Device and method for reducing unwanted emissions from an engine at start of said engine

Abstract

A method to reduce during the start of an engine undesired emissions from the engine, where an SCR catalytic converter for the cleaning of exhaust gases is arranged in an exhaust passage at the engine. The method includes controlling the dosage of fuel to the engine with a certain delay relative to what is the case during essentially optimal combustion in order to reduce the development of heat that results from the combustion of fuel through non-optimal combustion. Also a computer program product comprising program code to implement a method of reducing emissions. Also an arrangement to reduce during the start of an engine undesired emissions from the engine and a motor vehicle that is equipped with the arrangement.

Claims

1. A method performed during a start of an engine, the engine comprising at least one cylinder with its associated piston, to reduce undesired emissions from the engine, and a SCR catalytic converter for the cleaning of exhaust gases is arranged in an exhaust passage at the engine, the method comprising: during the start of the engine, determining a temperature of the SCR catalytic converter; setting a set length of a certain delay in a dosage of a fuel to the engine based on the temperature of the SCR catalytic converter; activating the dosage of the fuel by applying the certain delay for the set length in the dosage of the fuel, relative to a dosing when a crankshaft angle is 0 degrees, to reduce development of heat that results from combustion of the fuel; and deactivating the dosage of the fuel with the certain delay when the temperature of the SCR catalytic converter is above a pre-determined temperature, wherein the pre-determined temperature is to reduce or to minimize a risk that yellow smoke or brown smoke is emitted from the SCR catalytic converter.

2. The method according to claim 1, wherein the pre-determined temperature is 50 degrees Celsius.

3. The method according to claim 1, wherein the dosage of the fuel to the engine is controlled with the certain delay at least in the temperature in range of 20-40 degrees Celsius.

4. The method according to claim 3, wherein the dosage of the fuel in case of the certain delay takes place at a pre-determined crankshaft angle.

5. The method according to claim 4, wherein the pre-determined crankshaft angle lies within an interval of 10-15 degrees compared with the crankshaft angle of 0 degrees.

6. The method according to claim 1, comprising: determining a prevalent degree of storage of reducing agent at the SCR catalytic converter and, based on the prevalent degree of storage, setting the set length of the delay.

7. The method according to claim 1, wherein the dosage of the fuel with the certain delay takes place in absence of an activated exhaust brake at the engine.

8. The method according to claim 1, comprising: controlling an effect of an exhaust brake based on at least one of the temperature of the SCR catalytic converter or a prevalent degree of a storage with respect to a reducing agent in the SCR catalytic converter.

9. The method according to claim 8, comprising: activating the exhaust brake at a the pre-determined temperature of the SCR system catalytic converter or based on the prevalent degree of the storage with respect to the reducing agent in the SCR catalytic converter.

10. The method according to claim 9, wherein the pre-determined temperature of the SCR catalytic converter is greater than or equal to 40 degrees Celsius.

11. The method according to claim 1, wherein the set length of the certain delay is set based on conversion conditions in the SCR catalytic converter.

12. An arrangement operative during a start of an engine, the engine comprising at least one cylinder with an associated piston, to reduce undesired emissions from the engine, the arrangement comprising: a SCR catalytic converter for cleaning exhaust gases arranged in an exhaust passage at the engine; at least one temperature sensor for determining temperature of the SCR catalytic converter; and an ECU configured: during the start of the engine, to determine a temperature of the SCR catalytic converter; to set a set length of a certain delay in a dosage of a fuel to the engine based on the temperature of the SCR catalytic converter; to activate the dosage of the fuel by applying the certain delay for the set length in the dosage of the fuel, relative to a dosing when a crankshaft angle is 0 degrees, to reduce development of heat that results from combustion of the fuel; and to deactivate the dosage of the fuel with the certain delay when the temperature of the SCR catalytic converter is above a pre-determined temperature, wherein the pre-determined temperature is to reduce or to minimize a risk that yellow smoke or brown smoke is emitted from the SCR catalytic converter.

