WO2012047484A2

WO2012047484A2 - Exhaust system having cross-sensitive sensor

Info

Publication number: WO2012047484A2
Application number: PCT/US2011/051922
Authority: WO
Inventors: Mary Yeager; Christopher Wynkoop; Amit Jayachandran
Original assignee: Caterpillar Inc
Current assignee: Caterpillar Inc
Priority date: 2010-09-27
Filing date: 2011-09-16
Publication date: 2012-04-12
Anticipated expiration: 2013-03-27
Also published as: JP2013538972A; DE112011103238T5; CN103180562A; US20120073265A1; US8769928B2; WO2012047484A3

Abstract

An exhaust system (18) for use with a combustion engine (12) is disclosed. The exhaust system may have an exhaust passage (26), a reduction catalyst (32) disposed within the exhaust passage, and an injection device (34) configured to inject reductant into the exhaust passage. The exhaust system may also have a sensor (46) configured to generate a signal indicative of a concentration of an exhaust constituent and the reductant, and a controller (44) in communication with the sensor and the injection device. The controller may be configured to make a comparison of a value indicative of a rate of change of the signal for a period of time with a threshold amount, and make a determination of whether the sensor is sensing a concentration of the exhaust constituent or the reductant based on the comparison. The controller may also be configured to adjust operation of the injection device based on the determination.

Description

EXHAUST SYSTEM HAVING CROSS-SENSITIVE SENSOR Technical Field

The present disclosure is directed to an exhaust system and, more particularly, to an exhaust system having a sensor that is cross-sensitive to NO_x and NH₃.

Background

Internal combustion engines, including diesel engines, gasoline engines, gaseous fuel-powered engines, and other engines known in the art exhaust a complex mixture of air pollutants. These air pollutants are composed of gaseous compounds such as, for example, the oxides of nitrogen (ΝΟχ). Due to increased awareness of the environment, exhaust emission standards have become more stringent, and the amount of ΝΟχ emitted from an engine may be regulated depending on the type of engine, size of engine, and/or class of engine. In order to ensure compliance with the regulation of these compounds, some engine manufacturers have implemented a strategy called Selective Catalytic Reduction (SCR).

SCR is a process where gaseous or liquid reductant (most commonly a solution of urea solid and water) is added to the exhaust gas stream of an engine and is adsorbed onto a catalyst. The reductant reacts with ΝΟχ in the exhaust gas to form H₂0 and N₂, which can be safely released to the atmosphere. Although SCR can be an effective method for reducing ΝΟχ, it can be difficult to ensure that enough reductant has been injected to adequately reduce the amount of ΝΟχ present within the exhaust gas stream, without unnecessarily wasting reductant and releasing unused reductant or byproducts thereof to the atmosphere. To help control the amount of ΝΟχ emitted to the atmosphere, most exhaust systems are equipped with a sensor that detects the level of ΝΟχ in the tailpipe of an engine and generates a corresponding signal. Based on this signal, the amount of reductant injected into an exhaust flow can then be trimmed to precisely reduce a desired amount of ΝΟχ.

Although relatively successful at helping to control the amount of ΝΟχ emitted to the atmosphere, most ΝΟχ sensors currently available are cross- sensitive to the reductant used to reduce NO_x. That is, NO_x sensors on the market today generate signals indicative of the presence of both ΝΟχ and reductant. As such, when either ΝΟχ or reductant levels in an exhaust flow go up, the signal value from the corresponding ΝΟχ sensor also goes up, and vice versa. Thus, it can be difficult to determine which constituent is currently being detected by the sensor, and over-injecting of reductant can occur in some situations when the injections are unknowingly based on a detected high level of reductant instead of ΝΟχ.

