|Publication number||US20020194836 A1|
|Application number||US 09/884,233|
|Publication date||Dec 26, 2002|
|Filing date||Jun 19, 2001|
|Priority date||Jun 19, 2001|
|Also published as||DE10223002A1, US6502387|
|Publication number||09884233, 884233, US 2002/0194836 A1, US 2002/194836 A1, US 20020194836 A1, US 20020194836A1, US 2002194836 A1, US 2002194836A1, US-A1-20020194836, US-A1-2002194836, US2002/0194836A1, US2002/194836A1, US20020194836 A1, US20020194836A1, US2002194836 A1, US2002194836A1|
|Inventors||Joseph Asik, Garth Meyer|
|Original Assignee||Asik Joseph Richard, Meyer Garth Michael|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (2), Classifications (34), Legal Events (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
 1. Field of the Invention
 The invention relates to vehicle emission control devices which store a constituent gas of the engine-generated exhaust gas during a first engine operating condition and which release previously-stored constituent gas during a second engine operating condition.
 2. Background Art
 Generally, the operation of a vehicle's internal combustion engine produces engine exhaust that includes a variety of constituent gases, including carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The rates at which the engine generates these constituent gases are dependent upon a variety of factors, such as engine operating speed and load, engine temperature, spark timing, and EGR. Moreover, such engines often generate increased levels of one or more constituent gases, such as NOx, when the engine is operated in a lean-burn cycle, i.e., when engine operation includes engine operating conditions characterized by a ratio of intake air to injected fuel that is greater than the stoichiometric air-fuel ratio, for example, to achieve greater vehicle fuel economy.
 In order to control these vehicle tailpipe emissions, the prior art teaches vehicle exhaust treatment systems that employ one or more three-way catalysts, also referred to as emission control devices, in an exhaust passage to store and release select constituent gases, such as NOx, depending upon engine operating conditions. For example, U.S. Pat. No. 5,437,153 teaches an emission control device which stores exhaust gas NOx when the exhaust gas is lean, and releases previously-stored NOx when the exhaust gas is either stoichiometric or “rich” of stoichiometric, i.e., when the ratio of intake air to injected fuel is at or below the stoichiometric air-fuel ratio. Such systems often employ open-loop control of device storage and release times (also respectively known as device “fill” and “purge” times) so as to maximize the benefits of increased fuel efficiency obtained through lean engine operation without concomitantly increasing tailpipe emissions as the device becomes “filled.” The timing of each purge event must be controlled so that the device does not otherwise exceed its NOx storage capacity, because NOx would then pass through the device and effect an increase in tailpipe NOx emissions. The frequency of the purge is preferably controlled to avoid the purging of only partially filled devices, due to the fuel penalty associated with the purge event's enriched air-fuel mixture.
 The prior art has recognized that the storage capacity of a given emission control device is itself a function of many variables, including device temperature, device history, sulfation level, and the presence of any thermal damage to the device. Moreover, as the device approaches its maximum capacity, the prior art teaches that the incremental rate at which the device continues to store the selected constituent gas may begin to fall. Accordingly, U.S. Pat. No. 5,437,153 teaches use of a nominal NOx-storage capacity for its disclosed device which is significantly less than the actual NOx-storage capacity of the device, to thereby provide the device with a perfect instantaneous NOx-storing efficiency, that is, so that the device is able to store all engine-generated NOx as long as the cumulative stored NOx remains below this nominal capacity. A purge event is scheduled to rejuvenate the device whenever accumulated estimates of engine-generated NOx reach the device's nominal capacity. Unfortunately, however, the use of such a fixed device capacity necessarily requires a larger device, because this prior art approach relies upon a partial, e.g., fifty-percent NOx fill in order to ensure retention of all engine-generated NOx.
 It is an object of the invention to provide a method and system by which to optimize the operation of a vehicle emission control device through improved open-loop control of device fill and purge events.