13. A motor vehicle comprising an engine and an arrangement according to claim 12.

14. The motor vehicle according to claim 13, wherein the motor vehicle is any one of a truck, bus or car.

15. The arrangement of claim 12, wherein the set length of the certain delay is set based on conversion conditions in the SCR catalytic converter.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) For a more complete understanding of the present invention and further purposes and advantages of it, reference is now made to the following detailed description that is to be read together with the accompanying drawings in which the same reference numbers relate to the same parts in the various drawings, and in which:

(2) FIG. 1 illustrates schematically a vehicle, according to one embodiment of the invention;

(3) FIG. 2 illustrates schematically an arrangement for fault finding of an SCR system, according to one embodiment of the invention;

(4) FIG. 3 illustrates schematically a drawing according to one aspect of the present invention;

(5) FIG. 4a illustrates schematically a flow diagram of a method according to one embodiment of the invention;

(6) FIG. 4b illustrates schematically in greater detail a flow diagram of a method according to one embodiment of the invention; and

(7) FIG. 5 illustrates schematically a computer according to one embodiment of the invention.

DETAILED DESCRIPTION OF EMBODIMENTS

(8) FIG. 1 shows a side view of a vehicle 100. The vehicle 100 taken as an example comprises a drawing vehicle 110 and a trailer 112. The vehicle may be a heavy vehicle, such as a truck or a bus. Alternatively, the vehicle may be a car.

(9) The vehicle 100 may comprise a combustion engine and an SCR system.

(10) It should be pointed out that the invention is suitable for application in a suitable SCR system and is thus not limited to an SCR system in a motor vehicle. The innovative method and the innovative arrangement at the SCR system according to one aspect of the invention is well-suited to other platforms than motor vehicles that include an SCR system such as, water-going vessels. The water-going vessels may be of any freely chosen type such as, motor boats, vessels, ferries or ships.

(11) It should be pointed out that the invention is suitable for application at a suitable engine and is thus not limited to a diesel engine in a motor vehicle.

(12) The engine may be a combustion engine that can be driven by a suitable fuel. The fuel may be in liquid or gas form. Examples of fuel may be methanol, ethanol, petrol, diesel, vegetable oil such as rapeseed oil, and propane.

(13) The innovative method and the innovative arrangement at the SCR system are, according to one aspect of the invention, suitable for use also with systems that include a rock crusher or similar.

(14) The innovative method and the innovative arrangement at the SCR system are, according to one aspect of the invention, suitable for use also with, for example, systems that include at least one of industrial engines and motor-driven industrial robots.

(15) The innovative method and the innovative arrangement at the SCR system are, according to one aspect of the invention, suitable for use also with, for example, various types of power station, such as electrical power stations that comprise a diesel generator.

(16) The innovative method and the innovative arrangement at the SCR system are suitable for use also with a freely chosen suitable engine system that includes an engine and an SCR system such as, a railway engine or another platform.

(17) The innovative method and the innovative arrangement at the SCR system are suitable for use also with a freely chosen system that includes an NO.sub.x generator and an SCR system.

(18) In this document, the term “link” refers to a communication link that may be a physical line, such as an opto-electronic communication line, or a non-physical line, such as a wireless connection, for example a radio link or microwave link.

(19) In this document, the term “line” refers to a passage to contain and to transport a fluid, such as, for example, a reducer in fluid form. The line may be a pipe of freely chosen dimension. The line may be of a freely chosen and suitable material, such as, for example, plastic, rubber or metal.

(20) In this document, the terms “reductant”, “reducer” and “reducing agent” refer to an agent that is used to react with certain emissions in an SCR system. These emissions may be, for example, NO.sub.x gas. The terms “reductant” and “reducing agent” are used synonymously in this document. The reducer according to one embodiment is what is known as AdBlue. Naturally, other types of reducer can be used. AdBlue is given as an example of a reducer in this document, but one skilled in the arts will realise that the innovative method and the innovative arrangement can be brought to reality for other types of reducer.

(21) With reference to FIG. 2, there is shown an arrangement 299 at the vehicle 100. The arrangement 299 may be arranged in the drawing vehicle 110. The arrangement 299 may constitute a part of an SCR system or it may include an SCR system. The arrangement 299 comprises according to this example a container 205 that is arranged to contain a reducer. The container 205 is arranged to contain a suitable amount of reducer and is further arranged such that it can be filled when necessary.

