Exhaust aftertreatment diversion system and procedures

Abstract

A method for protecting an exhaust aftertreatment system (20, 220) of an internal combustion engine (10) from deterioration by selectively diverting exhaust gases from the internal combustion engine away from a selective catalytic reduction component (22) of an exhaust aftertreatment device (20) of the exhaust aftertreatment system, comprising: determining a chemical composition of the fuel used by the internal combustion engine (10), and determining whether the chemical composition includes chemicals that degrade the component (22), moving a valve (20, 120, 320, 520) located upstream of the component into a first position to close a bypass fluid path, thereby diverting exhaust gases to the component if the determined chemical composition does not include chemicals that degrade the component (22), and moving the valve into a second position to open the bypass fluid path, diverting exhaust gases around the component.if the specific chemical composition includes chemicals that degrade the component (22).

Description

AREA

[0001] This disclosure generally concerns exhaust aftertreatment systems for internal combustion engines, and in particular a diversion system and procedure for protecting exhaust aftertreatment equipment from harmful environmental or operating conditions. BACKGROUND

[0002] Exhaust aftertreatment systems include components used to process exhaust gases produced by an internal combustion engine in order to reduce harmful emissions. Some aftertreatment system components, such as diesel oxidation catalysts (DOCs) and selective catalytic reduction (SCR) catalysts, use catalytic materials to chemically convert potentially harmful exhaust emissions into less harmful emission products. Such catalyst-based exhaust aftertreatment systems are desirable because of their ability to efficiently control emissions. Unfortunately, some catalyst-based exhaust aftertreatment systems are also susceptible to damage from adverse operating and environmental conditions.

[0003] Many components, for example, have an acceptable operating temperature range. Exceeding the upper limit of this range can lead to the release of undesirable oxides, such as pentoxide from a vanadium-based catalyst. Conversely, operation at temperatures below the lower limit of the temperature range can result in unburned hydrocarbons remaining in or being absorbed by the catalyst. Significant amounts of unburned hydrocarbons can become flammable and, due to uncontrolled thermal processes, pose a threat to aftertreatment hardware and the environment.

[0004] Another potential hazard for catalyst-based exhaust aftertreatment systems is the use of fuel with a high sulfur content. Many of the catalysts used in exhaust aftertreatment systems employ catalytic materials that can oxidize sulfur.

[0005] Therefore, fuels with a higher sulfur content can overload and deactivate a catalyst configured to oxidize other emission components due to sulfur poisoning.

[0006] Engine failure poses another risk to components of exhaust aftertreatment systems. For example, a bearing seal failure could leak oil into the exhaust system, potentially damaging the components of an exhaust aftertreatment system. SUMMARY

[0007] The subject matter of this application was developed in response to the current state of the art and, in particular, to the problems and needs in exhaust aftertreatment technology that are not yet fully solved by currently available exhaust aftertreatment systems. For example, the inventors of the subject matter of this application recognized that, given the high cost of exhaust aftertreatment systems, it would be advantageous to have a bypass system that would protect the aftertreatment components from operational and environmental hazards that could damage them. Furthermore, the inventors of the subject matter of this application recognized that a control system and a methodology for bypassing one or more components of an exhaust aftertreatment system would extend the service life of the components when they are threatened by operational or environmental hazards.

[0008] Accordingly, the subject matter of this application, in one embodiment, is designed to provide a method for protecting an internal combustion engine's exhaust aftertreatment system from deterioration by selectively diverting exhaust gases from the engine away from a component of the exhaust aftertreatment system. The method includes assessing an operating state associated with the physical condition of the internal combustion engine component. This operating state is compared to a threshold that corresponds to a deterioration of the component's physical condition. A valve upstream of the component is moved to a first position to open a bypass fluid path that directs exhaust gases around the component when the operating state meets the threshold for reducing component deterioration.The valve is moved into a second position to close the bypass fluid path, thereby directing exhaust gases to the component when the operating state does not meet the threshold.

[0009] In one implementation of the procedure, the assessment of the operating status includes the assessment of the exhaust gas temperature and the comparison of the temperature with a lower temperature threshold below which the exhaust gases contain a predetermined proportion of unburned hydrocarbons.

[0010] In a further implementation, the assessment of the operating status includes the assessment of the exhaust gas temperature and the comparison of the temperature with an upper temperature threshold above which the component deteriorates and produces harmful byproducts such as pentoxides.

[0011] In a further implementation of the procedure, the assessment of the operational status includes the assessment of a geographical location of the internal combustion engine, and the comparison of the geographical location with a threshold includes the comparison of the geographical location of the internal combustion engine with geographical locations that do not require emission controls for internal combustion engines.

[0012] In yet another implementation of the procedure, the assessment of the operating status includes the assessment of the chemical composition of the fuel used by the internal combustion engine, and the comparison of the fuel composition with a threshold value includes a comparison of the fuel composition with chemicals that degrade the component, such as sulfur.

[0013] The step of moving the valve to the first position based on the threshold comparison can also be overridden by the user by manually moving the valve to the second position to close the first fluid path and open the second fluid path to bypass the exhaust aftertreatment device.

