EP1118756A2 - Méthode et dispositif pour la commande de la régénération d'un catalyseur de stockage de NOx - Google Patents

Méthode et dispositif pour la commande de la régénération d'un catalyseur de stockage de NOx Download PDF

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Publication number
EP1118756A2
EP1118756A2 EP01101084A EP01101084A EP1118756A2 EP 1118756 A2 EP1118756 A2 EP 1118756A2 EP 01101084 A EP01101084 A EP 01101084A EP 01101084 A EP01101084 A EP 01101084A EP 1118756 A2 EP1118756 A2 EP 1118756A2
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EP
European Patent Office
Prior art keywords
catalytic converter
regeneration
storage catalytic
concentration
storage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP01101084A
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German (de)
English (en)
Other versions
EP1118756A3 (fr
EP1118756B1 (fr
Inventor
Jens Dr. Drückhammer
Frank Schulze
Axel Lang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10008564A external-priority patent/DE10008564A1/de
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP1118756A2 publication Critical patent/EP1118756A2/fr
Publication of EP1118756A3 publication Critical patent/EP1118756A3/fr
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Publication of EP1118756B1 publication Critical patent/EP1118756B1/fr
Anticipated expiration legal-status Critical
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Classifications

    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • 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
    • 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
    • F02D41/028—Desulfurisation of NOx traps or adsorbent
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F02D41/1463—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
    • 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
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/03—Monitoring or diagnosing the deterioration of exhaust systems of sorbing activity of adsorbents or absorbents
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/04—Sulfur or sulfur oxides