(22) A first line 271 is arranged to lead the reducer to a pump 230 from the container 205. The pump 230 may be a freely chosen suitable pump. The pump 230 may be a membrane pump comprising at least one filter. The pump 230 may be arranged to be driven by means of an electric motor (not shown in the drawings). The pump 230 may be arranged to pump the reducer up from the container 205 through the first line 271 and to supply the reducer through a second line 272 to a dosage unit 250. The dosage unit 250 may include an electrically controlled dosage arrangement, by means of which a flow of reducer that has been supplied to the exhaust system can be controlled. The pump 230 is arranged to place the reducer under pressure in the second line 272. The dosage unit 250 is arranged with a throttle unit, which can be referred to also as a throttle valve, against which the pressure at the reducer can be built up in the arrangement 299.

(23) The dosage unit 250 is arranged to supply the reducer to an exhaust passage 290 at the vehicle 100. To be more precise, the dosage unit 250 is arranged to supply in a controlled manner a suitable amount of reducer to an exhaust passage 290 at the vehicle 100, according to one aspect of the method according to the invention. According to this method, an SCR catalytic converter is arranged downstream of a position at the exhaust system at which supply of reducer takes place. The amount of reducer that is supplied into the exhaust system is intended to be used in the SCR catalytic converter in order to reduce the amount of undesired emissions.

(24) The dosage unit 250 may be arranged at the exhaust passage 290 that is arranged to lead exhaust gases from a combustion engine 203 at the vehicle 100 to the SCR catalytic converter and onwards to the surroundings of the vehicle. The first control unit 200 is arranged to control operation of the engine 203 by means of devices that are appropriate for this.

(25) A third line 273 is arranged between the dosage unit 250 and the container 205. The third line 273 is arranged to lead back a certain amount of the reducer that has been fed to the dosage valve 250 to the container 205.

(26) The first control unit 200 is arranged for communication with the pump 230 through a link L230. The first control unit 200 is arranged to control operation of the pump 230. According to one example, the first control unit 200 is arranged to control the pump 230 by means of an electric motor (not shown in the drawings). The first control unit 200 is arranged to influence a working pressure in the second line 272. This can take place in various suitable ways.

(27) According to one example the first control unit 200 is arranged to change a prevalent rate of revolution, RPM, at the pump 230. The pressure can in this case be changed in the manner desired. The working pressure can be increased by increasing the rate of revolution at the pump 230. The working pressure can be decreased by decreasing the rate of revolution at the pump 230.

(28) The first control unit 200 is arranged for communication with a first temperature sensor 240 through a link L240. The temperature sensor 240 is arranged to detect a prevalent temperature T1 of a flow of exhaust gases from the engine of the vehicle. According to one example, the first temperature sensor 240 is arranged at the exhaust passage 290 immediately downstream of the engine of the vehicle and upstream of a dosage unit 250. The temperature sensor 240 may be arranged at a suitable location at the exhaust passage 290. The first temperature sensor 240 is arranged to detect continuously a prevalent temperature T1 of the flow of exhaust gases and to send signals containing information about the prevalent temperature T1 over the link L240 to the first control unit 200.

(29) The first control unit 200 is arranged for communication with a second temperature sensor 260 through a link L260. The second temperature sensor 260 may be arranged to detect a prevalent temperature T2 of a surface in the exhaust system at which the reducing agent is vaporised. The second temperature sensor 260 may be arranged to detect a prevalent temperature T2 at the exhaust passage 290 at a suitable location. The second temperature sensor 260 may be arranged to detect a prevalent temperature T2 at a suitable surface or component of the exhaust passage 290. According to one example, the second temperature sensor 260 is arranged at the exhaust passage 290 upstream of the dosage unit 250. According to a second example, the second temperature sensor 260 is arranged in a vaporisation unit (not shown in the drawings) or the SCR catalytic converter 270 downstream of the dosage unit 250. The second temperature sensor 260 is arranged to detect continuously a prevalent temperature T2 of a surface or a component at the exhaust passage 290 and to send signals containing information about the prevalent temperature T2 over the link L260 to the first control unit 200.

(30) According to one design, at least one of the first control unit 200 and the second control unit 210 is arranged to calculate the first temperature T1. This can take place by means of a stored calculation model. At least one of the first control unit 200 and the second control unit 210 may be arranged to calculate the first temperature T1 on the basis of, for example, a prevalent mass flow of exhaust gases, the prevalent rate of revolution of the engine, and the prevalent load on the engine.

