US20190003443A1 - Dynamic charge compression ignition engine with multiple aftertreatment systems - Google Patents

Dynamic charge compression ignition engine with multiple aftertreatment systems Download PDF

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Publication number
US20190003443A1
US20190003443A1 US16/022,017 US201816022017A US2019003443A1 US 20190003443 A1 US20190003443 A1 US 20190003443A1 US 201816022017 A US201816022017 A US 201816022017A US 2019003443 A1 US2019003443 A1 US 2019003443A1
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mode
vehicle
cylinders
cylinder
lean burn
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Elliot A. ORTIZ-SOTO
Matthew A. Younkins
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Tula Technology Inc
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Tula Technology Inc
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Assigned to TULA TECHNOLOGY, INC. reassignment TULA TECHNOLOGY, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ORTIZ-SOTO, ELLIOT A., YOUNKINS, MATTHEW A.
Publication of US20190003443A1 publication Critical patent/US20190003443A1/en
Assigned to TULA TECHNOLOGY, INC. reassignment TULA TECHNOLOGY, INC. CORRECTIVE ASSIGNMENT TO CORRECT THE CORRECT INVENTORS NAME PREVIOUSLY RECORDED AT REEL: 046231 FRAME: 0427. ASSIGNOR(S) HEREBY CONFIRMS THE ASSIGNMENT. Assignors: ORTIZ-SOTO, ELLIOTT A.
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/06—Cutting-out cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1512—Digital data processing using one central computing unit with particular means concerning an individual cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F02D13/0211—Variable control of intake and exhaust valves changing valve lift or valve lift and timing the change of valve timing is caused by the change in valve lift, i.e. both valve lift and timing are functionally related
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F02D2041/0012—Controlling intake air for engines with variable valve actuation with selective deactivation of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates generally to dynamic firing level modulation engine operation in which some firing opportunities utilize lean-burn, low temperature gasoline combustion and other firing opportunities utilize standard stoichiometric, spark-ignition combustion.
  • the present invention also relates to using two aftertreatment systems, one optimized for lean burn operation and the other optimized for stoichiometric operation.
  • An internal combustion engine typically has a reciprocating piston which oscillates within a cylinder. Combustion occurs within the cylinder and the resulting torque is transferred by the piston through a connecting rod to a crankshaft.
  • air, and in some cases fuel is inducted to the cylinder through an intake valve and exhaust combustion gases are expelled through an exhaust valve.
  • the cylinder conditions vary in a cyclic manner, encountering, in order, an intake, compression, expansion, and exhaust stroke in a repeating pattern. Each repeating pattern may be referred to as a working cycle of the cylinder.
  • the working cycles associated with the various engine cylinders are temporally interleaved, so that the expansion stroke associated with the various cylinders is approximately equally spaced, delivering the smoothest engine operation. Combustion occurring in the expansion stroke generates the desired torque as well as various exhaust gases.
  • Fuel efficiency of internal combustion engines can be substantially improved by varying the displacement of the engine in response to the demanded torque.
  • Full displacement allows for the full torque to be available when required, yet using a smaller displacement when full torque is not required can significantly reduce pumping losses and improve thermal efficiency.
  • the most common method today of implementing a variable displacement engine is to deactivate a group of cylinders substantially simultaneously. In this approach the intake and exhaust valves associated with the deactivated cylinders are kept closed and no fuel is injected when it is desired to skip a combustion event.
  • an 8-cylinder variable displacement engine may deactivate half of the cylinders (i.e. 4 cylinders) so that it is operating using only the remaining 4 cylinders.
  • Commercially available variable displacement engines available today typically support only two or at most three displacements.
  • skip fire engine control contemplates selectively skipping the firing of certain cylinders during selected firing opportunities.
  • a particular cylinder may be fired or active during one engine cycle and then may be skipped or passive during the next engine cycle and then selectively skipped or fired during the next.
  • Skip fire engine operation is distinguished from conventional variable displacement engine control in which a designated set of cylinders are deactivated substantially simultaneously and remain deactivated as long as the engine remains in the same variable displacement mode.
  • sequence of specific cylinders' firings will always be the same for each engine cycle during operation in a variable displacement mode (so long as the engine remains in the same displacement mode), whereas that is often not the case during skip fire operation.
  • an 8-cylinder skip fire controlled engine operating at a firing fraction of 1 ⁇ 3 will after differ patterns of fired and skipped cylinders on successive engine cycles.
  • skip fire engine operation facilitates finer control of the effective engine displacement than is possible using a conventional variable displacement approach. For example, firing every third cylinder in a 4-cylinder engine would provide an effective displacement of 1 ⁇ 3 rd of the full engine displacement, which is a fractional displacement that is not obtainable by simply deactivating a set of cylinders.
  • any effective displacement can be obtained using skip fire control, although in practice most implementations restrict operation to a set of available firing fractions, sequences, or patterns.
  • the Applicant has filed a number of patents describing various approaches to skip fire control. By way of example, U.S. Pat. Nos.
  • multi-level dynamic skip fire In some applications, referred to as multi-level dynamic skip fire (mDSF), individual working cycles that are fired may be purposely operated at different cylinder outputs levels—that is, using purposefully different air charges and corresponding fueling levels.
  • mDSF multi-level dynamic skip fire
  • individual working cycles that are fired may be purposely operated at different cylinder outputs levels—that is, using purposefully different air charges and corresponding fueling levels.
  • U.S. Pat. No. 9,399,964 describes some such approaches.
  • the individual cylinder control concepts used in dynamic skip fire can also be applied to dynamic multi-charge level engine operation in which all cylinders are fired, but individual working cycles are purposely operated at different cylinder output levels.
  • Dynamic skip fire and dynamic multi-charge level engine operation may collectively be considered different types of dynamic firing level modulation engine operation in which the output of each working cycle (e.g., skip/fire, high/low, skip/high/low, etc.) is dynamically determined during operation of the engine, typically on an individual cylinder working cycle by working cycle (firing opportunity by firing opportunity) basis.
