Patent Application
20140277975
The present application relates to adjusting engine operation in a bi-fuel vehicle using compressed natural gas.
Alternate fuels have been developed to mitigate the rising prices of conventional fuels and for reducing exhaust emissions. For example, natural gas has been recognized as an attractive alternative fuel. For automotive applications, natural gas may be compressed and stored as a gas in cylinders at high pressure. Various engine systems may be used with CNG fuels, utilizing various engine technologies and injection technologies that are adapted to the specific physical and chemical properties of CNG fuels. For example, mono-fuel engine systems may be configured to operate only with CNG while multi-fuel systems may be configured to operate with CNG and one or more other fuels, such as gasoline or gasoline blend liquid fuels. Engine control systems may operate such multi-fuels systems in various operating modes based on engine operating conditions.
One example multi-fuel system is described by Surnilla et al. in U.S. Pat. No. 7,703,435. Therein, an engine is configured to operate on CNG, gasoline, or a mixture of both. Fuel is selected for operating the engine during particular operating conditions based on the amount of fuel available in each fuel storage tank as well as based on the type and attributes of the available fuel. For example, vehicle mileage can be extended by selecting a particular fuel during high driver demand. As another example, engine emissions can be improved by reserving a particular fuel for engine starting conditions.
However the inventors herein have recognized that the approach of '435 may not leverage all the attributes of the available fuels. For example, the approach does not take into consideration the torque advantage of certain fuels and fuel combinations at particular speed-load conditions. For example, while CNG fuel generates less torque than gasoline at most engine speed-load conditions, at selected speed-load conditions, such as at low engine speed and high load, while the engine is hot (e.g., engine coolant temperature and engine air charge temperature is high), the peak torque output of CNG may be higher than gasoline. Likewise, there may be selected conditions, where co-fueling with CNG and gasoline provides a torque advantage over either fuel alone. During selected engine operating conditions, the area where CNG provides a torque advantage may also be an area where gasoline operation is knock limited. The inventors herein have recognized that during the selected conditions where CNG provides a torque advantage, a transmission shift schedule of the engine can be adjusted to improve vehicle performance. For example, vehicle performance can be improved by a method comprising selectively adjusting a transmission shift schedule in response to shifting engine operation with a first, liquid fuel to operating with only a second, gaseous fuel. By selectively adjusting the transmission shift schedule during conditions when injection of the gaseous fuel produces higher peak torque than injection of the liquid fuel, the responsiveness and fuel economy of a vehicle running on a gaseous fuel, such as CNG, is improved.
As an example, an engine may be configured to operate on a first, gaseous fuel, such as CNG, and a second, liquid fuel, such as gasoline. For example, the engine may receive CNG via port injection and gasoline via direct injection. Based on engine operating conditions, an engine cylinder may be injected with a variable ratio of the first fuel and the second fuel, while maintaining cylinder combustion at stoichiometry. This may include operating the engine with only gasoline injection during some conditions, only CNG injection during other conditions, and co-fueling with both fuels during still other conditions. During high load and low engine speed conditions (e.g., in the range of 1000-1500 rpm), when coolant and air charge temperatures are elevated, the engine may become knock limited if operating with any amount of gasoline. Knock limited fuels require spark retard which in turn reduces torque and increases brake specific fuel consumption. In one example, the peak torque output with only CNG injection may be 120% the peak torque output with only gasoline injection under the same conditions. In other words, during such conditions, shifting to engine operation with only CNG may provide a torque advantage. This higher torque output also enables the transmission shift schedule to be adjusted towards an earlier upshift and a later downshift. By advancing the upshift schedule and delaying the downshift schedule, the vehicle responsiveness when operating with CNG is improved, making the engine feel “torque-ier” when operating with CNG. In addition, the downshifting during CNG operation helps improve fuel economy by reducing the need to run rich or operate with spark retard. In particular, the octane of CNG reduces the spark retard required by high load operation with hot intake air and hot coolant temperature. Thus the engine produces more torque at a lower engine speed than gasoline. This provides the customer driveablity enhancement of high torque at low engine speed and lower fuel consumption. As a result, the need for spark retard (to address knock) is reduced, decreasing torque losses and power losses associated with the spark retard. As such, this improves fuel economy. Without the upshifting associated with gasoline operation, the brake specific fuel consumption (BSFC) is improved by lower engine speed and lower pumping losses.
