De-sulfurization of a NO

1. A method for de-sulfurizing a NO x adsorber catalyst in an exhaust system of a diesel engine that includes a diesel oxidation catalyst in upstream flow relation to the NO x adsorber catalyst, the method comprising:

a) controlling certain aspects of engine operation to cause the temperature of exhaust gases passing from the diesel oxidation catalyst to increase from a temperature range that is too low to cause de-sulfurization of the NO x adsorber catalyst to a de-sulfurization temperature range that is effective to de-sulfurize the NO x adsorber catalyst; and

b) continuing controlling those aspects of engine operation to maintain the temperature of exhaust gases passing from the diesel oxidation catalyst within the de-sulfurization temperature range;

wherein steps a) and b) collectively comprise controlling the relationship between engine fueling and mass airflow through an intake system of the engine to cause the engine to operate at a desired air-fuel ratio slightly richer than stoichiometric by closed-loop controlling both an intake throttle that selectively restricts airflow passing through the intake system and post-injection fueling that occurs after a main fuel injection, and step b) further comprises maintaining the temperature of exhaust gases passing from the diesel oxidation catalyst within the de-sulfurization temperature range by closed-loop controlling the quantity of engine exhaust gas being recirculated through the engine.

2. A method as set forth in claim 1 wherein steps a) and b) collectively comprise controlling those certain aspects of engine operation so as to cause the temperature of exhaust gases passing through the diesel oxidation catalyst to eventually increase by at least 200° C. during passage through the diesel oxidation catalyst.

3. A method as set forth in claim 1 wherein steps a) and b) collectively comprise controlling those certain aspects of engine operation so as to limit the maximum temperature of exhaust gases entering the diesel oxidation catalyst to about 450° C.

4. A method as set forth in claim 1 wherein steps a) and b) collectively comprise processing data indicative of engine speed and data indicative of engine load to set a data value for desired air-fuel ratio for closed-loop controlling the intake throttle, a data value for desired air-fuel ratio for closed-loop controlling the post-injection fueling, and a data value for a temperature within the de-sulfurization temperature range for closed-loop controlling the quantity of engine exhaust gas being recirculated through the engine.

5. A control system for de-sulfurizing a NO x adsorber catalyst in an exhaust system of a diesel engine that includes a diesel oxidation catalyst in upstream flow relation to the NO x adsorber catalyst, the control system comprising a processor:

a) for repeatedly processing data values for certain operating parameters related to engine operation to develop data values for certain controlling parameters that are effective to cause the temperature of exhaust gases passing from the diesel oxidation catalyst to increase from a temperature range that is too low to cause de-sulfurization of the NO x adsorber catalyst to a de-sulfurization temperature range that is effective to de-sulfurize the NO x adsorber catalyst; and

b) for continuing processing data values for those certain operating parameters to develop data values for those certain controlling parameters that are effective to maintain the temperature of exhaust gases passing from the diesel oxidation catalyst within the de-sulfurization temperature range;

wherein the processor's processing of data values for certain operating parameters comprises processing data values indicative of engine speed and of engine load; and further including

a map containing data values useful in developing a data value for one of those certain controlling parameters, each such data value in the map being correlated with a respective set of data values indicative of engine speed and of engine load, and

wherein the processor's processing of data values for certain operating parameters comprises processing data values of actual engine speed and actual engine load to select from the map a corresponding data value useful in developing a data value for the one controlling parameter, and

the processor uses the data value selected from the map in further processing that develops the data value for the one controlling parameter

including

a further map containing data values useful in developing the data value for the one controlling parameter, each such data value in the further map being correlated with a respective set of data values indicative of engine speed and of engine load, and

wherein the processor processes, as a command input, the data value selected from the further map, and as a feedback input, a data value related to the actual data value of a parameter controlled by the one controlling parameter to develop an error data value, and the processor also uses the error data value in the further processing that develops the data value for the one controlling parameter.

6. A control system as set forth in claim 5 wherein the processor's processing of those certain operating parameters develops data values for those certain controlling parameters that are effective to cause the temperature of exhaust gases passing through the diesel oxidation catalyst to eventually increase by at least 200° C. during passage through the diesel oxidation catalyst.

