Diesel exhaust fluid contamination indicator

Abstract

Diesel exhaust fluid contamination indicator (210), comprising: a display body (252); wherein the display body (252) is attached to an inner surface (240) of a line (234) which leads into a container (204); wherein a section of the indicator body (252) changes from a first appearance state (246) to a second appearance state (248) after coming into contact with a concentration of a liquid from a series of components and one of the components is hydrocarbon-based fuel, wherein the indicator body (252) remains in the first state (246) upon contact with diesel exhaust fluid (208) which contains urea.

Description

[0001] The present invention relates to a diesel exhaust fluid (DEF) contamination indicator for detecting the presence of contamination in the DEF. The system, for use with a DEF system, comprises a container with an opening for receiving the DEF. A reactive device is located near the opening and responds to exposure to one or more predetermined components that may be present in a liquid that can be filled into the container through the opening. The reactive device does not react to the DEF itself. Area

[0002] The present disclosure relates to a diesel exhaust fluid contamination indicator, which relates to the selective catalytic reduction (SCR) system for use with a diesel engine and in particular to systems, methods and mechanisms for detecting the contamination of diesel exhaust fluid. Background and brief description

[0003] Efforts to reduce harmful emissions from diesel engines can include reducing CO emissions, unburned hydrocarbons, particulate emissions, and NOx emissions. Measures to reduce one emission class can complicate efforts to reduce others. For example, operating a diesel engine with a lean air-fuel mixture can increase soot combustion and reduce the amount of unburned fuel in the exhaust. However, the excess air in the lean mixture can lead to an increase in the amount of NOx produced. Conversely, effective NOx reduction techniques can enable more aggressive soot combustion. This interrelationship can further emphasize the importance of NOx reduction measures.

[0004] Measures to reduce NOx emissions can include selective catalytic reduction (SCR). SCR systems can spray or inject diesel exhaust fluid (DEF) in controlled doses into the SCR catalyst located upstream of the exhaust stream. DEF is typically a 32.5% solution of urea in demineralized water. DEF products are commonly known as AdBlue, Urea, ARLA, or ARNOX. Once sprayed or injected into the exhaust stream, the urea decomposes into ammonia and carbon dioxide. The NOx can then be chemically reduced by the ammonia (NH3) in the SCR catalyst to water (H2O) and nitrogen (N2) and released through the exhaust gas.

[0005] The DEF can be stored in a tank located on board diesel vehicles. This tank may be situated in the engine compartment. The engine compartment typically also houses storage systems for other fluids used in the operation of the engine and vehicle, such as hydrocarbon materials like fuels, oils, other lubricants, additives, etc. Due to their proximity, cross-contamination is possible. It is important to avoid contamination of the reducing fluid, i.e., the DEF, for several reasons.Contamination can lead to several problems, for example: the effectiveness of the NOx reduction provided by the DEF may be reduced; the remaining DEF will be consumed more quickly than it would otherwise be; the contaminated DEF could trigger a malfunction in the SCR system and damage the engine's exhaust management system; and a malfunctioning SCR system could cause the engine to stall or result in a vehicle equipped with the system operating at a very low speed. Furthermore, contamination in the DEF storage tank may void the equipment manufacturer's warranty. Once hydrocarbons are present in the reducing system, it may be necessary to replace the system or to disassemble, clean, and rebuild it using new and typically expensive components to replace the damaged parts.

[0006] Additional diesel supply systems, such as refueling stations, refueling vehicles, dealerships, and various maintenance facilities, may have reducing storage and distribution systems. These can also be susceptible to contamination. These storage systems and other parts of the reducing metering systems are typically made of materials that can decompose in the presence of hydrocarbons.

[0007] Owners and drivers are warned against introducing any products not labeled as approved reducing agents into the DEF system. Warranty agreements may contain warnings or a clause stating that the warranty does not cover such improper use / misuse through the introduction of contaminants. It would be beneficial to determine who is responsible for the DEF contamination and potentially for the costs of remediation / repair, in order to prevent potential or further damage. Furthermore, early reporting of the contamination would be advantageous, as it could prevent damage or extensive repairs.