 Under the invention, a method and system is provided for controlling a fill time cycle and a purge time cycle of an emission control device that receives exhaust gas generated by an internal combustion engine, wherein the device is filled with a constituent gas of the exhaust gas during a first engine operating condition and is purged of constituent gas during a second engine operating condition. The method includes selecting, in a normal open-loop mode of operation, a fill time and a purge time from a set of predetermined values as a function of an engine operating condition; and cyclically filling and purging the device based on the selected fill and purge times. The method further includes determining, after a predetermined number of fill and purge cycles, a first value representative of current total device capacity to store the constituent gas, and a second value representative of a quantity of oxygen stored in the device; and updating at least one of the predetermined values as a function of the first and second values. Preferably, the selected purge time is optimized only upon operation of the engine at an operating point corresponding to a limited number of engine operating conditions.
 In accordance with a feature of the invention, an exemplary method includes periodically optimizing a selected purge time associated with a selected fill time by filling the device for the selected fill time; purging the device for the selected purge time; generating a third value representative of oxygen concentration present in the exhaust flowing through the device during a predetermined sampling period which includes at least an end portion of the purge time, for example, using an oxygen sensor; comparing the third value to a predetermined reference value, wherein the reference value is based on an optimized value for device capacity utilization; and generating an adaption value for modifying the selected purge time as a function of any error between the third value and the reference value.
 By way of example only, in an exemplary method for practicing the invention, the step of determining the first value representative of current total device capacity includes filling the device to a saturation level; generating a fourth value representative of an oxygen concentration present in the exhaust flowing through the device; generating a first error value as a function of the fourth value and a predetermined reference value; and determining an actual purge time necessary to purge the device when the device is filled to the saturation level using the first error value. Similarly, in an exemplary method, the step of determining the second value includes, in sequence, partially filling and purging the device to a first sub-optimal level and a second sub-optimal level over different time periods; and for each sub-optimal filling and purging, generating respective values representative of the oxygen concentration in the exhaust passing through the device. The step of determining the second value in the exemplary method further includes generating respective error values based on the sub-optimal fill oxygen-concentration values, and a predetermined reference value; and determining a respective actual purge time necessary to purge the device for each sub-optimal fill based on the respective error values, whereupon the desired second value is determined as a function of the sub-optimal fill times and the actual purge times.
 In accordance with another feature of the invention, in an exemplary method, the adaption value is generated as a function of either the generated third value if the third value is not greater than the reference value, and the adaption value is generated as a function of a length of time that the third value exceeds the reference value if the third value exceeds the reference value. In this exemplary method, the step of generating the adaption value further includes linearly extrapolating the third value in proportion to the measured oxygen level when the generated value is below the reference value.
 From the foregoing, it will be appreciated that, under the invention, a method and system are provided for controlling the filling and purging of an emission control device used to reduce vehicle tailpipe emissions of a constituent gas, includes operating in a normal open-loop mode by determining fill times and purge times based on engine operating conditions and corresponding values stored in a memory, while periodically optimizing a purge time associated with a selected fill time. After a predetermined number of fill and purge cycles have been performed, a first value is determined which is representative of current total device capacity, and a second value is determined which is representative of a quantity of oxygen stored in the device. At least one purge time value is updated as a function of the first and second values.
 Thus, the invention provides an open-loop system and method for controlling the filling and purging of an emission control device in which a more accurate open-loop determination of the device's instantaneous capacity to store constituent gas of the engine-generated exhaust gas is obtained through periodic adaption of open-loop values in response to a determination of a purge time associated with oxygen stored within the device during lean engine operation, and of a device saturation purge time. The resulting adapted open-loop values for device fill and purge times provide improved control of tailpipe emissions while further operating to minimize fuel consumption associated with purging of the device.
 The above object and other objects, features, and advantages of the invention are readily apparent from the following detailed description of the best mode for carrying out the invention when taken in connection with the accompanying drawings.