  • dynamic firing level engine operation is different than conventional variable displacement in which when the engine enters a reduced displacement operational state, a defined set of cylinders are operated in generally the same manner until the engine transitions to a different operational state.
  • thermodynamic cycle An internal combustion engine typically operates in a repetitive series of working cycle to generate engine torque.
  • the working cycle may be characterized by the thermodynamic cycle used.
  • the thermodynamic cycle may be depicted on a pressure-volume diagram and may take many forms.
  • Some exemplary thermodynamic cycles include an Otto cycle, a Miller cycle, an Atkinson cycle, and a Diesel cycle.
  • working cycles may be characterized in other ways, for example, by the in-working chamber temperature, fuel/air stoichiometry, or combustion initiation method.
  • Some working cycles initiate combustion using an electrical spark and are referred to as spark ignition (SI) working cycles.
  • SI working cycles could include Miller or Atkinson cycles, as well as lean burn SI or any type of working cycle using spark ignition.
  • Some working cycles initiate combustion using self-heating of gases trapped in the working chamber during the compression stroke. Some working cycles combust a heterogeneous mixture of air and fuel, while other working cycles utilize a homogeneous charge. Some working cycles have equal expansion and compression ratios, while other working cycles have physically different expansion and compression ratios or achieve effectively different ratios by changing the inducted air charge thru early or late intake valve closure. The many different working cycles have various attributes, such as fuel efficiency and operational load range. The different working cycles may also produce different combustion temperatures, generate different levels and types of noxious emissions in their exhaust stream, and operate at different air to fuel ratios.
  • the present invention relates to dynamic firing level modulation control, which includes both dynamic skip fire, multi-level dynamic skip fire, and dynamic multi-charge level engine.
  • a method for controlling an engine is described. Selected working cycles are skipped and selected active working cycles are fired to deliver a desired engine output.
  • One or more working chambers are capable of generating multiple possible levels of torque output e.g., for the same cam phaser and/or MAP (intake manifold absolute pressure) settings.
  • a particular level of torque output (e.g., high or low torque output) is selected for each of the fired working chambers.
  • the low torque level output utilizes a low temperature gasoline combustion (LTGC) working cycle.
  • LTGC low temperature gasoline combustion
  • the LTGC may be a homogeneous charge compression ignition (HCCI) working cycle, a partially premixed compression ignition (PPCI) working cycle, or some other type of LTGC working cycle.
  • HCCI charge compression ignition
  • PPCI partially premixed compression ignition
  • Various embodiments relate to engine controllers, software, and systems that help implement the above method.
  • the LTGC working cycle is a homogeneous charge compression ignition (HCCI) working cycle.
  • HCCI operation may be produced by either recompression and re-expansion of trapped gas in the working chamber or by inducting exhaust gas into the working chamber during its intake stroke.
  • the HCCI working cycles are temporally interleaved with skipped and/or some other type of working cycle to deliver the requested engine torque.
  • both the high and low torque level firings utilize a LTGC working cycle.
  • Intermediate torque output levels can be obtained by temporally interleaving low and high torque output firings to deliver a requested torque.
  • Dynamic firing level modulation control may be performed in a wide variety of ways. In some embodiments, for example, decisions regarding whether to fire or skip each working cycle and/or decisions whether to select a particular level of torque output for a fired working chamber are performed on a firing opportunity by firing opportunity basis.
  • two aftertreatment systems may be used with an internal combustion engine capable of operating in both stoichiometric and lean burn modes.
  • One aftertreatment system is used for stoichiometric working cycles, while the second is used for lean burn working cycles.
  • FIG. 1 shows an operating region for an HCCI operated engine superimposed on an operating region for a naturally-aspirated, throttle-controlled, spark-ignition (SI) operated engine.
  • SI spark-ignition
  • FIG. 2 shows representative intake and exhaust valve lift profiles required to run SI and HCCI working cycles using recompression in HCCI operation.
  • FIG. 3 shows valve lift profiles for an HCCI working cycle obtained by “rebreathing” exhaust gases.
  • FIG. 4 shows representative specific fuel consumption for SI and HCCI engine operation within their respective operating ranges.
  • FIG. 5 shows an expanded low load, high efficiency operating region using dynamic charge compression ignition (DCCI) in accordance with a non-exclusive embodiment of the present invention.
  • DCCI dynamic charge compression ignition
  • FIG. 6 shows an efficiency benefit of low-load DCCI operation in accordance with a non-exclusive embodiment of the present invention.
  • FIG. 7 shows an expanded mid-high load operating range enabled by DCCI operation in accordance with a non-exclusive embodiment of the present invention.
  • FIG. 8 shows fuel savings associated with DCCI operation over an engine's full load range in accordance with a non-exclusive embodiment of the present invention.
  • FIG. 9 shows operating ranges for two distinct, high-efficiency, low temperature gasoline combustion (LTGC) regions.
  • LTGC low temperature gasoline combustion
  • FIG. 10 shows specific fuel consumption for a low load and high load LTGC working cycle.
  • FIG. 11 shows DCCI being used to operate over a full load range in accordance with a non-exclusive embodiment of the present invention.
  • FIG. 12 shows a DCCI fuel consumption benefit over a full load range in accordance with a non-exclusive embodiment of the present invention.
  • FIG. 13 is a plot illustrating fuel efficiency benefits of operating an internal combustion engine with both homogeneous lean burn combustion and dynamic skip fire engine control in accordance with the present invention.
  • FIG. 14 is a bar chart illustrating improved exhaust temperature control resulting from homogenous, lean burn combustion with dynamic skip fire control of an internal combustion engine in accordance with a non-exclusive embodiment of the present invention.
