Method to improve fuel economy in lean burn engines with variable-displacement-like characteristics

• US 20030221655A1
• Filed: 06/04/2002
• Published: 12/04/2003
• Est. Priority Date: 06/04/2002
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Surnilla, Gopichandra, Michelini, John Ottavio, Roth, John M.
• Granted Patent: US 6,758,185 B2
• Time in Patent Office: Days
• US Class Current: 123/198F
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 13/011 having two or more purifying devices arranged in parallel
• CPC Class Codes: F01N 13/107 More than one exhaust manifold or exhaust collector
• CPC Class Codes: F01N 2560/026 for measuring or detecting NOx
• CPC Class Codes: F01N 3/0814 combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
• CPC Class Codes: F01N 3/0842 Nitrogen oxides
• CPC Class Codes: F02D 13/0215 changing the valve timing only
• CPC Class Codes: F02D 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 2250/21 during a transition between engine operation modes or states
• CPC Class Codes: F02D 2250/41 Control to generate negative pressure in the intake manifold, e.g. for fuel vapor purging or brake booster
• CPC Class Codes: F02D 41/0032 Controlling the purging of the canister as a function of the engine operating conditions
• CPC Class Codes: F02D 41/0072 Estimating, calculating or determining the EGR rate, amount or flow sensors in EGR systems F02M26/45
• CPC Class Codes: F02D 41/0082 per groups or banks F02D41/0087 takes precedence
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/0225 in relation with the gear ratio or shift lever position
• CPC Class Codes: F02D 41/0235 in relation with the state of the exhaust gas treating apparatus control of exhaust gas treating apparatus per se F01N
• CPC Class Codes: F02D 41/027 to purge or regenerate the exhaust gas treating apparatus
• CPC Class Codes: F02D 41/1456 with sensor output signal being linear or quasi-linear with the concentration of oxygen
• CPC Class Codes: F02D 41/1475 Regulating the air fuel ratio at a value other than stoichiometry
• CPC Class Codes: F02D 41/3017 : characterised by the mode(s) being used
• CPC Class Codes: F02D 41/3029 : further comprising a homogeneous charge spark-ignited mode
• CPC Class Codes: F02D 41/307 : to avoid torque shocks

Abstract

A method is disclosed for controlling operation of an engine coupled to an exhaust treatment catalyst. Under predetermined conditions, the method operates an engine with a first group of cylinders combusting a lean air/fuel mixture and a second group of cylinders pumping air only (i.e., without fuel injection). In addition, the engine control method also provides the following features in combination with the above-described split air/lean mode: idle speed control, sensor diagnostics, air/fuel ratio control, adaptive learning, fuel vapor purging, catalyst temperature estimation, default operation, and exhaust gas and emission control device temperature control. In addition, the engine control method also changes to combusting in all cylinders under preselected operating conditions such as fuel vapor purging, manifold vacuum control, and purging of stored oxidants in an emission control device.

Claims

1. A method for operating an engine having multiple combustion chambers, comprising:

determining a desired engine output;

when said desired engine output is greater than a preselected amount, operating the engine in a first mode with all the combustion chambers combusting a mixture of air and fuel; and

when said desired engine output is less than a predetermined amount, transitioning to a second mode with a first number of the combustion chambers inducting air with substantially no fuel injected, and a second number of the combustion chambers combusting a lean mixture of air and fuel at an output per chamber greater than output per chamber when operating in said first mode before said transition, and engine output is less than when operating in said first mode before said transition.

2. The method recited in claim 1 wherein said first operating mode comprises combusting an average stoichiometric air-fuel mixture in the combustion chambers.

3. The method recited in claim 1 wherein said lean mixture of air and fuel is leaner than about 18:

1.

4. The method recited in claim 1 wherein said desired engine output is determined from at least of the following:

engine torque, engine power, engine acceleration.

5. The method recited in claim 4 wherein said desired engine torque is based on one or more of the following:

wheel torque and gear ratio, or accelerator pedal position and vehicle speed and gear ratio.

