Method and apparatus for estimating and controlling no x trap temperature

• US 5,746,049 A
• Filed: 12/13/1996
• Issued: 05/05/1998
• Est. Priority Date: 12/13/1996
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Dinsdale, Steven, Cullen, Michael John, Davey, Christopher K.
• Primary Examiner(s): Hart, Douglas
• Application Number:
  US08/768,003
• Time in Patent Office: 508 Days
• Field of Search: 60/274, 60/276, 60/289
• US Class Current: 60/274
• CPC Class Codes: F01N 11/00 Monitoring or diagnostic devices for exhaust-gas treatment apparatus , e.g. for catalytic activity safety, indicating or supervising devices for internal combustion engines F02B77/08; testing of machines G01M13/00
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 2250/12 absorption or adsorption, and catalytic conversion
• CPC Class Codes: F01N 2260/04 for regeneration or reactivation, e.g. of catalyst
• CPC Class Codes: F01N 2550/03 of sorbing activity of adsorbents or absorbents
• CPC Class Codes: F01N 2570/04 Sulfur or sulfur oxides
• CPC Class Codes: F01N 3/0842 Nitrogen oxides
• CPC Class Codes: F01N 3/0885 Regeneration of deteriorated absorbents or adsorbents, e.g. desulfurization of NOx traps
• CPC Class Codes: F01N 3/22 Control of additional air supply only, e.g. using by-passes or variable air pump drives
• CPC Class Codes: F01N 3/323 Electrically driven air pumps
• CPC Class Codes: F01N 3/326 Engine-driven air pumps
• CPC Class Codes: F01N 9/00 Electrical control of exhaust gas treating apparatus monitoring or diagnostic devices for exhaust-gas treatment apparatus F01N11/00; conjoint electrical control of two or more combustion engine functions F02D43/00
• CPC Class Codes: F01N 9/005 using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
• CPC Class Codes: F02D 2200/0804 Estimation of the temperature of the exhaust gas treatment apparatus
• CPC Class Codes: F02D 41/0275 the exhaust gas treating apparatus being a NOx trap or adsorbent
• CPC Class Codes: F02D 41/028 Desulfurisation of NOx traps or adsorbent
• CPC Class Codes: F02D 41/042 for stopping the engine
• CPC Class Codes: F02D 41/18 by measuring intake air flow
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

An engine control computer estimates NO_x trap temperature based on an estimated midbed temperature of a three-way catalytic converter located upstream from the trap and the effect on NO_x trap temperature of introducing air into the exhaust upstream of the trap during purging of the trap.

Claims

1. A method of estimating the temperature of a NO_x trap located in an exhaust passage of an engine downstream from a catalytic converter, said exhaust passage including a pierce point located between said converter and said trap permitting controlled amounts of air to be added to the exhaust passage from an air pump prior to entry into said trap, comprising a sequence of the steps of:

calculating the instantaneous temperature at a first location upstream of said pierce point based on a previous instantaneous temperature value at said first location, an estimated steady-state value, and a predetermined temperature rate of change at said first location as a function of engine air mass flow;

calculating the instantaneous temperature at a second location at the front face of the NO_x trap based on a previous instantaneous temperature value at said second location, an estimated steady-state value at said second location based on the instantaneous temperature at said first location, and a predetermined temperature rate of change at said second location as a function of the sum of engine air mass flow and air pump air mass flow.

2. The method of claim 1 comprising the further steps of:

comparing said calculated instantaneous temperature at said second location with a maximum threshold temperature value, and

adjusting the amount of air introduced at said pierce point to reduce said instantaneous temperature at said second location whenever said instantaneous temperature at said second location exceeds said maximum threshold temperature value.

3. The method of claim 1 comprising the further steps of:

comparing said calculated instantaneous temperature at said second location with a minimum threshold temperature value, and

adjusting the amount of air introduced at said pierce point to raise said instantaneous temperature at said second location whenever said instantaneous temperature at said second location falls below said minimum threshold temperature value.

4. The method of claim 1 further comprising the step of:

calculating the instantaneous temperature within the NO_x trap based on a previous instantaneous temperature value within the NO_x trap, said estimated steady-state value at said second location, and a predetermined temperature rate of change within said trap as a function of air mass flow over the trap.

