System for reducing NOx transient emission

Claim 2

In a method for reducing NOx emissions produced by a vehicle powered by a diesel engine having a de-nox reducing catalyst with an acidic washcoat through which the exhaust gases pass, said vehicle having sensors for determining NOx concentrations at steady state engine operating conditions, and a hydrocarbon trap catalyst or the de-nox catalyst has a hydrocarbon trap catalyst portion upstream of the de-nox catalyst, the improvement comprising the steps of: a) with the engine at normal operating temperatures, sensing a fuel demand pedal sensor signal to determine an impending acceleration of the vehicle, said acceleration producing a transient emission pulse containing NOx with said engine operating with a lean fuel/air mixture, said transient emission pulse rapidly passing through the exhaust system of the vehicle at the speed of the exhaust-gases; b) pulsing a set quantity of diesel fuel reductant into the exhaust gases of the engine prior to the time the engine produces said transient emission; c) causing said fuel oil to produce reductants by reactions within said catalyst which are still present in said catalyst when said transient NOx emission pulse enters said catalyst at a concentration sufficient to substantially react with said transient NOx emission pulse as said reductants and said NOx transient emission pulse pass through said catalyst, and during engine warm-up; d) detecting a rise in the temperature of the hydrocarbon and/or de-nox catalyst during warm-up of the vehicle; and, e) injecting a quantity of diesel fuel sufficient to react with NOx transient emissions caused by the temperature rise prior to the time the temperature rise produces a NOx transient emission from said hydrocarbon trap catalyst resulting from desorbtion of the HC during engine warm-up.

Claim 3

The method of claim 1 further including the step of stopping injection of the diesel fuel reductant when the engine is decelerating.

Claim 4

The method of claim 2 further including the step of injecting the diesel fuel reductant at a set rate when the temperature of the de-nox catalyst is within a first temperature range and the engine is operating at steady-state conditions and injecting the diesel fuel at a variable rate when the temperature of the de-nox catalyst is within a second broader temperate range and the engine is accelerating.

Claim 5

The method of claim 3 further including the step of causing the exhaust gases including the diesel fuel to traverse tortuous paths defined by specially configured zig-zag channels formed in the de-nox catalyst.

Claim 6

The method of claim 4 further including the step of causing the exhaust gases with the diesel fuel in the form of hydrocarbons to travel through different acidic and alkaline zones formed in the catalyst channels.

Claim 7

The method of claim 5 further including the step of passing the exhaust gases through an oxidation catalyst or oxidation catalyst portion of the de-nox catalyst downstream of the de-nox catalyst, the exhaust gases traversing tortuous paths defined by specially configured zig-zag channels formed in the oxidation catalyst or oxidation catalyst portion.

Claim 8

The method of claim 1 further including the step of substantially cracking the fuel oil before the fuel oil enters the inlet of the de-nox catalyst.

Claim 9

The method of claim 1 wherein said diesel fuel is injected about two seconds before said transient emission is produced by said engine.

Claim 10

In a method for reducing NOx emissions produced by a vehicle powered by a diesel engine having a de-nox reducing catalyst with an acidic washcoat which does not substantially store NOx and through which the exhaust gases pass so that reduction of NOx occurs by reacting a fuel reductant with the NOx over the catalyst bed, and a separate hydrocarbon trap catalyst immediately upstream of and in direct fluid communication with the de-nox catalyst or the de-nox catalyst having a hydrocarbon trap catalyst portion upstream of the de-nox catalyst, the method comprising the steps of; a) during a portion of the time the engine is warming up and prior to the time the engine reaches operating temperature, absorbing hydrocarbons in said hydrocarbon trap catalyst and thereafter, as said engine continues to warm up, desorbing the hydrocarbons from said hydrocarbon trap catalyst to cause an increase in temperature of said de-nox catalyst and said de-nox catalyst, at a set temperature of about 200° C. achieved during warm-up, producing a transient pulse of NOx; b) measuring the temperature of one of the exhaust gas, hydrocarbon trap catalyst and de-nox catalyst to determine the temperature of the de-nox catalyst during engine warm-up; c) detecting a set rise in the measured temperature during warm-up of the engine prior to the time said de-nox catalyst produces said transient pulse of NOx; and, d) Injecting a pulse of diesel fuel of a quantity that is matched with and sufficient to reducingly react with said pulse of NOx transient emission in said de-nox catalyst, said fuel pulse injected as a function of said set rise in temperature to occur at a time prior to and not later than the time that said transient pulse of NOx Is produced so that both diesel fuel reductant and NOx transient pulses exist simultaneously in said de-nox catalyst.

Claim 11

In a method for reducing NOx emissions produced by a vehicle powered by a diesel engine having a de-nox reducing catalyst with an acidic washcoat which does not substantially store NOx and through which the exhaust gases pass so that reduction of NOx occurs by reacting a fuel reductant with the NOx over the catalyst bed, and a separate hydrocarbon trap catalyst immediately upstream of and in direct fluid communication with the de-nox catalyst or the de-nox catalyst having a hydrocarbon trap catalyst portion upstream of the de-nox catalyst, the method comprising the steps of; a) during a portion of the time the engine is warming up and prior to the time the engine reaches operating temperature, absorbing hydrocarbons in said hydrocarbon trap catalyst and thereafter, as said engine continues to warm up, desorbing the hydrocarbons from said hydrocarbon trap catalyst to cause an increase in temperature of said de-nox catalyst and said de-nox catalyst, at a set temperature of about 200° C. achieved during warm-up, producing a transient pulse of NOx; b) measuring the temperature of one of the exhaust gas, hydrocarbon trap catalyst and de-nox catalyst to determine the temperature of the de-nox catalyst during engine warm-up; c) detecting a set rise in the measured temperature during warm-up of the engine prior to the time said de-nox catalyst produces said transient pulse of NOx; and, d) Injecting a pulse of diesel fuel of a quantity that is matched with and sufficient to reducingly react with said pulse of NOx transient emission in said de-nox catalyst, said fuel pulse injected as a function of said set rise in temperature to occur at a time prior to and not later than the time that said transient pulse of NOx Is produced so that both diesel fuel reductant and NOx transient pulses exist simultaneously in said de-nox catalyst.