based on different cycles. The inlet valves described in these embodiments may be constructed using any of the aforementioned techniques (e.g., those described in connection with FIG 1A . 1B and 2 - 11 described) are controlled or operated.

In 12D becomes the inlet valve 1202b operated using an EIVC-Atkinson cycle. The inlet valve 1202a is operated using an Otto cycle. As shown in the figure, therefore, the inlet valve closes 1202a about 40 ° after the BDC, while the piston 1206 early in a compression stroke. The inlet valve 1202b however, closes earlier, ie, the end of the intake stroke when the piston is at the BDC.

12E represents a system in which the inlet valve 1202a operated using an Otto cycle and the intake valve 1202b operated using a LIVC-Atkinson cycle. The inlet valve 1202b consequently closes later than the inlet valve 1202a ie about 90 ° after BDC during the compression stroke, rather than 40 ° after BDC.

The operation of intake valves using various cycles offers a variety of potential benefits. On the one hand, he creates another means of controlling the flow within the working chamber. As an example in 12D air enters the working chamber 1206 asymmetrically. That is, more air comes through an inlet valve (inlet valve 1202a ) for a longer period of time than the other during the intake phase. This may have desirable effects on gas movement in the working chamber, e.g. For example, it can cause increased whirling. In 12E During the compression stroke, more air from an intake valve (eg, intake valve 1202b ) for a longer period of time than the other. This asymmetric air flow can advantageously increase the combustion charge motion, ie, swirl and rotation, which improves the combustion characteristics.

For some methods, the intake valves are offset, i. H. they are phased relative to each other.

An example of this method is in 12F shown. The intake valves 1202a and 1202b are operated on the basis of the same Otto cycle, but the opening and closing times are offset. That is, the inlet valve 1202a opens earlier and closes earlier than the inlet valve 1202b , This system works something similar to the one in 12E illustrated system. Air exits the working chamber in an asymmetrical manner, which may affect the vortex in the working chamber. The amount of offset can vary widely depending on the needs of a particular application.

An additional advantage of independently operating intake valves for a working chamber using different cycles is that it can provide a high degree of control over the torque output of the working chamber depending on how the valves are operated. With reference next 13A and 13B Various example valve control schemes will be described. That is, the in 13A and 13B The graphs shown indicate how inlet valves can be operated in various ways to produce different levels of torque. In some embodiments, the in 13A and 13B illustrated valve control schemes in 12D respectively. 12E illustrated systems.

13A describes a working chamber valve control system in which there are two inlet valves which are independently controlled, e.g. B. by different actuators or cams. The valve control system may be any feature associated with 2 - 7 and or 12D have described systems. During a selected work cycle, the intake valve 1202a deactivated or actuated using an Otto cycle (hereinafter referred to as "normal valve"). During the selected work cycle, the inlet valve 1202b also deactivated or actuated using an Atkinson cycle (EIVC cycle) (hereinafter referred to as "EIVC valve"). Four different valve control systems are thus possible for the normal and the EIVC valve, the four different results 1302 / 1304 / 1306 / 1308 generate that in the graph 1300 from 13A are shown.

In the results 1302 . 1304 and 1306 the working chamber is ignited during a selected cycle and the level of torque output produced by the ignition depends on the valve control scheme. The result 1302 in the graph indicates that the highest working chamber torque output can be achieved when both intake valves are actuated. This also causes a moderate amount of vertebrae. The next highest level of working chamber output can be generated when the EIVC valve is deactivated and the normal valve is actuated (result 1306 ). The next highest level of working chamber output (ie, lower output than with the results 1302 and 1306 ) is generated when the EIVC valve is activated and the normal valve is deactivated (Result 1304 ). This is because EIVC operation limits the amount of air delivered to the working chamber. In both results 1304 and 1306 For example, a higher amount of vortices may be generated (ie, higher than result 1302 ), since the activation of only one valve promotes the flow and mixing of gases in the working chamber. In addition, both intake valves may be deactivated, meaning that combustion does not take place during a selected duty cycle and no torque output is generated, as by the result 1308 in the diagram of 13A specified.

13B includes a similarly structured graph 1350 although in this figure the inlet valve 1202b deactivated or operated using an Atkinson cycle (LIVC cycle) (hereinafter referred to as LIVC valve). The valve 1202a can be deactivated or operated on the basis of a Otto cycle (hereinafter referred to as normal valve). Thus, four different valve timing schemes are again possible for a selected duty cycle: 1) LIVC valve actuated, normal valve actuated, combustion event taking place; 2) LIVC valve deactivated, normal valve actuated, combustion event takes place; 3) LIVC valve actuated, normal valve deactivated, combustion event takes place; 4) LIVC valve deactivated, normal valve deactivated, combustion event does not occur. The results of each valve control scheme are in 13B shown. The valve control system used to control any of the valve timing schemes of 13B Any feature associated with this can be implemented 2 - 7 and or 12E have described systems.

The results in the graph shown 1350 are from those in the graph 1300 from 13A pretty different. In particular, the highest working chamber torque output is achieved when the normal valve is actuated and the LIVC valve is deactivated (result 1356 ). A lower, moderate level of work chamber output is achieved when both valves are actuated (result 1352 ). This is because when both valves are actuated, some of the air supplied by the two valves is expelled from the working chamber due to the late closure of the LIVC valve during a compression stroke. A low level of working chamber output (ie less than in result 1352 ) is also achieved when the normal valve is deactivated and the LIVC valve is activated (Result 1354 ). In the result 1358 Both intake valves are deactivated and no torque output is generated.

As previously discussed, the results include 1354 and 1356 higher levels of vertebrae than the result 1352 due to the asymmetric supply of air to the working chamber. In addition, both the LIVC valve and the normal valve can also be deactivated (result 1358 ), ie the duty cycle is omitted.

In the 13A and 13B The graphs shown indicate that the use of independently controlled inlet valves and different cycles for different valves allows for increased flexibility in operation of the working chamber. That is, the working chamber is capable of implementing three or four different levels of torque output. In addition, the working chamber may selectively use the Atkinson cycle on a single valve to produce lower levels of torque output in a more fuel efficient manner as compared to some other techniques (eg, decreasing torque output by adjusting the spark timing, throttle, etc.) ,

It should be appreciated that not all of the working chambers in the engine need to have the same valve control system. Instead, the working chamber may be divided into two or more different sets, each of which has different capabilities. By way of example, one or more working chambers may be capable of only two modes (ie deactivation or ignition while actuating all intake valves) or only one mode (ie, firing during each engine cycle without being skipped). However, other working chambers may have independently controlled inlet valves as discussed above in connection with FIG 1 - 13 described. Such mixed sets of working chambers still allow for greater flexibility and control relative to a conventional engine, but also help reduce hardware costs and complexity relative to an engine in which each working chamber is capable of multi-level torque output.

A variety of different example working chamber arrangements will be discussed in US Pat 14A - 14H described. Each of the figures includes a graph of multiple cells and indices for a performance level and a cylinder number. Each graph indicates the various performance levels (ie, torque output levels) that each cylinder (numbered 1-4) is capable of in an example four-cylinder engine. That is, if a cylinder has a cell associated with a full performance level 1, this means that the cylinder can be fired to produce a high torque output (eg, CTF = 1.0 or 100% of a maximum allowable) Output). If a cylinder has a cell associated with a full performance level 2, this means that the cylinder can be fired to produce a low or partial torque output (eg, CTF = 0.7 or 70% of a maximum allowable output ). If a cylinder has a filled cell associated with a power level 3, this means that the cylinder can be deactivated (thus producing no torque output for a selected duty cycle).

In the illustrated embodiment, only three levels of performance are available, but in other embodiments, at least some of the cylinders may be capable of generating more than three levels of power, such as In 13A - 13B shown. Every graph in 14A - 14H indicates a different arrangement and combination of working chambers / valve systems with different capabilities. The cylinders described in the graphs are arranged to produce the various levels of performance using any of the valve control systems, operations, and features described in this application (e.g., as in connection with FIGS 1 - 13 discussed).

Each graph is also assigned a fuel efficiency value. Each fuel efficiency value is based on simulations performed by the inventors. The value indicates an estimated fuel efficiency gain that the configuration had relative to a conventional four-cylinder engine (eg, one without any capacity to deactivate cylinders). It should be recognized that the fuel efficiency values given to each of the graphs in 14A - 14H tentatively, are based on experimental simulations and may vary for different engine designs and applications.

For comparison purposes 14A 12 is a graph indicating a cylinder configuration in which all cylinders are capable of only two levels of power, ie, each cylinder may be skipped or fired to produce a single level of torque output. Such a configuration may be used in an ignition exhaust engine control system. In this design, both intake valves are actuated during any ignition. The air charge associated with an ignition may be adjusted by a cam phaser that controls the valve opening and closing times and an oxygen concentration that controls the MAP for all cylinders. In general, these control systems do not allow a large, fast setting in the output of an isolated working chamber. Although the output of a working chamber may be reduced by retarding spark timing, it is often desirable to avoid this control method because it is fuel-inefficient. In the 14A The cylinder configuration shown is moderately fuel-efficient, since ignition under such conditions helps to reduce pumping losses in the working chamber and, in some cases, can ignite cylinders near optimum fuel efficiency.

14B illustrates a configuration for a conventional cylinder deactivation engine. Two cylinders are fired during each engine cycle, ie, can not be deactivated. During selected duty cycles, two other cylinders may be fired to produce a single level of torque output, or deactivated. Since such an engine is unable to exhaust each cylinder, its fuel efficiency may be slightly lower than that of the engine 14A illustrated configuration. However, less hardware may be required to support such a system, relative to a single level ignition exhaust engine design for all cylinders, e.g. B. as in 14A shown.

14C describes a configuration in which each cylinder is capable of three levels of output: disabled (no torque output) and firing at additional two different power levels. Such a configuration may be enabled using any of the valve control system described in this application (e.g., independently controlling the intake valves for each cylinder, operating the intake valves based on the Otto and Atkinson cycles, etc.). Such a method can create substantial gains in fuel efficiency. However, it may also require each cylinder to be equipped with additional hardware and features related to valve timing.

14D represents a simpler method in which two cylinders are able to the three power levels that are in 14C are designated. However, the remaining two cylinders are not deactivatable and are fired at a single power level during each engine cycle. As a result, cylinders 2 and 3 may require little or no additional hardware relative to a cylinder in a conventional engine without a spark.

In some embodiments, the cylinders 1-4, which are in 14D are designated to perform the most efficient use of space in the engine. An example of such an arrangement is in 15 shown. 15 FIG. 12 is a plan view of a group or bank of cylinders 1-4 in an engine. FIG 1500 , Cylinders 1 and 4 are located at the ends of the group and cylinders 2 and 3 are in the middle of the row of cylinders.

15 illustrates an example in which cylinders that are capable of more output levels / deactivation are located at the ends of a group of cylinders, and cylinders that are capable of lower torque output levels and / or that can not be deactivated, are arranged in the middle. This allows additional hardware to be more easily attached to the cylinders at the ends of the group; those with less hardware requirements are in the middle of the group arranged where there is less space and where each cylinder is lined on both sides by another cylinder. The illustrated embodiment includes four cylinders, however, it should be appreciated that a similar arrangement may also be used for groups / series with more or fewer cylinders (eg, a row with three, five or more cylinders). In other words, in various implementations, the outermost cylinders (eg, cylinders at or nearer the ends of the row) are capable of more output levels, and the inner cylinders (eg, cylinder) are closer to the center The series lies and / or is surrounded on both sides by other cylinders are capable of fewer output levels. In engines having two or more rows / groups of cylinders, each cylinder group / cylinder bank may have the same arrangement as in FIG 15 shown.

14E represents a configuration that is a modification of the in 14D and or 15 is shown. In 14E as in 14D Cylinders 1 and 4 are capable of three output levels. However, cylinders 2 and 3 are capable of two output levels (ie, they may be skipped or fired with a single torque output level). In the 14E shown configuration may also be arranged as in 15 because the innermost cylinders (cylinders 2 and 3) may require less hardware and have less associated output levels than the outermost cylinders (cylinders 1 and 4).

In 14F Each cylinder is capable of two levels of expenditure, but the types of expense levels to which they are able to differ differ. In this example configuration, cylinders 1 and 4 are capable of two output levels - they may be fired to produce a single torque output level and may also be disabled for a selected duty cycle. Cylinders 2 and 3 can not be deactivated, but can be fired with two different output levels. Relative to a configuration in which each cylinder is capable of generating three or more output levels, the one in FIG 14F configuration required require less hardware. Preliminary testing also indicates that such a configuration can be quite fuel efficient, even compared to a single level ignition exhaust engine system (e.g. 14A shown).