Definitions

  • the invention relates to a method and a device for controlling the regeneration of a NO x storage catalytic converter with the features mentioned in the preamble of claims 1 and 12, respectively.
  • NO x storage catalytic converters are mainly used for lean-burn engines.
  • Stratified charge engines are a special form of lean-burn engine.
  • a lean air / fuel mixture is fed to the engine and an ignitable rich air / fuel mixture in the combustion chamber near the spark plug provided while a lean mixture is present in the rest of the combustion chamber.
  • the rich air / fuel mixture is ignited with the spark plug and then the lean one.
  • the NO x storage catalytic converter In a stratified charge engine, the NO x storage catalytic converter is operated in a so-called absorption mode during stratified charge operation.
  • a stoichiometric or rich air / fuel mixture is supplied and the NO x storage catalytic converter is operated in a so-called regeneration mode.
  • NO x storage catalytic converters work in storage cycles, each of which comprises at least a relatively slow absorption mode and a faster regeneration mode.
  • the function and efficiency of a NO x storage catalytic converter depend on a large number of influencing factors and can in particular be subject to reversible and irreversible damage.
  • Reversible damage can arise, for example, from sulfurization of the catalyst, which in particular leads to a reduction in the NO x storage capacity or to the build-up of mechanical tension in the catalyst.
  • thermal damage such as sintering of a catalyst component, segregation of the catalyst and storage component or an increasingly inhomogeneous, near-surface NO x loading, represent irreversible damage to the NO x storage catalyst.
  • thermal damage In addition to a reduction in the NO x storage capacity, thermal damage generally also results to a reduced oxygen storage capacity of the catalyst.
  • Reversible damage to a NO x storage catalytic converter can be at least partially remedied under certain boundary conditions by regeneration measures while the motor vehicle is in operation. For example, desulfurization can be achieved by temporarily increasing the exhaust gas temperature.
  • a regeneration measure for the other hand, only an adjustment of the operating parameters of the engine and / or the exhaust system is possible, which takes into account the changed efficiency of the exhaust gas cleaning.
  • DE 196 07 151 C1 already discloses a method for regenerating a NO x storage catalytic converter, in which a regeneration phase is started depending on an operating state of the NO x storage catalytic converter.
  • the operating state corresponds to at least a limit quantity of NO x compounds that are output by the NO x storage catalytic converter.
  • the quantity of NO x compounds emitted is determined from the signal of a lambda probe arranged upstream of the NO x storage catalytic converter.
  • a reliable determination of the operating state of the NO x storage catalytic converter, in particular the degree of damage is not possible with this, so that the regeneration control also takes place inaccurately.
  • EP 0936349 A2 already discloses a system for diagnosing a NO x catalytic converter which is connected to an internal combustion engine and in which the signals of a NO x sensitive sensor arranged behind the catalytic converter are evaluated in order to assess the degree of damage. Controlling the regeneration of the NO x storage catalytic converter is not described in this document, however.
  • EP 0936349 A2 discloses a reduction in the NO x concentration after switching to a rich air / fuel mixture. The NO x concentration reaches a minimum after a certain time in order to then rise again to higher values and finally to reach a value again as it existed before switching to a lack of oxygen.
  • the state of the NO x storage catalyst or its damage is determined in the known system from the rate of change of the NO x concentration after the minimum has been reached.
  • values of the NO x concentration must be used within a relatively large time interval after switching to a lack of oxygen, which leads to a correspondingly long diagnosis duration.
  • Another disadvantage is that the rate of change in the NO x concentration in the time interval used is sensitive to the operating parameters of the engine and the exhaust system and therefore requires complex corrective measures.
  • the object of the invention is to provide a method and a device for controlling the regeneration of a NO x storage catalytic converter, which is essentially based on the evaluation of values of the NO x concentration within a relatively short time interval and a relatively quick and inexpensive determination of the Operating state of the NO x storage catalyst allowed to achieve optimal regeneration.
  • the invention is based on the knowledge that, when the NO x storage catalytic converter changes from an absorption mode to a regeneration mode, only a part of the stored NO x is converted catalytically within a short time interval.
  • the unreacted part of the NO x leads to a brief increase in the NO x concentration in the exhaust gas, the so-called NO x desorption peak.
  • Characteristic properties of this peak such as time duration, height or the like, are related to the function or to any damage to the NO x catalyst which may be present.
  • the NOx concentration in the exhaust gas downstream of the NO X storage catalytic converter are measured and the time for determining the operating state of the NO-storage catalytic converter in a transition of the NO x storage catalytic converter from the absorption mode to the regeneration mode, the values of characteristic features of a NO x desorption peak in the The course of the NO x concentration is determined, compared with predetermined test patterns, a comparison result is formed and a catalyst state signal characterizing the operating state of the NO x storage catalytic converter is derived from the comparison result.
  • the operating parameters are changed, which includes carrying out a regeneration measure to achieve optimal regeneration of the NO x storage catalytic converter.
  • the determination of the operating state can be achieved in a relatively short time interval. In the best case, the time period of a single NO X desorption peak is sufficient.
  • the determination according to the invention of values of characteristic features of the NO x desorption peak allows a particularly simple evaluation of the time profile of the NO x concentration in the time interval of interest and thus requires only a small amount of detection.
  • FIG. 1 shows a lean-burn internal combustion engine 3 of a motor vehicle, shown only schematically, such as a stratified charge engine with a downstream exhaust system 2 with a NO x storage catalytic converter 1 for storing and converting nitrogen oxides and with an engine control unit 13 and a NO x control device 13 a.
  • the NO x storage catalytic converter 1 can be operated in a storage cycle with an absorption and a regeneration mode.
  • the exhaust gas system 2 is assigned a pre-catalytic converter 16, a temperature sensor 12 and lambda sensors 10 and 15 for detecting the lambda value of the exhaust gas in the area of the pre-catalytic converter 16 or downstream of the NO x storage catalytic converter 1.
  • a known NO x sensor 4 arranged downstream of the NO x storage catalytic converter 1 supplies a NO x signal that selectively represents the NO x concentration in the exhaust gas and, if applicable, a corresponding signal for the oxygen concentration.
  • the engine control unit 13 acquires operating parameters of the internal combustion engine 3, such as exhaust gas temperature, load, speed, raw emissions profile or the like, in a known manner via the temperature sensor 12 and further sensors (not shown) and can control them (not shown), such as a throttle valve in the air supply of the internal combustion engine 3, if necessary. Communication between the engine control unit 13 and the internal combustion engine 3, or the actuators, takes place via a cable system 14.
  • the engine control unit 13 in particular comprises a lambda control 11, which is connected to the lambda probe 10.
  • the engine control unit 13 also contains the NO x control device 13 a, to which the signal of the NO x probe 4 is supplied.
  • the NO X control device 13a which may also be a separate component, has means 5 for determining the values of characteristic features of a NO X desorption peak, means 6 for comparing the determined values with predetermined test patterns and for forming a comparison result corresponding to the deviation between the determined ones Values and the test samples, as well as evaluation means 7 and storage means 8.
  • the NO X control device 13a can be implemented, for example, by a microcontroller with a CPU, a program memory, a data memory and input and output interfaces.
  • a catalyst state signal characterizing the operating state of the NO x storage catalytic converter is, as will be described in more detail below, formed by the evaluation means 7 as a function of the comparison result which is supplied by the means 6.
