The present invention relates to a method for treatment of an exhaust stream according to the preamble of claim 1. The present invention also relates to an exhaust treatment system arranged for the treatment of an exhaust stream according to the preamble to claim 28, and a computer program and a computer program product, which implement the method according to the invention.

Background

The following background description constitutes a description of the background to the present invention, and thus need not necessarily constitute prior art.

In connection with increased government interests concerning pollution and air quality, primarily in urban areas, emission standards and regulations regarding emissions from combustion engines have been drafted in many jurisdictions .

Such emission standards often consist of requirements, defining acceptable limits of exhaust, emissions from,

combustion engines in for example vehicles. For example, emission levels of nitrogen oxides N0 _X , hydrocarbons C _x H _y , carbon monoxide CO and particles PM are often regulated by such standards for most, types of vehicles. Vehicles equipped with combustion engines typically give rise to such emissions in varying degrees. In this document, the invention will be described, mainly for its application in vehicles. However, the invention may be used in substantially all applications where combustion engines are used, for example in vessels such as ships or aeroplanes/helicopters, wherein regulations and standards for such applications limit emissions from the combustion engines.

In an effort to comply with these emission standards, the exhausts caused by the combustion of the combustion engine are t eated (pu ified) .

A common way of treating exhausts from a combustion engine consists of a so-called catalytic purification process, which is why vehicles equipped with a combustion engine usually comprise at least one catalyst. There are different types of catalysts, where the different respective types may be

suitable depending on for example the combustion concept, combustion strategies and/or fuel types which are used in the vehicles, and/or the types of compounds in the exhaust stream to be purified. In relation to at least nitrous gases

(nitrogen monoxide, nitrogen dioxide) , referred to below as nitrogen oxid.es N0 _X , vehicles often comprise a catalyst, wherein an additive is supplied to the exhaust stream

resulting from the combustion in the combustion engine, in order to reduce nitrogen oxides N0 _X , primarily to nitrogen gas and aqueous vapour,

SCR (Selective Catalytic Reduction) catalysts are a commonly used type of catalyst for this type of reduction, primarily for heavy goods vehicles. SCR catalysts usually use ammonia H ₃ , or a composition from which ammonia may be

generated/formed, as an additive to reduce the amount of nitrogen oxides N0 _X in the exhausts. The additive is injected into the exhaust stream resulting from, the combustion engine upstream of the catalyst. The additive added to the catalyst is adsorbed (stored) in the catalyst, in the form of ammonia NH ₃ , so that a redox-reaction may occur between nitrogen oxides NO _x in the exhausts and ammonia NH ₃ available via the additive.

A modern combustion engine is a system, where there is

cooperation and mutual impact between the engine and the exhaust treatment. Specifically, there is a correlation between the exhaust treatment system's ability to reduce nitrogen oxides NO _x and the fuel efficiency of the combustion engine. For the combustion engine, there is a correlation between the engine's fuel efficiency /total efficiency and the nitrogen oxides NO _x produced by it. This correlation specifies that for a given system there is a positive correlation between nitrogen oxides NO _x produced and fuel efficiency, in other words that an engine, which is permitted to emit more nitrogen oxides NO _x may be induced to consume less fuel, which may yield a higher combustion efficiency. Similarly, there is often a negative correlation between a produced particle mass PM and the fuel efficiency, meaning that an increased emission of particle mass PM from the engine is connected with an increased fuel consumption.

This correlation is the background to the widespread use of exhaust treatment systems comprising an SCR-catalyst , where the intention is the optimisation of the engine's fuel

consumption and emission of particles, towards a relatively larger amount of nitrogen oxides NO _x produced. A reduction of these nitrogen oxides NO _x is then carried out in. the exhaust treatment system., which thus may also comprise an SCR

catalyst. Through an integrated approach in the design of the engine and exhaust treatment system, where the engine and exhaust treatment complement each other, a high, fuel

efficiency may therefore be achieved jointly with low

emissions of both particles PM as well as nitrogen oxides NO _x . To some extent, the performance of the exhaust treatment system may be enhanced by increasing the substrate volumes comprised in the exhaust treatment system, which in particular reduces losses due to uneven distribution of the exhaust flow through the substrate. At the same time, a larger substrate volume provid.es a greater back pressure, which may counteract gains in fuel efficiency due to the higher conversion degree. Larger substrate volumes also entail an increased cost. It is thus important to be able to use the exhaust treatment system optimally, for example by avoiding over-sizing and/or by limiting the exhaust treatment system's spread in terms of size and/or manufacturing cost.

