Method and system for optimizing open-loop fill and purge times for an emission control device

Information

  • Patent Grant
  • 6463733
  • Patent Number
    6,463,733
  • Date Filed
    Tuesday, June 19, 2001
    23 years ago
  • Date Issued
    Tuesday, October 15, 2002
    22 years ago
Abstract
A method of optimizing vehicle emissions during lean engine operation is disclosed wherein an emission control device receiving engine exhaust gases is filled with one or more constituent gases of the exhaust gas to a predetermined fraction of the device storage capacity, and is then completely emptied during a subsequent purge. As the device storage capacity is substantially reduced, as indicated by an actual fill time becoming equal to or less than a predetermined minimum fill time, a device regeneration cycle is performed to attempt to restore device capacity. A programmed computer controls the fill and purge times based on the amplitude of the voltage of a switching-type oxygen sensor and the time response of the sensor. The frequency of the purge, which ideally is directly related to the device capacity depletion rate, is controlled so that the device is not filled beyond its storage capacity limit.
Description




BACKGROUND OF THE INVENTION




1. Technical Field




The invention relates to a method of controlling the nominal fill and purge times used in connection with an emission control device to facilitate “lean-burn” operation of an internal combustion engine.




The invention relates to a method of optimizing the release of constituent exhaust gas that has been stored in a vehicle emission control device during “lean-burn” vehicle operation.




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 (NO


x


). 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 NO


x


, 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 NO


x


, depending upon engine operating conditions. For example, U.S. Pat. No. 5,437,153 teaches an emission control device which stores exhaust gas NO


x


when the exhaust gas is lean, and releases previously-stored NO


x


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 NO


x


storage capacity, because NO


x


would then pass through the device and effect an increase in tailpipe NO


x


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.




Thus, for example, U.S. Pat. No. 5,437,153 teaches an open-loop method for determining appropriate device fill times wherein an accumulated estimate of instantaneous engine-generated NO


x


(all of which is presumed to be stored in the device when operating in a linear operating range) is compared to a reference value representative of the instantaneous maximum NO


x


-storing capacity of the device, determined as a function of instantaneous device temperature. When the accumulated estimate exceeds the reference value, the “fill” is deemed to be complete, and lean engine operation is immediately discontinued in favor of an open-loop purge whose duration is similarly based on the estimated amount of stored NO


x


.




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 NO


x


-storage capacity for its disclosed device which is significantly less than the actual NO


x


-storage capacity of the device, to thereby provide the device with a perfect instantaneous NO


x


-storing efficiency, that is, so that the device is able to store all engine-generated NO


x


as long as the cumulative stored NO


x


remains below this nominal capacity. A purge event is scheduled to rejuvenate the device whenever accumulated estimates of engine-generated NO


x


reach the device's nominal capacity.




The amount of the selected constituent gas that is actually stored in a given emission control device during vehicle operation depends on the concentration of the selected constituent gas in the engine feedgas, the exhaust flow rate, the ambient humidity, the device temperature, and other variables. Thus, both the device capacity and the actual quantity of the selected constituent gas stored in the device are complex functions of many variables.




SUMMARY OF THE INVENTION




It is an object of the invention to provide a method and system by which to optimize the fill time during which a constituent gas of the engine-generated exhaust gas is stored in a vehicle emission control device.




Under the invention, a method is provided for optimizing the fill time of an emission control device located in the exhaust passage of an engine upstream from an oxygen sensor, wherein the emission control device is filled with a constituent gas of engine-generated exhaust gas during a first engine operating condition and being purged of previously-stored constituent gas during a second engine operating condition. The method includes optimizing the purge time for a given fill time to provide a purge time adjustment multiplier related to device capacity; and adjusting the given fill time based on a function of the multiplier to achieve storage of enough of the constituent gas to fill the device to a predetermined fraction of the device capacity. More specifically, in a preferred method of practicing the invention the step of optimizing the purge time includes producing a purge time correction factor based on the error between a desired saturation time and a calculated saturation time, the calculated saturation time based on a characteristic of the output of the sensor following the given fill time; storing the magnitude of a final purge time correction factor for the given fill time; increasing the fill time by a predetermined amount and performing purge optimization operations for the new fill time; storing the magnitude of the final purge time correction factor for the new fill time; determining the absolute difference between the final purge time correction factors for the given and new fill time; and, if the difference is less than a predetermined value, decreasing the fill time by the predetermined amount, and otherwise increasing the fill time by the predetermined amount and repeating the process until an optimum fill time and an optimum purge time are achieved.




