阅读说明：本技术 具有气缸停用控制的内燃发动机的循环应用 (Cyclic application of internal combustion engine with cylinder deactivation control ) 是由 J·K·莱特-霍莱茨 R·萨哈 T·希普 D·J·摩尔 于 2019-04-04 设计创作，主要内容包括：公开了包括内燃发动机的系统、设备和方法,该内燃发动机具有可由气门致动机构操作的多个气缸。响应于确定发动机的循环操作模式而修改气缸停用操作。(Systems, apparatus, and methods are disclosed that include an internal combustion engine having a plurality of cylinders operable by a valve actuation mechanism. The cylinder deactivation operation is modified in response to determining a cyclical operating mode of the engine.)

1. A system, comprising:

an internal combustion engine comprising a plurality of cylinders, each cylinder comprising at least one intake valve and at least one exhaust valve;

a valve actuation mechanism connected to each of the plurality of cylinders, the valve actuation mechanism including a lift mechanism for opening and closing the at least one intake valve and the at least one exhaust valve;

a fueling system connected to each of the plurality of cylinders for providing fuel to the plurality of cylinders;

a controller operatively connected with the valve actuation mechanism and the fueling system, wherein the controller is configured to:

determining a cyclic operating mode of the internal combustion engine in response to one or more operating conditions of the internal combustion engine; and is

Modifying cylinder deactivation operation of the internal combustion engine in response to the determined cyclical operating mode.

2. The system of claim 1, wherein the controller is configured to modify the cylinder deactivation operation by reducing a number of deactivated cylinders and disabling the cylinder deactivation operation of active cylinders.

3. The system of claim 1, wherein the controller is configured to modify the cylinder deactivation operation by increasing a number of active cylinders and disabling the cylinder deactivation operation of the active cylinders.

4. The system of claim 1, wherein the controller is configured to modify the cylinder deactivation operation by preventing the cylinder deactivation operation.

5. The system of claim 1, wherein the controller is configured to determine therefrom the one or more operating conditions of the cyclical operating mode comprises a load profile of the internal combustion engine having a series of alternating first and second load conditions, wherein the first load condition is greater than the second load condition.

6. The system of claim 1, wherein the controller is configured to calibrate an operational parameter of the vehicle based on which it is determined that the one or more operating conditions of the cyclical operating mode include an obtained target value or threshold value for the vehicle.

7. The system of claim 1, wherein the controller is configured to determine therefrom the one or more operating conditions of the cyclical operating mode comprises a number of torque peaks of the internal combustion engine occurring over a period of time and greater than a threshold amount of torque.

8. The system of claim 1, wherein the controller is configured to determine the one or more operating conditions of the cyclical operating mode based thereon comprises turning on and off the cylinder deactivation operation more than a threshold number of times over a period of time.

9. The system of claim 1, wherein the controller is configured to determine the one or more operating conditions of the cyclical operating mode based thereon to include excessive inlet closure of a variable geometry turbine.

10. The system of claim 1, wherein the controller is configured to determine therefrom the one or more operating conditions of the cyclical operating mode comprises an input indicating that the internal combustion engine is to be operated in the cyclical operating mode.

11. The system of claim 10, receiving input from one or more of a switch, an operator input, a data link message, and a vehicle controller.

12. The system of claim 1, wherein the controller is configured to modify the cylinder deactivation operation of the internal combustion engine in response to a continuous load condition of the internal combustion engine being less than a threshold amount within a threshold amount of time.

13. A method, comprising:

determining that a cyclical operating mode of the internal combustion engine exists in response to one or more operating conditions of the vehicle; and

modifying cylinder deactivation operation of the engine in response to the cyclical operating mode being present.

14. The method of claim 13, wherein the cylinder deactivation operation comprises at least one cylinder from a plurality of cylinders of the internal combustion engine, wherein a valve actuation mechanism operatively connected to the at least one cylinder is deactivated and a fuel supply to the at least one cylinder is shut off.

15. The method of claim 14, wherein the cylinder deactivation operation includes the remaining ones of the plurality of cylinders receiving a supply of fuel and the valve actuation mechanism opening and closing at least one intake and exhaust valve of the remaining ones of the plurality of cylinders.

16. The method of claim 13, wherein the cylinder deactivation operation is modified by reducing a number of deactivated cylinders and disabling the cylinder deactivation operation of active cylinders.

17. The method of claim 13, wherein the cylinder deactivation operation is modified by increasing a number of active cylinders and disabling the cylinder deactivation operation of the active cylinders.

18. The method of claim 13, wherein the cylinder deactivation operation is modified by preventing the cylinder deactivation operation of the plurality of cylinders.

19. The method of claim 13, wherein the cyclical operating mode is determined in response to a load profile of the internal combustion engine having a series of alternating first and second load conditions, wherein the first load condition is greater than the second load condition.