[0014] Furthermore, according to another embodiment, the subject matter of this application is designed to include a device for bypassing an exhaust aftertreatment system of an internal combustion engine in order to protect a selective catalytic reduction (SCR) component of the exhaust aftertreatment system from deterioration. The device includes a flow control valve that can be operated to open and close a bypass fluid path, wherein exhaust gases from the engine bypass the exhaust aftertreatment system when the valve is in the open position, and the exhaust gases flow through the exhaust aftertreatment system when the valve is in the closed position. A scanning module detects an operating state of the internal combustion engine that is associated with a physical state of the SCR component. A comparison module compares the operating state with a threshold value that corresponds to a deterioration of the physical state of the SCR component.A control module operates the flow control valve to open the bypass fluid path when the operating state does not meet the threshold, and to close the bypass fluid path when the operating state meets the threshold.

[0015] In one implementation of the device, an operator interface is connected to the control module. The operator interface is configured to accept user input to override the control module's control of the flow control valve and to manually open the valve to the bypass fluid path in order to bypass the exhaust aftertreatment device.

[0016] In one embodiment of an internal combustion engine, the engine includes an exhaust aftertreatment system that incorporates an SCR component in exhaust gas reception communication with the engine. A bypass system is operationally connected to the exhaust aftertreatment system and bypasses the SCR component when an operating condition of the internal combustion engine is detected that corresponds to a deterioration of the physical condition of the SCR component.

[0017] In one implementation, the bypass system includes a flow control valve that can be operated to open and close a bypass fluid path. Exhaust gases from the engine bypass the exhaust aftertreatment device when the valve is in the open position, and the exhaust gases flow through the exhaust aftertreatment device when the valve is in the closed position. The bypass system also includes a control unit that determines whether the flow control valve to the bypass fluid path is open by sensing the operating state of the combustion engine, which is associated with the physical state of the SCR component. The control unit compares the sensing of the operating state with a threshold value that corresponds to a deterioration in the physical state of the SCR component.

[0018] The described features, structures, advantages, and / or properties of the subject matter of this disclosure can be combined in any suitable way in one or more embodiments and / or implementations. Numerous specific details are given in the following description to provide a thorough understanding of the embodiments of the subject matter of this application. It will be obvious to a person skilled in the art that the subject matter of this application can be practiced without one or more specific features, details, components, materials, and / or methods of a particular embodiment or implementation. In other cases, additional features and advantages may be apparent in certain embodiments and / or implementations that are not present in all embodiments or implementations.Furthermore, in some cases known structures, materials, or operations are not shown or described in detail to prevent aspects of the subject matter of this disclosure from being obscured. The features and advantages of the subject matter of this application will become further clear from the following description and the attached claims, or can be ascertained by practicing the subject matter described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] To make the advantages of the subject matter more readily apparent, a more detailed description of the subject matter briefly described above is given with reference to specific embodiments illustrated in the attached drawings. Recognizing that these drawings only show typical embodiments of the subject matter and therefore should not be considered as limiting its scope, the subject matter is described and explained with greater specificity and detail; this is done using the drawings in which:

[0020] Fig. 1 A schematic representation of an internal combustion engine according to one of the embodiments of this invention, shown with an exhaust aftertreatment bypass system coupled to an exhaust system of the engine;

[0021] Fig. 2 a schematic representation of an exhaust aftertreatment bypass system according to one embodiment of this invention, shown with a flow control valve that directs the flow into a first fluid path;

[0022] Fig. 3 a schematic representation of the bypass system made up of Fig. 1 is shown with a flow control valve that directs the flow into a second fluid path;

[0023] Fig. 4 a schematic block diagram of a control unit of the engine system of Fig. 1 according to a representative embodiment;

[0024] Fig. 5 a schematic representation of an exhaust aftertreatment bypass system according to a further embodiment, shown with a flow control valve that directs the flow into a first fluid path;

[0025] Fig. 6 a schematic representation of the bypass system made up of Fig. 3 is shown with a flow control valve that directs the flow into a second fluid path;

[0026] Fig. 7 a schematic representation of an exhaust aftertreatment bypass system according to a further embodiment, shown with a flow control valve that directs the flow into a first fluid path;

[0027] Fig. 8 a schematic representation of the bypass device made of Fig. Figure 5 shows a flow control valve that directs the flow into a second fluid path, and

[0028] Fig. 9 a flowchart of a method for protecting an exhaust aftertreatment device of an internal combustion engine system which uses a bypass device according to a further embodiment of this application. DETAILED DESCRIPTION

[0029] Throughout this specification, reference to “an embodiment” or similar phrases means that a specific feature, structure, or property described in connection with the embodiment is included in at least one embodiment of this disclosure. The phrases “in an embodiment” or similar phrases may, but need not, all refer to the same embodiment throughout this specification. Similarly, the use of the term “implementation” means an implementation that has a specific feature, structure, or property described in connection with one or more embodiments of this disclosure; however, an implementation may be associated with one or more embodiments unless expressly excluded.

[0030] With reference to Fig. 1. According to one embodiment, an internal combustion engine is used. 10shown with a bypass system 100 , which is operationally equipped with an exhaust aftertreatment system 20 is associated with an exhaust gas-receiving communication with an exhaust manifold. 12 of the combustion engine. Bypass system 100 is configured to be an exhaust aftertreatment component 22 protects against potentially harmful operating and environmental conditions.