7. A method of controlling the temperature of a NO_x trap comprising the steps of:

estimating the temperature of the NO_x trap in accordance with the steps of claim 1 and;

terminating an open loop lean mode of operation and initiating a closed loop stoichiometric mode of operation if the calculated temperature at said second location exceeds a predetermined maximum temperature.

5. A method of estimating the temperature of a NO_x trap located in an exhaust passage of an engine downstream from a catalytic converter, said exhaust passage including a pierce point located between said converter and said trap for adding controlled amounts of air to the exhaust prior to entry into said trap, comprising a sequence of the steps of:

estimating the instantaneous exhaust gas midbed temperature at a midbed location in the catalyst of said catalytic converter,

estimating the drop in temperature from said midbed location to a first location upstream of said pierce point;

calculating an estimated steady state temperature value at said first location by subtracting said estimated drop in temperature from said midbed temperature;

calculating a first time constant that represents a predetermined temperature rate of change at said first location as a function of engine air mass flow;

calculating a first filter constant from said first time constant;

calculating the instantaneous temperature at said first location based on a previous instantaneous temperature value, said estimated steady-state value, and said first filter constant;

calculating the total heat flow at a second location at the front face of the NO_x trap without accounting for any exothermic reaction;

calculating the heat capacity of said total heat flow;

calculating the instantaneous temperature at said second location by dividing the total heat flow by the heat capacity of the heat;

calculating the exhaust air/fuel ratio at said second location;

if said air/fuel ratio is rich, calculating the exothermic energy as a function of the amount of air pump air mass;

if said air/fuel ratio is lean, calculating the exothermic energy as a function of the amount of engine air mass;

calculating the temperature generated by exothermic energy at said second location;

calculating the steady state temperature at said second location by adding the calculated temperature before any exothermic reaction to the calculated temperature generated by the exothermic energy;

calculating a second time constant that represents a predetermined temperature rate of change at said second location as a function of total air mass flow;

calculating a second filter constant from said second time constant;

calculating the instantaneous temperature at said second location based on a previous instantaneous temperature value at said second location, said estimated steady-state value at said second location, and said second filter constant.

6. The method defined in claim 5 further comprising the further steps of:

calculating a third time constant that represents a predetermined temperature rate of change within the NO_x trap as a function of total air mass flow;

calculating a third filter constant from said third time constant;

calculating the instantaneous temperature within the NO_x trap based on a previous instantaneous temperature value within the NO_x trap, said estimated steady-state value at said second location, and said third filter constant.

8. A method of estimating the temperature of a NO_x trap located in an exhaust passage of an engine downstream from a catalytic converter, said exhaust passage including a pierce point located between said converter and said trap for adding controlled amounts of air to the exhaust prior to entry into said trap, comprising a sequence of the steps of:

estimating the instantaneous exhaust gas temperature at a midbed location in the catalyst of said catalytic converter,

estimating the drop in exhaust gas temperature from said midbed location to a first location upstream of said pierce point;

calculating an estimated steady state temperature value at said first location by subtracting said estimated drop in exhaust gas temperature from said midbed temperature;

calculating the instantaneous temperature at said first location based on a previous instantaneous temperature value, said estimated steady-state value, and a predetermined temperature rate of change at said first location as a function of engine air mass flow;

calculating the total heat flow at a second location at the front face of the NO_x trap without accounting for any exothermic reaction;

calculating the heat capacity of said total heat flow;

calculating the instantaneous temperature at said second location by dividing the total heat flow by the heat capacity of the heat;

calculating the exhaust air/fuel ratio at said second location;

if said air/fuel ratio is rich, calculating the exothermic energy as a function of the amount of air pump air mass;

if said air/fuel ratio is lean, calculating the exothermic energy as a function of the amount of engine air mass;

calculating the temperature generated by the exothermic energy at said second location;

calculating the steady state temperature at said second location by adding the temperature before any exothermic reaction to the temperature generated by the exothermic energy;

calculating the instantaneous temperature at said second location based on a previous instantaneous temperature value at said second location, said estimated steady-state value at said second location, and a predetermined temperature rate of change at said second location as a function of total air mass flow.