[0008] There are methods for testing for hydrocarbons in the reducing liquid. For example, patent publication US 2013 / 0115137A1 discloses sensor material for the selective and sensitive detection of hydrocarbons using portable detectors as a proposed implementation. Another example is provided by Bellingham and Stanley with such a product in the form of a test strip (http: / / www.bellinghamandstanley.com / ltd / adblue.html) that can effectively detect impurities.

[0009] The inventors of the present disclosure have identified several disadvantages in these proposed solutions. Patent applications DE 10 2004 048 076 A1, DE 37 24 384 C1, and DE 10 2010 008 799 A1 disclose swellable devices that, upon contact with hydrocarbon-containing contaminants such as diesel fuel, trigger a physical or electrical reaction directly within the system. The portable detector of disclosure US 2013 / 0115 137 A1, for example, is located too far from the potential contamination site. The problem with test strips is that the strip must be placed in the liquid within the tank, or a liquid sample must be taken from the tank for testing. Storage tanks for reducing agents often have long filler lines, especially in vehicles. This makes such testing difficult or impossible, requiring the removal and opening of the systems in question to perform the test.Removing and opening the system is in itself very difficult and expensive.

[0010] A diesel exhaust fluid (DEF) contamination indicator is required that allows for the easy detection of contaminants and can be installed in close proximity to the DEF storage tank. The object of the present invention is therefore to provide an improved diesel exhaust fluid contamination indicator. This object is achieved by the subject matter of claim 1. Preferred embodiments are the subject of the dependent claims.

[0011] Embodiments according to the present disclosure provide a diesel exhaust fluid (DEF) contamination indicator to demonstrate the presence of DEF contamination. The system for use with a DEF system may include a container with an opening for receiving DEF. A reactive device may be located near the opening and respond to exposure to one or more predetermined components that may be present in a liquid that can be filled into the container through the opening. The reactive device must not react with the DEF itself.

[0012] In this way, contamination or lack thereof can be determined essentially immediately and at the location of the DEF storage tank. Likewise, a maintenance company that suspects hydrocarbon contamination could confirm the contamination before working on the system.

[0013] The aforementioned advantages, as well as further advantages and features of the present description, will readily become apparent from the following detailed description, whether considered on its own or in conjunction with the accompanying drawings.

[0014] It is understood that the foregoing summary is provided to introduce, in simplified form, a selection of concepts that are further described in the detailed description. It is not intended to mention important or essential features of the claimed subject matter, the scope of which is defined solely in the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome the disadvantages mentioned above or mentioned in any part of this disclosure. Brief description of the drawings Fig. Figure 1 is a schematic diagram representing a cylinder of a multi-cylinder diesel engine according to the present disclosure. Fig. Figure 2 is a partial representation of a view showing a diesel fuel tank cap in close proximity to a DEF refill opening and a contamination indicator as disclosed herein. Fig. Figure 3 is a partial sectional view showing the neck of a DEF storage tank and an observer watching a display according to the present disclosure. Fig. 4A - Fig. Figure 4B are sectional views illustrating an example display in a first or second state according to the present disclosure. Fig. 5A - Fig. Figure 5B are sectional views illustrating a further example display in a first or second state according to the present disclosure. Fig. 6A - Fig. Figure 6B are sectional views illustrating a further example display in a first or second state according to the present disclosure. Detailed description

[0015] Fig. Figure 1 is a schematic diagram showing a cylinder of a multi-cylinder engine 10, which may be included in a drive system of an automobile. The engine 10 may be controlled, at least partially, by a control system comprising the controller 12 and by input from a driver 132 via an input device 130. In this example, the input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The combustion chamber (i.e., the cylinder) 30 of the engine 10 may comprise the combustion chamber walls 32, with the piston 36 positioned therein. The piston 36 may be coupled to the crankshaft 40, such that an alternating motion of the piston is translated into a rotational motion of the crankshaft. The crankshaft 40 may be coupled to at least one drive wheel of a vehicle via an intermediate transmission system.Furthermore, a starter motor can be coupled to the crankshaft 40 via a flywheel to enable the starting of the engine 10. A lubrication system in the form of an oil distribution system 136 can be provided to supply oil for lubricating the engine 10. The combustion chamber 30 can draw in intake air from an intake manifold 44 via an intake port 42 and discharge combustion gases via the exhaust port 48. The intake manifold 44 and the exhaust port 48 can be selectively connected to the combustion chamber 30 via a corresponding intake valve 52 and exhaust valve 54. In some embodiments, the combustion chamber 30 can include two or more intake valves and / or two or more exhaust valves.

