Engine air and fuel control

• US 6,324,835 B1
• Filed: 10/18/1999
• Issued: 12/04/2001
• Est. Priority Date: 10/18/1999
• Status: Expired due to Term

• Current Assignee: Ford Motor Company
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Farmer, David George, Sun, Jing, Surnilla, Gopichandra, Kolmanovsky, Ilya V.
• Primary Examiner(s): Denion, Thomas
• Assistant Examiner(s): NGUYEN, TU MINH
• Application Number:
  US09/419,755
• Time in Patent Office: 778 Days
• Field of Search: 60/274, 60/285, 60/286, 60/297, 60/301, 60/300, 123/90.11, 123/90.15, 123/443, 123/691, 123/692
• US Class Current: 60/274
• CPC Class Codes: B01D 53/9495 Controlling the catalytic process
• 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 2570/04 Sulfur or sulfur oxides
• CPC Class Codes: F01N 3/0842 Nitrogen oxides
• CPC Class Codes: F02D 13/0207 changing valve lift or valve lift and timing
• CPC Class Codes: F02D 13/0215 changing the valve timing only
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 41/0082 per groups or banks F02D41/0087 takes precedence
• CPC Class Codes: F02D 41/0085 Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
• CPC Class Codes: F02D 41/024 to increase temperature of the exhaust gas treating apparatus
• 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 41/028 Desulfurisation of NOx traps or adsorbent
• CPC Class Codes: F02D 41/1443 with one sensor per cylinder or group of cylinders
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A control method for an internal combustion engine has multiple cylinder groups with at least one control device positioned between an intake manifold and a cylinder group. The engine operates the cylinder groups at different air/fuel ratios and uses the control device to balance torque produced by the different cylinder groups. In one aspect of the invention, one cylinder group is operated rich and another cylinder group is operated lean thereby providing heat to an exhaust system located downstream of the engine.

Claims

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

providing a base air amount only and a base fuel amount in stoichiometric proportion to the first group of cylinders and to the second group of cylinders;

adding excess fuel in addition to said base fuel amount to the first group of cylinders thereby providing a rich air/fuel ratio in the first group of cylinders; and

adding excess air in addition to said base air amount to the second group of cylinders thereby providing a lean air/fuel ratio in the second group of cylinders.

2. The method recited in claim 1 wherein said excess air and said excess fuel are in stoichiometric proportion.

3. The method recited in claim 1 wherein said excess fuel is added based on a desired rich air fuel ratio and an output of an exhaust gas sensor.

4. The method recited in claim 1 wherein said base air amount is based on a desired engine torque.

5. The method recited in claim 1 wherein said base fuel amount is based on a desired engine torque.

6. The method recited in claim 1 wherein said addition air amount is based on a temperature of an emissions control device coupled to the engine.

7. The method recited in claim 1 wherein said steps of adding excess fuel and adding excess air are performed when a split air/fuel ratio mode is requested.

8. The method recited in claim 7 wherein said split air/fuel mode request is based on a increased exhaust temperature request.

9. The method recited in claim 7 wherein the engine is further coupled to an emission control device, wherein said split air/fuel mode request is based on a temperature of said emission control device.

10. The method recited in claim 1, the engine further having an outlet control device for controlling flow exiting the manifold and entering the first group of cylinders, wherein said step of adding air is performed by adjusting the outlet control device.

11. The method recited in claim 10 wherein said outlet control device is adjusted based on a desired lean air fuel ratio and an output of an exhaust gas sensor.

12. The method recited in claim 10 wherein said steps of adding excess fuel and adding excess air are performed when said outlet control device is within a predetermined range.

13. The method recited in claim 12 wherein said predetermined range is where said outlet control device can cause a predetermined increase in flow.

14. A method for controlling an engine, the engine having a first group of cylinders and a second group of cylinders, the engine coupled to an intake manifold, the engine further having an outlet control device for controlling flow exiting the manifold and entering the first group of cylinders, comprising:

providing a base air amount only and a base fuel amount in stoichiometric proportion to the first group of cylinders and to the second group of cylinders;

adding excess fuel in addition to said base fuel amount to the first group of cylinders thereby providing a rich air/fuel ratio in the first group of cylinders; and

adding excess air in addition to said base air amount to the second group of cylinders by adjusting the outlet control device thereby providing a lean air/fuel ratio in the second group of cylinders.

15. The method recited in claim 14 wherein said method is performed when an amount of SOx stored in an emission control device coupled to the engine reaches a predetermined value.