Systems and methods for engine control

• US 10,030,617 B2
• Filed: 04/18/2016
• Issued: 07/24/2018
• Est. Priority Date: 05/23/2011
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Akinyemi, Omowoleola Chukuwuemeka, Klingbeil, Adam, Blythe, Neil Xavier, Gallagher, Shawn Michael, Mischler, James Robert, Henry, Luke, Jackson, Jennifer Lynn
• Primary Examiner(s): Huynh, Hai
• Assistant Examiner(s): Laguarda, Gonzalo
• Application Number:
  US15/132,013
• Publication Number:
  US 20160230712A1
• Time in Patent Office: 827 Days
• Field of Search: 123198 F, 123481, 12356821, 123436
• CPC Class Codes: F01N 13/107 More than one exhaust manifold or exhaust collector
• CPC Class Codes: F02D 21/08 the other gas being the exhaust gas of engine
• CPC Class Codes: F02D 41/005 according to engine operating conditions
• CPC Class Codes: F02D 41/0065 Specific aspects of external EGR control constructional details of EGR system F02M26/00
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/08 for idling F02D41/06, F02D41/16 take precedence
• CPC Class Codes: F02M 26/05 High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• CPC Class Codes: F02M 26/14 in relation to the exhaust system
• CPC Class Codes: F02M 26/17 in relation to the intake system
• CPC Class Codes: F02M 26/43 in which exhaust from only one cylinder or only a group of cylinders is directed to the intake of the engine
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Various methods for controlling EGR rate are disclosed. In one embodiment, a method comprises routing at least a portion of exhaust from a first exhaust manifold to an intake manifold, and not to atmosphere, the first exhaust manifold exclusively coupled to a first cylinder group. The method further includes routing exhaust from at least one additional exhaust manifold coupled to a corresponding at least one additional cylinder group to atmosphere, and during a first engine operating condition where an engine fuel demand is below a threshold demand, not injecting fuel to each of a subset of cylinders in the first cylinder group while injecting fuel to a subset of all cylinders coupled to the at least one additional exhaust manifold, where a number of cylinders of the subset of cylinders in the first cylinder group decreases in response to an increase in a target EGR rate.

Claims

1. A method for controlling exhaust gas recirculation (EGR) rate in an internal combustion engine, comprising:

with a controller, routing at least a portion of exhaust from a first exhaust manifold to an air intake manifold coupled to the engine, and not to atmosphere, the first exhaust manifold exclusively coupled to a first cylinder group;

with the controller, routing exhaust from at least one additional exhaust manifold coupled to a corresponding at least one additional cylinder group to atmosphere; and

with the controller, during a first engine operating condition where an engine fuel demand is below a threshold demand, not injecting fuel to each of a subset of cylinders in the first cylinder group while injecting fuel to a subset of all cylinders coupled to the at least one additional exhaust manifold, where a number of cylinders of the subset of cylinders in the first cylinder group decreases in response to an increase in a target EGR rate.

2. The method of claim 1, wherein the at least one additional exhaust manifold comprises a second exhaust manifold and a third exhaust manifold, each configured to discharge exhaust to the atmosphere.

3. The method of claim 2, wherein the first exhaust manifold is configured to discharge exhaust into one or both of the second exhaust manifold and the third exhaust manifold.

4. The method of claim 2, wherein the first exhaust manifold and the second exhaust manifold are on a single cylinder bank of the engine.

5. The method of claim 4, wherein the single cylinder bank is a first cylinder bank, and wherein the first exhaust manifold is on a second cylinder bank of the engine.

6. The method of claim 2, wherein injecting fuel to the subset of all cylinders coupled to the at least one additional exhaust manifold comprises injecting fuel to a subset of cylinders coupled to the second exhaust manifold and injecting fuel to a subset of cylinders coupled to the third manifold.

7. The method of claim 2, wherein injecting fuel to the subset of all cylinders coupled to the at least one additional exhaust manifold comprises injecting fuel to a subset of cylinders coupled to the second exhaust manifold and injecting fuel to all cylinders coupled to the third manifold.

8. The method of claim 1, wherein the target EGR rate is based on one or more of engine load, engine speed, combustion stability, particulate matter concentration, intake manifold oxygen concentration, or NOx emissions.

9. The method of claim 8, further comprising controlling injection of fuel to the subset of cylinders of the first cylinder group to obtain a second EGR rate that has a higher oxygen concentration than the target EGR rate.

10. The method of claim 1, further comprising adjusting a fuel injection amount to at least one cylinder of the subset of cylinders of the first cylinder group to obtain the target EGR rate.

11. The method of claim 1, wherein the engine is a dual fuel engine.

12. A system, comprising:

an air intake manifold coupled to an engine configured to combust fuel;

a first exhaust manifold exclusively coupled to a first cylinder group of the engine;

at least one additional exhaust manifold coupled to a corresponding at least one additional cylinder group of the engine;

a controller configured to;

route at least a portion of exhaust from the first exhaust manifold to the air intake manifold;

route exhaust from the at least one additional exhaust manifold to atmosphere; and

during a first engine operating condition where an engine fuel demand is below a threshold demand, not inject fuel to each of a subset of cylinders in the first cylinder group while injecting fuel to all cylinders coupled to the at least one additional exhaust manifold, where a number of cylinders of the subset of cylinders in the first cylinder group decreases in response to an increase in a target EGR rate.

13. The system of claim 12, wherein the at least one additional exhaust manifold comprises a second exhaust manifold and a third exhaust manifold, each configured to discharge exhaust to the atmosphere.

14. The system of claim 13, wherein the first exhaust manifold is configured to discharge exhaust into one or both of the second exhaust manifold and the third exhaust manifold.

15. The system of claim 13, wherein the first exhaust manifold and the second exhaust manifold are on a single cylinder bank of the engine.

16. The system of claim 12, wherein the target EGR rate is based on one or more of engine load, engine speed, combustion stability, particulate matter concentration, intake manifold oxygen concentration, or NOx emissions, and wherein the controller is further configured to control injection of fuel to the subset of cylinders of the first cylinder group to obtain a second EGR rate that has a higher oxygen concentration than the target EGR rate.

17. The system of claim 12, wherein the fuel is a first fuel, wherein the engine is a dual fuel engine configured to combust the first fuel and the second fuel, and wherein the controller is configured to, during a first event following onset of the first engine operating condition, not inject the second fuel while maintaining injection of the first fuel, and then during one or more subsequent events, not inject the first fuel or the second fuel to each of the subset of cylinders in the first cylinder group.

18. The system of claim 12, wherein the engine is a dual fuel engine.

19. A vehicle comprising:

the system of claim 12;

a generator coupled to the engine and configured to generate electrical power; and

a traction motor configured to be powered by the electrical power.

20. The vehicle of claim 19, wherein the engine is a dual fuel engine.