6. A method for operating an engine having multiple combustion chambers, comprising:

operating the engine in a first mode with all the combustion chambers combusting a mixture of air and fuel;

determining when engine output is within a predetermined range; and

when said engine output is within said predetermined range, transitioning to a second mode with a first number of the combustion chambers inducting air with substantially no fuel injected, and a second number of the combustion chambers combusting a lean mixture of air and fuel at an output per chamber greater than output per chamber when operating in said first mode before said transition, and engine output is less than when operating in said first mode before said transition.

7. The method recited in claim 6 wherein said first operating mode comprises combusting an average stoichiometric air-fuel mixture in the combustion chambers.

8. The method recited in claim 6 wherein said first operating mode comprises combusting an air-fuel mixture lean of stoichiometry in the combustion chambers.

9. The method recited in claim 6 wherein said second operating mode comprises combusting said lean air-fuel mixture that is lean than about 18:

1.

10. The method recited in claim 6 wherein said predetermined range is a speed and torque range.

11. A method for operating an engine having multiple combustion chambers, comprising:

determining a desired engine output;

when said desired engine output is greater than a preselected amount, operating in a first mode by combusting a mixture of air and fuel in all the combustion chambers;

when said desired engine output is less than a predetermined amount, operating in a second mode by inducting air with substantially no fuel injected into a first set of combustion chambers, and combusting an air-fuel mixture lean of stoichiometry in a second set of combustion chambers at an output per chamber greater than output per chamber when operating in said first mode and total engine output is greater when operating in said first mode than when operating in said second mode; and

adjusting fuel injected into said second set of combustion chambers to achieve substantially said desired engine output when operating in said second mode.

12. The method recited in claim 11 wherein said desired engine output is provided in response to one of the following:

an operator command, a vehicle speed cruise control command, or a vehicle traction control command.

14. The method recited in claim 11 wherein mixture of air and fuel combusted in said first mode of operation is on average lean of stoichiometry.

13. The method recited in claim II wherein said mixture of air and fuel combusted in said first mode of operation is on average a stoichiometric mixture.

15. A method for operating an engine having multiple combustion chambers, comprising:

determining a desired engine output;

operating in a first mode by combusting an air-fuel mixture in all the combustion chambers at substantially a first air-fuel ratio when said desired engine output is greater than a preselected amount;

when said desired engine output is less than a predetermined amount, operating in a second mode by inducting air with substantially no fuel injected into a first set of combustion chambers, and combusting an air-fuel mixture at substantially a second lean air-fuel ratio in a second set of combustion chambers at an output per chamber greater than output per chamber when operating in said first mode; and

adjusting said air-fuel mixture in said second set of combustion chambers to achieve substantially said desired engine output when operating in said second mode.

16. The method recited in claim 15 wherein said desired engine output is provided in response to one of the following:

an operator command, a vehicle speed cruise control command, or a vehicle traction control command.

17. The method recited in claim 15 wherein said mixture of air and fuel combusted in said first mode of operation is on average a stoichiometric mixture.

18. The method recited in claim 15 wherein said mixture of air and fuel combusted in said first mode of operation is on average lean of stoichiometry.

19. The method recited in claim 15 further comprising controlling said air fuel mixture combusted when operating in said first mode in response to an exhaust gas oxygen sensor to maintain on average said first air-fuel ratio.

20. The method recited in claim 15 further comprising controlling said air fuel mixture combusted when operating in said second mode in response to an exhaust gas oxygen sensor to maintain on average said second air-fuel ratio.

21. The method recited in claim 15 wherein said mixture of air and fuel combusted in said first mode of operation is on average a stoichiometric mixture.

22. The method recited in claim 15 wherein said mixture of air and fuel combusted in said first mode of operation is on average lean of stoichiometry.

23. The method recited in claim 15 wherein said air-fuel mixture adjusting step comprises adjusting fuel when said second air-fuel ratio is on average lean of stoichiometry.

24. The method recited in claim 15 wherein said air-fuel mixture adjusting step comprises adjusting air when said second air-fuel ratio is on average stoichiometric.

