Patent Abstract:
A control system for an engine having N cylinders in first and second banks includes a catalyst heat module and a fuel control module. N is an integer greater than two. The catalyst heat module selectively operates the engine in a catalyst heat mode to heat a catalyst. The fuel control module, throughout a fuel injection sequence for each of the N cylinders, adjusts a first air/fuel (A/F) ratio for the first bank to a rich value and adjusts a second A/F ratio for the second bank to a lean value.

Full Description:
FIELD 
       [0001]    The present disclosure relates to fuel control systems and methods for heating catalysts in exhaust systems. 
       BACKGROUND 
       [0002]    The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure. 
         [0003]    An engine combusts an air/fuel mixture to generate drive torque for a vehicle. The air is drawn into the engine through a throttle valve and an intake manifold. The fuel is provided by one or more fuel injectors. The air/fuel mixture is combusted within one or more cylinders of the engine. Combustion of the air/fuel mixture may be initiated by, for example, compression provided by a piston and/or spark provided by a spark plug. Combustion of the air/fuel mixture produces exhaust gas. The exhaust gas is expelled from the cylinders to an exhaust system. 
         [0004]    The exhaust system includes a catalyst, such as a three-way catalyst, that reacts with the exhaust gas to reduce emissions. “Three-way” refers to the three emissions that a catalytic converter reduces, including carbon monoxide (CO), unburned hydrocarbons (HCs) and nitrogen oxide (NO x ). The catalyst, however, may be unable to react when the temperature of the catalyst is less than a light-off temperature. Accordingly, the catalyst&#39;s reaction capability may be limited upon engine startup (e.g., key ON) when the catalyst temperature is less than the light-off temperature. 
         [0005]    An engine control module (ECM) controls the torque output of the engine. For example only, the ECM controls the torque output of the engine based on driver inputs and/or other inputs. The ECM also controls various engine parameters to warm the catalyst when the catalyst temperature is less than the light-off temperature. For example only, the ECM may retard the spark timing to provide hydrocarbons in the exhaust gas. Oxidation of hydrocarbons in the exhaust system produces heat, which warms the catalyst. 
         [0006]    The amount of heat produced via hydrocarbon oxidation is limited by the amount of oxygen in the exhaust system. A secondary air pump may be mechanically coupled to a cylinder head to provide air directly to the cylinder head. The air delivered by the secondary air pump increases the amount of oxygen in the exhaust system and, therefore, the secondary air pump increases hydrocarbon oxidation capability. The ECM may control operation of the secondary air pump to control oxidation of hydrocarbons in the exhaust system and warm the catalyst. 
       SUMMARY 
       [0007]    A control system for an engine having N cylinders in first and second banks includes a catalyst heat module and a fuel control module. N is an integer greater than two. The catalyst heat module selectively operates the engine in a catalyst heat mode to heat a catalyst. The fuel control module, throughout a fuel injection sequence for each of the N cylinders, adjusts a first air/fuel (A/F) ratio for the first bank to a rich value and adjusts a second A/F ratio for the second bank to a lean value. 
         [0008]    A method for an engine having N cylinders in first and second banks includes selectively operating the engine in a catalyst heat mode to heat a catalyst, and throughout a fuel injection sequence for each of the N cylinders, adjusting a first air/fuel (A/F) ratio for the first bank to a rich value and adjusting a second A/F ratio for the second bank to a lean value. 
         [0009]    Further areas of applicability of the present disclosure will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the disclosure. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0010]    The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein: 
           [0011]      FIG. 1  is a functional block diagram of an exemplary engine system according to the principles of the present disclosure; 
           [0012]      FIG. 2  is a functional block diagram of an exemplary engine control module according to the principles of the present disclosure; and 
           [0013]      FIG. 3  is a flowchart depicting exemplary steps of a control method according to the principles of the present disclosure. 
       
    
    
