Catalyst Efficiency Monitor

Catalyst Efficiency Monitor

The catalyst efficiency monitor uses an oxygen sensor before and after the catalyst to infer the hydrocarbon (HC) efficiency based on the oxygen storage capacity of the catalyst. Under normal closed-loop fuel conditions, high efficiency catalysts have significant oxygen storage. This makes the switching frequency of the rear heated oxygen sensor (HO2S) very slow and reduces the amplitude of those switches as compared to the switching frequency and amplitude of the front HO2S. As the catalyst efficiency deteriorates due to thermal and/or chemical deterioration, its ability to store oxygen declines. The post-catalyst or downstream HO2S signal begins to switch more rapidly with increasing amplitude, approaching the switching frequency and amplitude of the pre-catalyst or upstream HO2S. The predominant failure mode for high mileage catalysts is chemical deterioration (phosphorus deposits on the front brick of the catalyst), not thermal deterioration.

In order to assess catalyst oxygen storage, the catalyst monitor counts front HO2S switches during part-throttle, closed-loop fuel conditions after the engine is warmed-up and the inferred catalyst temperature is within limits. Front switches are accumulated in up to 3 different air mass regions or cells. While catalyst monitoring entry conditions are being met, the front and rear HO2S signal lengths are continually being calculated. When the required number of front switches has accumulated in each cell, the total signal length of the rear HO2S is divided by the total signal length of the front HO2S to compute a catalyst index ratio. An index ratio near 0.0 indicates high oxygen storage capacity, hence high HC efficiency. An index ratio near 1.0 indicates low oxygen storage capacity, hence low HC efficiency. If the actual index ratio exceeds the threshold index ratio, the catalyst is considered failed. Inputs from engine coolant temperature (ECT) or cylinder head temperature (CAT), intake air temperature (AT), mass air flow (MAF), crankshaft position (CKP), throttle position (TP), and vehicle speed sensors are required to enable the Catalyst Efficiency Monitor. Typical monitor entry conditions:

- minimum 330 seconds since start-up at 21 degrees C (70 degrees F).
- engine coolant temperature is between 76.6 degrees C -110 degrees C(170 degrees F-230 degrees F)
- intake air temperature is between -7 degrees C - 82 degrees C (20 degrees F - 180 degrees F)
- time since entering closed-loop is 30 seconds
- inferred rear HO2S temperature of 482 degrees C (900 degrees F)
- exhaust gas recirculation (EGR) is between 1 % and 12%
- part throttle, maximum rate of change is 0.2 volts/0.050 seconds
- vehicle speed is between 8 and 112 km/h (5 and 70 mph)
- fuel level is greater than 15%
- first Air Flow Cell
- engine RPM 1,000 to 1,300 RPM
- engine load 15 to 35%
- inferred catalyst temperature 454 degrees C - 649 degrees C (850 degrees F- 1,200 degrees F)
- number of front HO2S switches is 50
- second Air Flow Cell
- engine RPM 1,200 to 1,500 RPM
- engine load 20 to 35%
- inferred catalyst temperature 482 degrees C - 677 degrees C (900 degrees F- 1,250 degrees F)
- number of front HO2S switches: 70
- third Air Flow Cell
- engine RPM 1,300 to 1,600 RPM
- engine load 20 to 40%
- inferred catalyst temperature 510 degrees C - 704 degrees C (950 degrees F - 1,300 degrees F)
- number of front HO2S switches is 30

The DTCs associated with this test are DTC P0420 (Bank 1 or Y-pipe system) and P0430 (Bank 2). Because an exponentially weighted moving average algorithm is used to determine a concern, up to 6 driving cycles may be required to illuminate the MIL during normal customer driving. If the KAM is reset or the battery is disconnected, a concern illuminates the MIL in 2 drive cycles.