US20040083722A1 - Diesel aftertreatment systems - Google Patents
Diesel aftertreatment systems Download PDFInfo
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- US20040083722A1 US20040083722A1 US10/065,651 US6565102A US2004083722A1 US 20040083722 A1 US20040083722 A1 US 20040083722A1 US 6565102 A US6565102 A US 6565102A US 2004083722 A1 US2004083722 A1 US 2004083722A1
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- engine
- nox
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- 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
- F01N3/36—Arrangements for supply of additional fuel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9404—Removing only nitrogen compounds
- B01D53/9409—Nitrogen oxides
- B01D53/9431—Processes characterised by a specific device
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9495—Controlling the catalytic process
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- 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
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
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- 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
- F01N3/2066—Selective catalytic reduction [SCR]
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- 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
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
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- 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
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
- F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
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- 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
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- 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
- F01N2250/12—Combinations of different methods of purification absorption or adsorption, and catalytic conversion
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- 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
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
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- 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
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
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- 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
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/14—Arrangements for the supply of substances, e.g. conduits
- F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
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- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1012—Engine speed gradient
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- 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
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
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- 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
Definitions
- the present invention relates to a system and a method for improving performance of a lean exhaust gas aftertreatment device and, more particularly, to controlling an amount of reductant injection to achieve optimum NOx conversion efficiency while minimizing the fuel economy penalty.
- NOx production usually increases during engine acceleration, and decreases during deceleration. Since the amount of reductant injection is typically calculated based on steady state engine operating conditions, these transient NOx variations result in over or under-injection of reductant and negatively impact fuel economy and emission standards.
- a system and a method for controlling an amount of reductant to be delivered to a NOx-reducing catalyst are presented.
- the method includes calculating a desired amount of reductant based on a measure of engine transient behavior; and injecting said calculated desired amount of reductant into the NOx-reducing catalyst.
- the device is an ALNC and the reductant is hydrocarbon.
- the device is an SCR catalyst and the reductant is urea.
- the measure of engine transient behavior is a measure of engine acceleration.
- the measure further includes engine deceleration.
- the measure of engine transient behavior is based on a rate of change of pedal position.
- the measure of engine transient behavior is based on a rate of change of engine fuel injection amount. In yet another aspect of the present invention, the measure of engine transient behavior is based on a rate of change of engine speed.
- a method for improving efficiency of a NOx-reducing catalyst coupled downstream of an internal combustion engine includes: providing an indication of an impending engine transient; and adjusting an amount of reductant injection into the NOx-reducing catalyst to compensate for variations in engine feedgas NOx caused by said impending engine transient.
- the present invention provides a number of advantages.
- NOx conversion efficiency of the NOx-reducing catalyst is improved by adjusting the injected reductant amounts to compensate for transient increases or decreases in the engine feedgas NOx amounts.
- monitoring the rate of change of pedal position provides a quick and accurate indication of an impending engine transient and the associated change in engine feedgas NOx.
- reductant injection amount can be timely adjusted to compensate for NOx variations.
- Another advantage of the present invention is improved fuel economy due to optimized reductant usage. For example, reductant injection amount can be reduced in anticipation of engine deceleration to compensate for a reduction in engine feedgas NOx.
- FIGS. 1A and 1B are schematic diagrams of an engine wherein the invention is used to advantage
- FIG. 2 is an example of a reductant delivery system used to advantage with the present invention
- FIGS. 3 and 4 describe an exemplary routine and a modification curve for determining an amount of reductant to be delivered to the exhaust gas aftertreatment device in accordance with the present invention.
- Internal combustion engine 10 comprising a plurality of cylinders, one cylinder of which is shown in FIG. 1A, is controlled by electronic engine controller 12 .
- Engine 10 includes combustion chamber 30 and cylinder walls 32 with piston 36 positioned therein and connected to crankshaft 40 .
- Combustion chamber 30 is shown communicating with intake manifold 44 and exhaust manifold 48 via respective intake valve 52 and exhaust valve 54 .
- Intake manifold 44 is also shown having fuel injector 80 coupled thereto for delivering liquid fuel in proportion to the pulse width of signal FPW from controller 12 . Both fuel quantity, controlled by signal FPW and injection timing are adjustable.