25. The method recited in claim 15 wherein said second air-fuel mixture is leaner than said first air-fuel mixture.

26. A method for controlling an engine having first and second groups of combustion chambers, comprising:

determining a desired engine output;

in response to said desired engine output being greater than a preselected amount, inducting air and fuel into the first and second groups of combustion chambers at an average first air/fuel ratio;

in response to said desired engine output being less than a predetermined amount, inducting air and not fuel into the first combustion chamber group, and inducting air and fuel into the second combustion chamber group at an average second air/fuel ratio leaner than said first air/fuel ratio and being lean of stoichiometry;

treating air and fuel exhausted from said first and second groups of combustion chambers in at least one emission control device that retains oxidants when an air-fuel ratio in the emission control device is lean and reduces said retained oxidants when said air-fuel ratio in the emission control device is stoichiometric or rich, said device comprising at least a noble metal and a rare earth metal; and

operating said first and second groups of combustion chambers on average rich of or at stoichiometry in response to an indication that oxidants should be reduced from said emission control device.

27. The method recited in claim 26 wherein said noble metal is platinum and said rare earth metal is barium, and said desired engine output is desired engine torque.

28. A method for controlling an engine having first and second groups of combustion chambers, comprising:

determining a desired engine output;

in response to said desired engine output being greater than a preselected amount, inducting air and fuel into the first and second groups of combustion chambers at an average first air/fuel ratio including a first inducted air charge quantity;

in response to said desired engine output being less than a predetermined amount, inducting air and not fuel into the first combustion chamber group, and inducting air and fuel into the second combustion chamber group at an average second air/fuel ratio leaner than said first air/fuel ratio and being lean of stoichiometry including a second inducted air charge quantity greater than said first

inducted air charge quantity;

treating air and fuel exhausted from said first and second groups of combustion chambers in at least one emission control device that retains oxidants when an air-fuel ratio in the emission control device is lean and reduces said retained oxidants when said air-fuel ratio in the emission control device is stoichiometric or rich, said device comprising at least a catalyzing material and an oxidant retaining material; and

operating said first and second groups of combustion chambers on average rich of or at stoichiometry in response to an indication that oxidants should be reduced from said emission control device.

29. A method of controlling an engine having a first and second group of cylinders, comprising:

operating the engine in a first mode of operation with the first group of cylinders having air and substantially no fuel and the second group of cylinders combusting a mixture of air and fuel that is lean of stoichiometry;

indicating a request for operation other than said first mode; and

in response to said request, disabling said first mode of operation and changing operation of the engine to a second mode of operation where output per cylinder of the second group of cylinders is less than when operating in said first mode and said air and fuel mixture is stoichiometric or lean of stoichiometry.

30. The method recited in claim 29 wherein said request for operation other than said first mode is indicated in response to a desire to increase engine output.

31. The method recited in claim 29 wherein said request for operation other than said first mode is indicated in response to a desire to release stored nitrogen oxides from a NOx adsorbent receiving engine exhaust gases.

32. The method recited in claim 29 wherein said request for operation other than said first mode is indicated in response to a desire to induct fuel vapors from a fuel vapor recovery system or fuel tank into the engine.

33. A method for operating an engine having a first and second group of cylinders, comprising:

operating in a first mode with the first cylinder group operating with air and not fuel and the second cylinder group operating by combusting air and fuel;

providing a request for inducting fuel vapors from a fuel vapor recovery system or fuel tank into the engine; and

in response to said request, disabling said first mode of operation and operating the engine in a second mode of operation.

34. The method recited in claim 33, wherein said second mode of operation comprises operating both first and second cylinder groups with a combusted air-fuel mixture.

35. A method for operating an engine having a first and second group of cylinders coupled to one or more intake manifolds, comprising:

operating in a first mode with the first cylinder group operating with air and not fuel and the second cylinder group operating by combusting air and fuel;

providing a request for increasing vacuum in one or more of the intake manifolds; and

in response to said request, disabling said first mode of operation and operating the engine in a second mode of operation.

36. A method for operating an engine having multiple combustion chambers, comprising:

starting the engine by combusting an air-fuel mixture in all the combustion chambers during a start-up period; and

after said engine start up period, operating with the first cylinder group operating with air and substantially no injected fuel and the second cylinder group operating by combusting a lean air and fuel mixture.

37. The method recited in claim 36 wherein said start-up period ends after a predetermined engine speed is reached.

38. The method recited in claim 36 wherein said combusted air-fuel mixture during said start-up period is rich of stoichiometry.

39. The method recited in claim 36 wherein said operation with the first cylinder group operating with air and not fuel and the second cylinder group operating by combusting air and fuel commences after said start-up period and after a warm-up period.