Gm Global Technolgoy Operations, Inc.

Giulio Binetti

Giuseppe Mazzara Bologna

Michael A Smith

Alberto Bemporad

Daniele Bernardini

Alessia Tuninetti

Alessandra Neri

Maria Camuglia

Daniela Meola

Technical solutions described herein include an emissions control system for treating exhaust gas in a motor vehicle including an internal combustion engine. The emissions control system includes a model-based controller to control reductant injections into the exhaust gas. Controlling the reductant injections includes determining an amount of NOx and an amount of NH3 at an outlet of the first SCR device, and at an outlet of the second SCR device. The controlling further includes computing an amount of reductants to inject to maintain a first predetermined ratio between the amount of NH3 and the amount of NOx at the outlet of the first SCR device and to maintain a second predetermined ratio between the amount of NH3 and the amount of NOx at the outlet of the second SCR device. Further, the controlling includes sending a command for receipt by the reductant injectors to inject the computed amount of reductants.

Selective catalytic reduction device control

Technical solutions are described for selective catalytic reduction diagnosis in an emissions control system or an exhaust system used for treating exhaust gas, such as in a motor vehicle including an internal combustion engine. An example emissions control system includes a selective catalytic reduction (SCR) device. The emissions control system further includes a controller that is performs SCR fault diagnosis. The SCR fault diagnosis includes computing a plurality of estimated NH3 storage capacity values (&#x398;) of an SCR catalyst of the SCR device. The diagnosis further includes determining a diagnostic parameter of the SCR device using the plurality of estimated NH3 storage capacity values.

Selective catalytic reduction fault detection

A method, control system, and vehicle system configured to control a selective catalyst reduction (SCR) system subtracts an amount of NOpresent in a tailpipe upstream of the SCR system from an amount of NOpresent in the tailpipe downstream of the SCR injector. A cumulative difference may be determined based on integrating the subtracted NOvalue. The method, control system, and vehicle system are configured to determine whether the cumulative difference exceeds a control threshold, and to set a selected upstream NOvalue as a predetermined model upstream NOamount if the cumulative difference exceeds the control threshold, but to set the selected upstream NOvalue as the determined upstream NOamount if the cumulative difference does not exceed the control threshold. Thus, the system is reset to the model when downstream NOvalues exceed upstream NOvalues above a threshold, to bring the system back within control.

Control reset and diagnostic to maintain tailpipe compliance

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Turin, Italy

Giulio Binetti