[0016] In this example, the inlet valve 52 and the exhaust valve 54 can be controlled by cam actuation via the corresponding cam actuation systems 51 and 53. The cam actuation systems 51 and 53 can each include a fixed cam actuation or include one or more cams and use one or more of the following systems: cam profile adjustment (CPS), variable cam actuation (VCT), variable valve timing (VVT), and / or variable valve lift (VVL) systems, which can be operated by the controller 12 to vary the valve operation. The position of the inlet valve 52 and the exhaust valve 54 can be determined by the position sensors 55 and 57, respectively. In alternative embodiments, the inlet valve 52 and / or the exhaust valve 54 can be controlled by an electric valve actuator.For example, cylinder 30 may alternatively include an inlet valve controlled by an electric valve actuation system and an exhaust valve controlled by cam actuation systems, including CPS and / or VCT systems.

[0017] The injection device 66 is shown directly coupled to the combustion cylinder 30 to inject fuel proportionally to the pulse width of a signal FPW directly into it, which is received by the control unit 12 via the electronic driver 68. In this way, the injection device 66 provides what is known as direct injection of fuel into the combustion chamber 30. The fuel injection device can be located, for example, on the side of the combustion cylinder or in the top of the combustion cylinder. The fuel can be supplied to the injection device 66 by a fuel supply system 224, which includes a fuel tank 230 and a fuel pump 228 (which will be explained in more detail later).In some embodiments, the combustion cylinder 30 may alternatively or additionally include a fuel injection device arranged in the intake duct 42 in a configuration that provides so-called port fuel injection into the intake duct upstream of the combustion cylinder 30.

[0018] The intake duct 42 can include a charge motion control valve (CMCV) and a CMCV flap (not shown) and can also include a throttle 62 with a throttle valve 64. In this specific example, the position of the throttle valve 64 can be varied by the controller 12 via a signal that is sent to an electric motor or actuator that the throttle 62 incorporates, a configuration that can be referred to as an electronic throttle control (ETC). In this way, the throttle 62 can be operated to vary the intake air supplied to combustion cylinder 30, among other engine combustion cylinders. The intake duct 42 can include a mass airflow sensor 120 and a manifold absolute pressure sensor 122 for sending the corresponding MAF and MAP signals to the controller 12.

[0019] The intake manifold 44 can include a throttle 62 with a throttle valve 64. In other examples, however, the throttle can be located in the intake duct 42. In this particular example, the position of the throttle valve 64 can be varied by the controller 12 via a signal provided to an electric motor or actuator included in the throttle 62, a design commonly referred to as an electronic throttle control (ETC). In this way, the throttle 62 can be operated to vary the intake air and / or EGR supplied to different engine cylinders of the combustion chamber 30. The position of the throttle valve 64 can be transmitted to the controller 12 via the throttle position signal TP. The intake duct 42 can include a mass airflow sensor 120 and a manifold pressure sensor 122 for transmitting the corresponding MAF and MAP signals to the controller 12.

[0020] In this embodiment, the engine is a diesel engine configured to burn diesel fuel (e.g., mineral oil diesel or biodiesel) by compression ignition. An exhaust gas sensor 126 is shown to be coupled to the exhaust manifold 48 upstream of the emission control device 70. The sensor 126 can be any suitable sensor for providing an indication of an exhaust air-fuel ratio, such as a linear lambda sensor or UEGO (universal or wide-range exhaust oxygen), a dual-state lambda sensor or EGO, a HEGO (heated EGO), a NO.sub.x, HC, or CO sensor. In the illustration, a wide-band lambda (UEGO) sensor 126 is coupled to the exhaust manifold 48, which is located upstream of the catalyst 70. Alternatively, the UEGO sensor 126 can be replaced by a binary lambda sensor.

