• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to an arrangement and a method for controlling the injection of a reducing agent into an exhaust line of an internal combustion engine (1). Arrangement is an injection system (8-12) adapted to inject reducing agent into the exhaust line (3), a first catalyst (13) adapted to reduce the amount of nitrogen oxides in the exhaust gases in the exhaust line (3) by means of the supplied reducing agent and a second catalyst (14) arranged downstream of the first catalyst (13) in the exhaust line (3), which second catalyst converts ammonia in the exhaust gases to nitrogen gas and nitrous oxide. The arrangement comprises a sensor (17) adapted to sense a parameter related to the amount of nitrous oxide present in the exhaust line (3) in a position downstream of the second catalyst (14) and a control unit (10) which is adapted to control the injection system (8-12) so that it adjusts the amount (q) of the reducing agent injected into the exhaust line (3) in cases where the sensor (17) detects that the amount of nitrous oxide has a value that is not within a desired range ( A). (Fig. 1)
    公开号:SE1050853A1
    申请号:SE1050853
    申请日:2010-08-13
    公开日:2012-02-14
    发明作者:Haakan Sarby
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Especially when too large amounts of urea solution are added, ammonia passes through the SCR catalyst without reacting with nitrogen oxides in the exhaust gases. To eliminate this ammonia, an ammonia catalyst is usually provided downstream of the SCR catalyst.
    The function of the ammonia catalyst is to convert ammonia to nitrogen. A problem with ammonia catalysts is that, in addition to nitrogen gas, they also form nitrous oxide (nitrous oxide N20). Nitrous oxide is an approximately 300 times stronger greenhouse gas than carbon dioxide. It is therefore of great importance that nitrous oxide emissions are reduced. Too high a dosage of urea solution also results in an increased risk of the formation of urea chlorine pairs in the exhaust line.
    SUMMARY OF THE INVENTION The object of the present invention is to provide an arrangement and a method in which the reducing agent is added in an amount so that the emissions of nitrogen oxides and nitrous oxide are reduced in a substantially optimal manner.
    This seam is achieved with arrangements of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 1. The first catalyst may be an SCR catalyst which reduces the amount of nitrogen oxides in the exhaust gases in the exhaust line by means of the reducing agent supplied. The second catalyst may be an ammonia catalyst that converts any ammonia that has not reacted with nitrogen oxides in the SCR catalyst. The excess ammonia is converted in the ammonia condenser to nitrogen gas and nitrous oxide. The amount of nitrous oxide in the exhaust line downstream of the ammonia catalyst is related to the excess ammonia in the SCR catalyst and to the amount of reducing agent injected into the exhaust line. According to the invention, a sensor is used which senses the amount of nitrous oxide in the exhaust line in a position downstream of the ammonia catalyst. With the help of such a sensor, the control unit provides information on whether the injected amount of reducing agent is correct or not. When the amount injected is not correct, the control unit adjusts the amount of reducing agent injected into the exhaust line until said sensor detects that the amount of nitrous oxide is within a desired range. When the amount of nitrous oxide is within the desired range, the reducing agent is added in an amount at which the emissions of nitrogen oxides and nitrous oxide are reduced in a substantially optimal manner.
    According to a preferred embodiment of the invention, the control unit can be adapted to control the injection system so that it reduces the amount of reducing agent injected into the exhaust line when the amount of nitrous oxide exceeds an upper limit value. It may be appropriate for them to set an upper limit value for nitrous oxide which should not be exceeded. When the sensor detects that the amount of nitrous oxide exceeds the upper limit value, the control unit detects that too much reducing agent is being injected into the exhaust line. The control unit thus reduces the amount of reducing agent that is injected into the exhaust line.
    The control unit can be adapted to control the injection system so that it reduces the amount of reducing agent injected into the exhaust line by a factor that is related to how much the amount of nitrous oxide exceeds the upper limit value. Thus, the amount of nitrous oxide can be reduced relatively quickly to a value within the desired range.