(31) According to one example, at least one of the first control unit 200 and the second control unit 210 is arranged to calculate the second temperature T2. This can take place by means of a stored calculation model. At least one of the first control unit 200 and the second control unit 210 may be arranged to calculate the second temperature T2 on the basis of, for example, a prevalent mass flow of exhaust gases, the prevalent rate of revolution of the engine, and the prevalent load on the engine.

(32) A first NO.sub.x sensor 255 is arranged for communication with the first control unit 200 over a link L255. The first NO.sub.x sensor 255 is arranged to determine continuously a prevalent NO.sub.x level in the flow of exhaust gases upstream of the SCR catalytic converter 270. According to one example, the first NO.sub.x sensor is arranged at the exhaust passage 290 upstream of the dosage unit 250. The first NO.sub.x sensor 255 is arranged to send continuously signals comprising information about a prevalent NO.sub.x level upstream of the SCR catalytic converter 270 to the first control unit 200.

(33) A second NO.sub.x sensor 265 is arranged for communication with the first control unit 200 over a link L265. The second NO.sub.x sensor 265 is arranged to determine continuously a prevalent NO.sub.x level in the flow of exhaust gases downstream of the SCR catalytic converter 270. The second NO.sub.x sensor 265 is arranged to send continuously signals comprising information about a prevalent NO.sub.x level downstream of the said SCR catalytic converter 270 to the first control unit 200.

(34) According to one design, at least one of the first control unit 200 and the second control unit 210 is configured to calculate the first NO.sub.x level upstream of the SCR catalytic converter 270. This can take place by means of a stored calculation model. At least one of the first control unit 200 and the second control unit 210 is arranged to calculate the first NO.sub.x level on the basis of, for example, a prevalent mass flow of exhaust gases, the prevalent rate of revolution of the engine or the prevalent load on the engine.

(35) The first control unit 200 is configured to determine a prevalent degree of NO.sub.x conversion on the basis of the calculated or measured NO.sub.x level upstream of the SCR catalytic converter and the measured NO.sub.x level downstream of the SCR catalytic converter 270.

(36) The first control unit 200 is arranged to determine the NO.sub.x level in the flow of exhaust gases downstream of the SCR catalytic converter 270. The first control unit 200 is arranged to determine the NO.sub.x level in the flow of exhaust gases upstream of the SCR catalytic converter 270. The first control unit 200 is arranged to achieve operating conditions at the SCR catalytic converter that are suitable for the purpose. The first control unit 200 is arranged to determine a prevalent degree of storage with respect to reducing agent in the SCR catalytic converter 270. The degree of storage can be determined on the basis of the calculated or measured NO.sub.x level upstream of the SCR catalytic converter 270 and the measured NO.sub.x level downstream of the SCR catalytic converter 270.

(37) The first control unit 200 is arranged to determine continuously in a suitable manner a prevalent degree of storage with respect to reducing agent at the SCR catalytic converter 270. This may take place by means of a model stored in a memory in the first control unit 200. The first control unit 200 is arranged for communication with presentation means 280 over a link L280. The presentation means 280 may be arranged in a driver's cabin of the vehicle 100. The presentation means 280 may be fixed mounted in the vehicle 100. The presentation means 280 may be a mobile electronic unit. The presentation means 280 may include, for example, a display. The first control unit 200 is arranged to present an error code or other relevant information with respect to the innovative method. The first control unit 200 may be arranged to present by means of the presentation means 280 before switching off of the vehicle information about a prevalent degree of storage with respect to reducing agent in the SCR catalytic converter 270. In this case, an operator of the vehicle 100 can be instructed to drive the vehicle in a suitable manner in order to increase the degree of storage with respect to reducing agent in the SCR catalytic converter 270 before the switching off of the vehicle or engine 203.

(38) The first control unit 200 is arranged for communication with the dosage unit 250 over a link L250. The first control unit 200 is arranged to control operation of the dosage unit 250 in order to, for example, regulate the supply of the reducer to the exhaust system of the vehicle 100.