[0031] Generally, a bypass system 100 part of the exhaust aftertreatment system 20 which aims to reduce harmful emissions from combustion engines 10 is configured for the generated exhaust gases. Exhaust aftertreatment system 20 includes one or more component(s) (e.g. exhaust aftertreatment component) 22 ) a component that is configured to treat exhaust gas in a specific way. Exhaust aftertreatment component 20 It also closes a main exhaust pipe 24a system that delivers exhaust gases to one or more components before treatment and directs exhaust gases away from one or more components after treatment. Accordingly, the main exhaust gas line includes 24 a preceding section 26 (i.e., before the components) and a downstream section 28 (i.e., according to the components).

[0032] The components 22 Exhaust gas treatment systems include a catalyst-based treatment device with a finite lifespan. This device relies on a catalytic chemical reaction with the exhaust gases to remove unwanted emissions. The more exhaust gases are absorbed by the component, the more effective the treatment becomes. 22 The greater the impact of exhaust gases, the more the component deteriorates, and the shorter its lifespan. For this reason, it is desirable to minimize the impact of exhaust gases on the catalytic converter component. 22to control in order to maximize the component's service life. In the embodiments described here, the component can 22 have a selective catalytic reduction (SCR) device, an SCR-coated filter, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF) with a selective catalytic reduction device, and similar devices.

[0033] To the component 22 To protect against unnecessary exposure to exhaust fumes, the bypass system includes 100 therefore a bypass line 110 with an entrance 112 one that can be fluidly coupled to the upstream section 26 from main exhaust pipe 24 is and an outlet 114 , which can be fluidly coupled to the downstream section 28 the main exhaust pipe. The bypass system 100 It also closes a flow control valve. 120 one that diverts the exhaust gas flow via a bypass pipe 110exhaust aftertreatment component 22 can be operated around it.

[0034] With reference to Fig. 2 and Fig. 3: Here the bypass system 100 shown with the flow control valve 120 , which in the preceding section 26 from main exhaust pipe 24 near the entrance 112 to the bypass line 110 is arranged. The flow control valve 120 It can be operated between at least one first and one second position. As in Fig. Shown in section 2, the flow control valve is defined 120 in the first position (i.e., the closed position) a first fluid path that extends from the upstream section 26 from main exhaust pipe 24 through the flow control valve 120 and into the post-treatment component 22 extends. In other words, the flow control valve couples 120 In the closed position, the upstream section is flow-wise26 from main exhaust pipe 24 with post-treatment component 22 in such a way that the exhaust gases – by directional arrow 32 displayed – from the preceding section 26 into the post-treatment component 22 flow.

[0035] In contrast, it blocks, as in Fig. 3 shown, the flow control valve 120 in the second position (i.e., open position) at least partially the first fluid path 32 to the post-treatment component 22 and defines a second fluid path that extends from the upstream section 26 from main exhaust pipe 24 through flow control valve 120 to post-treatment component 22 around and into the downstream section 28 the main exhaust pipe. In other words, the flow control valve 120 In the open position, it fluidly connects the upstream section. 26 with the downstream section28 bypassing component 22 in such a way that exhaust gases – through directional arrow 34 designated – from the upstream section 26 directly to the downstream section 28 flow. Although not shown, the downstream section can 28 the main exhaust pipe is coupled to an exhaust pipe of the aftertreatment system.

[0036] The flow control valve 120 can a gate valve 122 , a ball valve, a check valve, a lift valve, a throttle valve, or a similar type of valve configured to direct the flow of gas-based fluids as known in the prior art. Additionally, a flow control valve may be 120 an actuator 124 have an actuator that can move the valve between the first and second positions. 124 can obtain energy from an electronic, pneumatic, or vacuum source.

[0037] A control unit 130 can be designed to be a diagnostic on-board system 150 or OBD 150 to provide a performance status. The OBD 150 can give the status to a user – such as the driver of the vehicle, in the engine system 10 is included ( Fig. 1) – communicate, e.g. by means of a light or LED, an acoustic signal or alarm, an analog display instrument, a digital display or similar. In the Fig. 2 and Fig. In the embodiment shown in 3, the control unit is located 130 in electronic communication with the flow control valve 120 , to control the movement of the flow control valve 120 to control between the first position and the second position.

[0038] With reference to Fig. 4: the control unit 130 It can include various modules for controlling the operation of exhaust aftertreatment systems. 20 include. For example, the control unit130 one or more modules for controlling the operation of the bypass system 100 include. As in Fig. 2 and Fig. 3 executed, the control unit closes 130 a scanning module 132 , a comparison module 134 and a control module 136 one. The control module 136 can disrupt the normal operation of the bypass system 100 and especially the flow control valve 120 control by the control module issuing a command to move the valve either to the first position (e.g. closed position) 138 or the second position 140 to move (e.g., to an open position).

[0039] The scanning module 132 can set an operating state of the combustion engine and the aftertreatment component at desired times. 22 scanning, which is associated with a physical state of the component 22 is associated. The scanning module can be a physical sensor. 52 ( Fig. 2 and Fig. 3) such as a thermocouple, a virtual sensor, and similar devices. The scanning module 132 sends data regarding the sampled state to the comparison module for analysis. 134 .

[0040] The comparison module 134 can include a processor with logic circuitry and instructions for comparing data from the sampling module 132 include a threshold value from the sampled state. If the data from the sampling module 132 The comparison module informs you that the threshold is exceeded. 134 the control module 136 , which instructions 140 to the bypass system 100 sends the valve 120 to move to the second position, in order to use the post-treatment component 122 to circumvent this. If the data from the sampling module 132 The comparison module informs you that the threshold value is met. 134 the control module 136 , which instructions 138 to the bypass system100 sends the valve 120 to move to the first position in order to pass the exhaust gases through the aftertreatment component 22 to let it flow.

