Idle speed control for lean burn engine with variable-displacement-like characteristic

• US 6,769,398 B2
• Filed: 06/04/2002
• Issued: 08/03/2004
• 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: Smith, Stephen B., Surnilla, Gopichandra
• Primary Examiner(s): HUYNH, HAI H
• Application Number:
  US10/064,004
• Publication Number:
  US 20030221666A1
• Time in Patent Office: 791 Days
• Field of Search: 123/339.19, 123/443, 123/481, 123/198.DB, 123/198.F, 602/85, 602/86
• US Class Current: 123/339.19
• CPC Class Codes: F02D 2200/1004 Estimation of the output torque
• CPC Class Codes: F02D 41/0042 Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
• CPC Class Codes: F02D 41/0045 Estimating, calculating or determining the purging rate, amount, flow or concentration
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/1456 with sensor output signal being linear or quasi-linear with the concentration of oxygen
• CPC Class Codes: F02D 41/1482 Integrator, i.e. variable slope
• CPC Class Codes: F02D 41/1497 With detection of the mechanical response of the engine
• CPC Class Codes: F02D 41/2461 by learning a value and then controlling another value

Abstract

A method is disclosed for controlling operation of a 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: auto speed control, sensor diagnostics, air-fuel ratio control, adaptive learning, fuel vapor purging, catalyst temperature estimation, and default operation. In addition, the engine control method also disables the split air/lean operating mode under preselected operating conditions.

Claims

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

inducting air and injecting fuel into the first combustion chamber group at a first average air-fuel ratio, where said first average air-fuel ratio is leaner than stoichiometry;

inducting air and not injecting fuel into the second combustion chamber group; and

adjusting said injected fuel to the first combustion chamber group based on a desired speed and a determined speed so that said determined speed approaches said desired speed.

2. The method recited in claim 1 wherein said desired speed is a desired engine idle speed.

3. The method recited in claim 1 wherein said desired speed is a desired vehicle speed.

4. The method recited in claim 1 wherein said determined speed is a measured engine speed from a sensor coupled to a crankshaft of the engine.

5. The method recited in claim 1 wherein said determined speed is an estimated engine speed based on a sensor coupled to the engine.

6. The method recited in claim 1 wherein said injected fuel is injected directly into a cylinder of the engine.

7. The method recited in claim 1 wherein said injected fuel is injected into an intake port of an engine manifold coupled to an engine cylinder.

8. The method recited in claim 1 wherein said engine transitions to operating with injected fuel in said second group if an indication is provided that manifold vacuum falls below a predetermined value.

9. The method recited in claim 1 wherein said engine transitions to operating with injected fuel in said second group if an indication is provided that brake booster pressure is above a predetermined value.

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

operating the engine in a first operating mode where air and substantially no injected fuel is provided to the first combustion chamber group, and both air and injected fuel are provided to the second combustion chamber group, and injected fuel is adjusted to the second combustion chamber group based on a desired speed and a determined speed, and during at least a portion of operation in said first operating mode, the second combustion chamber group is operated at an air-fuel ratio leaner than about 18;

1; and

operating the engine in a second mode where both air and injected fuel are provided to both the first and second combustion chamber groups, and at least one of said air and said injected fuel provided to both said first and second combustion group is adjusted based on said desired speed and said determined speed.

11. The method recited in claim 10 wherein said desired speed is a desired engine idle speed.

12. The method recited in claim 10 wherein said desired speed is a desired vehicle speed.

13. The method recited in claim 10 wherein said determined speed is a measured engine speed from a sensor coupled to a crankshaft of the engine.

14. The method recited in claim 10 wherein said determined speed is an estimated engine speed based on a sensor coupled to the engine.

15. The method recited in claim 10 wherein said injected fuel is injected directly into a cylinder of the engine.

16. The method recited in claim 10 wherein said injected fuel is injected into an intake port of an engine manifold coupled to an engine cylinder.

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

determining whether the vehicle is an idle speed control condition;

determining a desired engine output based on a driver actuated element;

when operating in said idle speed control condition;

inducting air and injecting fuel into the first group of combustion chambers, inducting air and injecting substantially no fuel into the second group of combustion chambers, and adjusting said injected fuel to the first combustion chamber group based on a desired speed and a determined speed; and

;

when operating in a preselected condition other than said idle speed control condition;

adjusting at least one of fuel injected or air inducted to both cylinder groups based on said desired engine output.

18. The method recited in claim 17 wherein said desired engine output is a desired engine torque and said driver actuated element is an accelerator pedal.

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

operating the engine in a first operating mode where a first air amount and a first fuel amount is provided to at least one cylinder in each of the first and second cylinder groups to control engine speed during idle conditions; and

operating the engine in a second operating mode where a second air amount greater than said first air amount is provided to at least said cylinders in both the first and second cylinder groups and a second fuel amount greater than said first fuel amount is provided to said cylinder in the first cylinder group but not the second cylinder group to control engine speed during idle conditions.

20. A method for controlling an engine having a first and second group of combustion chambers, comprising:

inducting air and injecting fuel into the first combustion chamber group at a first average air-fuel ratio;

inducting air and not injecting fuel into the second combustion chamber group;

adjusting said injected fuel to the first combustion chamber group based on a desired speed and a determined speed; and

treating a mixture of exhaust gasses from said first and second combustion chamber group in an emission control device.

21. The method of claim 20 wherein said injected fuel is adjusted to control said determined speed to approach said desired speed.

22. The method of claim 20 wherein said emission control device is a lean NOx trap.

23. The method of claim 20 wherein said emission control device is located in an upstream position.

24. The method of claim 20 wherein said emission control device is located in an downstream position.

25. A method for controlling an engine having a first and second group of combustion chambers, comprising:

inducting air and injecting fuel into the first combustion chamber group at a first average air-fuel ratio;

inducting air and not injecting fuel into the second combustion chamber group; and

adjusting said injected fuel to the first combustion chamber group based on a desired engine idle speed and a determined engine idle speed during idle speed control conditions.

27. The method recited in claim 25 wherein said determined speed is an estimated engine speed based on a sensor coupled to the engine.

28. The method recited in claim 25 wherein said injected fuel is injected directly into a cylinder of the engine.

29. The method recited in claim 25 wherein said injected fuel is injected into an intake port of an engine manifold coupled to an engine cylinder.

30. The method recited in claim 25 wherein said engine transitions to operating with injected fuel in said second group when manifold vacuum falls below a predetermined value.

31. The method recited in claim 25 wherein said engine transitions to operating with injected fuel in said second group when brake booster pressure is above a predetermined value.

26. The method recited in 25 claim wherein said determined speed is a measured engine speed from a sensor coupled to a crankshaft of the engine.

32. A method for controlling an engine having a first and second group of combustion chambers, comprising:

inducting air and injecting fuel into the first combustion chamber group at a first average air-fuel ratio;

inducting air and not injecting fuel into the second combustion chamber group;

adjusting said injected fuel to the first combustion chamber group based on a desired speed and a determined speed; and

transitioning to operation with injected fuel in said second group when manifold vacuum falls below a predetermined value.