In this way, a shift to CNG operation may be advantageously used in a multi-fuel system to take advantage of the high torque output of the fuel at selected engine operating conditions. The torque advantage of CNG usage at those conditions can also be leveraged to enable an earlier transmission upshift and a later transmission downshift. By adjusting the transmission shift schedule in response to a shift from gasoline usage to only CNG usage, vehicle responsiveness during CNG usage can be improved and made comparable to vehicle responsiveness during gasoline usage. Overall, engine performance and operator drive feel is improved.
It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.
Methods and systems are provided for adjusting a transmission shift schedule in a multi-fuel engine system, such as the system of
Engine 10 may be coupled to a transmission 30 having one or more transmission gears. An engine output torque may be transmitted to transmission 30 along a driveshaft via a torque converter. Transmission 30 may include a plurality of gears, or gear clutches 33, that may be engaged as needed to activate a plurality of fixed transmission gear ratios. Specifically, by adjusting the engagement of the plurality of gear clutches 33, the transmission may be shifted between a higher gear (that is, a gear with a lower gear ratio) and a lower gear (that is, a gear with a higher gear ratio). As such, the gear ratio difference enables a lower torque multiplication across the transmission when in the higher gear while enabling a higher torque multiplication across the transmission when in the lower gear. A controller may vary the transmission gear (e.g., upshift or downshift the transmission) to adjust an amount of torque conveyed across the transmission to vehicle wheels 36. For example, by upshifting the transmission from a lower transmission gear to a higher transmission gear (e.g., from a first gear to a second gear), an engine shaft output torque may be decreased. Likewise, by downshifting the transmission from a higher transmission gear to a lower transmission gear (e.g., from a second gear to a first gear), an engine shaft output torque may be increased. As elaborated herein, during selected conditions, the controller may vary a transmission shift schedule (including the upshift schedule and the downshift schedule) based on fuel usage to improve vehicle responsiveness.
Cylinder 14 can receive intake air via a series of intake air passages 142, 144, and 146. Intake air passage 146 can communicate with other cylinders of engine 10 in addition to cylinder 14. In some embodiments, one or more of the intake passages may include a boosting device such as a turbocharger or a supercharger. For example,
Exhaust passage 148 can receive exhaust gases from other cylinders of engine 10 in addition to cylinder 14. Exhaust gas sensor 128 is shown coupled to exhaust passage 148 upstream of emission control device 178. Sensor 128 may be any suitable sensor for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygen sensor or EGO (as depicted), a HEGO (heated EGO), a NOx, HC, or CO sensor. Emission control device 178 may be a three way catalyst (TWC), NOx trap, various other emission control devices, or combinations thereof. Engine 10 may include an exhaust gas recirculation (EGR) system indicated generally at 194. EGR system 194 may include an EGR cooler 196 disposed along the EGR conduit 198. Further, the EGR system may include an EGR valve 197 disposed along EGR conduit 198 to regulate the amount of exhaust gas recirculated to the intake manifold 144.
Each cylinder of engine 10 may include one or more intake valves and one or more exhaust valves. For example, cylinder 14 is shown including at least one intake poppet valve 150 and at least one exhaust poppet valve 156 located at an upper region of cylinder 14. In some embodiments, each cylinder of engine 10, including cylinder 14, may include at least two intake poppet valves and at least two exhaust poppet valves located at an upper region of the cylinder.
