SYSTEMS AND METHODS FOR A SPLIT EXHAUST ENGINE SYSTEM

• US 20180171913A1
• Filed: 12/16/2016
• Published: 06/21/2018
• Est. Priority Date: 12/16/2016
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Ulrey, Joseph Norman, Lewis, Donald
• Granted Patent: US 11,156,176 B2
• Time in Patent Office: Days
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 13/0093 the purifying devices are of the same type
• CPC Class Codes: F01N 13/0097 the purifying devices are arranged in a single housing
• CPC Class Codes: F01N 13/10 of exhaust manifolds with cooling jacket F01N3/046
• CPC Class Codes: F01N 13/107 More than one exhaust manifold or exhaust collector
• CPC Class Codes: F01N 2410/00 By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
• CPC Class Codes: F01N 3/10 by thermal or catalytic conversion of noxious components of exhaust by using other chemical processes, chemical aspects of catalytic conversion, e.g. using specified catalysts, B01D53/34
• CPC Class Codes: F01N 3/20 specially adapted for catalytic conversion F01N3/22 takes precedence; Methods of operation or control of catalytic converters
• CPC Class Codes: F01N 3/22 Control of additional air supply only, e.g. using by-passes or variable air pump drives
• CPC Class Codes: F02B 29/08 Modifying distribution valve timing for charging purposes F02B29/06 takes precedence
• CPC Class Codes: F02B 37/18 by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
• CPC Class Codes: F02D 13/0234 changing the valve timing only
• CPC Class Codes: F02D 13/0246 changing valve lift or valve lift and timing
• CPC Class Codes: F02D 13/0249 changing the valve timing only
• CPC Class Codes: F02D 13/0257 Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
• CPC Class Codes: F02D 13/0261 Controlling the valve overlap
• CPC Class Codes: F02D 13/06 Cutting-out cylinders
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• 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 41/025 by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
• CPC Class Codes: F02D 41/1441 : Plural sensors
• CPC Class Codes: F02D 41/1454 : the characteristics being an oxygen content or concentration or the air-fuel ratio
• CPC Class Codes: F02D 41/1475 : Regulating the air fuel ratio at a value other than stoichiometry
• CPC Class Codes: F02D 41/26 : using computer, e.g. microprocessor
• CPC Class Codes: F02D 41/3005 : Details not otherwise provided for
• CPC Class Codes: F02M 35/10268 : Heating, cooling or thermal insulating means air coolers F02B29/04; thermal treatment of combustion-air, fuel or fuel-air mixture F02M31/00; details of the throttle valve housing F02D9/1035
• CPC Class Codes: F02M 35/104 : Intake manifolds
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies

Abstract

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, a method may include supplying air to an exhaust system at a location downstream of an emissions control device via the first exhaust manifold, the air not having participated in combustion in the engine, the first exhaust manifold in fluidic communication with a first exhaust valve of a cylinder and an intake manifold, the cylinder including a second exhaust valve in fluidic communication with the second exhaust manifold. The method may further include adjusting an amount of fuel injected to the engine in response to output of a first oxygen sensor, the first oxygen sensor positioned in the exhaust system upstream of the emissions control device.

Claims

1. An engine control method, comprising:

supplying air to an exhaust system at a location downstream of an emissions control device via a scavenge manifold, the air not having participated in combustion in an engine, the scavenge manifold in fluidic communication with a first exhaust valve of a cylinder and an intake manifold, the cylinder including a second exhaust valve in fluidic communication with a blowdown manifold; and

adjusting an amount of fuel injected to the engine in response to output of a first oxygen sensor, the first oxygen sensor positioned in the exhaust system upstream of the emissions control device.

2. The method of claim 1, further comprising adjusting the amount of fuel injected to the engine in further response to output of a second oxygen sensor positioned downstream of the emissions control device.

3. The method of claim 1, further comprising adjusting the air via a controller in response to output of an oxygen sensor located in the exhaust system downstream of the emissions control device.

4. The method of claim 3, where adjusting the air includes adjusting engine boost pressure.

5. The method of claim 3, where adjusting the air includes adjusting an amount of intake and exhaust valve overlap.

6. The method of claim 1, where adjusting the air includes adjusting a position of a valve located in a hot pipe positioned between the intake manifold and the scavenge manifold.

7. The method of claim 1, where adjusting the air includes adjusting a position of a valve located in a scavenge manifold bypass pipe positioned between the scavenge manifold and a location in the exhaust system receiving the air.

8. The method of claim 1, where the amount of air is supplied in response to engine air flow greater than a threshold, and further comprising:

richening an air-fuel ratio of the engine and supplying the air to the exhaust system before exhaust gases produced via the richened air-fuel ratio reach the location downstream of the emissions control device; and

ceasing to supply the air to the exhaust system before leaning the air-fuel ratio.

9. An engine control method, comprising:

in a first mode, supplying an amount of air to an exhaust system at a location downstream of an emissions control device via a scavenge manifold, the amount of air supplied adjusted in response to output of an oxygen sensor, the scavenge manifold in fluidic communication with a first exhaust valve of a cylinder and an intake manifold, the cylinder including a second exhaust valve in fluidic communication with a blowdown manifold; and

in a second mode, adjusting an amount of fuel injected to the engine in response to output of the oxygen sensor without supplying air to the exhaust system.

10. The method of claim 9, further comprising adjusting the amount of air via a turbocharger waste gate.

11. The method of claim 9, further comprising adjusting the amount of air via adjusting a position of a valve.

12. The method of claim 9, further comprising adjusting the amount of air via intake and exhaust valve timing actuators.

13. The method of claim 9, further comprising regenerating an exhaust emissions device via supplying the amount of air to the exhaust system.

14. The method of claim 9, further comprising supplying engine exhaust to the exhaust system and combining the engine exhaust with the amount of air to provide a stoichiometric mixture.

15. A system, comprising:

an engine including an intake manifold, a blowdown exhaust manifold, and a scavenge manifold;

an exhaust system coupled to the engine, the exhaust system including a first emissions control device and a second emissions control device, the second emissions control device located downstream of the first emissions control device;

a scavenge manifold bypass pipe coupling the scavenge manifold to the exhaust system at a location between the first emissions control device and the second emissions control device;

a hot pipe coupling the intake manifold to the scavenge manifold; and

a controller operatively coupled to the engine.

16. The system of claim 15, further comprising executable instructions stored in non-transitory memory of the controller to supply air to the exhaust system at a location downstream of the first emissions control device and upstream of the second emissions control device via the scavenge manifold and the a scavenge manifold bypass pipe.

17. The system of claim 16, further comprising an oxygen sensor positioned in the exhaust system upstream of the first emissions control device, additional instructions to supply air to the exhaust system via the hot pipe, the scavenge manifold, and the scavenge manifold bypass pipe in response to a first output of the oxygen sensor, and additional instructions to supply air to the exhaust system via engine cylinders, the scavenge manifold, and the scavenge manifold bypass pipe in response to a second output of the oxygen sensor.

18. The system of claim 16, further comprising additional instructions to adjust air supplied to the exhaust system in response to output of an oxygen sensor positioned in the exhaust system downstream of the first emissions control device, an estimated soot load, or temperature of the second emissions control device.

19. The system of claim 16, further comprising additional instructions to adjust fuel supplied to the engine in response to output of an oxygen sensor positioned in the exhaust system downstream of the first emissions control device.

20. The system of claim 16, further comprising additional instructions to adjust intake valve and exhaust valve overlap in response to output of an oxygen sensor positioned in the exhaust system downstream of the first emissions control device.