FIG. 1 shows a schematic view of a lean-burn exhaust system in a four-cylinder engine accordance with the invention;
FIG. 2 shows a typical voltage vs. air-fuel ratio response for an oxygen sensor;
FIG. 3 is a representation of an exemplary lookup map used to store initial and learned values in accordance with a preferred embodiment of the invention;
 FIGS. 4(a)-(d) show plots of associated responses of engine air-fuel ratio, oxygen sensor response, tailpipe CO during a short, medium and long purge time cycle, and the associated data capture window;
FIG. 5 shows an enlarged view of the response of the tailpipe oxygen sensor to the three levels of purge time shown in FIG. 4(c);
FIG. 6 shows a plot of normalized oxygen sensor saturation time tsat as a function of purge time tp;
FIG. 7 shows a plot of normalized saturation time tsat versus oxygen sensor peak voltage VP when the peak voltage VP is less than a reference voltage Vref;
FIG. 8 shows a plot of purge time tP verse device fill time tF including points for saturation and sub-optimal points A and B;
FIG. 9 is a flowchart showing overall system optimization for purge time tP and fill time tF in accordance with the invention;
FIG. 10 is a flowchart showing a saturation purge time optimization routine in accordance with the invention;
FIG. 11 is a flowchart showing a point B purge time determination routine in accordance with the invention;
FIG. 12 is a flowchart showing a point A purge time determination routine in accordance with the invention;
FIG. 13 is a flowchart showing a routine for determining a purge time value representative of oxygen stored in the device;
FIG. 14 is a flowchart showing a routine for determining a purge time value representative of NOx stored in the device; and
FIG. 15 is a flowchart showing a normal purge time optimization routine in accordance with the invention.
 Referring to FIG. 1, a lean burn engine exhaust system 10 in accordance with the invention includes an engine 12 having a conventional exhaust manifold 14 coupled thereto, a first, upstream catalytic emission control device 16 receiving exhaust gas from the exhaust manifold 14, and a second, downstream catalytic emission control device 18 coupled to the upstream device 16 by an exhaust pipe 20. At least one fuel injector 22 delivers fuel to the engine 12 during operation thereof. While four such injectors are shown, this is not to be construed as limiting. A fuel injection controller in the form of a powertrain control module (PCM) 24 controls operation of the fuel injector(s) 22 in accordance with any conventional fuel control algorithm strategy such as proportional integral (PI) with jump and ramp, proportional integral differential (PID), or equivalent. PCM 24 includes a central processor unit (CPU) 26, and associated RAM 28 and ROM 30 memory.
 A first oxygen sensor 32 is coupled to the exhaust manifold 14 and PCM 24 for controlling the air-fuel ratio of the engine exhaust during normal operation of engine 12. As discussed in more detail below, a closed-loop air-fuel ratio control is provided by connecting PCM 24 to a second oxygen sensor 34 coupled to the downstream device 18 for controlling air-fuel ratio and adapting various device purge parameters during operation of the engine. The second oxygen sensor 34 is preferably positioned in the exhaust output portion of the downstream device 18 so as to provide an accurate measurement of the air-fuel ratio exiting the device 18. A temperature sensor 42, preferably located at a mid-point within the downstream device 18, generates an output signal representative of the instantaneous temperature T of the device 18. In a constructed embodiment, the first and second oxygen sensors 32, 34 are “switching” heated exhaust gas oxygen (HEGO) sensors; however, the invention contemplates use of other suitable sensors for generating a signal representative of the oxygen concentration in the exhaust manifold 14 and exiting the downstream device 18, respectively, including but not limited to exhaust gas oxygen (EGO) type sensors, and linear-type sensors such as universal exhaust gas oxygen (UEGO) sensors. A typical voltage versus air-fuel ratio response for a HEGO sensor is shown in FIG. 2.
 An alternative lean burn engine exhaust system could be employed utilizing a split exhaust design having two separate exhaust manifolds respectively coupled to an associated three-way catalyst. Individual exhaust manifold oxygen sensors would be provided for non-lean burn operation. In both the single and split exhaust design, air is input through an intake manifold 36 under control of a throttle 38.
 During lean operation of the engine, at least one constituent gas of the engine generated exhaust, such as NOx, passes through the upstream device 16 and is stored in the downstream device 18. This portion of operation is referred to as the “fill time tP” for the downstream device 18. As described in more detail below, device fill time tP is initially controlled in an open-loop manner using predetermined nominal values for device purge time tP and device fill time tF stored in ROM 30. These predetermined nominal values are subsequently adapted to adjust the device fill and purge operation to changing device conditions during the life of the vehicle.