[0021] According to the illustration, the emission control device 70 is arranged downstream of the exhaust gas sensor 126 along the exhaust gas channel 48. The device 70 can include a diesel oxidation catalyst (DOC) and selective catalytic reduction (SCR). At least one diesel particulate filter (DPF) 27 can be coupled downstream of the emission control device 70. The DPF can be made of a variety of materials, including cordierite, silicon carbide, and other high-temperature oxide ceramics. Once the soot accumulation reaches a predetermined level (detected, for example, by pressure drop), filter regeneration can begin. Filter regeneration can be achieved by heating the filter to a temperature at which the soot particles are burned at a faster rate than new soot particles are deposited, for example, at 400–600°C.In one example, the DPF can be a catalyzed particulate filter that contains a coating of precious metal such as platinum to lower the soot combustion temperature and also to oxidize hydrocarbons and carbon monoxide to carbon dioxide and water.

[0022] The engine 10 can include a control system 14. According to the illustration, the control system 14 receives information from a variety of sensors 16 and sends control signals to a variety of actuators 81. In one example, the sensors 16 can include an exhaust flow rate sensor 126, configured to measure an exhaust flow rate through the exhaust duct 35, an exhaust gas sensor (located in the exhaust manifold 48), a temperature sensor 128, a pressure sensor 129 (located downstream of the emission control device 70), and an FS sensor 106. Other sensors, such as additional sensors for pressure, temperature, air-fuel ratio, exhaust flow rate, and composition, can be coupled to various points in the vehicle system 6.As another example, the actuators can include fuel injection devices 66, a throttle 62, DPF valves that control filter regeneration (not shown), an engine actuator that controls the FS sensor opening (e.g., controlling the opening of a valve or plate in an inlet of the FS sensor), etc. As yet another example, the actuators can include switches coupled to an FS measuring circuit. The control system 14 can include a controller 12. The controller 12 can be configured with computer-readable instructions stored in non-volatile memory. The controller 12 can receive signals from the various sensors, process the signals, and use different actuators to adjust engine operation based on the received signals and instructions stored in the controller 12's memory.

[0023] As described above, shows Fig. 1 only one cylinder of a multi-cylinder engine, but it is understood that each cylinder can equally contain its own set of inlet / outlet valves, fuel injection device, spark plugs, etc.

[0024] Embodiments according to the present disclosure can provide a system 200 for use with a diesel exhaust fluid system 202. The system 200 can include a container 204 having an opening 206 for receiving diesel exhaust fluid 208. A reactive device 210 can be arranged near the opening 206 and react to exposure to one or more predetermined components that may be present in a liquid that can be filled into the container 204 through an opening 206, and not react to the diesel exhaust fluid itself. The container 204 can be a DEF storage tank.

[0025] The one or more predetermined components can be determined empirically and / or selected from a list and / or a database, and / or the like. A selection criterion can be used whereby the one or more predetermined components can be selected such that they are not included in another predetermined list, for example, that they are not included in a list of acceptable components or in concentrations permitted in a DEF storage tank. Other selection methods can be applied. The reactive device 210 can be a material that reacts sensitively to hydrocarbons.

[0026] System 200 can be enclosed within the engine 10. Other embodiments can be enclosed in other mechanisms, for example, a DEF refilling system. The illustrated system 200 can also include a line 212 and a pump 214, which are actuated by a switch 216 that can be controlled by the controller 12. When actuated, the pump 214 can inject or spray a metered quantity of DEF into the exhaust stream 35 via an injection device 218. The diesel exhaust fluid (DEF) can have a concentration of 32.5% urea and 67.5% deionized water, or another suitable concentration. After mixing with the exhaust gas 35, the urea can decompose into ammonia and carbon dioxide. The exhaust gas can move through an SCR catalyst 220, where the NOx contained in the exhaust gas can be chemically reduced by the ammonia (NH3) to water (H2 O) and nitrogen (N2) and released through the exhaust gas 35.The exhaust gas can also pass through a silencer 222.