[0041] The control unit 130 Its various modular components can include processor, memory, and interface modules, which can be fabricated from semiconductor gates on one or more semiconductor substrates. Each semiconductor substrate can be bundled into one or more support conductors mounted on bus circuit boards. Connections between the modules can be made by semiconductor metal layers, substrate wiring, or bus circuit board traces or wires to connect the semiconductor devices.

[0042] Although with reference to Fig. 4 not explicitly illustrated and described, the control unit 130 Additional modules for performing other control system functions may be included. For example, the control unit may contain a computer module.142 and a reporting module 144 Include the reporting module. 144 can determine the performance status of the various modules in the control unit 130 via an output device 146 report to a user.

[0043] Additionally, the scanning module can 132 Data from multiple sources such as additional sensors 148 received, which scan other operating states of the combustion engine that have a deteriorating effect on the aftertreatment component 122 They may have. For example, the additional sensors 148 to scan an upper temperature of the exhaust gases, a lower temperature of the exhaust gases, a sulfur content of fuel and exhaust gases, and a GPS location of the engine during operation, as described below.

[0044] Although not shown in the figures, other sensors distributed throughout the engine (e.g., OBDII sensors) can be used to detect engine performance problems that may affect the SCR system, such as a bearing seal failure that leaks engine oil into the exhaust system and aftertreatment system. In such cases, the ECU can receive data from the engine sensors and divert the exhaust flow to the bypass path to prevent damage to the catalytic converter due to engine performance issues.

[0045] Drawing on Fig. 4 it becomes clear that, since the exhaust gases pass through the exhaust gas treatment device 20 flowing and being treated by it, the physical properties of the exhaust gases have a deteriorating effect on the aftertreatment component 22These factors can shorten the service life of the aftertreatment component. In catalyst-based exhaust aftertreatment systems such as SCR systems and SCR-coated filters, the exhaust gas temperature can lead to undesirable and even dangerous operating conditions for the SCR. If the exhaust gas temperature is too high, the catalyst in the SCR system can produce undesirable oxides, such as pentoxides from a vanadium-based catalyst, which are generated in unacceptable proportions at temperatures of approximately 550°C. If the temperature exceeds an even higher threshold, a vanadium-based catalyst can become ineffective. Other materials used as catalysts in SCR systems, as known in the prior art, can also degrade, produce harmful byproducts, or become ineffective at relatively high temperatures.

[0046] Therefore, the control unit closes 132a (real or virtual) sensor 52 one that samples the upper temperature of the exhaust gases and a sampling module 132 , which receives the sensor data. Sampling module 132 sends the sampled temperature data to the comparison module 134 , where the data are compared with a high temperature threshold. In one aspect, the high temperature threshold is set to a temperature below the one (e.g., 550°C) at which harmful byproducts such as pentoxides are produced in unacceptable proportions. In another aspect, the high temperature threshold is set to a temperature below the one at which the catalyst becomes ineffective due to overheating. The comparison module 134 sends the comparison results to the control module 136 , to control the flow control valve 120 to move into the second position in order to activate the exhaust aftertreatment device 20to circumvent if the temperature exceeds the high temperature threshold, thereby requiring post-treatment of the component 22 is protected from the unwanted generation of harmful byproducts such as pentoxides or heat damage, which can render the catalyst ineffective.

[0047] On the other hand, if the exhaust gas temperatures are too low, the exhaust gases can contain an unacceptably high amount of unburned hydrocarbons. Large quantities of unburned hydrocarbons can overload the catalytic converter, causing the remaining unburned hydrocarbons to enter the exhaust aftertreatment system. 20 Unburned hydrocarbons affect the efficiency of the catalyst and can cause an undesirable thermal event if enough accumulate in the exhaust aftertreatment system. 20accumulate. Therefore, a high proportion of unburned hydrocarbons in the exhaust gases can lead to a high adsorption rate of unburned hydrocarbons in the exhaust aftertreatment system. 20 The generation rate of unburned hydrocarbons can be – but does not have to be – equal to or proportional to the adsorption rate for unburned hydrocarbons at the device. Accordingly, in some reactions, the measured or estimated accumulation or adsorption rate of unburned hydrocarbons at the device may differ. 20 relative to a threshold value, another factor that controls the exhaust bypass valve may be involved.

[0048] According to this, the control unit 130 a virtual or physical sensor 52To detect a low exhaust gas temperature, which would indicate the presence of unburned hydrocarbons, the control unit includes a virtual or physical sensor that scans for both low temperatures and unburned hydrocarbons, or a virtual or physical sensor that determines the accumulation or adsorption rate of unburned hydrocarbons on a catalyst or other aftertreatment device. The control unit also includes a scanning module. 132 one that receives the data from the sensor. The scanning module 132 sends the sampled data on temperature or unburned hydrocarbons to the comparison module. 134, where the data are compared with a low temperature threshold or a threshold for unburned hydrocarbons. In one aspect, the low temperature is set to the temperature at which hydrocarbons are known to accumulate in the exhaust aftertreatment devices at an unacceptable rate. In another aspect, the proportion of unburned hydrocarbons is set to a level at which hydrocarbons are known to begin to impair the catalytic material in the SCR. The comparison module 134 sends the comparison results to the control module 136 , to control the flow control valve 120 to move into the second position in order to activate the exhaust aftertreatment device 20to bypass this if the temperature drops below the lower temperature threshold or the proportion of unburned hydrocarbons exceeds the threshold for unburned hydrocarbons, thus protecting the after-treatment component. 22 to prevent an unwanted accumulation of unburned hydrocarbons.

