GB2501930A - Emissions control based on the status of one or more after treatment devices - Google Patents

Emissions control based on the status of one or more after treatment devices Download PDF

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Publication number
GB2501930A
GB2501930A GB1208280.6A GB201208280A GB2501930A GB 2501930 A GB2501930 A GB 2501930A GB 201208280 A GB201208280 A GB 201208280A GB 2501930 A GB2501930 A GB 2501930A
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United Kingdom
Prior art keywords
emissions
status
engine
treatment device
deriving
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GB1208280.6A
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GB2501930B (en
GB201208280D0 (en
Inventor
Romain Demory
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Priority to GB1208280.6A priority Critical patent/GB2501930B/en
Priority to GBGB1210017.8A priority patent/GB201210017D0/en
Publication of GB201208280D0 publication Critical patent/GB201208280D0/en
Priority to RU2013120935A priority patent/RU2640148C2/en
Priority to DE102013208461A priority patent/DE102013208461A1/en
Publication of GB2501930A publication Critical patent/GB2501930A/en
Application granted granted Critical
Publication of GB2501930B publication Critical patent/GB2501930B/en
Expired - Fee Related legal-status Critical Current
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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
    • F01N3/10—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
    • 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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • 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
    • 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
    • F02D41/029—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 particulate filter
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0625—Fuel consumption, e.g. measured in fuel liters per 100 kms or miles per gallon
    • 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
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0806—NOx storage amount, i.e. amount of NOx stored on NOx trap
    • 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
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0811—NOx storage efficiency
    • 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
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • 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
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0818—SOx storage amount, e.g. for SOx trap or NOx trap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/36—Control for minimising NOx emissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

A method or control system to calibrate engine out NOx emissions 18 from a diesel engine 10 comprising deriving the status of one or more after treatment devices such as a diesel particulate filter (DPF), a selective catalytic reduction catalyst (SCR), or a lean NOx trap (LNT); and controlling one or more engine parameters to increase or decrease engine out NOx 18 emissions based on the status of the or each after treatment device 14. Deriving the status of the after treatment devices may include measuring or estimating fuel penalty levels, sulphur poisoning, levels of fuel in oil, storage efficiency of a NOx storage device, additive reservoir levels and/or emissions of carbon monoxide or hydrocarbon products. The invention provides a method of prolonging the working life of some or all of the after treatment devices whilst still meeting emissions targets.