[0027] The system 200 may also include a fuel system 224, which includes a fuel line 226 for supplying diesel fuel to the fuel injection device 66. A fuel rail (not shown) may be included. A fuel pump 228 can pump the fuel from a fuel tank 230. During a refueling operation, the diesel fuel tank cap 232 can be removed, allowing access to the tank 230. The engine 10 may also include an oil system 225, which includes an oil tank cap 227, allowing access for adding oil. The fuel tank cap 232, the oil tank cap 227, and other caps or access points that may allow access to various fluids may be located quite close to the fuel tank cap 236, for example, in an engine compartment.

[0028] Fig. Figure 2 is a partial view of a part of an engine 10 and shows a diesel fuel tank cap 232 and an opening 206 in a diesel exhaust fluid (DEF) storage tank 204 in close proximity to each other. The figure also illustrates the interior of the tank neck 234, with the reactive device 210 visible at an inlet area 240 of the neck 234. The interior of the neck 234 is visible because the DEF cap 236 has been removed. The cap 236 can be secured against loss with a tether 238.

[0029] The reactive device 210 can be configured to change its appearance when exposed to one or more predetermined components. As mentioned, the reactive device 210 can be a material sensitive to hydrocarbons. The hydrocarbon-sensitive material can include a dye comprising a chemical known to change color when exposed to a hydrocarbon. The reactive device 210 can react by changing its color.

[0030] Fig. Figure 3 is a partial sectional view showing the neck 234 of the storage tank 204, and how an observer 242 can look past the opening 206 and, as indicated by the viewing arrow 244, see the inlet area 240 inside the neck 234. The reactive device 210 can also be seen, allowing the observer 242 to see whether the reactive device 210 has reacted to exposure to one or more predetermined components in a liquid that was poured, injected, or the like into the DEF storage tank 204 and that may have contaminated the DEF.

[0031] With reference to Fig. 4A - Fig. Figure 6B, illustrating various additional exemplary embodiments, shows a reactive device 210 or a DEF indicator 210 with exemplary first states 246 in Fig. 4A , Fig. 5A and Fig. 6A and exemplary second states 248 in Fig. 4B, Fig. 5B and Fig. 6B . Fig. 4A - Fig. Section 6B illustrates examples in which, in addition to or as an alternative to changing the color, the reactive device can react by changing one or more shapes and configurations upon exposure to one or more elements considered to be impurities. For example, and as shown, the reactive device 210 or the DEF indicator device 210 can react to selected chemical components not contained in the diesel exhaust fluid.

[0032] Fig. 4A - Fig. Figure 4B illustrates an example in which an adhesive piece 250 may be dissolved or softened by an impurity to effect a change in the display 210 from a compressed disc-shaped form to an inflated disc-shaped form. Other embodiments may use an adhesive piece and may exhibit a reaction by simply falling off after the adhesive piece 250 dissolves. Other embodiments may provide a display 210 that essentially dissolves completely.

[0033] Fig. 5A - Fig. 5B and Fig. 6A - Fig. Figure 6B illustrates corresponding examples, where, after an adhesive piece 250 is dissolved by a contaminant, the reactive device 210 can react by changing its shape or configuration in such a way as to impair one or both: the insertion of a nozzle of a DEF refill source and the replacement of a DEF tank cap 236. In the first case (5A-5B), a section of the reactive device 210 may extend at least partially over part of the opening 206; in the second case (6A-6B), the reactive device 210 may extend through the opening 206, for example, from the neck 234 of the container 204, thus making the replacement of the tank cap 236 difficult or impossible. Both cases can provide an indication of contamination.

[0034] In some embodiments, the DEF container 204 or DEF storage tank 204 can be arranged within a diesel exhaust fluid dispensing and / or refilling mechanism, comprising one of the following: a stationary refilling tank adjacent to which a diesel engine is located, which can be driven to receive a refill quantity of diesel exhaust fluid; and a mobile refilling tank arranged on a refilling vehicle. The reactive device 210, wherein exposure may include contact with or being affected by the fluid flowing through the opening, wherein being affected may include one or more of the following: being splashed; being doused with fluid; and fluid flowing over and / or through the reactive device 210. The reactive device may be positioned in sufficient proximity to be affected by the fluid flowing through the opening.The liquid can, for example, be accidentally poured or injected into the container during a DEF refill process.

