Intrusive scr efficency testing systems and methods for vehicles with low temperature exhaust gas

CROSS-REFERENCE TO RELATED APPLICATIONS

0001This application claims the benefit of U.S. Provisional Application No. 61/242,098, filed on Sep. 14, 2009. The disclosure of the above application is incorporated herein by reference in its entirety.

0002This application is related to U.S. application Ser. No. ______, filed on ______, 2009, which claims the benefit of U.S. Provisional Application No. 61/242,084, filed on Sep. 14, 2009 (P009374, Attorney Docket No. 8540P-001016). The disclosures of the above applications are incorporated herein by reference in their entirety.

FIELD

0003The present disclosure relates to exhaust diagnostic systems, and more particularly to exhaust diagnostic systems and methods that test the efficiency of a selective catalytic reduction (SCR) catalyst.

BACKGROUND

0004The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure.

0005Engine operation involves combustion that generates exhaust gas. During combustion, an air/fuel mixture is delivered through an intake valve to cylinders and is combusted in the cylinders. After combustion, a piston forces the exhaust gas in the cylinders through an exhaust valve and into an exhaust system. The exhaust gas may contain emissions such as oxides of nitrogen (NO_x) and carbon monoxide (CO).

0006Exhaust treatment systems monitor and treat the exhaust gas to meet emissions requirements. Treatment of exhaust gas may include the use of particulate filters, catalysts such as diesel oxidation catalysts (DOC) and/or selective catalytic reduction (SCR) catalysts, hydrocarbon injection and/or other devices. The efficiency of the SCR catalyst is usually monitored to ensure that emission levels remain acceptable during operation.

SUMMARY

0007An exhaust diagnostic system includes an exhaust gas temperature management module that selectively increases a temperature of a selective catalytic reduction (SCR) catalyst to a predetermined testing temperature range using intrusive exhaust gas temperature management. An SCR efficiency testing module estimates an efficiency of the SCR catalyst while the temperature is within the predetermined temperature range.

0008In other features, a vehicle includes the SCR catalyst. The SCR catalyst of the vehicle has a temperature in a first range when the vehicle is operated unloaded. The first temperature range is lower than and distinct from the predetermined testing temperature range.

0009In still other features, the exhaust gas temperature management module alters fueling to increase the temperature of the SCR catalyst.

0010In other features, the exhaust gas temperature management module alters at least one of fuel quantity, fuel injection timing, and post injection to increase the temperature of the SCR catalyst.

0011In other features, the SCR efficiency testing module includes a test enable module that selectively enables testing of the SCR efficiency when particulate filter regeneration is not being performed.

0012In other features, the SCR efficiency testing module includes a test enable module that selectively enables testing of the SCR efficiency when adaptation control of the SCR catalysts is not being performed.

0013In other features, an inlet temperature sensor senses an inlet temperature of the SCR catalyst. An outlet temperature sensor senses an outlet temperature of the SCR catalyst. The temperature of the SCR catalyst is calculated based on the inlet and outlet temperatures.

0014In still other features, the exhaust gas temperature management module includes a temperature calculating module that calculates the temperature of the SCR catalyst based on inlet and outlet temperatures of the SCR catalyst. An adjustment module alters an engine operating parameter to increase a temperature of the SCR catalyst.

0015Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

0016The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

0017<figref idref="DRAWINGS">FIG. 1</figref> is a functional block diagram of an engine system including a control module according to the present disclosure;

0018<figref idref="DRAWINGS">FIG. 2</figref> is a functional block diagram of an exemplary implementation of the control module including an SCR efficiency testing module and an exhaust gas temperature management module according to the present disclosure;

0019<figref idref="DRAWINGS">FIG. 3</figref> illustrates a method for performing an intrusive SCR efficiency test according to the present disclosure; and

0020<figref idref="DRAWINGS">FIG. 4</figref> illustrates a method for increasing a temperature of the SCR catalyst to a predetermined range during the intrusive SCR efficiency test.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

0021The following description is merely exemplary in nature and is in no way intended to limit the disclosure, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A or B or C), using a non-exclusive logical or. It should be understood that steps within a method may be executed in different order without altering the principles of the present disclosure.

0022As used herein, the term module refers to an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.

