Exhaust system combustion for rapid heating catalyst

Abstract

A motor system (100) includes an engine (104) having one or more cylinders, an electronic control unit (112), and an exhaust treatment system (114) fluidly connected with and located downstream of the one or more cylinders. The exhaust treatment system (114) includes an exhaust line (108), a downstream combustion zone, a combustion ignition source within the combustion zone, and a catalyst downstream of and in thermal communication with the combustion zone. A method of heating a catalyst during an engine cold start and a method of initializing periodic operating conditions of an engine (104) having one or more cylinders are also described.

Description

Background Art

[0001] Environmental concerns and government regulations have led to efforts to improve the removal of harmful combustion by-products and exhaust pollutants from vehicle engines. Conventional exhaust pipelines are equipped with multiple components to reduce the high concentration of pollutants observed directly from the engine to a low concentration of pollutants at the exhaust pipe. For example, commonly used catalysts include noble metals to effectively convert exhaust pollutants such as hydrocarbons, carbon monoxide, nitrogen oxides (NOx), and particulate matter into relatively harmless components including water (H2O), nitrogen (N2), and carbon dioxide (CO2). Summary of the Invention

[0002] This summary is provided to introduce some concepts that will be further described below. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.

[0003] In one aspect, embodiments disclosed herein relate to a motor system that includes an engine having one or more cylinders, an electronic control unit, and an exhaust treatment system fluidly connected to and downstream of the one or more cylinders. The exhaust treatment system includes an exhaust pipeline, a downstream combustion zone, a combustion ignition source within the combustion zone, and a catalyst located downstream of and in thermal communication with the combustion zone.

[0004] In another aspect, embodiments disclosed herein relate to a method of heating a catalyst during cold start of an engine. The method includes providing a mixture of air and fuel to the exhaust treatment system, operating the combustion zone ignition source to combust the mixture of air and fuel, thereby generating combustion gases in the exhaust treatment system, and heating the catalyst with the generated combustion gases.

[0005] In yet another aspect, embodiments disclosed herein relate to a method of initializing regular operating conditions of an engine having one or more cylinders. The method includes heating a catalyst of an exhaust treatment system fluidly connected to the engine, operating the electronic control unit to deactivate the combustion zone ignition source, and operating the electronic control unit to initialize regular engine operating conditions.

[0006] Other aspects and advantages of the claimed subject matter will be apparent from the following description and the appended claims. Brief Description of the Drawings

[0007] Figure 1 is a schematic diagram of an engine fluidly connected to an exhaust treatment system according to one or more embodiments.

[0008] Figures 2A to 2C is a schematic diagram of an exhaust treatment system according to one or more embodiments.

[0009] Figure 3 is a block flow diagram of a method for heating a catalyst of an exhaust system according to one or more embodiments.

[0010] Figure 4 is a block flow diagram of a method for initializing periodic operating conditions of an engine according to one or more embodiments. Detailed Description

[0011] A large portion of exhaust emissions are generated during the cold start phase because many exhaust gas purification catalysts have low conversion efficiency under cold conditions. Thus, under cold start conditions, contaminants typically remain, making removal of such contaminants a highly desirable goal.

[0012] Emissions from a combustion engine are typically catalytically converted via an activated catalyst in a vehicle exhaust pipeline to be effectively converted into inert components such as water (H2O), carbon dioxide (CO2), and nitrogen (N2). To reduce these emissions, the catalysts equipped in modern exhaust systems require high temperatures for effective conversion and are ineffective for a considerable period of time after engine startup (i.e., "engine cold start"), during which 80% to 90% of the exhaust emissions or "contaminants" can be attributed to the cold catalyst.

[0013] Generally, catalysts typically require high temperatures to operate effectively, thus hindering the conversion of contaminants during engine cold start. The term "engine cold start" or "cold start phase" refers to a period of time after engine initialization operation during which the catalyst in the exhaust pipeline has not reached the activation temperature. Thus, most of the harmful emissions in the exhaust pipeline are emitted during this phase. Therefore, quickly and effectively heating the catalyst without increasing exhaust emissions is a major challenge for achieving an acceptable emissions output.