 Oxygen sensor 32 is used for control of the engine air-fuel, especially during any stoichiometric operation, while oxygen sensor 34 is used for diagnosis of the downstream device 18, and determination of actual in-operation values of tP for NOx (tP
FIG. 9 provides a flowchart illustrating an exemplary device control process in accordance with the invention. As denoted at block 100, normal control is open-loop for both fill and purge cycles using the initial and/or learned values for fill and purge time. The nominal value for purge time tP(i,j) is set to a fixed percentage of the nominal device saturation value tP
 As denoted at block 102, the values for tP are periodically optimized in accordance with the optimization routine shown in FIG. 15 and described more fully below. This optimization process allows values for tF to be adapted as well. A running counter is incremented at block 104 after every device event is performed to provide a mechanism for monitoring the length of time the engine has been in operation. A device event can be each individual fill or purge cycle, or a pair of corresponding fill and purge cycles.
 At block 106, the control processor determines whether a predetermined number of events has occurred. The predetermined number is set to a large number so that the optimization routine of FIG. 15 is performed many times at a substantially steady state condition before a yes decision is generated at block 106. For example, the predetermined number can be between 1,000-10,000 events.
 If the predetermined number of events has occurred, a saturation purge time optimization routine is performed as indicated at block 108. This routine is shown in FIG. 10, and as described in more detail below, produces a new value for tP
 It is noted that the order of performing blocks 108-112 is not critical to the invention, and the sequence shown is only for illustrative purposes. However, performing all three routines within a small number of events of each other improves the reliability of the results.
 After the new value for tP
 A more detailed explanation of the invention will now be made in connection with FIGS. 3-8, and 10-15. In accordance with the invention, engine operating conditions are classified in a matrix of cells as a function of engine load (i) and engine speed (j). Nominal values for device fill time tF(i,j) are provided on a cell by cell basis. More specifically, an initial device NOx capacity NOx
 These nominal values for tF(i,j) are also stored in a corresponding lookup table.
 As noted above, the nominal cell values for fill time are adapted to adjust for changes in device operating conditions during operation of the engine. Adaptive factors K(i,j) are learned during the closed-loop feedback control of the purge and fill times as described below in context with FIG. 15. These adaptive factors are stored in a corresponding lookup table and are used to adapt nominal values for both fill time tF and purge time tP.
 However, such adaptive factors are only selectively updated or applied as corrective measures if a certain level of reliability has been attained. More specifically, if PCM 24 determines that operation of the engine was confined to a single cell (i,j) or a small cluster of adjacent cells prior to a purge event, then reliability of the adaptive process is satisfied. Once reliability is satisfied, actual fill time tF*(i,j) can be determined from closed-loop purge and fill control, and compared with the nominal fill time value tF(i,j). When tF*(i,j)<tF(i,j)−ε, where ε is a predetermined tolerance, NOx capacity NOx
 where p is a gain constant between 0 and 1, and the cell values for K(i,j) are initially set equal to 1.0. As each cell is compensated, the stored mapping of each adaptive factor is updated as the engine is subsequently operated in the corresponding cell. Otherwise, if operation was not confined to a single cell or adjacent cluster of cells, reliability has not been satisfied and PCM 24 will not consider any correspondingly generated adaptive values as being reliable. In this situation, PCM 24 will continue to use the nominal values, or apply only the most recent reliably generated adaptive factors.
 During normal device control cycles, actual fill time tF*(i,j) can be determined during transient operation, i.e., operation of the engine across different cells during a single cycle, by utilizing the known adaptive factor K(i,j), and corresponding nominal values for fill time tF for each cell in which operation occurred. More specifically, the NOx capacity remaining after operating in a particular cell for a period of time t(i,j) is given by:
 Since the engine operating point moves from cell to cell during transient operation of the engine, the NOx capacity remaining after moving through several cells is given by:
NOxcap=Σi=1, j=1 n, m(K(i, j)NOxcap(i, j)−K(i, j)NOxgen(i, j)×t(i,j)).
