Overall scheduling of a lean burn engine system

• US 7,069,910 B2
• Filed: 10/01/2004
• Issued: 07/04/2006
• 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: Surnilla, Gopichandra, Roth, John M.
• Primary Examiner(s): HUYNH, HAI H
• Application Number:
  US10/957,088
• Publication Number:
  US 20050076887A1
• Time in Patent Office: 641 Days
• Field of Search: 123/481, 123/198.DB, 123/198.F, 123/443, 123/436, 123492-493, 123/332, 701103-105, 701/110, 701/112
• US Class Current: 123/481
• 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 13/107 More than one exhaust manifold or exhaust collector
• CPC Class Codes: F01N 2430/02 by cutting out a part of engine cylinders
• CPC Class Codes: F01N 2430/06 by varying fuel-air ratio, e.g. by enriching fuel-air mixture
• CPC Class Codes: F01N 2430/08 by modifying ignition or injection timing
• CPC Class Codes: F01N 2560/026 for measuring or detecting NOx
• CPC Class Codes: F01N 2570/14 Nitrogen oxides
• 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: F01N 9/005 using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
• CPC Class Codes: F02D 2200/0404 Throttle position
• CPC Class Codes: F02D 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 2200/0802 Temperature of the exhaust gas treatment apparatus
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/0082 per groups or banks F02D41/0087 takes precedence
• CPC Class Codes: F02D 41/0275 the exhaust gas treating apparatus being a NOx trap or adsorbent
• CPC Class Codes: F02D 41/1441 Plural sensors
• CPC Class Codes: F02D 41/1453 the characteristics being a CO content or concentration
• CPC Class Codes: F02D 41/1456 with sensor output signal being linear or quasi-linear with the concentration of oxygen
• CPC Class Codes: F02D 41/1463 : of the exhaust gases downstream of exhaust gas treatment apparatus
• CPC Class Codes: F02D 41/187 : using a hot wire flow sensor
• CPC Class Codes: F02D 41/2461 : by learning a value and then controlling another value
• CPC Class Codes: Y02T 10/40 : Engine management systems

Abstract

A method is disclosed for controlling operation of an 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: idle speed control, sensor diagnostics, air/fuel ratio control, adaptive learning, fuel vapor purging, catalyst temperature estimation, default operation, and exhaust gas and emission control device temperature control. In addition, the engine control method also changes to combusting in all cylinders under preselected operating conditions such as fuel vapor purging, manifold vacuum control, and purging of stored oxidants in an emission control device.

Claims

1. A method for operating an engine in a plurality of modes, the method comprising:

calculating a desired engine output;

determining whether the desired engine output is greater than a first available engine output that can be provided with less than all of the cylinders combusting air and fuel and remaining cylinders operating with air and substantially no injected fuel;

selecting a number of cylinders based on said determination; and

after said determination, indicating whether the desired engine output is greater than a second available engine output that can be provided with the selected combusting cylinders operating lean of stoichiometry.

2. The method recited in claim 1 wherein said desired engine output is a desired engine torque.

3. The method recited in claim 1 further comprising determining a desired engine air-fuel ratio based on said indication.

4. The method recited in claim 1 further comprising selecting lean operation when the desired engine output is less than said second available engine output.

5. The method recited in claim 1 further comprising selecting stoichiometric or rich operation when the desired engine output is greater than said second available engine output.

6. The method recited in claim 1 wherein said selecting further comprises selecting all engine cylinders to combust air and fuel when the desired engine output is greater than said first available engine output.

7. The method recited in claim 1 wherein said selecting further comprises selecting less than all engine cylinders when the desired engine output is less than said first available engine output.

8. The method recited in claim 1 further comprising operating said selected combusting cylinders at an average air-fuel mixture lean of stoichiometry in response to said indication.

9. The method recited in claim 1 further comprising operating said selected combusting cylinders at an average stoichiometric air-fuel mixture in response to said indication.

10. A method for controlling an engine having at least first and second groups of cylinders, the engine coupled to an emission control device, comprising:

allowing the engine to operate repeatedly in each of the following four modes;

(1) operating the first group of cylinders with inducted air and substantially no injected fuel, and the second group of cylinders with a lean air-fuel mixture;

(2) operating the first group of cylinders with inducted air and substantially no injected fuel, and the second group of cylinders with a substantially stoichiometric air-fuel mixture;

(3) operating the first and the second group of cylinders with a lean air-fuel mixture; and

(4) operating the first and the second group of cylinders with a substantially stoichiometric air-fuel mixtur.

11. The method recited in claim 10 wherein said lean air fuel mixture in said first mode (1) is generated by injecting fuel into the second group of cylinders.

12. The method recited in claim 11 wherein said injecting comprises directly injecting said fuel into said group of cylinders.

13. The method recited in claim 10 wherein when operating in any of modes (1), (2), or (3), periodically operating the engine in a fifth mode (5) wherein both the first and the second group of cylinders operate with a substantially rich air-fuel mixture.

14. The method recited in claim 10 wherein fuel injection is adjusted to adjust engine output in each of modes (1), (2), and (3).

15. The method recited in claim 10 wherein fuel injection and airflow are adjusted to adjust engine output in mode (4).

16. The method recited in claim 10 wherein airflow is adjusted to adjust combustion air-fuel ratio in each of modes (1), (2), and (3).

17. The method recited in claim 10 wherein during each of modes (1), (2), and (3), the throttle is positioned substantially open.

18. A method for controlling an engine having at least first and second groups of cylinders, the engine coupled to an emission control device, comprising:

determining a desired engine output;

allowing the engine to operate in each of the following four modes;

(1) operating the first group of cylinders with inducted air and substantially no injected fuel, and the second group of cylinders with a lean air-fuel mixture;

(2) operating the first group of cylinders with inducted air and substantially no injected fuel, and the second group of cylinders with a substantially stoichiometric air-fuel mixture;

(3) operating the first and the second group of cylinders with a lean air-fuel mixture; and

(4) operating the first and the second group of cylinders with a substantially stoichiometric or rich air-fuel mixture;

selecting one of the four modes based on said desired engine output.

19. The method recited in claim 18 wherein said desired engine output is a desired engine torque.

20. The method recited in claim 18 wherein said selecting further comprises selecting one of the four modes based on said desired engine torque and engine speed.