[0014] Embodiments according to the present disclosure generally relate to systems and methods for reducing the output of exhaust emissions or "contaminants" generated by an engine during the cold start phase. In one or more embodiments, the systems and methods disclosed herein can be used to reduce the concentration of contaminants during engine cold start. The systems of the present disclosure are applicable to any engine. The systems can also be used in the exhaust pipelines of any conventional or hybrid vehicle.

[0015] Motor System

[0016] In one aspect, an embodiment relates to a motor system that includes an electronic control unit, an engine having a cylinder bank, and an exhaust treatment system fluidly connected to and downstream of the cylinder bank. As Figure 1As shown, the engine 104 of the motor system 100 is in fluid connection with the exhaust pipe line 108 of the exhaust treatment system 114. The engine 104 is an engine having a cylinder block. Non-limiting examples of the engine 104 may include a spark-ignition engine or a compression-ignition engine, such as a spark-ignition engine or a reciprocating-ignition engine, respectively. In one or more embodiments, the engine 104 is coupled to a rotating output shaft (not shown). During the engine cold start phase, the engine 104 may rotate such that the rotating engine becomes an air pump. For example, the engine 104 may be a reciprocating piston engine that acts as an air pump. The engine 104 may be configured to operate via direct fuel injection, port fuel injection, or both.

[0017] The electronic control unit (ECU) 112 may be included in the exhaust treatment system, the engine, or both. The ECU 112 may be located anywhere in the engine compartment. In one or more embodiments, the motor system 100 includes the ECU 112 that is electrically connected 110 to one or more units of the engine and one or more units of the exhaust treatment system. The ECU 112 may be electrically connected to one or more exhaust treatment system units, such as a combustion zone ignition source disposed in the exhaust pipe line and within the combustion zone, a catalyst located downstream of the combustion zone and in thermal communication with the combustion zone, at least one sensor of the exhaust pipe line, or a combination thereof. The ECU 112 may be electrically connected to one or more engine components, such as a rotating output shaft, an engine having a cylinder block, at least one spark plug, at least one fuel injector, and other engine components.

[0018] In one or more embodiments, air is fed into the intake manifold of the engine 104. The air is fed through an air inlet 102 that is in fluid connection with the cylinder block of the engine 104. The cylinder block may include one or more cylinders. In one or more embodiments, the intake manifold is in fluid communication with one or more cylinders. By way of example, Figure 1 four cylinders are shown, but those skilled in the art will recognize that any number of cylinders may be used, such as 1, 2, 3, 4, 5, 6, 8, 10, or 12, each cylinder arranged in an in-line, V-shaped, or H-shaped pattern. One or more cylinders include at least one spark plug (not shown) and at least one fuel injector 106 such that each of the one or more cylinders independently includes a spark plug and a fuel injector. Fuel is injected via at least one fuel injector 106 of one or more cylinders of the cylinder block of the engine 104 and is mixed with the air fed into the cylinder block through the air inlet 102 to generate a mixture of air and fuel. In one or more embodiments, the rotation of the engine 104 may mix the air and fuel. The mixture of air and fuel may be transferred from the cylinder block of the engine 104 to the exhaust pipe line 108.

[0019] During the engine cold start phase, the ECU 112 deactivates the engine ignition source so that no ignition of the fuel occurs in the engine 104. In one or more embodiments, the ECU 112 deactivates all the spark plugs present in the cylinder bank so that no combustion reaction occurs in the engine 104. The ECU 112 may include a partial deactivation mode such that specific spark plugs of the cylinder bank are deactivated while other spark plugs are activated. In such an embodiment, ignition occurs in the cylinders with activated spark plugs while no ignition occurs in the cylinders with deactivated spark plugs.

[0020] In one or more embodiments, the motor system includes an exhaust treatment system 114. The cylinder bank of one or more embodiments is fluidly connected to the exhaust treatment system 114 via an exhaust pipeline 108. One of ordinary skill in the art can understand that at least one exhaust valve (not shown) may be provided in the exhaust pipeline 108 downstream of the engine 104 and closest to the engine 104. The exhaust valve may be electrically connected to the ECU 112. In such embodiments, the ECU 112 may control the exhaust valve timing.