    According to a preferred embodiment of the invention, the control unit is adapted to control the injection system so that it increases the amount of reducing agent injected into the exhaust line when the amount of nitrous oxide is less than a lower limit value. If the reducing agent is added in a chemically accurate dose relative to the amount of nitrogen oxides in the exhaust gases, not all ammonia molecules will come into contact with a nitrogen oxide molecule inside the SCR catalyst. For this reason, it is convenient to add a small excess of the reducing agent to reduce the amount of nitrogen oxides in an optimal manner. A smaller amount of nitrous oxide can therefore be accepted. For this reason, it may be appropriate to define a lower limit value that the amount of nitrous oxide should not be less than. If the amount of nitrous oxide is too low, the reducing agent is probably added in too small an amount for the ammonia formed to be able to reduce the nitrogen oxides in the exhaust gases in an optimal way. The control unit can here be adapted to control the injection system so that it increases the amount of reducing agent injected into the exhaust line by a factor that is related to how much the amount of nitrous oxide is less than the lower limit value. Thus, the amount of nitrous oxide can be increased relatively quickly to a value within the desired range.
    According to another preferred embodiment of the invention, the control unit is adapted to estimate the amount of reducing agent to be injected into the exhaust line by means of information from a sensor which senses a parameter related to the amount of nitric oxide in the exhaust line in a position upstream of the first catalyst. With such a sensor, an initial estimate is obtained of the amount of nitrogen oxides in the exhaust gases and an estimate of how much reducing agent is to be injected into the exhaust line.
    Sensors that detect the amount of nitrogen oxides, however, usually have a less good measurement accuracy. After the initially estimated amount of reducing agent has been injected into the exhaust line, the control unit receives information about the amount of nitrous oxide in the exhaust line. If the amount of nitrous oxide is too high or too low, the control unit can adjust the amount of reducing agent injected into the exhaust line to a value within the desired range where nitrogen oxides and nitrous oxide are effectively reduced. The control unit is also adapted to estimate the amount of reducing agent to be injected. into the exhaust line by means of information regarding the exhaust flow in the exhaust line. Exhaust gas size is also a factor that affects how much reducing agent is to be injected into the exhaust line. Exhaust emissions can be estimated with information on the combustion engine fuel. According to another preferred embodiment of the invention, the control unit is adapted to receive information from a temperature sensor which senses the exhaust gas temperature in the exhaust line to determine whether the reducing agent should be injected into the exhaust line or not. In order for the urea solution to be evaporated by the exhaust gases, they must have at least a higher temperature than the evaporation temperature of the reducing agent. There should also be a temperature difference of one size so that all reducing agent has time to evaporate and mix with the exhaust gases before they reach the SCR catalyst. The reducing agent is thus only injected into the exhaust line during occasions when the exhaust gases have a sufficiently high temperature. The first catalyst and the second catalyst may be located in a part of the exhaust line which is located downstream of a turbine which is adapted to extract energy from the exhaust gases. Overcharged internal combustion engines usually include a turbocharger that compresses the air conducted to the internal combustion engine. As a rule, said catalyst is arranged in a position downstream of the turbine of the turbocharger.
    The reducing agent is also usually injected into the exhaust line in a position downstream of the turbine. However, it is possible to inject the reducing agent in a position upstream of the turbine IICII.
    The above-mentioned seam is also achieved with the method of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 10.
    BRIEF DESCRIPTION OF THE DRAWINGS A The following describes, by way of example, a preferred embodiment of the invention with reference to the accompanying drawings, in which: Fig. 1 Fig. 2 shows a flow chart describing a method according to the invention. shows an arrangement according to an embodiment of the invention and DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION Fig_ 1 Shows an overcharged internal combustion engine in the form of a diesel engine 1. The diesel engine 1 may be intended as a drive engine for a heavier vehicle. The exhaust gases from the cylinders of the diesel engine 1 are led, via an exhaust gas collector 2, to an exhaust line 3. The exhaust line comprises a first part 3a which extends to a turbine 4 of a turbocharger.
    The exhaust gases have a relatively high pressure and a high temperature in the first part 3a.
    The turbine 4 is intended to convert the energy of the exhaust gases in the exhaust line 3 into mechanical work in order to drive a compressor 5 of the turbocharger. The exhaust line comprises a second part 3b which is located after the turbine 4. The temperature and pressure of the exhaust gases in the second part 3b are considerably lower than in the first part 3a. The grain compressor 5 is intended to compress air which is sucked into an inlet line 7 and is led to the respective cylinders of the diesel engine 1.