[0035] Embodiments can provide a diesel exhaust fluid contamination indicator 210, which includes an indicator body 252. A fastening mechanism 254 can be included to attach the body 252 to an inner surface 240 of a line 234 that leads into a main section 256 ( Fig. 1) of the diesel exhaust fluid container 204. At least one section of the body 252 can be reactive and change from a first state 246 to a second state 248 after coming into contact with a predetermined concentration of a liquid from a predetermined series of components.

[0036] As illustrated in some examples, the first state 246 can be a first color and the second state 248 a second color. In other examples, the first state 246 can be a first shape and the second state 248 a second shape. In still other examples, the first state 246 can be a first configuration and the second state 248 a second configuration.

[0037] The body 252 can comprise a first part 256, a second part 258, and a connection point 260 that joins the first part 256 and the second part 258. The connection point 260 can be deformable and capable of storing energy for a reaction force after deformation. The body 254 can, for example, be or contain a spring-like material such as a metal or an elastomer.

[0038] A section of each of the first part 256 and the second part 258 distal to the junction 260 can be configured to be joined by an adhesive 250. The joining of the distal sections 262, 264 can cause deformation of the junction 260 and a change in the shape and / or configuration of the body 254 from a second state 248 to a first state 246. The adhesive 250 can become soluble and / or softened upon exposure to the liquid containing the impurity, thereby separating the distal sections 262, 264 and allowing the reaction force to essentially return the body to the second state 248.

[0039] In the embodiment described in Fig. 4A - Fig. As illustrated in Figure 4B, the diesel exhaust fluid contamination indicator 210 can comprise a body 254 that defines a hollow, essentially disc-shaped form. The first part 256 can be a bottom surface of the disc-shaped form, and the second part 258 can be a top surface of the disc-shaped form. The fastening mechanism 254 can attach an outer surface of the bottom surface to the inner surface of a conduit 234, i.e., the neck 234. The adhesive 250 can attach an inner surface of the top surface to an inner surface of the bottom surface to achieve the first condition 246 and shape the body 252 to have a relatively recessed central section. After dissolving and / or sufficiently softening of the adhesive 250, the reaction force can be allowed to move the top surface away from the bottom surface to achieve the second condition 248 and shape the body 252 to have a relatively less recessed or protruding top surface.

[0040] This will provide, for example, a technician and / or vehicle owner with a visual indication of DEF contamination by a change in the appearance of the body 252 from a disc-shaped or button-shaped form with a relatively recessed top center to a disc-shaped form with a less recessed or protruding top center. Similarly, or alternatively, the indicator 210 can provide a tactile indication by allowing a person to press on the top center and feel that the hollow disc-shaped form can be depressed against the force of the connection point, thus indicating that the adhesive has dissolved and detached from the top of the body. The change in the shape of the body can also be determined by a sensor that provides a signal to, for example, a controller 12, an intermediate system, a diagnostic device, and the like.The determination that indicator 210 is in the second 248 (or contaminated) state can trigger one or more automatic or semi-automatic operations. Such operations may include, for example, a notification, a warning, mitigation measures, and the like.

[0041] In the Fig. 5A - Fig. 5B and Fig. 6A - Fig. In the embodiments illustrated in Figure 6B, the diesel exhaust fluid contamination indicator 210 can comprise a first part 256 and a second part 258, which can be elongated elements connected to each other via a deformable joint 260. The first state 246 consists in the first part 256 being folded onto the second part 258, thereby bending the joint 260 to store energy for the reaction force. The first and second parts 256, 258 can be joined at corresponding distal ends 262, 264 by adhesive pieces 250. The body 252 can be arranged in the second state 248 after the adhesive piece 250 has dissolved and / or softened sufficiently, thereby enabling the reaction force to at least partially straighten the joint 260 and change the relative orientation of the first part 256 and the second part 258.In this way, the display 210 can change its appearance, which can trigger various processes, such as those discussed herein. The display 210 can also change its shape or configuration in such a way that the first or second part interferes with an action that could otherwise be performed by the owner, technician, or the like. For example, if in the second state 248 the display interferes with the reinsertion of the tank cap 236 into the opening 206 of the DEF or with the insertion of the nozzle into the neck 234 of the DEF storage tank 204.