Description

ENGINE OUT EMISSION CONTROL SYSTEM AND METHOD
The present invention relates to a calibration system and method for controlling engine out NO emissions. In particular, the invention relates to a calibration system and method adapted to increase or decrease engine-out NO emissions.
NO is a generic term for mono-nitrogen oxides NO and NO2 (nitric oxide and nitrogen oxide). They are produced from the reaction of nitrogen and oxygen gases in the air during combustion, in particular at high temperatures. In heavily trafficked areas NO emissions can be significant because they can react to form smog and acid rain.
The major source of NO production from nitrogen-bearing fuels such as oil, is the conversion of fuel bound nitrogen to NO during combustion. During combustion, the nitrogen bound in the fuel is released as a free radical and ultimately forms free N2, or NO. NO emissions can amount to as much as 50% of the total emissions from oil combustion.
Emissions legislation is changing with ever increasing demands for low emissions from government bodies. For example European and American authorities strictly regulate NO and particulate emissions from vehicles. In the 1990s Euro 3 emissions were achieved using higher injection pressure for low particulate emissions and used retarded injection for lower NO emissions. The NO emissions set by Euro 4 proved difficult to achieve and some vehicle manufacturers introduced cooled recirculated exhaust gases (EGR) to decrease NOR. EGR returns captured exhaust gases to the combustion chamber of the engine, thereby increasing fuel economy and reducing emissions. It has been found that 25% EGR can produce a reduction of 50% in NO emissions.
Some vehicle manufacturers used after treatment devices such as Selective Catalytic Reduction (SCR) and/or lean NO trap ([NT) to reduce the NC emissions from the exhaust pipe.
As described above, it is known that after treatment devices such as LNT and 5CR devices can be used to reduce the amount of NC emitted by vehicles. However, these devices need to be cleaned periodically such that they can continue to store NOR. The efficiency of the cleaning and storing process varies in terms of undesirable emissions of other species (for example, particulate material such as soot) or fuel consumption according to the engine status/condition and the after treatment conditions. Some of the NO after treatment devices rely on the injection of an additive in the exhaust gases upstream of the device. The quantity of additive needs to be managed efficiently such that the NO emissions from the exhaust pipe following after treatment are within the regulatory guidelines set by the authorities.
With the continued pressure placed on vehicle manufacturers to produce vehicles that are efficient with low emissions it is evident that further development of the engine system is required to achieve emissions that meet with the strict regulatory standards at present and in the future, whilst also delivering the efficiency and performance expected from the consumer.
It is desirable to provide a system that provides improved reliability regarding the level of NO emissions.
It is also desirable to provide a system whereby the quantity of engine-out NO emissions is controlled such that the burden on after treatment devices is also controlled.
According to a first aspect of the present invention there is provided a method of calibrating engine out NO emissions from a diesel engine, the method comprising: deriving the status of one or more after treatment devices; and controlling one or more engine parameters to increase or decrease engine out NO emissions based on the status of the or each after treatment device.
It will be appreciated that the term engine out as used above relates to the emissions that have not undergone any after treatment. In contrast, below reference is made to exhaust emissions, it will be appreciated that exhaust emissions refers to the emissions to atmosphere following after treatment.
Advantageously, adjusting engine parameters based upon the measured or the estimated status of one or more after treatment devices can provide a more efficient system and provide a system requiring a less onerous maintenance regime.
Measuring the status of the one or more after treatment devices may include physical sensors to establish the status of each after treatment device. Estimating the status of the one or more after treatment devices may utililse parameters such as the age of the after treatment device, driving and exhaust gas conditions during use of the after treatment device where driving condition may affect the condition/status of the after treatment devices and as such these parameters can be used to estimate or predict the status of the or each after treatment device.
As defined above the first aspect of the invention is directed to increasing or decreasing engine out NO emissions. Due to the stringent regulations laid down for regulating emissions it will be appreciated that increasing NO emissions at any stage of the combustion process appears to go against normal and conventional methods because the general aim is to reduce NO emissions. However, by monitoring the status, by measurement or estimation, of one or more after treatment devices an increase in engine out NO emissions may be appropriate when the status of one or more after treatment devices is identified as substantially clean or where high efficiency is identified. Moreover, if an after treatment device, that is operable to filter particulate materials, is found to be inefficient an increase in the level of engine out NO emissions has the effect of reducing the emission of particulate matter.
In this regard it will be appreciated that increasing or decreasing engine out NO emissions has an affect on the production of soot or particulate material produced.
There is a trade off where, when engine out NO emissions are increased, soot production is generally found to decrease. Likewise, when engine out NO emissions are reduced soot production is generally found to increase. Therefore, by decreasing NO a greater load is applied to a diesel particulate filter (DPF) and as such the filtration efficiency of the DPF may deteriorate quickly. Therefore, if the engine out NO emissions are increased the corresponding soot level is reduced and as such longevity of a DPF is assured.
The present invention therefore provides a method of prolonging the working life of many or all after treatment devices whilst also meeting with strict emissions regulations where the most important emissions are those that are measurable at the exit of an exhaust system.
The method may comprise the steps of measuring or estimating fuel penalty levels.
The method may comprise the step of measuring or estimating sulphur poisoning of an after treatment device.
The method may further comprise the step of measuring or estimating levels of fuel in oil.
The method may further comprise the step of measuring or estimating the storing efficiency of a NO storage device.
The method may further comprise the step of measuring or estimating a level of aftertreatment additive in a reservoir.
The method may further comprise the step of measuring or estimating emissions of carbon monoxide or hydrocarbon products.
The method may further comprise the step of measuring or estimating a loading level of a diesel particulate filter.
The method may further comprise collating the measured or estimated loading levels in relation to the after treatment devices and increasing or decreasing the engine out NO emissions by adjusting the engine based parameters.
The method may comprise controlling engine parameters comprising controlling exhaust gas recirculation mass flow and/or controlling the volume of injected fuel and/or controlling fuel injection timing andior controlling rail pressure and/or air mass flow into the engine and boost pressure to increase or reduce engine out NO emissions.