    The diesel engine 1 is equipped with a catalytic exhaust gas purification according to the method called SCR (Selective Catalytic Reduction). This method means that an injection system injects a reducing agent which may be a urea solution into the exhaust line 3. of the diesel engine. In this case the injection system comprises a tank 8 for storing urea solution, a line 9 extending between the tank 8 and the exhaust line 3, a pump II transporting and pressurizing the urea solution in line 9 and an injector 12. A control unit 10 is adapted to control the activation of the pump 11 so that the injector 12 injects the urea solution into the exhaust line 3 in an amount calculated by the injector 10. 12 is mounted in the second part 3b of the exhaust line. The feed urea solution is intended to be evaporated and converted to ammonia in the exhaust line 3 before being led to an SCR catalyst 13 and an ammonia catalyst 14. The SCR catalyst 13 and the ammonia catalyst 14 may be provided in a common containers or in separate containers. A particulate filter (not shown) and an oxidation catalyst (not shown) may also be provided in the exhaust line 3.
    In the SCR catalyst 13, the ammonia reacts with the nitrogen oxides NOX in the exhaust gases to form nitrogen gas and water vapor. The nitrogen oxides consist of nitrogen monoxide NO and nitrogen dioxide NO2. Any ammonia that does not react with the nitrogen oxides in the exhaust gases in the SCR catalyst 13 is converted in the ammonia catalyst 14 to nitrogen gas and nitrous oxide. A nitrogen oxide sensor 15 is adapted to sense the amount of nitrogen oxide in the exhaust gases in a position upstream of the SCR catalyst 13 in the second part 3b of the exhaust line 3. A temperature sensor 16 is adapted to measure the temperature of the exhaust gases one position upstream of the SCR catalyst 13 in the second part 3b of the exhaust line 3. An nitrous oxide sensor 17 is adapted to measure the amount of nitrous oxide in a position downstream of the ammonia catalyst 14 in the second part 3b of the exhaust line 3. A fate sensor 18 is adapted to provide the control unit 10 with exhaust gas information in the exhaust path - ningen. This can be done by the fl fate sensor measuring or otherwise estimating the air i fate in the inlet line 7 to the diesel engine 1. The control unit 10 is adapted to receive information substantially continuously. from the temperature sensor 16, the nitrogen oxide sensor, the nitrous oxide sensor 17 and the fate sensor 18.
    Fig. 2 shows a flow chart describing a method for operating the arrangement of Fig. 1. The method starts at 21. At 22 the control unit 10 receives information from the temperature sensor 16 to determine if the exhaust gases have a sufficiently high temperature T for them to be able to evaporate the urea solution at the prevailing pressure in the second part 3b of the exhaust line. If the temperature T of the exhaust gases is lower than the evaporation temperature TO of the urea solution, the control unit 10 finds that the urea solution can not be evaporated in the exhaust gases and in this case no urea solution is injected into the exhaust line 3. The exhaust gases can have a lower temperature than the required evaporation temperature TÛ. - the device has just started or when it has a low load for a longer period. In this case, the procedure starts again at step 21. When the control unit 10 receives information indicating that the temperature T of the exhaust gases is higher than the evaporation temperature TO of the urea solution, the control unit 10 states that urea solution can be injected into the exhaust line 3.
    The control unit 10 then receives, at 23, information from the nitrogen oxide sensor 15 regarding the amount of nitrogen oxides NOX in the exhaust gases. At the same time, the control unit 10 can receive information from the exhaust sensor 18 regarding the exhaust gas in the exhaust line 3. With the aid of this information, the control unit 10 estimates, at 24, the amount q of the urea solution that needs to be supplied to the exhaust gases to reduce nitrogen oxides in the exhaust gases. in an optimal way.
    The control unit 10 controls the pump 11 so that the injector 12, at 24, injects the calculated amount q of the urea solution into the second part 3b of the exhaust line in a position upstream of the SCR catalyst 13. Since the exhaust gases have a higher temperature than the evaporation temperature TO of the urea solution the urease solution relatively quickly after it has been injected into the second part 3b of the exhaust line. As the urea solution evaporates, gaseous ammonia is formed which is mixed with the exhaust gases in the exhaust line. However, the measurement accuracy of a nitric oxide sensor 15 is not very good. It is therefore common that the urea solution in conventional use is often added in an excessive amount to ensure that ammonia is formed in a sufficient amount so that the nitrogen oxides in the exhaust gases can be eliminated with safety. The excess ammonia is converted in the ammonia catalyst 14 to nitrogen gas and nitrous oxide. Nitrous oxide is a powerful greenhouse gas that should be prevented as far as possible from being released to the environment. In cases where the dosage of urea solution becomes too large, the risk of the formation of urea lumps in the exhaust line 3 also increases.