Intake valve 150 may be controlled by controller 12 via actuator 152. Similarly, exhaust valve 156 may be controlled by controller 12 via actuator 154. During some conditions, controller 12 may vary the signals provided to actuators 152 and 154 to control the opening and closing timing and/or lift amount of the respective intake and exhaust valves. The position of intake valve 150 and exhaust valve 156 may be determined by respective valve position sensors (not shown). The valve actuators may include electric valve actuation or cam actuation, or a combination thereof. In the example of cam actuation, each cam actuation system may include one or more cams and may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT) and/or variable valve lift (VVL) systems that may be operated by controller 12 to vary valve operation. For example, cylinder 14 may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and/or VCT. In other embodiments, the intake and exhaust valves may be controlled by a common valve actuator or actuation system, or a variable valve timing actuator or actuation system.
In some embodiments, each cylinder of engine 10 may include a spark plug 192 for initiating combustion. Ignition system 190 can provide an ignition spark to combustion chamber 14 via spark plug 192 in response to a spark advance signal SA from controller 12, under select operating modes. However, in some embodiments, spark plug 192 may be omitted, such as where engine 10 may initiate combustion by auto-ignition or by injection of fuel as may be the case with some diesel engines.
In some embodiments, each cylinder of engine 10 may be configured with one or more fuel injectors for providing fuel thereto. As a non-limiting example, cylinder 14 is shown including two fuel injectors 166 and 170. Fuel injector 166 is shown coupled directly to cylinder 14 for injecting fuel directly therein in proportion to the pulse width of signal FPW-1 received from controller 12 via electronic driver 168. In this manner, fuel injector 166 provides what is known as direct injection (hereafter referred to as “DI”) of fuel into combustion cylinder 14. While
Fuel injector 170 is shown arranged in intake passage 146, rather than in cylinder 14, in a configuration that provides what is known as port injection of fuel (hereafter referred to as “PFI”) into the intake port upstream of cylinder 14. Fuel injector 170 may inject fuel in proportion to the pulse width of signal FPW-2 received from controller 12 via electronic driver 171. Fuel may be delivered to fuel injector 170 by a second fuel system 173, which may be a high pressure fuel system, including a fuel tank, a fuel pump, and a fuel rail. In one example as shown in
It will be appreciated that while the depicted embodiment is configured to deliver one fuel via direct injection and another fuel via port injection, in still further embodiments, the engine system may include multiple port injectors wherein each of the gaseous fuel and the liquid fuel is delivered to a cylinder via port injection. Likewise, in other embodiments, the engine system may include multiple direct injectors wherein each of the gaseous fuel and the liquid fuel is delivered to a cylinder via direct injection.
The delivery of the different fuels may be referred to as a fuel type, such that the fuel type may be varied by injection relatively more or less of the liquid fuel compared with the gaseous fuel, or vice versa.
Controller 12 is shown in
As described above,
As elaborated herein with reference to
Each table lists details about engine speed-load regions in the first column. The next two columns depict a fueling approach including a fuel split between gasoline and CNG. The fourth column depicts an equivalence ratio (equivalence ratio is equal to the reciprocal of what is colloquially known in the field as lambda). The fifth column depicts a torque ratio, which is an indication of spark timing (1.0 being timing for best torque if the engine were not knock limited). The last column depicts a torque achieved relative to gasoline only. As such, this is an indication of a torque benefit or torque penalty achieved through the use of the corresponding fueling approach.
As can be seen by comparing tables 400 and 410, during conditions of low engine speed (in the range of 1000-1500 rpm) and high load, while an engine coolant temperature is elevated (e.g., hotter than a threshold temperature) and also while an air charge temperature is elevated (e.g., hotter than a threshold temperature), the conventional gasoline only fueling approach is knock limited (see torque ratio of 0.8 at table 410 which indicates that spark is retarded to provide 80% of available torque). In comparison, the use of CNG alone, or when co-fueled, is not knock limited (see torque ratio of 1.0 at tables 400 and 410 which indicates that spark is substantially at MBT).
During conditions of medium engine speed (in the range of 1500-3000 rpm) and high load, the co-fueling approach is not substantially different from the conventional CNG only fueling in spark control or torque production.