  • the test sample which may be for example stored in a ROM that represent desired values of the characteristic features of the NO x desorption peak in the exhaust gas downstream of the NO X storage catalytic converter 1 in a transition from absorption to regeneration mode of the NO X storage catalytic converter 1, whereupon subsequently is discussed in more detail.
  • the catalytic converter status signal is evaluated by engine control unit 13 in order to achieve optimal regeneration of the NO x storage catalytic converter.
  • FIG. 2 shows the basic temporal course of signals for the regeneration process of a NO x storage catalytic converter 1 during the transition from lean to rich operation in a stratified charge engine.
  • the NO x storage catalytic converter 1 is in absorption mode .
  • engine control unit 13 recognizes that regeneration of NO x storage catalytic converter 1 is required. This can happen, for example, when the engine control unit 13 determines that the NO x concentration in the exhaust gas has reached a threshold value NO x -S because the NO x loading capacity of the NO x storage catalytic converter 1 has been exhausted and therefore no or only a small amount Amount of NO X can be stored further.
  • engine control 13 therefore requests a NO x reduction and the value of control signal S M is set to 1.
  • the lambda value L of the air / fuel mixture is accordingly reduced from a value> 2 to a value of approximately 0.9, which corresponds to a transition from an excess of oxygen to a lack of oxygen.
  • the internal combustion engine 3 is switched from shift to homogeneous operation starting at time t 1 , since a rich air / fuel mixture is now made available.
  • the control signal S B is set from 1 to 0.
  • the actual regeneration mode of the NO x storage catalytic converter starts 1.
  • the NO x concentration above the threshold NO x -S which can be seen as a NO x desorption peak in the NO x signal.
  • FIG. 2 shows the respective, in this case essentially triangular, NO x desorption peak for the temporal profile of the NO x signals NO xn and NO xa in the case of a new or an aged NO x storage catalytic converter 1.
  • the characteristic features of the respective NO X desorption peaks are the maximum value H n , the area An and the duration D n for a new, or H a , A a and D a for an aged NO X storage catalytic converter in the drawing.
  • the values of these characteristics are each based on a reference NO x concentration. In the exemplary embodiment, the value of the measured NO x concentration at time t2 is used as the reference NO x concentration.
  • reference values can also be used according to the invention, in particular the value of the NO x concentration at time t 1 at which engine control unit 13 requests a NO x reduction.
  • the reference of the values of the characteristic features to a reference value allows only values relative to this reference value to be used instead of absolute values of the NO x concentration and thus possible offset errors of the NO x probe 4 to be compensated in a simple manner.
  • a NO x desorption peak instead of or in addition to the mentioned features of a NO x desorption peak, other features, in particular the rising edge, the falling edge or the half-value width, can also be selected according to the invention.
  • non-triangular NO x desorption peaks can also be taken into account, possibly with more than one maximum.
  • Sorting algorithms known per se, for example from pattern recognition, are used by the NO x control device 13 a to determine the values of the characteristic features from the time profile of the NO x signal.
  • the determined values of the characteristic features of the NO x desorption peak are compared with the corresponding test samples.
  • the test patterns represent target values, in particular error threshold values of the respective characteristic features, they are preferably determined from a model for the NO x storage catalytic converter 1 and measured or calculated operating parameters of the internal combustion engine 3. Load, speed, raw emission curve, exhaust gas temperature, function of a pre-catalytic converter 16 or the like are particularly suitable as operating parameters here.
  • the test patterns can also be obtained in a learning phase of the engine control unit 13 or the NO x control device 13 a from the measured values of a new NO x storage catalytic converter 1.
  • a test pattern only consists of the target value of a single feature, for example the maximum value of the NO x desorption peak.
  • the values of a number of two or more characteristic features are compared with corresponding test samples.
  • the comparison result formed in accordance with the deviation between the characteristic features and the test samples then reflects the type and degree of damage.
  • the knowledge is used that different damages of the NO x storage catalytic converter 1 influence the value of the characteristic features of the NO x desorption peak differently. For example, thermal damage to a certain type of NO x storage catalytic converter results in a reduced maximum value of the NO x desorption peak, but does not influence its duration, while sulfur poisoning only leads to a reduced duration. With other types of NO x storage catalytic converters, however, other changes in the NO x desorption peak can occur due to different damage mechanisms.
  • the operating parameters of the internal combustion engine 3 are changed by the engine control unit 13 as a function of the catalytic converter status signal.
  • the exhaust gas temperature can be increased in order to achieve desulfurization.
  • thermal damage it makes sense to shorten the duration of the regeneration mode.
  • an exhaust gas limit temperature can be specified in this case, from which the transition from absorption mode to regeneration mode takes place.
  • a regeneration measure can be carried out as a function of a regeneration measure that may have been carried out beforehand. For example, after desulfurization, which has not produced the desired results, a further desulfurization with an elevated temperature or concentration of a reducing agent can be provided.
  • the values of the characteristic features of one or more NO x desorption peaks can also be stored for later evaluation.
  • the course over time of the values of the NO x concentration can be stored at least in one or more time windows assigned to the NO x desorption peaks in order to have more complete information available.
  • a further embodiment of the invention provides for averaging to compensate for these fluctuations.
  • the values of the characteristic features are determined over a number of storage cycles of the NO x storage catalytic converter and a corresponding mean value, for example an arithmetic mean value, is formed.
  • This measure can generally be provided or can be provided depending on the determined values of the characteristic features, in particular on the value of the fluctuation range.
  • a catalyst status index K is determined from the determined values of the characteristic features of the NO x desorption peak by evaluating the values of the characteristic features and combining them algebraically.
  • K H k * c 1 + D k * c 2 + A k * c 3rd ,
  • H k denotes the maximum value
  • D k the time duration
  • a k the area of the respective NO X desorption peak.
  • the evaluation factors c 1 to c 3 allow an adaptation to the specific properties of a specific NO x storage catalytic converter 1.
  • the evaluation factors allow an adaptation to properties of the internal combustion engine 3 and the exhaust system 2.
  • the catalytic converter status signal is dependent formed from the value of the catalytic converter status index K and an error threshold.
  • the flowchart in FIG. 3 shows a typical sequence in the determination and evaluation of the characteristics of a NO x desorption peak with subsequent regeneration measures.
  • the system waits until a signal indicates the start of the NO X regeneration mode at time t 2 , because the NO X signal has reached the threshold value NO X -S.
  • the value of the NO x signal at time t2 is stored in step S3.
  • the temporal profile of the NO x signal is then stored in step S4.
  • step S5 determines the NO x desorption peak characteristics in step S6
  • step S8 determines whether a predetermined error threshold value is exceeded. If this is not the case, a jump back to branch point S2 takes place. If an error has been determined, a decision is made in step S9 as to whether there is sulfurization or thermal damage with reduced NO x storage capacity.
  • step S10 If sulfurization is determined, desulfurization is initiated in step S10. If thermal damage with reduced NO X storage capacity has been determined, the regeneration mode is adapted in step S11, for example by shortening the time.
  • Embodiment of the invention provided the driver of a motor vehicle by means of Display means 9 to warn immediately.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
EP01101084A 2000-01-19 2001-01-18 Méthode et dispositif pour la commande de la régénération d'un catalyseur de stockage de NOx Expired - Lifetime EP1118756B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10001994 2000-01-19
DE10001994 2000-01-19
DE10008564A DE10008564A1 (de) 2000-01-19 2000-02-24 Verfahren und Vorrichtung zur Steuerung der Regeneration eines NOx-Speicherkatalysators
DE10008564 2000-02-24

