GB2277126A - Raising i.c.engine catalytic converter temperature. - Google Patents

Raising i.c.engine catalytic converter temperature. Download PDF

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Publication number
GB2277126A
GB2277126A GB9308157A GB9308157A GB2277126A GB 2277126 A GB2277126 A GB 2277126A GB 9308157 A GB9308157 A GB 9308157A GB 9308157 A GB9308157 A GB 9308157A GB 2277126 A GB2277126 A GB 2277126A
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GB
United Kingdom
Prior art keywords
engine
combustion
exhaust
catalytic converter
delaying
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB9308157A
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GB9308157D0 (en
Inventor
Timothy John Bowman
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Motor Co
Original Assignee
Ford Motor Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Motor Co filed Critical Ford Motor Co
Priority to GB9308157A priority Critical patent/GB2277126A/en
Publication of GB9308157D0 publication Critical patent/GB9308157D0/en
Publication of GB2277126A publication Critical patent/GB2277126A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • F02D13/0284—Variable control of exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/204—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using an exhaust gas igniter, e.g. a spark or glow plug, without introducing fuel into exhaust duct
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/28—Construction of catalytic reactors
    • F01N3/2882—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2250/00—Combinations of different methods of purification
    • F01N2250/04—Combinations of different methods of purification afterburning and catalytic conversion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/02—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by cutting out a part of engine cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/10—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying inlet or exhaust valve timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

The engine when cold has delayed completion of combustion and advance of the exhaust event. Combustion of the exhaust gases is completed within the exhaust system in order to raise the temperature of the catalytic convertor 12. An ECV 20 receives engine speed, load and temperature inputs and controls ignition timing, and/or the injection timing of part or all the fuel, and/or exhaust recirculation, and/or the number of inlet valves per cylinder and/or the number of spark plugs per cylinder which are operative and the timing of exhaust valve closure or the complete exhaust event in a four-stroke engine or the exhaust port geometry in a two-stroke engine. An afterburner may be provided upstream of the convertor 12. <IMAGE>

