Reduction of cold-start emissions and catalyst warm-up time with direct fuel injection

Claim 2

In a spark ignited internal combustion engine which includes fuel injectors positioned to inject fuel directly into combustion chambers of the engine, a high pressure fuel supply pump for pumping fuel to said fuel injectors, and an engine controller for controlling operation of the engine, a method of reducing hydrocarbon emissions generated by the engine during cold start, the method comprising the steps of: at engine start, upon initiation of electrical power to said engine, waiting a predetermined period of time to allow said high pressure fuel supply pump to reach a predetermined operating pressure and upon the first engine cycle, controlling the quantity of fuel injected into each cylinder and the ignition timing to achieve combustion in the first engine cycle by injecting a quantity of fuel to compensate for combustion chamber wall wetting effects and to achieve a substantially stoichiometric air/fuel ratio in each combustion chamber, and controlling spark timing according to an empirically determined value which provides the greatest probability for ignition; for a first predetermined number of subsequent engine cycles, controlling the quantity of fuel injected into each cylinder and the spark timing to rapidly increase the temperature of surfaces of said combustion chambers by injecting a quantity of fuel into each combustion chamber to achieve an air/fuel ratio substantially equal to or marginally leaner than a stoichiometric air/fuel ratio and advancing spark timing in each cylinder by a predetermined number of degrees of crankshaft rotation from a predetermined optimal ignition timing point; and for a subsequent second predetermined number of engine cycles, controlling the quantity of fuel injected into each cylinder and the spark timing to rapidly increase the temperature of the surfaces of the exhaust system components of the engine, by injecting a first quantity of fuel for each engine cycle during the intake stroke of the engine cycle and injecting a second quantity of fuel later in the same engine cycle during the combustion stroke of the engine cycle, and retarding spark timing from the predetermined optimal ignition timing point.

Claim 3

The method as set forth in claim 1 comprising the further step of decreasing, for a third predetermined number of engine cycles, the amount of fuel injected during the intake stroke and increasing the amount of fuel injected during the expansion stroke by a corresponding amount.

Claim 4

The method as set forth in claim 2 comprising the additional step of generating a temperature value indicative of the initial temperature of the engine and altering said first and said second predetermined number of engine cycles as a function of said temperature value.

Claim 5

The method as set forth in claim 1 comprising the additional step of generating a temperature value indicative of the initial temperature of the engine and altering said first and said second predetermined number of engine cycles as a function of said temperature value.

Claim 6

In a spark ignited internal combustion engine which includes a plurality of cylinders, each cylinder having a corresponding combustion chamber and each of said combustion chambers having disposed therein a fuel injector positioned to inject fuel directly into the combustion chamber of the engine, said engine further including a high pressure fuel supply pump for pumping fuel to each of said fuel injectors, and an engine controller for controlling operation of the engine, each of said combustion chambers being characterized by a spark timing which provides a predetermined optimum performance, a method of reducing hydrocarbon emissions generated by the engine during cold start, the method comprising the steps of: at engine start, upon initiation of electrical power to said engine, waiting a predetermined period of time to allow said high pressure fuel supply pump to reach a predetermined operating pressure and upon the first engine cycle, of the engine, controlling the quantity of fuel injected into each cylinder and the ignition timing to achieve combustion in the first engine cycle by injecting a quantity of fuel to compensate for combustion chamber wall wetting effects and to achieve a substantially stoichiometric air/fuel ratio in each combustion chamber, and controlling ignition timing according to an empirically determined value which provides the greatest probability for ignition; and for a first predetermined number of subsequent engine cycles, controlling the quantity of fuel injected into each cylinder and the ignition timing to rapidly increase the temperature of the surfaces of said combustion chambers by injecting a quantity of fuel into each combustion chamber to achieve an air/fuel ratio substantially equal to or marginally greater than a stoichiometric air/fuel ratio and advancing ignition in each cylinder by a predetermined number of degrees of crankshaft rotation from said optimal ignition timing point; for a subsequent, second predetermined number of engine cycles, controlling the quantity of fuel injected and the spark timing to rapidly increase the temperature of the surfaces of the exhaust system components of the engine, by retarding the spark timing by a predetermined number of degrees of crankshaft rotation from said optimal ignition timing point and controlling the quantity of fuel injected into each cylinder according to a split fuel injection mode in which, for a third predetermined number of engine cycles, a first predetermined amount of fuel is injected during the intake stroke of each engine cycle and a second predetermined amount of fuel is injected during the combustion stroke of each engine cycle and for a fourth predetermined number of engine cycles, subsequent to said third predetermined number of engine cycles, a third predetermined amount of fuel is injected during the intake stroke of each engine cycle and a fourth predetermined amount of fuel is injected during the combustion stroke of each engine cycle.