0023While the following disclosure involves diesel engines, the present disclosure applies to other types of engines such as gasoline engines.

0024Some vehicles have a very low exhaust temperature profile under normal driving conditions. These vehicles do not have adequate SCR temperatures for a long enough period of time to reliably perform SCR efficiency testing during normal driving conditions.

0025As used herein, the term normal unloaded operation refers to operation of the vehicle without towing a trailer and/or substantially loading the vehicle itself. Depending on the weight of the vehicle and drive cycle, some vehicles may have SCR catalyst operating temperatures in a first range. For example only, the first range may be from approximately 130° C. to 220° C. during normal unloaded operation, although other vehicles may have other temperature ranges. In contrast, significantly higher temperatures, for example only a temperature of approximately 500° C., may be encountered when towing a trailer. When testing for SCR efficiency, the SCR catalyst should have a temperature in a second range. The second range is higher than the first range. For example, the second range may be from approximately 250° C. to 450° C., although other vehicles may have other temperature ranges. Thus, when the vehicle is unloaded, the SCR catalyst temperature is lower than the desired SCR testing temperature range. Likewise when towing a trailer, the SCR catalyst temperature may be higher than the desired SCR testing temperature range. Furthermore, even if the SCR temperature is in the proper range when the vehicle tows a trailer, the SCR testing may need to be performed more frequently. The SCR catalyst operating temperature selected for testing may vary depending upon the particular type of SCR catalyst that is used.

0026SCR catalyst efficiency is typically tested periodically. For example, SCR catalyst efficiency may be tested once per trip. According to the present disclosure, an SCR efficiency testing module interfaces with an exhaust gas temperature management module to increase the SCR temperature to a predetermined temperature range. More particularly, the exhaust gas temperature management module increases the SCR temperature during a period that the SCR efficiency testing module determines the SCR efficiency. When the SCR efficiency testing module finishes, the exhaust gas temperature management module returns to normal control and ends intrusive exhaust gas temperature management.

0027Referring now to <figref idref="DRAWINGS">FIG. 1</figref>, a diesel engine system <b>10</b> is schematically illustrated. The diesel engine system <b>10</b> includes a diesel engine <b>12</b> and an exhaust treatment system <b>13</b>. The exhaust treatment system <b>13</b> further includes an exhaust system <b>14</b> and a dosing system <b>16</b>. The diesel engine <b>12</b> includes a cylinder <b>18</b>, an intake manifold <b>20</b>, a mass air flow (MAF) sensor <b>22</b> and an engine speed sensor <b>24</b>. Air flows into the diesel engine <b>12</b> through the intake manifold <b>20</b> and is monitored by the MAF sensor <b>22</b>. The air is directed into the cylinder <b>18</b> and is combusted with fuel to drive pistons (not shown). Although a single cylinder <b>18</b> is illustrated, it can be appreciated that the diesel engine <b>12</b> may include additional cylinders <b>18</b>. For example, diesel engines having 2, 3, 4, 5, 6, 8, 10, 12 and 16 cylinders are anticipated.

0028Exhaust gas is produced inside the cylinder <b>18</b> as a result of the combustion process. The exhaust system <b>14</b> treats the exhaust gas before the exhaust gas is released to atmosphere. The exhaust system <b>14</b> includes an exhaust manifold <b>26</b> and a diesel oxidation catalyst (DOC) <b>28</b>. The exhaust manifold <b>26</b> directs exhaust exiting the cylinder through the DOC <b>28</b>. The exhaust is treated by the DOC <b>28</b> to reduce the emissions. The exhaust system <b>14</b> further includes an SCR catalyst <b>30</b>, a temperature sensor <b>31</b>, an inlet temperature sensor <b>32</b>, an outlet temperature sensor <b>34</b>, and a particulate filter (PF) <b>36</b>.