[0049] Another physical property of the exhaust gases that has a deteriorating effect on the exhaust aftertreatment component 22 One possible cause is the presence of sulfur in the exhaust gases. Some petroleum-based fuels have a high sulfur content. Unfortunately, exhaust gases from fuels with high sulfur content also contain a lot of sulfur. Sulfur is also oxidized by exhaust aftertreatment systems that rely on catalytic converters and can overload the converter, causing "sulfur poisoning" and rendering it ineffective.

[0050] Therefore, the control unit closes 130 a sensor 148 one that scans the sulfur content of the exhaust gases or the fuel, and a scanning module 132 , which receives the sensor data. The scanning module 132 sends the sampled data on sulfur content to the comparison module 134 , where the data are compared with a sulfur content threshold. The comparison module 134 sends the comparison results to the control module 136 , to control the flow control valve 120 to move into the second position in order to activate the exhaust aftertreatment device 20 to circumvent if the sulfur content is above the sulfur content threshold, thereby requiring a post-treatment component 22 is protected from an unwanted accumulation of sulfur in the post-treatment device.

[0051] Another operating parameter that has a deteriorating effect on the exhaust aftertreatment component 22One possible benefit is the operation of the exhaust aftertreatment system when emissions control is not required. For example, some parts of the world have no emissions regulations, and the option of using an exhaust aftertreatment system exists. 20 Avoiding travel in these areas can extend the lifespan of the aftercare device.

[0052] Therefore, the control unit 130 a sensor 148 a device that scans the geographic location of the combustion engine from a GPS (Global Positioning System). The scanning module 132 sends the GPS data to the comparison module 134 , where the data is compared to a GPS threshold. The comparison module 134 sends the comparison results to the control module 136 , to control the flow control valve 120 to move. If the GPS location is found within a geographical area that mandates exhaust emission control, then the control module sends 136a signal to the actuator 124 , to control the flow control valve 120 to move into the first position or to hold it there, which creates the first fluid path 32 opens, which directs the current directly through the post-treatment device 20 If the GPS location is in a geographical area that does not require emissions control, then the control module sends a signal. 136 a signal to control the current valve 120 to move into the second position, which directs the flow to the second fluid path, which powers the exhaust aftertreatment device 20 avoids.

[0053] The flow control valve 120 can also be opened and closed manually, which means the control unit 130 is overridden. In an implementation, the actuator can 124 The flow control valve can be adjusted manually to control the control unit. 130 to override and current control valve 120to move between the first position and the second position. In a further implementation, the control unit 130 Input data via a user interface 56 ( Fig. 2 and Fig. 3) received directly from a user. The user interface 56 This can be a physical interface, such as a keyboard, or a virtual interface, as known in the prior art. Through the user interface 56 Can the user access the control unit? 130 override and the control unit 130 instruct the current control valve 120 to move it into the first or second position as desired. In any case, the bypass system described herein looks like this. 100 a bypass 110 a front, which can be selectively opened or closed by the user to access the exhaust aftertreatment component 22 to protect it and preserve its lifespan.

[0054] With reference to Fig. 5 and Fig. 6: It's a workaround system, generally at 300 designated, according to a further embodiment for use in protecting an exhaust aftertreatment system 220 shown, which is in exhaust gas-receiving communication with an exhaust manifold of an internal combustion engine (not shown). The bypass system is similar in many respects to the one described above and in Fig. 1– Fig. 4 illustrated bypass systems 100 The bypass system 300 The exhaust aftertreatment component is configured 22 to protect against potentially harmful operating and environmental conditions.

[0055] The bypass system 300 forms part of the exhaust aftertreatment system 220 The exhaust aftertreatment system 220 includes one or more components (e.g., the exhaust aftertreatment component) 22), which are configured to treat the exhaust gases in a specific way. The components 22 , which treat exhaust gases, include a catalyst-based treatment device, such as a selective catalytic reduction (SCR) device, an SCR-coated filter and similar devices, which have a finite lifespan and are based on a catalytic chemical reaction with exhaust gases, which removes unwanted emissions from the exhaust gases.

[0056] Accordingly, the bypass system closes 300 to protect the component 22 a housing to protect against unnecessary exposure to exhaust fumes 302 with an entrance 304 and an outlet 306 one. The post-treatment component 22 is inside the case 302 arranged and configured to receive exhaust gases from the outlet 304 and for directing treated gases to the outlet 306 .

[0057] A partition wall 308is inside the case 302 arranged and divides the housing into an inlet side 310 and an outlet side 312 The partition wall 308 limits the flow from the inlet side 310 to the outlet side 312 , so that the flow of exhaust gas through the aftertreatment component 22 and to outlet 306 flows.

