Torque control for engine during cylinder activation or deactivation

• US 20050193980A1
• Filed: 03/05/2004
• Published: 09/08/2005
• Est. Priority Date: 03/05/2004
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Doering, Jeff
• Granted Patent: US 7,028,670 B2
• Time in Patent Office: Days
• US Class Current: 123/406.47
• CPC Class Codes: F01N 13/107 More than one exhaust manifold or exhaust collector
• 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 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2250/21 during a transition between engine operation modes or states
• CPC Class Codes: F02D 41/0035 to achieve a special effect, e.g. to warm up the catalyst
• CPC Class Codes: F02D 41/0085 Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/0275 the exhaust gas treating apparatus being a NOx trap or adsorbent
• CPC Class Codes: F02P 5/1504 with particular means during a transient phase, e.g. acceleration, deceleration, gear change during starting F02P5/1506
• CPC Class Codes: F02P 5/1512 with particular means concerning an individual cylinder
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Various systems and methods are disclosed for carrying out combustion in a fuel-cut operation in some or all of the engine cylinders of a vehicle. Further, various subsystems are considered, such as fuel vapor purging, air-fuel ratio control, engine torque control, catalyst design, and exhaust system design.

Claims

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

operating in a first mode with said first group combusting inducted air and injected fuel and said second group operating with inducted air and substantially no injected fuel;

transitioning to a second mode with said second group combusting inducted air and injected fuel and said first group operating with inducted air and substantially no injected fuel;

before said transition, reducing torque of a last to be combusted cylinder in said first group compared with a previously combusted cylinder in said first group; and

after said transition, reducing torque of a first to be combusted cylinder in said second group compared with a next combusted cylinder in said second group.

2. The method of claim 1 wherein said reduction of said last to be combusted cylinder is achieved at least in part by ignition timing retard.

3. The method of claim 1 wherein said reduction of said last to be combusted cylinder is achieved at least in part by enleanment of air-fuel ratio.

4. The method of claim 1 wherein said reduction of said first to be combusted cylinder is achieved at least in part by ignition timing retard.

5. The method of claim 1 wherein said reduction of said first to be combusted cylinder is achieved at least in part by enleanment of air-fuel ratio.

6. The method of claim 1 wherein said reduction of said first to be combusted cylinder is approximately 25%.

7. The method of claim 1 wherein said reduction of said last to be combusted cylinder is approximately 25%.

8. The method of claim 1 wherein the engine is a V-8 engine and said first group includes two cylinders from a first bank and two cylinders from a second bank, and said second group includes a remaining two cylinders from said first bank and a remaining two cylinders from said second bank.

9. The method of claim 1 wherein the engine is a V-6 engine and said first group includes three cylinders from a first bank and said second group includes three cylinders from a second bank.

10. The method of claim 1 wherein the engine includes a first purge control valve for controlling purge vapors entering said first group and a second purge control valve for controlling purge vapors entering said second group.

11. The method of claim 1 wherein the engine includes a lean NOx trap receiving a mixture of exhaust gasses from said first and second groups.

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

operating in a first mode with said first group combusting inducted air and injected fuel and said second group operating with inducted air and substantially no injected fuel;

transitioning to a second mode with said second group combusting inducted air and injected fuel and said first group operating with inducted air and substantially no injected fuel; and

performing at least one of;

before said transition, reducing torque of a last to be combusted cylinder in said first group compared with a previously combusted cylinder in said first group; and

after said transition, reducing torque of a first to be combusted cylinder in said second group compared with a next combusted cylinder in said second group.

13. The method of claim 12 wherein said reduction of said last to be combusted cylinder is achieved at least in part by ignition timing retard.

14. The method of claim 12 wherein said reduction of said last to be combusted cylinder is achieved at least in part by enleanment of air-fuel ratio.

15. The method of claim 12 wherein said reduction of said first to be combusted cylinder is achieved at least in part by ignition timing retard.

16. The method of claim 12 wherein said reduction of said first to be combusted cylinder is achieved at least in part by enleanment of air-fuel ratio.

17. The method of claim 12 wherein said reduction of said first to be combusted cylinder is approximately 25%.

18. The method of claim 12 wherein said reduction of said last to be combusted cylinder is approximately 25%.

19. The method of claim 12 wherein the engine is a V-8 engine and said first group includes two cylinders from a first bank and two cylinders from a second bank, and said second group includes a remaining two cylinders from said first bank and a remaining two cylinders from said second bank.

20. The method of claim 12 wherein the engine is a V-6 engine and said first group includes three cylinders from a first bank and said second group includes three cylinders from a second bank.

21. The method of claim 12 wherein the engine includes a first purge control valve for controlling purge vapors entering said first group and a second purge control valve for controlling purge vapors entering said second group.

22. The method of claim 12 wherein the engine includes a lean NOx trap receiving a mixture of exhaust gasses from said first and second groups.