  • FIG. 15 shows an internal combustion engine and two aftertreatment systems.
  • FIG. 16 shows a table listing multiple embodiments for operating an engine in both stoichiometric and lean burn modes in accordance with a non-exclusive embodiment of the present invention.
  • FIG. 17 illustrates a cylinder of an internal combustion engine and first and second aftertreatment systems in accordance with the present invention.
  • FIG. 18 illustrates another embodiment of cylinder of an internal combustion engine and first and second aftertreatment systems in accordance with the present invention.
  • FIG. 19 illustrates a flow diagram for controlling operation of an internal combustion engine in a stoichiometric or lean burn mode in accordance with a non-exclusive embodiment of the present invention.
  • the present invention relates to methods and systems for operating an internal combustion engine wherein some firing opportunities in a dynamic firing level modulation controlled engine utilize low temperature gasoline combustion (LTGC). Other firing opportunities may be skipped or utilize some other type of combustion, such as spark ignition.
  • LTGC low temperature gasoline combustion
  • Other firing opportunities may be skipped or utilize some other type of combustion, such as spark ignition.
  • the nature of any particular firing opportunity is dynamically determined during engine operation, often on a firing opportunity by firing opportunity basis. Firings that utilize LTGC produce little, if any, nitrous oxides (NO x ) in combustion and thus require no aftertreatment system to remove them from a combustion exhaust stream.
  • LTGC is homogeneous charge compression ignition (HCCI) where a homogenous fuel air mixture auto ignites.
  • HCCI uses a lean air-to-fuel ratio.
  • LTGC LTGC
  • GDCI gasoline direct compression ignition
  • SACI spark assisted compression ignition
  • PPCI partially premixed compression ignition
  • GDCI and PPCI fuel auto ignites as it is injected into a hot air charge caused by compression of an inducted air charge.
  • SACI spark assisted compression ignition
  • PPCI partially premixed compression ignition
  • GDCI and PPCI fuel auto ignites as it is injected into a hot air charge caused by compression of an inducted air charge.
  • SACI spark is used to control ignition timing rather than relying on auto-ignition.
  • PPCI a stratified charge is used to manage the fuel burn rate.
  • HCCI is more fuel efficient than spark-ignited (SI) combustion for a given cylinder load.
  • HCCI has fuel efficiency improvements in the range of 10-18% for light cylinder loads, such as cylinder loads of 1 to 4 bar brake mean effective pressure (BMEP).
  • BMEP bar brake mean effective pressure
  • the fuel consumption improvements are due to the rapid rate of heat release resulting from bulk auto-ignition and unthrottled operation.
  • a second advantageous feature of HCCI is that it produces very low levels of harmful emissions.
  • HCCI typically utilizes an extremely lean or diluted fuel-to-air mixture and the resulting combustion results in low combustion temperatures and complete, or near complete, fuel oxidation.
  • HCCI can also be implemented and controlled relatively cheaply with variable valve actuation based on cam actuated intake and exhaust valves and does necessarily require high pressure fuel injectors or special ignition systems.
  • a typical HCCI operating region 110 is generally confined to a 1 to 4 bar BMEP range between engine speeds of 800 and 4000 rpm as shown in FIG. 1 . This range is representative only and HCCI may be operated outside of this range depending on engine design details.
  • the HCCI operating region is constrained for low engine loads by combustion stability and at high engine loads by pressure-rise rates, combustion noise, Extensive research efforts have been expended attempting to expand this region, including intake air boosting, multiple injection strategies, spark-assistance, and dual-fuel operation, among others.
  • intake air boosting multiple injection strategies
  • spark-assistance and dual-fuel operation, among others.
  • these concepts generally require specialized new hardware and complex calibrations, which can make the technology prohibitively expensive.
  • an operating region 120 for a naturally-aspirated, throttle-controlled, spark-ignition combustion engine which both covers the HCCI operating region 110 and extends to higher and lower engine loads.
  • a desirable attribute of SI operation is its large operating range, which meets the varying torque and speed demands encountered in typical motor vehicle operation.
  • Undesirable aspects of SI operation include a requirement for a three-way catalyst (TWC) aftertreatment system to reduce noxious emissions and relatively low efficiency as compared to HCCI operation.
  • TWC three-way catalyst
  • the current invention provides for mixed mode operation, mixing SI (or some other type of working cycle) and HCCI (or some other type of LTGC working cycle) operation dynamically, in some cases on a working cycle by working cycle basis, to provide a requested engine output torque at high fuel efficiency over a larger operating range than can be achieved using HCCI alone.
  • FIG. 2 shows representative intake and exhaust valve lift profiles for SI and HCCI operation.
  • HCCI operation is maintained by recompression and re-expansion of trapped exhaust gases.
  • Valve lift profiles 202 and 204 illustrate the exhaust and intake valve profiles, respectively, associated with a SI working cycle.
  • Valve lift profile 212 and 214 illustrate the exhaust and intake valve profiles, respectively, associated with a HCCI working cycle.
  • the valves In the SI working cycle the valves have a higher lift profile and stay open longer than in the HCCI working cycle.
  • both the intake and exhaust valves are typically open at 0 degrees of crank angle, corresponding to a top dead center (TDC) position of a piston in a cylinder (or more generally working chamber).
  • TDC top dead center
  • the exhaust valve closes very early to retain large amounts of hot residuals, which help promote auto-ignition for HCCI combustion.
  • the intake valve opens late resulting in negative valve overlap in HCCI operation, in contrast to positive valve overlap in SI operation.
  • the trapped exhaust gas is re-compressed and then re-expanded, acting as a gas spring.
  • the recompression and re-expansion regions may be generally symmetric around TDC to minimize pumping losses.
  • the intake and exhaust valve timing may be controlled independently, that is the phase of the intake and exhaust valve opening and closing can be independently adjusted using a cam phaser.