One attempt to help ensure that reductant injections are correctly based on detected levels of NO_x is described in WO Publication Number

2006/000877 of Crane et al. that published on 5 January, 2006 (the ' 877 publication). The '877 publication discloses an exhaust system that utilizes a nonselective ΝΟχ/ΝΗ₃ sensor in conjunction with feedforward and feedback control. The sensor is periodically interrogated by introducing a positive pulse in an ammonia feed rate. A positive response from the sensor to the positive pulse indicates ammonia slip is occurring (i.e., that the sensor is currently detecting NH₃). A negative response from the sensor indicates ΝΟχ breakthrough (i.e., that the sensor is currently detecting NO_x). Based on the positive responses, a controller inhibits feedforward control for a time and reduces reductant injections. Based on the negative response, the controller adjusts feedforward control to increase reductant injections. Feedback control is utilized between sensor interrogations to trim feedforward commands for injection based on sensor output under normal conditions. Although perhaps somewhat effective at determining if a sensor is detecting ΝΟχ or NH₃, the exhaust system of the '877 publication may be unresponsive and wasteful. That is, the exhaust system of the '877 publication requires dedicated time for the sensor to be interrogated, this time causing delays in normal operations of the system. In addition, the exhaust system of the '877 publication requires extra pulses of reductant that are used only for sensor interrogation (i.e., the pulses do not help to reduce ΝΟχ), which can be expensive and decrease a time between servicing because of the additional exposure to reductant.

The exhaust system of the present disclosure solves one or more of the problems set forth above and/or other problems of the prior art.

Summary

One aspect of the present disclosure is directed to an exhaust system for use with a combustion engine. The exhaust system may include an exhaust passage, a reduction catalyst disposed within the exhaust passage, and an injection device configured to inject reductant into the exhaust passage upstream of the reduction catalyst. The reductant may be selected to facilitate within the reduction catalyst a reduction of an exhaust constituent. The exhaust system may also include a sensor configured to generate a signal indicative of a concentration of the exhaust constituent and the reductant within the exhaust passage, and a controller in communication with the sensor and the injection device. The controller may be configured to make a comparison of a value indicative of a rate of change of the signal for a period of time with a threshold amount, and make a determination of whether the sensor is sensing a concentration of the exhaust constituent or the reductant based on the comparison. The controller is further configured to adjust operation of the injection device based on the determination.

Another aspect of the present disclosure is directed to a method of operating an exhaust system. The method may include directing a flow of exhaust from a combustion engine through a reduction catalyst, injecting reductant into the flow of exhaust to reduce a constituent of the exhaust, sensing a concentration of the constituent and the reductant, and generating a

corresponding signal. The method may further include making a comparison of a value indicative of a rate of change of the signal for a period of time with a threshold amount, and making a determination of whether the concentration of the constituent or the reductant is currently being sensed based on the

comparison. The method may additionally include adjusting the injecting based on the determination.

Brief Description of the Drawing

Fig. 1 is a schematic and diagrammatic illustration of an exemplary disclosed power system;

Fig. 2 is a graph depicting an exemplary operation of the power system of Fig. 1; and

Fig. 3 is a flow chart depicting an exemplary method that may be performed by the power system of Fig. 1.

Detailed Description

Fig. 1 illustrates an exemplary power system 10. For the purposes of this disclosure, power system 10 is depicted and described as a diesel-fueled, internal combustion engine. However, it is contemplated that power system 10 may embody any other type of combustion engine such as, for example, a gasoline engine or a gaseous fuel-powered engine burning compressed or liquefied natural gas, propane, or methane. Power system 10 may include an engine block 12 that at least partially defines a plurality of combustion chambers 14. It is contemplated that power system 10 may include any number of combustion chambers 14 and that combustion chambers 14 may be disposed in an "in-line" configuration, a "V" configuration, or any other conventional configuration. Multiple separate sub-system may be included within power system 10. For example, power system 10 may include an air induction system 16, an exhaust system 18, and a control system 20. Air induction system 16 may be configured to direct air or an air and fuel mixture into combustion chambers 14 of power system 10 for subsequent combustion. Exhaust system 18 may exhaust byproducts of the combustion to the atmosphere. Control system 20 may regulate operations of air induction and exhaust systems 16, 18 to reduce the production of regulated constituents and their discharge to the atmosphere.

