Ford Global Technolgoies, LLC

Ford Motor Company Limited

Jing Sun

Ilya V Kolmanovsky

Jessy W Grizzle

Julia Helen Buckland

Jeffrey A Cook

Narayanan Sivashankar

Yong-Wha Kim

Michiel Jacques Van Nieuwstadt

David George Farmer

Gopichandra Surnilla

John David Russell

Michael John Cullen

Mathew Alan Boesch

Diana D Brehob

Daniel Lawrence Meyer

Bader M Badreddine

Alexander Timofeevich Zaremba

Alan Robert Dona

Richard Walter Anderson

Gopichandra Sumilla

Rodney John Tabaczynski

Feng Lin

Le Yi Wang

Maria Druzhinina

Julie Helen Buckland

Jeffrey Koncsol

Iiya Vladimir Kolmanovsky

Leyi Wang

Llya V Kolmanovsky

Joseph Scillieri

A system and method for operating an engine is disclosed. The system and method includes performing multiple ignitions during a single engine cycle. According to one embodiment, a first ignition takes place during a first stroke in the cycle and a second ignition takes place during a second stroke in the cycle. The system and method may further include performing multiple injections during the engine cycle.

Controlled port oxidation of direct injection spark ignition engines

A computer control system is described that monitors the functionality of an emission control device that is capable of storing NOx and oxygen during lean conditions, and releasing/reducing the stored oxygen and NOx during rich operating conditions. The computer uses a readable storage medium having stored data representing instructions executable by a computer. The instructions utilize a ratio between a lean operating time and a rich operating time to determine whether the catalyst has degraded.

Computer readable storage medium with instructions for monitoring catalytic device

A method for determining cylinder air charge and/or cylinder burned gas for an internal combustion engine system. The engine system includes cylinders, each one of such cylinders having at least one intake valve and at least one exhaust valve in communication with such cylinder. The method determines one of a plurality of different scenarios, each one of the scenarios representing a geometrical relationship between opening and closing of the intake valve relative to closing of the exhaust valve. The cylinder air charge and/or cylinder burned gas is calculated in accordance with the determined one of the plurality of scenarios. In one embodiment, the engine system stores a plurality of different software modules. The method selects one of the plurality of software modules in accordance with the determined one of the plurality of scenarios. The cylinder air charge and/or cylinder burned gas calculation comprises executing the selected one of the modules. In one embodiment, a memory stores a relationship between volume occupied by residual gas in the at least one cylinders at a predetermined position of the at least one cylinder in the engine during the cycle determined in accordance with each one of the plurality of scenarios for each of a plurality of different intake valve opening and exhaust valve closing conditions. The method includes: determining from the memory the volume occupied by residual gas in the at least one cylinders at a predetermined position of the at least one cylinder in the engine during the cycle for the intake valve opening and exhaust valve closing conditions; and, determining from volume occupied by residual gas in the at least one cylinders at a predetermined position of the at least one cylinder in the engine during the cycle the cylinder air charge and/or cylinder burned gas.

Method and system for estimating cylinder charge for internal combustion engines having variable valve timing

A method for predicting oxygen capacity of an LNT during storage phase of such LNT and the amount of NOx stored in the LNT during purge phase thereof as a function of the time history of an output signal produced by an exhaust gas sensor disposed downstream of the LNT. Oxygen storage capacity of the (LNT) is estimated by integrating output signal over time to determine the amount of oxygen stored in the LNT as function of time.

Method and apparatus for estimating oxygen storage capacity and stored NOx in a lean NOx trap (LNT)

A method for controlling cylinder charge in a direct-injection, spark-ignition engine. The engine includes an intake manifold and an electronically controlled throttle (ETC) valve controlling air flow from the atmosphere to the intake manifold of said engine. The method includes: measuring an intake manifold pressure value, P ,; measuring a flow value, W , which is indicative of flow through the ETC throttle; determining a desired intake manifold pressure value, P ; determining a desired ETC valve position, u ; determining a desired flow, W , through the ETC valve; and, adjusting said ETC valve position, u , in accordance with: said desired ETC valve position, u ; a difference between the measured intake manifold pressure value, P , and the determined desired intake manifold pressure value, P ; and a difference between the measured flow value, W , through the ETC valve and the determined desired flow, W . In-cylinder and throttle body adaptation is also provided.

System and method for estimating and controlling cylinder air charge in a direct injection internal combustion engine

A method for detecting improper operation of a charge motion control device (CMC) based on exhaust temperature is disclosed. It has been found that when the charge motion control device is switched between two positions, the exhaust temperature changes by as much as 100 degrees C. The expected exhaust temperature, based on commanded charge motion control device position and current engine operating condition, and the measured exhaust temperature are compared to determine whether the charge motion control device has failed to attain the desired position.

Diagnosing proper operability of a cylinder charge motion control device

A system and method for controlling air charge motion in the cylinder of a direct injection spark ignition engine during transitions between different combustion modes is provided. The system includes a cam profile switching device that controls the position of an intake valve for the cylinder. The system further includes an electronic control unit configured to control the cam profile switching device to position the intake valve in a first position in advance of the transition and to move the intake valve to a second position when a predetermined condition for transitioning between the two combustion modes is met.