[0021] In one or more embodiments, the exhaust valve is electrically deactivated. The exhaust valve may be a mechanically actuated valve. In such embodiments, the mechanically actuated valve may be configured to open as part of the engine cycle. The exhaust valve timing can be adjusted to open the exhaust valve during the engine cold start phase to supply a mixture of air and fuel to the exhaust treatment system. As a non-limiting example, the exhaust valve may be mechanically timed to the crankshaft, where the ECU 112 may electrically adjust the timing of the opening or closing of the exhaust valve. In such embodiments, the timing adjusted by the ECU 112 may depend on one or more engine parameters, such as the catalyst temperature.

[0022] Figure 2A 、 2B and 2C are schematic diagrams of the exhaust treatment system 114 of one or more embodiments. As Figure 2A 、 2B 、2C shows, the exhaust treatment system includes an exhaust pipeline 108 ([[]] Figure 1 ) fluidly connected to the cylinder bank of the engine, a combustion zone 206, a flame arrester 204 located in the exhaust pipeline and upstream of the combustion zone 206, a combustion zone ignition source (e.g., [[[]] Figure 2A and [[[]] 2B 202 in) and a catalyst 210 located downstream of the combustion zone 206 and in thermal communication with the combustion zone 206.

[0023] In one or more embodiments, an air pump provided by the rotation of engine 104 may provide an air flow rate to prevent flame from propagating from the exhaust pipeline to one or more components of engine 104. In such embodiments, the air flow rate may be higher than the flame speed of the combustible air and fuel mixture, such that a flame arrester 204 in the combustion zone 206 is not required.

[0024] In one or more embodiments, a flame arrester 204 within the exhaust pipeline 108 upstream of the combustion zone 206 prevents the backflow of combustion reactions, such as heat energy, pressure, flame propagation, or a combination thereof, from the combustion zone 206 of the exhaust pipeline 108 back to the engine. The size of the flame arrester 204 may be adjusted to fit the exhaust pipeline of the exhaust treatment system. In one or more embodiments, the flame arrester 204 is designed to have a minimal impact on peak exhaust flow during peak power operation. The flame arrester 204 may be designed for different pressure and temperature ranges such that the flame arrester 204 can be used in the exhaust treatment system of a motor system.

[0025] One of ordinary skill in the art can understand that the flame arrester 204 may be a commercially available device. The flame arrester 204 may be a passive device without moving parts. The flame arrester 204 may have a substrate or matrix of a metal with a high surface area to volume ratio, which can remove heat from the propagating flame, such that flame is prevented from re-entering the engine from the exhaust system. The flame arrester 204 may be made of non-limiting materials including materials selected from the group consisting of aluminum, stainless steel, iron, and combinations thereof.

[0026] The ignition source of the combustion zone in one or more embodiments (e.g., Figure 2A and 2B 202 therein) is electrically connected to the ECU 112 in Figure 1 In one or more embodiments, a mixture of air and fuel is provided to the combustion zone 206 during the engine cold start phase. The combustion zone ignition source 202 is operated such that the combustion zone ignition source is activated to ignite the mixture of air and fuel, thereby causing combustion of the mixture of air and fuel. The operation of the combustion zone ignition source generates combustion gases via the combustion reaction.

[0027] The combustion reaction may ignite pollutants, such as particulate matter (PM), hydrocarbons (HC), nitrogen oxides (NOx), and carbon monoxide (CO) in the mixture of air and fuel. In one or more embodiments, the combustion reaction of the mixture of air and fuel generates combustion gases and heat. The heat generated from the combustion reaction may be absorbed by a catalyst 210 that is thermally connected to the combustion zone 206. Thus, the catalyst 210 may be heated by absorbing heat from the combustion gases.

[0028] As Figure 2A and 2BAs shown, the combustion zone ignition source 202 can be located within the combustion zone 206. In such embodiments, the combustion zone ignition source 202 can be a spark plug or a glow plug. In one or more embodiments, the combustion zone ignition source 202 can include one or more spark plugs, one or more glow plugs, or a combination thereof. The combustion zone ignition source 202 can be electrically connected to an ECU, such as Figure 1 the ECU 112 in

[0029] As Figure 2B and 2C shown, the catalyst 210 of the exhaust treatment system can include an electric heating unit 212 coupled to the catalyst 210. In such embodiments, the electric heating unit 212 is in thermal communication with the combustion zone 206. The electric heating unit 212 heats the catalyst 210 to an activation temperature such that the catalyst is activated. In one or more embodiments, the electric heating unit 212 provides additional heat to the catalyst 210. In such embodiments, the electric heating unit 212 is an additional combustion zone ignition source. The electric heating unit 212 can be electrically connected to the Figure 1 ECU 112 in