 When NOxcap
 The total purge time tP(i,j), in a given cell, is given by:
t P(i, j)=t P
 where tP
 The mass of oxygen stored during a fill event is given by OSC (gm). In many known catalytic emission control devices, oxygen is typically stored as one of the oxides of cerium as a function of engine speed and load. Oxygen can also be stored as a precious metal oxide. The stored-oxygen purge time tP
 A description of the in-use purge and fill time optimization routines of the invention will now be made in connection with FIGS. 4-8 and 10-15. For purposes of understanding the invention, system responses exhibited during three different lengths of the device purge time are shown in FIGS. 4(a)-(c). More specifically, FIG. 4(a) shows the relationship of lean fill time tF and rich purge time tP for three different purge times of short (1), medium (2), and long (3) duration. The corresponding response of oxygen sensor 34 is shown in FIG. 4(b) for the same three purge times. As can be seen, a small purge time (1) produces a very small oxygen sensor response as a result of the device not being fully purged of NOx and still having a considerable amount of residual NOx stored therein. For a short purge time, the peak sensor voltage will not reach a reference voltage Vref. For a moderate, or optimum, purge time (2), the oxygen sensor response equals the reference voltage Vref indicating that the device has been adequately purged. For a long purge time (3), the oxygen sensor peak voltage VP exceeds the reference voltage Vref, indicating that the device has been over purged, thereby undesirably generating excessive tailpipe CO as shown in FIG. 4(c).
 Referring more specifically to FIGS. 4(c) and 5, a data capture window (shown in FIG. 4(d)) for sampling the output voltage of the downstream oxygen sensor 34 is timed relative to the purge event such that for short purge time(1), very little CO passes through the device into the tailpipe and thus produces a small output response. Thus, the invention uses the peak voltage level and its duration above a threshold voltage of the downstream oxygen sensor 34 as an indicator of the quantity of NOx still stored in the downstream device 18. FIG. 5 shows an enlarged view of the response of the downstream oxygen sensor 34 to the three levels of purge time shown in FIG. 4(c). FIG. 5 illustrates a saturation time Δt21 for a situation where the V>Vref.
FIG. 6 shows an extrapolated relationship between a normalized oxygen sensor saturation time tsat and the purge time tP. The plot show three regions for a given fill time tF and operative state of the downstream device 18, the first region being defined by V=0 (no response from the HEGO sensor 34); the second region being defined by V<Vref (lean response from HEGO sensor 34); and the third region being defined by V>=Vref (a rich response from HEGO sensor 34) Purge time tP
 Situations where tsat>1 are thus indicative that the purge time tP should be decreased, while situations where tsat<1 are indicative that the purge time tP should be increased. This forms the basis by which the invention provides a closed-loop process for optimizing or correcting purge times for a given fill time. For tsat>tsat
FIG. 8 shows the nominal relationship between purge time tP and fill time tF for a given operating condition of the engine and a given condition of the downstream device 18. This relationship holds for an approximately constant saturation tsat. The purge time tP monotonically increases with the fill time tF but reaches saturation when the capacity of the device 18 is equaled or exceeded. A purge time tP which simultaneously maximizes the storage of NOx in the device 18, minimizes CO tailpipe emissions during purging, and optimizes the fill time tF is designated as optimized purge time tPT. The optimized purge time tPT corresponds to an optimized fill time tFT. Normal purge-time optimization is periodically performed in accordance with the routine of FIG. 15 and, as described below, generates the learned adaptive values K(i,j) for each cell. These adaptive values are subsequently used during normal open-loop fill and purge control as noted above.
 Referring now to FIG. 15, the optimization subroutine for purge time tP executed at block 102 of FIG. 9 is illustrated in further detail. As noted previously, this subroutine optimizes the air-fuel ratio rich purge spike for a given value of fill time tF. First, as denoted at block 700, initial values for fill time tF and purge time tP are retrieved from corresponding lookup tables. These values are either nominal values or previously learned values tF* and tP*, depending on the current operating cell or state of the vehicle engine. The downstream device 18 is then filled and purged at blocks 702 and 704 according to the retrieved values.