One or more engine parameters may be altered to reduce NO emission below a predetermined level where the method has measured or estimated a high fuel penalty of the after treatment cycle, where the fuel penalty is greater than a predetermined level and/or measured or estimated high sulphur poisoning, where the sulphur levels are above a predetermined level, and/or measured or estimated fuel in oil levels above a predetermined level, and/or measured or estimated low storage efficiency or high level of NO loading in a NO storage after treatment device, where the level of NO is above a predetermined level and/or measured or estimated carbon monoxide or hydrocarbon feedgas emissions are above a predetermined level and/or measured or estimated filtration efficiency of a particulate filter device that is above a predetermined level.
Alternatively, the engine parameters may be altered to increase engine out NO emissions where the method has measured or estimated conversion efficiency of the after treatment device above a predetermined level and/or measured or estimated levels of soot or particulate material in an after treatment particulate filter are above a predetermined level indicating low filtration efficiency.
According to a second aspect of the present invention there is provided a control system operable to calibrate engine out NO emissions from a diesel engine, the system comprising: means to derive the status of one or more after treatment devices; and means to control one or more engine parameters such that engine out NO emissions are increasable or decreasable based on the status of the or each after treatment devices.
Means to control engine parameters may comprise means to control exhaust gas recirculation mass flow and/or means to control fuel injection quantity and/or means to control fuel injection timing and/or means to control rail pressure and/or air mass flow into the engine and boost pressure.
Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a schematic representation of a motor vehicle comprising an engine and engine emission after treatment devices; and Figure 2 is a flow chart indicating a model representing adjusting engine out NO emissions according to an embodiment of the present invention.
Figure 1 is a schematic representation of a vehicle 10, which includes a diesel engine 12, an array of after treatment devices 14 and an exhaust or tail pipe 16.
The arrows 18, 20 and 22 represent the flow of waste products or emissions, which include exhaust gases and particulate matter as waste products from the combustion process within the engine 12. The arrow 18 represents the flow of exhaust gases and particulate matter exiting the engine (engine-out emissions). The arrow 20 represents the flow of exhaust gases and particulate matter through the after treatment devices and arrow 22 represents the expulsion of the exhaust gases to the atmosphere (exhaust emissions).
Examples of after treatment devices are diesel particulate filters (DAF), selective catalytic reducers (SCR) and lean NO trap ([NT) devices. The after treatment devices 14 are each operable to clean and filter the engine out emissions 18 such that the levels of exhaust emissions 22 from the exhaust pipe 16 are reduced to acceptable levels.
Emission levels are heavily regulated by national and international standards.
Embodiments of the present invention relate particularly to the control of engine out NO emissions. As a consequence of varying engine out NO emissions particulate emissions are generally affected as will be described further below with reference to Figure 2.
Figure 2 shows a schematic representation of a decision model via which engine out NO emissions are adjusted.
In Figure 2, boxes 101 to 109 each indicate different parameters that have a direct effect on NO emissions from the exhaust and as such depending on their status engine out emissions 18 can be adjusted such that the after treatment devices 14 are utilised optimally. For example, when the efficiency or utility of the after treatment devices 14 are measured or estimated as being near 100% efficient it is logical to consider that high engine out NO emissions would be acceptable to achieve exhaust out emissions at a level within the regulatory guidelines. Increasing engine out NO emissions results in a reduction of engine out soot emissions and therefore also increases longevity of a DPF.
Referring to Figure 2, box 101 represents measuring or estimating the fuel penalty of a NO after treatment cleaning cycle. Box 102 represents measuring or estimating sulphur levels as an indicator of sulphur poisoning of the NO after treatment device. Box 103 represents the step of measuring or estimating levels of fuel in oil. Box 104 represents the measurement or estimation of the loading level of a NO storage device. Box 105 represents measurement or estimation of the storage capacity/efficiency of a NO storage device. Box 106 represents measurement or estimation of the level of additive in a reservoir receiving engine out emissions before expelling the emissions to the after treatment devices. Box 107 represents measurement or estimation of the efficiency of the oxidation after treatment device. Box 108 represents the measurement or estimation of feedgas emissions such as carbon monoxide or hydrocarbons. Box 109 represents the measurement or estimation of the loading level and/or efficiency of a soot after treatment device, for example a DPF.
Box 110 represents the decision step in the process of determining whether engine out NO emissions are to be increased above a predetermined level or reduced below a predetermined level. The measurement or estimation derived from each of boxes 101 to 109 is considered and collated at box 110 to determine whether the level of alteration of engine out NO emissions is to be increased or decreased relative to a predetermined level.
Box 112 represents the step in the process where the engine out NO levels are reduced below the predetermined level and box 114 represents where the engine out NO levels are increased above the predetermined level.
is For example, the engine out NO levels shall be reduced below the predetermined level where the measurement or estimation steps represented by boxes 101 to i09 finds a high fuel penalty 101, where the fuel penalty is above a predetermined level, high sulphur poisoning 102 where the level of sulphur is greater than a predetermined value, high levels of fuel in oil 103, where the level of fuel in oil is greater than a predetermined level, high NO loading 104, where the NO storage device contains a level of NO above a predetermined level and where the storage efficiency 105 of the NO storage device is therefore limited and high feedgas emissions of hydrocarbons and carbon monoxide 108 are above a predetermined level.
By way of further example the levels of engine out NO emissions will be increased above a predetermined level where the NO storage device 105 has capacity to store a greater quantity of NO and as such the storage efficiency is high, where additive levels 106 are high, that is the additive level is greater than a predetermined level, where the oxidation efficiency 107 is high, that is greater than a predetermined value and where the soot after treatment device 109 contains high levels of soot and therefore the capacity for soot storage is reduced. As discussed above increasing the level of engine out NO emissions is generally associated with a reduction in the level of soot produced.
Engine out NO emissions are increased or reduced by adjusting engine parameters that have a direct impact on the level of NO emitted. For example the level of engine out NO emissions can be altered by adjusting fuel injection timing the volume of fuel injected, rail pressure, boost pressure and mass flow and the exhaust gas recirculation (EGR) mass flow. By adjusting the engine parameters the combustion efficiency is altered and as such the level of engine out NO emissions can be controlled in a predictable manner and as such the levels can be increased or reduced as desired.
Whilst specific embodiments of the present invention have been described above, it will be appreciated that departures from the described embodiments may still fall within the scope of the present invention.

