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US20090199537A1 - Methods to protect selective catalyst reducer aftertreatment devices during uncontrolled diesel particulate filter regeneration - Google Patents

Methods to protect selective catalyst reducer aftertreatment devices during uncontrolled diesel particulate filter regeneration Download PDF

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Publication number
US20090199537A1
US20090199537A1 US12/028,870 US2887008A US2009199537A1 US 20090199537 A1 US20090199537 A1 US 20090199537A1 US 2887008 A US2887008 A US 2887008A US 2009199537 A1 US2009199537 A1 US 2009199537A1
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United States
Prior art keywords
scr
dpf
inlet
ecs
urea
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US12/028,870
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Kevin D. Sisken
Matthew T. Baird
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Detroit Diesel Corp
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Detroit Diesel Corp
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Priority to US12/028,870 priority Critical patent/US20090199537A1/en
Assigned to DETROIT DIESEL CORPORATION reassignment DETROIT DIESEL CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BAIRD, MATTHEW T., SISKEN, KEVIN D.
Priority to DE102008032332A priority patent/DE102008032332A1/en
Publication of US20090199537A1 publication Critical patent/US20090199537A1/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • 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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • 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
    • F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
    • F01N3/106—Auxiliary oxidation catalysts
    • 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
    • F01N3/2053—By-passing catalytic reactors, e.g. to prevent overheating
    • 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
    • F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
    • F01N2410/02—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device in case of high temperature, e.g. overheating of catalytic reactor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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 is directed to a method to operate an electronically controlled internal combustion engine equipped with a Engine Control System (ECS) and an exhaust system with a Diesel Particulate Filter (DPF) having an inlet and an outlet, the DPF located upstream of a Selective Catalytic Reducer (SCR) having an inlet and an outlet and at least one temperature sensor electronically connected to the ECS to transmit data signals to the ECS indicative of the temperature at the SCR inlet.
  • the SCR is in fluid connection with a urea source.
  • the method is directed to protecting the SCR during uncontrolled DPF regeneration. The method comprises the steps of:
  • urea is introduced to the SCR by an injector in fluid communication with a urea source.
  • the injector is responsive to commands from said ECS.
  • the method may further include a clean up catalyst to catalyze any excess ammonia slip that may be produced by the introduction of urea to cool the SCR.
  • the method may further include the use of a dump valve responsive to commands from the ECS to reroute some or all of the exhaust gas in said exhaust system to bypass said SCR during uncontrolled DPF regeneration.
  • the dump valve is controlled by the ESC and actuated responsive to the introduction of urea. If, after the introduction of urea, the SCR inlet temperature continues to exceed a predetermined threshold for a predetermined period of time the ESC actuates the dump valve to divert the flow of exhaust gas from the SCR, thereby cooling the SCR.
  • the diverted exhaust gas may be vented to the atmosphere or diverted around the SCR and from there, out of the exhaust system.
  • the present invention is directed to a method to operate an electronically controlled internal combustion engine equipped with an Engine Control System (ECS), an exhaust system equipped with a Diesel Particulate Filter (DPF) having an inlet and an outlet.
  • ECS Engine Control System
  • DPF Diesel Particulate Filter
  • At least one temperature sensor is position proximal to the SCR inlet and is electronically connected to the ECS to transmit data signals indicative of the temperature at the SCR inlet.
  • the DPF is positioned upstream of a Selective Catalytic Reducer having an inlet and an outlet, and the exhaust system is further provided with a protector to prevent overheating of the SCR during uncontrolled DPF regeneration.
  • the method comprises the steps of:
  • the protector may be comprised of a source of urea and an injector in fluid communication with said urea and said SCR to facilitate the introduction of an amount of urea in sufficient quantity over a sufficient period of time to cool the SCR inlet below a predetermined temperature for a predetermined period of time during uncontrolled DPF regeneration.
  • a clean up catalyst is used to catalyze any excess ammonia slip from the introduction of urea to the SCR during DPF regeneration.
  • the protector may be a dump valve actuated by said ECS to divert some or all of the exhaust gas from the SCR during uncontrolled DPF regeneration.
  • the dump valve is responsive to commands from the ECS to divert exhaust from the SCR when the SCR inlet temperature exceeds a predetermined temperature for a predetermined period of time during uncontrolled DPF regeneration.
  • FIG. 1 is a schematic representation of an engine system showing the various systems and components, including an exhaust system with a DPF upstream of an SCR.
  • FIG. 2 is a software flow chart of one embodiment according to the present invention.