14G FIG. 12 illustrates a configuration in which two of the cylinders (cylinders 1 and 4) are capable of three output levels (ie deactivation and ignition with two different torque output levels). The two other cylinders (cylinders 2 and 3) can not be deactivated, but can be fired to produce two different torque output levels. In the 14G described configuration may also be arranged as in 15 shown. That is, the cylinders 1 and 4 capable of more output levels are located at the ends of the row / group of cylinders, while the cylinders capable of less output levels (cylinders 2 and 3) are arranged in the middle or in the inner portion of the row / group are arranged. As previously discussed, in various embodiments, cylinders 1 and 4 require more hardware to support the additional output levels, and the outer ends of the cylinder bank / group provide more space to install such hardware.

14H represents a variation in which all cylinders can not be disabled or skipped. Each cylinder, however, may be fired to produce two different torque output levels. In various implementations, this implementation may have a lower NVH relative to a conventional ignition exhaust engine control system, and may require less hardware relative to a system in which the cylinders are capable of more output levels.

Any of the valve control systems described in this application may be used to provide the valve control systems described in this application 14A - 14H to implement implemented embodiments. That is, different in 14A - 14H Illustrated embodiments include one or more cylinders that may be deactivated and / or fired to produce multiple levels of torque output. Such multi-level torque output can be enabled in a wide variety of ways. For example, in some implementations, each cylinder includes two intake valves, each intake valve being controlled by another actuator (eg, as in FIG 2 - 7 described). To generate high torque output, air is directed through both inlet valves during a selected cycle of operation. To produce low torque output, air is directed through only one inlet valve during a selected cycle or air is pushed out of the cylinder through a LIVC valve. As in 2 - 7 1, the control of one or more exhaust valves may be handled by one or more actuators. In some methods, the cylinder is configured to have a single intake valve in which the valve lift is adjustable so that the cylinder may be fired to produce different torque output levels (eg, as in connection with FIG 8th and 9 discussed). In the 14A - 14H can also be used in an engine system with any of the aforementioned Valve passage arrangements are used (eg as in connection with 10A . 10B and 11 described). In some constructions, each cylinder capable of multi-level torque output operates different intake valves using different cycles (eg, as in conjunction with FIG 12A - 12E and 13A - 13B described). That is, the different levels of torque output shown in the graphs of 14A - 14H can be generated using the techniques described in the graphs of 13A and 13B (eg, actuating an EIVC / LIVC valve and a normal valve to produce a particular torque output and deactivating one of the valves to produce a different second torque output, etc.).

Multi-level Zündauslass-engine control system

Various embodiments of the present invention relate to a multi-level ignition exhaust engine control system. One or more engine working chambers may be ignited to produce at least two different levels of non-zero torque output. The working chamber output torque may be controlled based on ignition opportunity to ignition opportunity. The total engine torque output may be controlled by firing or skipping cylinders on a firing opportunity-to-ignition basis. Based on a desired engine torque, the engine control system determines a firing sequence to operate the engine in a firing mode. The sequence indicates a series of omissions and firings. For each ignition, the sequence indicates an associated level of torque output. The working chambers of the engine are operated based on the firing sequence to provide the desired engine torque. Such an ignition outlet firing sequence is referred to herein as a multi-level firing outlet firing sequence.

The described embodiments of a multi-level ignition exhaust engine control system may be used with any of the engine, working chamber, intake passage, and valve control system designs described in this application. For example, in various embodiments, the system generates a firing sequence that includes firings having multiple torque output levels from one or more working chambers. Each of these working chambers may provide high or low torque output ignitions using independently controlled intake valves and / or exhaust valves, operating the intake valves for the same working chamber according to different cycles (eg, Otto and Atkinson), and / or any other feature, or any other Technique described in connection with the figures produce. However, it should also be appreciated that the described multi-level ignition exhaust engine control systems are not limited to such systems and operations, and that they may be applied to any engine or working chamber design capable of generating multiple levels of working chamber output. It is particularly applicable to control systems that make firing decisions on a firing-by-firing basis, although this is not limited to this type of control system.

With reference next 16 becomes a multi-level ignition exhaust engine control unit 1630 according to a specific embodiment of the present invention. The engine control unit 1630 includes a Zündanteilsrechner 1602 , an ignition timing determination module 1606 , an ignition control unit 1610 , a powertrain parameter adjustment module 1608 and an engine diagnostic module 1650 , The engine control unit 1630 is arranged to operate the engine in a Zündauslassweise.

The engine control unit 1630 receives an input signal 1614 representing the desired engine output, and various vehicle operating parameters such. B. engine speed 1632 and transmission gear 1634 , The input signal 1614 may be treated as a request for a desired engine output or torque. The signal 1614 may be from an accelerator pedal position (APP) sensor or other suitable sources such as As a cruise control, a torque calculator, etc., are received or derived. An optional pre-processor may supply the accelerator pedal signal prior to delivery to the engine control unit 1630 modify. However, it should be appreciated that in other implementations the accelerator pedal position sensor is directly connected to the engine control unit 1630 can communicate.

The Zündanteilsrechner 1602 receives the input signal 1614 (and other suitable sources if available) and engine speed 1632 and is arranged to determine a firing fraction that would be suitable to provide the desired output. In various embodiments, the firing fraction is any data representing a ratio of firings to firing opportunities (ie Ignitions or omissions).

In some implementations, the firing fraction calculator generates 1602 initially an effective ignition component. In various embodiments, an effective spark fraction (EFF) is the product of the spark fraction and weighted average normalized reference cylinder charge for spark events. (Thus, in such embodiments, the effective firing fraction, unlike the firing fraction, may not clearly indicate a firing to firing ratio.) In various embodiments, the normalized reference cylinder charge or cylinder torque fraction has at least two potential different non-zero values, each associated with a cylinder group , Mathematically, the engine torque share (ETF) can be expressed in terms of the effective spark fraction (EFF) as ETF = EFF.CTF ^act _H (Eq. 5a) where CTF ^act _{H is} the actual charge in the highest charge level cylinder group. For two charge level systems, the high level torque charge may be referred to as full charge, and the low torque level charge may be referred to as partial charge. In the various examples previously described in this application, the amount of torque produced by the ignition of a working chamber is characterized by a cylinder torque component (CTF) that provides an indication of a working chamber output relative to a reference value. For example, the CTF values may be relative to the maximum possible output torque generated by a wide open throttle working chamber at reference ambient pressure and reference ambient temperature, ie, 100 kPa and 0 C, and the appropriate valve and spark timing. Other ranges and reference values may of course be used. In this application, the CTF is generally a value between 0 and 1.0, although in some circumstances it may be greater than 1.0, such as e.g. At low ambient temperatures and / or operating below sea level or in supercharged engines. For some of the embodiments described in this application, the full charge includes a reference CTF of 1.0 and a partial charge includes a reference CTF of 0.7. For the sake of clarity, these values will be used in the following description of the invention, although it should be appreciated that these values vary depending on the exact engine design and engine operating conditions. It should be appreciated that the actual CTF delivered by a working chamber may be adjusted from these reference values.

In some embodiments, the ignition component calculator is 1602 arranged to determine one or more combinations of level ignition ratios and cylinder torque levels (eg, as seen in Eq.2) that would be suitable to provide a desired output. These combinations can also be used as an effective ignition ratio (EFF) 1611 be expressed. In some constructions, the engine torque (ETF) ratio may be expressed as the product of the EFF and a setting factor α: ETF = EFF * CTF ^act _H = EFF * CTF ^R _H * α (Equation 5b) where CTF ^R _{H is} the reference cylinder torque fraction associated with the cylinder group having the highest cylinder charge. As described above, it is assumed that CTF ^R _H is 1 in the description provided herein, but this is not a requirement. The adjustment factor α varies depending on engine parameter settings such as engine parameters. B. spark timing and throttle and cam phaser position.

The Zündanteilsrechner 1602 can produce the effective firing fraction in a variety of ways, depending on the needs of a particular application. For example, in some implementations, an effective firing fraction is selected from a library of predefined effective firing levels and / or from a look-up table. Various implementations include the use of a look-up table to map an effective spark fraction based on one or more engine parameters (eg, gear, engine speed, etc.), fuel consumption, maximum allowable CTF, and / or NVH associated with different effective firing rates to determine. These and other methods are described in more detail elsewhere.

As soon as the calculator 1602 determines an effective ignition proportion, it becomes the ignition timing determination module 1606 directed. On the basis of the received effective ignition share, the ignition timing determination module is 1606 arranged to output a sequence of firing commands that cause the engine to provide the percentage of firing and firing output torque levels required to produce the desired engine output. This sequence can be generated in a variety of ways, such as. Using a sigma-delta converter or by using one or more lookup tables or using a state machine. The sequence of Ignition commands (sometimes as a drive pulse signal 1616 designated by the ignition timing determination module 1606 is output, becomes the ignition control unit 1610 passed the actual ignitions by ignition signals 1619 organized to the engine working chambers 1612 are directed.

The sequence of ignition commands by the ignition timing determination module 1606 output, indicates a combination of omissions and ignitions and the torque level associated with the firings. In various embodiments, for each ignition, the sequence indicates a particular torque output level selected from two or more possible torque output levels. The sequence may take any suitable form. For example, in some embodiments, the sequence consists of values, such as. 0, 0, 0.7, 1. This example indicates that work chambers associated with the next four firing occasions are skipped, skipped, fired (with a lower level of work chamber output, eg, 70% of the reference cylinder torque output, etc.). ) and ignited (with a high level of working chamber output, eg, 100% of the reference cylinder torque output, etc.). A firing sequence indicating omissions and firings having multiple levels of working chamber output is referred to herein as a multi-level firing outlet firing sequence.

The ignition timing determination module 1606 can determine the ignition decisions and the firing sequence in a variety of ways. For example, in various implementations, the ignition timing determination module searches 1606 one or more look-up tables to determine a suitable multi-level firing sequence. The appropriate multi-level firing sequence may be arranged to maximize fuel economy consistent with achieving acceptable NVH characteristics. Factors that affect the NVH may include transmission gear, engine speed, cylinder charge, and / or other engine parameters. Based on the effective spark fraction, fuel economy, NVH considerations, and / or one or more of the factors mentioned above, the module selects 1606 a multi-level firing sequence of multiple firing sequence options. In other implementations, the module determines 1606 a suitable firing sequence using a sigma-delta converter or algorithm. Any suitable algorithm or process may be used to generate an ignition sequence that provides the desired engine torque. Various techniques for determining the firing sequence will be described below in connection with 17 - 22 described.

In the illustrated embodiment, the in 16 is shown is a powertrain parameter adjustment module 1608 provided with the ignition timing determination module 1606 interacts. The powertrain parameter adjustment module 1608 has the engine working chambers 1612 to properly set selected powertrain parameters to ensure that the actual engine output is substantially equal to the requested engine output. For example, in some conditions, to provide a desired engine torque, the output produced by each ignition of a working chamber must be adjusted. The powertrain parameter adjustment module 1608 is responsible for setting any suitable engine setting (eg, mass air charge, spark timing, cam timing, valve timing, exhaust gas recirculation, throttle, etc.) to help ensure that the actual engine output matches the requested engine output. The engine output is thus not limited to operating at discrete levels, but may be adjusted in various implementations in a continuous analog manner by adjusting engine settings. Mathematically, this can be expressed in some methods by including a multiplication factor in the output of each cylinder group. Equation 2 can thus be modified and combined with Equation 5 so that ETF = α · ^R _H · CTF EFF = α ₁ · ^R ₁ · CTF FF ₁ + α ₂ · ^R ₂ · CTF FF ₂ + ... + α _n · ^R _n · CTF FF _n (Eq. 6) where α ₁ , α ₂ and α _{n represent} an adjustment factor in the cylinder load assigned to each cylinder group and CTF ^R ₁ , CTF ^R ₂ and CTF ^R _{n represent} the reference cylinder torque component for each cylinder group. It should be recognized that some engine settings such. For example, the throttle position will affect the setting for all cylinder groups, while some settings such as the throttle position will be affected. B. spark timing and / or injected fuel mass can be adjusted in a manner from group to group or even cylinder to cylinder. In various implementations, each different cylinder group has a different spark timing and a different injected fuel mass. The spark timing for each group may be adjusted to give optimum fuel efficiency for this group, and the injected fuel mass may be adjusted for a substantially stoichiometric air / fuel ratio for all groups. In this case, the amount of injected fuel is approximately proportional to the generated cylinder torque.