During conditions of a torque band (where engine speed is in the range of 3000-4500 rpm) and high load, as can be seen by comparing tables 400, 410, and 420, the co-fueling approach provides substantial torque benefits. Specifically, the conventional CNG only fueling approach has a relatively large torque penalty (see torque output of 75% relative to gasoline at table 420) while the conventional gasoline only fueling approach achieves the same exhaust cooling at the expense rich operation and spark retard (see torque ratio of 0.8 at table 410). The co-fueling approach uses a small amount of gasoline to meet the torque deficit while also allowing spark to be maintained at MBT. In addition, the co-fueling approach provides a 110% torque output relative to gasoline only, allowing combustion chamber temperature control to be achieved without affecting engine torque output.
During conditions of a power band (where engine speed is in the range of 4500-6000 rpm) and high load, as can be seen by comparing tables 400, 410, and 420, the conventional CNG only fueling approach provides minimal combustion chamber cooling at the expense of running at a rich limit of CNG (10% rich as indicated by equivalence ratio of 1.10 at table 420) while incurring a torque penalty (see torque output of 90% relative to gasoline at table 420). The conventional gasoline only fueling approach achieves the same exhaust cooling at the expense of running 30% rich (see equivalence ratio of 1.30 at table 410) and at the expense of spark retard (see torque ratio of 0.8 at table 410). The co-fueling approach uses a small amount of gasoline at a smaller amount of richness, in addition to the CNG, to operate at MBT and thus restore full power. That is, no torque penalty is incurred with the small gasoline consumption.
During conditions of a power band (where engine speed is in the range of 4500-6000 rpm) and high load, and when the catalyst needs to be protected, as can be seen by comparing tables 400, 410, and 420, the co-fueling approach again provides substantial torque benefits. Specifically, the conventional CNG only fueling approach provides exhaust cooling at the expense of running at a lean limit of CNG (30% lean as indicated by equivalence ratio of 0.70 at table 420) while incurring a torque penalty (see torque output of 70% relative to gasoline at table 420). The conventional gasoline only fueling approach achieves the same exhaust cooling at the expense of running 30% rich (see equivalence ratio of 1.30 at table 410) and at the expense of spark retard (see torque ratio of 0.8 at table 410). The co-fueling approach uses a small amount of gasoline at a smaller amount of richness, in addition to the CNG, to restore full power, while maintaining spark at MBT. That is, no torque penalty is incurred with the small gasoline consumption.
The inventors herein have recognized that the extra torque output through the CNG-only fueling approach can be leveraged at the low engine speed-high engine load-high aircharge temperature conditions to advance a transmission upshift schedule and/or delay a transmission downshift schedule, relative to the transmission shift schedules with gasoline usage only. In doing so, the vehicle responsiveness can be improved. Specifically, an engine operating on CNG may be made “torque-ier” and the “torkyness” of the engine may be made comparable to gasoline usage. The shift schedule which is designed to reduce engine speed also results in a fuel economy. As such, using CNG over gasoline in co-fueling conserves gasoline, which is the higher-priced of the fuels.
An example adjustment of a transmission shift schedule is shown at map 500 of
As can be seen by comparing plots 502 and 504, when operating with gasoline, a transmission shift from the transmission first gear (1) to the second gear (2) may be effected after a vehicle speed of 20 mph while the same transmission shift may be effected just before 20 mph when operating the engine with CNG. As such, at higher transmission gears, the upshift can be effected progressively earlier. In other words, a difference between a time (or vehicle speed) at which a transmission fourth gear is shifted to a transmission fifth gear when operating with gasoline relative to when operating with CNG may be larger than the difference in time (or vehicle speed) at which a transmission first gear is shifted to a transmission second gear when operating with gasoline relative to when operating with CNG. Likewise, at higher transmission gears, a downshift can be effected progressively later when operating with CNG, as compared to when operating with gasoline. In addition, given equal vehicle acceleration, plot 504 has lower engine speed than plot 502 and thus it is more pleasing to the vehicle operator. In particular, the vehicle operator would rate that engine as having more torque than the other. Further, the lower engine speed results in better fuel economy due to the reduced friction power expended at the lower engine speeds.
