Method and apparatus to limit a midbed temperature of a catalytic converter

• US 5,414,994 A
• Filed: 02/15/1994
• Issued: 05/16/1995
• Est. Priority Date: 02/15/1994
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Motor Company
• Inventors: Lewis, Woodrow Jr., Martin, Todd A., de la Salle, Stephen, Cullen, Michael J., Weyburne, Michael A.
• Primary Examiner(s): Hart, Douglas
• Application Number:
  US08/196,735
• Time in Patent Office: 455 Days
• Field of Search: 60/274, 60/276, 60/277, 60/285
• US Class Current: 60/274
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 2430/06 by varying fuel-air ratio, e.g. by enriching fuel-air mixture
• CPC Class Codes: F02D 2200/0804 Estimation of the temperature of the exhaust gas treatment apparatus
• CPC Class Codes: F02D 41/1441 Plural sensors

Abstract

An electronic engine controller limits the maximum temperature of a midbed point within a catalytic converter by determining an instantaneous temperature of the midbed point as a function of a temperature of exhaust gas at an exhaust flange, of a temperature variation of exhaust gas from the exhaust flange and exhaust gas inlet to the catalytic converter, of exhaust gas at an exhaust gas inlet to the catalytic converter, and as a function of a predetermined value indicative of a temperature rise of exhaust gas in the catalytic converter. The temperature is compared to a maximum midbed temperature range and a first air/fuel modulation variable is altered by a predetermined amount if the temperature of the midbed point is within the maximum midbed temperature range and the first air/fuel modulation variable is set to a predetermined value if the midbed temperature is below the maximum midbed temperature range. The first air/fuel modulation variable is compared to a second air/fuel modulation variable which corresponds to an air/fuel ratio required to produce a predetermined engine response and the rate of fuel delivery to the engine is altered to generate an air/fuel ratio corresponding to the air/fuel modulation variable which represents the richer air/fuel mixture.

Claims

1. A method of limiting a maximum temperature of a catalytic converter which chemically alters an exhaust gas produced by combustion of an air/fuel mixture in an internal combustion engine, the method comprising the steps of:

determining an instantaneous temperature of a midbed point within said catalytic converter,

generating a first air/fuel modulation variable indicative of a ratio of air to fuel in an air/fuel mixture required to alter the temperature of the midbed point by a predetermined amount,

generating a second air/fuel modulation variable indicative of a ratio of air to fuel in an air/fuel mixture required to generate a predetermined engine response for a predetermined set of engine operating parameters,

comparing said first air/fuel modulation variable to said second air/fuel modulation variable and injecting an amount of fuel to generate an air/fuel mixture-corresponding to said first air/fuel modulation variable if said first air/fuel modulation variable corresponds to a lesser proportion of air to fuel in said air/fuel mixture than said second air/fuel modulation variable and injecting an amount of fuel to generate an air/fuel mixture corresponding to said second air/fuel modulation variable if said first air/fuel modulation variable corresponds to a greater proportion of air to fuel than said second air/fuel modulation variable.

2. The method as set forth in claim 1 wherein the step of determining an instantaneous temperature of a midbed point within said catalytic converter comprises the steps of:

determining an instantaneous temperature of exhaust gas at a first point on an exhaust pipe, which transports exhaust gas from the engine to the catalytic converter, as a function of a first value indicative of a steady state temperature at the first point and as a function of a second value indicative of a predetermined temperature rate of change at the first point;

measuring a mass flow rate of air into an induction system of said engine;

determining an instantaneous temperature of exhaust gas at an exhaust gas inlet of said catalytic converter as a function of the instantaneous temperature at said first point and a third value indicative of a steady state temperature drop of said exhaust gas from said first point to said exhaust gas inlet;

determining a steady state temperature at a midbed point in said catalytic converter as a function of said instantaneous temperature at said exhaust gas inlet and a fourth value indicative of an increase in temperature of said exhaust gas in said catalytic converter; and

determining the instantaneous temperature at the midbed point as a function of said steady state temperature at said midbed point and a predetermined temperature rate of change at the midbed point which varies as a function of said mass flow rate of air.

3. The method as set forth in claim 2 wherein the step of determining a temperature of the midbed point within said catalytic converter comprises an initial step of initializing said first air/fuel modulation variable upon engine ignition as a function of a temperature value indicative of the midbed temperature when the engine was last turned off, a time constant indicative of a rate of cooling of the catalyst midbed, and as a function of a time value indicative of the amount of time the engine was turned off.