Air induction system 16 may include multiple components that cooperate to condition and introduce compressed air into combustion chambers 14. For example, air induction system 16 may include an air cooler 22 located downstream of one or more compressors 24. Compressors 24 may be connected to pressurize inlet air directed through cooler 22. A throttle valve (not shown) may be located upstream and/or downstream of compressors 24 to selectively regulate (i.e., restrict) the flow of inlet air into power system 10. A restriction may result in less air entering power system 10 and, thus, affect an air-to-fuel ratio of power system 10. It is contemplated that air induction system 16 may include different or additional components than described above such as, for example, variable valve actuators associated with each combustion chamber 14, filtering components, compressor bypass components, and other known components that may be controlled to affect the air-to-fuel ratio of power system 10, if desired. It is further contemplated that compressors 24 and/or cooler 22 may be omitted, if a naturally aspirated power system 10 is desired.

Exhaust system 18 may include multiple components that condition and direct exhaust from combustion chambers 14 to the atmosphere. For example, exhaust system 18 may include an exhaust passage 26, one or more turbines 28 driven by the exhaust flowing through passage 26, and a reduction catalyst 30 fluidly connected within passage 26 at a location downstream of turbines 28. It is contemplated that exhaust system 18 may include different or additional components than described above such as, for example, bypass components, an exhaust compression or restriction brake, an attenuation device, additional exhaust treatment devices, and other known components, if desired.

Each turbine 28 may be located to receive exhaust discharged from combustion chambers 14, and may be connected to one or more

compressors 24 of air induction system 16 by way of a common shaft 31 to form a turbocharger. As the hot exhaust gases exiting power system 10 move through turbine 28 and expand against vanes (not shown) thereof, turbine 28 may rotate and drive the connected compressor 24 to pressurize inlet air. In one

embodiment, turbine 28 may be a variable geometry turbine (VGT) or include a combination of variable and fixed geometry turbines. VGTs are a type of turbocharger having geometry adjustable to attain different aspect ratios, such that adequate boost pressure may be supplied to combustion chambers 14 under a range of operational conditions. As a flow area of turbine 28 changes, the air-to- fuel ratio and thus the performance of power system 10 may also change.

Alternatively, a fixed geometry turbocharger having an electronically controlled wastegate may be included, if desired.

Reduction catalyst 30 may receive exhaust from turbine 28 and reduce constituents of the exhaust to innocuous gases. In one example, reduction catalyst 30 may embody a Selective Catalytic Reduction (SCR) device having a catalyst substrate 32 located downstream from an injection device 34. A pressurized gaseous or liquid reductant, most commonly urea (NH₂)₂CO, a water/urea mixture, a hydrocarbon (e.g., diesel fuel), or ammonia gas (NH₃), may be advanced into the exhaust upstream of catalyst substrate 32 by injection device 34. For this purpose, an onboard reductant supply 36 and a pressurizing device 38 may be associated with injection device 34 to provide the pressurized reductant. As the injected reductant is adsorbed onto the surface of catalyst substrate 32, the reductant may react with NOx (NO and N0₂) in the exhaust gas to form water (H₂0) and diatomic nitrogen (N₂). The reduction process performed by catalyst 30 may be most effective when a concentration of NO to N0₂ supplied to reduction catalyst 30 is about 1 : 1. To help provide the correct concentration of NO to N0₂, an oxidation catalyst 40 may be located upstream of reduction catalyst 30, in some embodiments. Oxidation catalyst 40 may be, for example, a diesel oxidation catalyst (DOC). As a DOC, oxidation catalyst 40 may include a porous ceramic honeycomb structure or a metal mesh substrate coated with a material, for example a precious metal, that catalyzes a chemical reaction to alter the composition of the exhaust. For example, oxidation catalyst 40 may include palladium, platinum, vanadium, or a mixture thereof that facilitates the conversion of NO to N0₂. In an alternative embodiment, oxidation catalyst 40 may also perform particulate trapping functions (i.e., oxidation catalyst 40 may be a catalyzed particulate trap such as a continuously regenerating trap (CRT) or a catalyzed continuously regenerating trap (CCRT)).