20. The method of claim 13, wherein the cyclical operating mode is determined in response to a calibratable operating parameter.

21. The method of claim 13, wherein the cyclical operating mode is determined in response to a number of torque peaks of the internal combustion engine occurring over a period of time and greater than a threshold amount of torque.

22. The method of claim 13, wherein the cyclical operating mode is determined in response to opening and closing the cylinder deactivation operation more than a threshold number of times within a certain time period.

23. The method of claim 13, wherein the cyclical operating mode is determined in response to an inlet of a variable geometry turbine coupled to the internal combustion engine being excessively closed.

24. The method of claim 13, wherein the cyclical operating mode is determined in response to a data link message or a switch input indicating that the internal combustion engine is to operate in the cyclical operating mode.

25. The method of claim 13, further comprising modifying the cylinder deactivation operation of the engine in response to a sustained load condition of the internal combustion engine being less than a threshold amount within a threshold amount of time.

26. An apparatus, comprising:

an electronic controller operable to receive an input associated with operation of an internal combustion engine comprising a plurality of cylinders, wherein the controller is configured to determine a cyclical operating mode of the internal combustion engine in response to the input, and modify cylinder deactivation operation of the plurality of cylinders in response to the cyclical operating mode.

27. The apparatus of claim 26, wherein the controller is configured to modify the cylinder deactivation operation by one or more of: interrupting the cylinder deactivation operation of the plurality of cylinders, interrupting the cylinder deactivation operation of a portion of the plurality of cylinders, and preventing the cylinder deactivation operation of at least a portion of the plurality of cylinders.

28. The apparatus of claim 26, wherein the controller is configured to determine the one or more operating conditions of the cyclical operating mode therefrom comprises one or more of:

a load profile of the internal combustion engine having a series of alternating first and second load conditions, wherein the first load condition is greater than the second load condition;

a calibratable operating parameter of the internal combustion engine to obtain a target value;

a number of torque peaks of the internal combustion engine occurring over a period of time and greater than a threshold torque;

the cylinder deactivation operation is turned on and off more than a threshold number of times over a period of time;

an inlet over-closure of the variable geometry turbine; and

a data link message or switch input indicating that the internal combustion engine is to operate in the cyclical operating mode.

29. The apparatus of claim 26, wherein the controller is configured to modify the cylinder deactivation operation of the internal combustion engine in response to a sustained load condition of the internal combustion engine being less than a threshold amount within a threshold amount of time.

Technical Field

The present disclosure relates to an internal combustion engine including a plurality of cylinders, and more particularly to controlling Cylinder Deactivation (CDA) during cyclical application of the internal combustion engine.

Background

Cylinders in an internal combustion engine may be disabled to reduce fuel consumption. This can be achieved by cutting off the fuel supply to selected cylinders, thereby saving fuel especially at light engine load conditions. This increases the load on the other cylinders and reduces some pumping losses, but still requires pumping work to move the airflow through all of the cylinders. Another method of cylinder disabling includes disabling or maintaining the intake and exhaust valves of a cylinder in a closed state when fuel is cut, which further reduces pumping work as compared to simply providing a fuel cut to the deactivated cylinder.

Certain applications using internal combustion engines may be highly cyclic in operation. If cylinder deactivation events are employed in such operations, cylinder deactivation may be continually turned on and off, which is undesirable. For example, the constant exit and/or entry of cylinder deactivation events where intake and exhaust valves are closed may cause inefficient engine operation and a lag in response. Accordingly, further improvements in cylinder deactivation systems and techniques are desired.

Disclosure of Invention

Embodiments include unique systems and methods that include a multi-cylinder internal combustion engine configured to control deactivation of at least one cylinder of a plurality of cylinders. In one embodiment, an engine includes a valve actuation mechanism coupled to cylinders and a fuel supply system for supplying fuel to each cylinder. The controller is configured to receive one or more inputs associated with one or more operating conditions of the vehicle to identify a cyclical operating mode of the engine and modify cylinder deactivation operation in response to the cyclical operating mode.

This summary is provided to introduce a selection of concepts that are further described below in the illustrative embodiments. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Drawings

FIG. 1 is a schematic diagram of a vehicle system including a powertrain system.

FIG. 2 is a schematic diagram of an embodiment of a portion of the vehicle system of FIG. 1.

FIG. 3 is a schematic cross section of a deactivated cylinder and valve actuation mechanism.

FIG. 4 is a flowchart of a process for controlling one or more deactivated cylinders of an internal combustion engine.

Fig. 5 is a schematic diagram of a controller device of the vehicle system of fig. 1.

Detailed Description

For the purposes of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, any alterations and further modifications in the illustrated embodiments, and any further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates.