    At step 25, the control unit 10 receives information from the nitrous oxide sensor 17 which measures the amount of nitrous oxide in the exhaust gases downstream of the ammonia catalyst 14. The amount of nitrous oxide is related to the amount of ammonia not used in the SCR catalyst 13. The excess ammonia is in turn related to the amount of urea which is injected into the exhaust line 3. The nitrous oxide sensor 17 is adapted to send signals to the control unit regarding the measured amount of nitrous oxide in the exhaust gas line 3. A nitrous oxide sensor 17 generally has a relatively good network accuracy. With this information, the control unit 10 receives a good feedback on whether the urea solution is injected in a correct amount or not. The control unit 10 also receives information from the temperature sensor 16 regarding the temperature of the exhaust gases. When the exhaust gases have a low temperature, ammonia can be stored for a shorter period of time in the SCR catalyst 13. The control unit 13 also takes into account any such storage of ammonia in the SCR catalyst 13. At step 26, the control unit assesses the amount of nitrous oxide N20. has a value within a desired range A. The amount of nitrous oxide here must not be above an upper limit value Amax because in this case too much nitrous oxide is emitted. The amount of nitrous oxide should also not be below a lower limit value Amine as the nitrogen oxides in the exhaust line in this case are not eliminated to a sufficient extent. The lower limit value Amine can consist of a relatively small amount of nitrous oxide in the exhaust gases. If the amount of nitrous oxide has a value within the desired range A, the control unit 10 is found that the supplied amount q of urea solution does not need to be adjusted. The process then restarts at step 21.
    If the control unit 10, at step 26, receives information from the nitrous oxide sensor 17 indicating that the amount of nitrous oxide N20 is higher than the upper limit value Amax, the control unit 10 finds that the supplied quantity q of urea solution is too large. In this case, the process is returned to step 24. In this case, the control unit 10 estimates a new reduced amount q of the urea solution by means of the measured amount of nitrous oxide N 2 O. The larger the amount of nitrous oxide measured by the nitrous oxide sensor 17, the more the amount q of the urea solution is reduced. The control unit 10 controls the pump 11 so that it transports the new reduced amount q of urea solution from the tank S, via the line 9, to the injector 12 which injects the urea solution into the exhaust line 3. Thereafter, at step 25, the control unit 10 receives new information from the nitrous oxide sensor 17 regarding the amount of nitrous oxide in the exhaust line downstream of the ammonia catalyst 14. If the amount of nitrous oxide is now within the desired range A, the control unit 10 is found to supply the reduced amount q of urea solution is acceptable. The process then restarts at step 21. Otherwise, the process is led back to step 24 to further adjust the amount of urea solution injected into the exhaust line 3 until the nitrous oxide sensor 17 detects that the amount of nitrous oxide has a value within the desired range A.
    If the control unit 10, at step 26, instead receives information from the nitrous oxide sensor 17 indicating that the amount of nitrous oxide N20 is lower than the lower value Amin, the control unit 10 finds that the supplied amount q of urea solution is too small. In this case, the process is returned to step 24. In this case, the control unit 10 estimates a new increased amount q of the urea solution by means of the measured amount of nitrous oxide N20. The smaller the amount of nitrous oxide measured by the nitrous oxide sensor 17, the greater the amount q of the urea solution. The control unit 10 controls the pump 11 so that it transports the new increased amount q of urea solution from the tank 8, via the line 9, to the injector 12 which injects The urea solution in the exhaust line 3. Thereafter, at step 25, the control unit 10 again receives information from the nitrous oxide sensor 17 regarding the amount of nitrous oxide in the exhaust line downstream of the ammonia catalyst 14. If the amount of nitrous oxide is within the desired range A, the control unit 10 is found to supply the reduced amount q of urea solution is acceptable. The process then restarts at step 21. Otherwise, the process is returned to step 24 for further adjustment of the amount of urea solution injected into the exhaust line 3 until the nitrous oxide sensor 17 senses that the amount of nitrous oxide has a value within the desired range A.