The function and efficiency for catalysts in general, and for reduction catalyst in particular, is dependent, for example, on a ratio between nitrogen dioxide and nitrogen oxides, that is to say the N0 ₂ /N0 _x -f act ion, in the exhausts. The N0 ₂ /N0 _x - fraction depends, however, on a number of other factors, for example how the driver drives the vehicle and/or on a current driving mode. For example, the N0 ₂ N0 _x -fraction in the exhausts may depend on. the torque requested by a driver and/or by a cruise control, on the appearance of the road section in which the vehicle is located and/or the driving style of the driver.

In some conditions regarding the catalyst temperature and.

flow, i.e. for a certain dwell-time in the catalyst ("Space Velocity"} , there is a risk that a non-advantageous fraction of nitrogen dioxides O2 is obtained. Specifically, there is a risk that, the ratio NO ₂ / O,,; exceeds 50%, which may constitute a real problem for exhaust purification. There is a risk that, an optimisation of the ratio NO ₂ / O,,; for any of the above mentioned critical operating modes may result in too high a fraction of nitrogen dioxides NO2 in other operating modes. This higher fraction of nitrogen dioxides NO? results in a greater volume requirement for the SCR-catalyst, and/or in a limitation of the amount of nitrogen oxides relea.sed from the engine, and. accordingly in a poorer fuel efficiency for the vehicle.

In addition, there is a risk that the higher fraction of nitrogen dioxides NO2 also results in emissions of laughing gas N ₂ 0 . These risks of a non-advantageous fraction of nitrogen dioxide NO? arising also exist due to the system's ageing. For example, the ratio 02/ O _x may assume lower values when the system has aged, which may entail that a catalyst specification, which results in too high fractions of Ν0 ₂ /Ν0 _Χ in a non-aged state, must be used to compensate for ageing.

There is accordingly a need for an optimisation of the

function in today's exhaust treatment systems.

Therefore, one objective of the present invention is to provide a method and a system which may provide a high

performance, and a good function, under varying conditions.

This objective is achieved through the above-mentioned method, in accordance with the characterising portion of claim I. The objective is also achieved through the above-mentioned exhaust treatment system according to the characterising portion of claim 28, and the above-mentioned computer program and

computer program product .

The present invention provides for a treatment of an exhaust stream, resulting from a combustion in a combustion engine. Such exhaust stream comprises nitrogen oxides NO _x , in which at least nitrogen monoxide NO and nitrogen dioxide NO2 are comprised. The exhaust stream passes through an exhaust treatment system connected to the combustion engine.

In the exhaust treatment system a oxidation of compounds comprising one or several of nitrogen, carbon and hydrogen in the exhaust stream occurs. Such oxidation is carried out by at least one oxidising- component arranged in the exhaust

t.reat.ment system..

Furthermore, a reduction is carried out of an amount of nitrogen oxid.es N0 _X , which reduction reaches a reduction catalyst device arranged downstream of the at least one oxidising component in the exhaust treatment system. Such reduction is carried out through a catalytic reaction in the reduction catalyst device with the use of an additive.

According- to the present invention a value is determined

( θ ₂ /ΝΟ _χ ) det for a ratio between an amount of nitrogen dioxide O ₂ reaching a reduction catalyst device, and the amount of nitrogen oxides N0 _X reaching the reduction catalyst device.