Publications (3)

Publication Number Publication Date
EP1118756A2 true EP1118756A2 (fr) 2001-07-25
EP1118756A3 EP1118756A3 (fr) 2003-07-09
EP1118756B1 EP1118756B1 (fr) 2007-01-03

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EP01101084A Expired - Lifetime EP1118756B1 (fr) 2000-01-19 2001-01-18 Méthode et dispositif pour la commande de la régénération d'un catalyseur de stockage de NOx

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Country Link
US (1) US6632764B2 (fr)
EP (1) EP1118756B1 (fr)
AT (1) ATE350569T1 (fr)
DE (1) DE50111757D1 (fr)

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US8191358B2 (en) 2007-09-27 2012-06-05 Continental Automotive Gmbh Regeneration method for a storage catalytic converter
FR3028557A3 (fr) * 2014-11-13 2016-05-20 Renault Sa Procede de controle d'un dispositif de motorisation et dispositif de motorisation associe

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US7434388B2 (en) 2004-12-22 2008-10-14 Detroit Diesel Corporation Method and system for regeneration of a particulate filter
US7076945B2 (en) 2004-12-22 2006-07-18 Detroit Diesel Corporation Method and system for controlling temperatures of exhaust gases emitted from an internal combustion engine to facilitate regeneration of a particulate filter
US20060130465A1 (en) * 2004-12-22 2006-06-22 Detroit Diesel Corporation Method and system for controlling exhaust gases emitted from an internal combustion engine
GB0603942D0 (en) * 2006-02-28 2006-04-05 Johnson Matthey Plc Exhaust system for a spark-ignited internal combustion engine
GB0716833D0 (en) * 2007-08-31 2007-10-10 Nunn Andrew D On board diagnostic system
US7704383B2 (en) * 2007-10-16 2010-04-27 Honeywell Interational Inc. Portable fuel desulfurization unit
US20110185708A1 (en) * 2010-01-29 2011-08-04 Eaton Corporation Adaptive Desulfation Control Algorithm
EP2690264A4 (fr) * 2011-03-22 2014-05-14 Toyota Motor Co Ltd Système permettant de déterminer l'état de détérioration d'un catalyseur
US10920645B2 (en) 2018-08-02 2021-02-16 Ford Global Technologies, Llc Systems and methods for on-board monitoring of a passive NOx adsorption catalyst

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DE50111757D1 (de) 2007-02-15
US6632764B2 (en) 2003-10-14
EP1118756A3 (fr) 2003-07-09
EP1118756B1 (fr) 2007-01-03
US20020128146A1 (en) 2002-09-12
ATE350569T1 (de) 2007-01-15

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