Claim 7

In a spark ignited internal combustion engine which includes a plurality of cylinders, each cylinder having a corresponding combustion chamber and each of said combustion chambers having disposed therein a fuel injector positioned to inject fuel directly into the combustion chamber of the engine, said engine further including a high pressure fuel supply pump for pumping fuel to each of said fuel injectors, and an engine controller for controlling operation of the engine, each of said combustion chambers being characterized by a spark timing which provides a predetermined optimum performance, a method of reducing hydrocarbon emissions generated by the engine during cold start, the method comprising the steps of: at engine start, upon initiation of electrical power to said engine, waiting a predetermined period of time to allow said high pressure fuel supply pump to reach a predetermined operating pressure and upon the first engine cycle, of the engine, controlling the quantity of fuel injected into each cylinder and the ignition timing to achieve combustion in the first engine cycle by injecting a quantity of fuel to compensate for combustion chamber wall wetting effects and to achieve a substantially stoichiometric air/fuel ratio in each combustion chamber, and controlling ignition timing according to an empirically determined value which provides the greatest probability for ignition; and for a first predetermined number of subsequent engine cycles, controlling the quantity of fuel injected into each cylinder and the ignition timing to rapidly increase the temperature of the surfaces of said combustion chambers by injecting a quantity of fuel into each combustion chamber to achieve an air/fuel ratio substantially equal to or marginally greater than a stoichiometric air/fuel ratio and advancing ignition in each cylinder by a predetermined number of degrees of crankshaft rotation from said optimal ignition timing point; for a subsequent, second predetermined number of engine cycles, controlling the quantity of fuel injected and the spark timing to rapidly increase the temperature of the surfaces of the exhaust system components of the engine, by retarding the spark timing by a predetermined number of degrees of crankshaft rotation from said optimal ignition timing point and controlling the quantity of fuel injected into each cylinder according to a split fuel injection mode in which, for a third predetermined number of engine cycles, a first predetermined amount of fuel is injected during the intake stroke of each engine cycle and a second predetermined amount of fuel is injected during the combustion stroke of each engine cycle and for a fourth predetermined number of engine cycles, subsequent to said third predetermined number of engine cycles, a third predetermined amount of fuel is injected during the intake stroke of each engine cycle and a fourth predetermined amount of fuel is injected during the combustion stroke of each engine cycle.

Claim 8

The method as set forth in claim 5 wherein the sum of the first predetermined amount of fuel and the second predetermined amount of fuel generates an air/fuel ratio in said combustion chamber which is substantially equal to stoichiometry.

Claim 9

The method as set forth in claim 6 wherein the sum of the third predetermined amount of fuel and the fourth predetermined amount of fuel generates an air/fuel ratio in said combustion chamber which is substantially equal to stoichiometry.

Claim 10

The method as set forth in claim 7 wherein the first predetermined amount of fuel is greater than said second predetermined amount of fuel and said third predetermined amount of fuel is greater than said fourth predetermined amount of fuel.

Claim 11

The method as set forth in claim 8 wherein the first predetermined amount of fuel is greater than said third predetermined amount of fuel.

Claim 12

The method as set forth in claim 9 wherein the first predetermined amount of fuel is approximately nine times greater than said second predetermined amount of fuel.

Claim 13

The method as set forth in claim 10 wherein the third predetermined amount of fuel is approximately four times greater than said fourth predetermined amount of fuel.

Claim 14

The method as set forth in claim 11 comprising the additional step of generating a temperature value indicative of the initial temperature of the engine and altering said first and said second predetermined number of engine cycles as a function of said temperature value.

Claim 15

The method as set forth in claim 5 comprising the additional step of generating a temperature value indicative of the initial temperature of the engine and altering said first and said second predetermined number of engine cycles as a function of said temperature value. .Iadd.

Claim 16

A method of regulating the temperature of an exhaust gas treatment device coupled to an exhaust system of an internal combustion engine, the engine having fuel injectors positioned to inject fuel directly into combustion chambers of the engine and spark plugs communicating with the chambers, with said method comprising the steps of: injecting a first quantity of fuel into a combustion chamber before spark ignition; spark igniting said first quantity of fuel; and injecting a second quantity of fuel into the combustion chamber after spark ignition, with said second quantity of fuel igniting without spark ignition and without an external heat source heating said second quantity of fuel to heat said exhaust gas treatment device..Iaddend..Iadd.15. The method as set forth in claim 14 comprising the additional step of retarding spark ignition timing from an optimum spark ignition timing..Iaddend..Iadd.16. The method as set forth in claim 14 wherein said step of injecting a second quantity of fuel comprises injecting during a power stroke of an engine cycle..Iaddend..Iadd.17. The method as set forth in claim 14 wherein said first quantity of fuel comprises a greater amount of fuel than said second quantity of fuel..Iaddend..Iadd.18. The method as set forth in claim 14 wherein said step of injecting a first quantity of fuel generates a lean air/fuel ratio..Iaddend..Iadd.19. The method as set forth in claim 18 wherein said steps of injecting a first quantity of fuel and a second quantity of fuel together generate a stoichiometric air/fuel ratio..Iaddend..Iadd.20. The method as set forth in claim 14 wherein the steps of injecting a first quantity of fuel, spark igniting said first quantity of fuel, and injecting a second quantity of fuel repeats for a predetermined number of engine cycles..Iaddend..Iadd.21. The method as set forth in claim 14 wherein the steps of injecting a first quantity of fuel, spark igniting said first quantity of fuel, and injecting a second quantity of fuel occurs after a predetermined number of engine cycles to heat said combustion chambers..Iaddend..Iadd.22. The method as set forth in claim 21 comprising the additional step of, at engine start, injecting an ignitable amount of fuel into the combustion chamber..Iaddend..Iadd.23. The method as set forth in claim 21 comprising the additional step of, after engine start, injecting an amount of fuel into the combustion chamber sufficient to generate one of a lean or stoichiometric air-fuel ratio..Iaddend..Iadd.24. The method as set forth in claim 23 comprising the additional step of advancing spark ignition timing from an optimum spark ignition timing..Iaddend..Iadd.25. The method as set forth in claim 22 comprising the additional step of, after engine start, injecting an amount of fuel into the combustion chamber sufficient to generate one of a