An active control of at least one parameter related to the combustion engine is carried out, according to the present invention, based on the determined value (N0 ₂ N0 _X ) _de t for the ratio. This active control is carried out so that the amount of nitrogen oxides 0 _X reaching the at least one oxidising component, and therefore also the reduction catalyst device, is increased if the determined VcL_Lu6 ( O2 / Nu _x ) det for t e ratio exceeds an upper threshold value (N0 ₂ /N0 _X ) threshoid_high

(N0 ₂ /NO _x ) _d et > (N0 ₂ /N0 _X

Thus, with the use of the present invention, the combustion engine is controlled to increase the amount of nitrogen oxides N0 _X , which is emitted from the combustion engine and reaches the at least one oxidising component, and therefore also the reduction catalyst device, if the determined value ( N02 /NO _x )det for the ratio is too nigh. Such increase of the amount of nitrogen oxides NO _¾ means that the value for the ratio NOa NO _x decreases, since the amount of nitrogen oxides NO _x is comprised in the denominator in the expression for the ratio, and NO2 does not increase to the same extent, which means that a more efficient reduction may be obtained with the reduction

catalyst device.

The active control of the combustion engine according to the present invention means that the fraction of the total

conversion of nitrogen oxides NO _x occurring via a fast reaction path, that is to say via fast SCR, wherein the reduction occurs via reaction paths over both nitrogen oxide NO and nitrogen dioxide NO2 , may be increased for some operating modes. Accordingly, t e volume requirements relating to t e catalyst may also be reduced. The reaction uses, at fast SCR, equal parts of nitrogen monoxide NO and nitrogen dioxide NO2 , which means that it is important to be able to control the molar ratio, N0 ₂ /NO _x , towards a suitable value, for example a value close to 0.5 (50%).

By way of a suitably selected active control of the combustion engine according to the present, invention, the volume

requirements relating to the catalyst may also be reduced, since the utilisation is improved. The use of the present invention also results in a reduced consumption of additive. Additionally, a slip of NO _x from the vehicle, in the form of NO2 , is reduced.

The exhaust treatment system also becomes less sluggish and easier to control /regulate if the present invention is used, which means that a more accurate control of the supply of additive may be carried out. Additionally, the active control of the combustion engine according to the present invention, which is here carried out primarily in order to optimise the NO _x -conversion, also results in a reduced fuel consumption for the vehicle as a positive by-effect .

The present invention may also advantageously be used in hybrid vehicles. The hybrid, system may then result in an increased flexibility for the control of the ratio NOs/ Οχ .

Through the use of the present invention a better fuel

optimisation may be obtained for the vehicle, since there is thus potential to control the engine in a more fuel efficient manner, so that a higher efficiency for the engine is

obtained. Thus, a performance gain and/or a reduced emission of carbon dioxide CO2 may be obtained when the present

invention is used.

Through the use of the present invention, the fraction of nitrogen oxides NO _x consisting of nitrogen dioxide NO2 may be actively controlled, which is facilitated by an active control of the amount of nitrogen oxides NO _x upstream of at least one substrate with oxidising coating, for example comprising precious metals, in the exhaust treatment system. This control of the ratio N0 ₂ /NO _x may, apart from advantages in catalytic performance, such as higher NO _x -con ersion, also provide for a possibility of specifically reducing emissions of nitrogen dioxide O 2 , which result in a very poisonous and strong smelling emission. This may result in advantages at a

potential future introduction of a separate regulatory

requirement relating to nitrogen dioxide NO2 , via a possibility of reducing emissions of nitrogen dioxide O 2 . This may be compared with for example the Euro VT-system, in which the fraction of nitrogen dioxide NO ₂ provided at exhaust q purification may not be directly impacted in the exhaust treatment system itself, since the fraction of nitrogen dioxide NO ₂ in the Euro VI-system is dependent on

usage/operation, and may not be controlled in any other way.

The present invention also has an advantage in that two cooperati g- dosage devices are used i com ination for the dosage of a reductant, for example urea, upstream of the first and second devices, which relieves and facilitates mixture and potential vaporisation of the reductant, since the injection of the reductant is divided between two physically separate positions. This reduces the risk, of the reductant cooling down the exhaust treatment system locally, which may potentially form deposits at the positions where the reductant is

injected, or downstream of such positions.

Brief list of figures

The invention will be illustrated, in more detail below, along with the enclosed drav/ings, where similar references are used for similar parts, and where:

Figure 1 shows an example vehicle which may comprise the present invention,

Figures 2a-b show a flow chart for the method for exhaust treatment according to the present invention,

Figures 3a and 3b show examples of an exhaust treatment systems according to the present invention.