In accordance with another feature of the invention, in a preferred method of practicing the invention the step of adjusting the fill time includes iteratively determining an adjusted fill time by adjusting the initial fill time by a plurality of predetermined increments, optimizing an adjusted purge time corresponding to the adjusted fill time, calculating a difference between the adjusted purge time and the initial purge time, and comparing the difference with a predetermined target value, until the difference is less than a predetermined target value.











The above object and other objects, features, and advantages of the present 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.




BRIEF DESCRIPTION OF THE DRAWINGS





FIG. 1

is a diagram of an engine control system that embodies the principles of the invention;





FIG. 2

is a graph showing the voltage response of an oxygen sensor versus air-fuel ratio;





FIG. 3

shows various graphs comparing (a) engine air-fuel ratio, (b) tailpipe oxygen sensor response, (c) EGO data capture, and (d) tailpipe CO, versus time for a short purge time (


1


), a medium purge time (


2


) and a long purge time (


3


);





FIG. 4

is a more detailed view of oxygen sensor response versus time for a short purge time (


1


), a medium purge time (


2


) and a long purge time (


3


);





FIG. 5

is a plot of normalized oxygen sensor saturation time t


sat


as a function of purge time t


p


;





FIG. 6

is a plot of normalized saturation time t


sat


versus oxygen sensor peak voltage V


P


for the case where the oxygen sensor peak voltage V


P


is less than a reference voltage V


ref


;





FIG. 7

shows the relationship between device purge time t


P


and device fill time t


F


and depicts the optimum purge time t


P






T




for a given fill time t


F






T




, with two sub-optimal purge points


1


and


2


also illustrated;





FIG. 7



a


shows the relationship between purge time and fill time when the purge time has been optimized for all fill times. The optimum purge time t


P






T




and fill time t


F






T




represent the preferred system operating point T. Two sub-optimal points A and B that lie on the response curve are also shown;





FIG. 8

shows the relationship between device purge time t


P


and fill time t


F


for four different device operating conditions of progressively increasing deterioration in NO


x


device capacity and further shows the extrapolated purge times for the oxygen storage portion t


P






osc




of the total purge time t


p


;





FIG. 9

shows the relationship between NO


x


device capacity and purge time for four different device conditions with progressively more deterioration caused by sulfation, thermal damage, or both;





FIG. 10

is a flowchart for optimization of device purge time t


P


;





FIG. 11

is a flowchart for system optimization;





FIG. 12

is a flowchart for determining whether desulfation of the device is required;





FIG. 13

is a plot of the relationship between the relative oxidant stored in the device and the relative time that the device is subjected to an input stream of NO


x


;





FIG. 14

is a plot of relative purge fuel versus relative fill time;





FIG. 15

is a map of the basic device filling rate R


ij


(NO


x


capacity depletion) for various speed and load points at given mapped values of temperature, air-fuel ratio, EGR and spark advance;





FIGS. 16



a


-


16




d


show a listing of the mapping conditions for air-fuel ratio, EGR, spark advance, and device temperature, respectively, for which the device filling rates R


ij


were determined in

FIG. 15

;





FIG. 17

shows how device capacity depletion rate modifier varies with temperature;





FIG. 18

shows how the air-fuel ratio, EGR, and spark advance modifiers change as the values of air-fuel ratio, EGR and spark advance vary from the mapped values in

FIG. 16

; and





FIG. 19

is a flowchart for determining when to schedule a device purge.











DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)




Referring now to the drawings, and initially to

FIG. 1

, a powertrain control module (PCM) generally designated


10


is an electronic engine controller including ROM, RAM and CPU, as indicated. The PCM controls a set of injectors


12


,


14


,


16


and


18


which inject fuel into a four-cylinder internal combustion engine


20


. The fuel injectors are of conventional design and are positioned to inject fuel into their associated cylinder in precise quantities as determined by the controller


10


. The controller


10


transmits a fuel injector signal to the injectors to maintain an air-fuel ratio (also “AFR”) determined by the controller


10


. An air meter or air mass flow sensor


22


is positioned at the air intake of the manifold


24


of the engine and provides a signal regarding air mass flow resulting from positioning of the throttle


26


. The air flow signal is utilized by controller


10


to calculate an air mass value which is indicative of a mass of air flowing per unit time into the induction system. A heated exhaust gas oxygen (HEGO) sensor


28


detects the oxygen content of the exhaust gas generated by the engine, and transmits a signal to the controller


10


. The HEGO sensor


28


is used for control of the engine air-fuel ratio, especially during stoichiometric engine operation.




