Variable displacement engine control system and method

• US 9,840,971 B2
• Filed: 08/15/2013
• Issued: 12/12/2017
• Est. Priority Date: 08/15/2013
• 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, Schwochert, Steven, Jahr, Ken
• Primary Examiner(s): Vo, Hieu T
• Assistant Examiner(s): Castro, Arnold
• Application Number:
  US13/968,240
• Publication Number:
  US 20150051809A1
• Time in Patent Office: 1,580 Days
• CPC Class Codes: F02D 17/02 Cutting-out cutting-out engines in multiple engine arrangements F02D25/04
• CPC Class Codes: F02D 2200/021 Engine temperature
• CPC Class Codes: F02D 2200/0802 Temperature of the exhaust gas treatment apparatus
• 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 41/005 according to engine operating conditions
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/0245 by increasing temperature of the exhaust gas leaving the engine
• CPC Class Codes: F02D 41/064 at cold start F02D41/067 takes precedence
• CPC Class Codes: F02D 41/3836 Controlling the fuel pressure
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: F02D 43/00 Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
• CPC Class Codes: F02P 5/1512 with particular means concerning an individual cylinder
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Methods and systems are provided for improving the performance of a variable displacement engine. Split injection and spark retard may be used in active cylinder during a VDE mode to heat an exhaust catalyst and extend the duration of VDE mode operation. Split injection and spark retard may also be used in reactivated cylinders at a time of cylinder reactivation to improve restart combustion stability.

Claims

1. A method for an engine, comprising:

selectively deactivating one or more engine cylinders responsive to operating conditions; and

during reactivation of the cylinders,

operating the reactivated cylinders with split fuel injection; and

retarding spark timing in the reactivated cylinders, an amount of spark retard based on an exhaust catalyst temperature.

2. The method of claim 1, wherein operating the reactivated cylinders with split fuel injection includes operating the reactivated cylinders with split fuel injection for a number of combustion events and then resuming single fuel injection.

3. The method of claim 2, wherein operating the reactivated cylinders with split fuel injection includes operating with at least a first intake stroke injection and a second compression stroke injection.

4. The method of claim 3, wherein the first intake stroke injection is a lean homogeneous intake stroke injection and wherein the second compression stroke injection is a rich stratified compression stroke injection.

5. The method of claim 4, wherein a split ratio of the split fuel injection is based on a duration of the selective deactivation, the split ratio adjusted to decrease an amount of the first intake stroke injection while correspondingly increasing an amount of the second compression stroke injection as the duration of selective deactivation increases.

6. The method of claim 5, wherein the split ratio is further based on the exhaust catalyst temperature, the split ratio adjusted to increase the amount of the first intake stroke injection while correspondingly decreasing the amount of the second compression stroke injection as the catalyst temperature falls below a threshold.

7. The method of claim 6, wherein one or more of the split ratio, a timing, and a pressure of the fuel injection is further adjusted based on an alcohol content of injected fuel, the amount of the second compression stroke injection increased and the amount of the first intake stroke injection correspondingly decreased as the alcohol content of the injected fuel increases.

8. The method of claim 1, wherein the split fuel injection is adjusted based on an EGR level of active cylinders during the selective deactivation, the split fuel injection continued until the EGR level during the reactivation is below a threshold EGR rate.

9. The method of claim 1, wherein the number of combustion events is based on an engine load during the cylinder reactivation, the number of combustion events increased until the engine load reaches steady-state conditions.

10. The method of claim 9, wherein the number of combustion events is further based on a duration of selective deactivation, an engine coolant temperature, and an EGR level during the reactivation, the number of combustion events increased as the duration increases, the engine coolant temperature decreases and the EGR level increases.

11. The method of claim 1, further comprising, during the reactivation, operating the already active cylinders with fuel injected for a number of combustion events as a single intake stroke fuel injection.

12. The method of claim 2, further comprising, after the number of combustion events, operating the reactivated cylinders with fuel injected as a single fuel injection in an intake stroke.

13. A method for an engine, comprising:

selectively deactivating one or more engine cylinders in response to operating conditions; and

during reactivation, operating reactivated cylinders with fuel injection split into each of an intake stroke injection and a compression stroke injection for a number of combustion events since the reactivation, a ratio of fuel injected in the intake stroke injection relative to the compression stroke injection based on an exhaust catalyst temperature, an amount of fuel injected in the intake stroke injection increased as the exhaust catalyst temperature falls below a threshold.

14. The method of claim 13, wherein selectively deactivating one or more engine cylinders includes deactivating one or more engine cylinders of a first engine bank, the engine including a second bank, and wherein the ratio of fuel injected is based on a temperature of an exhaust catalyst coupled to the first bank and not the second bank.

15. The method of claim 13, wherein the ratio of fuel injected is further based on an alcohol content of the injected fuel, the amount of fuel injected in the intake stroke injection decreased, and an amount of fuel injected in the compression stroke injection correspondingly increased as the alcohol content of the injected fuel increases.

16. A method for an engine, comprising:

selectively deactivating one or more engine cylinders;

during a first reactivation, operating reactivated cylinders with fuel injected as a single injection; and

during a second reactivation, operating the reactivated cylinders with fuel split injected into an intake stroke injection and a compression stroke injection.

17. The method of claim 16, wherein the second reactivation occurs after a longer duration of deactivation while the first reactivation occurs after a shorter duration of deactivation.

18. The method of claim 17, further comprising, during the first reactivation, maintaining spark timing of the reactivated cylinders, and during the second reactivation, retarding spark timing of the reactivated cylinders.