In this way, the system of
Now turning to
At 202, the routine includes estimating and/or measuring engine operating conditions. These may include, for example, engine speed, engine temperature, exhaust catalyst temperature, boost level, MAP, MAF, etc. At 204, the nature and availability of fuels in the fuel tanks of the multi-fuel engine system may be determined. For example, output of fuel tank fuel level sensors may be used to estimate the availability of fuel in each fuel tank. As another example, it may be determined whether the gaseous fuel available is CNG, LPG, hydrogen, etc. As yet another example, the alcohol content of the liquid fuel may be estimated so as to determine the composition of the liquid fuel available (e.g., whether the liquid fuel is E10, E50, E85, M85, etc.).
At 206, based on the estimated engine operating conditions and the determined availability of fuels in the engine's fuel systems, a fuel injection profile may be determined. Specifically, the fuel injection profile may include an amount of a first, liquid fuel (such as gasoline) and/or an amount of a second, gaseous fuel (such as CNG) that is injected into an engine cylinder so as to operate the cylinder at stoichiometry (or an alternate desired air-fuel ratio). The selection of which fuel to use may be based on factors such as availability of the fuel (e.g., fuel level in the fuel tank), torque output provided by the fuel at the given operating conditions, charge cooling effects of the fuel, etc. In one example, the engine may be operated with injection of only the first, liquid fuel. Herein, the first liquid fuel may be delivered to the cylinder as a direct injection with airflow adjusted based on the fuel injection to meet the operator torque demand while providing a desired combustion air-fuel ratio in the engine cylinder (e.g., at stoichiometry, richer than stoichiometry or leaner than stoichiometry). In still another example, the engine cylinder may be co-fueled with at least some of the first liquid fuel direct injected and at least some of the second gaseous fuel port injected into the cylinder. At least some liquid fuel may be used during conditions when the peak torque output by the first liquid fuel is higher than the second gaseous fuel. In another example, the engine may be operated with port injection of only the second, gaseous fuel. The relative amounts of the first and second fuel injected into the engine may also be adjusted based on, for example, engine speed-load conditions. For example, as discussed with reference to the tables of
In the depicted example, the first liquid fuel is gasoline and the second gaseous fuel is CNG. However, it will be appreciated that other fuel combinations may be possible. For example, the liquid fuel may alternatively be a gasoline ethanol blend such as E10 or E85.
At 208, it may be determined if under the given operating conditions, the peak torque output by the engine while operating with gasoline (TQgas) is higher than the peak torque output by the engine while operating with CNG (TQcng). If yes, then at 210, the routine includes using a fuel injection profile that uses at least some gasoline. For example, only an amount of the liquid gasoline fuel may be injected into the cylinder. Alternatively, a first amount of liquid gasoline fuel and a second amount of gaseous CNG fuel may be injected into the cylinder. As such, during conditions when peak torque generated with injection of the second fuel is lower than peak torque generated with injection of the first fuel, the engine is not operated with only the second fuel.
At 212, during conditions where the engine is operated with only the first fuel or each of the first fuel and the second fuel, the routine includes maintaining a transmission shift schedule. For example, the engine may be operated with a first transmission shift schedule (e.g., a scheduled based on gasoline usage) when operating with at least some liquid fuel.