- Fuel is delivered to fuel injector 80 by a fuel system including a fuel tank, fuel pump, and fuel rail (not shown).
- Controller 12 is shown in FIG. 1A as a conventional microcomputer including: microprocessor unit 102 , input/output ports 104 , read-only memory 106 , random access memory 108 , and a conventional data bus. Controller 12 is shown receiving various signals from sensors coupled to engine 10 , in addition to those signals previously discussed, including: engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114 ; a measurement of manifold pressure (MAP) from pressure sensor 116 coupled to intake manifold 44 ; a measurement (AT) of manifold temperature from temperature sensor 117 ; an engine speed signal (RPM) from engine speed sensor 118 coupled to crankshaft 40 .
- ECT engine coolant temperature
- MAP manifold pressure
- AT measurement
- RPM engine speed signal
- Oxidation catalyst 13 is coupled to the exhaust manifold 48 downstream of engine 10 and may be a precious metal catalyst, preferably one containing platinum.
- Catalyst 14 a NOx-reducing catalyst capable of reducing NOx in an oxygen rich environment, is coupled downstream of the oxidation catalyst.
- Catalyst 14 is an Active Lean NOx Catalyst (ALNC) comprising a precious metal or a combination of precious metals, such as Platinum or Palladium, an acidic support material, such as the one containing alumina and silica, and a zeolite material.
- ANC Active Lean NOx Catalyst
- catalyst 14 may be a urea-based Selective Catalytic Reduction (SCR) catalyst, which is a device comprising some or all of the features of the ALNC catalyst and optimized for use with urea or other ammonia-based compounds as reductant.
- SCR Selective Catalytic Reduction
- the oxidation catalyst 13 exothermically combusts hydrocarbons (HC) in the incoming exhaust gas from the engine thus supplying heat to rapidly warm up catalyst 14 . Additionally, carbon monoxide (CO) produced as a result of HC combustion in the oxidation catalyst 13 improves NOx reduction in the catalyst 14 .
- HC hydrocarbons
- CO carbon monoxide
- reductant delivery system 16 is coupled to the exhaust gas manifold between the oxidation catalyst and the NOx-reducing catalyst and is described in more detail in FIG. 2 below.
- reductant delivery system 16 may be any system known to those skilled in the art capable of supplying reductant to the NOx-reducing catalyst.
- reductant delivery system injects fuel (hydrocarbon) into the exhaust gas mixture entering catalyst 14 .
- reductant delivery system 16 may supply aqueous urea to the NOx-reducing catalyst.
- engine 10 is a direct injection engine with injector 80 located to inject fuel directly into cylinder 30 .
- FIG. 2 generally represents an example of one embodiment of a reductant delivery system according to the present invention.
- the system comprises an evaporator unit 21 housing an elongated heating element 22 .
- the mixing unit 23 has a reductant inlet and an air inlet and an outlet 24 coupled to the evaporator unit 21 through which a mixture of reductant and air is injected into the housing and subsequently comes into contact with the surface of the heating element 22 .
- both air and reductant can be injected through a single input.
- the reductant can be supplied to the mixing unit 23 from the fuel tank or from a storage vessel.
- Air pump 25 supplies pressurized air to the mixing unit 23 thereby creating a mixture of reductant and air.
- Outlet 24 is configured to deliver the reductant and air mixture to more than one area on the surface of the heating element. Controller 12 can selectively enable and disable injection of the mixture to these areas depending on operating conditions, such as engine speed, load, exhaust gas temperature, etc. For example, when the amount of reductant required is high, such as at high load conditions, it may be necessary to enable delivery of the reductant and air mixture to more than one area on the surface of the heating element. Alternatively, outlet 24 may be configured to deliver the reductant and air mixture to a specific area on the surface of the heating element.
- routines described in FIGS. 3 and 4 below may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the objects, features and advantages of the invention, but is provided for ease of illustration and description. Although not explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed depending on the particular strategy being used.
- step 500 the amount of NOx in the exhaust gas mixture entering the device, NOx fg , is estimated based on engine operating conditions. These conditions may include engine speed, engine load, exhaust temperatures, exhaust gas aftertreatment device temperatures, injection timing, engine temperature, and any other parameter know to those skilled in the art to indicate the amount of NOx produced by the combustion presses. Alternatively, a NOx sensor may be used to measure the amount of NOx in the exhaust gas mixture.