The engine control unit 1630 also includes an engine diagnostic module 1650 , The engine diagnostic module 1630 is arranged to detect any engine problems (eg, knock, misfire, etc.) in the engine. Any known techniques, sensors or detection processes can be used to detect the problems. If a problem is detected, the engine diagnostic module points 1650 in various embodiments, the ignition control unit 1610 to perform operations to reduce the likelihood that the problem will arise in the future. In various embodiments, a multi-level ignition outlet firing sequence is generated to address the potential problem. Various example operations performed by the engine diagnostic unit 1650 can be performed, will be described later in the application, z. B. in conjunction with 24 and 26 ,

It should be recognized that the engine control unit 1630 not on the in 16 shown special arrangement is limited. One or more of the illustrated modules may be integrated with each other. Alternatively, the features of a particular module may instead be distributed among multiple modules. One or more features of one module / component may be performed (instead) by another module / component. The engine control unit may also include additional features, modules, or operations based on other patent applications, including U.S. Patent Nos. 7,954,474 ; 7,886,715 ; 7,849,835 ; 7 577 511 ; 8 099 224 ; 8,131,445 ; 8 131 447 ; and 8,616,181 ; U.S. Patent Application Nos. 13 / 774,134; 13/963 686; 13/953 615; 13/953 615; 13/886 107; 13/963 759; 13/963 819; 13/961 701; 13/963 744; 13/843 567; 13/794 157; 13/842 234; 13/654 244; 13/654 248; 14/638 908; 14/799 389; 14/207 109; and 14/206 918; and U.S. provisional patent application No. 61/080192; 61/104 222; and 61/640 646, each of which is hereby incorporated by reference in its entirety for all purposes. Any of the features, modules, and operations described in the above patent documents may be used to form the engine control unit 1630 to be added. In various alternative implementations, these functional blocks may be performed algorithmically using a microprocessor, ECU or other computing device using analog or digital components, using programmable logic, using combinations of the foregoing and / or in any other suitable manner.

With reference next 17 A method for determining a multi-level ignition outlet firing sequence according to a specific embodiment of the present invention will be described. The method may be performed by the engine control unit 1630 , in the 16 is shown performed.

Initially, the engine control unit determines 1630 in step 1705 a desired engine torque based on an input signal 1614 ( 16 ), current engine operating speed, transmission gear and / or other engine parameters. The input signal 1614 is derived from any suitable sensor (s) or operating parameter (s), including, for example, an accelerator pedal position sensor.

In step 1710 determines the Zündanteilsrechner 1602 an effective firing fraction suitable for providing the desired torque. In various embodiments, as previously discussed, the effective firing fraction includes both the firing fraction for each cylinder group and the associated torque level of the cylinder group. The determination of the effective ignition fraction may be based on any suitable engine parameter, e.g. As gear, engine speed, etc., as well as other engine characteristics such. B. NVH and fuel efficiency based. In some embodiments, the effective firing fraction is selected from a set of predetermined effective firing levels, which are determined to be fuel-efficient and / or acceptable NVH characteristics, having regard to the engine parameters. The effective ignition fraction may be determined using any suitable mechanism, e.g. One or more lookup tables, as in connection with 18 described, produced or selected in this application. One method of determining a suitable effective ignition share is in 18 shown. 18 provides an example lookup table 1800 which includes engine speed indices and Effective Ignition Rate (EFF). This table is assigned to a specific gear, ie there may be other tables for other gears. Alternatively, in another version of the illustrated table, the gear is an additional index for the table. For each effective spark fraction and engine speed, the table indicates a maximum allowable high-level work chamber torque output that still provides acceptable NVH performance. Each effective firing fraction is based on a combination of the firing fraction associated with each firing level and the output at each level. In the case of a multi-level ignition exhaust engine having two cylinder groups with different torque levels, the Effective Ignition Ratio (EFF) may be the firing rate (FF) and ratio of high level firing to the total Ignitions, which are referred to as HLF (high). The FF and HLF values associated with the various effective firing rates are in 19 shown.

The maximum allowable working chamber output values reflect the fact that the NVH generally increases at higher levels of working chamber output. Thus, for any given engine speed and effective ignition percentage, it is desirable to ensure that the working chamber output does not exceed a particular level so that the NVH is maintained at acceptable levels. In various embodiments, the ignition component calculator searches 1602 the table wherein it finds one or more effective firing rates that are suitable for providing a desired torque and that also meet the working chamber discharge requirements in the table.

To help illustrate how the table can be used, an example is described. In this example, the desired engine torque proportion is 0.2, and the engine revolution speed is 1300 min ^-1. If the reference torque values associated with the high-level firing cylinder group are at the maximum torque value, then the effective firing fraction must equal or exceed the engine torque fraction to produce the desired torque. Thus, in this example, only EFF values of 0.2 or greater can produce the required torque output. The table 1800 in 18 lists an array of possible EFF values greater than 0.2 in column 1802 on.

The Zündanteilsrechner can the rows of the column 1802 to browse for an engine speed of 1300 min ^-1 in order to find a suitable effective firing fraction which provides an optimal fuel efficiency and acceptable NVH simultaneously with the supplying of the requested engine torque.

As an example, consider an effective ignition fraction of 0.57 when the engine load (the engine torque component) is 0.2. The investigation of table 1800 shows that the torque level associated with high torque ignition (CTF ^act _H of Eqs. 5a and 5b) must be less than a CTF of 0.14 entry 1804 , for acceptable NVH performance. However, it would only produce an ETF of 0.57 x 0.14 = 0.08, which is well below the requested torque level. Consequently, the use of an EFF of 0.57 would be excluded in this case as it can not simultaneously meet the NVH and torque requirements. In various embodiments, the ignition component calculator searches 1602 the rows of the table 1800 until he finds a suitable effective ignition share. With an effective spark fraction of 0.70, the required working chamber output (CTF) to deliver the desired torque = 0.2 / 0.70 = 0.29. The investigation of in 19 The table shown indicates that an EFF of 0.7 corresponds to FF = 1 and HLF = 0. Thus, all ignitions are low level firing corresponding to the low level reference CTF of 0.7, and all firing opportunities involve firings and in this case there are no omissions.

The required high level work chamber output to provide the desired torque is .29, which is below the high level work chamber output threshold set forth in Table 1800 is described (0.58, entry 1806 ), so that the effective ignition amount can be considered for use in the operation of the engine. The Zündanteilsrechner 1602 continues to scan the lines and determine that multiple effective firing rates meet the maximum workteam output requirements of the table. Any such effective firing fraction is referred to herein as an effective candidate firing fraction.

The Zündanteilsrechner 1602 then selects one of the effective candidate scores. This selection can be made in any suitable way. In some implementations, the firing calculator searches 1602 For example, another table or module that indicates the relative fuel consumption or efficiency for each of a plurality of effective firing rates. On the basis of this fuel consumption information, the computer selects one of the effective candidate ignition shares. That is, the calculator 1602 selects the most effective or most fuel efficient candidate incidence component. The selected effective firing fraction assumes a high-level, low-level torque output per firing required to provide the desired engine output by adjusting engine parameters to achieve the desired adjustment factors (as described with reference to FIG. 5). In various implementations, the selected effective firing fraction is generally selected based on maximizing fuel economy while operating at acceptable NVH performance. Once the effective ignition fraction has been selected or generated, it is sent to the ignition timing determination module 1606 directed.

After that determined in step 1715 from 17 the ignition timing determination module 1606 a multi-level ignition outlet firing sequence. The multi-level ignition outlet firing sequence gives a sequence ignition decisions (ie ignitions and omissions). For each ignition in the sequence, a working chamber torque output level is selected. In various embodiments, this selection is given in the sequence.

The multi-level ignition outlet firing sequence may be generated in a variety of ways depending on the needs of a particular application. For example, in some embodiments, the ignition timing determination module searches 1606 one or more look-up tables indicating an appropriate firing sequence based on one or more selected engine parameters, including the effective firing fraction. Additionally or alternatively, the ignition timing determination module 1606 a sigma-delta converter or a circuit that outputs the ignition decisions and / or ignition sequence. A variety of different example implementations will be discussed below 19 - 22 described.

FIG. 19 - 20 represent a specific implementation. In this implementation, the ignition timing determination module uses 1606 one or more look-up tables to determine characteristics of a multi-level ignition outlet firing sequence. An example lookup table is in 19 shown. 19 FIG. 13 is a table indicating a spark fraction (FF) and a high-level fraction (HLF) for each of a set of effective firing rates (EFF). Ignition Ratio (FF) indicates a ratio of firings to firing opportunities (eg, firings and omissions) over an interval of multiple firing opportunities. The firing fraction does not necessarily assume a fixed level of torque output for each firing. A level fraction (LF) is any value that helps to indicate a ratio of firings that each produce a specific (eg, high or low) level of torque output relative to a total number of firings. In the illustrated embodiment, a high-level fraction (HLF) is used that indicates a ratio of high-level torque output firings relative to a total number of firings.

In this particular example, the ignition of a working chamber may produce two different levels of working chamber output, a high level of torque output (eg, 100% of the reference cylinder torque output), and a low level of torque output (eg, 70% of the reference cylinder torque output ). Since there are two levels of torque output that can be generated by each ignition when the HLF is 1/3, then 1/3 of the firings over one interval will produce a high level torque output and 2/3 of the firings will produce a low level torque output , The above system and indicators may be modified as appropriate for various implementations, e.g. For more than two levels of working chamber torque output.

Using the in 19 The look-up table shown determines the ignition timing determination module 1606 Characteristics of a multi-level ignition outlet firing sequence (eg, a high level fraction and a firing fraction) based on the effective firing fraction (EFF) determined in step 1710 was determined. In the in 19 Therefore, when the EFF is 0.57, the ignition ratio is 2/3, and the high level portion is 1/2.

In various embodiments, the ignition timing determination module generates 1606 then a multi-level ignition outlet firing sequence that is in accordance with the particular ignition characteristics. That is, to use the above example, when the ignition fraction is 2/3 and the high-level fraction is 1/2, then the ignition timing determination module generates 1606 a firing sequence comprising a mixture of firing opportunity results over a selected interval. In the interval, 2/3 of the ignition decisions are ignitions and 1/3 are omissions. Of the ignitions ½ are assigned to the high torque output and the remainder is assigned to the low torque output. In some embodiments, the firing sequence takes the form of a series of CTF, numerical values, e.g. For example, a sequence of 0, 1, 0.7, 0 may indicate skip, high torque output firing, low torque firing firing, and other omission. The firing sequence may be generated using any suitable algorithm, circuit, or mechanism.

Such a circuit is in 20 shown. 20 represents a sigma-delta circuit 2000 representing part of the ignition timing determination module 1606 is. In the illustrated example, the ignition timing determination module indicates 1606 Ignition ratio (FF) and high - level fraction (HLF), which are shown in the diagram in 19 is obtained in the sigma-delta circuit 2000 to create a suitable multi-level ignition outlet firing sequence. The circuit 2000 can be implemented in hardware or software (eg as part of a software module or implementation in executable computer code). In the figure, the symbol 1 / z indicates a delay.

The upper section of the circuit 2000 effectively implements a first-order sigma-delta algorithm.

In the circuit 2000 is the ignition component (FF) at the input 2002 delivered. At the subtracter 2004 become the ignition component 2002 and the feedback 2006 added. The sum 2008 becomes an accumulator 2010 directed. The accumulator 2010 adds the sum 2008 with the feedback 2014 to a sum 2012 to create. The sum 2012 will be in the accumulator 2010 as feedback 2014 recycled. The sum 2012 becomes a quantizer 2018 passed and converted into a binary stream. That is, the quantizer 2018 generates an ignition value 2020 which forms a sequence of 0s and 1s. Each 0 indicates that an associated working chamber should be skipped. Each 1 indicates that an associated working chamber should be detonated. The ignition value is at the converter 2019 converted into a floating point number to a value 2022 to be generated in the subtractor 2004 as feedback 2006 is entered.

The lower section of the circuit gives for each ignition by the value 2020 at which level of torque output the ignition should produce to provide the desired torque. The value 2022 becomes a multiplier 2023 which also runs the HLF 2001 receives. The multiplier 2023 multiplies these two inputs. If an omission in the value 2022 Consequently, this causes the output of the multiplier 2023 0 is. The above multiplication gives a value 2026 that becomes a subtractor 2035 is directed. The subtractor 2035 subtracts the feedback 2027 of value 2026 , The resulting value 2037 becomes the accumulator 2028 directed. The accumulator 2028 adds the value 2037 for feedback 2030 , The resulting value 2032 becomes the accumulator 2028 as feedback 2030 is returned and becomes a quantizer 2040 directed. The quantizer 2040 sets the input to a binary value, ie 0 or 1. (For example, if the input value 2032 > = 1, then the output of the quantizer is 1. Otherwise, the output is 0.) The resulting flag 2042 for the high level indicates whether an associated ignition (as indicated by the ignition value 2020 indicated) is an ignition which should produce a high level torque output. That is, if in this example the flag 2042 for the high level is a 0, the associated ignition should produce a low level output. If the flag 2042 for the high level is a 1, the associated ignition should produce a high level output. (If the ignition value 2020 indicating an omission is the flag 2042 for the high level a 0 and is not relevant.) The flag 2042 for the high level becomes a translator 2044 passed, which converts the value into a floating-point number. The resulting number 2046 becomes the subtractor 2035 as feedback 2027 directed.