Figure 4 shows a control device in which a method according to the present invention may be implemented . 1C

Description of referred. enilDQdd-ntents

Figure I schematically shows an example vehicle 100,

comprising an exhaust treatment system 150, which may be an exhaust treatment system 150 according to one embodiment of the present invention. The power-train comprises a combustion engine 101, which in a customary manner, via an output shaft 102 on the combustion engine 101, usually via a flywheel, is connected to a gearbox 103 via a clutch 106.

The combustion engine 101 is controlled, by the vehicle's control system, via a control device 115, which may be

connected to the exhaust treatment system 150. Likewise, the clutch 106 and the gearbox 103 may be controlled by the vehicle's control system with, the help of one or more

applicable control devices (not shown) . Naturally, the vehicle's driveline may also be of another type, such as a type with a conventional automatic gearbox, of a type with a hybrid driveline, etc.

An output shaft 107 from the gearbox 103 drives the wheels 113, 114 via a final drive 108, such as e.g. a customary differential, and the dxive shafts 104, 105 connected to the said final drive 108.

The vehicle 100 also comprises an exhaust treatment

system/exhaust purification system 150 for

treatment /purification of exhaust emissions resulting from combustion in the combustion chamber of the combustion engine 101, which may consist, of cylinders. The exhaust treatment system 150 may be controlled by the vehicle's control system, via a contro1 device 160.

According to the present invention, a method is provided for the treatment of an exhaust stream, which results from a combustion in a combustion engine and comprises nitrogen oxides NO,. Nitrogen oxides comprise at least nitrogen monoxide NO and nitrogen dioxide NO ₂ - The exhaust stream passes through an exhaust treatment system connected to the combustion engi e ,

This method may be illustrated with the flow chart in Figure

.·;. cx .

In a first step 210 of the method, an oxidation of compounds comprising one or several of nitrogen, carbon and. hyd.rogen is carried out in the exhaust stream. Such oxidation is carried out by at least one oxidising component arranged in the exhaust treatment system.

In a second step 220 of the method, a reduction of an amount of nitrogen, oxides N0 _X , which reaches a reduction catalyst device arranged downstream of t e oxidising component in the exhaust treatment system, is carried out. Such reduction is carried out through a catalytic reaction in the reduction catalyst device with the use of an additive.

In a third step 230 of the method, according to the present invention, a value (NO ₂ /NO _x ) _det is determined for a ratio between an amount of nitrogen, dioxide NO ₂ reaching- the

reduction catalyst device, and the amount, of nitrogen oxides ΝΟχ reaching the reduction catalyst device.

In a fourth step 240 of the method, an active control of at. least one parameter related to the combustion engine is carried out. This at least one parameter may, for example, be related to a combustion in the combustion, engine. According- to the present invention, this active control is carried out based on the determined value (N02/NO _x ) _d et for the ratio, so that the amount of nitrogen oxides NO _x reaching the reduction catalyst device increases, .t trie dex^e tnineQ vaiue (N02 NO _x ) det for the ratio exceeds an upper threshold value

(N0 ₂ /NO _x ) threshold _, high,' (N0 ₂ /NO _x ) _de t > (NC\/ O _X ) threshold__nigh -

The first 210, second 220, third 230 and fourth 240 steps illustrated in Figure 2a may, according to the present

invention, also be carried out in. an order which is at least partly different than the one illustrated in Figure 2a. For example, the third 230 and fourth 240 steps may be carried out between the first 210 and second 220 steps, as shown in Figure 2b.

Through the use of the present invention, the combustion engine may be controlled to increase the amount of nitrogen oxides NO _x emitted, by it, if the determined value (N0 ₂ /NO _K ) _de t for the ratio is too nigh. Such an increase of the amount of nitrogen oxides NO _¾ means that the value for the ratio NOa NOx decreases, so that the fraction, of the total conversion, of nit ogen oxides NO _x , occurring via a fast reaction path, may be increased. Additionally, by way of the active control of the combustion engine, according to the present invention the volume requirements relating to the catalyst may also be reduced, since the utilisation is improved.

