Coordination of secondary air and blow-through air delivery

Patent metadata

Field	Value
Publication number	US-9470183-B2
Application number	US-201414458198-A
Country	US
Kind code	B2
Filing date	Aug 12, 2014
Priority date	Aug 12, 2014
Publication date	Oct 18, 2016
Grant date	Oct 18, 2016

Abstract

Methods and systems are provided for controlling and coordinating secondary air injection and blow-through to reduce turbo lag. By utilizing secondary air injection prior to providing blow-through, and deactivating the secondary air pump when a desired boost pressure for blow-through is achieved, turbine spin-up to a desired speed may be expedited and initial torque output may be increased.

First claim

The invention claimed is:

1. A method comprising:
supplying compressed air through a throttle to an engine from a compressor driven by a turbine coupled to an exhaust of the engine; and
during tip-in of the throttle, reducing turbo-lag by delivering ambient air to the turbine during a first mode of operation and during a second mode of operation providing blow-through of a portion of the compressed air through the engine, without combustion, to the turbine.

2. The method of claim 1 , further comprising, a third mode of operation which concurrently includes the delivering ambient air to the turbine and the providing blow-through of a portion of the compressed air through the engine, without combustion, to the turbine.

3. The method of claim 1 , wherein the first mode of operation occurs when a pressure difference between air pressure downstream of the throttle and pressure of the exhaust is less than a first threshold.

4. The method of claim 1 , wherein the second mode of operation occurs when a pressure difference between air pressure downstream of the throttle and pressure of the exhaust exceeds a second threshold.

5. The method of claim 1 , wherein the ambient air is provided from an air pump coupled to the exhaust upstream of said turbine.

6. The method of claim 1 , wherein the blow-through is provided during valve overlap of a combustion chamber of the engine by opening an intake valve coupled to the combustion chamber before closing an exhaust valve coupled to the combustion chamber.

7. The method of claim 1 , wherein the first mode of operation continues until boost pressure from the compressor reaches a preselected amount.

8. The method of claim 1 , further comprising, during the first mode, adjusting a fuel injection amount based on an amount of ambient air delivered, during the second mode, adjusting the fuel injection amount based on an amount of blow-through provided, and during the third mode, adjusting the fuel injection amount based on the amount of ambient air and the amount of blow-through.

9. The method of claim 8 , wherein the amount of ambient air delivered is based on a desired turbine speed.

10. The method of claim 9 , further comprising, during the first mode adjusting a first spark timing, during the second mode adjusting a second spark timing, and during the third mode adjusting a third spark timing, wherein the first spark timing is less retarded than the third spark timing, and the third spark timing is less retarded than the second spark timing.

11. A method for an engine, comprising:
during a first condition, delivering a secondary air amount upstream of a turbine coupled to an exhaust of the engine via only a secondary air pump;
during a second condition, delivering the secondary air amount via the secondary air pump and delivering a blow-through air amount via a positive valve overlap of an intake valve and an exhaust valve of the engine; and
during a third condition, delivering only the blow-through air amount via the positive valve overlap.

12. The method of claim 11 , wherein the first condition comprises one or more of the following: an actual turbine speed less than a desired turbine speed, a difference between pressure in an intake manifold of the engine and pressure in an exhaust manifold of the engine less than a threshold pressure difference.

13. The method of claim 12 , wherein the second condition comprises one or more of the following: an actual turbine speed less than a desired turbine speed, a difference between the intake manifold pressure and the exhaust manifold pressure greater than the threshold pressure difference, and a boost pressure greater than a threshold boost pressure.

14. The method of claim 13 , wherein the third condition comprises one or more of the following: an actual turbine speed less than a desired turbine speed, a difference between the intake manifold pressure and the exhaust manifold pressure greater than the threshold pressure difference, the boost pressure greater than the threshold boost pressure, and the secondary air amount less than a threshold amount.

15. The method of claim 14 , further comprising adjusting a secondary air flow rate based on an amount of oxygen available for oxidation upstream of the turbine, and wherein the boost pressure is an intake manifold pressure.

16. The method of claim 15 , further comprising during the third condition, deactivating the secondary air pump to stop secondary air flow.

17. The method of claim 16 , further comprising deactivating the secondary air pump earlier with increasing altitude.

18. A method for an engine, comprising:
during tip-in of a throttle coupled to an intake manifold of the engine,
when a boost pressure from a compressor coupled to the intake manifold is less than a threshold boost pressure, operating the engine in a secondary air injection mode to provide a desired secondary air flow rate to a turbine coupled to an exhaust of the engine, the turbine driving the compressor; and
when the boost pressure is greater than the threshold boost pressure, operating the engine in a combination mode to provide blow-through of a portion of compressed air from the compressor to the turbine in addition to operating the engine in the secondary air injection mode;
wherein during the secondary air injection mode, the desired secondary air flow rate is based on a desired turbine speed; and
wherein during the combination mode, the secondary air flow rate is decreased and a blow-through amount is increased.

19. The method of claim 18 , further comprising when the secondary air flow rate is below a threshold flow rate, deactivating the secondary air injection mode and operating the engine in the blow-through mode, wherein deactivating the secondary air injection mode includes stopping a secondary air pump.

20. The method of claim 18 , further comprising, in response to a difference between the desired secondary air flow rate and an actual secondary air flow rate increasing above a threshold flow rate difference, and in response to the secondary air injection flow rate below a threshold flow rate, stopping secondary air injection and providing boosted air in the exhaust manifold via blow-through.

Assignees

• Ford Global Tech Llc

Inventors

• Leone Thomas G

Classifications

• F02D37/02

  one of the functions being ignition · CPC title

• F02M26/17

  in relation to the intake system · CPC title

• F02D23/02

  the engines being of fuel-injection type · CPC title

• F02D41/1448

  the characteristics being an exhaust gas pressure · CPC title

• F02D41/0007

  for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12) · CPC title