[0042] The in Fig. 5A - Fig. The embodiment shown in Figure 5B shows the display 210 oriented essentially transversely to a central axis 266 of the neck 234. The Fig. 5A - Fig. In embodiments shown in Figure 5B, the display 210 is shown essentially parallel to the central axis 266.

[0043] Fig. Figure 5B illustrates the case where, in its second configuration, the reactive device can position a movable section, in which case the second part 258 extends at least partially over the opening, i.e., extends at least partially over the entry area, where, for example, a refill nozzle is at least partially obstructed when inserted into the opening. In this way, the indicator 210 can serve to provide a visual and / or tactile and / or practical indication and / or notification that the DEF is contaminated.

[0044] Fig. 6A - Fig. Figure 6B illustrates the case where the body of the display 210 is oriented essentially parallel to a central axis of the inlet area of ​​the DEF storage tank. Fig.Figure 6B illustrates the indicator 210 in its second configuration, in which a movable section can be positioned. In this case, the second part 258 extends out through an opening in the neck 234. In this way, the second part can act as an obstacle to the reattachment of the DEF storage tank cap 236. This can serve as an essentially immediate notification to the individual who introduced the contamination that the DEF is contaminated. In this way, the DEF indicator can also serve as a warning mechanism that something is wrong and that the engine should not be started and / or that a trained engine technician should be called. One embodiment can couple the proper reattachment of the tank cap 236 with the restarting of the engine 10, which may involve the engine control unit 12.

[0045] Various embodiments can provide a method for equipping a diesel exhaust fluid (DEF) storage tank for the detection of contamination. The method may involve, in a first state, placing an indicator that reacts to contamination in an inlet area of ​​the DEF storage tank. The method may also involve allowing a first user or operator to fill a liquid into the DEF storage tank. Then, possibly but not necessarily, at a relatively later time, allowing the first user or operator, or a second user or operator, to visually inspect the indicator. The indicator can be inspected by removing the tank lid 236 of the DEF storage tank 204 and looking into the neck of the tank. This can be done manually, automatically, or semi-automatically. The operator can be a machine, a robot, or the like.A human inspector may use a light source and / or a measuring device, camera, or the like. After inspection, the operator may conclude that either: no contamination of the liquid in the DEF storage tank has occurred if the indicator is in the first state, or that contamination of the liquid in the DEF storage tank has occurred if the indicator is instead in the second state.

[0046] The conclusion or the results of the conclusion can be made by one or more mechanized operations determined and / or controlled by a computer-controlled algorithm and / or one or more sensors. In some cases, a handheld or otherwise positioned light-measuring or image-recognition device with a light source can automatically or semi-automatically determine the state of the display.

[0047] Several other embodiments can provide a method for determining the purity state of a diesel exhaust fluid (DEF) in a DEF storage tank. The method may involve removing a storage tank cap from a neck of the storage tank and then visually inspecting a reactive hydrocarbon indicator located in the inlet area on the inside of the neck. The method may also involve determining whether the indicator is in a first state or a second state, the second state being an indication of exposure to a hydrocarbon. In some cases, the removal and visual inspection are included in a diesel engine repair and / or maintenance procedure.The repair and / or maintenance process may be automatic or semi-automatic; and may or may not involve one or more mechanized actions determined and / or controlled by a computer-controlled algorithm.

[0048] A person skilled in the art will recognize that although the present disclosure has been described by way of example with reference to one or more embodiments, it is not limited to the disclosed embodiments and that one or more modifications of the disclosed embodiments or alternative embodiments could not be constructed without deviating from the scope of the present disclosure.

[0049] Accordingly, it is understood that the configurations and methods disclosed herein are exemplary in nature and that these specific embodiments are not to be interpreted in a limiting sense, as numerous variations are possible. For example, the aforementioned technology can be applied to V-6, I-4, I-6, V-12, 4-cylinder boxer, and other types of internal combustion engines. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0050] The following claims, in particular, describe certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element, "a first" element, or the equivalent thereof. Such claims are to be understood as including one or more such elements and neither requiring nor excluding two or more such elements. Further combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application. Such claims, regardless of whether they have a broader, narrower, the same, or different scope compared with the original claims, are also considered to be included in the subject matter of the present disclosure.

Images