During operation of power system 10, it may be possible for too much urea to be injected into the exhaust (i.e., urea in excess of that required for appropriate ΝΟχ reduction). In this situation, known as "ammonia slip", some amount of ammonia may pass through catalyst substrate 32 to the atmosphere, if not otherwise accounted for. To minimize the magnitude of ammonia slip, another oxidation catalyst 42 may be located downstream of reduction catalyst 30. Oxidation catalyst 42 may include a substrate coated with a catalyst that oxidizes residual NH₃ in the exhaust to form water and diatomic nitrogen. It is contemplated that oxidation catalyst 42 may be omitted, if desired.

Control system 20 may include components configured to regulate the treatment of exhaust from power system 10 prior to discharge to the atmosphere. Specifically, control system 20 may include a controller 44 in communication with one or more constituent sensors 46, one or more temperature sensors 48, a flow meter 50, and with injection device 34. Based on input from constituent sensor 46, temperature sensor 48, and flow meter 50, controller 44 may determine an amount of ΝΟχ being produced by power system 10, a performance of reduction catalyst 30, a desired amount of urea that should be sprayed by injection device 34 into the exhaust flow, and/or other similar control parameters. Controller 44 may then regulate operation of injection device 34 such that the desired amount of urea is sprayed into the exhaust flow upstream of catalyst substrate 32.

Controller 44 may embody a single or multiple microprocessors, field programmable gate arrays (FPGAs), digital signal processors (DSPs), etc. that include a means for controlling an operation of power system 10 in response to signals received from the various sensors. Numerous commercially available microprocessors can be configured to perform the functions of controller 44. It should be appreciated that controller 44 could readily embody a microprocessor separate from that controlling other non-exhaust related power system functions, or that controller 44 could be integral with a general power system

microprocessor and be capable of controlling numerous power system functions and modes of operation. If separate from the general power system

microprocessor, controller 44 may communicate with the general power system microprocessor via datalinks or other methods. Various other known circuits may be associated with controller 44, including power supply circuitry, signal- conditioning circuitry, actuator driver circuitry (i.e., circuitry powering solenoids, motors, or piezo actuators), communication circuitry, and other appropriate circuitry.

Constituent sensor 46 of control system 20 may embody a cross- sensitive constituent sensor configured to generate a signal indicative of the presence of a particular constituent and of reductant within the exhaust flow. For instance, constituent sensor 46 may be a ΝΟχ sensor configured to determine an amount (i.e., quantity, relative percent, ratio, etc.) of NO and/or N0₂ present within the exhaust of power system 10, and to also determine an amount of NH₃ present within the exhaust. Constituent sensor 46 may be configured to generate a signal indicative of these amounts and send the signal to controller 44. In the depicted embodiment, constituent sensor 46 is located downstream of catalyst substrate 32 and upstream of oxidation catalyst 42. It is contemplated, however, that constituent sensor 46 may alternatively or additionally be located

downstream of oxidation catalyst 42, if desired.

The performance of reduction catalyst 30 may be monitored by way of temperature sensor(s) 48 and flow meter 50. Temperature sensor(s) 48 may be located anywhere within exhaust system 18 to generate one or more signals indicative of an operating temperature of reduction catalyst 30 (more specifically, of catalyst substrate 32). In one example, temperature sensor 48 may be located upstream of catalyst substrate 32. In another example, temperature sensor 48 may be located in contact with or downstream of catalyst substrate 32. Flow meter 50 may embody any type of physical or virtual sensor utilized to generate a signal indicative of an exhaust flow rate through reduction catalyst 30. The temperature and/or flow rate signals may be utilized by controller 44 to determine a reducing capacity of reduction catalyst 30. That is, based on known dimensions and age of reduction catalyst 30, based on the measured temperature and flow rate of exhaust passing through reduction catalyst 30, and based on a known reduction injection rate, a performance of reduction catalyst 30 may be predicted.