[0030] In embodiments such as Figure 2C the electric heating unit 212 can heat the air and fuel mixture in the combustion zone 206 such that the air and fuel mixture burns in the combustion zone 206 without the combustion zone ignition source 202 being provided. In such embodiments, the electric heating unit 212 can include a surface that is in thermal connection with the air and fuel mixture present within the combustion zone. The surface of the electric heating unit 212 can be heated to a temperature such that the air and fuel mixture is heated to an autoignition temperature. The autoignition temperature can depend on the type of fuel that is injected to form the air and fuel mixture, such as various grades of gasoline. The surface in thermal connection with the combustion zone can be heated to the autoignition temperature of gasoline, such as above 700 °C, thereby causing the air and fuel mixture to be ignited.

[0031] In embodiments where the combustion zone ignition source 202 is a heated catalyst, a glow plug, or both, the combustion zone ignition source 202 is continuously activated. The combustion zone ignition source 202 can be a spark plug. The spark plug can be repeatedly activated and deactivated (or "pulse modulated") at an ignition rate. The ignition rate can be the rate at which the spark plug is pulse modulated multiple times per second.

[0032] One of ordinary skill in the art will understand that Figures 2A to 2CThe exhaust gas pipeline 208 therein may include one or more additional exhaust gas treatment units downstream of the catalyst. The one or more additional exhaust gas treatment units may include a particulate filter, an additional catalytic unit, or both.

[0033] In one or more embodiments, the exhaust gas treatment system 114 may include at least one temperature sensor that detects the temperature of the catalyst 210. The at least one temperature sensor may be located upstream and closest to the catalyst, coupled to the catalyst, located downstream and closest to the catalyst, or a combination thereof within the combustion zone.

[0034] In one or more embodiments, the temperature of the catalyst is computationally modeled. The computational model may include using a lumped - element thermal model. In one or more embodiments, the ECU may model the temperature of the catalyst. One of ordinary skill in the art will understand that the computational model executed by the ECU may be application - specific.

[0035] In one or more embodiments, compared to a system without the above - mentioned elements, the above - mentioned system reduces the emissions of exhaust gas pollutants (e.g., CO, HC, NOx) during engine cold start. The concentration of CO in the exhaust gas emissions downstream of the catalyst may be in the range of 0 to 15,000 ppm. The concentration of HC in the exhaust gas emissions downstream of the catalyst may be in the range of 0 to 1000 ppm. The concentration of NO X in the exhaust gas emissions downstream of the catalyst may be in the range of about 0 to 1000 ppm.

[0036] Method for heating a catalyst during engine cold start

[0037] In another aspect, embodiments of the present disclosure relate to a method for heating a catalyst during engine cold start. Figure 3 is a block flow diagram of a method 300 for heating a catalyst during engine cold start according to one or more embodiments. One or more steps of method 300 may be repeated such that the catalyst is sufficiently heated to provide an activated catalyst. The exhaust gas treatment system of method 300 may be as described above. In one or more embodiments, the exhaust gas treatment system includes an exhaust gas pipeline, a flame arrester disposed within the exhaust gas pipeline and upstream of the combustion zone, a combustion zone ignition source disposed within the combustion zone, and a catalyst located downstream of the combustion zone and thermally connected to the combustion zone.

[0038] Method 300 includes block 302 that supplies a mixture of air and fuel from a cylinder bank of an engine to an exhaust treatment system. The engine can be as described above. In one or more embodiments, the engine includes a cylinder bank, at least one spark plug, and at least one fuel injector. In such embodiments, supplying the mixture of air and fuel further includes deactivating at least one spark plug of the cylinder bank such that no ignition occurs in the cylinder bank. An air stream can be fed to the cylinder bank via the air inlet as described above. A fuel stream can be injected via at least one fuel injector to generate a mixture of air and fuel in the cylinder bank of the engine. In one or more embodiments, supplying the mixture of air and fuel to the exhaust treatment system includes rotating the engine in fluid communication with the cylinder bank to provide an air pump.