7. A control system as set forth in claim 5 wherein the processor's processing of those certain operating parameters develops data values for those certain controlling parameters that are effective to limit the maximum temperature of exhaust gases entering the diesel oxidation catalyst to about 450° C.

8. A control system as set forth in claim 5 wherein the processor's processing of those certain operating parameters develops data values for those certain controlling parameters that are effective to control the relationship between engine fueling and mass airflow through an intake system of the engine to cause the engine to operate at a desired air-fuel ratio slightly richer than stoichiometric.

9. A control system as set forth in claim 8 wherein one of those certain controlling parameters comprises a parameter for controlling post-injection fueling that occurs after a main fuel injection.

10. A control system as set forth in claim 8 wherein one of those certain controlling parameters comprises a parameter for controlling an intake throttle that selectively restricts airflow passing through the intake system.

11. A control system as set forth in claim 8 wherein one of those certain controlling parameters comprises a parameter for controlling the quantity of engine exhaust gas being recirculated through the engine.

12. A control system as set forth in claim 5 wherein the processor processes the error data value according to a PID control function and then algebraically sums a data value resulting from processing of the error data value by the PID control function and the data value selected from the first-mentioned map to yield the data value for the one controlling parameter, while using the data value for the one controlling parameter as feedback to the PID control function.

13. A control system as set forth in claim 12 wherein the parameter controlled by the one controlling parameter comprises mass airflow through the intake system, and the data value related to the actual data value of a parameter controlled by the one controlling parameter is indicative of air-fuel ratio at which the engine is operating.

14. A control system as set forth in claim 12 wherein the parameter controlled by the one controlling parameter comprises post-injection fueling that occurs after a main fuel injection, and the data value related to the actual data value of a parameter controlled by the one controlling parameter is indicative of air-fuel ratio at which the engine is operating.

15. A control system as set forth in claim 12 wherein the parameter controlled by the one controlling parameter comprises the quantity of engine exhaust gas being recirculated through the engine, and the data value related to the actual data value of a parameter controlled by the one controlling parameter is indicative of temperature of exhaust gases passing from the diesel oxidation catalyst.

16. A diesel engine comprising:

an exhaust system comprising a diesel oxidation catalyst in upstream flow relationship to a NO x adsorber catalyst; and a control system for controlling de-sulfurization of the NO x adsorber catalyst by

a) controlling certain aspects of engine operation to cause the temperature of exhaust gases passing from the diesel oxidation catalyst to increase from a temperature range that is too low to cause de-sulfurization of the NO x adsorber catalyst to a de-sulfurization temperature range that is effective to de-sulfurize the NO x adsorber catalyst, and

b) continuing controlling those aspects of engine operation to maintain the temperature of exhaust gases passing from the diesel oxidation catalyst within the de-sulfurization temperature range,

wherein the control system comprises a processor for processing data and a map containing data values useful in developing a data value for one of those certain controlling parameters, each such data value in the map being correlated with a respective set of data values indicative of engine speed and of engine load, and the processor processes data indicative of actual engine speed and data indicative of actual engine load to select from the map a corresponding data value useful in developing a data value for the one controlling parameter, and the processor uses the data value selected from the map in further processing that develops the data value for the one controlling parameter

wherein the control system comprises a further map containing data values useful in developing the data value for the one controlling parameter, each such data value in the further map being correlated with a respective set of data values indicative of engine speed and of engine load, and

wherein the processor processes, as a command input, the data value selected from the further map, and as a feedback input, a data value related to the actual data value of a parameter controlled by the one controlling parameter to develop an error data value, and the processor also uses the error data value in the further processing that develops the data value for the one controlling parameter.

17. An engine as set forth in claim 16 wherein the control system is effective to control those certain aspects of engine operation so as to cause the temperature of exhaust gases passing through the diesel oxidation catalyst to eventually increase by at least 200° C. during passage through the diesel oxidation catalyst.

18. An engine as set forth in claim 16 wherein the control system is effective to control those certain aspects of engine operation so as to limit the maximum temperature of exhaust gases entering the diesel oxidation catalyst to about 450° C.