- [0026] is the amount of reductant in the engine feedgas, which can be determined based on engine operating conditions. This initial reductant amount,
- step 700 the steady-state base reductant injection amount
- [0028] is modified to account for engine operating conditions, such as engine coolant temperature,
- RA inj — 2 RA inj — 1 ⁇ 1 ( T c ) ⁇ ⁇ 2 ( T eg ) ⁇ 3 (SOI) ⁇ 4 ( EGR pos )
- T s is the sampling rate
- step 900 a low pass filter is applied to smooth out the noise:
- pps — diff — lp ( t ) (1 ⁇ k ⁇ ) ⁇ pps — diff — lp ( t ⁇ 1)+ k ⁇ ⁇ pps — diff ( t ⁇ 1)
- step 1000 controls the rate of filtering.
- the routine then proceeds to step 1000 wherein the reductant amount is further modified to account for engine transient behaviors as represented by the changes in the pedal position:
- RA inj 3 RA inj 2 ⁇ 5 ( pps — diff lp )
- [0039] is shaped to allow overinjection of reductant during pedal position tip-in and underinjection of reductant during pedal position tip-out.
- rate of change of engine speed rate of change of engine fuel injection amount, rate of change of engine load, rate of change of engine fuel demand or any other parameter known to those skilled in the art to provide a measure of engine transient behavior may be used to obtain
- the modified steady-state reductant injection amount is the modified steady-state reductant injection amount
- step 700 is further modified to account for engine transient behavior only if the rate of change of pedal position is greater than a predetermined calibratable value.
- the amount of reductant to be injected should be adjusted to account for increases and decreases in the amount of NOx in the exhaust gas entering the catalyst. This can be accomplished by continuously monitoring engine parameters that are capable of providing a measure of engine transient behaviors, and continuously adjusting the amount of reductant to be injected as a function of these parameters. Since NOx production typically increases at tip-in and decreases at tip-out, the result of such operation would be to increase the base injected amount in the former case, and decrease the base injected amount in the latter case.
Abstract
Description
- 1. Field of Invention
- The present invention relates to a system and a method for improving performance of a lean exhaust gas aftertreatment device and, more particularly, to controlling an amount of reductant injection to achieve optimum NOx conversion efficiency while minimizing the fuel economy penalty.
- 2. Background of the Invention
- Current emission control regulations necessitate the use of catalysts in the exhaust systems of automotive vehicles in order to convert carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) produced during engine operation into harmless exhaust gasses. Vehicles equipped with diesel or lean gasoline engines offer the benefits of increased fuel economy. Such vehicles have to be equipped with lean exhaust aftertreatment devices, such as, for example, an Active Lean NOx Catalysts (ALNC) or Selective Catalytic Reduction (SCR) catalysts, which continuously reduce NOx emissions, even in an oxygen rich environment, through active injection of reductant, such as fuel (HC) or urea, into the exhaust gas entering these devices. Further, it is important to precisely control the amounts of reductant in order to achieve maximum NOx conversion efficiency.
- The inventors herein have recognized that transient changes in engine operating conditions cause changes in engine feedgas NOx production. For example, NOx production usually increases during engine acceleration, and decreases during deceleration. Since the amount of reductant injection is typically calculated based on steady state engine operating conditions, these transient NOx variations result in over or under-injection of reductant and negatively impact fuel economy and emission standards.
- In accordance with the present invention, a system and a method for controlling an amount of reductant to be delivered to a NOx-reducing catalyst are presented. The method includes calculating a desired amount of reductant based on a measure of engine transient behavior; and injecting said calculated desired amount of reductant into the NOx-reducing catalyst.
- In one aspect of the present invention, the device is an ALNC and the reductant is hydrocarbon. In another aspect of the present invention, the device is an SCR catalyst and the reductant is urea. In yet another aspect of the present invention, the measure of engine transient behavior is a measure of engine acceleration.
- In another aspect of the present invention, the measure further includes engine deceleration. In another aspect of the present invention, the measure of engine transient behavior is based on a rate of change of pedal position.
- In yet another aspect of the present invention, the measure of engine transient behavior is based on a rate of change of engine fuel injection amount. In yet another aspect of the present invention, the measure of engine transient behavior is based on a rate of change of engine speed.