  • vehicle system 10 includes internal combustion engine 12 having cylinders 14 disposed within block 16 for reciprocal movement therein.
  • the engine may be of any construction, such as a spark ignition engine or a compression ignition engine, and is preferably a compression ignition type engine.
  • the engine is electronically controlled by an Engine Control System 18 (ECS) that may be comprised of a single module or multiple modules, as is well known in the art.
  • ECS Engine Control System
  • the ECS has memory, such as PROM, EPROM, EEPROM, FLASH, volatile and nonvolatile memory, and may also have tables or maps therein within which are loaded operating instructions and other information necessary for the operation and control of the engine and any system.
  • the Engine Control System has DDEC operating instructions and programs loaded therein such as is available from Detroit Diesel Corporation.
  • the ECS communicates and controls the engine through the engine communication area network (ECAN) 20 that permits the ECS to receive sensor input from the engine and to send commands from the ECS to control operation of the engine.
  • ECAN engine communication area network
  • the engine has an exhaust system 22 comprised of an exhaust conduit 24 in fluid communication with an exhaust 21 of the engine to vent exhaust gasses 62 out of exhaust exit 60 that are produced in the combustion chambers of the engine to the ambient atmosphere after it is treated for removal of Particulate Matter (PM), and NOx.
  • the exhaust system is preferably equipped with a Diesel Particulate Filter (DPF) 26 to remove PM from the exhaust gasses.
  • the DPF has an inlet 28 and an outlet 30 .
  • a pressure sensor 32 is disposed to send data signals indicative of DPF inlet pressure to the ECS.
  • the ECS determines if the DPF inlet pressure is indicative of a clogged DPF filter, at which time, it initiates a regeneration of the DPF by controlling fueling, timing, BOT, engine mode of operation, engine load and engine speed, etc., of the engine to create the requisite heat in the exhaust stream to burn the PM and other hydrocarbon contaminates from the DPF filter.
  • the DPF is upstream from a Selective Catalyst Reducer 42 .
  • the SCR has an inlet 44 and an outlet 50 .
  • At least one temperature sensor 46 is disposed proximal to said SCR inlet and is in electronic communication 48 with the ECS to transmit data signals to the ECS indicative of the temperature of the exhaust gasses at the SCR inlet.
  • Valve 36 Disposed in conduit 24 intermediate to the DPF and the SCR is a dump or diverter valve 36 that is actuated by the ECS over electronic communication 38 in response to temperature readings received from the temperature sensor 46 .
  • Valve 36 may be actuated to divert the flow of exhaust gasses around the SCR when it is determined that the temperature at the SCR inlet exceeds a predetermined threshold for a predetermined period of time. In one embodiment, when the exhaust temperature exceeds that threshold of temperature and time, the ECS actuates the valve to divert the flow of exhaust gas through diverter conduit 40 around the SCR and exits the exhaust gas to the ambient atmosphere through exhaust exit 60 .
  • the exhaust system may further be equipped with a urea injector 56 that is electronically controlled by the ECS responsive to the temperature at the SCR inlet.
  • a urea injector 56 that is electronically controlled by the ECS responsive to the temperature at the SCR inlet.
  • the ECS causes the urea injector to inject urea from urea source 52 through urea conduit 54 to the SCR inlet in an attempt to cool the SCR temperature.
  • the amount of urea to be injected during the methods of the present invention is dependent upon the temperature at the SCR inlet, and is in an amount sufficient to cool the SCR inlet temperature below a predetermined threshold for predetermined period of time.
  • a catalytic cleaner 64 may be utilized in the exhaust conduit downstream of the SCR to effectively neutralize any ammonia slip caused by the introduction of excessive urea into the SCR during DPF regeneration events.
  • FIG. 2 is a software flowchart showing one embodiment of one method 66 of the present invention.
  • step 68 is determining the engine mode of operation.
  • step 70 is determining whether the DPF is regenerating.
  • DPF regeneration occurs during idle engine operation as well as during on highway engine operation.
  • a runaway DPF regeneration event usually occurs during a drop to idle engine mode of operation, and is of particular concern as such an event generates a great amount of heat in the exhaust gas stream.
  • the excessive exhaust heat, especially that generated during a runaway DPF regeneration event may harm the SCR or, in the very least, may contribute to premature aging and failure of the SCR.
  • Step 72 is sensing the temperature at the SCR inlet.
  • step 74 is actuating a protector to control the temperature of the SCR.