Referring to FIG. 1, a vehicle system 100 includes an engine 102 fluidly coupled to an aftertreatment system 104 shown in FIG. 1. The vehicle system 100 may also include a transmission 108 coupled to the engine 102, which forms part of a powertrain 110 for propelling a vehicle 112. In one embodiment, the vehicle 112 is propelled via wheels 114, although tracks, propellers, and other conveyance means for the vehicle 112 are also contemplated. Further, the engine 102 may be provided in a stationary application (such as a generator set) with or without a vehicle.

The engine 102 may be any type of internal combustion engine including at least a diesel, gasoline, or natural gas engine, and/or combinations thereof. The aftertreatment system 104 may include any type of aftertreatment component 106 known in the art, which may include catalytic and/or filtration components. Example aftertreatment components 106 may include, but are not limited to, an oxidation catalyst (e.g., a diesel oxidation catalyst ("DOC"), NO_XTreatment components (e.g., three-way catalysts, lean NOx catalysts, selective catalytic reduction ("SCR") catalysts, etc.), filtration components (catalytic or uncatalyzed, such as diesel particulate filters ("DPFs"), and purification catalysts (e.g., ammonia oxidation catalysts).

In certain embodiments, the engine 102 comprises a lean burn engine, such as a lean burn gasoline engine or a diesel cycle engine. In certain embodiments, the engine 102 may be any engine type employed in a cyclic application, such as those resulting in a series of alternating first high load conditions and second low load conditions. In the embodiment shown in FIG. 2, for illustrative purposes, the vehicle system 100 includes an engine 102 having an in-line four cylinder arrangement. However, V-shaped arrangements and any other number of cylinders having V-shaped and in-line arrangements are equally contemplated.

The engine 102 includes a plurality of cylinders 103a, 103b (collectively referred to as cylinders 103). The engine 102 includes a nominal cylinder 103a that operates with a nominal valve lift profile at both a nominal operating event and a cylinder deactivation event, and one or more deactivated cylinders 103b that operate with a deactivated lift profile in response to the presence of the cylinder deactivation event. When the cylinder deactivation event condition is not present, the deactivated cylinder 103b may be operated at the nominal valve lift profile. In the embodiment shown in fig. 2, two cylinders of the engine 102 are deactivated cylinders 103b, but more or less than two cylinders may be deactivated cylinders, including all cylinders 103. Further, the cylinders identified in FIG. 2 as nominal cylinder 103a and deactivated cylinder 103b may be in any order. Moreover, any known type of mechanism for deactivating one or more cylinders 103 is contemplated.

A typical multi-cylinder engine 102 has an engine block 200 with a plurality of cylinders 103, and as shown in FIG. 3, a piston 202 in each cylinder is operatively attached to a crankshaft 204. There is also at least one intake valve 206 and at least one exhaust valve 208 that allow air to enter and exit each cylinder 103. A combustion chamber 210 is formed in each cylinder. The exemplary engine 102 operates in a four-stroke cycle that includes, in order, an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. As used herein, one cycle of a cylinder or engine occurs when these four strokes are completed.

When the cylinder 103b is deactivated, the valve opening device of the valve actuation mechanism 220 may contract, so the intake and exhaust valves of the deactivated cylinder 103b remain in a fully closed state during the cylinder deactivation event. Further, delivery of fuel to the deactivated cylinders 103b is stopped. The active cylinder 103a may then be operated with a greater amount of air and fuel to meet the engine power demand. The active cylinder 103a thus operates with greater airflow, reduced pumping losses, and improved fuel efficiency. However, transitioning between cylinder activation/deactivation conditions may result in inefficiencies and reduced responsiveness of the engine 102, which increases as the engine 102 is operated in the cyclical operating mode. Accordingly, the present disclosure includes modifying a cylinder deactivation mode of operation of the engine 102 in response to determining that the engine 102 is in the cycling mode of operation, as discussed further below.

The present vehicle system 100 includes a valve actuation mechanism 220 configured and/or controlled to initiate and terminate a cylinder deactivation event of deactivated cylinder 103 b. For example, in one embodiment, the valve actuation mechanism 220 provides a first non-zero lift profile for opening and closing the intake valve 206 of each cylinder 103 in response to nominal engine operating conditions. The exhaust valves of each cylinder may also be opened and closed with a non-zero valve lift profile that is the same or different than the non-zero valve lift profile that opens and closes the intake valves 206. The valve actuation mechanism 220 is further configured to switch to the deactivated valve lift profile for operating the intake valve 206 and/or the exhaust valve 208 of the deactivated cylinder 103b in response to a cylinder deactivation event in which the cylinder 103b is deactivated.

In one embodiment, the valve actuation mechanism 220 includes hardware installed in the cylinder head 212 of the engine 102 and control algorithms internal to the controller 140. The cylinder deactivation hardware includes valve opening mechanisms 214, 216 for respective ones of the intake and exhaust valves 206, 208 for each cylinder 103. Valve-actuation mechanism 220 also includes a hydraulic subsystem (not shown) that supplies pressurized oil from an engine oil pump (not shown) to each of the valve-opening mechanisms 214, 216. In one embodiment, the valve opening mechanisms 214, 216 include lifters and locking pin mechanisms interposed between the camshafts 222, 224 and the respective valves 206, 208.