     DETAILED DESCRIPTION 
       [0014]    The following description is merely exemplary in nature and is in no way intended to limit the disclosure, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A or B or C), using a non-exclusive logical or. It should be understood that steps within a method may be executed in different order without altering the principles of the present disclosure. 
         [0015]    As used herein, the term module refers to an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. 
         [0016]    A fuel control system and method of the present disclosure may operate an engine in a catalyst heat mode to heat a catalyst. In the catalyst heat mode, an air/fuel (A/F) ratio of one cylinder bank is adjusted to lean while an A/F ratio of another cylinder bank is adjusted to rich. Excess carbon monoxide (CO) from the rich bank reacts with excess oxygen (O 2 ) from the lean bank before entering the catalyst to create an exothermic reaction in the catalyst. 
         [0017]    A fuel control system and method of the present disclosure may initiate the catalyst heat mode during a cold start of the engine. The catalyst heat mode may be terminated when the catalyst temperature is greater than or equal to a light-off temperature. In this manner, an exothermic reaction may be created in the catalyst during a cold start to increase the catalyst temperature to the light-off temperature without using a secondary air pump. 
         [0018]    Referring now to  FIG. 1 , an engine system  10  includes an engine  12  that may be a port injection engine or a direct injection engine. The engine  12  may include a plurality of cylinders  13 , such as, for example, 2, 4, 6, 8, 10 and 12 cylinders. An exhaust manifold  14  is connected to the engine  12  and directs exhaust gas from the engine  12  through an exhaust pipe  16  to a three-way catalyst (TWC)  18  that may be electrically-heated. 
         [0019]    The cylinders  13  in the engine  12  may be distributed between a first bank  20  and a second bank  22 . The TWC  18  may include an upstream catalyst  24  and a downstream catalyst  26 . The upstream catalyst  24  includes catalyst materials suitable for reducing NO x . The downstream catalyst  26  includes catalyst materials that stimulate oxidation of HC and CO molecules. 
         [0020]    Oxygen sensors  30  at exits of the exhaust manifold  14  measure oxygen levels in the exhaust gas. An engine coolant temperature (ECT) sensor  32  at the engine  12  measures an engine coolant temperature. A catalyst temperature sensor  34  at the TWC  18  measures a catalyst temperature. An ignition input  36 , such as an ignition key or button, generates a start signal. 
         [0021]    An engine control module (ECM)  40  starts the engine  12  based on the start signal. The ECM  40  receives the oxygen levels, the engine coolant temperature, and the catalyst temperature. The ECM  40  determines air/fuel (A/F) ratios for the first and second banks  20 ,  22  based on the oxygen levels. The ECM  40  actuates fuel injectors  42  to inject fuel into the cylinders  13  based on the A/F ratios. Air enters the cylinders  13  through an intake valve  44 . The fuel and air combine to form an air/fuel mixture that combusts within the cylinders  13 . Exhaust gas exits the cylinders  13  through an exhaust valve  48 . 
         [0022]    The ECM  40  operates the engine system  10  in a catalyst heat mode during a cold start of the engine  12 . In the catalyst heat mode, the ECM  40  adjusts the A/F ratio of the first bank  20  to rich and simultaneously adjusts the A/F ratio of the second bank  22  to lean. A rich A/F ratio is greater than a stoichiometric ratio and a lean A/F ratio is less than a stoichiometric ratio. 
         [0023]    Referring now to  FIG. 2 , the ECM  40  may include a catalyst heat module  200  and a fuel control module  202 . The catalyst heat module  200  receives the engine coolant temperature from the ECT sensor  32 , the catalyst temperature from the catalyst temperature sensor  34 , and the start signal from the ignition input. The catalyst heat module  200  may generate a catalyst heat signal to operate an engine in a catalyst heat mode, thereby heating a catalyst. 
         [0024]    The catalyst heat module  200  may initiate the catalyst heat mode during a cold start of the engine. The catalyst heat module  200  may determine that the cold start occurs when the engine is started and when the engine coolant temperature is less than an operating temperature. The catalyst heat module  200  may determine that the engine is started when the start signal provides direction to start the engine. 
         [0025]    The catalyst heat module  200  may terminate the catalyst heat mode when the catalyst temperature is greater than or equal to a light-off temperature. The catalyst heat module  200  may terminate the catalyst heat mode when the engine coolant temperature is greater than or equal to the operating temperature. For example only, the operating temperature may be approximately 95° C. 
         [0026]    The fuel control module  202  controls the fuel injectors  42  to adjust A/F ratios of cylinders based on the catalyst heat signal received from the catalyst heat module  200 . The fuel control module  202  adjusts a first air/fuel (A/F) ratio to rich and adjusts a second A/F ratio to lean when the catalyst heat signal provides direction to operate the engine in the catalyst heat mode. 
         [0027]    The first and second A/F ratios may be associated with first and second cylinders, respectively. Alternatively, the first and second A/F ratios may be associated with first and second banks cylinder banks, respectively. The second cylinder bank may be closer to the catalyst than the first cylinder bank. 
         [0028]    Rich and lean A/F ratios may vary based on a fuel injection system type. For port injection systems, a lean A/F ratio may be 11.5 and a rich A/F ratio may be approximately 16. For direct injection systems, a lean A/F ratio may be approximately 13 and a rich A/F ratio may be approximately 16. 
         [0029]    Referring now to  FIG. 3 , control monitors an engine control temperature in step  300 . Control determines whether a cold start of an engine has occurred in step  302 . Control may determine that the cold start occurs when the engine is started and the engine coolant temperature is less than an operating temperature. 
         [0030]    Control returns to step  300  when the cold start has not occurred. Control monitors oxygen levels in exhaust gas exiting cylinders in step  304  when the cold start has occurred. Control determines first and second air/fuel (A/F) ratios of the cylinders based on the oxygen levels in step  306 . 
         [0031]    Control adjusts the first A/F ratio to rich and simultaneously adjusts the second A/F ratio to lean in step  308 . This creates an exothermic reaction that heats a catalyst. Control may adjust an amount of fuel injected into first and second cylinders to adjust the first and second A/F ratios, respectively. Alternatively, control may adjust an amount of fuel injected into first and second banks of cylinders to adjust the first and second A/F ratios, respectively. 
         [0032]    Control monitors a catalyst temperature in step  310 . Control determines whether the catalyst temperature is greater than or equal to a light-off temperature in step  312 . Control returns to step  304  when the catalyst temperature is less than the light-off temperature. Control stops adjusting the first A/F ratio to rich and the second A/F ratio to lean in step  314  when the catalyst temperature is greater than or equal to the light-off temperature. 
         [0033]    The broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification, and the following claims.

Technology Classification (CPC): 8