    The control unit 10 can, at 23, utilize stored information from previously made adjustments as it estimates the amount of urea solution to be injected with information from the sensors 15, 18 regarding measured values of nitrogen oxides and exhaust fumes. Thus, any known measurement errors of the nitrogen oxide sensor 15 can be corrected. directly so that a proofreading is provided more quickly.
    The invention is not limited to the embodiment described above, but it can be varied freely within the scope of the claims.
    权利要求:
    Claims (18)
    [1]
    An arrangement for controlling the injection of a reducing agent into an exhaust line of a dry combustion engine (1), the arrangement comprising an injection system (S-12) adapted to inject the reducing agent into the exhaust line (3), a first catalyst (13) which is adapted to reduce the amount of nitrogen oxides in the exhaust gases in the exhaust line (3) by means of the supplied reducing agent and a second catalyst (14) arranged downstream of the first catalyst (13) in the exhaust line (3), which the second catalyst converts ammonia in the exhaust gases to nitrogen and nitrous oxide, characterized in that the arrangement comprises a sensor (17) adapted to sense a parameter related to the amount of nitrous oxide present in the exhaust line (3) in a position downstream of the second catalyst (14) and a control unit (10) adapted to control the injection system (8-12) so that it adjusts the amount (q) of the reducing agent injected into the exhaust line (3) in the cases shown in The sensor (17) senses that the amount of nitrous oxide has a value that is not within a desired range (A).
    [2]
    Arrangement according to claim 1, characterized in that the control unit (10) is adapted to control the injection system (8-12) so that it reduces the amount (q) of the reducing agent which is injected into the exhaust line (3) when the amount of nitrous oxide exceeds an upper limit value (Amar) -
    [3]
    Arrangement according to claim 2, characterized in that the control unit (10) is adapted to control the injection system (8-12) so that it reduces the amount (q) of the reducing agent injected into the exhaust line (3) by a factor which is related to how much the amount of nitrous oxide exceeds the upper limit value (Amax).
    [4]
    Arrangement according to one of the preceding claims, characterized in that the control unit (10) is adapted to control the injection system (8-12) so that it increases the amount (q) of the reducing agent which is injected into the exhaust line (3) when the amount of nitrous oxide is less than a lower limit (Amine).
    [5]
    Arrangement according to claim 4, characterized in that the control unit (10) is adapted to control the injection system (8-12) so that it increases the amount (q) of the reducing agent injected into the exhaust line (3) by a factor which is related to how much the amount of nitrous oxide is less than the lower limit value (An fi n). 10 15 20 25 30 35 10
    [6]
    Arrangement according to one of the preceding claims, characterized in that the control unit (10) is adapted to estimate the amount (q) of the reducing agent to be injected into the exhaust line by means of information from a sensor (15) which senses a parameter which is related to the amount of nitric oxide in the exhaust line (3) in a position upstream of the first catalyst (13).
    [7]
    Arrangement according to one of the preceding claims, characterized in that the control unit (10) is adapted to estimate the amount (q) of the reduction element to be injected into the exhaust line by means of information regarding the exhaust flow in the exhaust line (3).
    [8]
    Arrangement according to one of the preceding claims, characterized in that the control unit (10) is adapted to receive information from a temperature sensor (16) which senses the temperature of the exhaust gas exhaust line (3) in order to determine whether the reducing agent is to be injected into the exhaust line (3). ) or not.
    [9]
    Arrangement according to one of the preceding claims, characterized in that the first catalyst (13) and the second catalyst (14) are located in a part of the exhaust line (3b) which is located downstream of a turbine (4) which is adapted to extract energy from the exhaust gases.
    [10]
    A method of controlling the injection of a reducing agent into an exhaust line (3) of an internal combustion engine (1), the internal combustion engine (1) comprising an injection system (8-12) adapted to inject the reducing agent into the exhaust line (3). , a first catalyst (13) adapted to reduce the amount of nitrogen oxides in the exhaust gases in the exhaust line (3) by means of the reducing agent supplied and a second catalyst (14) arranged downstream of the first catalyst (13) in the exhaust line (3). ), which converts ammonia in the exhaust gases to nitrogen and nitrous oxide, characterized by the step of sensing a parameter related to the amount of nitrous oxide in the exhaust line (3) in a position downstream of the second catalyst (14) and controlling the injection system. (8-12) so that it adjusts the amount (q) of the reducing agent injected into the exhaust line (3) in cases where the amount of nitrous oxide has a value that is not within a desired range (A).
