Ford Global Technolgoies, LLC

Ford Motor Company Limited

John H Vanderslice

Eric Matthew Kurtz

Michiel Jacques Van Nieuwstadt

Fazal Urrahman Syed

William Charles Ruona

Harold Huimin Sun

Siamak Hashemi

Richard Eugene Baker

Edward T King

Jeffrey B Schneyer

The present invention is a dual-stage fuel injection strategy for compression ignition engines in which 15-40% of the fuel is injected into the combustion chamber no later than about &#x2212;20 to &#x2212;30 CA ATDC and as early as IVC. The remaining fuel is then injected in one or more fuel pulses, none of which start before about &#x2212;20 to &#x2212;30 CA ATDC. The fuel injected early in the compression stroke forms a lean mixture that burns with low soot and low NOx emissions. The combustion of that fuel serves to increase in-cylinder temperature such that the ignition delay of subsequent fuel injection pulses is short. This mode is utilized when it is predicted that a NOx spike is imminent. Various other alternative methods for reducing NOx spikes are also disclosed such as specialized EGR systems that can provide EGR with low manifold vacuum.

System and method for reducing NOemissions during transient conditions in a diesel fueled vehicle with EGR

A method for controlling an engine having an intake manifold and an exhaust manifold, where an exhaust gas recirculation path with a valve is provided between said intake and exhaust manifold, and the engine has a turbocharger; the method comprising during at least one decreased engine output condition, increasing opening of the exhaust gas recirculation valve and adjusting exhaust expansion through a turbine of the turbocharger to decrease expansion through the turbocharger and thereby reduce a likelihood of turbocharger surge.

System and method for reducing surge

System and method for reducing NOx emissions during transient conditions in a diesel fueled vehicle with EGR

The present invention is a dual-stage fuel injection strategy for compression ignition engines in which 15-40% of the fuel is injected into the combustion chamber no later than about &minus;20 to &minus;30 CA ATDC and as early as IVC. The remaining fuel is then injected in one or more fuel pulses, none of which start before about &minus;20 to &minus;30 CA ATDC. The fuel injected early in the compression stroke forms a lean mixture that burns with low soot and low NOx emissions. The combustion of that fuel serves to increase in-cylinder temperature such that the ignition delay of subsequent fuel injection pulses is short. This mode is utilized when it is predicted that a NOx spike is imminent. Various other alternative methods for reducing NOx spikes are also disclosed such as specialized EGR systems that can provide EGR with low manifold vacuum.

System and method for reducing Nox emissions during transient conditions in a diesel fueled vehicle with EGR

An engine exhaust aftertreatment system is described in which lean NO,, exhaust aftertreatment devices are employed. Because temperature in the exhaust line varies as a function of distance from the engine and engine operating condition, exhaust aftertreatment devices are situated along the exhaust line to ensure that at least one of said exhaust aftertreatment devices operates at a temperature of high NO,conversion efficiency. Reductant quantity is scheduled by the engine's control unit to be supplied to the exhaust aftertreatment devices based on available information provided by sensors or embedded engine control unit models, including: temperature in the exhaust aftertreatment devices, available reductant in the exhaust stream, reductant storage in the exhaust aftertreatment devices, maximum adsorption capacity of the exhaust aftertreatment devices, engine operating conditions, and NO,, concentration.

Emission control system

An exhaust gas purification system for an engine equipped with a turbocharger and an exhaust pipe having a NO,conversion catalyst therein. The system comprises a reservoir for storing pressurized air received from the turbocharger, a reductant injector in fluid communication with a reductant supply, and a mixing chamber in fluid communication with the reservoir and connected to the reductant injector. The reductant injector is responsive to an injection signal for atomizing and injecting a quantity of reductant into the mixing chamber. The mixing chamber is in fluid communication with the exhaust pipe for introducing a quantity of air and reductant mixture into the exhaust gas flow upstream of the NO,conversion catalyst. In one aspect of the invention, the system includes an engine control unit, a valve connected between the reservoir and the mixing chamber, and a differential pressure transducer positioned between the mixing chamber and the exhaust pipe for measuring the pressure differential across the mixing chamber and exhaust pipe upstream of the NO,conversion catalyst. The engine control unit controls the valve to introduce a quantity of pressurized air from the reservoir into the mixing chamber to maintain the pressure differential between the mixing chamber and exhaust pipe substantially constant.

Growing community of inventors

Berkley, MI, United States of America

John H Vanderslice