  • this step includes injecting urea in an amount sufficient to cool the SCR below the predetermined temperature threshold for a predetermined period of time.
  • a protector such as the diverter valve may be actuated to divert the flow of hot exhaust gas from the SCR.
  • the dump valve is actuated to divert the flow off exhaust gas through the exhaust conduit around the SCR to help cool the SCR.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Materials Engineering (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

The present invention is directed to a method to operate an electronically controlled internal combustion engine with an exhaust system equipped with a diesel particulate filter upstream of a selective catalyst reducer to protect the selective catalyst reducer from premature aging and failure caused by exhaust temperature heat generated during uncontrolled regeneration of the diesel particulate filter.

Description

    TECHNICAL FIELD
  • On diesel engines requiring both NOx and particulate aftertreatment systems, it is likely that some systems will use both urea selective catalytic reducers (SCR) in combination with diesel particulate filters (DPF). In systems where the DPF is located upstream of a urea SCR catalyst, any uncontrolled regenerations or other high temperature excursions in the DPF could also put the SCR at risk of premature aging and failure. In systems where the DPF is upstream of the SCR, this is especially a factor. There is a need to protect the SCR during periods of uncontrolled DPF regeneration to ensure SCR long service life and prevent premature aging and failure caused by exposure to high heat.
    • BRIEF SUMMARY OF THE INVENTION
  • In one embodiment, the present invention is directed to a method to operate an electronically controlled internal combustion engine equipped with a Engine Control System (ECS) and an exhaust system with a Diesel Particulate Filter (DPF) having an inlet and an outlet, the DPF located upstream of a Selective Catalytic Reducer (SCR) having an inlet and an outlet and at least one temperature sensor electronically connected to the ECS to transmit data signals to the ECS indicative of the temperature at the SCR inlet. The SCR is in fluid connection with a urea source. The method is directed to protecting the SCR during uncontrolled DPF regeneration. The method comprises the steps of:
  • determining engine operating mode;
  • determining whether the DPF is regenerating;
  • sensing whether the DPF outlet temperature or SCR inlet temperature exceeds a predetermined threshold for a predetermined period of time;
  • introducing urea to said SCR in an amount sufficient to minimize over-temperature to the SCR during DPF regeneration below said predetermined temperature threshold. In one embodiment, urea is introduced to the SCR by an injector in fluid communication with a urea source. The injector is responsive to commands from said ECS.
  • The method may further include a clean up catalyst to catalyze any excess ammonia slip that may be produced by the introduction of urea to cool the SCR. The method may further include the use of a dump valve responsive to commands from the ECS to reroute some or all of the exhaust gas in said exhaust system to bypass said SCR during uncontrolled DPF regeneration. The dump valve is controlled by the ESC and actuated responsive to the introduction of urea. If, after the introduction of urea, the SCR inlet temperature continues to exceed a predetermined threshold for a predetermined period of time the ESC actuates the dump valve to divert the flow of exhaust gas from the SCR, thereby cooling the SCR. The diverted exhaust gas may be vented to the atmosphere or diverted around the SCR and from there, out of the exhaust system.
  • While the method is effective at all modes of engine operation, preferably, enhanced SCR inlet temperature cooling results may be seen when the engine operating mode is engine idle.
  • In another embodiment, the present invention is directed to a method to operate an electronically controlled internal combustion engine equipped with an Engine Control System (ECS), an exhaust system equipped with a Diesel Particulate Filter (DPF) having an inlet and an outlet. At least one temperature sensor is position proximal to the SCR inlet and is electronically connected to the ECS to transmit data signals indicative of the temperature at the SCR inlet. The DPF is positioned upstream of a Selective Catalytic Reducer having an inlet and an outlet, and the exhaust system is further provided with a protector to prevent overheating of the SCR during uncontrolled DPF regeneration. The method comprises the steps of:
  • determining engine operating mode:
  • determining whether the DPF is regenerating;
  • sensing whether the DPF outlet temperature or SCR inlet temperature exceeds a predetermined threshold for a predetermined period of time;
  • actuating the protector to prevent overheating of the SCR during uncontrolled DPF regeneration.
  • In one embodiment, the protector may be comprised of a source of urea and an injector in fluid communication with said urea and said SCR to facilitate the introduction of an amount of urea in sufficient quantity over a sufficient period of time to cool the SCR inlet below a predetermined temperature for a predetermined period of time during uncontrolled DPF regeneration. A clean up catalyst is used to catalyze any excess ammonia slip from the introduction of urea to the SCR during DPF regeneration.