As seen in

FIG. 1

, the engine-generated exhaust gas flows through an exhaust treatment system that includes, in series, an upstream emission control device


30


, an intermediate section of exhaust pipe


32


, a downstream emission control device


34


, and the vehicle's tailpipe


36


. While each device


30


,


34


is itself a three-way catalyst, the first device


30


is preferably optimized to reduce tailpipe emissions during engine operation about stoichiometry, while the second device


34


is optimized for storage of one or more selected constituent gases of the engine exhaust gas when the engine operates “lean,” and to release previously-stored constituent gas when the engine operates “rich.” The exhaust treatment system further includes a second HEGO sensor


38


located downstream of the second device


34


. The second HEGO sensor


38


provides a signal to the controller


10


for diagnosis and control according to the present invention. The second HEGO sensor


38


is used to monitor the HC efficiency of the first device


30


by comparing the signal amplitude of the second HEGO sensor


38


with that of the first HEGO sensor


28


during conventional stoichiometric, closed-loop limit cycle operation.




In accordance with another feature of the invention, the exhaust treatment system includes a temperature sensor


42


located at a mid-point within the second device


34


that generates an output signal representative of the instantaneous temperature T of the second device


34


. Still other sensors (not shown) provide additional information to the controller


10


about engine performance, such as camshaft position, crankshaft position, angular velocity, throttle position and air temperature.




A typical voltage versus air-fuel ratio response for a switching-type oxygen sensor such as the second HEGO sensor


38


is shown in FIG.


2


. The voltage output of the second HEGO sensor


38


switches between low and high levels as the exhaust mixture changes from a lean to a rich mixture relative to the stoichiometric air-fuel ratio of approximately 14.65. Since the air-fuel ratio is lean during the fill time, NO


x


generated in the engine passes through the first device


30


and the intermediate exhaust pipe


32


into the second device


34


where it is stored.




A typical operation of the purge cycle for the second device


34


is shown in FIG.


3


. The top waveform (

FIG. 3



a


) shows the relationship of the lean fill time t


F


and the rich purge time t


P


for three different purge times,


1


,


2


, and


3


. The response of the second HEGO sensor


38


for the three purge times is shown in the second waveform (

FIG. 3



b


). The amount of CO and HC passing through the second device


34


and affecting the downstream sensor


38


is used as an indicator of the effectiveness of the second device's purge event. The peak voltage level of the tailpipe oxygen sensor is an indicator of the quantities of NO


x


and O


2


that are still stored in the second device


34


. For a small purge time


1


, a very weak response of the oxygen sensor results since the second device


34


has not been fully purged of NO


x


, resulting in a small spike of tailpipe CO and closely related second HEGO sensor response. For this case, the peak sensor voltage V


P


does not reach the reference voltage V


ref


. For a moderate or optimum purge time


2


, the second HEGO sensor's response V


P


equals the reference voltage V


ref


, indicating that the second device


34


has been marginally purged, since an acceptably very small amount of tailpipe CO is generated. For a long purge


3


, the second HEGO sensor's peak voltage exceeds V


ref


, indicating that the second device


34


has been either fully purged or over-purged, thereby generating increased and undesirably high tailpipe CO (and HC) emissions, as illustrated by the waveform in

FIG. 3



d.






The data capture window for the second HEGO sensor voltage is shown in the waveform in

FIG. 3



c


. During this window the PCM acquires data on the second HEGO sensor


38


response.

FIG. 4

shows an enlarged view of the response of the sensor


38


to the three levels of purge time shown in FIG.


3


. The time interval Δt


21


is equal to the time interval that the sensor voltage exceeds V


ref


. For a peak sensor voltage V


P


which is less than the reference voltage V


ref


, the PCM


10


provides a smooth continuation to the metric of

FIG. 5

by linearly extrapolating the sensor saturation time t


sat


from t


sat


=t


sat






ref




t


sat


=0. The PCM


10


uses the ftlinerelationship shown in

FIG. 6

, making the sensor saturation time t


sat


proportional to the peak sensor voltage V


P


, as depicted therein.