The above circuit thus provides a multi-level ignition outlet firing sequence that can be used to power the engine. In this example, based on the firing fraction (FF) (eg, as in step 1710 from 17 and / or the lookup table of 19 determined) an ignition value 2020 generated. When the ignition value 2020 1 is 1, an associated working chamber is ignited. For each such ignition, the flag 2042 for the high level 0 or 1 depending on the share 2001 with (high) level (for example, as using the lookup table of 19 certainly). If the high level flag is a 1, then the ignition should be an ignition that produces a high level of output. If it is a 0, then the ignition should be an ignition that produces a low level of output. When the ignition value 2020 is a 0, then the associated working chamber should be omitted. Passing this zero value to the multiplier 2023 causes the associated flag for the level to be also 0. Over time, the circuit may generate two streams of binary values indicative of firing decisions and working chamber output levels, e.g. B. 1-0 (ie the ignition value 2020 is a 0 or 1, the flag 2042 for the level is a 0 or 1), 0-0, 1-0, 0-1, 1-1).

21 represents another circuit 2100 which is arranged to generate a multi-level Zündauslass Zündsequenz on the basis of an effective ignition component (EFF), z. As in step 1710 from 17 certainly. Such a circuit is sometimes called multi-bit or multi-level sigma-delta. From the input 2102 , which represents the effective ignition component, the circuit is arranged, an output 2130 to generate an omission, a high-level torque output ignition, or a low-level torque output ignition.

In the circuit is an input 2102 That's the EFF that's in step 1710 is determined, to a subtractor 2104 directed. The feedback 2132 is from the input 2102 subtracted. The resulting value 2106 becomes an accumulator 2107 directed. The accumulator 2107 adds the feedback 2108 to the value 2106 , The resulting sum 2110 becomes the accumulator 2107 as feedback 2108 recycled. The sum 2110 also becomes a subtractor 2126 and subtractors 2112 directed. The value 2124 is defined as 1, which indicates a high level of work chamber output. The value 2124 becomes the switch 2122 and to the subtractor 2126 directed. The subtractor 2126 subtracts the value 2124 from the sum 2110 to the value 2128 to generate that to the switch 2122 is directed.

The value 2114 is defined as 0.7 in this example and is intended to indicate a low level of work chamber output. The value 2114 becomes the subtractor 2112 and to the switch 2118 directed. The subtractor 2112 subtracts the value 2114 from the sum 2110 to a value 2140 to generate that to the switch 2118 is directed.

The desk 2118 receives three inputs: value 2114 , Value 2140 and value 2116 , The value 2116 indicates the lowest level of work chamber output (eg, a skip that does not generate torque). The desk 2118 derives the value 2114 or value 2116 at its output depending on the value 2140 by. If the value 2140 less than 0, is the output of the switch 2118 equal to the value 2116 , If the value 2140 is greater than or equal to 0, then the output of the switch 2118 the value 2114 , The edition 2120 the switch becomes the switch 2122 directed.

The desk 2122 receives three inputs: the value 2120 , Value 2128 and value 2124 , The switch sends as output the value 2120 or value 2124 depending on the value 2128 , If the sum 2128 less than 0, is the output of the switch 2130 the value 2120 , If the value 2128 is greater than or equal to 0, then the output of the switch 2130 the value 2124 , The output of the switch 2122 becomes the subtractor 2104 as feedback 2132 directed.

The edition 2130 of the switch 2122 indicates the ignition decision, and if the ignition decision includes an ignition, which is the torque output level of the ignition. In the illustrated embodiment, the output is 2130 either a 0, 1 or 0.7. On the basis of the input 2102 therefore gives the issue 2130 whether an associated working chamber should be skipped during a particular duty cycle, fired at a high level of output, or fired at a low level of output. Over time, the circuit is 2100 arranged to produce a string of values (eg, 0, 1, 0.7, 0.7, 0, 1, etc.) representing a multi-level ignition outlet firing sequence (eg, indication of ignition, ignition with high-level torque, low-level torque ignition, low-level torque ignition, omission, high-level torque ignition, etc.).

It should be noted that multi-level firing outlet sequences have a mixture of at least three different levels, 0, 0.7 and 1 in the above example. Using three different levels, many different sequences can result in the same or similar effective firing levels. The Zündanteilsrechner 1602 or the ignition timing determination module 1606 ( 16 ) may be used to determine which of these multiple multi-level firing outlet sequences will yield the best fuel economy at the same time as providing the required output torque level and acceptable NVH characteristics. Somewhat counterintuitively, it may sometimes be desirable to insert high torque output firings, even though all of the engine torque output could be provided using only low output torque pulses, because the use of the high output torque pulse away the noise and vibration generated by the engine from resonances or other undesirable frequencies can push.

22 provides another method for determining a multi-level ignition outlet firing sequence based on the effective firing fraction generated in step 1710 from 17 In this method, the ignition timing determination module uses 1606 one or more look-up tables to determine a multi-level firing-exhaust firing sequence based on the effective firing fraction (EFF) generated in step 1710 is determined to select.

22 includes an example look-up table 2200 , The lookup table 2200 indicates several different multi-level ignition outlet firing sequences. Each sequence (ie each row in the table) contains a number of ignition opportunity results and is associated with a different effective firing fraction. Each firing opportunity result is defined in the table as 0 (denoting omission), 1 (denoting ignition with a high torque output level), or 0.7 (indicating ignition with a low torque output level). Each firing opportunity is associated with a particular cylinder, as indicated by the columns associated with cylinders 1-4 of a 4-cylinder engine.

In this example, the ignition timing determination module uses 1606 the table 2200 to determine a multi-level ignition outlet firing sequence that provides substantially the same amount of engine torque as the effective firing fraction generated in step 1710 is determined. For example, if the effective firing fraction is 0.47, the associated firing sequence is 0.7, 0.7, 0, 0.7, 0.7, 0, 0.7, 0.7, 0, 0.7, 0.7, 0. This means that in successive cycles work chambers are ignited, ignited, discharged, ignited, ignited, discharged, ignited, ignited, discharged, ignited, ignited and discharged. The use of 0.7 for each ignition and the absence of a 1 indicates that all ignited working chambers are ignited to a low one To produce torque output, no high torque output.

It should be recognized that 18 - 22 represent only some ways to determine a suitable multi-level ignition outlet firing sequence, and that the above techniques may be modified as appropriate to meet the needs of various applications. For example, in some implementations, an effective firing fraction need not be calculated and / or a sigma-delta converter is not required. Various embodiments include determining a requested torque (eg, as related to step 1705 from 17 and interrogating one or more look-up tables to determine the ignition outlet firing sequence based on the requested torque. In some methods, the functionality of the tables is instead provided by a software module, software code, algorithm, or circuitry.

With return to 17 transfers in step 1720 the ignition timing determination module 1606 the Zündauslasssequenz to the ignition control unit 1610 , The ignition control unit 1610 then assigns the ignition decisions to the associated working chambers and operates the working chambers accordingly. That is, as related to step 1715 In various embodiments, each ignition in the sequence is associated with a selection of a torque output level (eg, a high torque output, a low torque output). The ignition control unit 1610 assigns each ignition in the sequence and its associated torque output level to a particular working chamber. The working chambers are fired and operated to produce their associated torque output levels.

As an example, if the ignition sequence indicates that the working chambers are sequentially discharged, ignited with a high torque output, and then fired with a low torque output, the ignition controller indicates 1610 the associated working chambers that they are operated in this way. In various embodiments, this may include independently controlling inlet valves of the associated working chambers to produce the various torque output levels indicated in the ignition outlet firing sequence.

The working chambers may be operated using any of the valve control techniques described herein (eg, as described in connection with US Pat 1A . 1B . 2 - 11 . 12A - 12F . 13A - 13B . 14A - 14H and 15 discussed) to produce the various torque output levels. The working chambers may also have any of the constructions and arrangements discussed herein or in the above figures. It should be appreciated that in various embodiments where not all of the working chambers may be fired / skipped or controlled at different torque levels 17 - 22 As described, control techniques may include provisions that detect engine hardware limitation and direct high-level ignitions with low-level ignitions / purging of the working chamber accordingly.

In various embodiments, the determination of an effective firing fraction (step 1710 ), determining a firing sequence, and / or selecting a high or low level torque output for selected duty cycles and working chambers (step 1715 ) on a basis of ignition opportunity to ignition opportunity. Thus, the various operations described above can be performed quickly in response to changes in requested torque or other conditions. In other embodiments, the above operations are performed a little less frequently, e.g. At every second chance of ignition or every engine cycle.

The operations of the procedure 1700 from 17 can be done using any of the in 1 - 15 described systems are carried out. As an example, the method relates 1700 upon the generation of an ignition sequence in which each ignition is associated with a particular torque output level. In various embodiments, these torque output levels are the various power levels or torque output levels associated with 13A - 13B and 14A - 14H are discussed. That is, when the firing sequence (step 1720 from 17 ) is implemented on the engine and selected working chambers are fired to produce different levels of torque output, any of the valve control mechanisms and / or other systems described in the figures are used to produce these different levels of torque output.

Transition between engine torque shares and effective firing rates

One challenge with ignition exhaust engine control is managing transitions between different engine output torque levels. An example should be considered in which the accelerator pedal is slightly off is stepped down, indicating a desire for more torque. This increase in torque demand can only be accomplished by increasing the cylinder load beyond that level which provides acceptable levels of NVH. Consequently, a different ignition component and level component are selected. However, if the new pattern is used abruptly, the resulting change in delivered torque may be so abrupt that it creates a separate NVH problem. Consequently, it may be desirable to have a more gradual transition between the two effective firing rates.

Such transitions can be managed using a variety of techniques. For one thing, the spark timing could be adjusted to reduce the torque output during the transition. However, the use of the spark timing in this manner is generally not fuel efficient. Another option is to manage the transition using a multi-level ignition exhaust engine control.

An example technique is in 23 described. 23 represents a procedure 2300 for using the multi-level ignition exhaust engine control to manage a transition between a first and a second effective ignition share. Initially, in step 2305 operated an engine using a special effective Zündanteils. Thereafter, the engine is operated using a second, different effective ignition proportion (step 2310 ). These various effective firing rates are generally associated with different engine output torque levels, although in some instances engine torque may remain constant throughout an effective firing ratio transition.

Each of the effective firing portions may include operating the engine in a firing manner. In some cases there may be a variety of firing patterns, while in other cases a limited number of firing patterns may be present, e.g. B. rolling cylinder deactivation, wherein a cylinder in the sequence ignites and omits at alternating ignition opportunities. In some cases, the effective ignition rate may correspond to variable displacement operation, e.g. B. in which a fixed set of cylinders is deactivated or an operation with all cylinders is used. Even if the fixed cylinder set variable capacity operation is not an ignition exhaust operation, when assisted by the engine hardware, the ignition exhaust control may be used to transition between the various fixed displacement levels. In some cases, the effective ignition percentage may be zero, such as. B. idle. During any operating condition in which a particular firing fraction is used to power the engine, the engine may be engineered using any of the techniques associated with 16 - 22 described techniques or operated using other engine control techniques.

In step 2315 During the transition between the two effective firing portions, the engine is operated using a multi-level firing outlet firing sequence. The multi-level ignition outlet firing sequence may be generated in a variety of ways depending on the needs of a particular application. For example, in some embodiments, the effective ignition fraction is gradually increased to one or more intermediate ignition fractions during the transition. A multi-level ignition outlet firing sequence is generated based on the intermediate spark fraction (intermediate spark) and used to operate the engine during the transition. The rate of change of the effective spark share during the transition may be at any suitable engine parameter, e.g. B. the manifold absolute pressure based. Any of the techniques described in connection with the figures (eg, one or more look-up tables, a sigma-delta converter, etc.) may be used to generate the multi-level ignition outlet firing sequence. In addition, various techniques are described for use of ignition exhaust operation during a transition between modes in commonly assigned U.S. Patent Application No. 13 / 799,389, which is incorporated herein in its entirety for all purposes. Any of the techniques described therein may also be used.

One method involves storing predetermined multi-level firing firing firing sequences in a library (eg, in one or more look-up tables). In various embodiments, each ignition outlet firing sequence is associated with specific effective firing levels. To determine a suitable multi-level ignition sequence to use for a transition, the ignition timing determination module polls 1606 the library and selects one of the predetermined sequences. The selected sequence is then used to operate the engine during the transition.