Description

Fast Light-off of a Catalytic Converter Field of the invention The invention relates to an internal combustion engine having a catalytic converter to purify exhaust emissions.
Background of the invention A catalytic converter does not operate efficiently until it has reached a certain temperature, termed the light-off temperature, and various proposals have been put forward in the prior art to achieve fast light-off, to reduce emissions when the engine is first started from cold.
The most promising solutions to this problem have so far relied on heat derived from the fuel used for combustion rather than on some other source of energy, such as electric heating elements in the catalytic converter. In particular, exhaust gas ignition (EGI) systems have been proposed in which an excessively rich charge is supplied to the combustion chambers of the engine, in order to generate hydrogen in the exhaust gases, and the resulting gases are reignited in an afterburner positioned upstream of the catalytic converter to provide the heat required for rapidlylighting off the catalyst.
Obiect of the invention The present invention seeks to provide a strategy for operating an engine to improve the light-off time of a catalytic converter, without the additional expense of fitting an afterburner in the exhaust system.
Summary of the invention According to the present invention, there is provided an internal combustion engine having a catalytic converter, means for delaying completion of combustion of the intake charge when the engine is cold, and means for advancing the exhaust event when the engine is cold so that the exhaust gases from the combustion chamber enter the exhaust system during the expansion stroke before they have undergone complete combustion, combustion of the exhaust gases being completed within the exhaust system in order to raise the temperature of the catalytic converter.
The means for delaying completion of combustion may either delay the instant at which the combustion commences, by delaying the spark timing or the injection timing, or they may reduce the flame propagation speed within the charge so that the combustion should take longer.
Delayed completion of combustion can be achieved in an engine having in-cylinder injection by injecting fuel into the combustion chamber in two stages, the secondary injection taking place too late in the combustion cycle to undergo complete combustion in the combustion chamber.
In the case of engines having air and fuel injectors, by altering the phasing of the air valve and the fuel valve it is possible to modify the fuel density profile and thereby delay completion of combustion.
The exhaust event, i.e. the times during the engine cycle during which the gases from the combustion chamber can enter the exhaust system, can be advanced in a four stroke engine by alteration of the valve timing and in a two stroke engine by providing a variable geometry exhaust port, the effective position of the upper edge of which in the combustion chamber can be raised and lowered to vary the exhaust event.
Various mechanisms are known for altering valve timing in a four-stroke internal combustion engine, this being achieved most simply in an engine with twin camshafts by varying the phase of the exhaust camshaft. Engines have also been designed with variable event timing and these too can used in implementing the invention. The important criterion is that the combustion gases should be able to enter the exhaust system before complete combustion of the charge.
Brief description of the drawing The invention will now be described further, by way of example, with reference to the accompanying drawing which is a block diagram of an engine having a control strategy for reducing light-off time of a catalytic converter.
Detailed description of the preferred embodiment The engine 10 in the drawing may be a two-stroke or a four stroke engine, fitted with a catalytic converter 12 in its exhaust system and having an electrically controlled valve timing regulator 14.In the case of a four stroke engine, the regulator 14 may act to vary the phase of the exhaust camshaft in an engine with fixed event timing, and may advance only the opening times of the exhaust valves in an engine having variable event timing. In the case of a two-stroke engine, the valve timing regulator 14 may vary the position of a rotary valve in the exhaust port to alter the position of the upper edge of the exhaust port and allow the combustion gases to enter the exhaust system at an earlier instant in the combustion cycle.
The engine 10 has a fuelling system 16 that regulates the supply of fuel to the engine 10 and the instant at which the injection of fuel takes place. The engine also has ignition circuit 18 that supplies the high tension for the spark plugs.
The valve timing regulator 14, the ignition circuit 18 and the fuelling system 16 are all controlled by an electronic engine control (EEC) module 20 that receives inputs from various sensors to indicate engine speed and load and that sets the optimum injection timing, spark timing and valve timing for the given operating conditions.
As so far described, the described engine is generally conventional and does not therefore require more detailed explanation.
In the present invention, the EEC module 20 receives a signal from a temperature sensor 22, positioned for example in the engine coolant circuit, and adopts a different control strategy when the engine is cold. The control strategy involves delaying the ignition timing and/or delaying the timing of all or part of the fuel injection so that completion of combustion is delayed during each engine operating cycle. At the same time, the exhaust valve timing is advanced to allow the gases that still contain fuel to enter the exhaust system. In this way, the combustion of the intake charge is completed within the exhaust system and the heat emitted is used to reduce the light-off time of the catalytic converter 12.
To delay completion of combustion, it is possible also to reduce the flame propagation speed for example by resorting to exhaust gases recirculation.
Systems have already been proposed to achieve what is termed exhaust gas ignition (EGI) in an afterburner upstream of the catalytic converter. The engine is supplied with a mixture so rich in fuel that the exhaust gases contain hydrogen.
This allows the gases to be reignited in the afterburner if further air is supplied to the exhaust system.
An EGI system can only be operated for a short period of time as it risks overheating the front face of the catalytic converter. The control strategy proposed herein can be implemented in an engine having an EGI system after the afterburner flame has been extinguished to help in lighting-off the remainder of the catalytic converter. Even if the flame from the combustion chamber should be extinguished within the exhaust system, the oxygen and fuel present in the exhaust gases will react with one another in the catalytic converter and the exothermic reaction will assist in reducing the time take for the entire catalytic converter to reach its operating temperature.
Various improvements have bee proposed to engines in order to achieve improves combustion under normal operating conditions. In the present invention, where such systems are fitted to the engine, then it is desirable to render them ineffective during cold startup. For example, in an engine with two inlet valves power cylinder, it has been proposed to disable one of the valves during low speed operation in order to improve charge preparation by increasing the charge velocity. If such a system, normally termed a port deactivation system, is disabled then a slower charge velocity is achieved at idling and low speed which assists in improving the warm up time of the catalyst.
Similarly, engines with multiple sparks and multiple spark plugs have been proposed and in the present invention preventing operation of one of the plugs will prolong the duration of the combustion.
Lastly, as previously mentioned, in an engine having air blast injectors, the timing of the air blast and the fuel metering nozzles have a material effect on combustion quality and these can be used to delay completion of combustion in order to improve the warm up time of the catalytic converter in the exhaust system.