4. The method as set forth in claim 3 wherein the step of generating said first air/fuel modulation variable comprises the further steps of:

comparing said temperature of said midbed point to a predetermined maximum temperature range comprising a maximum temperature value and a minimum temperature value and setting a temperature flag to indicate an overtemperature condition if said temperature of said midbed point is greater than said maximum temperature value and setting said temperature flag to indicate an undertemperature condition if said temperature of said midbed point is less than said minimum temperature value;

setting said first intermediate air/fuel modulation variable equal to a predetermined air/fuel modulation value if said temperature flag indicates said undertemperature condition; and

altering said first intermediate air/fuel modulation variable by an air/fuel modulation alteration value if said temperature flag indicates said overtemperature condition.

5. The method as set forth in claim 4 wherein the step of altering said first intermediate air/fuel modulation variable by an air/fuel modulation alteration value comprises the steps of,

calculating a steady state temperature value indicative of a steady state temperature at said midbed point in said catalytic converter,

comparing said steady state temperature value to said maximum temperature value and if said steady state temperature value is greater than said maximum midbed temperature value then decrementing said first intermediate air/fuel modulation variable by said air/fuel alteration value, and if said steady state temperature value is less than or equal to said maximum temperature value then,

generating a third intermediate air/fuel modulation variable by incrementing said first intermediate air/fuel modulation variable by said air/fuel alteration value,

calculating an estimated temperature value at said midbed point in said catalytic converter which corresponds to an air/fuel ratio generated from said third intermediate air/fuel modulation variable, and

comparing said estimated temperature value to said maximum temperature value and setting said first intermediate air/fuel modulation variable equal to said third intermediate air/fuel modulation variable if said estimated temperature value is less than or equal to said maximum temperature value.

6. The method as set forth in claim 5 wherein the step of determining an instantaneous temperature of said exhaust gas at a first point on the exhaust pipe comprises the step of generating the first value indicative of a steady state temperature of exhaust gas at the first point as a function of a value which is indicative of a base steady-state temperature at the first point at a particular engine speed and aircharge, a value which is indicative of an effect of engine spark timing on the temperature of exhaust gas at the first point, a value which is indicative of an effect of exhaust gas recirculation on the temperature of exhaust gas at the first point, a value which is indicative of an effect of aircharge temperature on the temperature of exhaust gas at the first point and a value which is indicative of an effect of engine coolant temperature on the temperature of exhaust gas at the first point.

7. The method as set forth in claim 2 wherein the step of determining the third value indicative of a steady state temperature drop of said exhaust gas from said first point to said exhaust gas inlet comprises the steps of:

determining a fifth value indicative of an average value of exhaust gas temperature from the first point to the exhaust gas inlet of the catalytic converter,

determining, as a function of said fifth value and a value indicative of an ambient temperature, a sixth value indicative of a temperature difference between the exhaust gas temperature at the first point and the ambient temperature,

retrieving a seventh predetermined value, indicative of a temperature drop of exhaust gas between the first point and the exhaust gas inlet of the catalytic converter, and

determining the third value as a function of the sixth value and the seventh predetermined value.

8. A method of limiting a maximum temperature in a catalytic converter which alters exhaust gases produced by combustion of an air/fuel mixture in an internal combustion engine which includes an exhaust pipe for transporting exhaust gases produced by the engine into a catalytic converter, the method comprising the steps of:

determining an instantaneous temperature value at a midbed point in said catalytic converter by the steps of,

determining an instantaneous temperature of exhaust gas at a first point on said exhaust pipe as a function of a first value indicative of a steady state temperature at the first point and as a function of a second value indicative of a predetermined temperature rate of change at the first point;

measuring a mass flow rate of air into an induction system of said engine;

determining an instantaneous temperature of exhaust gas at an exhaust gas inlet of said catalytic converter as a function of the instantaneous temperature at said first point and a third value indicative of a steady state temperature drop of said exhaust gas from said first point to said exhaust gas inlet;

determining a steady state temperature at a midbed point in said catalytic converter as a function of said instantaneous temperature of exhaust gas at said exhaust gas inlet and a fourth value indicative of an increase in temperature of said exhaust gas in said catalytic converter;

determining said instantaneous temperature value at said midbed point as a function of said steady state temperature at said midbed point and a predetermined temperature rate of change of the midbed point which varies as a function of said mass flow rate of air; and

controlling said air/fuel ratio in response to said instantaneous midbed temperature to maintain said midbed temperature within a predetermined midbed temperature range.