The exemplary valve train includes camshafts 222, 224 or, in another embodiment, a single camshaft. The multiple valves 206, 208 are normally closed to a zero lift position relative to their respective valve seats and are spring mounted in the cylinder head 212. The valvetrain is operable to open multiple exhaust valves 208, multiple intake valves 206, or both, depending on the engine design. Each cam shaft 222, 224 is a long rod mounted in the engine 102 and rotating about its longitudinal axis. Each camshaft 222, 224 has a cam lobe 226, 228, respectively, corresponding to each valve 206, 208 and operating each valve 206, 208. The cam lobes 226, 228 generally cut into the respective cam shafts 222, 224 such that they are eccentric with respect to the axis of rotation of the respective cam shafts 222, 224.

Each lobe 226, 228 has an eccentric portion and a portion concentric with the longitudinal axis of the camshaft. The concentric portion is defined by and may be referred to as a cam base circle, and the eccentric portion projects from the base circle to define a non-zero lift profile to open and close the respective valve 206, 208 for a specified lift and duration from its seat. For example, the intake valve cam lobe 226 may define a non-zero lift profile 300, as shown in FIG. 3. Each lobe 226, 228 is in physical contact with a respective one of the valve opening mechanisms 214, 216, each valve opening mechanism 214, 216 including a lifter and a locking pin mechanism. The valve opening mechanisms 214, 216 are in physical contact with a respective one of the valves 206, 208. When the respective camshaft 222, 224 is positioned such that the eccentric portion of its corresponding lobe 226, 228 is in contact with the adjacent valve opening mechanism 214, 216, rotation of the camshaft 222, 224 causes the respective valve 206, 208 to open according to the non-zero lift profile defined by the corresponding lobe 226, 228.

For deactivated cylinders 103b, such as shown in FIG. 2, valve actuation mechanism 220 may be operable to substantially or fully disable each intake valve 206, each exhaust valve 208, and each fuel injector 162 of each cylinder 103b that is to be deactivated in response to a cylinder deactivation condition. In one embodiment, when in the deactivated mode, the valve actuation mechanism 220 disables half of the cylinders 103. Other embodiments contemplate deactivating other portions of cylinder 103 in the deactivated mode.

In particular embodiments, during a cylinder deactivation condition, the camshaft 222 may be switched to place the second cam lobe 226 'to operate the intake valve 206 of each of the deactivated cylinders 103b with the deactivated lift profile defined by the second cam lobe 226' for the intake valve 206 of the deactivated cylinder 103 b. Camshaft 224 associated with exhaust valve 208 may also be switched from a third non-zero lift profile defined by third cam lobe 228 to a fourth profile at fourth cam lobe 228' that defines a deactivated lift profile that maintains the corresponding exhaust valve 208 at each deactivated cylinder 103b in a closed position. The deactivated lift profile of the cam lobes 226', 228' may be a zero lift profile such that the respective valve remains in a closed position relative to its seat in response to a cylinder deactivation event. Other embodiments contemplate lift profiles that are non-zero but effective to provide cylinder deactivation. In still other embodiments, any suitable valve actuation mechanism 220 for deactivating one or more cylinders 103 is contemplated, and it should be understood that the present disclosure is not limited to the specifically disclosed embodiments unless otherwise specified.

Referring back to fig. 2, in the vehicle system 100, an exhaust stream 134 generated by the cylinders 103 is provided to the exhaust manifold 130 and the outlet of the exhaust passage 132. The vehicle system 100 may include an Exhaust Gas Recirculation (EGR) passage 111 to provide an EGR flow 113 that is combined with an intake air flow 118 at a location upstream of an intake manifold 115. The intake manifold 115 provides charge flow to the cylinders 103, including the intake air flow 118 and the EGR flow 108 (if provided). The intake manifold 115 is connected to an intake passage 117, and the intake passage 117 includes an intake throttle valve 107 to regulate the charge flow to the cylinders 103. The intake passage 117 may also include a charge air cooler (not shown) to cool the charge flow provided to the intake manifold 115. The intake passage 117 may also include an optional compressor 170 to compress an intake airflow received from an intake air cleaner (not shown).

The EGR flow 113 may be combined with the intake air flow 118 at the outlet of the EGR passage 111, at a mixer, or by any other arrangement. In certain embodiments, the EGR stream 113 is returned directly to the intake manifold 115. In the illustrated embodiment, the EGR flow 113 mixes with the intake air flow 118 downstream of the throttle 107 such that exhaust pressure on the cylinders 103 closely matches intake air pressure, which reduces pumping losses through the cylinders 103. In other embodiments, the EGR passage 111 may include an EGR cooler (not shown) and a bypass (not shown) having a valve that selectively allows EGR flow to bypass the EGR cooler. The presence of an EGR cooler and/or an EGR cooler bypass is optional and non-limiting.