- In another aspect of the present invention, a method for improving efficiency of a NOx-reducing catalyst coupled downstream of an internal combustion engine includes: providing an indication of an impending engine transient; and adjusting an amount of reductant injection into the NOx-reducing catalyst to compensate for variations in engine feedgas NOx caused by said impending engine transient.
- The present invention provides a number of advantages. In particular, NOx conversion efficiency of the NOx-reducing catalyst is improved by adjusting the injected reductant amounts to compensate for transient increases or decreases in the engine feedgas NOx amounts. Further, monitoring the rate of change of pedal position provides a quick and accurate indication of an impending engine transient and the associated change in engine feedgas NOx. Thus, reductant injection amount can be timely adjusted to compensate for NOx variations. Another advantage of the present invention is improved fuel economy due to optimized reductant usage. For example, reductant injection amount can be reduced in anticipation of engine deceleration to compensate for a reduction in engine feedgas NOx.
- The above advantages and other advantages, objects and features of the present invention will be readily apparent from the following detailed description of the preferred embodiments when taken in connection with the accompanying drawings.
- The objects and advantages described herein will be more fully understood by reading an example of an embodiment in which the invention is used to advantage, referred to herein as the Description of Preferred Embodiment, with reference to the drawings, wherein:
- FIGS. 1A and 1B are schematic diagrams of an engine wherein the invention is used to advantage;
- FIG. 2 is an example of a reductant delivery system used to advantage with the present invention;
- FIGS. 3 and 4 describe an exemplary routine and a modification curve for determining an amount of reductant to be delivered to the exhaust gas aftertreatment device in accordance with the present invention.
- Internal combustion engine10, comprising a plurality of cylinders, one cylinder of which is shown in FIG. 1A, is controlled by
electronic engine controller 12. Engine 10 includescombustion chamber 30 and cylinder walls 32 withpiston 36 positioned therein and connected tocrankshaft 40.Combustion chamber 30 is shown communicating withintake manifold 44 and exhaust manifold 48 viarespective intake valve 52 and exhaust valve 54.Intake manifold 44 is also shown having fuel injector 80 coupled thereto for delivering liquid fuel in proportion to the pulse width of signal FPW fromcontroller 12. Both fuel quantity, controlled by signal FPW and injection timing are adjustable. Fuel is delivered to fuel injector 80 by a fuel system including a fuel tank, fuel pump, and fuel rail (not shown). -
Controller 12 is shown in FIG. 1A as a conventional microcomputer including:microprocessor unit 102, input/output ports 104, read-only memory 106,random access memory 108, and a conventional data bus.Controller 12 is shown receiving various signals from sensors coupled to engine 10, in addition to those signals previously discussed, including: engine coolant temperature (ECT) fromtemperature sensor 112 coupled tocooling sleeve 114; a measurement of manifold pressure (MAP) frompressure sensor 116 coupled tointake manifold 44; a measurement (AT) of manifold temperature fromtemperature sensor 117; an engine speed signal (RPM) fromengine speed sensor 118 coupled tocrankshaft 40. -
Oxidation catalyst 13 is coupled to the exhaust manifold 48 downstream of engine 10 and may be a precious metal catalyst, preferably one containing platinum. Catalyst 14, a NOx-reducing catalyst capable of reducing NOx in an oxygen rich environment, is coupled downstream of the oxidation catalyst. In a preferred embodiment Catalyst 14 is an Active Lean NOx Catalyst (ALNC) comprising a precious metal or a combination of precious metals, such as Platinum or Palladium, an acidic support material, such as the one containing alumina and silica, and a zeolite material. In an alternative embodiment, catalyst 14 may be a urea-based Selective Catalytic Reduction (SCR) catalyst, which is a device comprising some or all of the features of the ALNC catalyst and optimized for use with urea or other ammonia-based compounds as reductant. Theoxidation catalyst 13 exothermically combusts hydrocarbons (HC) in the incoming exhaust gas from the engine thus supplying heat to rapidly warm up catalyst 14. Additionally, carbon monoxide (CO) produced as a result of HC combustion in theoxidation catalyst 13 improves NOx reduction in the catalyst 14. - A