9. The method as set forth in claim 8 wherein the second value is a function of the mass flow rate of air into the induction system and is stored in a non-volatile memory.

10. The method as set forth in claim 9 wherein the third value is a function of a predetermined value indicative of a temperature difference between the first point and the exhaust gas inlet of the catalytic converter and which varies as a function of the mass flow rate of air into the induction system and wherein the third value is additionally a function of a value indicative of a temperature difference between exhaust gas at the first point and an ambient temperature.

11. The method as set forth in claim 10 wherein the value indicative of a temperature difference between exhaust gas at the first point and an ambient temperature is a function of a value indicative of an average value of exhaust gas temperature from the first point to the exhaust gas inlet of the catalytic converter and a value indicative of the ambient temperature.

12. The method as set forth in claim 11 wherein the fourth value is determined as a function of the mass flow rate of air into the induction system and as a function of an air/fuel mixture combusted in the engine.

13. In an internal combustion engine comprising a means for generating an air/fuel mixture for combustion within said engine and an exhaust pipe for transporting exhaust gases produced from said combustion of said air/fuel mixture to a catalytic converter, a method of controlling delivery of fuel to a combustion chamber of the engine to generate said air/fuel mixture, which comprises a ratio of air to fuel required to maintain said catalytic converter within a predetermined temperature range, the method comprising the steps of:

determining an instantaneous temperature value at a midbed point in said catalytic converter;

altering said air/fuel mixture by the steps of,

comparing said instantaneous temperature value to a predetermined maximum catalyst midbed temperature range comprising a maximum temperature value and a minimum temperature value and setting a temperature flag to indicate an overtemperature condition if said instantaneous temperature value is greater than said maximum temperature value and setting said temperature flag to indicate an undertemperature condition if said instantaneous temperature value is less than said minimum temperature value;

setting a first intermediate air/fuel modulation variable equal to a predetermined air/fuel modulation value if said temperature flag indicates said undertemperature condition;

altering said first intermediate air/fuel modulation variable by an air/fuel modulation alteration value if said temperature flag indicates said overtemperature condition;

generating a second intermediate air/fuel modulation variable indicative of a ratio of air to fuel in an air/fuel mixture required to generate a predetermined engine response for a predetermined set of engine operating parameters,

comparing said second intermediate air/fuel modulation variable to said first intermediate air/fuel modulation variable and injecting an amount of fuel to generate an air/fuel ratio corresponding to said second intermediate air/fuel modulation variable if said first air/fuel modulation variable corresponds to a greater proportion of air to fuel than said second air/fuel modulation variable, and injecting an amount of fuel to generate an air/fuel ratio corresponding to said first intermediate air/fuel modulation variable if said first air/fuel modulation variable corresponds to a lesser proportion of air to fuel than said second air/fuel modulation variable.

14. The method as set forth in claim 13 wherein the step of determining an instantaneous temperature value at a midbed point in said catalytic converter comprises the step of:

determining an initial temperature value of said midbed point as a function of a temperature value indicative of the midbed temperature when the engine was last turned off, a time constant indicative of a rate of cooling of the catalyst midbed, and as a function of a value indicative of the amount of time the engine was turned off.

15. The method as set forth in claim 14 wherein the step of altering said first intermediate air/fuel modulation variable by an air/fuel modulation alteration value comprises the steps of,

calculating a steady state temperature value indicative of a temperature at said midbed point in said catalytic converter,

comparing said steady state temperature value to said predetermined maximum catalyst midbed temperature value and if said steady state temperature value is greater than said predetermined maximum catalyst midbed temperature value then decrementing said first intermediate air/fuel modulation variable by said air/fuel alteration value, and if said steady state temperature value is less than or equal to said predetermined maximum catalyst midbed temperature value then,

generating a third intermediate air/fuel modulation variable by incrementing said first intermediate air/fuel modulation variable by said air/fuel alteration value,

calculating an estimated temperature value at said midbed point in said catalytic converter which corresponds to an air/fuel ratio generated from said third intermediate air/fuel modulation variable, and

comparing said estimated temperature value to said predetermined maximum catalyst midbed temperature value and setting said first intermediate air/fuel modulation variable equal to said third intermediate air/fuel modulation variable if said estimated temperature value is less than said predetermined maximum catalyst midbed temperature value.