FIG. 5

shows the relationship between the normalized oxygen sensor saturation time t


sat


and the purge time t


P


. The sensor saturation time t


sat


is the normalized amount of time that the second HEGO sensor signal is above V


ref


and is equal to Δt


21


/Δt


21






norm




, where Δt


21






norm




is the normalizing factor. The sensor saturation time t


sat


is normalized by the desired value t


sat






desired




. For a given fill time t


F


and state of the second device


34


, there is an optimum purge time that results in an optimum normalized saturation time t


sat


=1 for which the tailpipe HC and CO are not excessive, and which still maintains an acceptable device NO


x


-storage efficiency. For a sensor saturation time t


sat


>1, the purge time is too long and should be decreased. For a sensor saturation time t


sat


<1, the purge time is too short and should be increased. Thus, closed-loop control of the purge of the second device


34


can be achieved based on the output of the second HEGO sensor


38


.





FIG. 7

shows the nominal relationship between the purge time t


P


and the fill time t


F


for a given operating condition of the engine and for a given condition of the second device


34


. The two sub-optimal purge times t


P






subopt1




and t


P






subopt2




correspond to either under-purging or over-purging of the second device


34


for a fixed fill time t


F






T




. The purge time t


P


that optimally purges the second device


34


of stored NO


x


is designated as t


P






T




. This point corresponds to a target or desired purge time, t


sat


=t


sat






desired




. This purge time minimizes CO tailpipe emissions during the fixed fill time t


F






T




. This procedure also results in a determination of the stored-oxygen purge time t


P






osc




, which is related to the amount of oxygen directly stored in the second device


34


. Oxygen can be directly stored in the form of cerium oxide, for example. The stored-oxygen purge time t


P






osc




can be determined by either extrapolating two or more optimum purge times to the t


F


=0 point or by conducting the t


P


optimization near the point t


F


=0. Operating point T


2


is achieved by deliberately making t


F






T2




<t


F






T




and finding t


P






T2




through the optimization.





FIG. 7



a


illustrates the optimization of the fill time t


F


. For a given fill time t


F






T




, the optimum purge time t


P






T




is determined, as in FIG.


7


. Then the fill time is dithered by stepping to a value t


F






B




that is slightly less than the initial value t


F






T




and stepping to a value t


F






A




that is slightly greater than the initial value t


F






T




. The purge time optimization is applied at all three points, T, A, and B, in order to determine the variation of t


P


with t


F


. The change in t


P


from A to T and also from B to T is evaluated. In

FIG. 7



a


, the change from B to T is larger than the change from A to T. The absolute value of these differences is controlled to be within a certain tolerance DELTA_MIN, as discussed more fully with respect to FIG.


11


. The absolute value of the differences is proportional to the slope of the t


P


versus t


F


curve. This optimization process defines the operating point, T, as the “shoulder” of the t


P


versus t


F


curve. T


P






sat




represents the saturation value of the purge time for infinitely long fill times.




The results of the purge time t


P


and fill time t


F


optimization routine are shown in

FIG. 8

for four different device states comprising different levels of stored NO


x


and oxygen. Both the purge time t


P


and the fill time t


F


have been optimized using the procedures described in

FIGS. 7 and 7



a


. The point determined by

FIG. 8

is designated as the optimum operating point T


1


, for which the purge time is t


P






T1




and the fill time is t


F






T1




. The “1” designates that the second device


34


is non-deteriorated, or state A. As the second device


34


deteriorates, due to sulfur poisoning, thermal damage, or other factors, device states B, C, and D will be reached. The purge and fill optimization routines are run continuously when quasi-steady-state engine conditions exist. Optimal operating points T


2


, T


3


, and T


4


will be reached, corresponding to device states B, C, and D. Both the NO


x


saturation level, reflected in t


P






T1




, t


P






T2




, t


P






T3




, and t


P






T4




, and the oxygen storage related purge times, and will vary with the state of the second device


34


and will typically decrease in value as the second device


34


deteriorates. The purge fuel for the NO


x


portion of the purge is equal to . It will be appreciated that the purge fuel is equivalent to purge time for a given operating state. The controller


10


regulates the actual purge fuel by modifying the time the engine


20


is allowed to operate at a predetermined rich air-fuel ratio. To simply the discussion herein, the purge time is assumed to be equivalent to purge fuel at the assumed operating condition under discussion. Thus, direct determination of the purge time required for the NO


x


stored and the oxygen stored can be determined and used for diagnostics and control.