Claims (9)

1. An internal combustion engine having a catalytic converter, means for delaying completion of combustion of the intake charge when the engine is cold, and means for advancing the exhaust event when the engine is cold so that the exhaust gases from the combustion chamber enter the exhaust system during the expansion stroke before they have undergone complete combustion, combustion of the exhaust gases being completed within the exhaust system in order to raise the temperature of the catalytic converter.
2. An engine as claimed in claim 1, wherein the means for delaying completion of combustion is operative to delay the instant at which the combustion commences, by delaying at least one of the spark timing or the injection timing.
3. An engine as claimed in claim 2, wherein the means for delaying completion of combustion comprise means for injecting fuel directly into the combustion chamber in two stages, the secondary injection taking place too late in the combustion cycle to undergo complete combustion in the combustion chamber.
4. An engine as claimed in any preceding claim, wherein the means for delaying the completion of combustion are operative to reduce the flame propagation speed within the charge so that the combustion should take longer.
5. An engine as claimed in any preceding claim, wherein the engine is a four stroke engine with fixed exhaust event duration and wherein the entire exhaust event is advanced when the engine is cold.
6. An engine as claimed in any of claims 1 to 4, wherein engine is a four stroke engine the exhaust event of which is of variable duration and wherein the means for advancing the exhaust event acts only to advance the opening time of the exhaust valves.
7. An engine as claimed in any of claimsl to 4, wherein the engine is a two-stroke engine having a rotary valve for varying the geometry of the exhaust port.
8. An engine as claimed in any preceding claim further comprising an exhaust gas ignition system including an afterburner located upstream of or within the catalytic.
9. An internal combustion engine, constructed, arranged and adapted to operate substantially as herein described with reference to and as illustrated in the accompanying drawing.
GB9308157A 1993-04-17 1993-04-17 Raising i.c.engine catalytic converter temperature. Withdrawn GB2277126A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB9308157A GB2277126A (en) 1993-04-17 1993-04-17 Raising i.c.engine catalytic converter temperature.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB9308157A GB2277126A (en) 1993-04-17 1993-04-17 Raising i.c.engine catalytic converter temperature.

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GB9308157D0 GB9308157D0 (en) 1993-06-02
GB2277126A true GB2277126A (en) 1994-10-19

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0718475A1 (en) * 1994-12-20 1996-06-26 Adam Opel Ag Internal combustion engine
EP0935056A2 (en) * 1998-02-05 1999-08-11 Adam Opel Ag Process for quickly reaching the activation temperature of a catalyst mounted close to a spark ignition internal combustion engine
GB2352478A (en) * 1999-07-24 2001-01-31 Ford Global Tech Inc I.c. engine spark timing management to reduce light-off time of catalytic converter
EP1126148A1 (en) * 2000-01-05 2001-08-22 Robert Bosch Gmbh Method for controlling catalytic converter heat losses during coasting shutoff
GB2367859A (en) * 2000-10-12 2002-04-17 Lotus Car Methods of operating i.c. engines having electrically controlled actuators for the inlet and/or exhaust valves
EP0913559A3 (en) * 1997-10-29 2002-07-17 DaimlerChrysler AG Process for operating a multi-cylinder internal combustion engine
FR2846707A1 (en) * 2002-11-05 2004-05-07 Toyota Motor Co Ltd CONTROL DEVICE OF AN INTERNAL COMBUSTION ENGINE PROVIDED WITH A VARIABLE VALVE TIMING SYSTEM
WO2009093120A1 (en) * 2008-01-23 2009-07-30 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine, and method of controlling internal combustion engine
CN101813033A (en) * 2009-02-23 2010-08-25 通用汽车环球科技运作公司 Be used for controlling the method and apparatus of explosive motor burning phase modulation

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115142962B (en) * 2022-07-11 2024-01-16 上海汽车集团股份有限公司 Control method and system for variable valve timing and fuel injection of vehicle engine and vehicle

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