[0039] The mixture of air and fuel can pass through the engine and into the exhaust pipeline. The mixture of air and fuel can reach the combustion zone of the exhaust pipeline through a flame arrester in the exhaust pipeline. As described above, the catalyst of one or more embodiments is thermally connected to the combustion zone.

[0040] Block 304 of method 300 includes operating a combustion zone ignition source of the combustion zone to burn the mixture of air and fuel. Operating the combustion zone ignition source includes generating a combustion reaction of the mixture of air and fuel in the exhaust pipeline. The combustion reaction of the mixture of air and fuel is an exothermic reaction that generates combustion gases. In one or more embodiments, the catalyst can be heated using the heat generated from the combustion of the mixture of air and fuel, as shown in block 306.

[0041] In one or more embodiments, heating the catalyst includes bringing the catalyst into contact with the heat generated from the combustion of the mixture of air and fuel. The catalyst can be heated to an activation temperature. In one or more embodiments, the activation temperature can be the catalyst light off temperature. The term "light off temperature" refers to the temperature at which the catalyst can convert emissions (such as combustion gases) into relatively harmless compounds with a conversion efficiency of at least 50% or higher.

[0042] In one or more embodiments, the catalyst is heated to the catalyst activation temperature. The catalyst activation temperature can include a temperature at which the conversion efficiency of the catalyst is non-zero. In one or more embodiments, the catalyst activation temperature depends on the type of catalyst present in the exhaust treatment system. The catalyst activation temperature can refer to the catalyst light off temperature, which refers to the temperature when the catalytic efficiency is about 50%. When a three-way catalyst is provided as the catalyst of the exhaust treatment system, a non-limiting example of the light off temperature can be greater than or equal to 400 °C.

[0043] In one or more embodiments, contacting the combustion gas with the catalyst includes converting the combustion gas into relatively harmless compounds. The catalyst converts the molecules of the combustion gas into harmless compounds, and the conversion rate depends on the temperature of the catalyst. In such embodiments, treated emissions are produced.

[0044] The method can include monitoring at least one operating condition via at least one sensor. As described above, the at least one sensor can include at least one temperature sensor, at least one emissions sensor, or both, disposed within the exhaust pipeline. The at least one sensor can be in electrical communication with the ECU as described above. The at least one sensor can monitor operating conditions such as, as described above, the temperature of the catalyst, the concentration of emissions, or both. One or more steps of method 300 can be repeated based on one or more signals transmitted from the at least one sensor to the ECU until the activation temperature is reached.

[0045] Method for initializing regular engine operating conditions

[0046] In yet another aspect, the embodiments described herein relate to a method for generating regular engine operating conditions after a cold start of the engine. The engine can include the components as described above. The engine can include a cylinder bank, at least one spark plug, and at least one fuel injector. Figure 4 is a block flow diagram of a method 400 for generating regular operating conditions according to one or more embodiments.

[0047] In one or more embodiments, method 400 can include block 402, which heats a catalyst that is thermally connected to a combustion zone of an exhaust treatment system. The exhaust treatment system can be as described above. Heating the catalyst of the exhaust treatment system can include providing a mixture of air and fuel to the exhaust treatment system. In one or more embodiments, heating the catalyst of the exhaust system includes providing a combustion reaction using the mixture of air and fuel as described above.

[0048] Heating the catalyst of the exhaust treatment system can also include operating an ignition source in the combustion zone to burn the mixture of air and fuel, thereby generating the combustion gas as described above. Heating the catalyst of the exhaust treatment system can include contacting the catalyst with the generated combustion gas and the heat generated from the combustion reaction to heat the catalyst. The catalyst of one or more embodiments can be heated to an activation temperature. The activation temperature can be transmitted to the electronic control unit via a signal from at least one temperature sensor closest to the catalyst, at least one temperature sensor coupled to the catalyst, or both. Non-limiting examples of the at least one temperature sensor include virtual sensors, modeling sensors, or both.

