Control for improved vehicle performance

• US 6,490,856 B2
• Filed: 06/07/2002
• Issued: 12/10/2002
• Est. Priority Date: 03/17/2000
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Surnilla, Gopichandra, Bidner, David Karl
• Primary Examiner(s): Denion, Thomas
• Assistant Examiner(s): Tran, Diem
• Application Number:
  US10/164,791
• Publication Number:
  US 20020152741A1
• Time in Patent Office: 186 Days
• Field of Search: 602/74, 602/85, 602/77, 602/95, 602/97, 603/01
• US Class Current: 60/274
• CPC Class Codes: F01N 2570/04 Sulfur or sulfur oxides
• CPC Class Codes: F01N 3/0842 Nitrogen oxides
• CPC Class Codes: F02D 41/028 Desulfurisation of NOx traps or adsorbent
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An engine control system for managing lean NO_x trap decontamination uses associated fuel economy impacts to determine when decontamination is enabled. In particular, a maximum achievable benefit provided by lean operation with a decontaminated NO_x trap, a present fuel economy benefit being provided by lean operation, and a fuel economy penalty for performing decontamination are used. When a resulting benefit is greater than a penalty, decontamination is enabled.

Claims

1. A method for controlling an engine coupled to an emission control device susceptible to reversible contamination, the emission control device capable of storing and releasing an emission substance, the engine capable of lean of stoichiometry, the method comprising;

determining a present fuel savings of operating the engine at a first operating condition where the engine is operated with a lean air-fuel ratio and wherein the emission control operates at its present condition;

determining a potential fuel savings of operating the engine at said first operating condition where the engine is operated with said lean air-fuel ratio and wherein the emission control operates at a decontaminated condition; and

determining a fuel loss of performing a decontamination cycle; and

performing said decontamination cycle in response to at least said present fuel savings, said potential fuel savings, and said fuel loss.

2. The method recited in claim 1 wherein performing comprises enabling said decontamination cycle when a difference between the potential fuel savings and the current fuel savings is greater than said fuel loss.

3. The method recited in claim 1 wherein said decontamination cycle comprises operating the engine at a substantially stoichiometric air-fuel ratio or at a rich air-fuel ratio while temperature of the emission control device is elevated.

4. The method recited in claim 3 wherein the reversible contamination includes sulfur.

5. A method for controlling an engine coupled to an emission control device susceptible to sulfur contamination, the engine capable of operating at a first operating condition and a second operating condition, the method comprising;

determining a fuel economy impact of operating the engine at the first operating condition compared to operating the engine at the second operating condition, said fuel economy impact including a benefit provided by lean operation and a penalty incurred by performing a sulfur decontamination cycle; and

initiating a sulfur decontamination cycle in response to at least said fuel economy impact, wherein said sulfur decontamination cycle reduces the sulfur contamination.

6. The method recited in claim 5 further comprising:

calculating a capacity of the emission control device, wherein said performing further includes enabling said decontamination cycle based at least on said fuel economy impact and said capacity.

7. The method recited in claim 5 wherein said fuel economy impact is an engine efficiency impact.

8. The method recited in claim 5 wherein said fuel economy impact is a fuel savings.

9. The method recited in claim 5 wherein the first operating condition represents operating the engine lean of stoichiometry and the second operating condition represents operating the engine substantially at stoichiometry.

10. The method recited in claim 5 wherein said fuel economy benefit is a benefit of operating the engine lean of stoichiometry with a decontaminated emission control device compared to operating the engine substantially at stoichiometry.

11. The method recited in claim 5 wherein said benefit is a difference between a first benefit of operating the engine lean of stoichiometry with a decontaminated emission control device compared to operating the engine substantially at stoichiometry and a second benefit of operating the engine lean of stoichiometry with a contaminated emission control device compared to operating the engine substantially at stoichiometry.

12. The method recited in claim 5 wherein said fuel economy impact comprises a fuel economy impact of operating the engine lean of stoichiometry compared to operating the engine substantially at stoichiometry.

13. The method recited in claim 12 wherein said fuel economy impact comprises a first impact of operating lean while the emission control device is absorbing NOx and a second impact of operating rich of stoichiometry to purge absorbed NOx.

14. The method recited in claim 13 wherein said first impact represents a fuel savings compared to operating the engine substantially at stoichiometry and said second impact represents a fuel loss compared to operating the engine substantially at stoichiometry.

15. The method recited in claim 14 wherein said fuel economy impact is based on said fuel savings and said fuel loss.

16. The method recited in claim 5 wherein said penalty is determined based on a previously executed decontamination cycle.

17. The method recited in claim 5 wherein said benefit is a fuel economy benefit averaged over an interval, said interval comprising a first interval where the engine is operated lean of stoichiometry and a second interval where the engine is operated substantially at or rich of stoichiometry for a second period.

18. The method recited in claim 17 wherein said fuel economy benefit is further averaged over a predetermined number of said intervals.

19. The method recited in claim 16 wherein said penalty is determined based on a preselected number of averages of individual decontamination penalties.

20. The method recited in claim 5 wherein the first operating condition represents operating the engine lean of stoichiometry and the second operating condition represents operating the engine rich of stoichiometry.

21. The method recited in claim 5 wherein the first operating condition represents operating the engine lean of stoichiometry for a first interval and operating the engine rich of stoichiometry for a second interval and the second operating condition represents operating the engine rich of stoichiometry with the emission control device at an elevated temperature.

22. The method recited in claim 5 wherein the emission control device is a NOx trap.

23. A method for controlling an engine coupled to an emission control device susceptible to sulfur contamination, the engine capable of operating at a first operating condition and a second operating condition, the method comprising;

determining a fuel savings of operating the engine at the first operating condition where the engine is operated with a lean air-fuel ratio;

determining a fuel loss of reducing sulfur contamination by operating the engine at the second operating condition where temperature of the emission control device is elevated and the engine is operated at the substantially stoichiometric air-fuel ratio or at a rich air-fuel ratio, said second operating condition reducing the sulfur contamination; and

enabling the second operating condition based at least on said fuel savings and said fuel loss.

24. The method recited in claim 23 wherein said fuel savings is relative to stoichiometric operating conditions.

25. The method recited in claim 24 wherein said fuel loss is relative to stoichiometric operating conditions.

26. The method recited in claim 25 wherein said enabling further comprises enabling the second operating condition when said savings is greater than said loss.

27. A method for controlling an engine of a vehicle, the engine coupled to an emission control device susceptible to reversible contamination, the engine capable of operating at a first operating condition and a second operating condition, the method comprising;

determining a fuel economy impact of operating the engine at the first operating condition compared to operating the engine at the second operating condition;

initiating a decontamination cycle in response to at least said fuel economy impact, wherein said decontamination cycle reduces the reversible contamination;

during said first operating condition, determining a set-point amount of emissions exiting the emission control device per distance traveled by the vehicle and adjusting an engine operating parameter based on said set-point.

28. The method recited in claim 27 wherein said adjusting said engine operating parameter includes adjusting said engine operating parameter based on said set-point and a measured actual amount of emissions exiting the emission control device per distance traveled by the vehicle, wherein said actual amount of emissions exiting is calculated based on a sensor coupled downstream of the emission control device, the sensor providing a first signal indicative of oxygen concentration and a second signal indicative of NO_x concentration.