FIG. 9

illustrates the relationship between the NO


x


purge time and the NO


x


-storage capacity of the second device


34


. States A, B, and C are judged to have acceptable NO


x


efficiency, device capacity and fuel consumption, while state D is unacceptable. Therefore, as state D is approached, a device desulfation event is scheduled to regenerate the NO


x


-storage capacity of the second device


34


and reduce the fuel consumption accompanying a high NO


x


purging frequency. The change of t


P






osc




can provide additional information on device aging through the change in oxygen storage.





FIG. 10

illustrates the flowchart for the optimization of the purge time t


P


. The objective of this routine is to optimize the air-fuel ratio rich purge spike for a given value for the fill time t


F


. This routine is contained within the software for system optimization, hereinafter described with reference to FIG.


11


. At decision block


46


, the state of a purge flag is checked and if set, a lean NO


x


purge is performed as indicated at block


48


. The purge flag is set when a fill of the second device


34


has completed. For example, the flag would be set in block


136


of

FIG. 19

when that purge scheduling method is used. At block


50


, the oxygen sensor (EGO) voltage is sampled during a predefined capture window to determined the peak voltage V


P


and the transition times t


1


and t


2


if they occur. The window captures the EGO sensor waveform change, as shown in

FIG. 3



c


. If V


P


>V


ref


, as determined by decision block


52


, then the sensor saturation time t


sat


is proportional to Δt


21


, the time spent above V


ref


by the EGO sensor voltage as indicated in blocks


54


and


56


. Where V


P


<V


ref


, t


sat


is determined from a linearly extrapolated function as indicated in block


58


. For this function, shown in

FIG. 6

, t


sat


is determined by making t


sat


proportional to the peak amplitude V


P


. This provides a smooth transition from the case of V


P


>V


ref


to the case of V


P


<V


ref


providing a continuous, positive and negative, error function t


sat






error




(k) suitable for feedback control as indicated in block


60


, wherein the error function t


sat






error




(k) is equal to a desired value t


sat






desired




for the sensor saturation time minus the actual sensor saturation time t


sat


. The error function t


sat






error




(k) is then normalized at block


62


by dividing it by the desired sensor saturation time t


sat






desired




.




The resulting normalized error (k) is used as the input to a feedback controller, such as a PID (proportional-differential-integral) controller. The output of the PID controller is a multiplicative correction to the device purge time, or PURGE_MUL as indicated in block


64


. There is a direct, monotonic relationship between (k) and PURGE_MUL. If (k)>0, the second device


34


is being under-purged and PURGE_MUL must be increased from its base value to provide more CO for the NO


x


purge. If (k)<0, the second device


34


is being over-purged and PURGE_MUL must be decreased from its base value to provide less CO for the NO


x


purge. This results in a new value of purge time t


P


(k+1)=t


P


(k)×PURGE_MUL as indicated in block


66


. The optimization of the purge time is continued until the absolute value of the difference between the old and new purge time values is less than an allowable tolerance, as indicated in blocks


68


and


70


. If |t


P


(k+1)−t


P


(k)|≧ε, then the PID feedback control loop has not located the optimum purge time t


P


within the allowable tolerance ε. Accordingly, as indicated in block


70


, the new purge time calculated at block


66


is used in the subsequent purge cycles until block


68


is satisfied. The fill time t


F


is adjusted as required using Eq.(2) (below) during the t


P


optimization until the optimum purge time t


P


is achieved. When |t


P


(k+1)−t


P


(k)|<ε, then the purge time optimization has converged, the current value of the purge time is stored as indicated at 72, and the optimization procedure can move to the routine shown in

FIG. 11

for the t


F


optimization. Instead of changing only the purge time t


P


, the relative richness of the air-fuel ratio employed during the purge event (see

FIG. 3

) can also be changed in a similar manner.





FIG. 11

is a flowchart for system optimization including both purge time and fill time optimization. The fill time optimization is carried out only when the engine is operating at quasi-steady state as indicated in block


74


. In this context, a quasi-steady state is characterized in that the rates of change of certain engine operating variables, such as engine speed, load, airflow, spark timing, EGR, are maintained below predetermined levels. At block


76


, the fill time step increment FILL_STEP is selected equal to STEP_SIZE, which results in increasing fill time if FILL_STEP>0. STEP_SIZE is adjusted for the capacity utilization rate R


ij


as illustrated in

FIG. 14

below.