Claims (13)

  1. CLAIMS1. A method of calibrating engine out NO emissions from a diesel engine, the method comprising the steps of: deriving the status of one or more after treatment devices; and controlling one or more engine parameters to increase or decrease engine out NO emissions based on the status of the or each after treatment device.
  2. 2. A method according to Claim 1, wherein deriving the status of the or each after treatment device includes the step of measuring or estimating fuel penalty levels.
  3. 3. A method according to Claim 1 or 2, wherein deriving the status of the or each after treatment device includes the step of measuring or estimating sulphur poisoning of an after treatment device.
  4. 4. A method according to Claim 1, 2 or 3, wherein deriving the status of the or each after treatment device includes the step of measuring or estimating levels of fuel in oil.
  5. 5. A method according to any preceding claim, wherein deriving the status of the or each after treatment device includes the step of measuring or estimating storing efficiency of a NO storage device.
  6. 6. A method according to any preceding claim, wherein deriving the status the or each after treatment device includes the step of measuring or estimating level of additive in a reservoir at the exit from the engine.
  7. 7. A method according to any preceding claim, wherein deriving the status of the or each after treatment device includes the step of measuring or estimating emissions of carbon monoxide or hydrocarbon products.
  8. 8. A method according to any preceding claim, wherein deriving the status of the or each after treatment device includes the step of measuring or estimating loading level of a diesel particulate filter.
  9. 9. A method according to any preceding claim, wherein the step of controlling one or more engine parameters comprises controlling exhaust gas recirculation mass flow and/or controlling the volume of injected fuel and/or controlling fuel injection timing and/or controlling rail pressure and boost pressure.
  10. 10. A method according to Claim 9, comprising adjusting one or more engine parameters to increase engine out NO emissions above a predetermined level wherein the step of deriving the status of the or each after treatment device has measured or estimated oxidation efficiency above a predetermined level, and/or has measured or estimated levels of particulate material in an after treatment particulate filter above a predetermined value indicating low filtration efficiency.
  11. 11. A method according to Claim 9, comprising adjusting one or more engine parameters to decrease engine out NO emissions below a predetermined level wherein the step of deriving the status of the or each after treatment device has measured or estimated a fuel penalty above a predetermined level, and/or measured or estimated sulphur levels above a predetermined level, and/or measured or estimated fuel in oil levels above a predetermined level, and/or measured or estimated storage efficiency in a NO storage after treatment device below a predetermined level or a level of NO loading in a NO storage after treatment device above a predetermined level and/or measured or estimated carbon monoxide or hydrocarbon feedgas emissions above a predetermined level and/or measured or estimated high filtration efficiency of a particulate filter device above a predetermined efficiency.
  12. 12. A control system operable to calibrate engine out NO emissions from a diesel engine, the system comprising: means to derive the status of one or more after treatment devices; and means to control one or more engine parameters such that engine out NO emissions are increasable or decreasable based on the status of the or each after treatment devices.
  13. 13. A control system according to claim 12, wherein means to control engine parameters comprises means to control exhaust gas recirculation mass flow and/or means to control fuel injection quantity and/or means to control fuel injection timing and or means to control rail pressure and/or air mass flow into the engine and boost pressure.
GB1208280.6A 2012-05-11 2012-05-11 Engine out emission control system and method Expired - Fee Related GB2501930B (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
GB1208280.6A GB2501930B (en) 2012-05-11 2012-05-11 Engine out emission control system and method
GBGB1210017.8A GB201210017D0 (en) 2012-05-11 2012-06-06 The easy fence panel clip
RU2013120935A RU2640148C2 (en) 2012-05-11 2013-05-07 Method for calibrating nox emissions at engine and diesel engine output and control system
DE102013208461A DE102013208461A1 (en) 2012-05-11 2013-05-08 COMBUSTION ENGINE EMISSION CONTROL SYSTEM AND METHOD

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Application Number Priority Date Filing Date Title
GB1208280.6A GB2501930B (en) 2012-05-11 2012-05-11 Engine out emission control system and method

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GB201208280D0 GB201208280D0 (en) 2012-06-20
GB2501930A true GB2501930A (en) 2013-11-13
GB2501930B GB2501930B (en) 2018-11-14

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GBGB1210017.8A Ceased GB201210017D0 (en) 2012-05-11 2012-06-06 The easy fence panel clip

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