[0049] In one or more embodiments, when the catalyst is heated to the activation temperature, the fuel injector is deactivated. In such embodiments, the ignition source in the combustion zone is activated such that ignition continues within the combustion zone until the engine's air pump pumps out the unburned air and fuel mixture in the engine. The unburned air and fuel mixture can be completely pumped out of the engine such that the ignition source in the combustion zone ignites the remaining unburned air and fuel mixture within the combustion zone. The ignition source in the combustion zone can burn a portion of the unburned air and fuel mixture. In such embodiments, the engine can pump a gap (or "slug") of pure air into the exhaust system to provide a separation gas to remove the unburned mixture from the exhaust system and prevent engine backfire.

[0050] As shown in block 404, once there is no remaining unburned fuel in the exhaust stream, the electronic control unit operates to deactivate the ignition source in the combustion zone. In such embodiments, the fuel injector is deactivated to stop the fuel flow, thereby preventing the formation of an air and fuel mixture. In such embodiments, the unreacted air and fuel mixture is provided to the exhaust treatment system via the air flow rate provided by the rotary engine.

[0051] In one or more embodiments, the unreacted air and fuel mixture upstream of the flame arrester reaches the combustion zone of the exhaust pipe line through the flame arrester. In such embodiments, the ignition source in the combustion zone is activated such that the air and fuel mixture is ignited within the combustion zone. In one or more embodiments, when the engine is rotating, the fuel injector is deactivated until the unreacted gas (such as an air and fuel mixture) upstream of the flame arrester is below the flammable limit. The flammable limit can depend on the type of fuel being injected. Non-limiting examples of flammable limits are provided with a lower flammability limit for gasoline of less than 1.4 volume % (volume percentage).

[0052] In one or more embodiments, the exhaust gas flow rate in the motor system is sufficiently increased such that the remaining unburned air and fuel mixture in the combustion zone is removed from the exhaust treatment system. In such embodiments, the exhaust gas flow rate prevents engine backfire by removing the unburned air and fuel mixture within or closest to the engine. Additionally, the engine can be configured such that there is no need to worry about engine backfire. In such embodiments, the exhaust treatment system can be configured without the above-described flame arrester.

[0053] In block 406, an electronic control unit may be run to initialize regular running conditions. Initializing regular engine running conditions may include using the electronic control unit to activate at least one spark plug of each cylinder of a cylinder bank. In such an embodiment, the electronic control unit may reactivate at least one fuel injector of the cylinder bank to reintroduce a fuel flow into one or more cylinders of the engine's cylinder bank. Then, at least one spark plug of each cylinder of the cylinder bank may combust a mixture of air and fuel in each cylinder of the cylinder bank, thereby establishing normal engine operation.

[0054] Embodiments of the present disclosure may provide at least one of the following advantages. The motor system of one or more embodiments may provide sufficient thermal energy to heat a catalyst to provide an activated catalyst, thereby reducing exhaust pollutants during an engine cold start phase.

[0055] Although only a few example embodiments have been described in detail above, those skilled in the art will readily understand that many modifications can be made to the example embodiments without materially departing from the invention. Accordingly, all such modifications are intended to be included within the scope of the present disclosure as defined by the appended claims.

[0056] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which these systems, devices, methods, processes, and compositions belong.

[0057] The singular forms "a", "an", and "the" include plural referents unless the context clearly dictates otherwise.

[0058] As used herein and in the appended claims, the words "comprise", "have", and "include" and all their grammatical variations are intended to have an open, non - limiting meaning that does not exclude additional elements or steps.

[0059] "Optionally" means that the subsequent described event or circumstance may or may not occur. The description includes examples where the event or circumstance occurs and examples where the event or circumstance does not occur.

[0060] When the word "about" or "approximately" is used, the term may mean that the numerical difference can be up to ±10%, up to 5%, up to 2%, up to 1%, up to 0.5%, up to 0.1%, or up to 0.01%.

[0061] A range can be expressed as from about a particular value to about another particular value, including the end values. When expressing such a range, it should be understood that another embodiment is from a particular value to other particular values, along with all particular values and combinations thereof within the range. Although the present disclosure includes a limited number of embodiments, those skilled in the art who benefit from the present disclosure will understand that other embodiments can be designed without departing from the scope of the present disclosure. Therefore, the scope should be limited only by the appended claims.

Claims

1. A motor system, comprising: An engine having one or more cylinders; An electronic control unit; And An exhaust treatment system fluidly connected to the one or more cylinders and located downstream of the one or more cylinders, wherein the exhaust treatment system comprises: An exhaust pipeline; A combustion zone; A combustion zone ignition source within the combustion zone; and A catalyst located downstream of the combustion zone and in thermal communication with the combustion zone.