(39) The first control unit 200 is arranged to calculate a mass flow MF of exhaust gases from the engine of the vehicle. The first control unit 200 is arranged to determine continuously a mass flow MF of exhaust gases from the engine of the vehicle. This may take place in a suitable manner.

(40) According to one design, the subsystem comprises a mass flow sensor (not shown in the drawings) that is arranged to measure continuously a prevalent mass flow of exhaust gases from the engine of the vehicle 100 in the exhaust passage 290 upstream of the SCR catalytic converter 270. The mass flow sensor is arranged to send continuously signals comprising information about a prevalent mass flow of exhaust gases to the first control unit over a link arranged for this purpose.

(41) The first control unit 200 is arranged for communication with a third temperature sensor 285 over a link L285. The third temperature sensor 285 may be arranged to detect a prevalent temperature T3 of air in the surroundings of the vehicle 100. The third temperature sensor 285 may be arranged to detect a prevalent temperature T3 at a suitable location in the engine 203 or the vehicle 100. The third temperature sensor 285 is arranged to detect continuously a prevalent temperature T3 and to send signals comprising information about the prevalent temperature T3 over the link L285 to the first control unit 200.

(42) A second control unit 210 is arranged for communication with the first control unit 200 over a link L210. The second control unit 210 may be connected to the first control unit 200 in a manner that allows it to be removed. The second control unit 210 may be a control unit that is external to the vehicle 100. The second control unit 210 may be arranged to carry out the innovative method steps according to the invention. The second control unit 210 may be used to transfer software over to the first control unit 200, in particular, software to carry out the innovative method. Alternatively, the second control unit 210 may be arranged for communication with the first control unit 200 over an internal network in the vehicle. The second control unit 210 may be arranged to carry out essentially the same functions as the first control unit 200, such as, for example, to control during cold start of an engine the dosage of fuel to the engine with a certain delay with respect to the case during essentially optimal combustion in order to reduce the development of heat that results from the combustion of fuel through non-optimal combustion.

(43) FIG. 3 illustrates schematically a diagram that illustrates the crankshaft angle in an engine in a vehicle 100. The crankshaft angle is specified in degrees.

(44) There is illustrated an interval Int during which dosage of fuel is dosed with a certain delay relative to the case during essentially optimal combustion.

(45) During essentially optimal combustion, fuel is dosed to a cylinder in the engine essentially at angle 0. A higher level of NO gas is in this case achieved in a flow of exhaust gases from the cylinder.

(46) During dosing that takes place with a certain delay with respect to what is the case during essentially optimal combustion, the heat that develops as a result of the combustion of fuel through non-optimal combustion can be reduced, whereby a lower level of NO gas in a flow of exhaust gases from the cylinder is achieved. According to one design, the delay is corresponded to by a crankshaft angle that lies within a suitable interval Int. The interval Int can be defined by a crankshaft angle of 10-15 degrees, for example, 12 degrees. The delay can, according to one design, be corresponded to by a crankshaft angle of 5-15 degrees. The delay can, according to one design, be corresponded to by a crankshaft angle of 15-20 degrees, for example, 18 degrees. The delay can, according to one design, be corresponded to by a crankshaft angle of 8-12 degrees, for example, 10 degrees.

(47) FIG. 4a illustrates schematically a flow chart of a method to reduce, during the start of an engine comprising at least one cylinder with its associated piston, undesired emissions from the engine, according to one embodiment of the invention. The method comprises a first method step s401, which comprises: to control the dosage of fuel to the engine; and to control the dosage of fuel to the engine with a certain delay relative to the case during essentially optimal combustion in order to reduce the development of heat that results from the combustion of fuel through non-optimal combustion. The start of the engine may be a cold start of the engine. The method is terminated after the step s401.

(48) FIG. 4b illustrates schematically a flow chart of a method, during start of an engine comprising at least one cylinder with its associated piston, to reduce undesired emissions from the engine, where an SCR catalytic converter for the cleaning of exhaust gases is arranged in an exhaust passage of the engine, according to one embodiment of the invention. The start of the engine may be a cold start of the engine.

(49) The method comprises a first method step s410. The method step s410 may include the step of continuously determining at least one parameter.