If the peak torque output by the engine while operating with gasoline is not higher than the peak torque output by the engine while operating with CNG, then at 214, it may be confirmed that the peak torque output by the engine while operating with CNG is higher than the peak torque output by the engine while operating with gasoline. If yes, at 216, during the selected condition when peak torque generated with injection of the second fuel is higher than peak torque generated with injection of the first fuel, the routine includes selectively injecting only the gaseous fuel into the engine cylinder. The selected condition may include engine speed being lower than a threshold speed (e.g., engine speed in the range of 1000-1500 rpm), engine load being higher than a threshold load (e.g., engine load where MAP is at or around BP), and aircharge temperature being above a threshold temperature. During such conditions, by shifting to use of only a gaseous fuel, a torque advantage is achieved. In one example, by using only CNG during these conditions, 120% more peak torque may be output than when using gasoline alone. Furthermore, since gasoline operation during these conditions can lead to an increased propensity for abnormal combustion events such as knocking and misfire, as well as engine materials damage, by shifting to use of the gaseous CNG fuel, the octane of CNG is used to improve the engine's knock limit.
At 218, in addition to adjusting the injection profile, the routine includes selectively changing the transmission shift schedule based on a change in fuel injection from injection of the first fuel to injection of second fuel. For example, the transmission schedule may be shifted from a first transmission shift schedule based on gasoline usage to a second, different transmission shift schedule based on CNG usage. As such, adjusting the transmission shift schedule includes adjusting each of a transmission upshift schedule and a transmission downshift schedule. The adjusting may include, as elaborated with reference to
In still other examples, the schedule may be adjusted based on how much higher the peak torque output is when injecting the second gaseous fuel as compared to the peak torque output when injecting the first liquid fuel. Further still, the controller may use a map, such as the map of
While the routine of
In one example, during a first condition, while operating the engine with only a liquid fuel to provide higher peak torque, a transmission may be upshifted at a first speed and downshifted at a second speed. In comparison, during a second condition, while operating the engine with only a gaseous fuel to provide higher peak torque, the transmission may be upshifted at a third speed, earlier than the first speed and downshifted at a fourth speed, later than the second speed. The first condition may include engine speed being higher than a threshold speed, engine load being higher than a threshold load, and aircharge temperature (or exhaust temperature) being lower than a threshold temperature, while the second condition may include engine speed being lower than the threshold speed, engine load being higher than the threshold load, and aircharge temperature (or exhaust temperature) being higher than the threshold temperature. The liquid fuel may include gasoline or a gasoline-alcohol blend, and the gaseous fuel may include CNG. Herein, during the first condition, the peak torque generated with injection of the first fuel may be higher than peak torque generated with injection of the second fuel, while during the second condition, the peak torque generated with injection of the second fuel may be higher than peak torque generated with injection of the first fuel.
While the routine of
Turning to
Prior to t1, the engine may be operating with a first amount of the first, liquid fuel, herein gasoline (plot 602), and a second amount of the second gaseous fuel, herein CNG (plot 604), to meet engine torque demands. As such, prior to t1, engine speed may be higher than a threshold speed 612 (plot 610) while engine load (not shown) is also high. In addition, the transmission may be at a first gear (plot 608). The first gear may be a first, lower gear such as a transmission first gear or a transmission second gear. Also, prior to t1, the exhaust temperature may be below a threshold temperature 605 (plot 606).
Shortly before t1, due to a change in operating conditions, engine speed may decrease such that at t1, the engine speed is at or below threshold speed 612. As such, the engine speed may be in a low speed range while engine load (not shown) remains high. Also before t1, the exhaust temperature may start to rise. While the exhaust temperature remains below threshold temperature 605 at t1, between t1 and t2, the temperature may rise and at t2, while engine speed remains below threshold speed 612 and while engine load remains high, exhaust temperature may rise above threshold temperature 605.
As such, at the selected conditions existing at t2 (low engine speed, high engine load, elevated exhaust temperature), engine operation with gasoline injection may become knock limited. In addition, at the selected conditions, CNG injection may provide a higher peak torque output relative to gasoline usage. Thus, at t2, a fuel injection profile may be adjusted to reduce the gasoline usage (to no gasoline usage) and increase the CNG usage (to only CNG usage) to meet torque demand. In addition, the higher torque output achieved with the CNG injection is leveraged to upshift the transmission from the first, lower gear to a second, higher gear at t2 itself. Herein, the second gear is a transmission gear that is higher than the first gear, such as a transmission second gear, third gear, etc.
