System and method for selective catalytic reduction control
View Patent ↗A selective catalytic reduction (SCR) catalyst control system and method for an engine is disclosed. Urea injection to an SCR catalyst is determined based on an SCR catalyst model, which determines a value of stored NH 3 in the SCR catalyst based on the NO x engine emission value, the SCR catalyst temperature, the quantity of urea supplied to the SCR catalyst and a pre-determined efficiency of conversion of NO x gases. A target value of stored NH 3 and the value of stored NH 3 in the SCR catalyst is then used to determine a stored NH 3 differential, which is then used to calculate urea injection.
1. An SCR catalyst control system for an engine having an SCR catalyst, said control system including control hardware comprising:
a NO x engine emission determination means for measuring or calculating a NO x engine emission value;
a urea control means enabled to supply a quantity of urea to the SCR catalyst;
a NO x efficiency target model, which calculates a stored NH 3 target value in the SCR catalyst based on a target conversion NO x efficiency and an SCR catalyst temperature, measured or calculated from an SCR catalyst temperature determination means;
an SCR catalyst computational model which calculates a stored NH 3 value in the SCR catalyst based on the NO x engine emission value, the SCR catalyst temperature, the quantity of urea supplied to the SCR catalyst and a pre-determined efficiency of conversion of NO x gases; and
characterized by a NO x ratio model which calculates a NO x ratio using a predetermined characteristic of oxidation of NO to NO 2 in an oxidation catalyst as a function of temperature and based on a first temperature value received from a first temperature sensor, the NOx ratio being the ratio of nitrogen dioxide to total NO x in the NO x engine emission value, and wherein the SCR catalyst model takes into account the NO x ratio when calculating the stored NH 3 value,
a first subtractor enabled to compare the stored NH 3 target value and the stored NH 3 value in the SCR catalyst to calculate a stored NH 3 differential,
wherein the urea control means supplies the required quantity of urea to the SCR catalyst based on the stored NH 3 differential.
2. A system as claimed in claim 1 , wherein the first temperature sensor measures oxidation catalyst temperature.
3. A system as claimed in claim 1 , wherein the first temperature sensor measures particulate filter temperature.
4. A system as claimed in claim 1 , wherein the first temperature sensor measures the first temperature value at a location between a particulate filter and an oxidation catalyst.
5. A system as claimed in claim 1 , wherein the NO x engine emission determination means is an engine-out NO x model.
6. A system as claimed in claim 5 , wherein the engine-out NO x model calculates the NO x engine emission value based on injected fuel flow into the engine, engine load, EGR rate and ambient temperature.
7. A system as claimed in claim 1 , wherein the NO x engine emission determination means is a NO x sensor positioned upstream of the SCR catalyst, which provides a NO x engine emission value.
8. A system as claimed in claim 1 , wherein the NO x efficiency target model further utilizes values from sensors measuring one or more of the following parameters to calculate the stored NH 3 target value in the SCR catalyst: engine speed; engine load; air temperature; coolant temperature; or DPF regeneration mode.
9. A system as claimed in claim 1 , wherein the SCR model calculates a NH 3 slip value, which represents the amount of NH 3 exiting the SCR catalyst, by calculating an SCR catalyst capacity based on physical characteristics of the SCR catalyst and the SCR catalyst temperature and taking into account the value of stored NH 3 in the SCR catalyst.
10. A system as claimed in claim 1 , further comprising a NO x engine emission increasing means, wherein, if it is determined that the NH 3 slip value is above, or is predicted to rise above, a pre-determined value, then the NO x engine emission increasing means is directed to increase NO x engine emissions, thereby reducing NH 3 slip.
11. A system as claimed in claim 10 , wherein the NO x engine emission increasing means is an EGR means, wherein NO x engine emissions are increased by reducing or stopping the amount of EGR to the engine.
12. A system as claimed in claim 1 , wherein the system further comprises an SCR model modification means.
13. A system as claimed in claim 12 , wherein the SCR model modification means comprises a NH 3 sensor enabled to measure actual NH 3 slip from the SCR catalyst, an actual NH 3 slip averaging means and an SCR model NH 3 slip value averaging means, and a second subtractor enabled to compare outputs from the actual NH 3 slip averaging means and the SCR model NH 3 slip value averaging means and calculate an NH 3 slip estimation error, wherein the SCR model is modified by the SCR model modification means according to the NH 3 slip estimation error.
14. A system as claimed in claim 12 , wherein the SCR model modification means is enabled to modify the SCR model by altering the pre-determined efficiency of conversion of NO x gases based on the NH 3 slip estimation error.
15. A system as claimed in claim 12 , wherein the SCR model modification means is enabled to modify the SCR model by altering the SCR catalyst capacity based on the NH 3 slip estimation error.