2. The motor system according to claim 1, wherein the system further comprises an intake manifold, wherein the intake manifold is fluidly connected to the one or more cylinders.

3. The motor system according to claim 2, wherein the electronic control unit is configured to activate and deactivate at least one spark plug independently provided in at least one of the one or more cylinders, at least one fuel injector independently provided in at least one of the one or more cylinders, or both at least one spark plug and at least one fuel injector.

4. The motor system according to any one of claims 1 to 3, further comprising a flame arrester.

5. The motor system according to any one of claims 1 to 4, wherein the engine is a spark-ignition engine or a compression-ignition engine.

6. The motor system according to any one of claims 1 to 5, wherein the combustion zone ignition source is a spark plug, a glow plug, an electric heating unit, or a combination thereof.

7. The motor system according to claim 6, wherein the combustion zone ignition source is thermally connected to the combustion zone and the catalyst.

8. The motor system according to claim 6, wherein the electric heating unit is coupled to the catalyst and in thermal communication with the combustion zone.

9. A method of heating a catalyst during cold start of an engine, the method comprising: Providing a mixture of air and fuel to an exhaust treatment system, wherein the exhaust treatment system comprises: An exhaust pipeline; A combustion zone ignition source provided in a combustion zone; and A catalyst located downstream of the combustion zone and in thermal communication with the combustion zone; Operating the combustion zone ignition source to burn the mixture of air and fuel, thereby generating combustion gases in the exhaust treatment system; and Heating the catalyst with the generated combustion gases.

10. The method according to claim 9, wherein providing the mixture of air and fuel further comprises: Deactivating at least one spark plug of one or more cylinders; Feeding an air stream to the one or more cylinders; Using at least one fuel injector to inject a fuel stream, thereby generating the mixture of air and fuel; And Passing the mixture of air and fuel through the engine and into the exhaust pipeline.

11. The method according to claim 9 or 10, further comprising generating a combustion reaction of the mixture of air and fuel in the exhaust pipeline, thereby generating hot combustion gases.

12. The method according to any one of claims 9 to 11, wherein heating the catalyst further comprises bringing the catalyst into contact with heat generated by the combustion reaction, heat generated by the combustion zone ignition source, or a combination thereof.

13. The method according to claim 12, wherein heating the catalyst further comprises: Heat the catalyst to an activation temperature to provide an activated catalyst.

14. A method of initializing regular operating conditions of an engine having one or more cylinders, the method comprising: Heating a catalyst of an exhaust treatment system fluidly connected to the engine, wherein the exhaust treatment system includes: An exhaust pipe line; A combustion zone ignition source disposed in a combustion zone; and A catalyst located downstream of the combustion zone and in thermal communication with the combustion zone; Operating an electronic control unit to deactivate the combustion zone ignition source; and Operating the electronic control unit to initialize regular engine operating conditions.

15. The method according to claim 14, wherein heating the catalyst includes: Providing a mixture of air and fuel to the exhaust treatment system; Operating the combustion zone ignition source to burn the mixture of air and fuel to generate hot combustion gases; And Using the generated hot combustion gases to heat the catalyst.

16. The method according to claim 15, wherein providing the mixture of air and fuel further includes: Deactivating the engine ignition source; Feeding an air stream to the engine; Using at least one fuel injector of the engine to inject a fuel stream to generate the mixture of air and fuel; And Passing the mixture of air and fuel through the engine and into the exhaust pipe line.

17. The method according to claim 15 or 16, wherein providing the mixture of air and fuel includes Rotating the engine having the one or more cylinders.

18. The method according to any one of claims 15 to 17, wherein operating the combustion zone ignition source includes generating a combustion reaction of the mixture of air and fuel in the exhaust pipe line to generate the hot combustion gases.

19. The method according to any one of claims 14 to 18, further comprising removing the unreacted mixture of air and fuel upstream of the combustion zone.

20. The method according to any one of claims 14 to 19, wherein operating the electronic control unit to initialize the regular operating conditions of the engine further includes: Deactivating the rotary motor of the engine; Activating the engine ignition source; And Activating at least one fuel injector of the one or more cylinders.

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