0029The temperature sensor <b>31</b> may be positioned between the engine and the DOC <b>18</b>. The inlet temperature sensor <b>32</b> is located upstream from the SCR catalyst <b>30</b> to monitor the temperature change at the inlet of the SCR catalyst <b>30</b>, as discussed further below. The outlet temperature sensor <b>34</b> is located downstream from the SCR catalyst <b>30</b> to monitor the temperature at the outlet of the SCR catalyst <b>30</b>. Although the exhaust treatment system <b>13</b> is illustrated as including the inlet and outlet temperature sensors <b>32</b>, <b>34</b> arranged outside the SCR catalyst <b>30</b>, the inlet and outlet temperature sensors <b>32</b>, <b>34</b> can be located inside the SCR catalyst <b>30</b> to monitor the temperature change of the exhaust at the inlet and outlet of the SCR catalyst <b>30</b>. The PF <b>36</b> further reduces emissions by trapping particulates (i.e., soot) in the exhaust gas.

0030The dosing system <b>16</b> includes a dosing injector <b>40</b> that injects reductant from a reductant fluid supply <b>38</b> into the exhaust. The reductant mixes with the exhaust and further reduces the emissions when the mixture is exposed to the SCR catalyst <b>30</b>. A mixer <b>41</b> may be used to mix the reductant with the exhaust gas upstream from the SCR catalyst <b>30</b>. A control module <b>42</b> regulates and controls the operation of the engine system <b>10</b>.

0031An exhaust gas flow rate sensor <b>44</b> may generate a signal corresponding to the flow of exhaust gas in the exhaust system. Although the sensor is illustrated between the SCR catalyst <b>30</b> and the PF <b>36</b>, various other locations within the exhaust system may be used for measurement including after the exhaust manifold and before the SCR catalyst <b>30</b>.

0032A temperature sensor <b>46</b> generates a particulate filter temperature corresponding to a measured particulate filter temperature. The temperature sensor <b>46</b> may be disposed on or within the PF <b>36</b>. The temperature sensor <b>46</b> may also be located upstream or downstream from the PF <b>36</b>.

0033Other sensors in the exhaust system may include an upstream NOx sensor <b>50</b> that generates a NOx signal based on NOx in the exhaust system. A downstream NOx sensor <b>52</b> may be positioned downstream from the PF <b>36</b> to measure NOx leaving the PF <b>36</b>. In addition, an ammonia (NH₃) sensor <b>54</b> generates a signal corresponding to the amount of ammonia within the exhaust gas. The NH₃sensor <b>54</b> is optional, but can be used to simplify the control system due to the ability to discern between NOx and NH₃. Alternately and/or in addition, a hydrocarbon (HC) supply <b>56</b> and a HC injector <b>58</b> may be provided to supply HC in the exhaust gas upstream from the DOC to generate an exothermic reaction and produce heat, which will increase the temperature of the SCR catalyst <b>30</b>.

0034Referring now to <figref idref="DRAWINGS">FIG. 2</figref>, an exemplary implementation of the control module <b>42</b> is shown in further detail. The control module <b>42</b> includes an SCR efficiency testing module <b>60</b> and an exhaust gas temperature management module <b>62</b>.

0035The SCR efficiency testing module <b>60</b> includes an SCR efficiency calculating module <b>70</b>, a test initiation module <b>72</b> and a test enabling module <b>74</b>. The SCR efficiency calculating module <b>70</b> calculates the SCR efficiency. The test initiation module <b>72</b> determines whether or not a test needs to be run. For example, the test may be run every drive cycle, once per trip, etc. The test enabling module <b>74</b> determines whether operating conditions are acceptable before initiating the SCR efficiency test.

0036The exhaust gas temperature management module <b>62</b> includes a temperature calculating module <b>76</b> and an adjustment module <b>78</b>. The temperature calculating module <b>76</b> receives the inlet and/or outlet SCR temperatures and generates an SCR temperature based thereon. For example, averaging or weighted averaging of the inlet and outlet temperatures may be used. The adjustment module <b>78</b> alters an operating parameter of the engine to adjust a temperature of the SCR catalyst <b>30</b>. For example, the exhaust temperature can be increased by adjusting fuel quantity, fuel injection timing, post injection, HCl injection, etc. In the example set forth above, the A/F ratio is increased or HC fuel is injected into the exhaust stream before the DOC to increase the temperature of the SCR catalyst <b>30</b>. Fueling can be adjusted via a fuel control module <b>82</b> and/or HC fuel can be injected into the exhaust gas using the HC injector <b>58</b> via an HC injection control module <b>84</b>.