The cylinders 103 are connected to an exhaust system that includes an exhaust manifold 130 that receives exhaust gas in the form of an exhaust stream 134 from the cylinders 103 and an exhaust passage 132 that receives exhaust gas from the exhaust manifold 130. In other embodiments, the turbocharger 171 includes a turbine 172 located in the exhaust passage 132, the turbine 172 operable via exhaust gas to drive a compressor 174 in the intake passage 117. The turbine 172 may include a bypass (not shown) or a dimensionally controllable inlet, such as provided with a Variable Geometry Turbine (VGT) to control the flow of exhaust therethrough and thus the speed of the turbine 172. Exhaust passage 132 includes one or more aftertreatment components 106 in exhaust passage 132, the one or more aftertreatment components 106 configured to treat emissions in the exhaust. Other embodiments contemplate an exhaust throttle (not shown) in exhaust passage 132.

The vehicle system 100 also includes a fuel system 150 operable to provide fuel from a fuel storage source 152 (such as a fuel tank) to the cylinders 103. In the illustrated embodiment, the fuel storage source 152 includes, for example, an on-board fuel pump 154 that delivers fuel from the source 152 to a common supply rail 158 via a conduit 156 through a filter (not shown). Common rail 158 feeds fuel to a plurality of fuel injectors 162, at least one per cylinder, and in this example four injectors 162, via respective fuel lines 160. Common rail 158 may also be connected via conduit 156 to a pressure regulator valve 164, which pressure regulator valve 164 is in turn connected to a conduit 166 to vent fuel vapor to intake passage 117 when the pressure in rail 158 exceeds a predetermined maximum pressure. The fuel pump 154 operates via a relay or other suitable connection to the controller 140. However, it should be understood that any suitable fuel system is contemplated.

Direct injectors, as used herein, include any fuel injection device that injects fuel directly into a cylinder volume and is capable of delivering fuel into the cylinder volume when intake and exhaust valves are closed. The direct injector 162 may be configured to inject fuel at the top of the cylinder 103. In certain embodiments, the direct injector 162 may be configured to inject fuel into the combustion pre-chamber. Each cylinder 103 may include one or more direct injectors 162. The direct injector 162 may be the primary or sole fuel supply for the cylinder 103, or alternatively, the direct injector may be a backup or auxiliary fuel supply for the cylinder 103. In certain embodiments, the direct injector 162 may be capable of providing a full designed fueling quantity for the cylinder 103 at any operating condition. Alternatively, the direct injector 162 may only be partially capable, e.g., the direct injector 162 may be capable of providing a specified amount of fuel for a particular purpose.

In still other embodiments, cylinder 103 includes an intake passage injector (not shown) in addition to or instead of direct injector 162. In these embodiments, the intake manifold 115 may be split, or the port fuel injectors may be positioned such that no other cylinder 103 in the vehicle system 100 is downstream of the port fuel injector, i.e., only the target cylinder is downstream of the corresponding port fuel injector. Port injectors may also or alternatively be disposed in intake passage 117, such as at an inlet of compressor 174.

The fuel supply to the combustion chambers of each cylinder is controlled by a fuel control module 142, which fuel control module 142 is a separate controller or part of the controller 140. The fuel control module 142 operates the injectors 162 according to fuel commands generated by the controller 140 in response to engine operating conditions. Controller 140 is connected to fuel pump 154 and a plurality of other sensors, shown schematically as sensors 170. The sensors 170 may include, but are not limited to, sensors that monitor or measure vehicle speed, vehicle acceleration, engine position, engine speed, manifold static pressure, mass air flow into the manifold, engine temperature, air temperature, camshaft position (intake and exhaust), intake manifold regulator valve, barometric pressure, EGR amount, VGT position, torque demand, gear position, and the like. Further, the controller 140 may be configured to receive proximity or location of other vehicles, spacing or distance from one or more other vehicles, speed of one or more other vehicles, route conditions, upcoming grade conditions, GPS data, map data, input from one or more other vehicles or forward looking radar systems, and/or one or more models of the vehicle system 100, including estimated mass, aerodynamic drag, and other conditions associated with the vehicle 112, from, for example, one or more sensors 170 or from the memory 143 of the controller 140.

In certain embodiments, the vehicle system 100 includes a controller 140 configured to perform certain operations to control the operation of the engine 102. In certain embodiments, the controller 140 forms part of a processing subsystem that includes one or more computing devices having memory, processing, and communication hardware. The controller 140 may be a single device or a distributed device, and the functions of the controller 140 may be performed by hardware or software. Controller 140 may be included within, partially included within, or completely separate from an engine controller (not shown). The controller 140 communicates with any sensors or actuators throughout the vehicle system 100, including through direct communication, through communication of a data link, and/or through communication with other controllers or portions of a processing subsystem that provides sensor and/or actuator information to the controller 140.