 At block 706, the PCM determines wether steady state speed/load conditions were present during the fill/purge events of blocks 702 and 704. If steady state conditions were not present, the routine exits the optimization routine. However, if steady state conditions were present, the routine samples the downstream oxygen sensor output during the data sample window as indicated at block 708. As noted previously, the window is timed relative to the device purge event so as to capture the change in the downstream oxygen sensor output as shown in FIG. 4(b).
 The peak voltage VP of the sensor is then determined and compared to Vref at block 710. If the peak sensor voltage VP is greater than the reference voltage Vref, the incremental time Δt21 spent above the reference voltage Vref is measured at block 714, and a conversion is made to a saturation time tsat proportional to Δt21 at block 716. On the other hand, if the peak sensor voltage VP is less than the reference voltage Vref, the saturation time tsat is determined at block 712 from the linearly extrapolated function where tsat is proportional to VP. Using this metric provides a smooth transition from VP<Vref to VP=Vref.
 A saturation time error tsat
 In further accordance with the invention, learned values for actual NOx purge time tP
 At block 206, the processor determines whether steady state speed/load conditions were present during the fill/purge events of blocks 202 and 204. If steady state conditions were not present, the routine simply returns to normal device control. However, if steady state conditions were present, the routine samples the downstream oxygen sensor output during the data sample window as indicated at block 208.
 The peak voltage VP of the sensor is then determined and compared to a reference voltage Vref at block 210. If VP>Vref, the incremental time Δt12 spent above Vref is measured at block 214, and a conversion is made to a tsat proportional to Δt21 at block 216. On the other hand, if VP<Vref, the saturation time tsat is determined at block 212 from the linearly-extrapolated function where tsat is proportional to VP. Using this metric provides a smooth transition from VP<Vref to VP=Vref.
 An error in tsat relative to the desired value tsat=tsat
 As shown in FIGS. 11-13, actual values for purge time responsive to stored oxygen (tP
 More specifically, actual purge times tP
 As shown in FIG. 13, the updating process for purge time corresponding to stored oxygen (tP
 An updated value is determined at block 504 in accordance with the following:
 The values for tP
 As shown in FIG. 14, the current values of tP
 In further accordance with the invention, current values of tP
 Thus, the invention advantageously provides a method and system which accurately discriminates the condition or “health” of the downstream device 18 to provide real-time feedback loop control of device fill time, purge time, and strength of purge, during engine operation in a vehicle. The invention therefore allows a catalytic emission control device to be continuously operated at optimum efficiency.
 While embodiments of the invention have been illustrated and described, it is not intended that these embodiments illustrate and describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention.
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US7721535||Dec 8, 2006||May 25, 2010||Cummins Inc.||Method for modifying trigger level for adsorber regeneration|
|EP1753942A2 *||Jun 6, 2005||Feb 21, 2007||Cummins Inc.||Method for modifying trigger level for adsorber regeneration|
|U.S. Classification||60/277, 60/285, 60/286|
|International Classification||F01N13/02, F02D41/02, F01N11/00, F01N3/08, F02D41/14|
|Cooperative Classification||F01N2570/16, F02D41/0275, F02D2200/0814, F01N11/002, F01N13/0097, F01N11/007, F01N3/0842, F01N13/0093, F01N13/009, F02D41/2454, F02D2200/0808, F02D41/1474, Y02T10/47, F01N2900/0422, F01N2550/02, F01N2550/03, F02D41/2451, F02D41/1441, F02D41/2441, F02D41/1456|
|European Classification||F02D41/24D4L10, F01N11/00B, F02D41/02C4D1, F02D41/14D1D, F01N11/00C, F02D41/14D5B|
|Jun 19, 2001||AS||Assignment|
|Jul 26, 2006||REMI||Maintenance fee reminder mailed|
|Jan 7, 2007||LAPS||Lapse for failure to pay maintenance fees|
|Mar 6, 2007||FP||Expired due to failure to pay maintenance fee|
Effective date: 20070107