As illustrated in the graph of Fig. 2, the signal from constituent sensor 46, as represented by a curve 200, may vary over time to reflect varying levels of ΝΟχ and NH₃ sensed in the exhaust flow of power system 10. Curve 200 may be divided into three distinct periods of time, including a first time period bounded by times Tl and T2, a second time period bounded by times T2 and T3, and a third period of time bounded by times T3 and T4. As can be seen from Fig. 2, the value of the signal from constituent sensor 46 changes rapidly during the first and third time periods, but much slower and smoother during the second time period. These different rates of change of the signal from constituent sensor 46 have been found to correspond with the particular substance that constituent sensor 46 is sensing. Specifically, the first and third time periods, when the rate of change of the signal from constituent sensor 46 is fast and erratic, correspond with constituent sensor 46 sensing ΝΟχ in the exhaust gas of power system 10. In contrast, the second time period, when the rate of change of the signal from constituent sensor 46 changes in a slower and smoother manner, corresponds with constituent sensor 46 sensing NH₃ in the exhaust gas of power system 10.

A second curve 210 shown in Fig. 2 corresponds with a feedforward control parameter that may be used by controller 44 to regulate operation of injection device 34. Controller 44 may determine a theoretical amount of reductant that should be injected to reduce the NO_x produced by power system 10 to an acceptable level. This theoretical amount of reductant may be determined based on a current operation of power system 10 (e.g., based on a current engine speed and/or load) and the predicted performance of reduction catalyst 30, based on measured or calculated conditions of catalyst 30, or based on other parameters known in the art. In one example, controller 44 may reference the current operation of power system 10 and predicted

performance of reduction catalyst 30 with a relationship map stored in memory thereof to determine the desired amount of reductant that should be injected. In another example, controller 44 may reference a catalyst temperature and an exhaust flow rate or engine fueling and measured ΝΟχ levels with the

relationship map to determine the desired amount of reductant. These maps may include any collection of data in the form of tables, graphs, and/or equations (e.g., regression equations, neural network models, decision or binary tree models, physics equations that describe a system, etc.) that represents the desired relationship.

A third curve 220 shown in Fig. 2 corresponds with a feedback control parameter that may be used by controller 44 to adjust the theoretical injection amount described above based on actual performance parameters sensed downstream of reduction catalyst 30 by constituent sensor 46. That is, after an initial reductant injection of the theoretical quantity determined above, controller 44, via constituent sensor 46, may determine an actual ΝΟχ production and/or an actual performance of reduction catalyst 30, and adjust future reductant injections accordingly such that a desired reduction of ΝΟχ may be accurately achieved. For example, if the amount of ΝΟχ monitored by constituent sensor 46, after injection of the theoretical amount of reductant stipulated by the feedforward control parameter, exceeds a threshold level, controller 44 may provide feedback to injection device 34 to increase the amount of urea injected into passage 26 and further reduce ΝΟχ within reduction catalyst 30. In contrast, if the amount of ΝΟχ monitored by constituent sensor 46 is below a threshold level or if the monitored amount of NH₃ in passage 26 is excessive, less urea may be requested in an attempt to conserve urea and/or to extend the useful life of oxidation catalyst 42.