As described above, according to the present invention an active control 240 is carried, out of at least one parameter related, to the combustion in the engine, in order to achieve a desirable value for the ratio N0 ₂ /NO _¾ , between the amount of nitrogen dioxide N0 ₂ and the amount of nitrogen oxides NO _K , which reach, the reduction catalyst device. This active control, may be carried out in a number of different, ways, according to different embodiments of the present invention. According to a couple of embodiments of t e present invention, the active control comprises a selection of at least one injection strategy for the combustion engine.

According to one embodiment of the present invention, the timing of fuel injections into the respective cylinders in the combustion engine may be controlled, so that an increase of the amount of nitrogen oxid.es N0 _X reaching the at least one oxidising component, and therefore also the reduction catalyst device, is achieved. This increase may be achieved by

advancing- the timing of one or several of the injections. This increase of the amount of nitrogen oxides N0 _X results in a reduction of the value for the ratio NOs/NO _* .

Similarly, the timing for fuel injectio s into the respective cylinders in the combustion engine may be controlled, so that a reduction of the amount of nitrogen oxides N0 _X reaching the reduction catalyst device is achieved. This increase may be achieved by postponing the timing of one or seve al of the injections. This reduction of the amount of nitrogen oxides N0 _X results in an increase of the value for the ratio N0 ₂ ./ ^' N0 _X . According to one embodiment, of the present invention, the injection pressure for the fuel injections into the respective cylinders in the combustion engine may be controlled, so that an increase of the amount of nitrogen, oxides N0 _X reaching the reduction catalyst device is achieved. This increase may be achieved by way of an increase of the injection pressure for one or several cylinders. This increase of the amount of nitrogen oxides N0 _X results in a reduction of the value for the ratio N0 ₂ /N0 _X .

Similarly, the injection pressure for the injections of fuel. into the respective cylinders of the combustion engine may be controlled, so that a reduction of the amount of nitrogen oxides N0 _X reaching the reduction catalyst device is achieved. This reduction may be achieved by way of a reduction of the injection pressure for one or several cylinders. This

reduction of the amount of nitrogen, oxides NO _x results in an increase of the value for t e ratio N02. O _x .

According to one embodiment of the present invention, an injection phasing for an injection of fuel into the respective cylinders may be controlled, so that an increase of the amount of nitrogen oxides N0 _X reaching the reduction catalyst device is achieved. The increase may be achieved by way of

controlling an injection phasing, so that it results in a relatively large pressure gradient. This increase of the amount of nitrogen oxides NO _¾ results in a reduction of the value for the ratio N02/ O _x . Injection phasing, as the term is used herein, means how the injection changes over time, for example how the pressure for the injection changes over time. A. measure of injection phasing may for example be a time derivative for the cylinder pressure . Similarly, an injection phasing for an injection of fuel into the respective cylinders may be controlled, so that a

reduction of the amount of nitrogen oxides NO _x reaching the reduction, catalyst device is achieved. This reduction, may be achieved by way of control of the injection phasing, so that it results in a relatively small pressure gradient with respect to the cylinder pressure. This reduction of the amount of nitrogen, oxides NO _x results in an increase of the value for the ratio N0 ₂ /NO _K .

According to one embodiment of the present invention, the active control of the at least, one combustion related

parameter comprises a control of a device for exchange gas recirculation (EGR) . Combustion engines are supplied with air at an inlet, to achieve a gas mixture which is suitable for combustion, together with fuel that is also supplied to the engine. The combustion takes place in the engine's cylinders, wherein the gas mixture is burned.. The combustion generates exhausts, which leave the engine at an outlet. The exhaust recirculation conduit is arranged from the engine's outlet to its inlet, and leads back a part of the exhausts from the outlet to the i let. Thus, the suction losses at the air intake may be reduced, and nitrogen oxides NO _¾ emitted from the engine may be adjusted.

