Ford Global Technolgoies, LLC

John Edward Hedges

Chris Paul Glugla

Mark W Peters

Gopichandra Surnilla

Mark Allen Dearth

Eric Warren Curtis

John M Roth

Jason Eugene Devries

Xiaogang Zhang

Jianwen James Yi

Paul Matthew Laing

Wen Dai

Steven James Hoffman

Michiel Jacques Van Nieuwstadt

Julia Helen Buckland

Harold Huimin Sun

Ken O Jahr

Jacqueline A Lymburner

Nikodem Suchta

Methods and systems are provided for optimal operation of a gasoline particulate filter coupled to an engine exhaust system. Based on engine operating conditions, a target soot level on the GPF may be determined, and one or more engine operating parameters may be adjusted to maintain the actual GPF soot level at the target level. In one example, if the actual GPF soot level is lower than the target level, one or more of a fuel injection timing and a fuel rail pressure may be adjusted to increase soot generation, and if the actual GPF soot level is higher than the target level, the GPF may be regenerated until the actual soot level reaches the target level.

Method and system for gasoline particulate filter operations

Methods and systems are provided for injecting and combusting an amount of gaseous fuel during an exhaust stroke of a cylinder combustion event in order to reduce turbo lag and reduce a duration of time required for an exhaust catalyst to light-off during transient events. In one example, when an increase in torque demand is greater than a threshold, a first amount of gaseous fuel may be combusted during a compression stroke of a cylinder combustion event and a second amount of gaseous fuel may be combusted during an exhaust stroke of the combustion event. The second amount may be adjusted based on the increase in torque demand.

Systems and methods for injecting gaseous fuel during an exhaust stroke to reduce turbo lag

Methods and systems are provided for adjusting a phase of gaseous fuel delivered to fuel injectors of a fuel delivery system. In one example, a method may include adjusting a fuel pressure in a fuel delivery system to deliver fuel in each of a liquid and a gaseous phase during different engine operating conditions. The fuel pressure may be based on a temperature, composition, and desired phase of the fuel.

Method for controlling fuel pressure for a LPG engine

A method for an engine, comprising: during a first condition comprising a high engine temperature, injecting a first quantity of liquid petroleum gas into a first engine cylinder at a first timing during an intake stroke; and injecting a second quantity of liquid petroleum gas into the first engine cylinder at a second timing during a compression stroke following the intake stroke. In this way, combustion knock and cylinder pre-ignition may be mitigated without retarding spark ignition and/or limiting engine load, thereby allowing for maximum engine performance.

Engine control for a liquid petroleum gas fueled engine

Methods and systems are provided for delivering gaseous fuel as multiple fuel injections split between an intake stroke, a compression stroke, and/or a power stroke to expedite exhaust catalyst heating during an engine cold-start. Fuel injected in the intake and compression stroke is ignited and combusted. The power stroke fuel injections are combusted in the exhaust port to increase exhaust temperature and pressure for faster catalyst light-off.

Post fuel injection of gaseous fuel to reduce exhaust emissions

Methods and systems are provided for adjusting ignition energy of the spark required for combustion of gaseous fuel injected during an exhaust stroke of a cylinder combustion event to reduce turbo lag. In one example, a method includes combusting a first amount of gaseous fuel during a compression stroke of a cylinder combustion event using a first ignition energy and combusting a second amount of gaseous fuel during an exhaust stroke of the cylinder combustion event using a second ignition energy, the second ignition energy lower than the first ignition energy. The second ignition energy may be adjusted based on in-cylinder pressure and cylinder load.

Systems and methods for controlling ignition energy during exhaust stroke combustion of gaseous fuel to reduce turbo lag

Embodiments for heating an emission control device are provided. In one example, a method for a turbocharged engine comprises during an engine cold-start, delivering boosted air from downstream of a compressor into a wastegate duct coupled across a turbine and exothermically reacting a reductant with the boosted air upstream of an exhaust emission control device. In this way, boosted air may be used to initiate an exothermic reaction to heat the device.

Secondary air introduction system

A vehicle system operation method is provided. The method comprises, during a first operating condition, increasing back pressure in a first exhaust conduit positioned upstream of a turbine and downstream of a first emission control device and during a second operating condition, reducing back pressure in the first exhaust conduit and flowing boosted air from downstream of a compressor into a second exhaust conduit positioned upstream of a second emission control device and downstream of the turbine.

Secondary air introduction system and method for system operation

A method of operating an engine including varying a level of ignition energy provided to the engine during an engine start is provided. For example, the ignition energy level may be varied responsive to the amount of alcohol in fuel delivered to the engine in order to improve cold engine starting with higher alcohol fuels.

Ignition energy control for mixed fuel engine

A fuel vapor recovery system and method for an automotive vehicle are disclosed. The vehicle fuel tank is vented to atmosphere via a passageway having a carbon canister to remove fuel vapors, a bladder, and a normally-closed isolation valve. When fueling the vehicle, the gases in the fuel tank displaced by entering fuel are introduced into the carbon canister where the fuel vapors are stored. The isolation valve is commanded to open to allow such flow through the carbon canister. When the vehicle is parked for a period of a day, it undergoes a diurnal temperature change which causes fuel to vaporize into the fuel system. According to an aspect of the present development, the isolation valve remains closed and the gases are contained within the bladder as it expands or contracts as the volume of gases increases or decreases in response to temperature changes.

Vehicle fuel vapor management

A system and method for improving emissions of an engine capable of combusting a multi-component fuel comprised of two or more fuels is presented. According to the method, the passage exhaust gases are processed in said exhaust system is determined in part from the concentration of one component fuel.

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Canton, MI, United States of America

John Edward Hedges