In certain embodiments, the controller 140 is described as functionally performing certain operations. The description herein including the operation of the controllers emphasizes the structural independence of the controllers and illustrates one grouping of operations and responsibilities of the controllers. Other groupings that perform similar overall operations are understood to be within the scope of this application. Aspects of the controller, which executes instructions stored in a non-transitory memory on one or more computer-readable media, may be implemented in hardware and/or by a computer, and may be distributed across various hardware or computer-based components.

Exemplary and non-limiting controller implementation elements include a sensor that provides any value determined herein, a sensor that provides any value that is a precursor to a value determined herein, data link and/or networking hardware including a communication chip, an oscillating crystal, a communication link, a cable, a twisted pair, a coaxial line, a shielded line, a transmitter, a receiver, and/or a transceiver, logic circuitry, hardwired logic circuitry, reconfigurable logic circuitry in a particular non-transient state configured according to a circuit specification, any actuator including at least one electrical, hydraulic, or pneumatic actuator, a solenoid, an operational amplifier, an analog control element (spring, filter, integrator, adder, divider, gain element), and/or a digital control element.

The list of specific implementation elements herein is not limiting, and any implementation elements for any controller described herein that would be understood by one of ordinary skill in the art are contemplated herein. Once the operations are described, the controller herein can have a variety of hardware and/or computer based embodiments, many of which relate to mechanical steps that would be useful to one of ordinary skill in the art having the benefit of this disclosure and understanding the operation of the controller provided by this disclosure.

Certain operations described herein include operations for interpreting or determining one or more parameters. Interpreting or determining as utilized herein includes receiving a value by any method known in the art, including at least receiving a value from a data link or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or PWM signal) indicative of the value, receiving a software parameter indicative of the value, reading the value from a memory location on a non-transitory computer readable storage medium, receiving the value as a runtime parameter by any means known in the art and/or by receiving a value of a parameter by which an interpretation can be calculated and/or by referencing a default value that is interpreted as the parameter value.

Certain systems are described below, and include examples of controller operations in various contexts of the present disclosure. In certain embodiments, controller 140 interprets the cylinder deactivation event in response to one or more vehicle operations and/or route conditions, and in response to entering the cylinder deactivation event, controller 140 provides a cylinder deactivation command that cuts off fuel to one or more deactivated cylinders 103b and then switches operation of their respective intake and exhaust valves 206, 208 to second and fourth cam lobes 226', 228', respectively, each having a cylinder deactivation lift profile as described above. In certain other embodiments, the controller 140 interprets the cylinder deactivation event in response to one or more vehicle operations and/or route conditions, and in response to exiting the cylinder deactivation event, the controller 140 provides cylinder activation commands that first switch operation of their respective intake and exhaust valves 206, 208 to the first and third cam lobes 226, 228 to open and close the intake and exhaust valves, and then fuel the reactivated cylinder.

Determining conditions for entering and exiting cylinder deactivation events includes determining or interpreting one or more vehicle operating conditions as understood in the art that indicate cylinder deactivation results in favorable operating conditions, such as under low engine load conditions, where the remaining non-deactivated cylinders 103a may meet engine load requirements and fuel efficiency may be achieved by shutting off fuel to one or more deactivated cylinders 103 b. However, other conditions in which a cylinder deactivation event exists are also contemplated.

Operation of the engine 102 is controlled by the controller 140 in response to vehicle operating conditions sensed by sensors represented by sensors 170. The controller 140 is connected to the fuel injectors 162, either indirectly or directly, as shown by the fuel control module 142 to control injector operation. The controller 140 may determine injection timing and injection period or pulse width. Under normal or nominal engine operating conditions, fuel is provided to all cylinders 103. At a cylinder deactivation event, fuel is provided only to cylinder 103a and is cut from deactivated cylinder 103 b.

The fuel injectors 162 may inject a supply of fuel directly into each respective cylinder 103 or may supply fuel to the intake ports, with the injection timing being controlled by the controller 140. During a cylinder deactivation event, the fuel supply to the deactivated cylinders 103b is cut off by individually disabling the respective fuel injectors 162, wherein disabling is controlled by the controller 140 using a fueling command that disables fuel injection to one or more of the deactivated cylinders 103b while the nominal cylinders 103a fire normally or are compensated with additional fuel and air flow to meet power demand.