19. An engine as set forth in claim 16 wherein the processor processes data indicative of engine speed and data indicative of engine load to set a data value for desired air-fuel ratio for closed-loop controlling the intake throttle, a data value for desired air-fuel ratio for closed-loop controlling the post-injection fueling, and a data value for a temperature within the de-sulfurization temperature range for closed-loop controlling the quantity of engine exhaust gas being recirculated through the engine.

20. An engine as set forth in claim 16 further including a turbocharger for turbocharging the engine comprising a turbine in upstream flow relationship to the diesel oxidation catalyst in the exhaust system.

21. An engine as set forth in claim 16 wherein the engine further comprises an intake system, and the control system is effective to control the relationship between engine fueling and mass airflow through the intake system to cause the engine to operate at a desired air-fuel ratio slightly richer than stoichiometric.

22. An engine as set forth in claim 21 wherein the control system is effective to control the relationship between engine fueling and mass airflow through the intake system to cause the engine to operate at a desired air-fuel ratio slightly richer than stoichiometric by controlling post-injection fueling that occurs after a main fuel injection.

23. An engine as set forth in claim 22 wherein the intake system comprises an intake throttle for selectively restricting airflow through the intake system, and the control system is effective to control the relationship between engine fueling and mass airflow through the intake system to cause the engine to operate at a desired air-fuel ratio slightly richer than stoichiometric by controlling the intake throttle.

24. An engine as set forth in claim 23 wherein the control system is effective to control the relationship between engine fueling and mass airflow through the intake system to cause the engine to operate at a desired air-fuel ratio slightly richer than stoichiometric by closed-loop controlling both the intake throttle and the post-injection fueling, and to maintain the temperature of exhaust gases passing from the diesel oxidation catalyst within the de-sulfurization temperature range by closed-loop controlling the quantity of engine exhaust gas being recirculated through the engine.

25. An engine as set forth in claim 21 wherein the control system is effective to maintain the temperature of exhaust gases passing from the diesel oxidation catalyst within the de-sulfurization temperature range by closed-loop controlling the quantity of engine exhaust gas being recirculated through the engine.

26. An engine as set forth in claim 16 wherein the processor processes the error data value according to a PID control function and then algebraically sums a data value resulting from processing of the error data value by the PID control function and the data value selected from the first-mentioned map to yield the data value for the one controlling parameter, while using the data value for the one controlling parameter as feedback to the PID control function.

27. An engine as set forth in claim 26 wherein the parameter controlled by the one controlling parameter comprises mass airflow through the intake system, and the data value related to the actual data value of a parameter controlled by the one controlling parameter is indicative of air-fuel ratio at which the engine is operating.

28. An engine as set forth in claim 26 wherein the parameter controlled by the one controlling parameter comprises post-injection fueling that occurs after a main fuel injection, and the data value related to the actual data value of a parameter controlled by the one controlling parameter is indicative of air-fuel ratio at which the engine is operating.

29. An engine as set forth in claim 26 wherein the parameter controlled by the one controlling parameter comprises the quantity of engine exhaust gas being recirculated through the engine, and the data value related to the actual data value of a parameter controlled by the one controlling parameter is indicative of temperature of exhaust gases passing from the diesel oxidation catalyst.

30. A diesel engine comprising:

an exhaust system comprising a turbocharger turbine in upstream flow relationship to a NO x adsorber catalyst; and a control system for repeatedly processing data values for certain operating parameters related to engine operation to develop data values for certain controlling parameters that are effective to cause the temperature of exhaust gases entering the NO x adsorber catalyst to increase from a temperature range that is too low to cause de sulfurization of the NO x adsorber catalyst to a de-sulfurization temperature range that is effective to de-sulfurize the NO x adsorber catalyst, and to maintain the temperature of exhaust gases entering the NO x adsorber catalyst within the de-sulfurization temperature range, while the temperature of exhaust gases passing through the turbocharger turbine is kept within the range that is too low to cause de-sulfurization of the NO x adsorber catalyst.

31. An engine as set forth in claim 30 wherein the control system is effective to limit the maximum temperature of exhaust gases passing through the turbocharger turbine to about 450° C. while de-sulfurization of the NO x adsorber catalyst is occurring.