Lean engine control with multiple catalysts

• US 6,550,240 B2
• Filed: 09/14/2001
• Issued: 04/22/2003
• Est. Priority Date: 09/14/2001
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Sun, Jing, Kolmanovsky, Ilya V
• Primary Examiner(s): Denion, Thomas
• Assistant Examiner(s): NGUYEN, TU MINH
• Application Number:
  US09/682,523
• Publication Number:
  US 20030051465A1
• Time in Patent Office: 585 Days
• Field of Search: 602/74, 602/76, 602/77, 602/85, 602/86, 123/443, 123/692
• US Class Current: 60/285
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 13/011 having two or more purifying devices arranged in parallel
• CPC Class Codes: F01N 13/107 More than one exhaust manifold or exhaust collector
• CPC Class Codes: F01N 3/0814 combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
• CPC Class Codes: F01N 3/0842 Nitrogen oxides
• CPC Class Codes: F02D 2200/0404 Throttle position
• CPC Class Codes: F02D 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 2200/0802 Temperature of the exhaust gas treatment apparatus
• CPC Class Codes: F02D 41/0082 per groups or banks F02D41/0087 takes precedence
• CPC Class Codes: F02D 41/0085 Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
• CPC Class Codes: F02D 41/0275 the exhaust gas treating apparatus being a NOx trap or adsorbent
• CPC Class Codes: F02D 41/1441 Plural sensors
• CPC Class Codes: F02D 41/1463 of the exhaust gases downstream of exhaust gas treatment apparatus
• CPC Class Codes: F02D 41/187 using a hot wire flow sensor
• CPC Class Codes: F02P 7/07 Hall-effect pick-up devices

Abstract

A method for controlling an engine having multiple banks with separate catalysts is described. In particular, coordinate lean and rich operation between the banks is utilized. However, termination of rich operation may be different between the banks to prevent breakthrough of rich exhaust gasses due to lack of stored oxidants. In this situation, the bank that terminated rich operation is operated near stoichiometric. This minimizes breakthrough of emissions, while at the same time minimizing a torque imbalance between the cylinder banks. In particular, the torque imbalance can be further minimized by retarding ignition timing on the rich bank while the other operates near stoichiometry.

Claims

1. A method for controlling an engine having a first and second group of cylinders, the first group coupled to a first catalyst and the second group coupled to a second catalyst, comprising:

concurrently operating the first and second cylinder groups rich of stoichiometry;

in response to a first indication that said rich operation of at least one of the first and second catalysts should be ended, operating the group coupled to the at least one catalyst near stoichiometry while continuing operation of the other group rich of stoichiometry; and

in response to a second indication that said rich operation of the other catalyst should be ended, ending rich operation of the other group.

2. The method recited in claim 1 wherein said first indication is based on a sensor coupled downstream of said at least one catalyst.

3. The method recited in claim 1 wherein said second indication is based on a sensor coupled downstream of the other catalyst.

4. The method recited in claim 1 further comprising:

in response to said second indication, ending near stoichiometric operation of the group coupled to the at least one catalyst.

5. The method recited in claim 4 further comprising:

in response to said first and second indication, returning operation of both cylinders to lean of stoichiometry.

6. The method recited in claim 5 further comprising commencing said concurrent rich operation based on an amount of NOx stored in the catalysts.

7. The method recited in claim 5 further comprising commencing said concurrent rich operation based on an amount of NOx exiting a tailpipe per distance traveled.

8. An article of manufacture, comprising:

a computer storage medium for controlling an engine having a first and second group of cylinders with a first catalyst coupled the first group exclusive of the second group and a second catalyst coupled to the second group exclusive of the first group, said medium comprising;

code for concurrently operating the first and second cylinder groups rich of stoichiometry;

code for providing a first indication that said rich operation of at least one of the first and second catalysts should be ended; and

code for operating the group coupled to the at least one catalyst near stoichiometry while continuing operation of the other group rich of stoichiometry in response to said first indication.

9. The article recited in claim 8 further comprising code for providing a second indication that said rich operation of the other catalyst should be ended, and code for ending rich operation of the other group based on said second indication.

10. The article recited in claim 9 further comprising code for ending near stoichiometric operation of the group coupled to the at least one catalyst in response to said second indication.

11. The article recited in claim 10 wherein said code for ending near stoichiometric operation of the group coupled to the at least one catalyst in response to said second indication further comprises code for operating the group coupled to the at least one catalyst at a first lean air-fuel ratio.

12. The article recited in claim 11 wherein said code for ending rich operation of the other group based on said second indication further comprises code for operating the other group at a second lean air-fuel ratio.

13. The article recited in claim 11 wherein said first lean air-fuel ratio is substantially the same as said second lean air-fuel ratio.

14. The article recited in claim 11 further comprising code for retarding ignition timing in the rich cylinder group while the first and second cylinder groups are operated at different air-fuel ratios.

15. A method for controlling an engine having a first and second group of cylinders, the first group coupled to a first catalyst and the second group coupled to a second catalyst, comprising:

concurrently operating the first and second cylinder groups rich of stoichiometry;

in response to a first indication that at least one of the first and second catalysts has depleted stored oxidants, operating the group coupled to the at least one catalyst near stoichiometry while continuing operation of the other group rich of stoichiometry; and

in response to a second indication that the other catalyst has depleted stored oxidants, ending rich operation of the other group.

16. The method recited in claim 15 wherein said first indication is based on a sensor coupled downstream of said at least one catalyst.

17. The method recited in claim 15 wherein said second indication is based on a sensor coupled downstream of the other catalyst.

18. The method recited in claim 15 further comprising:

in response to said second indication, ending near stoichiometric operation of the group coupled to the at least one catalyst.

19. The method recited in claim 18 further comprising:

concurrently operating both cylinders lean of stoichiometry.

20. The method recited in claim 19 further comprising commencing said concurrent rich operation based on an amount of NOx stored in the catalysts.

21. The method recited in claim 19 further comprising commencing said concurrent rich operation based on an amount of NOx exiting a tailpipe per distance traveled.