[0058] A flow control valve 320 is inside the case 302 near the entrance 304 before the post-treatment component 22 arranged. The flow control valve 320 It can be operated between at least one first and one second position. As in Fig. As shown in Figure 5, in the first position (e.g., closed position), the flow control valve defines a first fluid path that extends from the inlet through the flow control valve. 320 and into the post-treatment component 22 extends. In other words, when the flow control valve 320When in the closed position, exhaust gases flow – through the direction arrow. 332 indicated – by valve 320 to the entrance side 310 of the case 302 and into the post-treatment component 22 .

[0059] In contrast, it blocks, as in Fig. 6 shown, the flow control valve 320 in the second position (i.e., open position) at least partially the first fluid path 332 to the post-treatment component 22 and defines a second fluid path extending from the inlet side 304 of case 302 to post-treatment component 22 around and into the outlet side 306 of case 302 extends. In other words, the flow control valve 320 In the open position, it fluidly connects the inlet side. 306 of case 302 with the outlet side 306 of case 302 bypassing component 22in such a way that exhaust gases – through directional arrow 334 designated – by housing 302 flow without passing through the post-treatment component 22 to flow.

[0060] The bypass system 300 This also includes a section described above and in detail in Fig. 4 control unit shown 130 one. The control unit 130 is electronically connected to the current control valve 320 coupled to control the movement of the flow control valve 320 to control between the first position and the second position. In the Fig. 5 and Fig. In the embodiment shown in 6, the control unit sends a signal to the actuator. 124 , to control the flow control valve 320 to move it into the desired position.

[0061] With reference to Fig. 7 and Fig. 8: A bypass system will be used, generally at 500designated, according to a further embodiment for use in protecting an exhaust aftertreatment system 220 shown, which is in exhaust gas-receiving communication with an exhaust manifold of an internal combustion engine (not shown). The bypass system is similar in many respects to those described above and in Fig. 1– Fig. 6 illustrated bypass systems 100 and 300 The bypass system 500 The exhaust aftertreatment component is configured 22 to protect against potentially harmful operating and environmental conditions.

[0062] The bypass system 500 forms part of the exhaust aftertreatment system 220 The exhaust aftertreatment system 220 includes one or more components (e.g., the exhaust aftertreatment component) 22 ), which are configured to treat the exhaust gases in a specific way. The components 22, which treat exhaust gases, include a catalyst-based treatment device, such as a selective catalytic reduction (SCR) device, an SCR-coated filter and similar devices, which have a finite lifespan and are based on a catalytic chemical reaction with exhaust gases, which removes unwanted emissions from the exhaust gases.

[0063] Accordingly, the bypass system closes 500 to protect the component 22 a housing to protect against unnecessary exposure to exhaust fumes 502 with an entrance 504 , a bypass outlet 506 and a post-treatment outlet 508 one. The post-treatment component 22 is inside the case 502 arranged and for receiving exhaust gases from the outlet 504 and for conveying treated gases to the post-treatment outlet 508 configured.

[0064] A partition wall 510 is inside the case502 arranged and divides the housing into an inlet side 512 and an outlet side 514 The partition wall 510 limits the flow from the inlet side 512 to the outlet side 514 so that the flow of exhaust gases through the aftertreatment component 22 to the post-treatment outlet 508 flows when the bypass outlet 506 through the flow control valve 520 is closed.

[0065] The flow control valve 520 is inside the case 502 near the bypass outlet 506 before the post-treatment component 22 arranged. The flow control valve 520 It can be operated between at least one first and one second position. As in Fig. As shown in section 7, the flow control valve closes. 520 in the first position (e.g., closed position) the bypass outlet 506 and defines a first fluid path extending from the inlet 504through the post-treatment component 22 to the post-treatment outlet 508 extends. In other words, flow when the flow control valve 520 In the closed position, exhaust gases – indicated by the directional arrow. 532 indicated – through into the inlet side of the housing and into the after-treatment component 22 .

[0066] In contrast, as in Fig. 8 shown, the flow control valve 520 in the second position (e.g. open position) a bypass exhaust pipe 550 , which after post-treatment component 22 is arranged and defines a second fluid path extending from the inlet side. 512 of case 502 on post-treatment component 22 past through the flow control valve 520 and into the bypass exhaust pipe 550 extends. In other words, the flow control valve 520 In the open position, it fluidly connects the inlet side.512 of case 502 with the bypass exhaust pipe 550 so that exhaust gases – through the directional arrow 534 displayed – through casing 302 flow without passing through a post-treatment component 22 to flow.

[0067] While the post-treatment component 22 through the flow control valve 520 The exhaust back pressure from the aftertreatment component is not closed when the flow control valve is in the second position. 22 in the bypass exhaust pipe 550 higher than in the post-treatment component 22 Therefore, exhaust gases tend to pass through the flow control valve. 550 and into the bypass exhaust pipe 550 to flow instead of into the post-treatment component 22 , since the bypass exhaust pipe 550 The second fluid path offers the least resistance to the exhaust gases. Therefore, it effectively bypasses the aftertreatment component. 22 , when the flow control valve520 is in the second position.

[0068] The bypass system 500 This also includes what was described above and in Fig. 4 control units shown 130 one. The control unit 130 is electronically connected to the current control valve 520 coupled to control the movement of the flow control valve 520 to control between the first position and the second position. In the Fig. 7 and Fig. In the embodiment shown in section 8, the control unit sends 130 a signal to the actuator 124 , to control the flow control valve 520 to move it into the desired position.