A fourth curve 230 shown in Fig. 2 corresponds with a first derivative of the first curve 210. That is, the fourth curve 230 illustrates the slope of the first curve 210 at any instance in time. The hatched section 235 of the fourth curve 230 is representative of a weighted sum of time during which the slope of the first curve 210 remains within a particular range, starting at time T2. This weighted sum of time may be calculated as a function of an absolute value of the slope of the signal from constituent sensor 46 and a flow rate of exhaust passing through reduction catalyst 30. When the weighted sum becomes greater than a threshold amount (i.e., when the slope of the signal from constituent sensor 46 remains at about the same value or changes little for an extended period of time), controller 44 may determine that constituent sensor 46 is sensing NH₃ and responsively trigger a mitigation procedure.

Fig. 3 illustrates an exemplary method of controlling power system 10. Fig. 3 will be discussed in more detail in the following section to further illustrate the disclosed concepts.

Industrial Applicability

The exhaust system of the present disclosure may be applicable to any power system having a reduction catalyst, where precise control of reductant injections is important. Injection control may be improved by selectively utilizing both feedforward and feedback control parameters based on levels of ΝΟχ and NH₃ that are detected by a cross-sensitive sensor. Operation of power system 10 will now be described.

Referring to Fig. 1, air induction system 16 may pressurize and force air or a mixture of air and fuel into combustion chambers 14 of power system 10 for subsequent combustion. The fuel and air mixture may be combusted by power system 10 to produce a mechanical work output and an exhaust flow of hot gases. The exhaust flow may contain a complex mixture of air pollutants composed of gaseous material, which can include oxides of nitrogen (ΝΟχ). As this ΝΟχ-laden exhaust flow is directed from combustion chambers 14 through oxidation catalyst 40, some NO in the flow may be converted to N0₂.

After passing through oxidation catalyst 40, the exhaust flow may be directed toward reduction catalyst 30, where the ΝΟχ may be reduced to water and diatomic nitrogen. Prior to reaching reduction catalyst 30, controller 44 may determine the theoretical amount of reductant required for reduction catalyst 30 to sufficiently reduce the NO_x produced by power system 10 (feedforward control). Then, based on previously measured performance parameters from constituent sensor 46, the theoretical amount of reductant may be adjusted for the current injection event (feedback control).

After reduction within catalyst 30, the exhaust may pass through oxidation catalyst 42 to the atmosphere. Within oxidation catalyst 42, any extra ammonia may be reduced to innocuous substances.

During operation of power system 10, constituent sensor 46 may sense both ΝΟχ and NH₃. In order for injection device 34 to be properly controlled and inject the correct amount of reductant into passage 26, controller 44 should know which substance (ΝΟχ or NH₃) constituent sensor 46 is currently sensing. Controller 44 may determine this information by analyzing the fourth curve of Fig. 2. In particular, by monitoring the rate of change (i.e., the slope) of the signal from constituent sensor 46, controller 44 may be able to determine if constituent sensor 46 is sensing ΝΟχ or NH₃. If sensor 46 is sensing ΝΟχ, appropriate feedback control can be implemented to sufficiently reduce the ΝΟχ to desired levels. If constituent sensor 46 is sensing NH₃, too much reductant has been injected and an appropriate mitigation procedure should be implemented.

As shown in the flowchart of Fig. 3, after an initial injection of reductant based on the feedforward control parameter described above (Step 300), controller 44 may monitor the signal from constituent sensor 46 (Step 310). Controller 44 may calculate the weighted sum of time during which the slope of the signal from constituent sensor 46 remains within a particular range (Step 320). As described above, the weighted sum of time may be a summation of time that is weighted based on the absolute value of the slope of the signal and a flow rate of exhaust passing through reduction catalyst 30. The weighted sum may be represented by the hatched area 235 shown in Fig. 2 between the times T2 and T3. The weighting used to calculate the weighted sum of time may be different and calibrated for each particular power system 10.