reductant delivery system 16 is coupled to the exhaust gas manifold between the oxidation catalyst and the NOx-reducing catalyst and is described in more detail in FIG. 2 below. Alternatively,reductant delivery system 16 may be any system known to those skilled in the art capable of supplying reductant to the NOx-reducing catalyst. In a preferred embodiment, reductant delivery system injects fuel (hydrocarbon) into the exhaust gas mixture entering catalyst 14. Alternatively,reductant delivery system 16 may supply aqueous urea to the NOx-reducing catalyst. - Referring now to FIG. 1B, an alternative embodiment is shown where engine10 is a direct injection engine with injector 80 located to inject fuel directly into
cylinder 30. - The diagram of FIG. 2 generally represents an example of one embodiment of a reductant delivery system according to the present invention. The system comprises an
evaporator unit 21 housing anelongated heating element 22. Themixing unit 23 has a reductant inlet and an air inlet and an outlet 24 coupled to theevaporator unit 21 through which a mixture of reductant and air is injected into the housing and subsequently comes into contact with the surface of theheating element 22. Alternatively, both air and reductant can be injected through a single input. The reductant can be supplied to themixing unit 23 from the fuel tank or from a storage vessel. Air pump 25 supplies pressurized air to the mixingunit 23 thereby creating a mixture of reductant and air. Outlet 24 is configured to deliver the reductant and air mixture to more than one area on the surface of the heating element.Controller 12 can selectively enable and disable injection of the mixture to these areas depending on operating conditions, such as engine speed, load, exhaust gas temperature, etc. For example, when the amount of reductant required is high, such as at high load conditions, it may be necessary to enable delivery of the reductant and air mixture to more than one area on the surface of the heating element. Alternatively, outlet 24 may be configured to deliver the reductant and air mixture to a specific area on the surface of the heating element. - As will be appreciated by one of ordinary skill in the art, the routines described in FIGS. 3 and 4 below may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the objects, features and advantages of the invention, but is provided for ease of illustration and description. Although not explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed depending on the particular strategy being used.
- Referring now to FIG. 3, an exemplary routine for controlling injection of a reductant into exhaust flow is presented. First, in
step 500, the amount of NOx in the exhaust gas mixture entering the device, NOxfg, is estimated based on engine operating conditions. These conditions may include engine speed, engine load, exhaust temperatures, exhaust gas aftertreatment device temperatures, injection timing, engine temperature, and any other parameter know to those skilled in the art to indicate the amount of NOx produced by the combustion presses. Alternatively, a NOx sensor may be used to measure the amount of NOx in the exhaust gas mixture. Next, instep 600, the steady-state reductant injection amount, RAinj— 1, is calculated based on the following equation: - wherein
- RAjg
- is the amount of reductant in the engine feedgas, which can be determined based on engine operating conditions. This initial reductant amount,
- RAinj
— 1, - is evaluated at steady state and yields a base reductant quantity to be injected for each engine speed and load point. The amount is calibrated to achieve a certain feedgas reductant to NOx ratio, Rdes. The ratio is typically obtained as a trade-off between NOx conversion and the fuel penalty due to reductant injection, and in this example is set at approximately 10. Next, in
step 700, the steady-state base reductant injection amount, - RAinj
— 1, - is modified to account for engine operating conditions, such as engine coolant temperature,
- Tc,
- exhaust gas temperature,
- Teg,
- EGR valve position,
- EGRpos,
- start of injection,
- SOI,
- and other parameters:
- RA inj
— 2 =RA inj— 1·ƒ1(T c)·ƒ 2(T eg)·ƒ3(SOI)·ƒ4(EGR pos) -
- where Ts is the sampling rate, and
- pps(t)
- denotes the pedal position at time
- t.
- Next, in
step 900, a low pass filter is applied to smooth out the noise: - pps — diff — lp(t)=(1−k ƒ)·pps — diff — lp(t−1)+k ƒ ·pps — diff(t−1)
- where
- kƒ
- controls the rate of filtering. The routine then proceeds to step1000 wherein the reductant amount is further modified to account for engine transient behaviors as represented by the changes in the pedal position:
- RA inj 3 =RA inj 2 ·ƒ 5(pps — diff lp)
- where function
- ƒ5
- is shaped to allow overinjection of reductant during pedal position tip-in and underinjection of reductant during pedal position tip-out. An example of
- ƒ5
- is shown with particular reference to FIG. 6. In an alternative embodiment, rate of change of engine speed, rate of change of engine fuel injection amount, rate of change of engine load, rate of change of engine fuel demand or any other parameter known to those skilled in the art to provide a measure of engine transient behavior may be used to obtain
- RAinj
— 3. - The routine then exits.