  • In another embodiment, the protector may be a dump valve actuated by said ECS to divert some or all of the exhaust gas from the SCR during uncontrolled DPF regeneration. The dump valve is responsive to commands from the ECS to divert exhaust from the SCR when the SCR inlet temperature exceeds a predetermined temperature for a predetermined period of time during uncontrolled DPF regeneration.
  • Whereas the methods of the present invention are useful and operational at all modes of engine operation, enhanced results are seen when the engine is operating at engine idle mode.
    • BRIEF DESCRIPTION OF THE DRAWINGS
  • FIG. 1 is a schematic representation of an engine system showing the various systems and components, including an exhaust system with a DPF upstream of an SCR.
  • FIG. 2 is a software flow chart of one embodiment according to the present invention.
    •  DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT
  • Turning now to the drawings wherein like numbers refer to like structures, vehicle system 10 includes internal combustion engine 12 having cylinders 14 disposed within block 16 for reciprocal movement therein. The engine may be of any construction, such as a spark ignition engine or a compression ignition engine, and is preferably a compression ignition type engine. The engine is electronically controlled by an Engine Control System 18 (ECS) that may be comprised of a single module or multiple modules, as is well known in the art. The ECS has memory, such as PROM, EPROM, EEPROM, FLASH, volatile and nonvolatile memory, and may also have tables or maps therein within which are loaded operating instructions and other information necessary for the operation and control of the engine and any system. In a preferred embodiment, the Engine Control System has DDEC operating instructions and programs loaded therein such as is available from Detroit Diesel Corporation. The ECS communicates and controls the engine through the engine communication area network (ECAN) 20 that permits the ECS to receive sensor input from the engine and to send commands from the ECS to control operation of the engine.
  • The engine has an exhaust system 22 comprised of an exhaust conduit 24 in fluid communication with an exhaust 21 of the engine to vent exhaust gasses 62 out of exhaust exit 60 that are produced in the combustion chambers of the engine to the ambient atmosphere after it is treated for removal of Particulate Matter (PM), and NOx. The exhaust system is preferably equipped with a Diesel Particulate Filter (DPF) 26 to remove PM from the exhaust gasses. The DPF has an inlet 28 and an outlet 30. In close proximity to the DPF outlet, a pressure sensor 32 is disposed to send data signals indicative of DPF inlet pressure to the ECS. The ECS determines if the DPF inlet pressure is indicative of a clogged DPF filter, at which time, it initiates a regeneration of the DPF by controlling fueling, timing, BOT, engine mode of operation, engine load and engine speed, etc., of the engine to create the requisite heat in the exhaust stream to burn the PM and other hydrocarbon contaminates from the DPF filter. Generally, the DPF is upstream from a Selective Catalyst Reducer 42. The SCR has an inlet 44 and an outlet 50. At least one temperature sensor 46 is disposed proximal to said SCR inlet and is in electronic communication 48 with the ECS to transmit data signals to the ECS indicative of the temperature of the exhaust gasses at the SCR inlet. Disposed in conduit 24 intermediate to the DPF and the SCR is a dump or diverter valve 36 that is actuated by the ECS over electronic communication 38 in response to temperature readings received from the temperature sensor 46. Valve 36 may be actuated to divert the flow of exhaust gasses around the SCR when it is determined that the temperature at the SCR inlet exceeds a predetermined threshold for a predetermined period of time. In one embodiment, when the exhaust temperature exceeds that threshold of temperature and time, the ECS actuates the valve to divert the flow of exhaust gas through diverter conduit 40 around the SCR and exits the exhaust gas to the ambient atmosphere through exhaust exit 60. The exhaust system may further be equipped with a urea injector 56 that is electronically controlled by the ECS responsive to the temperature at the SCR inlet. When the temperature inlet temperature exceeds a predetermined threshold for a predetermined period of time, the ECS causes the urea injector to inject urea from urea source 52 through urea conduit 54 to the SCR inlet in an attempt to cool the SCR temperature. The amount of urea to be injected during the methods of the present invention is dependent upon the temperature at the SCR inlet, and is in an amount sufficient to cool the SCR inlet temperature below a predetermined threshold for predetermined period of time. In order to accommodate the injection of urea into the exhaust stream, a catalytic cleaner 64 may be utilized in the exhaust conduit downstream of the SCR to effectively neutralize any ammonia slip caused by the introduction of excessive urea into the SCR during DPF regeneration events.