16. A system as claimed in claim 15 , wherein the SCR model modification means modifies the SCR model by altering the SCR catalyst capacity if the SCR catalyst is filled with NH 3 by a pre-determined minimum amount for a predetermined time.
17. A method of controlling SCR in an engine having an SCR catalyst comprising the steps of:
(i) calculating or measuring a NO x engine emission value;
(ii) controlling supply of a quantity of urea to the SCR catalyst;
(iii) measuring an SCR catalyst temperature from the SCR catalyst
(iv) calculating a stored NH 3 target value in the SCR catalyst based on a target NO x conversion efficiency and the SCR catalyst temperature;
(v) calculating a NO x ratio, being the ratio of nitrogen dioxide in the NO x engine emission value;
(vi) calculating a stored NH 3 value in the SCR catalyst in an SCR catalyst model; with said SCR catalyst model having as inputs the NO x engine emission value, the SCR catalyst temperature, the quantity of urea supplied to the SCR catalyst, and the NOx ratio; wherein said SCR catalyst model includes a pre-determined efficiency of conversion of NO x gases; and
(vii) comparing the target value of stored NH 3 and the value of stored NH 3 in the SCR catalyst to calculate a stored NH 3 differential,
wherein step (ii) controls the supply of the required quantity of urea to the SCR catalyst based on the stored NH 3 differential.
18. A method as claimed in claim 17 , wherein the step of calculating a NO x ratio comprises measuring a first temperature value from a first temperature sensor and calculating the NO x ratio according to the first temperature value.
19. A method as claimed in claim 18 , wherein the first temperature value is an oxidation catalyst temperature value.
20. A method as claimed in claim 18 , wherein the first temperature value is a particulate filter temperature.
21. A method as claimed in claim 18 , wherein the first temperature value is measured at a location between a particulate filter and an oxidation catalyst.
22. A method as claimed in claim 17 , wherein step (i) comprises calculating the NO x engine emission value based on an engine-out NO x model.
23. A method as claimed in claim 22 , wherein the step of calculating the NO x engine emission value takes injected fuel flow into the engine, engine load, EGR rate and ambient temperature into account in the engine-out NO x model.
24. A method as claimed in claim 17 , wherein step (i) comprises measuring a NO x engine emission value from a NO x sensor positioned upstream of the SCR catalyst.
25. A method as claimed in claim 17 , wherein step (iv) further comprises measuring one or more of the following parameters to calculate a target value of stored NH 3 in the SCR catalyst: engine speed; engine load; air temperature; coolant temperature; or DPF regeneration mode.
26. A method as claimed in claim 17 , wherein step (v) further comprises calculating an NH 3 slip value, which represents the amount of NH 3 exiting the SCR catalyst, by calculating, within the SCR model, an SCR catalyst capacity based on physical characteristics of the SCR catalyst and the SCR catalyst temperature and taking into account the value of stored NH 3 in the SCR catalyst.
27. A method as claimed in claim 17 , further comprising the steps of controlling NH 3 slip and increasing NO x engine emissions, wherein, if it is determined that the NH 3 slip value is above, or is predicted to rise above, a pre-determined value, NO x engine emissions are increased, thereby reducing NH 3 slip.
28. A method as claimed in claim 27 , wherein the step of increasing NO x engine emissions comprises reducing or stopping the amount of EGR to the engine.
29. A method as claimed in claim 17 , further comprising the step of modifying the SCR model used in step (vi).
30. A method as claimed in claim 29 , wherein the step of modifying the SCR model comprises measuring actual NH 3 slip from the SCR catalyst using an NH 3 sensor, calculating the SCR model NH 3 slip from the SCR model, averaging the actual NH 3 slip over a pre-determined time and averaging SCR model NH 3 slip over the same pre-determined time, comparing the averaged actual NH 3 slip and the averaged SCR model NH 3 slip and calculating an NH 3 slip estimation error, wherein the SCR model is subsequently modified according to the NH 3 slip estimation error.
31. A method as claimed in claim 30 , wherein the step of modifying the SCR model modifies the SCR model by altering the pre-determined efficiency of conversion of NO x gases based on the NH 3 slip estimation error.
32. A method as claimed in claim 29 , wherein the step of modifying the SCR model modifies the SCR model by altering the SCR catalyst capacity based on the NH 3 slip estimation error.
33. A method as claimed in claim 32 , wherein the step of modifying the SCR model modifies the SCR model by altering the SCR catalyst capacity if the SCR catalyst is filled with NH 3 by a pre-determined minimum amount for a predetermined time.
34. A Diesel engine incorporating an SCR catalyst control system according claim 1 .