Control system for direct injection spark ignition engines with a cam profile switching device

A control method for an internal combustion engine has multiple cylinder groups with at least one control device positioned between an intake manifold and a cylinder group. The engine operates the cylinder groups at different air/fuel ratio and uses the control device to balance torque produced by the different cylinder groups. In one aspect of the invention, one cylinder group is operated rich and another cylinder group is operated lean thereby providing heat to an exhaust system located downstream of the engine.

Engine air and fuel control

A method and system for controlling internal combustion engine, such engine being adapted to operate in a selected one of a plurality of operating mode. One of such modes is characterized by stratified combustion and another one of such modes is characterized by a homogeneous combustion. The method and system includes determining from operating conditions of the engine and a demanded torque, a preferred one of the operating modes. Determining from such demanded torque whether operation such preferred operating mode is feasible. The method and system effects a transition of the engine to the preferred mode if such preferred mode is determined to be feasible; otherwise, such engine is operated in one of the modes which provides the minimum difference between the torque produced in such one of the modes and the demanded torque. The feasibility determining comprises determining maximum torque, &tgr; , producible by such engine in the stratified operating mode and determining minimum torque, &tgr; , producible by such engine in the homogeneous operating mode. The stratified mode is determined feasible if the demanded torque is less than the determined maximum torque, &tgr; , and the homogeneous mode is determined feasible if the demanded torque is greater than or equal to the determined minimum torque, &tgr; . Maximum torque, &tgr; , is determined as a function of engine operating speed, air charge and burned gas fraction in a cylinder of such engine and a lower limit of the air fuel ratio for stratified operation of such engine. Minimum torque, &tgr; , is determined as a function of engine operating speed, air charge in a cylinder of such engine, an upper limit of the air fuel ratio for homogeneous operation of such engine, burned gas fraction in the cylinder, and maximum delayed ignition timing from Maximum Brake Torque spark timing Spark timing is changed to meet demanded torque when operating in the homogeneous mode, and changing fuel flow to such cylinder when operating in the stratified mode.

Combustion mode control for a direct injection spark ignition (DISI) internal combustion engine

Within both a method for operating an internal combustion engine and a system for operating the internal combustion engine there is provided an engine rotation speed pulsation damping within the internal combustion engine through use of a PID controller which varies a single PID control parameter, particularly, K to provide the engine rotation speed pulsation damping within the internal combustion engine. Within both the method and the system there is also provided a pair of control algorithms for use within the PID controller such as to effect the desired engine rotation speed pulsation damping when operating the internal combustion engine.

Adaptive PID control method and system for internal combustion engine rotation speed pulsation damping

A method of operating a variable compression, direct injection spark ignited internal combustion engine includes the steps of determining a demanded torque output of the engine, determining a current combustion mode and a current compression ratio mode of the engine; transitioning operation of the engine from the current combustion mode to a new combustion mode to produce the demanded torque output, and transitioning operation of the engine from the current compression ratio mode to a new compression ratio mode so as to minimize torque disturbances during the transitioning of engine operation from the current combustion mode to the new combustion mode.

Method and system for operating a direct injection spark internal combustion engine having variable compression ratio modes

A system and method for controlling a multi-cylinder internal combustion engine include determining a first engine operating variable using a model having at least one adjustable model parameter, measuring a second engine operating variable, and modifying the at least one adjustable model parameter based on a relationship between the first and second engine operating variables. In one embodiment, the first engine operating variable represents engine torque while the second engine operating variable is engine speed. An engine torque model and/or load torque model may be used to determine an estimated engine speed or speed trajectory which is compared to the actual engine speed or trajectory determined using an engine speed sensor. One or more model parameters for the engine torque and/or load torque model are adjusted when appropriate operating conditions are met based on a difference between the predicted or estimated engine speeds and the measured engine speeds.

Adaptive torque model for internal combustion engine

A system and a method for improving engine performance by utilizing a variable compression ratio mechanism and a boosting mechanism are presented. The performance is improved by coordinating the control of ignition timing, compression ratio, and engine boosting while at the same time minimizing engine knock, preventing undesirable interaction, and providing optimal fuel economy. According to the present invention, adjusting ignition timing and compression ratio can be done either sequentially or concurrently.

Engine knock prevention system and method

A method for controlling an engine having multiple banks with separate catalysts is described. In particular, coordinate lean and rich operation between the banks is utilized. However, termination of rich operation may be different between the banks to prevent breakthrough of rich exhaust gasses due to lack of stored oxidants. In this situation, the bank that terminated rich operation is operated near stoichiometric. This minimizes breakthrough of emissions, while at the same time minimizing a torque imbalance between the cylinder banks. In particular, the torque imbalance can be further minimized by retarding ignition timing on the rich bank while the other operates near stoichiometry.

Lean engine control with multiple catalysts

An arrangement of a four cycle internal combustion engine is provided. In the preferred embodiment the engine has a plurality of combustion chambers having reciprocating pistons mounted therein. A fuel injector is provided for each combustion chamber. The fuel injector injects a stratified charge into the combustion chamber upon a compression stroke of the piston . An intake manifold is provided to provide air to each combustion chamber. A charging device is provided to pressurize the air within the intake manifold . Preferably the charging device is a variable geometry turbocharger . The pressurizing of the air within the intake manifold allows the engine to extend the stratified charge operation of the engine and facilitates in increased gas mileage by allowing the engine to stay in a stratified mode of operation longer than prior stratified charged internal combustion engines.

Growing community of inventors

Bloomfield, MI, United States of America

Jing Sun