  • a working chamber may be shifted between SI and HCCI operation by using a different cam profile, resulting in a different, non-zero valve lift profile for the two types of working cycles. It should be appreciated that the air charge associated with a SI and HCCI working cycle is generally different because of exhaust gas entrapment in the cylinder during portions of the exhaust and intake strokes when operating in HCCI.
  • FIG. 3 shows another HCCI control strategy called “rebreathing”.
  • the valve profiles 202 and 204 associated with spark ignition operation are as shown in FIG. 2 .
  • the exhaust valve vents in the exhaust stroke as it does during SI operation, profile 202 .
  • the exhaust valve again opens following profile 312 .
  • Re-opening the exhaust valve during the intake stroke inducts hot exhaust gases into the cylinder, which help promote auto-ignition for HCCI combustion.
  • both the intake and exhaust valve timing may be phased independently to provide precise control over gases flowing into and out of the cylinder.
  • the air charge associated with SI and HCCI with rebreathing are generally different because of induction of exhaust gases into the cylinder during the intake stroke during HCCI operation.
  • the present invention may use HCCI with recompression or HCCI with rebreathing or may operate with both control strategies.
  • excess oxygen in the exhaust stream may be minimized or eliminated by employing high levels of residual dilution of the cylinder charge and/or using an external exhaust gas recirculation system that introduces exhaust gases into an intake manifold that supplies air to the engine's cylinders. That is, the composition of the cylinder charge may be controlled so that the exhaust gases have little or no residual oxygen.
  • a three-way catalyst may be used to reduce noxious emissions in the exhaust stream coming from SI firings that may be interleaved with the HCCI firings.
  • FIG. 4 shows representative specific fuel consumption for SI and HCCI operation within their respective operating ranges.
  • Curve 402 depicts the specific fuel consumption for SI operation over its entire load range.
  • Curve 404 depicts the specific fuel consumption over a typical load range for HCCI operation. Over this operating range the fuel efficiency benefits of HCCI operation are denoted by area 406 .
  • the engine operated in HCCI mode when it is in that operating range and operated in SI mode when the engine load is above or below the HCCI range. There was a discrete switch in engine operating mode between SI and HCCI operation at both the low and high load HCCI limits.
  • the fuel efficiency gains were limited by the relatively narrow HCCI operating window.
  • the SI load curve 402 does not extend to zero load, where by definition the specific fuel consumption asymptotically approaches infinity; however, in practice an SI engine can operate stably under zero and low load conditions by heavy throttling of the air intake.
  • multi-level dynamic skip fire contemplates the use of one or more intermediate (lower) firing state(s) such that different interspersed fired working cycles may produce different torque outputs.
  • the output of an intermediate firing may be on the order of 60 to 80% of a full firing charge.
  • a firing opportunity may be executed in three different states; a high charge fire, a low charge fire, or a skip, which provides finer control over the engine torque waveform than standard DSF, that does not have multiple discrete firing levels.
  • One potential advantage of using mDSF or more generally dynamic firing level modulation is the potential to attain better fuel efficiency.
  • the lower or intermediate output working cycles should operate more efficiently than the higher output working cycles.
  • working cycles with higher efficiency include an Atkinson cycle or Miller over-expanded cycle.
  • EIVC early intake valve closing
  • LIVC late intake valve closing
  • FTP federal test protocol
  • Dynamic charge compression ignition is an extension of mDSF.
  • DCCI Dynamic charge compression ignition
  • at least one mDSF firing level operates with a low temperature gasoline combustion working cycle, such as HCCI.
  • HCCI is an ideal candidate for the low level or partial charge, since it is naturally restricted to lower loads. Due to the significantly higher efficiency of HCCI working cycles, the potential fuel economy gains of DCCI are significant.
  • FIG. 5 shows an expanded low load, high efficiency operating region using low-load dynamic charge compression ignition (DCCI).
  • DCCI By using DCCI, HCCI operation can be extended into the region 520 , which includes zero load, without special control strategies to maintain combustion stability.
  • the requested engine torque could be obtained by an engine controller specifying a firing density of HCCI firings mixed with skipped firing opportunities to deliver the requested torque.
  • the HCCI firings may be evenly distributed using a sigma-delta controller or some other control strategy as described in incorporated U.S. Pat. No. 9,399,964 and some of the other previously cited Applicant's prior patents.
  • the skipped working cycles may either deactivate the cylinder, so that no air is pumped through the cylinder, or simply skip fueling the cylinder while still pumping air. The latter strategy does not require valve deactivation hardware and thus may be less costly to implement. Since the working cycles are either skipped or use low temperature combustion, no special aftertreatment may be required in some embodiments.
  • the engine controller may vary the charge associated with the HCCI firing and the firing density to maximize fuel efficiency and obtain acceptable noise, vibration, and harshness (NVH) performance.
  • An operating point that may be enabled by DCCI operation is engine idle, which generally occurs at engine speeds near 800 rpm and requires no output engine torque. Running all cylinders in HCCI mode produces more torque than required for idle without using special and potentially inefficient combustion control strategies. Using DCCI allows some cylinders to operate in an efficient HCCI regime, while other cylinders are skipped, so that the overall engine torque matches idle requirements.
  • FIG. 6 shows an efficiency benefit of low-load DCCI operation.
  • the region 406 is the same as shown in FIG. 4 , which illustrates the benefit of dual-mode, SI/HCCI operation.
  • region 604 lying between the HCCI and DCCI curve.
  • region 604 extends to zero load and offers fuel savings over SI operation in the load range below the pure HCCI operating load range.
  • the engine control may revert to all-cylinder, SI operation for loads greater than the high load HCCI boundary. Operation in low-load DCCI generates little or no noxious emissions and thus no aftertreatment system is required while operating in this mode.