Claim 17

lean or stoichiometric air-fuel ratio..Iaddend..Iadd.26. The method as set forth in claim 25 comprising the additional step of advancing spark ignition timing from an optimum spark ignition timing..Iaddend..Iadd.27. A method of regulating the temperature of an exhaust gas treatment device coupled to an exhaust system of an internal combustion engine, the engine having fuel injectors positioned to inject fuel directly into combustion chambers of the engine and spark plugs communicating with the chambers, with said method comprising the steps of, after a first predetermined number of engine cycles to heat said combustion chambers: a) injecting a first quantity of fuel into a combustion chamber before spark ignition; b) spark igniting said first quantity of fuel; and c) injecting a second quantity of fuel into the combustion chamber after spark ignition, with said second quantity of fuel igniting without spark ignition of said second quantity of fuel; and d) repeating steps a), b) and c) for a second predetermined number of engine cycles..Iaddend..Iadd.28. The method as set forth in claim 27 comprising the additional step of retarding spark ignition timing from an optimum spark ignition timing..Iaddend..Iadd.29. The method as set forth in claim 27 wherein said step of injecting a second quantity of fuel comprises injecting during a power stroke of an engine cycle..Iaddend..Iadd.30. The method as set forth in claim 27 wherein said first quantity of fuel comprises a greater amount of fuel than said second

Claim 18

quantity of fuel..Iaddend..Iadd.31. The method as set forth in claim 27 wherein said step of injecting a first quantity of fuel generates a lean air/fuel ratio..Iaddend..Iadd.32. The method as set forth in claim 31 wherein said steps of injecting a first quantity of fuel and a second quantity of fuel together generate a stoichiometric air/fuel

Claim 19

ratio..Iaddend..Iadd.33. A method of regulating the temperature of an exhaust gas treatment device coupled to an exhaust system of an internal combustion engine, the engine having fuel injectors positioned to inject fuel directly into combustion chambers of the engine and spark plugs communicating with the chambers, with said method comprising the steps of: injecting a first quantity of fuel into a combustion chamber before spark ignition; spark igniting said first quantity of fuel; injecting a second quantity of fuel into the combustion chamber after spark ignition, with said second quantity of fuel igniting without spark ignition of said second quantity of fuel to heat said exhaust gas treatment device; and, repeating the above-described steps for a predetermined number of engine cycles..Iaddend..Iadd.34. A method of regulating the temperature of an exhaust gas treatment device coupled to an exhaust system of an internal combustion engine, the engine having fuel injectors positioned to inject fuel directly into combustion chambers of the engine and spark plugs communicating with the chambers, with said method comprising the steps of: after a predetermined number of engine cycles to heat said combustion chambers, injecting a first quantity of fuel into a combustion chamber before spark ignition; spark igniting said first quantity of fuel; and, injecting a second quantity of fuel into the combustion chamber after spark ignition, with said second quantity of fuel igniting without spark ignition of said second quantity of fuel to heat said exhaust gas treatment device..Iaddend..Iadd.35. The method as set forth in claim 34 comprising the additional step of, at engine start, injecting an ignitable amount of fuel into the combustion chamber..Iaddend..Iadd.36. The method of set forth in claim 34 comprising the additional step of, after engine start, injecting an amount of fuel into the combustion chamber sufficient to generate one of a lean or stoichiometric air-fuel

Claim 20

ratio..Iaddend..Iadd. 7. The method as set forth in claim 36 comprising the additional step of advancing spark ignition timing from an optimum spark ignition timing..Iaddend..Iadd.38. The method as set forth in claim 35 comprising the additional step of, after engine start, injecting an amount of fuel into the combustion chamber sufficient to generate one of a lean or stoichiometric air-fuel ratio..Iaddend..Iadd.39. The method as set forth in claim 38 comprising the additional step of advancing spark ignition timing from an optimum spark ignition timing..Iaddend.