Controller 44 may compare the weighted sum with a threshold amount to determine what substance constituent sensor 46 is sensing (Step 330). The threshold amount may be fixed and based on a desired concentration of NH₃ sensed downstream of reduction catalyst 30. If the weighted sum is less than the threshold amount, controller 44 may conclude that constituent sensor 46 is currently monitoring NO_x (or insignificant levels of NH₃) (Step 340), and adjust injection device 34 according to the feedback control parameter described above (Step 350). This condition may correspond with the period from time Tl to time T2 shown in Fig. 3. However, if at step 330, the weighted sum is greater than the threshold amount, controller 44 may conclude that constituent sensor 46 is currently sensing NH₃, that too much NH₃ has been injected into passage 26, and that only negligible amounts of ΝΟχ are currently present (Step 360). This condition may correspond with the period between time T2 and T3, after the hatched time period 235 has summed. At this point in time, controller 44 may implement the mitigation strategy to try and reduce the amount of NH₃ within passage 26.

To reduce the amount of NH₃ within passage 26, controller 44 may inhibit use of the feedback control parameter and simultaneously reduce the feedforward control parameter (Step 370). The feedforward control parameter may be reduced by an amount corresponding to the value of the signal from constituent sensor 46, the weighted sum, the threshold amount, and/or other performance parameters of power system 10. It is contemplated that the reduction amount may be found by reference to a relationship map stored in the memory of controller 44, if desired. It should be noted that the reduction in the feedforward control parameter should only be partial (i.e., the feedforward control parameter should not be completely inhibited) so that catalyst substrate 32 does not develop localized areas without any reductant. At this point in time, although the feedback control parameter may not be utilized during

implementation of the mitigation strategy, the value of the feedback control parameter determined at the start of the mitigation strategy may be stored in memory and implemented after completion of the mitigation strategy, as will be explained in more detail below. It is contemplated that, instead of completely stopping all feedback control, feedback control may instead by reduced, if desired.

As controller 44 reduces the feedforward control parameter (and the feedback control parameter is inhibited), the value of the signal from constituent sensor 46 may begin to gradually decrease. During this time, the concentration of NH₃ in passage 26 may decrease until the remaining NH₃ is insufficient to completely reduce all NO_x being discharged into passage 26 from combustion chambers 14. At this point in time, constituent sensor 46 may switch from sensing NH₃ to sensing ΝΟχ, and the value and slope of the signal from constituent sensor 46 may suddenly increase and begin to fluctuate rapidly. This condition may correspond with time T3 in Fig. 2. Once the value and slope of the signal from constituent sensor 46 begin to fluctuate rapidly, the weighted sum calculated by controller 44 may begin to fall below the threshold amount. At this point in time, if controller 44 compares the weighted sum to the threshold amount (Step 380) and the weighted sum is still above the threshold amount, control may return to step 360.

Otherwise, controller 44 may conclude that constituent sensor 46 is once again sensing ΝΟχ and end the mitigation strategy. Alternatively or additionally, controller 44 may be configured to determine an end to NH₃ slip based on an elapsed period of time after the start of slip mitigation and/or based on another triggering condition such as an exhaust temperature or signal value from sensors 46, if desired. When controller 44 concludes that constituent sensor 46 is once again sensing ΝΟχ, controller 44 may reset the feedforward control parameter (i.e., raise the feedforward control parameter back to the theoretical value) and implement the previously stored feedback control parameter (Step 390). Control may then return to step 300.

It is contemplated that controller 44 may also be configured to implement a diagnostic procedure based on a frequency of constituent sensor 46 sensing NH₃. For example, controller 44 may be configured to count a number of times that constituent sensor 46 is determined to be sensing NH₃ within a specified time period and, when the number of times exceeds a predetermined number, controller 44 may trigger the diagnostic procedure. The diagnostic procedure could include, among other things, providing an operator of power system 10 with a warning or recommendation; logging a fault condition;

implementing a sensor, injection device, and/or catalyst substrate test; or another similar action.

