Method and system for pre-ignition control

• US 8,463,533 B2
• Filed: 08/05/2010
• Issued: 06/11/2013
• Est. Priority Date: 08/05/2010
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Glugla, Chris Paul, Linenberg, Mark Thomas, Baskins, Robert Sarow
• Primary Examiner(s): Cronin, Stephen K
• Assistant Examiner(s): Laguarda, Gonzalo
• Application Number:
  US12/851,384
• Publication Number:
  US 20120035835A1
• Time in Patent Office: 1,041 Days
• Field of Search: 123434-436, 123/406.21, 123/406.29, 123/406.34, 123/406.47, 123/690, 701/103, 701/111, 73/350.9
• US Class Current: 701/111
• CPC Class Codes: F02D 2200/1015 Engines misfires
• CPC Class Codes: F02D 35/021 using an ionic current sensor
• CPC Class Codes: F02D 35/027 using knock sensors
• CPC Class Codes: F02D 41/1475 Regulating the air fuel ratio at a value other than stoichiometry

Abstract

Methods and systems are provided for mitigating engine pre-ignition based on a feed-forward likelihood of pre-ignition and feedback from a pre-ignition event. In response to an indication of pre-ignition, a cylinder may be enriched while an engine load is limited. The enrichment may be followed by an enleanment to restore exhaust catalyst feed-gas oxygen levels. The mitigating steps may be adjusted based on engine operating conditions, a pre-ignition count, as well as the nature of the pre-ignition.

Claims

1. A method of operating an engine, comprising,

in response to an indication of pre-ignition in a cylinder,

operating the cylinder with a first air to injected fuel ratio richer than stoichiometry for a first number of combustion events;

and

after the first number of combustion events has elapsed, operating the cylinder with a second air to injected fuel ratio leaner than stoichiometry for a second number of combustion events.

2. The method of claim 1, wherein the first air to injected fuel ratio and first number of combustion events is adjusted based on engine operating conditions and/or the indication of pre-ignition.

3. The method of claim 2, wherein the adjustment includes increasing the first number of combustion events and increasing a degree of richness of the first air to fuel ratio as the indication of pre-ignition increases.

4. The method of claim 3, wherein the indication of pre-ignition is based on each of cylinder pressure, knock intensity, crankshaft acceleration, and spark plug ionization.

5. The method of claim 4, wherein the adjustment includes increasing the first number of combustion events and increasing a degree of richness of the first air to fuel ratio as a cylinder pressure at pre-ignition detection exceeds a threshold.

6. The method of claim 4, wherein the adjustment includes increasing the first number of combustion events and increasing a degree of richness of the first air to fuel ratio as the knock intensity increases.

7. The method of claim 1, wherein one or more of the second air to injected fuel ratio and second number of combustion events is adjusted based on one or more of the first air to injected fuel ratio and first number of combustion events.

8. The method of claim 7, wherein the adjustment includes increasing the second number of combustion events and/or increasing a degree of leanness of the second air to fuel ratio as the first number of combustion events and/or a degree of richness of the first air to fuel ratio increases.

9. The method of claim 1, further comprising, after the second number of combustion events has elapsed, operating the cylinder with a third air to injected fuel ratio at stoichiometry.

10. The method of claim 1, wherein one or more of the second number of combustion events and/or a degree of leanness of the second air to injected fuel ratio increases as a total amount of exhaust oxygen consumed over the first number of combustion events increases.

11. The method of claim 3, further comprising, during the first number of combustion events, advancing spark by an amount.

12. The method of claim 11, wherein the amount of spark advance is based on engine speed.

13. The method of claim 11, wherein the amount of spark advance is based on the degree of richness and/or the first number of combustion events enrichment.

14. A method of operating an engine, comprising,

limiting an engine load based on a likelihood of pre-ignition;

and

in response to an occurrence of pre-ignition in a cylinder,

operating the cylinder with a first air-to-fuel ratio richer than stoichiometry for a first duration;

transitioning the cylinder from the first air-to-fuel ratio to a second air-to-fuel ratio leaner than stoichiometry for a second duration, one or more of the second air-to-fuel ratio and second duration based on the first air-fuel-ratio and/or first duration; and

further limiting the engine load,

wherein basing the second air-to-fuel ratio and second duration on the first air-fuel-ratio and/or first duration includes increasing a degree of leanness of the second air-to-fuel ratio and increasing the second duration as a degree of richness of the first air-to-fuel ratio and/or the first duration increases.

15. The method of claim 14, wherein the likelihood of pre-ignition is determined based on each of a manifold pressure, a manifold aircharge temperature, exhaust oxygen content, fuel octane content, and an engine pre-ignition history.

16. The method of claim 14, wherein limiting the engine load includes reducing engine air flow by adjusting one or more of a throttle opening, wastegate timing, and cam timing.

17. The method of claim 14, wherein the second duration is further adjusted based on an exhaust gas oxygen content, the adjustment including, increasing the second duration of operating the cylinder at the second air-to-fuel ratio until the exhaust gas oxygen content exceeds a threshold.

18. The method of claim 14, wherein the first air-to-fuel ratio and first duration is based on an indication of pre-ignition, and engine operating conditions at the indication of pre-ignition.

19. A method of operating an engine, comprising,

limiting an engine load based on a likelihood of pre-ignition;

and

in response to an occurrence of pre-ignition in a cylinder,

operating the cylinder with a first air-to-fuel ratio richer than stoichiometry for a first duration;

transitioning the cylinder from the first air-to-fuel ratio to a second air-to-fuel ratio leaner than stoichiometry for a second duration, one or more of the second air-to-fuel ratio and second duration based on the first air-fuel-ratio and/or first duration;

further limiting the engine load; and

transitioning the cylinder from the second air-to-fuel ratio to a third air-to-fuel ratio at stoichiometry.