At block


78


, the purge time optimization described above in connection with

FIG. 10

, is performed. This will optimize the purge time t


P


for a given fill time. The PURGE_MUL at the end of the purge optimization performed in block


78


, is stored as CTRL_START, and the fill time multiplier FILL_MUL is incremented by FILL_STEP, as indicated in block


80


. The fill step is multiplied by FILL_MUL in block


82


to promote the stepping of t


F


. In block


84


, the purge optimization of

FIG. 10

is performed for the new fill time t


F


(k+1). The PURGE_MUL at the end of the purge optimization performed in

FIG. 10

is stored as CTRL_END in block


86


. The magnitude of the change in the purge multiplier CTRL_DIFF=ABS(CTRL_END−CTRL_START) is also stored in block


86


and compared to a reference value DELTA_MIN at block


88


. DELTA_MIN corresponds to the tolerance discussed in

FIG. 7



a


, and CTRL_END and CTRL_START correspond to the two values of t


P


found at A and T or at B and T of

FIG. 7



a


. If the change in purge multiplier is greater than DELTA_MIN, the sign of FILL_STEP is changed to enable a search for an optimum fill time in the opposite direction as indicated at block


90


. If the change in purge multiplier is less than DELTA_MIN, searching for the optimum fill time t


F


continues in the same direction as indicated in block


92


. In block


94


, FILL_MUL is incremented by the selected FILL_STEP. In block


96


the fill time t


F


(k+1) is modified by multiplying by FILL_MUL. The result will be the selection of the optimum point t


P






T




as the operating point and continuously dithering at this point. If the engine does not experience quasi-steady state conditions during this procedure, the fill time optimization is aborted, as shown in block


74


, and the fill time from Eq.(2) (below) is used.





FIG. 12

illustrates the flowchart for desulfation of the second device


34


according to the present invention. At block


100


, the reference value representative purge time for a non-deteriorated device


34


at the given operating conditions is retrieved from a lookup table. may be a function of airflow, air-fuel ratio, and other parameters. At block


102


, the current purge time t


P


(k) is recalled and is compared to minus a predetermined tolerance TOL, and if t


P


(k)<−TOL, then a desulfation event for the second device


34


is scheduled. Desulfation involves heating the second device


34


to approximately 650° C. for approximately ten minutes with the air-fuel ratio set to slightly rich of stoichiometry, for example, to 0.98λ. A desulfation counter D is reset at block


104


and is incremented each time the desulfation process is performed as indicated at block


106


. After the desulfation process is completed, the optimum purge and fill time are determined in block


108


as previously described in connected with FIG.


11


. The new purge time t


P


(k+1) is compared to the reference time minus the tolerance TOL at block


110


and, if t


P


(k+1)<−TOL, at least 2 additional desulfation events are performed, as determined by the decision block


112


. If the second device


34


still fails the test then a malfunction indicator lamp (MIL) is illuminated and the device


34


should be replaced with a new one as indicated in block


114


. If the condition is met and t


P


(k)≧−TOL, the second device


34


has not deteriorated to an extent which requires immediate servicing, and normal operation is resumed.




A NO


x


-purging event is scheduled when a given capacity of the second device


34


, less than the device's actual capacity, has been filled or consumed by the storage of NO


x


. Oxygen is stored in the second device


34


as either oxygen, in the form of cerium oxide, or as NO


x


and the sum the two is the oxidant storage.

FIG. 13

illustrates the relationship between the oxidant stored in the second device


34


and the time that the device


34


is subjected to an input stream of NO


x


. The NO


x


storage occurs at a slower rate than does the oxygen storage. The optimum operating point, with respect to NO


x


generation time, corresponds to the “shoulder” of the curve, or about 60-70% relative NO


x


generation time for this Figure. A value of 100% on the abscissa corresponds to the saturated NO


x


-storage capacity of the second device


34


. The values for NO


x


stored and for oxygen stored are also shown. The capacity utilization rate R


ij


is the initial slope of this curve, the percent oxidant stored divided by the percent NO


x


-generating time.





FIG. 14

is similar to

FIG. 13

except that the relative purge fuel is plotted versus the relative fill time t


F


. The capacity utilization rate R


ij


(%purge fuel/%fill time) is identified as the initial slope of this curve. For a given calibration of air-fuel ratio, EGR, SPK at a given speed and load point, the relationship of the relative NO


x


generated quantity is linearly dependent on the relative fill rate t


F


.

FIG. 14

illustrates the relationship between the amount of purge fuel, containing HC and CO, applied to the second device


34


versus the amount of time that the second device


34


is subjected to an input stream of NO


x


. The purge fuel is partitioned between that needed to purge the stored oxygen and that needed to purge the NO


x


stored as nitrate.




