Method and system for particulate matter control

• US 10,323,588 B2
• Filed: 10/22/2014
• Issued: 06/18/2019
• Est. Priority Date: 10/22/2014
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: VanDerWege, Brad Alan
• Primary Examiner(s): Hamaoui, David E
• Assistant Examiner(s): Staubach, Carl C
• Application Number:
  US14/521,314
• Publication Number:
  US 20160115878A1
• Time in Patent Office: 1,700 Days
• Field of Search: 701103-105, 701113, 123481, 123198 F, 123299, 123300, 123305, 12340623, 123491, 123685, 123686
• CPC Class Codes: F02D 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2200/021 Engine temperature
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/1466 the characteristics being a soot concentration or content
• CPC Class Codes: F02D 41/1467 with determination means using an estimation

Abstract

Methods and systems are provided for particulate matter control in an engine configured for skip-fire operation. A cylinder pattern selected for selective cylinder deactivation, including a total number of deactivated/active cylinders as well as individual deactivated cylinder identities, may be adjusted based on an engine soot load, or a parameter indicative of engine soot load such as engine coolant temperature. In addition, reactivated engine cylinders may be transiently operated with split fuel injection to raise combustion surface temperatures.

Claims

1. A method comprising:

operating an engine in a first mode that includes cylinder deactivation conditions being met;

in response to operating the engine in the first mode, deactivating individual cylinder valve mechanisms according to a cylinder pattern selected based on engine coolant temperature, including when engine coolant temperature is lower than a threshold, deactivating individual cylinder valve mechanisms according to a first cylinder pattern, and, when engine coolant temperature is higher than the threshold, deactivating individual cylinder valve mechanisms according to a second, different cylinder pattern;

operating the engine in a second mode that includes cylinder reactivation conditions being met;

in response to operating the engine in the second mode, reactivating the deactivated individual cylinder valve mechanisms and injecting fuel to cylinders according to a fuel injection pattern selected based on engine coolant temperature, including injecting fuel as multiple injections per engine cycle to reactivated cylinders while injecting fuel as a single fuel injection per engine cycle to remaining active cylinders when engine coolant temperature is below the threshold, and injecting fuel as a single fuel injection per engine cycle to all cylinders when engine coolant temperature is above the threshold.

2. The method of claim 1, wherein the first cylinder pattern is further based on each of driver demand and engine soot load while the second cylinder pattern is further based on driver demand and not on engine soot load, each of the first and second cylinder patterns further based on one or more of engine speed, vehicle speed, and transmission gear selection.

3. The method of claim 1, wherein the first cylinder pattern includes a first total number of deactivated cylinders, a first set of deactivated cylinders, and a first set of cylinder deactivation mechanisms and wherein the second cylinder pattern includes a second, different total number of deactivated cylinders, a second, different set of deactivated cylinders, and a second, different set of cylinder deactivation mechanisms.

4. The method of claim 3, wherein a number of injections in the multiple injections per engine cycle to a reactivated cylinder is based on the first total number of deactivated cylinders of the first cylinder pattern, and further based on a number of deactivation cycles of the reactivated cylinder, the number of injections increased as the first total number of deactivated cylinders of the first cylinder pattern increases and as the number of deactivation cycles of the reactivated cylinder increases.

5. The method of claim 4, further comprising, when the individual cylinder valve mechanisms deactivated according to the first cylinder pattern are reactivated, operating reactivated cylinders with a first amount of fuel injection timing retard while injecting fuel as multiple injections per engine cycle, and, when the individual cylinder valve mechanisms deactivated according to the second cylinder pattern are reactivated, operating reactivated cylinders with a second, smaller amount of fuel injection timing retard while injecting fuel as a single injection per engine cycle.

6. The method of claim 5, further comprising, when the individual cylinder valve mechanisms deactivated according to the first cylinder pattern are reactivated, after operating the reactivated cylinders with multiple injections per engine cycle for a number of combustion events, gradually decreasing the number of injections per engine cycle to a single injection per engine cycle.

7. A method, comprising:

responsive to cylinder deactivation conditions being met and engine coolant temperature being lower than a threshold,

deactivating a first set of cylinders of an engine according to a first cylinder deactivation pattern that includes a first number of deactivated cylinders and a first duration of deactivation; and

injecting fuel as multiple injections per engine cycle when the first set of cylinders is reactivated, a number of injections in the multiple injections per engine cycle based on the first number of deactivated cylinders and further based on the first duration of deactivation, the number of injections increased as the first number of deactivated cylinders increases and as the first duration of deactivation increases;

responsive to cylinder deactivation conditions being met and engine coolant temperature being higher than the threshold,

deactivating a second set of cylinders according to a second cylinder deactivation pattern that includes a second number of deactivated cylinders and a second duration of deactivation; and

injecting fuel as a single injection per engine cycle when the second set of cylinders is reactivated.

8. The method of claim 7, wherein the first cylinder deactivation pattern is selected based on each of driver demand and engine soot load while the second cylinder deactivation pattern is selected based on driver demand and not on engine soot load, each of the first and second cylinder deactivation patterns further based on one or more of engine speed, vehicle speed, and transmission gear selection.

9. The method of claim 7, further comprising, when the first set of cylinders is reactivated, operating the first set of cylinders with a first amount of fuel injection timing retard while injecting fuel as multiple injections per engine cycle, and, when the second set of cylinders is reactivated, operating the second set of cylinders with a second amount of fuel injection timing retard while injecting fuel as a single injection per engine cycle.

10. The method of claim 9, further comprising, when the first set of cylinders is reactivated, operating the first set of cylinders with multiple injections per engine cycle for a number of combustion events, and gradually decreasing the number of injections per engine cycle to a single injection per engine cycle.