An example is to be considered in which a four-cylinder engine is operated using a firing sequence in which the four working chambers are fired or discharged on the basis of the pattern 0.7, 0, 0.7, 0. That is, the working chambers 1-4 are repeated ignited, discharged, ignited and discharged, each ignition being a low level output ignition (eg, including a CTF = 0.7). Thus, the equivalent effective spark fraction for this type of engine operation is 0.35. The engine then enters another type of engine operation where the firing pattern is 0.7, 0.7, 0.7, 0.7. That is, the working chambers are fired repeatedly and no working chambers are left out. Each ignition produces the same low level of output (eg, CTF = 0.7). The effective firing fraction for this type of engine operation is thus 0.7. That is, the engine output torque doubles in the transition from the first effective spark fraction (0.35) to the second effective spark fraction (0.7), assuming that other engine parameters, such as engine torque. B. MAP and spark timing remain fixed.

In this example, the ignition timing determination module polls 1606 one or more lookup tables. Based on the associated effective firing components, the lookup table (s) provide the following transient multi-level firing firing firing sequences (underlined below):
0, 0.7, 0, 0.7 (first effective ignition share)
0, 1, 0.7, 1
0.7, 0.7, 0, 0.7
0.7, 0.7, 0.7, 0.7 (second effective ignition share)

The working chambers 1-4 are then operated on the basis of the above transitional patterns as engine transitions between the two effective firing components. As a result, the engine torque has been increased more gradually, thus helping to smooth the transition and improve passenger comfort.

It should be appreciated that the above use of the transient multi-level ignition exhaust ignition sequences can be used in a wide variety of engine types. Consequently, it is not necessary for each working chamber in the engine to be able to deactivate and / or ignite at multiple torque output levels. It is possible that only one or some of the working chambers have the above functionality, e.g. B. as previously in connection with 14A - 14H discussed. For example, in the example above, only the first and third cylinders can be disabled. The second and fourth cylinders are ignited during each engine cycle and are capable of adjusting their working chamber output between high and low levels.

In some situations, during a transition between two effective firing rates, it may be desirable to change the level fraction. That is, in an engine control system that allows multiple levels of working chamber torque output, during the transition between effective firing rates, it may be useful to change the frequency at which a particular working chamber output level is used.

An example should be considered in which an engine switches between two effective firing rates. When the engine is operated using the first effective spark fraction, the effective spark fraction is 1/2 and the engine's working chambers 1-4 are operated using a sequence of 1-0-1-0 (ie, high operating chamber torque output firing , Omission, ignition with a high level of working chamber torque output, omission). When the engine is operated using the second effective ignition fraction, the effective ignition fraction is 1 and the engine is operated using a sequence of 1-1-1-1 (i.e., each working chamber is fired at a high level of output). As a result, the engine torque output is doubled during the transition between the two effective firing components, assuming that other engine parameters remain fixed.

Since all of the above-mentioned ignitions involve generating a maximum work chamber output, the ignition amount for each of the above-mentioned operation states is equal to the effective ignition amount (assuming that each ignition includes CTF = 1.0) and the high-level fraction (HLF). for both states is 1 (ie, 100% of the ignitions include a high level output). In this example, the working chambers may also each be fired with a low level of working chamber torque output (eg, CTF = 0.7). Each effective firing fraction may be characterized by the following values: (X, Y), where X = the firing fraction and Y = the HLF, as in 19 shown. Consequently, the two states are indicated by (1/2, 1) and (1, 1).

During a transition between two different effective firing rates, it is sometimes desirable for the engine to be operated in a firing mode using a different level fraction than that used while the engine is operating in one or both states. In the context of the above example, during the transition there is a change from (1/2, 1) to (1, 0), ie an ignition sequence of 0.7-0.7-0.7-0.7. That is, during a subset of the spark in the transition between the two states, the working chambers are fired at a low level of output (eg, CTF = 0.7). The effective one Ignition ratio thus changes from ½ to 0.7 to 1. An advantage of using low level firings during the transition is that the NVH produced by such firings is lower. This is because the ignitions involve lower cylinder loads and also that there are no omissions in the firing pattern.

In the above example, the engine was operated using a high level fraction of 1 when operated with a fixed effective spark fraction and 0 during a transition between the fixed sparkle shares. The reverse can also take place. In other words, consider an example in which each working chamber can be fired again at one of two output levels, a high level of output (eg, CTF = 1.0), or a low level of output (eg, CTF = 0) , 7). In the initial effective ignition fraction, the engine is operated using (1/2, 0). In the effective target ignition ratio, the engine is operated using (1, 0). That is, while operating at a fixed effective firing fraction, the engine is operated using a high level fraction of zero (i.e., all firings produce a lower level of torque output). However, the transition involves another high level of content. In this example, the engine is in a Zündauslassweise using a high level of 1, d. H. (1/2, 1), operated. As a result, the effective ignition ratio changes from 0.35 to 0.5 to 0.7.

In other embodiments, the effective firing fraction may be filtered to slow the transition between the initial and final firing moieties. This can be done by filtering the ignition component, filtering the level component, or filtering both quantities. The filtering techniques and time constants for the firing fraction and level fraction may be equivalent or may differ depending on the nature of the transition. Methods of filtering and managing a junction are described in U.S. Patent Application Nos. 13 / 654,244 and 14 / 857,371, which are incorporated by reference herein in their entirety for all purposes. Any of these methods can be used during the transition. For example, in some embodiments, the EFF is converted at a constant rate by transitioning the FF at a constant rate and the LF monotonically at a suitably calculated rate. Alternatively, one could transition to an intermediate point first, then to the final fraction (eg, ½ to 0.7 to 1) so that the LF or FF does not change monotonically. The intermediate value could be determined from a look-up table; For example, a 2D table works well if one dimension is the launch share and the second dimension is the target share. A third dimension can be added, such as For example, an engine parameter or the rate of change of the accelerator pedal position. In some cases, it may also be desirable to maintain a constant effective firing fraction, but to change the firing fraction and level fraction. In this case, the FF and LF could transition at constant opposite rates, leaving their product, the EFF, constant.

Knock detection and knock management

The multi-level ignition exhaust engine control can be used to help manage knocking.

The tapping usually occurs more frequently under high pressures or temperatures, e.g. B. when the working chamber is ignited with maximum amounts of air and fuel to produce the highest possible torque output. Consequently, under selected conditions, it is desirable to ignite working chambers having a lower torque output level when knocking has been detected.

Regarding 24 becomes an example method 2400 for reducing the likelihood of knocking in a multi-level ignition exhaust engine control system. Initially, the engine is in step 2405 operated using a multi-level ignition outlet firing sequence. That is, a multi-level ignition exhaust engine control unit 1630 receives a torque request and generates a multi-level firing outlet firing sequence to provide the desired torque. The engine is operated based on the ignition sequence. In various embodiments, the engine is operated using any of the multi-level firing outlet operations, mechanisms, and / or systems described in this application (eg, as in FIG 16 or 17 described).

In step 2410 detects an engine diagnostic module 1650 ( 16 ) a (potential) knock in one or more working chambers of the engine 1612 , Any suitable technique or sensors may be used to detect potential knocking in the engine. For example, in some implementations, the engine diagnostic module receives 1650 Sensor data from one or more knock sensors that detect vibration patterns passing through the working chambers of the engine 1612 be generated. The engine diagnostic module 1650 analyzes the vibration patterns to determine if knocking may have occurred.

In response to the detection of a (potential) knock in a working chamber of the engine 1612 calls for the engine diagnostic module 1650 indicate that one or more selected working chambers are detonated only at lower output level (s) during one or more selected work cycles (step 2415 ). An example multi-level ignition exhaust engine control system is to be considered in which a particular working chamber is ignited with low (eg CTF = 0.5), medium (CTF = 0.7) and high (CTF = 1.0) levels can be. In response to detection of (potential) knocking in a particular working chamber, the engine diagnostic module prevents 1650 in that the working chamber is ignited at one or more selected levels (eg the middle and / or high level). In other words, the (high) level component can be reduced / changed (eg from 1 to 0). This restriction can be applied to a single working chamber, a subset of the working chambers or all working chambers. It may also be applied to a selected number of work cycles or to all work cycles for a predetermined period of time.

In various embodiments, the engine diagnostic module transmits 1650 the above request to the ignition timing determination module 1606 so that future firing output sequences will take into account such limitations when determining a sequence to provide a requested torque. In step 2420 For example, the engine is operated in an ignition outlet manner based on the request. That is, the engine is operated as in step 2405 except that the requested torque is provided using only the allowable working chamber output levels.

Knocking usually occurs more frequently when a working chamber is ignited to produce a high torque output, i. H. with a higher CTF. This is because the pressures and temperatures within the working chamber are usually significantly greater under such conditions. There are means for reducing the pressures and temperatures in the working chamber, e.g. By setting the spark timing. However, such techniques are usually less fuel efficient. By limiting ignitions to reduce torque output levels by reducing air charge, the likelihood of knocking can be reduced in a more fuel efficient manner.

Optionally, the engine diagnostic module includes 1650 a feature for re-enabling high torque output ignitions in response to high torque demands. In step 2425 receives the engine control unit 1630 a high torque requirement, e.g. On the basis of data received from an accelerator pedal position sensor. In various embodiments, the high torque request must exceed a predetermined threshold to allow the method to proceed 2430 progresses.

In step 2430 causes the engine diagnostic module in response to the high torque request 1650 in that the engine control system continues to use high-output firing. That is, some or all of the limitations for the high-output firings that are in step 2415 implemented are removed. In step 2435 lead the engine diagnostic module 1650 , the ignition control unit 1610 and / or the powertrain parameter adjustment module 1608 one or more suitable operations for reducing the risk of further knocking. Any known technique may be used to reduce the risk of knocking, e.g. B. spark timing adjustment.

Deceleration cylinder shutoff and start / stop feature

The multi-level ignition exhaust engine control may also be used in certain situations where no working chambers are fired and the manifold absolute pressure increases to atmospheric levels. For example, when a vehicle is idling and / or comes to a stop, the driver may release his foot from the accelerator pedal. In such a situation, various engine systems may switch to a mode called deceleration cylinder deactivation (DCCO). In this mode, to save fuel, the cylinders of the engine are deactivated while no torque is requested from the engine. During this period, the intake and exhaust valves are closed and no air is supplied from the intake manifold into the working chambers of the engine.

Another situation exists when a start / stop feature is implemented. That is, in some engine systems, when the vehicle has stopped, the engine, rather than being idle, is turned off to save fuel. Since in both of the above situations, no air is supplied from the intake manifold into the working chambers, the manifold absolute pressure (MAP) is equal to the atmospheric pressure. One problem with this is when the accelerator pedal is depressed again, or any other engine controller requests torque that the high MAP can cause the engine to deliver more torque than required. If No measures can be taken to mitigate the torque surge, the vehicle and / or the engine can accelerate abruptly.

The multi-level ignition exhaust engine control can be used to address the above problem. An example method 2500 is in 25 shown. Initially, in step 2505 operated the engine using a multi-level Zündauslass ignition sequence. That is, the multi-level ignition exhaust engine control unit 1630 receives torque requests and generates multi-level firing outlet firing sequences to provide the desired torque. The engine is operated based on the firing sequences. In various embodiments, the engine is operated using any one of the multi-level ignition exhaust operations, multi-level ignition exhaust mechanisms, or multi-level ignition exhaust systems described in this application (eg, as in FIG 16 or 17 described).

In step 2510 detects the engine control unit 1630 (or any suitable module in the control unit) that one or more conditions exist. In some embodiments, the control unit detects 1630 For example, the engine has been idling / slowing, has entered the DCCO, and / or torque has now been requested. In other embodiments, the control unit detects 1630 in that the engine has been stopped using a start / stop feature and torque is being requested again.

In response to the detection of the condition (s) the control unit requires 1630 in that one or more selected working chambers are fired during one or more selected working cycles with only a lower torque output level (s) (step 2515 ). The requirement may take a wide variety of forms. In some embodiments, the control unit prevents 1630 For example, any use of one or more higher working chamber output levels (e.g., CTF = 1.0). In other words, the high level portion is reduced or kept at a lower level (eg, set to 0, 1/2, etc.). The request may be any of those described above in connection with step 2415 from 24 include described operations and features, eg. For example, any number of working chambers or duty cycles may be restricted in this manner, etc.

In step 2515 For example, the engine is operated in a multi-level firing mode based on the request. That is, the engine is operated as in step 2505 except that the requested torque is provided only using the allowable working chamber output levels. In some embodiments, the request is in effect until a particular condition is met, or for a predetermined period of time, after which normal multi-level ignition exhaust engine operation continues. Alternatively or additionally, the high level fraction may be gradually increased over time until normal multi-level ignition exhaust engine operation continues. This gradual increase can be dynamically based on one or more engine parameters, e.g. B. the manifold absolute pressure. The use of lower levels of high level and / or lower working chamber torque output levels helps mitigate the effects of high MAP.