  • a conventional three-way catalyst can clean up the exhaust gases when some or all cylinders are operating in SI mode, which may occur for loads above the HCCI load range. Rebalancing of the oxidation/reduction balance in the three-way catalyst, by running with a rich air/fuel ratio or injecting hydrocarbons into the catalyst, may be required when transitioning to SI operation.
  • FIG. 7 shows an expanded high-efficiency operating range enabled by full DCCI, including the mid-high load region 702 .
  • full DCCI would switch between SI working cycles, HCCI working cycles, and potentially skipped working cycles.
  • the SI working cycles would potentially generate high NO x emissions and aftertreatment would be required in this operating region.
  • a special aftertreatment system capable of removing NOx in a lean exhaust stream may be required.
  • the HCCI working cycles may operate with high dilution levels near a stoichiometric air/fuel ratio and thus a standard three-way catalyst may be used.
  • FIG. 8 shows the specific fuel consumption benefit associated with operating DCCI in the mid-high load region 702 .
  • Region 804 lying between the SI curve and DCCI curve in the load region above the HCCI operation limit denotes the fuel economy gain associated with this mode of operation.
  • DCCI blends standard SI, HCCI, and potentially cylinder skips to provide extended regions of high efficiency operation and a smooth SI-HCCI mode transition. Operation in the low load region for loads in and smaller than the HCCI load range may be as described before relative to FIGS. 5 and 6 . Loads in this region may also be obtained by mixing SI, HCCI, and skipped working cycles. This may be advantageous if the resulting firing pattern provides improved fuel efficiency with acceptable NVH as compared to HCCI only operation.
  • Modeling indicates that full DCCI can potentially double the fuel efficiency benefit of mDSF using a Miller or Atkinson cycle as the low-level firing relative to standard DSF for a 2.0-L, 4-cylinder engine operated over a representative drive cycle.
  • Full DCCI may employ HCCI over a relative narrow operating range, the base range 110 shown in FIG. 1 or an even smaller range, where HCCI operates robustly with minimal changes in engine hardware. Its implementation cost can be significantly lower than other advanced combustion strategies currently under investigation.
  • Aftertreatment with a conventional three-way catalyst could be a challenge if running mixed mode HCCI/SI where the combined exhaust stream will likely be fuel-lean.
  • Some embodiments may utilize a NO x trap or selective catalyst reduction to reduce NOx emissions in an oxygen rich exhaust.
  • HCCI may be operated over a more limited range with appropriate exhaust gas dilution such that excess oxygen levels in the exhaust stream are minimized. In either case a DCCI system provides a cost effective path to improve fuel economy.
  • FIG. 9 shows operating ranges for two distinct LTGC operating regions.
  • the mid-low load region, LTGC # 1 is denoted as region 910 .
  • the mid-high load region, LTGC # 2 is denoted as region 920 .
  • HCCI is a subset of LTGC and could correspond to LTGC # 1 , region 910 .
  • Other types of low temperature gasoline combustion working cycles may operate in the mid-high load region 920 . These cycles include, but are not limited to, spark assisted compression ignition (SACI), partial premixed compression ignition (PPCI) and boosted HCCI. If the cycle is boosted, that is the air pressure in the intake manifold is above atmospheric pressure, the air pressure boost may be achieved using either a turbocharger or supercharger.
  • SACI spark assisted compression ignition
  • PPCI partial premixed compression ignition
  • Both LTGC # 1 and LTGC # 2 are only viable within certain constrained operating ranges, region 910 and 920 , respectively, and thus would not provide the full dynamic coverage required for motor vehicle operation.
  • the intermediate load region 930 may be covered.
  • the low load region 940 may be covered.
  • FIG. 10 shows representative specific fuel consumption of LTGC # 1 and LTGC # 2 working cycles.
  • Curve 1010 may be the specific fuel consumption versus load for HCCI operation.
  • Curve 1020 is the specific fuel consumption for some form of a LTCG working cycle that works at higher cylinder loads than curve 1010 . Both of these working cycles may provide significant benefits, such as improved fuel economy and lower NO x emissions, as compared to SI working cycle operation. There are regions where each of the working cycles alone cannot cover.
  • FIG. 11 shows DCCI being use to both expand the high efficiency LTGC # 1 region to zero load and also to bridge the gap between the two LTGC operating strategies shown in FIG. 10 .
  • Each cylinder could potentially switch between LTGC # 1 , LTGC # 2 and skipping based on the desired torque level.
  • FIG. 12 shows the DCCI fuel consumption benefit, which includes an expanded low load range and a bridged gap where originally there was no coverage.
  • Dynamic firing level modulation controllers suitable for determining which working cycles to skip, fire at a high output level, and fire at a lower or intermediate level during DCCI operation are described in U.S. Pat. Nos. 9,689,328; 9,476,373; 8,099,224 (each of which is incorporated herein by reference) and other of Applicant's patents and patent applications.
  • the firing level decisions are made on a firing opportunity by firing opportunity basis although, that is not a requirement.
  • the determination of a then current desired effective firing fraction and the determination of the appropriate firing level (e.g., high, low, skip, etc.) for the next determined working cycle are make on a firing opportunity by firing opportunity basis.
  • An advantage of firing opportunity by firing opportunity control is that it makes the engine very responsive to changed inputs and/or conditions.
  • firing opportunity by firing opportunity determination of the firing sequence is very effective, it should be appreciated that the firing decisions can be refreshed more slowly while still providing good control (e.g., the firing fraction/sequence determinations may be performed every revolution of the crankshaft, every two or more firing opportunities, etc.).
  • Low temperature combustion has an advantage of being more efficient than many other types of working cycles. It also has an advantage in producing near complete fuel oxidation and little NO x generation, such that no aftertreatment system is required in some cases.
  • the lean burn (e.g., base HCCI) operating mode is limited to a narrow torque (engine load) bandwidth 110 over a wide range of engine speeds.
  • Standard SI combustion is needed if the demanded torque is either above or below this range.