- In an alternative embodiment (not shown), the modified steady-state reductant injection amount,
- RAinj
— 2, - calculated in
step 700, is further modified to account for engine transient behavior only if the rate of change of pedal position is greater than a predetermined calibratable value. - Therefore, according to the present invention, in order to achieve a more efficient NOx-reducing catalyst performance, the amount of reductant to be injected should be adjusted to account for increases and decreases in the amount of NOx in the exhaust gas entering the catalyst. This can be accomplished by continuously monitoring engine parameters that are capable of providing a measure of engine transient behaviors, and continuously adjusting the amount of reductant to be injected as a function of these parameters. Since NOx production typically increases at tip-in and decreases at tip-out, the result of such operation would be to increase the base injected amount in the former case, and decrease the base injected amount in the latter case. By monitoring parameters that are capable of providing very quick indication of engine transients, such as, for example, rate of change of pedal position, rate of change of engine fuel injection amount, or rate of change of engine speed or load, it is possible optimize system response and ensure that optimal reductant amount is timely injected into the device in response to a change in engine feedgas NOx.
- This concludes the description of the invention. The reading of it by those skilled in the art would bring to mind many alterations and modifications without departing from the spirit and the scope of the invention. Accordingly, it is intended that the scope of the invention be defined by the following claims:
Claims (34)
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/065,651 US20040083722A1 (en) | 2002-11-06 | 2002-11-06 | Diesel aftertreatment systems |
DE10347461A DE10347461A1 (en) | 2002-11-06 | 2003-10-13 | Diesel exhaust aftertreatment systems |
GB0325652A GB2396834A (en) | 2002-11-06 | 2003-11-04 | Reductant injection controlled by engine acceleration |
GBGB0325810.0A GB0325810D0 (en) | 2002-11-06 | 2003-11-05 | A method and system for improving the efficiency of a NOx catalyst coupled to an internal combustion engine |
JP2003375781A JP2004156615A (en) | 2002-11-06 | 2003-11-05 | Emission aftertreatment system of internal combustion engine |
US11/111,354 US7475535B2 (en) | 2002-11-06 | 2005-04-21 | Diesel aftertreatment systems |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/065,651 US20040083722A1 (en) | 2002-11-06 | 2002-11-06 | Diesel aftertreatment systems |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/111,354 Continuation US7475535B2 (en) | 2002-11-06 | 2005-04-21 | Diesel aftertreatment systems |
Publications (1)
Publication Number | Publication Date |
---|---|
US20040083722A1 true US20040083722A1 (en) | 2004-05-06 |
Family
ID=29731622
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/065,651 Abandoned US20040083722A1 (en) | 2002-11-06 | 2002-11-06 | Diesel aftertreatment systems |
US11/111,354 Active 2025-08-31 US7475535B2 (en) | 2002-11-06 | 2005-04-21 | Diesel aftertreatment systems |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/111,354 Active 2025-08-31 US7475535B2 (en) | 2002-11-06 | 2005-04-21 | Diesel aftertreatment systems |
Country Status (4)
Country | Link |
---|---|
US (2) | US20040083722A1 (en) |
JP (1) | JP2004156615A (en) |
DE (1) | DE10347461A1 (en) |
GB (2) | GB2396834A (en) |
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FR2892766A1 (en) | 2005-10-27 | 2007-05-04 | Renault Sas | Propulsion system for motor vehicle e.g. commercial vehicle, has logic controller triggering injection of required quantity when ratio between required quantity and nitrogen oxide quantity is less than triggering threshold |
US20080236142A1 (en) * | 2007-03-28 | 2008-10-02 | Gm Global Technology Operations, Inc. | Method and apparatus for exhaust gas purifying using hydrocarbon-selective catalytic reduction |
US20080271434A1 (en) * | 2007-05-04 | 2008-11-06 | Gm Global Technology Operations, Inc. | Method and apparatus for generating a reductant in an exhaust gas of a compression-ignition engine |