Referring to fig. 4, a flow chart of a process 400 for modifying Cylinder Deactivation (CDA) operation of one or more cylinders 103 of the engine 102 in response to a cyclical operating mode of the engine 102 is shown. The process 400 begins at operation 402, where the engine 102 is operated. The process 400 continues at operation 404 to monitor engine and/or vehicle operating conditions to identify whether a cyclical engine operating mode exists. The engine operating conditions to be monitored include, for example, a load of the engine 102, a speed of the engine 102 or vehicle 112, a calibratable parameter of the engine 102 or vehicle 112 such as a temperature or pressure condition, a switch or datalink message (e.g., operator input or engagement of a tool) indicating that the vehicle 112 or engine 102 is operating in a cyclic mode, a torque peak per unit time period is greater than a threshold, the CDA has been turned on and off for more than a threshold amount per unit time period, and/or a Variable Geometry Turbine (VGT) is turned off excessively. In one embodiment, a cyclical operating mode may be determined, such as disclosed in U.S. patent No. 10,018,133, which is incorporated herein by reference.

At conditional 406, it is determined whether a looping mode of operation exists. If conditional 406 is false, process 400 returns to operation 404 to continue monitoring. If conditional 408 is "yes," process 400 continues at conditional 408 to determine that CDA operation is present in one or more cylinders. If conditional 408 is YES, process 400 continues at operation 410 to end CDA operation for all or at least some of the currently deactivated cylinders 103 b. If conditional 408 is false, process 400 continues at operation 412 to prevent CDA operation for all or at least some of cylinders 103. In another embodiment, the continuous low load condition is determined in response to the engine 102 operating at or below a threshold load level for a threshold amount of time. For example, if engine idle operation exceeds a certain percentage of time by a threshold amount, CDA operation may be re-enabled for all or a portion of the cylinders 103.

The controller 140 may be configured with one or more circuits configured to perform the process 400. For example, in FIG. 5, a schematic of the controller 140 includes a controller device 500 having a cyclical mode of operation determination circuit 502, the circuit 502 determining the presence or absence of a cyclical mode of operation in response to one or more operating condition inputs 506. In response to the circuitry 502 determining that a cyclical mode of operation exists, the controller device includes a CDA modification circuitry 504 that outputs a CDA modification command 508.

The CDA modification command 508 may include modifying cylinder deactivation operation by one or more of: disabling cylinder deactivation operation, or reactivating a portion of the plurality of cylinders 103b that are currently deactivated, and/or preventing cylinder deactivation operation of all or a portion of the plurality of cylinders 103b by discontinuing deactivation or reactivation of all of the plurality of cylinders 103b that are currently deactivated. In another embodiment, the controller 140 may be configured to determine a sustained low load condition in response to the engine 102 operating at or below a threshold load level for a threshold amount of time. The CDA operation that has been disabled may be re-enabled in response to detecting a sustained low load condition of the engine 102.

The one or more operating condition inputs 506 from which the controller device 500 is configured to determine the cyclical operating mode include one or more of: a load profile of the engine 102 having a series of alternating first and second load conditions, wherein the first load condition is greater than the second load condition; a calibratable operating parameter of the engine 102 or vehicle 112 that achieves a target value; a number of torque peaks of the engine 102 that occur within a certain period of time and are greater than a threshold amount of torque; CDA operation of one or more cylinders 103b is turned on and off more than a threshold number of times within a particular or predetermined period of time; the inlet of the variable geometry turbine 172 is excessively closed; and/or an input indicating that the engine 102 is to operate in the cyclical operating mode, such as an operator input switch or means being enabled.

Various aspects of the present disclosure are contemplated. According to one aspect, a system includes an internal combustion engine including a plurality of cylinders, wherein each cylinder includes at least one intake valve and at least one exhaust valve. The system further comprises: a valve actuating mechanism connected to each of the plurality of cylinders, the valve actuating mechanism including a lift mechanism for opening and closing at least one intake valve and at least one exhaust valve; and a fueling system connected to each of the plurality of cylinders for providing fuel to the plurality of cylinders. The system also includes a controller operatively connected to the valve actuation mechanism and the fueling system. The controller is configured to determine a cyclical operating mode of the internal combustion engine in response to one or more operating conditions of the internal combustion engine, and modify a cylinder deactivation operation of the internal combustion engine in response to the determined cyclical operating mode.

In one embodiment, the controller is configured to modify the cylinder deactivation operation by reducing the number of deactivated cylinders and disabling the cylinder deactivation operation of the active cylinders. In another embodiment, the controller is configured to modify the cylinder deactivation operation by increasing the number of active cylinders and disabling the cylinder deactivation operation of the active cylinders. In yet another embodiment, the controller is configured to modify the cylinder deactivation operation by preventing the cylinder deactivation operation.

In another embodiment, the controller is configured to determine the one or more operating conditions of the cyclical operating mode based on the sensed temperature of the internal combustion engine. In yet another embodiment, the controller is configured to calibrate the one or more operating conditions according to which the cyclical operating mode is determined to include a target value or threshold value of the vehicle.

In another embodiment, the controller is configured to determine from the one or more operating conditions of the cyclical operating mode that the one or more operating conditions comprise a number of torque peaks of the internal combustion engine that occur within a certain period of time and are greater than a threshold amount of torque. In yet another embodiment, the controller is configured to determine from the one or more operating conditions of the cyclical operating mode that the opening and closing of the cylinder deactivation operation exceeds a threshold number of times within a certain time period.