(50) The parameter may concern a prevalent ambient temperature. This can take place by means of suitable devices. This can take place by means of the third temperature sensor 285, which is arranged to measure an ambient temperature at at least one of the engine 203 and the vehicle 100. It can in this case be determined whether the start of the engine 203 is to be denoted as a cold start or not. A temperature that lies below 0 degrees Celsius can be regarded to be associated with a cold start.

(51) The parameter may concern a prevalent temperature of exhaust gases from the engine 203. This can take place by means of a suitable device, such as the first temperature sensor 240. It can in this case be determined whether the start of the engine 203 is to be denoted as a cold start or not. A temperature that lies below 0 degrees Celsius can be regarded to be associated with a cold start.

(52) The parameter may concern a prevalent temperature at a component of the exhaust passage 290 or a surface at the exhaust passage 290. This can take place by means of a suitable device, such as the second temperature sensor 260. It can in this case be determined whether the start of the engine 203 is to be denoted as a cold start or not. A temperature that lies below 0 degrees Celsius can be regarded to be associated with a cold start.

(53) The parameter may concern a degree of storage with respect to reducing agent in the SCR catalytic converter 270. The degree of storage with respect to reducing agent in the SCR catalytic converter 270 can be determined as a basis for controlling at least one of a delay of the dosage of fuel and activation of the dosage of fuel with a certain delay.

(54) If it is determined that the start of the engine 203 is taking place as a cold start, a subsequent method step s420 is carried out. If it is determined that the start of the engine 203 is taking place not as a cold start, the method is interrupted.

(55) If it is determined that the prevalent degree of storage with respect to reducing agent in the SCR catalytic converter 270 exceeds a certain pre-determined level, the method is interrupted. If it is determined that the prevalent degree of storage with respect to reducing agent in the SCR catalytic converter 270 lies below the pre-determined level, the subsequent method step s420 is carried out. The pre-determined value may be, for example, 25% or 50%.

(56) The method step s420 includes the step of controlling the dosage of fuel to the engine 203 with a certain delay relative to what occurs during essentially optimal combustion in order to reduce the production of heat that results from the combustion of fuel through non-optimal combustion. The delay may be a suitable delay, for example 10 or 15 degrees at a crankshaft of the engine 203. The step s420 may include the deactivation of an exhaust brake at the engine 203. After the method step s420, a subsequent method step s430 is carried out.

(57) The method step s430 may include the step of determining continuously at least one of a prevalent temperature at the SCR catalytic converter 270 and a prevalent temperature of the exhaust gases from the engine 203.

(58) The method step s430 may include the step of determining continuously a prevalent degree of storage with respect to reducing agent in the SCR catalytic converter 270.

(59) The method step s430 may furthermore include the step of controlling the delay on the basis of at least one of a prevalent temperature at the SCR catalytic converter and a prevalent temperature of the exhaust gases from the engine 203. The higher the temperature that is present at the said catalytic converter 270, the shorter can be the delay of dosage of fuel in a cylinder at the engine. In this case, the operation of the engine may take place at an operating condition that is more optimal with respect to fuel than is the case at a lower temperature, which and this achieves environmental advantages.

(60) The method step s430 may furthermore include the step of controlling the delay on the basis of a prevalent degree of storage with respect to reducing agent in the SCR catalytic converter 270. The higher the degree of storage with respect to reducing agent that is present at the SCR catalytic converter 270, the shorter can be the delay of dosage of fuel in a cylinder at the engine. A higher degree of storage of reducing agent in the SCR catalytic converter 270 influences a degree of conversion therein in a positive manner, whereby a reduction in undesired emissions is achieved compared with what is achieved at a lower degree of storage.

(61) After the method step s430, a subsequent method step s440 is carried out.

(62) The method step s440 can include the step of deactivating the dosage of fuel with a certain delay at at least one of a pre-determined temperature at the SCR catalytic converter 270 and a pre-determined temperature of a flow of exhaust gases from the engine 203. According to one example, the pre-determined temperature can be 40 degrees Celsius. The step s440 may include the activation of an exhaust brake at the engine 203. The method is terminated after the method step s440.