    [11]
    11. ll. Method according to claim 10, characterized by the step of controlling the injection system (8-12) so that it reduces the amount (q) of the reducing agent injected into the exhaust line (3) when the amount of nitrous oxide exceeds an upper limit value (Aux). 10 15 20 25 30 11
    [12]
    Method according to claim 11, characterized by the step of controlling the injection system (8-12) so that it reduces the amount (q) of the reducing agent injected into the exhaust line (3) by a factor related to how much the amount of nitrous oxide exceeds the upper limit value (Amax).
    [13]
    Method according to any one of the preceding claims 9-12, characterized by the step of controlling the injection system (8-12) so that it increases the amount (q) of the reducing agent injected into the exhaust line (3) when the amount of nitrous oxide is less than a lower limit value ( Amin).
    [14]
    Method according to claim 13, characterized by the step of controlling the injection system (8-12) so that it increases the amount (q) of the reducing agent injected into the exhaust line (3) by a factor related to how much the amount of nitrous oxide is less than the lower limit (Amine).
    [15]
    Method according to one of the preceding claims 10 to 14, characterized by the step of estimating the amount (q) of the reducing agent to be injected into the exhaust line by means of information from a sensor (15) which senses a parameter related to the amount of nitric oxide. in the exhaust line (3) in a position upstream of the first catalyst (13).
    [16]
    Method according to one of the preceding claims 10 to 15, characterized by the step of estimating the amount (q) of the reducing agent to be injected into the exhaust line by means of exhaust gas information in the exhaust line (3).
    [17]
    Method according to one of the preceding claims 10 to 16, characterized by the step of determining whether or not to inject the reducing agent into the exhaust line (3) by means of information from a temperature sensor (16) which senses the temperature of the exhaust gases in the exhaust line (3). ).
    [18]
    Process according to one of the preceding claims 10 to 17, characterized in that the first catalyst (13) and the second catalyst (14) are arranged in a part of the exhaust line (3b) which is located downstream of a turbine (4). ) which extracts energy from the exhaust gases.
    类似技术:
    公开号 | 公开日 | 专利标题
    US8191357B2|2012-06-05|Method for adjusting the metered additions of reducing agent for selective catalytic reduction
    US8621854B2|2014-01-07|System and method for determining an age of and controlling a selective catalytic reduction catalyst
    JP2004100700A|2004-04-02|Exhaust emission control and its diagnosis
    AU2014271742B2|2016-06-16|Abnormality diagnosis apparatus of exhaust gas purification apparatus
    US10161329B2|2018-12-25|Upstream NOx estimation
    CN102165157A|2011-08-24|Method for operating an exhaust emission control system having a SCR-catalyst and an upstream oxidation catalyst exhaust emission control component
    SE538378C2|2016-06-07|Method for detecting sulfur poisoning in an exhaust after-treatment system
    CN105247184A|2016-01-13|Error diagnostic device for exhaust purification device
    SE1050161A1|2011-08-20|Arrangement and method for reducing nitrogen oxides in exhaust gases from an internal combustion engine
    US10029210B2|2018-07-24|Exhaust gas purification apparatus and method for internal combustion engine
    US8815188B2|2014-08-26|Method and device for monitoring a reducing agent solution composition in the exhaust gas system of an internal combustion engine
    CN105339618A|2016-02-17|Error diagnostic device for exhaust purification device
    JP6025606B2|2016-11-16|Fuel cetane number estimation method and apparatus
    JP2007051924A|2007-03-01|MEASURING INSTRUMENT OF NH3 AND NOx IN EXHAUST GAS
    SE1050853A1|2012-02-14|Arrangement and method for controlling the amount of a reducing agent supplied to an exhaust line of an internal combustion engine
    US20160103110A1|2016-04-14|Engine nox model
    US9228467B2|2016-01-05|Urea injection controller for a motorized system
    KR102301917B1|2021-09-14|Power plant with reductant supply control system and method for control reductant supply