Optionally, the engine control unit 1630 have a feature for re-enabling high-output firing in response to high torque demands. In step 2525 receives the engine control unit 1630 a high torque requirement, e.g. On the basis of data received from an accelerator pedal position sensor. In various embodiments, the high torque request must exceed a predetermined threshold to allow the method to proceed 2530 progresses.

In step 2530 causes the engine control unit 1630 in response to the high torque request that the ignition control unit 1610 the use of high output ignitions continues. That is, some or all of the limitations for the high torque firing ignitions in step 2515 implemented are removed.

Any of the steps of the procedure 2500 can be modified as appropriate for various applications. By way of example, US Patent Application No. 14 / 743,581, hereinafter referred to as the '581 Application, which is incorporated by reference in its entirety for all purposes, describes various techniques for implementing a start / stop feature with ignition exhaust engine control , Any of the features or operations described in the '581 application may also be used in the method 2500 be included.

Engine diagnostic applications

The use of the multi-level ignition exhaust engine control may also have an impact on the design of engine diagnostic systems. In different Engine diagnostic systems will detect an engine problem based on the measurement of a particular engine parameter (eg, crankshaft acceleration). In various embodiments, such systems take into account the effects of ignitions that produce different levels of torque output.

Regarding 26 becomes an example method 2600 for diagnosing an engine problem. Initially gets in step 2605 the engine diagnostic module 1650 Ignition information, z. From the ignition timing determination module 1606 and / or from the ignition control unit 1610 , The ignition information includes, but is not limited to, ignition decisions (eg, omissions or ignitions), firing sequences, and the identities of associated work chambers. The firing information also includes information indicating the level of the working chamber output associated with each decision to fire a working chamber.

In step 2610 has the engine diagnostic module 1650 a window to every ignition opportunity. The window may be any suitable period of time or any suitable interval corresponding to a target ignition opportunity of a target working chamber. A specific engine parameter is later measured over the window to help determine if an engine problem has occurred in the target work chamber during the window. The properties of the window may differ depending on the type of engine parameter measurement.

An example should be considered that includes a four-stroke eight-cylinder engine. In this example, the associated window is an angular window segment corresponding to a 90 ° rotation of the crankshaft. During this window, a target working chamber is detonated. That is, in this example, the window covers the first half of the target working chamber power stroke. It should be appreciated that the window may have any suitable length depending on the needs of a particular application.

In step 2615 determines the engine diagnostic module 1650 during the assigned window, the working chamber torque output associated with one or more of the working chambers during the window. In other words, in various embodiments, the ignition timing determination module has 1606 and / or the ignition control unit 1610 assigned an ignition decision to each working chamber. During a special window in step 2610 is assigned, a target working chamber is ignited. During the same window, the other working chambers are in different stages of a cycle of operation. To use the above example, some working chambers have already completed the power stroke; others are still finishing or entering the power stroke later. For their associated power strokes, each working chamber is arranged to be skipped or ignited. For each ignition, a specific work chamber output level has been assigned, e.g. Low torque output ignition, high torque output ignition, etc. The engine diagnostic module 1650 determines the working chamber torque output associated with one, some or all of the working chambers during the assigned window.

In step 2620 provides the engine diagnostic module 1650 an engine parameter threshold or an engine parameter model. In some embodiments, the engine diagnostic module determines 1650 For example, an engine parameter threshold (eg, a crankshaft acceleration threshold) used to later help determine if an engine problem exists. That is, the threshold helps to provide an expected value for a later engine parameter measurement in view of the ignition information (step 2605 ) and torque output level determinations (step 2615 ). In other embodiments, the engine diagnostic module determines 1650 a model (eg, a torque model) that may also be used to help identify an engine problem. As an example, a torque model may be used to help indicate an expected torque that should be generated by the working chambers during the window. The model takes into account the firing decisions made for one or more working chambers during the window (eg, as determined by the steps in FIG 2605 ignition information received), and for each ignition, the associated torque output level (eg, as indicated by the in 2615 specified provisions).

In step 2625 measures the engine diagnostic module 1650 an engine parameter during the window. A variety of engine parameters may be used depending on the needs of a particular application and the engine problem being diagnosed. For example, some designs include measuring crankshaft acceleration, MAP, and / or oxygen sensor output during the window, although any suitable parameter may be measured. It should be appreciated that different measurements can use different windows.

Based on the measurement (step 2625 ) and the threshold / model (step 2620 ) then determines the engine diagnostic module 1650 Whether an engine problem exists. This determination can be made in a variety of ways. For example, in some embodiments, the crankshaft acceleration is measured (step 2625 ). The measurement is used to estimate an actual torque generated during the window. This is compared to an expected torque calculated using the torque model (eg, step 2620 ). If the actual torque is less than the expected torque, then the engine diagnostic module determines 1650 that an engine problem (eg, a misfire) may exist. In other implementations, the crankshaft acceleration measurement is compared to a threshold (eg, step 2620 ) and a torque estimate is not required. If the actual measurement exceeds the threshold then it is assumed that an engine problem exists or likely exists.

To help illustrate how some embodiments of the method may be performed, the following example is provided. In this example, the engine is four-stroke eight-cylinder, with cylinders being fired in the order 1-8-7-2-6-5-4-3. Each cylinder has independently controlled intake valves and / or can operate the valves using various cycles, as in conjunction with 1 - 15 described. Thus, each cylinder, when fired, may be fired at one of two torque output levels: e.g. Low torque output (eg CTF = 0.7) or high output (CTF = 1.0).

The engine diagnostic module 1650 is arranged to determine whether the working chamber 8 misfires. The module receives ignition information (step 2605 ) indicating that during successive firing occasions the working chambers 1, 8, 7, 2, 6, 5, 4 and 3 are skipped, fired, skipped, fired, skipped, fired, fired. The module assigns a window to the above ignition opportunity for the working chamber 8 (step 2610 ). The assigned window takes place while the cylinder 8 is in the first half of its power stroke and covers a rotation of 90 ° of the crankshaft.

In this example, the engine diagnostic module determines 1650 also that each of the above firings takes place with a low torque output (step 2615 ), including the ignition of the working chamber 8. In this example, the module determines 1650 a crankshaft acceleration threshold taking into account the cylinder torque output level. That is, when the engine diagnostic module 1650 has determined that instead of some or all of the above ignitions were instead with a high torque output, then the threshold would be different.

In various embodiments, the crankshaft acceleration threshold is particularly affected by the operation of the working chamber 8, i. H. whether the cylinder 8 is fired with low or high torque output. However, the torque output levels associated with other cylinders may also have an effect. For example, during the assigned window, when the cylinder 8 is in the first half of the power stroke, the cylinder 1 is in the second half of its power stroke. Whether the cylinder 1 is fired with low rather than high torque output may also significantly affect the threshold.

The engine diagnostic module 1650 then measures the actual crankshaft acceleration during the window (step 2625 ). The module 1650 compares the measurement with the threshold. If the measurement falls (substantially) below the threshold, then it is determined that the working chamber 8 is misfired (or has a probability that it has misfired).

The above example and method 2600 can be modified in a variety of ways for different applications. By way of example, commonly assigned U.S. Patent Application Nos. 14 / 209,109, 14 / 582,008, 14 / 700,494, and 14 / 206,918, which are incorporated herein by reference, describe various engine diagnostic systems and engine diagnostic operations. Any of the features or operations described in these applications may be incorporated into the process 2600 be incorporated.

All of the components described may be arranged to refresh their determinations / calculations very quickly. In some preferred embodiments, these determinations / calculations are refreshed on a per-ignition-to-ignition basis, although this is not a requirement. For example, in some embodiments, the determination of an (effective) ignition fraction (step 1710 from 17 ), determining a multi-level ignition outlet firing sequence (step 1715 ) and / or the operation of an engine based on the sequence (step 1720 ) on a basis of ignition opportunity to ignition opportunity. One The advantage of controlling the various components from ignition opportunity to ignition opportunity is that it makes the engine very responsive to changed inputs and / or conditions. Although the operation of ignition opportunity to ignition opportunity is very effective, it should be appreciated that the various components can be refreshed more slowly while still providing good control (eg, ignition fraction / sequence determinations can be made with each revolution of the crankshaft). two or more ignition opportunities, etc.).

The invention has been described primarily in connection with the operation of 4-stroke, self-priming reciprocating internal combustion engines suitable for use in motor vehicles. It should be appreciated, however, that the described applications are very well suited for use in a wide variety of internal combustion engines. These include engines for virtually any type of vehicle - including automobiles, trucks, boats, aircraft, motorcycles, scooters, etc .; and virtually any other application involving the ignition of working chambers and using an internal combustion engine. The various methods described operate on engines operating under a wide variety of different thermodynamic cycles - including virtually any type of two-stroke reciprocating engines, diesel engines, Otto cycle engines, dual cycle engines, Miller cycle engines, Atkinson cycle engines, Wankel engines and other types of torque machines, mixed cycle engines (such as dual gasoline and diesel engines), hybrid engines, radial engines, etc. It is also believed that the methods described regardless of whether they work using currently known or later developed thermodynamic cycles. Charged engines such. For example, those using a supercharger or turbocharger may also be used. In this case, the maximum cylinder load may correspond to the maximum cylinder air charge obtained by charging the air intake.

It should also be appreciated that any of the methods or operations described herein may be stored in a suitable computer-readable medium in the form of executable computer code. The operations are performed when a processor executes the computer code. Such operations include, but are not limited to, all operations performed by the ignition component calculator 1602 , the ignition timing determination module 1606 , the ignition control unit 1610 , the powertrain parameter adjustment module 1608 , the engine control unit 1630 , the engine diagnostic module 1650 or any other module, component, or control unit described in this application.

Some of the above embodiments relate to the deactivation of a working chamber. In various implementations, deactivating a working chamber includes preventing the pumping of air through the discharged working chamber during one or more selected skipped working cycles. A working chamber may be omitted or deactivated in a variety of ways. In various methods, a low pressure spring is formed in the working chamber, d. H. after exhaust gases are exhausted from the working chamber in a previous work cycle, neither the intake valves nor the exhaust valves are opened during a subsequent work cycle, thus forming a low pressure vacuum in the working chamber. In still other embodiments, a high pressure spring is formed in the discharged working chamber, i. H. Air and / or exhaust gases are prevented from escaping from the working chamber. The working chamber may be deactivated in any suitable manner such that the working chamber contributes little or no power during its power stroke.

This application also relates to the concept of a working chamber used to generate different levels of torque or having a different air charge or different cylinder load levels. As an example, these levels of torque output may be indicated in a multi-level ignition outlet firing sequence and / or stored in a look-up table or library. As previously discussed, in some embodiments, each such level of torque output is implemented using a different set of operations described in this application (eg, opening one intake valve and not another, opening both intake valves, use of different cycles for different intake valves, etc.). In some methods, the level of torque generated by a working chamber may vary on a firing opportunity-to-ignition basis, e.g. For example, one cylinder may be skipped during a duty cycle, fired with a high torque output during the next duty cycle, ignited with a low torque output during the next duty cycle, and then skipped or fired at a torque output level.

Various embodiments of the invention have been discussed primarily with reference to FIG an ignition outlet control arrangement in which cylinders are deactivated during exhausted duty cycles by deactivating both the intake and exhaust valves to prevent air from being pumped through the cylinders during exhausted duty cycles. However, it should be appreciated that some spark-out valve actuation schemes contemplate deactivating only the exhaust valves or only the intake valves to effectively deactivate the cylinders and prevent the pumping of air through the cylinders. Several of the methods described work equally well in such applications. Although it is generally preferred to deactivate the cylinders and thereby prevent the passage of air through the deactivated cylinders during exhausted duty cycles, there are also some special times when it may be desirable to allow air to pass through a cylinder during a selected skipped cycle conduct. As an example, this may be desirable when engine braking is desired, and / or for specific emissions equipment related to diagnostic or operational requirements. It may also be useful when transitioning from a DCCO (Deceleration Cylinder Shutdown) state. The valve control methods described work equally well in such applications.

This application relates to various systems and techniques for selectively generating a plurality of different (eg, high or low) torque output levels from ignited working chambers. In various embodiments, it should be appreciated that during the selected work cycles during which the work chambers are fired, different engine conditions may remain substantially the same (although this is not a requirement). Such engine conditions include, but are not limited to manifold absolute pressure, cam phaser settings, engine speed, and / or throttle position. In other words, this application describes various example valve control systems and example technologies (eg, as related to 1A . 1B . 2 - 11 . 12A - 12F . 13A . 13B . 14A - 14H and 15 discussed) arranged to produce different levels of ignited working chamber torque output without requiring, for example, throttle position, MAP, engine speed and / or cam phaser settings to be varied to produce these various levels of torque output.