The depletion of NO


x


-storage capacity in the second device


34


may be expressed by the following equations.









RS
=




k
=
1


k
=
P









R
ij







(

speed
,
load

)







t
k







(
1
)






RSM
=


M
1







(
T
)






k
=
1


k
=
P









M
2







(
AFR
)







M
3







(
EGR
)







M
4







(

SPK
ij

)







R
ij







(

%


/


s

)







t
k








(
2
)

















t
F

=




k
=
1


k
=
P








t
k












The base or unmodified device capacity utilization, RS(%), is given by Eq. (1), which represents a time weighted summing of the cell filling rate, R


ij


(%/s), over all operating cells visited by the device filling operation, as a function of speed and load. The relative cell filling rate, R


ij


(%purge fuel/%fill time), is obtained by dividing the change in purge time by the fill time t


F


corresponding to 100% filling for that cell. Note that Eq. (1) is provided for reference only, while Eq. (2), with its modifiers, is the actual working equation. The modifiers in Eq. (2) are M


1


(T) for device temperature T, M


2


for air-fuel ratio, M


3


for EGR, and M


4


for spark advance. The individual R


ij


's are summed to an amount less than 100%, at which point the device capacity has been substantially but not fully utilized. For this capacity, the sum of the times spent in all the cells, t


F


, is the device fill time. The result of this calculation is the effective device capacity utilization, RSM(%), given by Eq. (2). The basic filling rate for a given region is multiplied by the time t


k


spent in that region, multiplied by M


2


, M


3


, and M


4


, and continuously summed. The sum is modified by the device temperature modifier M


1


(T). When the modified sum RSM approaches 100%, the second device


34


is nearly filled with NO


x


, and a purge event is scheduled.





FIG. 15

shows a map of stored data for the basic device filling rate R


ij


. The total system, consisting of the engine and the exhaust purification system, including the first device


30


and the second device


34


, is mapped over a speed-load matrix map. A representative calibration for air-fuel ratio (“AFR”), EGR, and spark advance is used. The device temperature T


ij


is recorded for each speed load region.

FIGS. 16



a


-


16




d


show a representative listing of the mapping conditions for air-fuel ratio, EGR, spark advance, and device temperature T


ij


for which the device filling rates R


ij


were determined in FIG.


15


.




When the actual operating conditions in the vehicle differ from the mapping conditions recorded in

FIG. 16

, corrections are applied to the modifiers M


1


(T), M


2


(AFR), M


3


(EGR), and M


4


(spark advance). The correction for M


1


(T) is shown in FIG.


17


. Because the second device's NO


x


-storage capacity reaches a maximum value at an optimal temperature T


0


, which, in a constructed embodiment is about 350° C., a correction is applied that reduces the second device's NO


x


-storage capacity when the device temperature T rises above or falls below the optimal temperature T


0


, as shown.




Corrections to the M


2


, M


3


, and M4 modifiers are shown in

FIGS. 18



a


-


18




c


. These are applied when the actual air-fuel ratio, actual EGR, and actual spark advance differ from the values used in the mapping of FIG.


15


.





FIG. 19

shows the flowchart for the determining the base filling time of the second device


34


, i.e., when it is time to purge the device


34


. If the purge event has been completed (as determined at block


120


) and the engine is operating lean (as determined at block


122


), then the second device


34


is being filled as indicated by the block


124


. Fill time is based on estimating the depletion of NO


x


storage capacity R


ij


, suitably modified for air-fuel ratio, EGR, spark advance, and device temperature. At block


126


engine speed and load are read and a base filling rate R


ij


is obtained, at block


128


, from a lookup table using speed and load as the entry points (FIG.


15


). The device temperature, engine air-fuel ratio, EGR spark advance and time tk are obtained in block


130


(

FIGS. 16



a


-


16




d


) and are used in block


132


to calculate a time weighted sum RSM, based on the amount of time spent in a given speed-load region. When RSM nears 100%, a purge event is scheduled as indicated in blocks


134


and


136


. Otherwise, the device filling process continues at block


122


. The fill time determined in

FIG. 19

is the base fill time. This will change as the second device


34


is sulfated or subjected to thermal damage. However, the procedures described earlier (

FIGS. 7



a


,


8


, and


11


), where the optimum fill time is determined by a dithering process, the need for a desulfation is determined, and a determination is made whether the second device


34


has suffered thermal damage.