In another embodiment, the controller is configured to determine the one or more operating conditions of the cyclical operating mode based on the variable geometry turbine. In yet another embodiment, the controller is configured to determine from the one or more operating conditions of the cyclical operating mode that the internal combustion engine is to operate in the cyclical operating mode. In a refinement of this embodiment, the input is received from one or more of a switch, an operator input, a data link message, and a vehicle controller.

In another embodiment, the controller is configured to modify a cylinder deactivation operation of the internal combustion engine in response to a sustained load condition of the internal combustion engine being less than a threshold amount within a threshold amount of time.

According to another aspect, a method includes determining that a cyclical operating mode of an internal combustion engine exists in response to one or more operating conditions of a vehicle and modifying cylinder deactivation operation of the engine in response to the existence of the cyclical operating mode.

In one embodiment, the cylinder deactivation operation includes at least one cylinder from a plurality of cylinders of an internal combustion engine, wherein a valve actuation mechanism operatively connected to the at least one cylinder is deactivated and a supply of fuel to the at least one cylinder is shut off. In a refinement of this embodiment, the cylinder deactivation operation includes the remaining cylinders of the plurality of cylinders receiving a supply of fuel and the valve actuation mechanism opening and closing at least one intake and exhaust valve of the remaining cylinders of the plurality of cylinders.

In another embodiment, cylinder deactivation operation is modified by reducing the number of deactivated cylinders and disabling cylinder deactivation operation of active cylinders. In yet another embodiment, the cylinder deactivation operation is modified by increasing the number of active cylinders and disabling cylinder deactivation operation of the active cylinders.

In another embodiment, the cylinder deactivation operation is modified by preventing cylinder deactivation operation of a plurality of cylinders. In yet another embodiment, the cyclical operating mode is determined in response to a load profile of the internal combustion engine having a series of alternating first and second load conditions, wherein the first load condition is greater than the second load condition.

In another embodiment, the cyclical operating mode is determined in response to a calibratable operating parameter. In yet another embodiment, the cyclical operating mode is determined in response to a number of torque peaks of the internal combustion engine occurring within a certain period of time and greater than a threshold amount of torque.

In another embodiment, the cyclical operating mode is determined in response to opening and closing cylinder deactivation operations more than a threshold number of times within a certain time period. In yet another embodiment, the cyclical operating mode is determined in response to an excessive closing of an inlet of a variable geometry turbine coupled to the internal combustion engine.

In another embodiment, the cycling mode of operation is determined in response to a data link message or switch input indicating that the internal combustion engine is to be operated in the cycling mode of operation. In yet another embodiment, a method includes modifying a cylinder deactivation operation of an internal combustion engine in response to a sustained load condition of the engine being less than a threshold amount within a threshold amount of time.

According to another aspect, an apparatus is provided that includes an electronic controller operable to receive an input associated with operation of an internal combustion engine including a plurality of cylinders. The controller is configured to determine a cyclical operating mode of the internal combustion engine in response to the input, and modify cylinder deactivation operation of the plurality of cylinders in response to the cyclical operating mode.

In one embodiment, the controller is configured to modify the cylinder deactivation operation by one or more of: the method includes interrupting a cylinder deactivation operation of a plurality of cylinders, interrupting a cylinder deactivation operation of a portion of the plurality of cylinders, and inhibiting a cylinder deactivation operation of at least a portion of the plurality of cylinders.

In yet another embodiment, the controller is configured to determine the one or more operating conditions of the cyclical operating mode from the one or more operating conditions of the first and second operating modes to include one or more of: a load profile of the internal combustion engine having a series of alternating first and second load conditions, wherein the first load condition is greater than the second load condition; a calibratable operating parameter of the internal combustion engine to obtain a target value; a number of torque peaks of the internal combustion engine occurring within a period of time and greater than a threshold torque; cylinder deactivation operations are turned on and off more than a threshold number of times over a period of time; an inlet over-closure of the variable geometry turbine; and a data link message or switch input indicating that the internal combustion engine is to operate in a cyclical operating mode.

In another embodiment, the controller is configured to modify a cylinder deactivation operation of the internal combustion engine in response to a sustained load condition of the internal combustion engine being less than a threshold amount within a threshold amount of time.

While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only certain exemplary embodiments have been shown and described. Those skilled in the art will appreciate that many modifications are possible in the exemplary embodiments without materially departing from this invention. Accordingly, all such modifications are intended to be included within the scope of this disclosure as defined in the following claims.

In reading the claims, it is intended that when words such as "a," "an," "at least one," or "at least a portion" are used, there is no intention to limit the claims to only one item unless specifically stated to the contrary in the claims. When the language "at least a portion" and/or "a portion" is used, the item can include a portion and/or the entire item unless specifically stated to the contrary.