Engine starting control for engine with hydrocarbon retaining system

• US 8,448,422 B2
• Filed: 06/26/2008
• Issued: 05/28/2013
• Est. Priority Date: 11/12/2007
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Uhrich, Michael James, Elwart, Shane, Kerns, James Michael, Lupescu, Jason Aaron
• Primary Examiner(s): Denion, Thomas
• Assistant Examiner(s): MAINES, PATRICK DAVID
• Application Number:
  US12/147,285
• Publication Number:
  US 20090120064A1
• Time in Patent Office: 1,797 Days
• Field of Search: 602/74, 602/77, 602/78, 602/84, 602/87, 602/88, 602/97
• US Class Current: 60/284
• CPC Class Codes: F01N 3/035 with catalytic reactors , e.g. catalysed diesel particulate filters
• CPC Class Codes: F01N 3/2846 specially adapted for granular supports, e.g. pellets
• CPC Class Codes: F01N 5/02 the devices using heat
• CPC Class Codes: F02B 2075/125 Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
• CPC Class Codes: F02B 23/104 the injector being placed on a side position of the cylinder
• CPC Class Codes: F02D 13/0207 changing valve lift or valve lift and timing
• CPC Class Codes: F02D 13/0219 by shifting the phase, i.e. the opening periods of the valves are constant
• CPC Class Codes: F02D 19/084 Blends of gasoline and alcohols, e.g. E85
• CPC Class Codes: F02D 19/087 with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
• CPC Class Codes: F02D 41/0025 Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• CPC Class Codes: F02D 41/062 for starting F02D41/061 takes precedence
• CPC Class Codes: F02M 25/0809 Judging failure of purge control system
• CPC Class Codes: F02M 25/0854 Details of the absorption canister
• CPC Class Codes: F02M 25/089 Layout of the fuel vapour installation
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/30 Use of alternative fuels, e.g. biofuels

Abstract

Systems, methods, and computer readable storage media are described in which exhaust gas is routed to a hydrocarbon retaining device during starting, and purged to the engine intake manifold. Various alternative approaches are described for controlling operation and diagnosing degradation. Further, various interrelated configurations are described.

Claims

1. A method of operating an engine, comprising:

during engine starting, flowing exhaust gas through a first hydrocarbon trap, storing engine exhaust hydrocarbons in the first hydrocarbon trap, flowing the exhaust gas through a second hydrocarbon trap, and storing engine exhaust hydrocarbons in the second hydrocarbon trap; and

selectively purging stored hydrocarbons from the first and second hydrocarbon traps in parallel to an engine air intake.

2. The method of claim 1, where the first hydrocarbon trap and the second hydrocarbon trap are included in a hydrocarbon retaining system, and further comprising leaning a rich air-fuel ratio as an amount of hydrocarbons stored in the hydrocarbon retaining system increases, and cranking the engine with a lean air-fuel ratio, operating the engine with a rich air-fuel ratio after cranking while selectively routing exhaust gases of the engine to the hydrocarbon retaining system to store exhaust hydrocarbons, and operating the engine with spark advance at spark timing for peak engine torque.

3. The method of claim 2 where engine starting includes when temperature of an emission control device is less than a threshold, the method further comprising, during warm engine restarts, routing exhaust gases to the emission control device and commencing purging of the hydrocarbon retaining system.

4. The method of claim 1 further comprising routing exhaust gases to a catalytic emission control device in an exhaust system after the catalytic emission control device reaches a threshold temperature, and leaning engine air-fuel ratio when transitioning from routing exhaust gases to the hydrocarbon retaining system to routing exhaust gases to the catalytic emission control device.

5. The method of claim 1 where the second hydrocarbon trap is positioned downstream of the first hydrocarbon trap according to a direction of exhaust flow, and further comprising varying an ending of routing to store exhaust hydrocarbons responsive to at least a fuel property.

6. The method of claim 1 further comprising varying an initiating of the selective purging of stored hydrocarbons responsive to an operating condition.

7. A method of operating an engine having an intake, an exhaust and a hydrocarbon retaining system, the engine combusting fuel and the exhaust including a catalytic emission control device, the method comprising:

in a first mode performed during a first engine start when the catalytic emission control device is below a light-off temperature, routing exhaust gases to the hydrocarbon retaining system and operating during at least a portion of the first mode with spark at a first timing, and a first engine air-fuel ratio; and

in a second mode performed during a second engine start when the catalytic emission control device is below a light-off temperature, bypassing the hydrocarbon retaining system and operating during at least a portion of the second mode with spark at a second timing more retarded than the first timing or a second engine air-fuel ratio leaner than the first engine air-fuel ratio.

8. The method of claim 7, where the first timing is close to MBT timing, and the first engine air-fuel ratio is stoichiometric or rich.

9. The method of claim 7, where the second mode is performed after the first mode, and where the first mode is performed at a lower temperature of the emission control device than the second mode.

10. The method of claim 7, where during the second start, the hydrocarbon retaining system has a greater amount of hydrocarbons stored than during the first start.

11. The method of claim 7, where in the first mode, the first engine air-fuel ratio is lean during a first portion, and stoichiometric or rich during a second portion of the first mode.

12. The method of claim 7, where the hydrocarbon retaining system includes a first and a second hydrocarbon retaining device, the method further comprising determining degradation of the hydrocarbon retaining system in response to an engine air-fuel ratio during purging.

13. The method of claim 7, wherein in the first mode, at least one cylinder operates with a lean combustion air-fuel ratio, and at least one cylinder operates with a rich combustion air-fuel ratio.

14. A method of operating an engine, comprising:

selectively serially routing fuel tank gases to two hydrocarbon traps of a hydrocarbon retaining system; and

selectively purging stored hydrocarbons from the two hydrocarbon traps in parallel to an activated charcoal purge canister and an engine air intake, the activated charcoal purge canister including hydrocarbons from fuel tank vapors.

15. The method of claim 14, where hydrocarbons from the two hydrocarbon traps are routed to the activated charcoal purge canister via a single passage.

16. The method of claim 14, where fresh air is drawn through the two hydrocarbon traps and the activated charcoal purge canister during purging of fuel vapors, and further comprising selectively routing exhaust gases of the engine to a hydrocarbon retaining system to store exhaust hydrocarbons and operating an engine air-fuel ratio rich during engine starting.