US20080302329A1 (en) * | 2007-06-05 | 2008-12-11 | Gm Global Technology Operations, Inc. | Method and apparatus for controlling ignition timing in a compression-ignition engine operating in an auto-ignition mode |
US9371763B2 (en) * | 2011-03-21 | 2016-06-21 | GM Global Technology Operations LLC | Method of operating an exhaust gas treatment system to prevent quenching during regeneration |
CN106321264A (en) * | 2016-08-23 | 2017-01-11 | 无锡隆盛科技股份有限公司 | Accurate EGR valve control method |
CN106382166A (en) * | 2016-12-07 | 2017-02-08 | 吉林师范大学 | Diesel engine transient-emission control system based on intelligent transportation system and control method of diesel engine transient-emission control system |
CN109973228A (en) * | 2017-12-27 | 2019-07-05 | 现代自动车株式会社 | Regenerative system, the vehicle including the regenerative system and regeneration method |
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JP2008008201A (en) * | 2006-06-29 | 2008-01-17 | Hino Motors Ltd | Exhaust emission control device |
DE102007031530A1 (en) * | 2007-05-08 | 2008-11-13 | Emitec Gesellschaft Für Emissionstechnologie Mbh | Method for providing reducing agent for the selective catalytic reduction of nitrogen oxides and corresponding device |
EP2257351B1 (en) * | 2008-02-29 | 2014-12-17 | Emitec Gesellschaft für Emissionstechnologie mbH | Evaporation unit for producing a gas comprising at least one reduction agent precursor and/or a reduction agent |
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JP5655348B2 (en) * | 2010-03-31 | 2015-01-21 | いすゞ自動車株式会社 | Exhaust gas purification control system for internal combustion engine |
DE102020104487A1 (en) | 2020-02-20 | 2021-08-26 | Volkswagen Aktiengesellschaft | Process for exhaust aftertreatment of an internal combustion engine and exhaust aftertreatment system |
JP2022137751A (en) * | 2021-03-09 | 2022-09-22 | 株式会社小松製作所 | Control device, control method and exhaust emission control system |
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Cited By (12)
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FR2892766A1 (en) | 2005-10-27 | 2007-05-04 | Renault Sas | Propulsion system for motor vehicle e.g. commercial vehicle, has logic controller triggering injection of required quantity when ratio between required quantity and nitrogen oxide quantity is less than triggering threshold |
US20080236142A1 (en) * | 2007-03-28 | 2008-10-02 | Gm Global Technology Operations, Inc. | Method and apparatus for exhaust gas purifying using hydrocarbon-selective catalytic reduction |
US7650747B2 (en) | 2007-03-28 | 2010-01-26 | Gm Global Technology Operations, Inc. | Method and apparatus for exhaust gas purifying using hydrocarbon-selective catalytic reduction |
US20080271434A1 (en) * | 2007-05-04 | 2008-11-06 | Gm Global Technology Operations, Inc. | Method and apparatus for generating a reductant in an exhaust gas of a compression-ignition engine |
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US9371763B2 (en) * | 2011-03-21 | 2016-06-21 | GM Global Technology Operations LLC | Method of operating an exhaust gas treatment system to prevent quenching during regeneration |
CN106321264A (en) * | 2016-08-23 | 2017-01-11 | 无锡隆盛科技股份有限公司 | Accurate EGR valve control method |
CN106382166A (en) * | 2016-12-07 | 2017-02-08 | 吉林师范大学 | Diesel engine transient-emission control system based on intelligent transportation system and control method of diesel engine transient-emission control system |
CN110114569A (en) * | 2017-03-08 | 2019-08-09 | 宝马股份公司 | For being adapted to the control unit of vehicle emissions |
CN109973228A (en) * | 2017-12-27 | 2019-07-05 | 现代自动车株式会社 | Regenerative system, the vehicle including the regenerative system and regeneration method |
Also Published As
Publication number | Publication date |
---|---|
US7475535B2 (en) | 2009-01-13 |
GB0325810D0 (en) | 2003-12-10 |
US20050217247A1 (en) | 2005-10-06 |
JP2004156615A (en) | 2004-06-03 |
DE10347461A1 (en) | 2004-06-03 |
GB0325652D0 (en) | 2003-12-10 |
GB2396834A (en) | 2004-07-07 |
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