In response to the transmission upshift, engine speed may increase shortly after t2. Between t2 and t3, due to a change in operating conditions, engine speed may continue to rise until at t3, engine speed is at or above threshold speed 612. In addition, between t2 and t3, exhaust temperatures may gradually decrease until at t3, exhaust temperature is at or below threshold temperature 605. At t3, when engine speed is higher (while engine load remains high), and while exhaust temperatures are lower, the torque advantage provided by CNG usage may cease to exist. Rather, further CNG usage may lead to a reduced peak torque output. Thus, at t3, injection of gasoline may be increased while injection of CNG is decreased. In one example, the engine may shift to only gasoline usage. Alternatively, the engine may shift to a co-fueling approach where both gasoline and CNG are injected into the same cylinder for combustion during the same combustion event.
Herein, the higher torque output of the CNG only fuel injection is advantageously used to provide an earlier transmission upshift (at t2) than would otherwise have been possible with gasoline usage. For example, if gasoline were used, a transmission upshift would have been enabled between t2 and t3, as shown by segment 609 (dashed line). By advancing the transmission upshift, various advantages are achieved. First, fuel economy is improved. Second, the octane of CNG improves the engine's knock limit. Finally, the engine's responsiveness is improved. In particular, the engine is revved up, rendering the engine more “torque-ier” when operating with CNG, and comparable to the responsiveness achieved with gasoline usage.
While not depicted, it will be appreciated that when operating with only CNG, the higher torque output can be similarly leveraged to provide a later downshift than would be possible with gasoline usage.
In one example, an engine system comprises an engine including a cylinder, a first direct injector configured to direct inject a first, liquid fuel into the cylinder, a second port injector configured to port inject a second, gaseous fuel into the cylinder, and a transmission including one or more transmission gears. An engine controller may be configured with computer readable instructions for, during conditions when injection of the second fuel provides higher peak torque than injection of the first fuel, selectively injecting only the second fuel and adjusting a transmission shift schedule. In addition, during conditions when injection of the first fuel provides higher peak torque than injection of the second fuel, the controller may inject an amount of the first fuel and maintaining the transmission shift schedule. Herein, injecting an amount of the first fuel includes injecting only the amount of the first fuel (that is, single fueling) or injecting a first amount of the first fuel and a second amount of the second fuel (that is, co-fueling). The adjusted transmission shift schedule may include an earlier upshift schedule and a later downshift schedule as compared to the maintained transmission schedule.
In this way, the attributes of each of a gaseous fuel and a liquid fuel in a multi-fuel engine system may be leveraged. By shifting towards increased liquid fuel usage at higher engine speed-load conditions, the higher torque output of the liquid fuel can be used to meet peak power demand. By shifting towards increased gaseous fuel usage at low speed-high conditions, the higher torque output and cylinder cooling effect of the gaseous fuel can be used to provide a torque advantage. Furthermore, the torque advantage can be advantageously used to advance a transmission upshift and/or delay a transmission downshift, thereby improving the responsiveness of the vehicle. By adjusting the transmission shift schedule responsive to fuel usage, the performance of an engine operating with a gaseous fuel, such as CNG, can be made as high as the performance of the engine when operating with a liquid fuel, such as gasoline. By making the engine more torque-responsive when operating with CNG, a drive feel can be improved.
Note that the example control and estimation routines included herein can be used with various system configurations. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various actions, operations, or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, functions, or operations may be repeatedly performed depending on the particular strategy being used. Further, the described operations, functions, and/or acts may graphically represent code to be programmed into computer readable storage medium in the control system.
Further still, it should be understood that the systems and methods described herein are exemplary in nature, and that these specific embodiments or examples are not to be considered in a limiting sense, because numerous variations are contemplated. Accordingly, the present disclosure includes all novel and non-obvious combinations of the various systems and methods disclosed herein, as well as any and all equivalents thereof.