[0069] With reference to Fig. 9: A method for protecting an exhaust aftertreatment system of an internal combustion engine is described, generally in 700 shown, according to a further embodiment of the present invention. The method for protecting the exhaust aftertreatment system 700It selectively diverts exhaust gases from the engine away from an aftertreatment component, such as a selective catalytic reduction (SCR) device, which is susceptible to deterioration due to harmful operating and environmental conditions that can occur in an internal combustion engine. The method includes assessing the status of an operating condition associated with the physical condition of the internal combustion engine's aftertreatment component, as in 702 The operating status is compared to a threshold value that indicates a deterioration in the physical condition of the post-treatment component, as in the case of... 704As shown, if the operating condition exceeds the threshold such that a deterioration of the physical condition of the aftertreatment component may occur, then a valve upstream of the aftertreatment component is moved to a first position to open a bypass fluid path that directs exhaust gases around the component to reduce deterioration of the component, as shown. 706 shown. If the operating condition does not exceed the threshold, the valve is moved to a second position to close the bypass fluid path, thereby directing exhaust gases to the aftertreatment component, as shown. 708 shown.

[0070] In one aspect, the operating state is the exhaust gas temperature, which is compared to a lower temperature threshold below which an unacceptable proportion of unburned hydrocarbons remains in the exhaust gases. In another aspect, the operating state is the flow rate of unburned hydrocarbons in the exhaust gases, which is compared to an upper threshold for an unacceptable proportion of unburned hydrocarbons in the exhaust gases. In yet another aspect, the operating state is the exhaust gas temperature above which the SCR component produces harmful byproducts, such as pentoxides in the case of a vanadium-based catalyst, or the component may become ineffective due to overheating in other ways.In yet another aspect, the operating condition refers to the chemical composition of the fuel used by the internal combustion engine, which is compared to an upper threshold for sulfur content, above which the sulfur degrades the aftertreatment component. In a further aspect, the operating condition refers to the geographical location of the internal combustion engine, which is compared to geographical locations where no emission control is mandated for internal combustion engines.

[0071] If the operating condition exceeds the threshold to such an extent that deterioration of the physical condition of the aftertreatment component may occur, a valve upstream of the aftertreatment component is moved to a first position to open a bypass fluid path that diverts exhaust gases around the component to reduce deterioration. If the operating condition does not exceed the threshold, the valve is moved to a second position to close the bypass fluid path, thereby directing exhaust gases to the aftertreatment component.

[0072] The step to move a valve to its first position involves receiving a signal from a control unit that instructs an actuator connected to the valve to move the valve to the first position. Similarly, the step to move the valve to its second position includes... 716Receiving a signal from the control unit, which instructs the actuator to move the valve to the second position.

[0073] The step of moving the valve to the first position based on the threshold comparison can be manually overridden by moving the valve to the second position to close the first fluid path and open the second fluid path to bypass the post-treatment device.

[0074] The description above may use terms such as "up," "down," "upper," "lower," "horizontal," "vertical," "left," "right," and similar terms. These terms are used where appropriate to provide clarity when describing relative relationships. However, these terms do not imply absolute relationships, positions, and / or directions. For example, with regard to an object, an "upper" surface can easily become a "lower" surface by simply turning the object upside down. It is still the same object.

[0075] Furthermore, examples in this specification where one element is "coupled" to another can include direct and indirect coupling. Direct coupling can be defined as one element being coupled to another and having some contact with it. Indirect coupling can be defined as the coupling of two elements that do not have direct contact with each other, but rather one or more elements between the coupled elements. Furthermore, as used herein, attaching one element to another can include both direct and indirect attachment. Also, as used herein, "near" does not necessarily mean contact. For example, one element can be near another without having contact with it.

[0076] Throughout this specification, references to features, benefits, or similar terms do not imply that all features and benefits that can be realized with the subject matter of this disclosure must be, or are, contained in a single embodiment or implementation of the subject matter. Instead, terms referring to features and benefits are intended to mean that a specific feature, benefit, or characteristic described in connection with an embodiment is included in at least one embodiment of this disclosure. Discussions of features, benefits, and similar terms may—but need not—refer to the same embodiment or implementation throughout this specification.

[0077] This object can be implemented in other specific forms that differ from its spirit or essential characteristics. The described embodiments are to be understood in every respect as illustrative only and not as limiting. The scope of the invention is therefore indicated more by the appended claims than by the above description. All modifications that fall within the meaning and equivalence of the claims are to be included within their scope.