Various implementations of the invention are well suited for use in conjunction with a dynamic ignition exhaust operation in which an accumulator or other mechanism tracks that part of an ignition that was requested but not delivered, or that was delivered but not requested that ignition decisions can be made based on ignition opportunity to ignition opportunity. However, the techniques described are equally well suited for use in virtually any firing outlet application (operating modes in which individual cylinders are sometimes fired and sometimes skipped during operation in a particular operating mode), including firing outlet operation using fixed firing patterns or firing sequences, as is can take place when a rolling cylinder deactivation and / or various other Zündauslasstechniken be used. Similar techniques may also be used in the variable stroke engine control in which the number of strokes in each work cycle is changed to effectively change the displacement of an engine.

Although only a few embodiments of the invention have been described in detail, it should be recognized that the invention can be implemented in many other forms without departing from the spirit or scope of the invention. There are several references to the term ignition component. It should be appreciated that a firing fraction may be communicated or represented in a wide variety of ways. For example, the firing fraction may take the form of a firing pattern, a sequence, or any other firing characteristic that includes or inherently conveys the aforementioned percentage of firings. There are also several references to the term "cylinder". It should be understood that in various embodiments, the term cylinder should be understood as broadly embracing any suitable type of working chamber. An engine may also employ a spark-out type technique wherein, instead of a cylinder that operates with omissions and firings, it operates with either low torque output or high torque output ignition. In this control scheme, referred to as dynamic ignition level modulation, the cylinders are not skipped. In the dynamic spark level modulation, the output of ignited cylinders is dynamically changed in an omission / ignition type pattern. For example, a particular cylinder may sometimes be fired with a "high" or "higher" torque output level and may sometimes be fired with a "low" or "lower" torque output level, where the "low output levels correspond to the" omissions "and the" high "output levels Therefore, the present embodiments should be considered as illustrative and not restrictive and the invention should not be limited to the details given herein.

Claims (94)