The scheduled value of the purge time t


P


must include components for both the oxygen purge t


P






osc




and the NO


x


purge . Thus, t


P


=t


P






osc




+. The controller


10


contains a lookup table that provides the t


P






osc




, which is a strong function of temperature. For a second device


34


containing ceria, t


P






osc




obeys the Arrhenius equation, t


P






osc




=C


exp


(−E/kT), where C is a constant that depends on the type and condition of the device


34


, E is an activation energy, and T is absolute temperature.




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.



Claims
  • 1. A method of optimizing the fill time of an emission control device located in the exhaust passage of an engine upstream from an oxygen sensor, the emission control device being filled with a constituent gas of engine-generated exhaust gas during a first engine operating condition and being purged of previously-stored constituent gas during a second engine operating condition, the method comprising:optimizing the purge time for a given fill time to provide a purge time adjustment multiplier related to device capacity; adjusting the fill time based on a function of the multiplier to achieve storage of enough of the constituent gas to fill the device to a predetermined fraction of the device capacity.
  • 2. The method of claim 1, wherein the step of optimizing the purge time includes:producing a purge time correction factor based on the error between a desired saturation time and a calculated saturation time, the calculated saturation time based on a characteristic of the output of the sensor following the given fill time; storing the magnitude of a final purge time correction factor for the given fill time; increasing the fill time by a predetermined amount and performing purge optimization operations for the new fill time; storing the magnitude of the final purge time correction factor for the new fill time; determining the absolute difference between the final purge time correction factors for the given and new fill time; if the difference is less than a predetermined value decreasing the fill time by the predetermined amount; and otherwise increasing the fill time by the predetermined amount and repeating the process until an optimum fill time and an optimum purge time are achieved.
  • 3. In an exhaust gas purification system for an internal combustion engine, wherein the system has an exhaust passage that includes an upstream emission control device, and a downstream sensor generating a signal representative of an oxygen concentration flowing through the device, the device storing a constituent gas of the exhaust gas passing through the device during a fill time and releasing previously-stored constituent gas during a purge time, the method comprising:optimizing an initial purge time for an initial fill time; and iteratively determining an adjusted fill time by adjusting the initial fill time by a plurality of predetermined increments, optimizing an adjusted purge time corresponding to the adjusted fill time, calculating a difference between the adjusted purge time and the initial purge time, and comparing the difference with a predetermined target value, until the difference is less than a predetermined target value.
  • 4. The method of claim 3, wherein the device has a desired saturation time, and wherein optimizing the purge time includes:generating the signal during a sampling period; calculating a purge time as a function of the signal; and determining whether the calculated purge time produces the desired saturation time.
  • 5. The method of claim 4, wherein calculating the purge time includes:comparing the signal to a predetermined reference value, wherein the reference value is based on the desired saturation time; and generating a value for actual saturation time as a function of one of the group consisting of a maximum amplitude of the signal, if the signal does not exceed the reference value, and a length of time the signal exceeds the reference value, if the signal exceeds the reference value.
  • 6. The method of claim 5, wherein generating the value for actual saturation time includes linearly extrapolating the value for saturation time in proportion to the maximum amplitude of the signal when the first signal is below a predetermined value.
  • 7. The method of claim 6, wherein determining whether the calculated purge time produces the desired saturation time includes generating a saturation error value based on the difference between the generated value for actual saturation time and a predetermined saturation value.
  • 8. A system for optimizing the fill time of an emission control device receiving exhaust gas generated by an internal combustion engine, the emission control device being filled with a constituent gas of the exhaust gas during a first engine operating condition and being purged of previously-stored constituent gas during a second engine operating condition, the system comprising:a sensor generating an output signal representative of a concentration of oxygen present in the exhaust flowing through the device during a sampling period; a control module programmed to respond to the output signal and perform a first device purge optimization using a first device purge time correction factor to arrive at an optimum device purge time for a first device fill time; the module further programmed to increase the fill time by a predetermined amount and perform a second purge optimization using a second purge time correction factor to arrive at an optimum purge for a second fill time; the module further programmed to determine the absolute difference between the first and second purge time correction factors and if the difference is less than a predetermined value decrease the fill time by the predetermined amount and otherwise increase the fill time by the predetermined amount.
  • 9. The system defined in claim 8, wherein the purge optimization comprises purging the device for a purge time tP(k) and monitoring the output signal of the oxygen sensor to determine the purge time tP(k+1) for the next purge cycle based on the peak voltage of the sensor.
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