  • FIG. 5 shows an expanded lean burn (e.g., low load DCCI) region at low torque loads replacing standard SI combustion.
  • an air-fuel ratio greater than 1.0 can be used at lower normalized torque values than previously possible. As a result, improved fuel consumption is realized under low torque conditions.
  • a plot 1300 further illustrating the synergistic benefit of operating an internal combustion engine using both lean burn combustion and DSF is shown.
  • Net Specific Fuel Consumption (NSFC) values are provided along the vertical axis
  • NMEP normalized torque values
  • the plot 1300 has four curves.
  • Curve 1310 represents baseline operation of a stoichiometrically fueled engine operating on all cylinders. Torque generation is controlled by a throttle that can reduce air pressure in an intake manifold that feeds air into the engine reducing an inducted air charge.
  • Curve 1312 represents stoichiometric combustion with dynamic skip fire control.
  • Curve 1314 represents homogeneous, lean burn combustion on all engine cylinders. This curve coincides with curve 1310 in the low torque and high torque regions. Overlap occurs because at low torques the combustion needs to be stoichiometric to maintain combustion stability. At high torques, stoichiometric combustion is required to generate the necessary power. In the intervening region, between approximately 3 and 14 bar NMEP, operation with homogeneous lean burn combustion offers significant fuel savings as compared to stoichiometric operation.
  • Curve 1316 represents homogeneous, lean burn combustion with the dynamic skip fire control. This curve overlaps with curve 1314 , except for low torques below approximately 5 bar NMEP. Here the low torques are achieved by skipping firing opportunities, so combustion stability may be maintained on the firing cylinders.
  • Region 1302 illustrates the improved fuel efficiency obtained with stoichiometric combustion and DSF control as compared to all cylinder operation with stoichiometric combustion.
  • the region 1304 illustrates the improved fuel efficiency obtained with all cylinder homogeneous lean burn combustion as compared to all cylinder stoichiometric combustion.
  • the region 1306 illustrates the improved fuel efficiency obtained by DSF control with homogenous lean burn combustion as compared to stoichiometric. Combining DSF control with homogeneous lean burn combustion maximizes fuel economy for low torque outputs.
  • FIG. 14 a chart 1400 showing test results demonstrating improved exhaust temperature control is shown. Along the horizontal axis, upstream TWC temperatures are provided in Celsius (C) as measured by an exhaust gas temperature gauge. The vertical axis provides a range of consumed air-fuel mass values.
  • the medium shaded bars 1402 provide exhaust temperatures at various consumed air-fuel mass values for all cylinder homogeneous lean burn operation (denoted in the figure as Lean).
  • the light shaded bars 1404 provide exhaust temperatures at various consumed air-fuel mass values for homogeneous, lean burn combustion with DSF control (denoted in the figure as ⁇ DSF).
  • the dark shaded bars 1406 are provided where the bars 1402 , 1404 overlap.
  • the height of the dark shaded bar equals the medium shaded bar 1402 (i.e., the upstream TWC temperatures for ⁇ DSF is greater than all cylinder lean burn).
  • the medium shaded bar 1402 is higher than the dark shaded bar 1406
  • the height of the dark shaded bar 1406 equals the light shaded bar 1404 (e.g., the upstream TWC temperatures for all cylinder lean burn is greater than ⁇ DSF).
  • the chart 1400 thus shows the exhaust temperature distribution for ⁇ DSF is both narrower and higher than all cylinder operation, which generally improves aftertreatment system efficacy reducing harmful emissions.
  • Throttle-controlled, spark-ignition or “SI” combustion engines can operate over a wide range of high torque and engine speed demands. These engines may be either naturally aspirated or may be boosted with the inducted air above atmospheric pressure. SI type combustion engines can operate over this wide range at a stoichiometric air/fuel ratio. If operated with a stoichiometric air/fuel ratio a three-way catalytic converter type aftertreatment system may be used. For lean air/fuel stoichiometries, other types of aftertreatment systems are generally required. A limitation of three-way catalytic converter aftertreatments is that they require, on average, a stoichiometric air/fuel ratio and thus are limited to use with SI engines.
  • an internal combustion engine 2000 a first exhaust system 2020 with a first aftertreatment system 2002 and a second exhaust system 2022 with a second aftertreatment system 2004 is shown.
  • the internal combustion engine 2000 includes four (4) cylinders 2006 .
  • each of the four cylinders 2006 can be configured to either operate (a) in only a stoichiometric mode, (b) in only a lean burn mode, or (c) selectively in both stoichiometric and lean burn modes.
  • the second exhaust system 2022 Depending on a cylinder's configuration, it exhausts to either the first exhaust system 2020 , the second exhaust system 2022 , or both the first and second exhaust systems 2020 and 2022 .
  • the output of the two exhaust systems 2020 , 2020 exhaust to the atmosphere after the exhaust passes through either the first aftertreatment system 2002 or the second aftertreatment system 2004 respectively.
  • the outputs of the two exhaust systems 2020 and 2022 may be joined prior to reaching the atmosphere or may individually exhaust to the atmosphere as shown in FIG. 15 .
  • the stoichiometric modes may include conventional spark-ignited (SI) operation, and under certain operating conditions, LTGC operation as well.
  • SI spark-ignited
  • LTGC stoichiometric operation can be achieved by substituting large amounts of oxygen depleted exhaust or residual gasses, such as generated by Exhaust Gas Recirculation (EGR), instead of air into the cylinders.
  • EGR Exhaust Gas Recirculation
  • O 2 levels remain sufficiently low for TWC aftertreatment systems, making LTGC possible in the stoichiometric mode.
  • Otto, Miller and Atkinson are each examples of thermodynamic cycles that generally, although not exclusively, use stoichiometric SI combustion.
  • the lean burn modes may include HCCI operation, LTGC operation, GDCI operation, SACI operation, PPCI operation, and Diesel operation.