 A method of controlling the operation of an internal combustion engine having a plurality of working chambers to provide a desired output, each working chamber including at least one inlet valve that is cam-actuated and at least one outlet valve, the method comprising: Operating the engine in an ignition outlet mode that exhausts selected exhausted duty cycles and fires selected active duty cycles to provide a desired engine output, wherein decisions as to whether to fire or skip each duty cycle dynamically during operation of the engine based on ignition opportunity to ignition opportunity be determined; and Selecting a high or low torque output at the fired working chambers, wherein decisions as to whether to use high or low torque output are dynamically determined during operation of the engine based on ignition opportunity to ignition opportunity; and Adjusting the air charge for the fired work chambers based on whether the high or low torque output on the fired work chambers has been selected. The method of claim 1, wherein the air charge is adjusted to produce a high or low torque output by independently controlling at least two intake valves in each of the fired working chambers. The method of claim 1, further comprising: Deactivating skipped working chambers during selected skipped working cycles to thereby prevent the pumping of air through the skipped working chambers during the selected skipped working cycles. The method of claim 1, wherein all of the valves are actuated by one or more cam lobes coupled to one or more camshafts. The method of claim 1, further comprising: Generating an ignition outlet firing sequence that indicates, for each ignition, whether the ignition involves the use of a high or low torque output; and Operating the engine based on the ignition outlet firing sequence. The method of claim 1, further comprising: Determining a level fraction and an ignition fraction, wherein the level fraction helps to indicate a ratio of high or low torque output firing relative to a total number of fires, including high torque output firing and low torque firing firing; and Operating the engine in a Zündauslassweise based on the level fraction and the Zündanteils. The method of claim 1, wherein the selection of the high or low torque output at the fired working chambers is determined at least in part using a sigma-delta converter. The method of claim 1, wherein the selection of the high or low torque output is based on one or more of a look-up table and a state machine.  The method of claim 1, wherein each of the working chambers includes a first inlet valve and a second inlet valve, the method further comprising: during operation of the engine in an ignition outlet manner and during a selected operating cycle, opening and closing of the first and second intake valves based on different timing cycles. The method of claim 9, wherein the first intake valve is operated based on an Atkinson cycle and the second intake valve is operated based on an Otto cycle. The method of claim 1, wherein: firing selected active duty cycles includes firing work chambers having the high or low torque output based on whether the high or low torque output at the fired work chambers has been selected; each ignited working chamber comprises a first inlet valve and a second inlet valve; when an ignited working chamber having a high torque output is ignited, the first and second intake valves of the fired working chamber are independently controlled on the basis of a high torque valve control scheme; and when an ignited working chamber having a low torque output is ignited, the first and second intake valves are ignited Working chamber based on a valve control scheme with low torque can be controlled independently, which is different from the valve control scheme with high torque. The method of claim 11, wherein: the high torque valve control scheme includes supplying air through the first and second intake valves during a selected duty cycle; and the low torque valve control scheme includes leaving no air through the first intake valve during a selected duty cycle. The method of claim 11, wherein: the high torque valve control scheme includes supplying air through the first intake valve and not the second intake valve during a selected duty cycle; the high torque valve control scheme further includes operating the first intake valve based on an Otto cycle during the selected duty cycle; the low torque valve control scheme includes supplying air through the first and second intake valves during a selected operating cycle; and the low torque valve control scheme further includes operating the first intake valve based on an Otto cycle during the selected duty cycle and operating the second intake valve based on an Atkinson cycle with late intake valve closing (LIVC) during the selected duty cycle. The method of claim 1, further comprising: Detecting knock in a working chamber of the engine; and in response to the detection, requesting that one or more working chambers be fired with the low torque output and not the high torque output; and Operating the engine in a firing mode based on the requirement. The method of claim 1, further comprising: Detecting a condition that is one of 1) vehicle deceleration and idle; and 2) stopping the engine using a start / stop feature; Detecting that an engine torque has been requested; in response to the detection operations, requesting that one or more selected working chambers not be fired with the high torque output; and Operating the engine in a firing mode based on the requirement. The method of claim 1, further comprising: Assigning a window to a target ignition opportunity for a target working chamber; Determining whether a high or low torque output is selected at one or more of the working chambers; Igniting the target working chamber during the window; Measuring an engine parameter during the window; and Determining whether an engine problem exists based at least in part on the torque output determination and the engine parameter measurement. The method of claim 1, wherein: the engine comprises a first subset of one or more working chambers and a second subset of one or more working chambers; each working chamber in the first subset is arranged to be selectively ignited or deactivated; and each working chamber in the second subset is arranged to be ignited during each engine cycle and can not be deactivated during operation of the engine. The method of claim 1, wherein: the engine includes a first subset of one or more working chambers each capable of producing the selected high and low torque outputs; the engine further comprises a second subset of one or more working chambers, each of which is incapable of producing the selected high and low torque outputs; and the selection of the high or low torque output from the fired working chambers in the first subset rather than the second subset occurs. The method of claim 1, wherein: operating one of the fired working chambers to produce the low torque output with substantially a minimum brake specific fuel consumption condition. The method of claim 1, wherein: the selection of the high or low torque output on the fired working chambers is based, at least in part, on noise, vibration and roughness considerations (NVH considerations). The method of claim 1, further comprising: Using a higher air charge for the fired work chambers for which the high torque output was selected than for the fired work chambers for which the low torque output was selected. The method of claim 1, further comprising: Igniting a selected working chamber with the high torque output based on the selection; and Igniting a selected working chamber with the low torque output based on the selection, wherein the low torque output ignition is more fuel efficient than the high torque output ignition. The method of claim 1, further comprising: Determining a plurality of effective candidate ignition rates that provide the desired engine torque, wherein each effective spark fraction is one or more values based on a cylinder torque level and a ratio of spark to spark opportunities; Comparing the fuel efficiency of the effective candidate ignition portions; on the basis of the comparison, selecting one of the effective firing components; and Operating the engine based on the selected one of the effective candidate ignition portions. The method of claim 1, further comprising: each ignited working chamber includes a first inlet valve and a first outlet valve; and Actuating the first inlet valve to supply air to the ignited working chamber, wherein the first inlet valve and the first outlet valve of the fired working chamber are arranged such that, once the first inlet valve is actuated during a selected duty cycle, the first outlet valve is also actuated during the same selected duty cycle becomes. The method of claim 1, wherein all of the intake and exhaust valves are cam actuated. The method of claim 1, wherein the engine is a four-cylinder engine. The method of claim 1, wherein: the plurality of working chambers use a plurality of different valve actuating systems; and each valve actuation system is capable of a different set of one or more features, each feature being one of (1) deactivating a working chamber; 2) igniting a working chamber with the low torque output; and 3) igniting a working chamber with the high torque output. An engine control unit for an engine having one or more working chambers, each working chamber comprising one or more cam actuated intake valves, the engine control unit comprising: a firing ratio calculator arranged to determine a firing fraction suitable for providing a desired engine torque; an ignition timing determination module arranged to determine an ignition timing firing sequence based on the firing fraction, the firing firing firing sequence indicating whether a selected firing opportunity is deactivated or fired during a selected firing opportunity, and further indicating for each firing whether the ignition produces a low torque output or high torque output; and an ignition control unit arranged to operate the one or more working chambers of the engine in an ignition discharge manner based on the ignition sequence, and wherein the ignition control unit is further arranged to adjust the air charge for each ignited working chamber on the basis of whether the Ignition sequence indicates a low torque output or a high torque output for the ignited working chamber. The engine control unit of claim 28, wherein the ignition timing determination module is arranged to select the ignition timing firing sequence from a library of predefined firing timing firing sequences. The engine control unit of claim 28, wherein the ignition timing determination module is arranged to generate the ignition outlet firing sequence using a sigma-delta converter. The engine control unit of claim 28, wherein the ignition control unit is arranged to independently control intake valves for a selected working chamber to ignite the selected working chamber with a high or low torque output based on the ignition outlet firing sequence. The engine control unit of claim 28, wherein: each of the working chambers of the engine includes a first intake valve and a second intake valve; the ignition control unit is further arranged to selectively open the first intake valve and not the second intake valve during a first selected duty cycle; and the ignition control unit is further arranged to selectively open the first and second inlet valves during a second selected duty cycle so that the timing of opening and closing of the first and second inlet valves is different during the second selected duty cycle. The engine control unit of claim 28, wherein: the spark timing determination module is arranged to make firing decisions based on firing opportunity to firing opportunity, each firing decision indicating whether a selected working chamber is deactivated or fired during a selected firing opportunity, and further for each firing, indicating whether the firing is low torque output or generates a high torque output. The engine control unit of claim 28, wherein the engine is a four-cylinder engine. The engine control unit of claim 28, wherein: the one or more working chambers use a plurality of different valve actuating systems; and each valve actuation system is capable of a different set of one or more features that is one of (1) deactivating a working chamber; 2) igniting a working chamber with the low torque output; and 3) igniting a working chamber having the high torque output. An engine system comprising: an intake manifold; a first set of one or more working chambers, each working chamber of the first set including a first inlet valve and a second inlet valve; at least two inlet passages connecting the intake manifold to one of the first set of working chambers, the at least two intake passages being arranged relative to the one of the working chambers such that a center axis of each of the intake passages substantially intersects a center axis of the one of the working chambers. The engine system of claim 36, further comprising: a first cam and a second cam arranged to independently actuate the first and second intake valves, respectively, wherein the engine system is arranged to independently actuate or deactivate the first and second intake valves based on duty cycle to duty cycle and wherein the independent actuation and deactivation of each of the first and second inlet valves helps to allow the working chamber to produce the high or low torque output. The engine system of claim 37, further comprising: a second set of one or more working chambers, wherein each working chamber in the second set is incapable of producing a plurality of different levels of torque output. The engine system of claim 37, further comprising: a second set of one or more working chambers, wherein each working chamber in the second set can not be deactivated during operation of the engine system. The engine system of claim 36, further comprising: an engine comprising the first set of one or more working chambers, the engine being a four-cylinder engine.  The engine system of claim 36, wherein: the set of one or more working chambers uses a plurality of different valve actuation systems; and each valve actuation system is capable of a different set of one or more features, each feature being one of (1) deactivating a working chamber; 2) igniting a working chamber with the low torque output; and 3) igniting a working chamber with the high torque output. A method of controlling the operation of an internal combustion engine having a plurality of working chambers, each working chamber having at least one intake valve that is cam-actuated and at least one exhaust valve, the method comprising: operating the engine using a first ignition portion; Operating the engine using a second firing fraction that is different than the first firing fraction; and during a transition between the first and second firing portions, operating the engine based on a multi-level firing outlet firing sequence, the multi-level firing firing firing sequence indicating whether a selected firing opportunity is deactivated or fired during a selected firing opportunity, and further for each Ignition indicates whether the ignition is low Torque output or a high torque output generated. The method of claim 42, wherein the ignition outlet firing sequence indicates a plurality of firing decisions, wherein each of the firing decisions is made based on firing opportunity to firing opportunity.  The method of claim 42, further comprising: Igniting selected working chambers with the high and low torque outputs based on the multi-level ignition outlet firing sequence; Adjusting the air charge to produce the high and low torque output at the fired working chambers by independently controlling at least two intake valves in each of the fired working chambers. The method of claim 42, further comprising: during operation of the engine using the first firing fraction, operating the engine based on a first level fraction, wherein a level fraction assists a ratio of firing high or low torque output relative to a total number of fires, including high torque output firing and low torque output firing to specify; during operation of the engine using the second firing fraction, operating the engine based on a second level fraction; and during operation of the engine during the transition between the first and second firing rates, operating the engine based on a level fraction of 1) the first level fraction; and / or 2) the second level fraction is different. The method of claim 42, wherein operating the engine based on one of the first firing fraction and the second firing fraction comprises variable displacement operation. The method of claim 42, further comprising: Detecting a request for a desired torque while the engine is operating based on the first firing fraction; determining, in response to the request, that the second firing fraction is suitable for providing the desired torque; based on the determination of the second firing fraction, automatically selecting one or more intermediate firing portions during the transition between the first firing fraction and the second firing fraction, the multi-level firing outlet firing sequence based on the one or more intermediate firing fractions; and during the transition, operating the engine based on the one or more intermediate igniters. The method of claim 47, further comprising: gradually changing a transient ignition component used to operate the engine during the transition, wherein the multi-level ignition exhaust ignition sequence is based on the transition ignition fraction and the rate of change in the transition ignition component is based on one or more engine parameters. The method of claim 48, wherein one of the engine parameters is the manifold absolute pressure. The method of any one of claims 1-27, wherein the air charge is adjusted to produce a high or low torque output by independently controlling at least two intake valves in each of the fired working chambers. The method of claim 1 or 50, further comprising: Deactivating skipped working chambers during selected skipped working cycles to thereby prevent the pumping of air through the skipped working chambers during the selected skipped working cycles. The method of any one of claims 1, 50 and 51, wherein all valves are actuated by one or more cam lobes coupled to one or more camshafts. The method of any of claims 1 and 50-52, further comprising: Generating an ignition outlet firing sequence that indicates, for each ignition, whether the ignition involves the use of a high or low torque output; and Operating the engine based on the ignition outlet firing sequence. The method of any of claims 1 and 50-53, further comprising: determining a level fraction and a firing fraction, wherein the level fraction assists a ratio of high or low torque firing firing relative to a total firing including the high torque firing firing events and low torque output, specify; and Operating the engine in a Zündauslassweise based on the level fraction and the Zündanteils. The method of any one of claims 1 and 50-54, wherein the selection of the high or low torque output at the fired working chambers is determined at least in part using a sigma-delta converter. The method of any one of claims 1 and 50-55, wherein the selection of the high or low torque output is based on one or more of a look-up table and a state machine. The method of any one of claims 1 and 50-56, wherein each of the working chambers includes a first inlet valve and a second inlet valve, the method further comprising: during operation of the engine in an ignition outlet manner and during a selected operating cycle, opening and closing of the first and second intake valves based on different timing cycles. The method of claim 57, wherein the first intake valve is operated based on an Atkinson cycle and the second intake valve is operated based on an Otto cycle. The method of any of claims 1 and 50-58, wherein: igniting selected active duty cycles includes igniting working chambers with the high or low torque output based on whether the high or low torque output at the fired working chambers has been selected; each ignited working chamber comprises a first inlet valve and a second inlet valve; when an ignited working chamber having a high torque output is ignited, the first and second intake valves of the fired working chamber are independently controlled based on a high torque valve control scheme; and when igniting an ignited working chamber having a low torque output, the first and second intake valves of the fired working chamber are independently controlled on the basis of a low torque valve control scheme different from the high torque valve control scheme.  The method of claim 59, wherein: the high torque valve control scheme includes supplying air through the first and second intake valves during a selected duty cycle; and the low torque valve control scheme includes leaving no air through the first intake valve during a selected duty cycle. The method of claim 59, wherein: the high torque valve control scheme includes supplying air through the first intake valve and not the second intake valve during a selected duty cycle; the high torque valve control scheme further includes operating the first intake valve based on an Otto cycle during the selected duty cycle; the low torque valve control scheme includes supplying air through the first and second intake valves during a selected operating cycle; and the low torque valve control scheme further includes operating the first intake valve based on an Otto cycle during the selected duty cycle and operating the second intake valve based on an Atkinson cycle with late intake valve closing (LIVC) during the selected duty cycle. The method of any of claims 1 and 50-61, further comprising: Detecting knock in a working chamber of the engine; and in response to the detection, requesting that one or more working chambers be fired with the low torque output and not the high torque output; and Operating the engine in a firing mode based on the requirement. The method of any of claims 1 and 50-62, further comprising: Detecting a condition that is one of 1) vehicle deceleration and idle; and 2) stopping the engine using a start / stop feature; Detecting that an engine torque has been requested; in response to the detection operations, requesting that one or more selected working chambers not be fired with the high torque output; and Operating the engine in a firing mode based on the requirement. The method of any of claims 1 and 50-63, further comprising: assigning a window to a target ignition opportunity for a target working chamber; Determining whether a high or low torque output is selected at one or more of the working chambers; Igniting the target working chamber during the window; Measuring an engine parameter during the window; and determining whether an engine problem exists based at least in part on the torque output determination and the engine parameter measurement. The method of any of claims 1 and 50-64, wherein: the engine comprises a first subset of one or more working chambers and a second subset of one or more working chambers; each working chamber in the first subset is arranged to be selectively ignited or deactivated; and each working chamber in the second subset is arranged to be ignited during each engine cycle and can not be deactivated during operation of the engine. The method of any of claims 1 and 50-65, wherein: the engine comprises a first subset of one or more working chambers each capable of generating the selected high and low torque outputs; the engine further comprises a second subset of one or more working chambers, each of which is incapable of producing the selected high and low torque outputs; and the selection of the high or low torque output from the fired working chambers in the first subset rather than the second subset occurs. A method according to any one of claims 1 and 50-66, wherein: operating one of the fired working chambers to produce the low torque output with substantially a minimum brake specific fuel consumption condition. A method according to any one of claims 1 and 50-67, wherein: the selection of the high or low torque output on the fired working chambers is based, at least in part, on noise, vibration and roughness considerations (NVH considerations).  The method of any of claims 1 and 50-68, further comprising: Using a higher air charge for the fired work chambers for which the high torque output was selected than for the fired work chambers for which the low torque output was selected. The method of any of claims 1 and 50-69, further comprising: Igniting a selected working chamber with the high torque output based on the selection; and Igniting a selected working chamber with the low torque output based on the selection, wherein the low torque output ignition is more fuel efficient than the high torque output ignition. The method of any of claims 1 and 50-70, further comprising: Determining a plurality of effective candidate ignition rates that provide the desired engine torque, wherein each effective spark fraction is one or more values based on a cylinder torque level and a ratio of spark to spark opportunities; Comparing the fuel efficiency of the effective candidate ignition portions; on the basis of the comparison, selecting one of the effective firing components; and Operating the engine based on the selected one of the effective candidate ignition portions. The method of any of claims 1 and 50-71, further comprising: each ignited working chamber includes a first inlet valve and a first outlet valve; and Actuating the first inlet valve to supply air to the ignited working chamber, wherein the first inlet valve and the first outlet valve of the fired working chamber are arranged such that, once the first inlet valve is actuated during a selected duty cycle, the first outlet valve is also actuated during the same selected duty cycle becomes. The method of any one of claims 1 and 50-72, wherein all of the intake and exhaust valves are cam actuated. The method of any of claims 1 and 50-73, wherein the engine is a four-cylinder engine. The method of any of claims 1 and 50-74, wherein: the plurality of working chambers use a plurality of different valve actuating systems; and each valve actuation system is capable of a different set of one or more features, each feature being one of (1) deactivating a working chamber; 2) igniting a working chamber with the low torque output; and 3) igniting a working chamber with the high torque output. The engine control unit of any one of claims 28-35, wherein the spark timing determination module is arranged to select the firing timing firing sequence from a library of predefined firing timing firing sequences. The engine control unit of claim 28 or 76, wherein the ignition timing determination module is arranged to generate the ignition outlet firing sequence using a sigma-delta converter. The engine control unit of any of claims 28 and 76-77, wherein the ignition control unit is arranged to independently control intake valves for a selected working chamber to ignite the selected working chamber at a high or low torque level based on the ignition outlet firing sequence. An engine control unit according to any one of claims 28 and 76-78, wherein: each of the working chambers of the engine includes a first intake valve and a second intake valve; the ignition control unit is further arranged to selectively open the first intake valve and not the second intake valve during a first selected duty cycle; and the ignition controller is further arranged to selectively open the first and second inlet valves during a second selected duty cycle so that a timing of closing and opening of the first and second inlet valves is different during the second selected duty cycle. An engine control unit according to any one of claims 28 and 76-79, wherein: the spark timing determination module is arranged to make firing decisions based on firing opportunity to firing opportunity, each firing decision indicating whether a selected working chamber is deactivated or fired during a selected firing opportunity, and further for each firing, indicating whether the firing is low torque output or generates a high torque output.  The engine control unit according to any one of claims 28 and 76-80, wherein the engine is a four-cylinder engine. An engine control unit according to any one of claims 28 and 76-81, wherein: the one or more working chambers use a plurality of different valve actuating systems; and each valve actuation system is capable of a different set of one or more features, each feature being one of 1) deactivating a working chamber; 2) igniting a working chamber with the low torque output; and 3) igniting a working chamber with the high torque output. An engine system according to any of claims 36-41, further comprising: a first cam and a second cam arranged to independently actuate the first and second intake valves, respectively, wherein the engine system is arranged to independently actuate or to independently actuate the first and second intake valves on a duty cycle to duty cycle basis deactivate, and wherein the independent actuation and deactivation of each of the first and the second intake valve helps to allow the working chamber generates a high or low torque output. The engine system of claim 83, further comprising: a second set of one or more working chambers, wherein each working chamber in the second set is incapable of producing a plurality of different levels of torque output. The engine system of claim 83, further comprising: a second set of one or more working chambers, wherein each working chamber in the second set can not be deactivated during operation of the engine system. The engine system of any of claims 36 and 83-85, further comprising: an engine comprising the first set of one or more working chambers, the engine being a four-cylinder engine. An engine system according to any of claims 36 and 83-86, wherein: the first set of one or more working chambers uses a plurality of different valve actuating systems; and each valve actuation system is capable of a different set of one or more features, each feature being one of (1) deactivating a working chamber; 2) igniting a working chamber with the low torque output; and 3) igniting a working chamber with the high torque output. The method of any one of claims 42-49, wherein the ignition outlet firing sequence indicates a plurality of firing decisions, wherein each of the firing decisions is made based on firing opportunity to firing opportunity. The method of claim 42 or 88, further comprising: igniting selected high and low torque output work chambers based on the multi-level ignition outlet firing sequence; Adjusting the air charge to produce the high and low torque outputs at the fired working chambers by independently controlling at least two intake valves in each of the fired working chambers. The method of any of claims 42 and 88-89, further comprising: during operation of the engine using the first firing fraction, operating the engine based on a first level fraction, wherein a level fraction assists a ratio of firing high or low torque output relative to a total number of fires, including high torque output firing and low torque output firing to specify; during operation of the engine using the second firing fraction, operating the engine based on a second level fraction; and during operation of the engine during the transition between the first and second firing rates, operating the engine based on a level fraction of 1) the first level fraction; and / or 2) the second level fraction is different. The method of any of claims 42 and 88-90, wherein operation of the engine based on one of the first firing fraction and the second firing fraction includes variable displacement operation. The method of any of claims 42 and 88-91, further comprising: Detecting a request for a desired torque while the engine is operating based on the first firing fraction; determining, in response to the request, that the second firing fraction is suitable for providing the desired torque; automatically selecting one or more intermediate ignition components during the transition between the first ignition component and the second ignition component based on the determination of the second ignition component, wherein the multi-level ignition ignition sequence is based on the one or more intermediate ignition components; and during the transition, operating the engine based on the one or more intermediate igniters. The method of claim 92, further comprising: gradually changing a transient ignition component used to operate the engine during the transition, wherein the multi-level ignition exhaust ignition sequence is based on the transition ignition fraction and the rate of change of the transition ignition fraction is based on one or more engine parameters. The method of claim 93, wherein one of the engine parameters is the manifold absolute pressure.

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