Claims

[1] Method for protecting an exhaust aftertreatment system of an internal combustion engine from deterioration by selectively diverting engine exhaust gases away from a component of the exhaust aftertreatment system, comprising the following: Assessing the status of an operating condition associated with a physical condition of the internal combustion engine component, Comparing the operating state status with a threshold that corresponds to a deterioration of the component's physical condition, Moving a valve upstream of the component into a first position to open a bypass fluid path that diverts exhaust gases around the component when the operating state status corresponds to the threshold in order to reduce component deterioration, as well as Moving the valve to a second position to close the bypass fluid path, thereby directing exhaust gases to the component when the operating state status does not meet the threshold. [2] Method according to claim 1, wherein the operating condition includes a temperature of the exhaust gases and the threshold is a lower temperature limit below which the exhaust gases contain a predetermined proportion of unburned hydrocarbons. [3] Method according to claim 1, wherein the operating condition includes a temperature of the exhaust gases and the threshold is an upper temperature limit above which the component produces harmful by-products. [4] Method according to claim 1, wherein the operating state includes a geographical location of the internal combustion engine and the threshold includes geographical locations that do not require emission control for internal combustion engines. [5] Method according to claim 1, wherein the operating condition includes a chemical composition of the fuel used by the internal combustion engine and the threshold includes chemicals that degrade the component. [6] Method according to claim 5, wherein the chemicals that degrade the component include sulfur. [7] The method of claim 1, further comprising: overriding the step of moving the valve to the first position based on the threshold comparison by manually moving the valve to the second position to close the first fluid path and open the second fluid path to bypass the exhaust aftertreatment device. [8] Method according to claim 1, wherein the component is selected from the group consisting of: a selective catalytic reduction (SCR) component, an SCR-coated filter, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF) and a combination thereof. [9] Method for protecting an internal combustion engine exhaust aftertreatment system from deterioration by selectively diverting engine exhaust gases away from a selective catalytic reduction (SCR) component of the exhaust aftertreatment system, comprising: Assessing the status of an operating condition associated with a physical condition of the SCR component of the internal combustion engine, Comparing the operating state status with a threshold that corresponds to a deterioration of the physical condition of the SCR component, wherein the operating state and threshold include at least one of the following: i) a temperature of the exhaust gases, compared with a lower temperature threshold below which an unacceptable amount of unburned hydrocarbons remains in the exhaust gases, ii) a temperature of the exhaust gases, compared with an upper temperature threshold of the exhaust gases above which the SCR component produces harmful by-products, iii) Fuel composition, compared with an upper threshold of sulfur content above which sulfur degrades the SCR component, and iv) a geographical location of the internal combustion engine, compared with geographical locations that do not require emission control for internal combustion engines; Moving a valve upstream of the component into a first position to open a bypass fluid path that diverts exhaust gases around the component when the operating state status corresponds to the threshold in order to reduce the deterioration of the SCR component, as well as Moving the valve to a second position to close the bypass fluid path, thereby directing exhaust gases to the SCR component when the operating state status does not meet the threshold. [10] Device for bypassing an exhaust aftertreatment device of an internal combustion engine to protect a selective catalytic reduction (SCR) component of the exhaust aftertreatment system from deterioration, the device comprising: a flow control valve that can be operated to open and close a bypass fluid path in which exhaust gases from the engine bypass the exhaust aftertreatment device when the valve is in the open position and the exhaust gases flow through the exhaust aftertreatment device when the valve is in the closed position, a scanning module that scans an operating state of the combustion engine that is associated with a physical state of the SCR component, a comparison module that compares the operating state with a threshold value that corresponds to a deterioration of the physical condition of the SCR component, as well as a control module which operates the flow control valve to open the fluid path when the operating state does not correspond to the threshold and to close the fluid path when the operating state corresponds to the threshold. [11] Device according to claim 10, wherein the scanning module samples a temperature of the exhaust gases and the comparison module compares the temperature of the exhaust gases with a lower temperature threshold below which the exhaust gases contain an unacceptable proportion of unburned hydrocarbons. [12] Device according to claim 10, wherein the scanning module samples a temperature of the exhaust gases and the comparison module compares the temperature of the exhaust gases with an upper temperature threshold above which the SCR component produces harmful oxidation by-products. [13] Device according to claim 10, wherein the scanning module scans a geographical location of the internal combustion engine and the threshold includes geographical locations that do not require emission control for internal combustion engines. [14] Device according to claim 10, wherein the scanning module scans a chemical composition of the fuel used by the internal combustion engine and the threshold includes chemicals that degrade the component. [15] Device according to claim 14, wherein the chemicals that degrade the component include sulfur. [16] Device according to claim 10, further comprising: a user interface connected to the control module, which is configured to accept user input to override the control module control and manually open the valve to the bypass fluid path to the exhaust aftertreatment device. [17] Internal combustion engine system comprising: an internal combustion engine an exhaust aftertreatment system that includes a selective catalytic reduction (SCR) component in exhaust gas-receiving communication with the combustion engine, as well as an operational bypass system connected to the exhaust aftertreatment system, which is operable to bypass the SCR component when an operating condition of the internal combustion engine is detected that corresponds to a deterioration of a physical condition of the SCR component. [18] System according to claim 17, wherein the bypass system further comprises: a flow control valve that can be operated to open and close a bypass fluid path in which exhaust gases from the engine bypass the exhaust aftertreatment device when the valve is in the open position and the exhaust gases flow through the exhaust aftertreatment device when the valve is in the closed position, as well as a control unit that determines whether the flow control valve to the bypass fluid path is open by sensing the operating state of the combustion engine, which is associated with the physical state of the SCR component, and comparing the sensing of the operating state with a threshold value that corresponds to the deterioration of the physical state of the SCR component. [19] System according to claim 17, wherein the operating state and threshold include at least one of the following: a) a temperature of the exhaust gases, compared with a lower temperature threshold below which an unacceptable amount of unburned hydrocarbons remains in the exhaust gases, b) a temperature of the exhaust gases, compared to a higher temperature threshold above which the SCR component produces harmful byproducts, c) Fuel composition, compared to an upper threshold of sulfur content above which sulfur degrades the SCR component, as well as d) a geographical location of the internal combustion engine, compared with geographical locations that do not require emission control for internal combustion engines.