  • lean burn Diesel operation certain cylinders can be operated in a premixed and/or partially premixed burn, resulting in cleaner and more efficient operation at lower loads.
  • lean burn variations of Miller and Atkinson cycles are also considered examples of lean burn modes of operation.
  • some cylinders of an engine may be operating in a stoichiometric mode, while other cylinders are operating in a lean burn mode. Under other circumstances, some cylinders may be skipped as well.
  • FIG. 16 a table 1600 showing various non-exclusive embodiments of operating the four-cylinder internal combustion engine 2000 in various combinations of stoichiometric (“S”) and lean burn (“L”) modes is illustrated. Each embodiment is designated A through E in the left column. Within the row for each embodiment, the “S” or “L” mode of operation for each of the four cylinders (CYL 1, CYL 2, CYL 3 and CYL 4) is provided. For instance:
  • the four cylinders CYL 1, CYL 2, CYL 3 and CYL 4 are designated to operate in the L, S, S and L modes respectfully;
  • the four cylinders CYL 1, CYL 2, CYL 3 and CYL 4 are designated to operate in the S, S+L, S+L and S modes respectfully;
  • the four cylinders CYL 1, CYL 2, CYL 3 and CYL 4 are designated to operate in the S+L, S+L, S+L and S+L modes respectfully;
  • the four cylinders CYL 1, CYL 2, CYL 3 and CYL 4 are designated to operate in the S+L, S, S and S+L modes respectfully;
  • the four cylinders CYL 1, CYL 2, CYL 3 and CYL 4 are designated to operate in the L+S, L, L and L+S modes respectfully.
  • the cylinders are organized into two groups; one for stoichiometric operation only and the other for lean burn operation only (e.g., embodiment A).
  • all the cylinders can operate in both the stoichiometric and lean burn modes (e.g., embodiment C).
  • the cylinders are organized into one group of cylinders operating in a specific mode (lean burn or stoichiometric) and the other group capable of operating in both modes (e.g., embodiments B, D, and E).
  • FIG. 16 is merely illustrative and should be in no way considered limiting.
  • any possible combination of stoichiometric and lean burn operation may be used by an internal combustion engine, regardless of the number of cylinders.
  • one or more cylinders can be configured to operate in (a) only the stoichiometric mode, (b) only the lean burn mode or (c) both modes.
  • the number of possible combinations are too numerous to exhaustively list herein.
  • FIG. 17 a drawing 1700 illustrating an engine controller 2102 selectively coupling the exhaust of a representative cylinder 2006 of the internal combustion engine 2000 is shown. Similar to many of the embodiments of FIG. 16 , the one cylinder 2006 is capable of operation in either a stoichiometric mode or a lean burn mode.
  • the cylinder 2006 includes two exhaust valves 2104 A and 2104 B.
  • the first exhaust valve 2104 A when opened, provides a passageway to the first exhaust system 2020 , which directs exhaust gases thru first aftertreatment system 2002 .
  • the second exhaust valve 2104 B when opened, provides a passageway to the second exhaust system 2022 , which directs exhaust gases thru second aftertreatment system 2004 .
  • the first aftertreatment system 2002 is configured for a first mode of operation.
  • the second aftertreatment system 2004 is configured for a second mode of operation.
  • the first aftertreatment system 2002 may be optimized for stoichiometric operation, while the second aftertreatment system 2004 may be optimized for lean burn operation.
  • the first aftertreatment system 2002 may be configured for stoichiometric operation and the second aftertreatment system 2004 configured for both stoichiometric and lean burn operation.
  • the engine controller 2102 controls the two exhaust valves 2104 A and 2104 B of each of the cylinders 2006 .
  • the engine controller 2102 opens its exhaust valve 2104 A, while closing the exhaust valve 2104 B.
  • combustion gases and any combustion particulates are provided a pathway to and exhausted through the first aftertreatment system 2002 .
  • the engine controller 2102 opens the exhaust valve 2104 B, while closing the exhaust valve 2104 A.
  • combustion gases and any combustion particulates pass and are exhausted through the second aftertreatment system 2004 .
  • FIG. 17 shows all cylinders capable of exhausting into both exhaust systems, but this is not a requirement.
  • certain cylinders may be capable of operating only in either only the stoichiometric or lean burn mode and thus exhaust only into the appropriate exhaust system for that combustion mode. In these cases, only a single exhaust valve is required; however, it still may be advantageous to provide two exhaust valves that exhaust into a common aftertreatment system.
  • a diagram 1800 shows additional detail of an embodiment of an engine with two distinct aftertreatment systems.
  • the first aftertreatment system 2002 may be configured for operation with exhaust products from nominally stoichiometric combustion, while the second aftertreatment system 2004 is nominally used for both stoichiometric and lean burn combustion.
  • the first aftertreatment system 2002 includes an optional light-off catalytic system 2110 , a TWC 2106 , and an optional particulate filter 2112 .
  • the second aftertreatment system 2004 may be configured for both lean burn combustion and stoichiometric combustion, including: (a) an optional light off catalytic converter system 2110 ( b ) a TWC 2106 ( c ) an oxidizing catalyst 2114 ( d ) a NO x trap and/or a Selective Catalytic Reduction (SCR) system, (e) a particulate filter or any combination of (a) through (e). Not all the elements (a) thru (e) are necessary in the aftertreatment system.
  • the second aftertreatment system only accepts combustion exhaust gases from LTGC, little NO x will be generated and a NO x trap and SCR may not be necessary. In fact, in some situations no aftertreatment elements may be needed in the second exhaust system 2022 . It should be appreciated that the size and make-up of the various elements in the first and second aftertreatment systems may be different. For example, the TWC 2106 may be a different size in the first and second aftertreatment system.