    US8146348B2|2012-04-03|Exhaust emission control device
    US9500111B2|2016-11-22|Method for determining reducing agent slippage and motor vehicle employing the method
    EP3615775B1|2021-03-10|Method of controlling reducing agent feeding and exhaust system
    US20140127098A1|2014-05-08|Ammonia Slip Reduction
    KR101366994B1|2014-02-25|Power unit with exhaust gas clarifying system and control method thereof
    JP2013194723A|2013-09-30|Exhaust emission control device for internal combustion engine
    同族专利:
    公开号 | 公开日
    JP2013535618A|2013-09-12|
    EP2603683B1|2018-09-12|
    CN103069121B|2015-08-05|
    SE536140C2|2013-05-28|
    US20130121901A1|2013-05-16|
    WO2012021103A1|2012-02-16|
    EP2603683A1|2013-06-19|
    EP2603683A4|2017-03-22|
    US8562925B2|2013-10-22|
    RU2013110840A|2014-09-20|
    CN103069121A|2013-04-24|
    RU2552659C2|2015-06-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP4300862B2|2002-11-11|2009-07-22|トヨタ自動車株式会社|Exhaust gas purification device for internal combustion engine|
    US7481983B2|2004-08-23|2009-01-27|Basf Catalysts Llc|Zone coated catalyst to simultaneously reduce NOx and unreacted ammonia|
    JP4706659B2|2007-04-05|2011-06-22|トヨタ自動車株式会社|Method for estimating N2O generation amount in ammonia oxidation catalyst and exhaust gas purification system for internal combustion engine|
    US8201394B2|2008-04-30|2012-06-19|Cummins Ip, Inc.|Apparatus, system, and method for NOx signal correction in feedback controls of an SCR system|
    JP2009281154A|2008-05-19|2009-12-03|Denso Corp|Exhaust gas treatment device|
    EP2181756B1|2008-10-30|2014-12-17|Delphi International Operations Luxembourg S.à r.l.|Method for controlling a SCR catalyst|
    JP2010112290A|2008-11-07|2010-05-20|Toyota Motor Corp|Exhaust emission control device of internal combustion engine|
    DE102009012093A1|2009-03-06|2010-09-09|Man Nutzfahrzeuge Ag|Method for adjusting the dosages of the reducing agent with selective catalytic reduction|
    DE102011077246B3|2011-06-09|2012-06-06|Ford Global Technologies, Llc|Filtering method for nitrous oxide sensor of exhaust system, involves setting data of nitrous oxide sensor as ammonia measured values when ratio of nitrous oxide modeling error to ammonia modeling error is greater than upper threshold|RU2014148681A|2012-05-03|2016-06-27|Сканиа Св Аб|EXHAUST GAS NEUTRALIZATION SYSTEM AND METHOD RELATING TO SUCH SYSTEM|
    US9394822B2|2013-07-15|2016-07-19|Ford Global Technologies, Llc|Emission control system including an oxidation catalyst and selective catalytic reduction catalyst|
    US10018092B2|2016-11-23|2018-07-10|GM Global Technology Operations LLC|Model predictive control for multi-can selective catalytic reduction system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1050853A|SE536140C2|2010-08-13|2010-08-13|Arrangement and method for controlling the amount of a reducing agent supplied to an exhaust line of an internal combustion engine|SE1050853A| SE536140C2|2010-08-13|2010-08-13|Arrangement and method for controlling the amount of a reducing agent supplied to an exhaust line of an internal combustion engine|
    PCT/SE2011/050938| WO2012021103A1|2010-08-13|2011-07-11|Arrangement and method for controlling the quantity of a reductant introduced into an exhaust line of an internal combustion engine|
    US13/811,704| US8562925B2|2010-08-13|2011-07-11|Arrangement and method for controlling the quantity of a reductant introduced into an exhaust line of an internal combustion engine|
    RU2013110840/06A| RU2552659C2|2010-08-13|2011-07-11|Device and method of control over amount of reducing agent fed to ice exhaust line|
    EP11816693.3A| EP2603683B1|2010-08-13|2011-07-11|Arrangement and method for controlling the quantity of a reductant introduced into an exhaust line of an internal combustion engine|
    CN201180039062.8A| CN103069121B|2010-08-13|2011-07-11|Control equipment and the method for the reduction dosage introduced in I. C. engine exhaust pipeline|
    JP2013524063A| JP2013535618A|2010-08-13|2011-07-11|Configuration and method for controlling the amount of reducing agent introduced into an exhaust line of an internal combustion engine|
    [返回顶部]