  • FIG. 2 is a software flowchart showing one embodiment of one method 66 of the present invention. Specifically, step 68 is determining the engine mode of operation. Step 70 is determining whether the DPF is regenerating. Generally, DPF regeneration occurs during idle engine operation as well as during on highway engine operation. A runaway DPF regeneration event usually occurs during a drop to idle engine mode of operation, and is of particular concern as such an event generates a great amount of heat in the exhaust gas stream. The excessive exhaust heat, especially that generated during a runaway DPF regeneration event may harm the SCR or, in the very least, may contribute to premature aging and failure of the SCR. Step 72 is sensing the temperature at the SCR inlet. If the temperate at the SCR inlet exceeds a predetermined temperature for a predetermined period of time, step 74 is actuating a protector to control the temperature of the SCR. In one embodiment, this step includes injecting urea in an amount sufficient to cool the SCR below the predetermined temperature threshold for a predetermined period of time. In the event the injection of urea does not cool the SCR sufficiently, a protector such as the diverter valve may be actuated to divert the flow of hot exhaust gas from the SCR. In another embodiment, the dump valve is actuated to divert the flow off exhaust gas through the exhaust conduit around the SCR to help cool the SCR.
  • The words used in the specification are understood to be words of description, and not words of limitation. Many variations and modifications are possible without departing form the scope and spirit of the invention as set forth in the appended claims.

Claims (12)

1. A method to operate an electronically controlled internal combustion engine equipped with a Engine Control System (ECS) and an exhaust system with a Diesel Particulate Filter (DPF) having an inlet and an outlet, said DPF upstream of a Selective Catalytic Reducer (SCR) having an inlet and an outlets and at least one temperature sensor at said SCR inlet or DPF outlet electronically connected to said ECS to transmit data signals to said ECS indicative of temperature at said SCR inlet, said SCR in fluid connection with a urea source; said method to protect the SCR during uncontrolled DPF regeneration comprising:
determining engine operating mode;
determining whether the DPF is regenerating;
sensing whether the SCR inlet temperature exceeds a predetermined threshold for a predetermined period of time:
introducing urea to said SCR in an amount sufficient to cool the SCR during DPF regeneration below said predetermined temperature threshold.
2. The method of claim 1, further including a clean up catalyst to catalyze any excess ammonia slip.
3. The method of claim 1, further including a dump valve responsive to commands from said ECS to reroute exhaust gas in said exhaust system to bypass said SCR during uncontrolled DPF regeneration.
4. The method of claim 3 wherein said dump valve is controlled by said ESC and actuated responsive to the introduction of urea if said SCR inlet temperature continues to exceed a predetermined threshold for a predetermined period of time.
5. The method of claim 1, wherein said engine operating mode is engine idle.
6. The method of claim 1, wherein said urea is introduced to said SCR by an injector in fluid communication with a urea source; said injector responsive to commands from said ECS.
7. A method to operate an electronically controlled internal combustion engine equipped with an Engine Control System (ECS), an exhaust system equipped with a Diesel Particulate Filter (DPF) having an inlet and an outlet, said DPF positioned upstream of a Selective Catalytic Reducer having an inlet and an outlet, at least one temperature sensor at said SCR inlet electronically connected to said ECS to transmit data signals to said ECS indicative of temperature at said SCR inlet, and a protector to prevent overheating of the SCR during uncontrolled DPF regeneration, comprising:
determining engine operating mode:
determining whether the DPF is regenerating;
sensing whether the SCR inlet temperature exceeds a predetermined threshold for a predetermined period of time;
actuating said protector to prevent overheating of said SCR during uncontrolled DPF regeneration.
8. The method of claim 7, wherein said protector is comprised of a source of urea and an injector in fluid communication with said urea and said SCR to facilitate the introduction of an amount of urea in sufficient quantity over a sufficient period of time to cool the SCR inlet below a predetermined temperature for a predetermined period of time during uncontrolled DPF regeneration.
9. The method of claim 8, further including a clean tip catalyst to catalyze any excess ammonia slip.
10. The method of claim 7, wherein said protector is a dump valve actuated by said ECS to divert exhaust gas from said SCR during uncontrolled DPF regeneration; said dump valve responsive to commands from said ESC to divert exhaust from said SCR when said SCR inlet temperature exceeds a predetermined temperature for a predetermined period of time during uncontrolled DPF regeneration.
11. The method of claim 7, wherein the engine operating mode is engine idle.
12. The method of claim 10, wherein said dump valve vents said exhaust from said exhaust system.
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