0037Referring now to <figref idref="DRAWINGS">FIG. 3</figref>, control begins at <b>100</b> where control determines whether the SCR efficiency test needs to run. If not, control runs in a normal mode at <b>102</b>. If <b>100</b> is true, control continues at <b>104</b> and determines whether a first set of conditions are acceptable to run the SCR efficiency test. For example only, the first set of conditions may include whether or not regeneration of the PF <b>36</b> is being performed. PF regeneration is typically performed when soot builds up in the PF <b>36</b>. Additionally, the first set of conditions may include whether or not adaptation is being performed. Adaptation occurs when there is a problem with the SCR catalyst such that the downstream NOx sensor measurements vary from a model by a predetermined amount. Still other conditions may be included in the first set of conditions instead of or in addition to these conditions.

0038If <b>104</b> is false, control returns to <b>100</b>. If <b>104</b> is true, control activates an intrusive SCR test to achieve a predetermined SCR temperature range. Control also turns dosing on if it is not already on at <b>108</b>. If the SCR temperature is too low, then the SCR temperature may need to be increased before dosing can be turned on. The SCR temperature at the initiation of the SCR intrusive test may vary. At <b>112</b>, control determines whether there is a sufficient NH₃load on the SCR catalyst <b>30</b>. A time delay may be used to ensure that a sufficient NH₃load has been re-established to provide acceptable NOx conversion.

0039If <b>112</b> is false, control waits until there is a sufficient NH₃load on the SCR. At <b>114</b>, control determines whether a second set of enable conditions have been met. For example only, the second set of enable conditions may include one or more of the following conditions: exhaust flow within a predetermined range; upstream NOx mass flow within a predetermined range; upstream NOx concentration within a predetermined range and/or NOx sensors ready. Still other conditions may be included in the second set of enable conditions in addition to or instead of these conditions.

0040At <b>118</b>, control measures the SCR conversion efficiency EFF_SCR. At <b>120</b>, control generates SCR conversion efficiency EFF_SCRas a function of upstream and downstream accumulated masses. At <b>124</b>, control generates an efficiency threshold EFF_THRas a function of upstream NOx and SCR temperature. The SCR conversion efficiency threshold EFF_THRmay be a percentage.

0041At <b>128</b>, control determines whether EFF_SCR>EFF_THR. If <b>128</b> is true, control declares an SCR efficiency PASS status at <b>130</b>. If <b>128</b> is false, control declares an SCR efficiency FAIL status at <b>132</b>. Control continues from <b>130</b> and <b>132</b> with <b>134</b> where control ends intrusive exhaust gas temperature management.

0042Referring now to <figref idref="DRAWINGS">FIG. 4</figref>, steps for performing intrusive exhaust gas temperature management is shown. At <b>146</b>, control determines whether the intrusive SCR test is running. If <b>146</b> is false, control returns to <b>146</b>. If <b>146</b> is true, control continues at <b>148</b> where control determines whether the SCR temperature is within a predetermined temperature range (for example, T_Loand T_Hi).

0043If <b>148</b> is true, control returns to <b>146</b>. If <b>148</b> is false, control determines whether the SCR temperature is greater than T_Loat <b>152</b>. If <b>152</b> is false, control increases the exhaust temperature in any suitable manner. For example, the exhaust temperature can be increased by altering fueling (fuel quantity, fuel injection timing, post injection, etc.) and/or by starting or increasing HC injection at <b>154</b>. Control returns to <b>146</b>.

0044If <b>148</b> is false, control determines whether the SCR temperature is less than T_Hiat <b>156</b>. If <b>156</b> is false, control decreases the exhaust temperature in any suitable manner. For example, the exhaust temperature can be decreased by altering fueling (fuel quantity, fuel injection timing, post injection, etc.) and/or by stopping or decreasing HC injection at <b>158</b>. Control returns to <b>146</b>.

0045By intrusively controlling the temperature of the SCR, the accuracy of SCR efficiency measurements can be improved. Use of the approach described above will tend to reduce warranty costs relative to systems and methods that diagnose SCR catalyst at very low SCR temperatures where the efficiency is low due to temperature. These conditions also look like an SCR catalyst with poor efficiency. In these low temperature regions, it can be very difficult to differentiate between an operable SCR and a non-operable SCR.

0046The broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification, and the following claims.