US20040083721A1 - Diesel aftertreatment systems - Google Patents

Diesel aftertreatment systems Download PDF

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Publication number
US20040083721A1
US20040083721A1 US10/065,650 US6565002A US2004083721A1 US 20040083721 A1 US20040083721 A1 US 20040083721A1 US 6565002 A US6565002 A US 6565002A US 2004083721 A1 US2004083721 A1 US 2004083721A1
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Prior art keywords
engine
transient
nox
reductant
set forth
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Abandoned
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US10/065,650
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English (en)
Inventor
David Ketcher
William Ruona
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Priority to US10/065,650 priority Critical patent/US20040083721A1/en
Assigned to FORD MOTOR COMPANY reassignment FORD MOTOR COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KETCHER, DAVID ARTHUR, RUONA, WILLIAM CHARLES
Assigned to FORD GLOBAL TECHNOLOGIES, INC. reassignment FORD GLOBAL TECHNOLOGIES, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: FORD MOTOR COMPANY
Assigned to FORD GLOBAL TECHNOLOGIES, LLC reassignment FORD GLOBAL TECHNOLOGIES, LLC MERGER (SEE DOCUMENT FOR DETAILS). Assignors: FORD GLOBAL TECHNOLOGIES, INC.
Priority to DE10346714A priority patent/DE10346714A1/de
Priority to GB0325649A priority patent/GB2397036A/en
Priority to GBGB0325812.6A priority patent/GB0325812D0/en
Priority to JP2003375376A priority patent/JP2004156614A/ja
Publication of US20040083721A1 publication Critical patent/US20040083721A1/en
Priority to US10/949,479 priority patent/US20050066652A1/en
Abandoned legal-status Critical Current

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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
    • 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
    • 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
    • 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]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • 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
    • F02D41/04—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
    • 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
    • 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
    • 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
    • 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
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0404—Methods of control or diagnosing using a data filter
    • 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
    • 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
    • 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
    • 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 NOx-reducing catalyst 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. In another aspect of the present invention, the device is an SCR catalyst and the reductant is urea.
  • 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.
  • 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.
  • [0025] 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
  • [0027] is modified to account for engine operating conditions, such as engine coolant temperature,
  • RA inj — 2 RA inj — 1 ⁇ f 1 ( T c ) ⁇ f 2 ( T eg ) ⁇ f 3 (SOI) ⁇ f 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 f ) ⁇ pps _diff — lp ( t ⁇ 1)+ k f ⁇ 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 ⁇ f 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 thee base injected amount in the former case, and decrease the base injected amount in the latter case.

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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)
  • Analytical Chemistry (AREA)
  • Environmental & Geological Engineering (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Biomedical Technology (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
US10/065,650 2002-11-06 2002-11-06 Diesel aftertreatment systems Abandoned US20040083721A1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
US10/065,650 US20040083721A1 (en) 2002-11-06 2002-11-06 Diesel aftertreatment systems
DE10346714A DE10346714A1 (de) 2002-11-06 2003-10-08 Diesel-Nachbehandlungssysteme
GB0325649A GB2397036A (en) 2002-11-06 2003-11-04 Controlling reductant injection in response to engine behaviour
GBGB0325812.6A GB0325812D0 (en) 2002-11-06 2003-11-05 A method and system for controlling a NOx reducing catalyst
JP2003375376A JP2004156614A (ja) 2002-11-06 2003-11-05 エンジンの排気後処理システム及びその方法
US10/949,479 US20050066652A1 (en) 2002-11-06 2004-09-24 Diesel aftertreatment systems

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US10/065,650 US20040083721A1 (en) 2002-11-06 2002-11-06 Diesel aftertreatment systems

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007042901A2 (en) * 2005-10-07 2007-04-19 Eaton Corporation Nox treatment system with transmission control
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
WO2011139967A1 (en) * 2010-05-03 2011-11-10 Cummins Inc. Transient compensation control of an scr aftertreatment system
US9038373B2 (en) 2010-05-03 2015-05-26 Cummins Inc. Ammonia sensor control of an SCR aftertreatment system
US9476338B2 (en) 2010-05-03 2016-10-25 Cummins Inc. Ammonia sensor control, with NOx feedback, of an SCR aftertreatment system
EP2570638A3 (en) * 2011-09-19 2018-06-20 Honeywell spol s.r.o. Coordinated emissions control system of a diesel engine with selective catalytic reduction
DE102020104487A1 (de) 2020-02-20 2021-08-26 Volkswagen Aktiengesellschaft Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors sowie Abgasnachbehandlungssystem
US12031470B2 (en) 2021-03-09 2024-07-09 Komatsu Ltd. Control device, control method, and exhaust purification system

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070079605A1 (en) * 2005-10-07 2007-04-12 Eaton Corporation Exhaust aftertreatment system with transmission control
DE102007031530A1 (de) 2007-05-08 2008-11-13 Emitec Gesellschaft Für Emissionstechnologie Mbh Verfahren zum Bereitstellen von Reduktionsmittel zur selektiven katalytischen Reduktion von Stickoxiden und entsprechende Vorrichtung
JP5560426B2 (ja) * 2008-12-19 2014-07-30 Ｕｄトラックス株式会社 エンジンの排気浄化装置
JP5655348B2 (ja) * 2010-03-31 2015-01-21 いすゞ自動車株式会社 内燃機関の排気浄化制御システム
JP2011241692A (ja) * 2010-05-14 2011-12-01 Isuzu Motors Ltd Ｓｃｒシステム
DE102014018225A1 (de) 2014-12-06 2015-06-25 Daimler Ag Verfahren und Steuerungseinrichtung zum Ermitteln einer Menge eines Reduktionsmittels für die Abgasnachbehandlung
JP2022137751A (ja) * 2021-03-09 2022-09-22 株式会社小松製作所 制御装置、制御方法および排気浄化システム

Citations (5)

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JP2004156614A (ja) 2004-06-03
GB0325812D0 (en) 2003-12-10

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