According to one embodiment of the present invention, an increase of the amount of nitrogen oxides NO _¾ reaching the reduction catalyst device may be achieved by reducing a fraction of the exhaust stream, which is recirculated through the device for exhaust recirculation (EGR) . This increase of the amount of nitrogen oxides NO _x results in a reduction of the value for the ratio N02/ O _x .

Similarly, a reduction of the amount of nitrogen oxides NO _x reaching the reduction catalyst device may be achieved by increasing a fraction of the exhaust stream, which is

recirculated through the device for exhaust recirculation (EGR) . This reduction of the amount of nitrogen oxides NO _x results in an increase of the value for the ratio N0 ₂ NO _x . The determined value (Νθ2/ΝΟχ) _de t for the ratio between the amount of nitrogen dioxide NO ₂ and the amount of nitrogen oxides Οχ reaching the reduction catalyst device may, for example, consist of a measured, predicted, and/or modelled value for the ratio, wherein the measurement, prediction and/or modelling can take into account the current operating and/or driving mode, characteristics of the road section in which the vehicle is located, characteristics of the combustion engine and/or characteristics of the fuel used to drive the combustion engine. The measurement, prediction and/or modelling may also take into account how the vehicle is driven, such as to the torque requested by a driver and/or a cruise control, and to the driver's driving style.

The determined value (N0 ₂ O _x ) _de t for the ratio between the amount of nitrogen dioxide NO? and the amount of nitrogen oxides ΝΟχ reaching the reduction catalyst device may also consist of a measured value, which is measured through the use of one or several NO _x - sensors , and/or NO?-sensors, arranged in the exhaust treatment system.

According to one embodiment of the present invention, the active control 240 of the at least one parameter related to a combustion in the combustion engine is implemented in such a way that the amount of nitrogen oxides NO _x reaching the

reduction catalyst device is reduced, if the determined value (N02/NO _x )det for the ratio is smaller than or equal to a lower threshold value (N0 ₂ /NO _z ) , _{hreghold JOB} , (N0 ₂ /NO _x ) _det ≤

( θ2/ Ο _χ ⁾ threshoid_low ·

In this document, the invention is often described as active control, resulting in increases or reductions of the amount of nitrogen oxides NO _x reaching the at least one oxidising

component, and therefore also the reduction catalyst device.

Such an. increase of the amount of nitrogen oxides NO _x reaching the reduction catalyst device may entail that the amount of nitrogen oxides NO _x reaching ^" the reduction catalyst device is greater than an amount of nitrogen oxides NO _x , which is

comprised in the determined value (N02/NO _x ) det for the ratio. This may also be described as the amount of nitrogen oxides NO _x reaching a reduction catalyst device having a higher 1 concentration of nitrogen oxides NO _x in the exhaust stream than a concentration of nitrogen oxides NO _¾ , which corresponds to the determined value (NO?/ N'u _x ) _d et for the ratio.

Such a reduction of the amount of nitrogen oxides NO _x reaching the reduction catalyst device entails, in a similar manner, that the amount of nitrogen oxides NO _x reaching the reduction catalyst device is smaller than an amount of nitrogen oxides ΝΟχ , which is comprised in the determined value (N0 ₂ / ^' NO _¾ ) de t for the ratio. This may also be described as the amount of

nitrogen oxides NO _x reaching- a reduction catalyst device having a. lower concentration of nitrogen oxides O _x in the exhaust stream, compared to a concentration of nitrogen oxides NO _x , which corresponds to the determined value iN0 ₂ /NO _x ) _d et for the rat io , As described above, according to the present invention an active control of at least one parameter related to a

combustion in the combustion engine is carried out, based, on a comparison of a determined value (N0 ₂ /NO _x ) _de t for the ratio with an upper threshold value (N0 ₂ / ^' NO _x ) thresho ld high and/or with a lower threshold value (ΝΌ ₂ /ΝΌ _Χ ) _threshold _ _low .

The lower threshold value (N0 ₂ /NO _x ) Threshold i ₀ » has, according to one embodiment, a value which depends on a temperature over the reduction catalyst device. As a non-limiting example, it may be mentioned that the lower threshold value

(N0 ₂ /NO _x ) rhreshoid _. ow may ave a value representing 50%, 45%, 30%, 20%, or 10% for the ratio.