(63) With reference to FIG. 5, there is shown a drawing of a design of an arrangement 500. The control units 200 and 210 that are described with reference to FIG. 2 may, in one design, comprise the arrangement 500. The arrangement 500 comprises a non-transient memory 520, a data processing unit 510 and a read/write memory 550. The non-transient memory 520 has a first section of memory 530 in which a computer program, such as an operating system, is stored in order to control the function of the arrangement 500. Furthermore, the arrangement 500 comprises a bus controller, a serial communication port, I/O means, an A/D converter, a unit for the input and transfer of time and date, an event counter and an interrupt controller (not shown in the drawing). The non-transient memory 520 has also a second section of memory 540.

(64) There is provided a computer program P that may comprise routines to reduce during the cold start of an engine 203 that comprises at least one cylinder and its associated piston undesired emissions from the engine 203, where an SCR catalytic converter 270 for the cleaning of exhaust gases is present in an exhaust passage 290 at the engine 203. The computer P may comprise routines to control the dosage of fuel to the engine 203. The computer program P may include routines to control the dosage of fuel to the engine 203 with a certain delay relative to what is the case during essentially optimal combustion in order to reduce the production of heat that results from the combustion of fuel through non-optimal combustion. The computer program P may comprise routines for activating the dosage of fuel with a certain delay after a completed starting mode of the engine 203. The computer program P may comprise routines for deactivating the dosage of fuel with a certain delay at at least one of a pre-determined temperature at the SCR catalytic converter 270 and a pre-determined temperature of a flow of exhaust gases from the engine 203. The computer program P may comprise routines for determining a current degree of storage with respect to reducing agent at the SCR catalytic converter 270 as a basis for controlling the delay and the activation of the dosage of fuel with a certain delay. The computer program P may comprise routines to activate and deactivate, where appropriate, an exhaust brake. The computer program P may comprise routines to control the dosage of fuel with a certain delay in the absence of an activated exhaust brake. The computer program P may comprise routines for controlling the delay on the basis of at least one of a prevalent temperature at the SCR catalytic converter and a prevalent temperature of the exhaust gases from the engine 203.

(65) The program P may be stored in an executable form or in a compressed form in at least one of a memory 560 and a read/write memory 550.

(66) When it is described that the data processing unit 510 carries out a certain function, it is to be understood that the data processing unit 510 carries out a certain part of the program that is stored in the memory 560, or a certain part of the program that is stored in the read/write memory 550.

(67) The data processing arrangement 510 can communicate with a data port 599 through a data bus 515. The non-transient memory 520 is intended for communication with the data processing unit 510 through a data bus 512.

(68) The separate memory 560 is intended to communicate with the data processing unit 510 through a data bus 511. The read/write memory 550 is configured to communicate with the data processing unit 510 through a data bus 514. The links L210, L230, L240, L250, L255, L260, L265, L280 and L285 can, for example, be connected to the data part 599 (see FIG. 2).

(69) When data is received at the data port 599, it is temporarily stored in the second section of memory 540. When the data that has been received has been temporarily stored, the data processing unit 510 is prepared for the execution of code in a manner that has been described above.

(70) According to one design, signals received at the data port 599 comprise information about the NO.sub.x level upstream of the SCR catalytic converter 270. According to one design, signals received at the data port 599 comprise information about the NO.sub.x level downstream of the SCR catalytic converter 270. According to one design, signals received at the data port 599 comprise information about a prevalent temperature of the exhaust gases upstream of the SCR catalytic converter 270. According to one design, signals received at the data port 599 comprise information about a prevalent temperature at a suitable surface at, or a component at the exhaust passage 290, for example a temperature at the SCR catalytic converter 270. According to one design, signals received at the data port 599 comprise information about a prevalent ambient temperature at the engine 203 or vehicle 100.

(71) The signals received at the data port can be used by the arrangement 500 to carry out the method according to the invention.

(72) Parts of the methods described here may be carried out by the arrangement 500 with the aid of the data processing unit 510, which runs the program stored in the memory 560 or in the read/write memory 550. When the arrangement 500 runs the program, the method described here is executed.

(73) The previous description of the preferred embodiments of the present invention has been provided for the purposes of illustration and description of the invention. It is not intended to be exhaustive or to limit the invention to the variants that have been described. Many modifications and variations will be obvious for one skilled in the arts. The embodiments were selected and described in order to best explain the principles of the invention and its practical applications, and thus to make it possible for those skilled in the arts to understand the invention for various embodiments and with the various modifications that are appropriate for the intended use.