Several advantages may be associated with power system 10. For example, because controller 44 may determine what substance is being sensed by constituent sensor 46 without having to inject additional test doses of reductant into passage 26, the responsiveness and efficiency of power system 10 may be maintained. In particular, the signals already generated by constituent sensor 46 may be utilized to determine the sensitivity of constituent sensor 46 and no additional and time-consuming routines are required. Further, little or no reductant may be wasted in the determination, thereby maintaining the efficiency of power system 10.

It will be apparent to those skilled in the art that various modifications and variations can be made to the system of the present disclosure without departing from the scope of the disclosure. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the system disclosed herein. For example, in addition to or instead of feedback control, exhaust system may be selectively regulated to reduce or increase ΝΟχ production via turbocharger (i.e., VGT, wastegate, bypass, EGR, etc.) control, engine fueling, throttling, etc. In addition, although this disclosures describes operation of a cross-sensitive ΝΟχ sensor, the concepts disclosed herein may be just as applicable to an NH₃ or other type of sensors. Further, it is contemplated that particular enabling conditions may be required before the method of Fig. 3 may be implemented, for example, a threshold temperature of catalyst 30 may first be achieved, a minimum ΝΟχ sensor threshold first achieved, and/or a threshold exhaust flow value first achieved, as these requirements may help reduce a frequency of "false positives" of ammonia slip under conditions where no or little reductant has been injected. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalents.

Claims

1. An exhaust system (18) for a combustion engine (12), comprising:

an exhaust passage (26);

a reduction catalyst (32) disposed within the exhaust passage;

an injection device (34) configured to inject reductant into the exhaust passage upstream of the reduction catalyst, the reductant selected to facilitate within the reduction catalyst a reduction of an exhaust constituent;

a sensor (46) configured to generate a signal indicative of a concentration of the exhaust constituent and the reductant within the exhaust passage; and

a controller (44) in communication with the sensor and the injection device, the controller being configured to:

make a comparison of a value indicative of a rate of change of the signal for a period of time with a threshold amount;

make a determination of whether the sensor is sensing a concentration of the exhaust constituent or the reductant based on the

comparison; and

adjust operation of the injection device based on the determination.

2. The exhaust system of claim 1, wherein the value indicative of the rate of change of the signal over the period of time is calculated as a cumulative sum of time weighted based on an absolute value of the rate of change of the signal and a flow rate of exhaust through the reduction catalyst.

3. The exhaust system of claim 1, wherein the threshold amount is fixed and based on a desired concentration of reductant sensed downstream of the reduction catalyst.

4. The exhaust system of claim 1, wherein the controller is further configured to monitor a speed and a load of the combustion engine, and determine a feedforward control parameter for the injection device based on the speed and load.

5. The exhaust system of claim 4, wherein the controller is further configured to determine a feedback control parameter for the injection device based on the signal when it is determined that the sensor is sensing the concentration of the exhaust constituent.

6. The exhaust system of claim 5, wherein the controller is further configured to inhibit use of the feedback control parameter and reduce the feedforward control parameter when it is determined that the sensor is sensing the concentration of the reductant.

7. The exhaust system of claim 6, wherein the controller is configured to reduce the feedforward control parameter based on a control map stored in a memory of the controller.

8. The exhaust system of claim 7, wherein the controller is further configured to reset the feedforward control parameter from the reduced feedforward control parameter when it is determined that the sensor is again sensing the concentration of the exhaust constituent.

9. A method of operating an exhaust system (18), comprising: directing a flow of exhaust from a combustion engine through a reduction catalyst (32);

injecting reductant into the flow of exhaust to reduce a constituent of the exhaust;

sensing a concentration of the constituent and the reductant and generating a corresponding signal; making a comparison of a value indicative of a rate of change of the signal for a period of time with a threshold amount;

making a determination of whether the concentration of the constituent or the reductant is currently being sensed based on the comparison; and

adjusting the injecting based on the determination.

10. A power system (10), comprising :

an internal combustion engine (12) configured to combust fuel and generate a flow of exhaust; and

the exhaust system (18) as in any one of claims 1-8 configured to condition the flow of exhaust.