  • the optional light-off catalytic converter 2110 may be provided, upstream from other aftertreatment system elements in close proximity to the internal combustion engine 2000 . Since the light-off catalytic converter 2110 is in close proximity to the engine 2000 , it heats up quickly after a cold start. As a result, the light-off catalytic converter 2110 is able to convert harmful exhaust gases into more benign gases following a cold start sooner than other aftertreatment elements.
  • the light-off catalytic converter 2110 is typically smaller and has insufficient conversion capacity for sustained operation. As a result, the other aftertreatment elements handle the majority of exhaust gas conversion once the engine and exhaust system heat up.
  • the optional particulate filter 2112 is provided to remove harmful particulates, such as soot, resulting as a byproduct of fuel combustion.
  • the particulate filter may be a wall flow filter, a silicon carbide filter, a ceramic fiber filter, a metal fiber flow through filter, a paper filter, or any other type of filter suitable for removing particulates.
  • the resulting cylinder exhaust will include relatively high levels of oxygen (O 2 ).
  • Conventional TWCs used for stoichiometric operation do not function very well in converting nitrogen oxides to nitrogen in the presence of high levels of oxygen, since they rapidly become saturated with oxygen and will no longer reduce NO x .
  • a NO x trap or SCR is used in the second aftertreatment system 2004 to reduce NO x levels.
  • FIG. 18 shows the first aftertreatment system 2002 as configured for stoichiometric combustion and the second aftertreatment system 2004 configured for both stoichiometric and lean burn combustion it should be appreciated that other configurations are possible.
  • the second aftertreatment system 2004 may be configured solely for lean burn combustion. In this case the TWC 2106 may be removed.
  • FIG. 19 a flow diagram 1900 illustrating steps implemented by the engine controller 2102 for operating an internal combustion engine with two aftertreatment system is illustrated.
  • step 1902 the engine controller 2102 selects the next cylinder in the firing order of the internal combustion engine 2000 .
  • decision step 1904 the engine controller 2102 makes a decision to fire or not fire the next cylinder prior to the start of the next working cycle for the cylinder.
  • the decision may be made on a firing opportunity by firing opportunity basis, although this is not a requirement.
  • the flow chart returns to start and the next cylinder in the firing order is selected in step 1902 .
  • decision step 1906 either stoichiometric or lean burn operation is selected.
  • the engine controller 2102 can use a wide range of factors, such as the current engine load or torque, engine speed, etc. Also, if some cylinders cannot operate in all modes, such as cases A, B, D, and E in table 1600 (see FIG. 16 ), then the decision taken must be compatible with the selected working cycle mode, i.e. stoichiometric burn or lean burn.
  • step 1906 If the decision in step 1906 is a stoichiometric fire, then the flow chart 1900 proceeds to step 1908 .
  • steps 1908 and 1910 the engine controller 2102 operates the cylinder in the stoichiometric mode and opens exhaust valve 2104 A during the exhaust stroke of the working cycle, while the other exhaust valve 2104 B is closed. As a result, the exhaust is pass through the first aftertreatment system 2002 (see FIG. 18 ).
  • step 1906 if the decision in step 1906 is a lean burn fire, then the flow chart 1900 proceeds to step 1912 .
  • the engine controller 2102 operates the cylinder in the lean burn mode and opens exhaust valve 2104 B during the exhaust stroke of the working cycle, while the other valve 2104 A is closed. As a result, the exhaust is pass through the second aftertreatment system 2004 as depicted in the FIG. 18 embodiment.
  • any of the control operations described herein may be implemented using executable computer code stored in a suitable computer readable medium. The operations are carried out when a processor executes the computer code.
  • the computer code may be incorporated in an engine controller that executes dynamic firing level modulation engine operation.
  • the invention has been described primarily in the context of gasoline powered, 4-stroke piston engines suitable for use in motor vehicles. However, it should be appreciated that the described methods and apparatus are very well suited for use in a wide variety of internal combustion engines. These include engines for virtually any type of vehicle—including cars, trucks, boats, aircraft, motorcycles, scooters, etc.; and virtually any other application that involves the firing of working chambers and utilizes an internal combustion engine.
  • thermodynamic cycles including virtually any type of Otto cycle engines, Miller cycle engines, Atkinson cycle engines, Diesel cycle engines, Wankel engines and other types of rotary engines, hybrid engines, radial engines, etc. It is also believed that the described approaches will work well with newly developed internal combustion engines regardless of whether they operate utilizing currently known, or later developed thermodynamic cycles.
  • the deactivation of a working chamber involves preventing the pumping of air through the skipped working chamber during one or more selected skipped working cycles.
  • a working chamber may be skipped or deactivated in a variety of ways.
  • a low pressure spring is formed in the working chamber i.e., after exhaust gases are released from the working chamber in a prior working cycle, neither the intake valves nor the exhaust valves are opened during a subsequent working cycle, thus forming a low pressure vacuum in the working chamber.
  • a high pressure spring is formed in the skipped working chamber i.e., air and/or exhaust gases are prevented from escaping the working chamber.
  • the working chamber may be deactivated in any suitable manner such that the working chamber contributes little or no net power during its power stroke.
  • control strategies described herein could be implemented with a fully flexible valve trains that is not dependent on a camshaft for valve event timing.
  • a cylinder may have multiple intake and/or exhaust valves and the control strategies may collectively control their motion.
  • the invention has generally been described as using gasoline as a fuel, many other types of fuel with gasoline-type combustion qualities may be used either singly, as a mixture, or in a dual fuel system with different fuels used on different types of working cycles.
  • Such fuels include, but are not limited to, hydrogen, ethanol, propanol, other alcohols, synthetic fuels, and natural gas. Therefore, the present embodiments should be considered illustrative and not restrictive and the invention is not to be limited to the details given herein.

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US10808672B2 (en) 2020-10-20
JP2020526697A (ja) 2020-08-31
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DE112018003420T5 (de) 2020-03-19
DE112018003420T8 (de) 2020-04-09

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