Similarly, the upper threshold value (N0 ₂ / O _x ) thr e sh ol d _. hi gh may have a value, which depends on a temperature over the

reduction, catalyst device. As a non-limiting example, it may be mentioned that the upper threshold value (N0 ₂ /NO _x ) thre shoi _{. d.} __hi _. oh may have a value representing 45%, 50%, 60%, or greater than 65% (> 65%) for the ratio.

A person skilled in the art will realise that a method for treatment of an exhaust stream according to the present invention, may also be implemented in a computer program, which when executed in a computer will cause the computer to execute the method. The computer program usually consists of a part of a computer program product 403, where the computer program product comprises a suitable non- volatile/permanent/persistent /durable digital storage medium, on which the computer program is stored. Said, nonvolatile/permanent /persistent /durable computer readable medium consists of a suitable memory, e.g.: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory) , EPROM (Erasable PROM) , Flash, EEPROM (Electrically Erasable PROM), a hard disk device, etc.

Figure 4 schematically shows a control device 400. The control device 400 comprises a calculation device 401, which may consist of essentially a suitable type of processor or

microcomputer, e.g. a circuit for digital signal processing (Digital Signal Processor, DSP) , or a circuit with a

predetermined, specific function (Application Specific

Integrated Circuit, ASIC) . The calculation device 401 is coηπΘcted to a memory unit 402 installed in the control device 400, providing the calculation device 401 with e.g. the stored program code and/or the stored data which the calculation device 401 needs in order to be able to carry out

calculations. The calculation device 401 is also set up to store interim or final results of calculations in the memory device 402. Further, the control device 400 is equipped, with devices 411, 412, 413, 414 for receiving and sending of input and output signals. These input and output signals may contain wave shapes, pulses or other attributes, which may be detected as information by the devices 411, 413 for the receipt of input signals and may be converted into signals that may be

processed by the calculation device 401. These signals are then provided to the calculation device 401. The devices 412, 414 for sending output signals are arranged to convert the calculation result from the calculation unit 401 into output signals, for transfer to other parts of the vehicle's control system, and/or the component (s) for which the signals are intended, for example t e first and/or second, dosage devices.

Each one of the connections to the devices for receiving and sending of input and output signals may consist of one or several of a cable; a data bus, such as a CAN (Controller Area Network} bus, a MOST (Media Oriented Systems Transport) bus, or any other bus configuration; or of a. wireless connection.

A person skilled in the art will realise that the above- mentioned computer may consist of the calculation device 401, and that the above-mentioned memory may consist of the memory device 402.

Generally, control systems in modern vehicles consist of a communications bus system, consisting of one or several communications buses to connect a number of electronic control devices (ECUs), or controllers, and different components localised on the vehicle. Such a control system may comprise a large number of control devices, and the responsibility for a specific function may be distributed among more than one control device. Vehicles of the type shown thus often comprise significantly more control devices than what is shown, in Figure 4, which is well known to a person skilled in the art within the technology area.

The present invention, in the embodiment shown, is implemented in the control device 400. The invention may, however, also be implemented wholly or partly in one or several other control devices already existing in the vehicle, or in a control device dedicated to the present invention.

Here, and in this document, devices are often described as being arranged to carry out steps in the method according to the invention. This also comprises that the devices are adapted and/or set up to carry out these method steps.

According to one aspect of the present invention, an exhaust treatment system, is provided, arranged for the treatment of an exhaust stream, which results from a combustion in a

combustion engine. The exhaust stream comprises nitrogen oxides NO _x , in which at least nitrogen, monoxide NO and. nitrogen dioxide NO ₂ are comprised. Figures 3a and 3b schematically show two non-limiting examples of exhaust treatment systems 350, in which the method according to the present invention may be used. In Figures 3a and 3b similar devices ave the same references ,

The exhaust treatment system 350 according to the present invention, comprises at least one oxidising- component 310, 311, 312 , 320 arranged in the exhau st. treatment system 350 , i.n order to carry out an oxidation 210 of compounds comprising one or several of nitrogen, carbon, and hydrogen in the exhaust stream 303,

The exhaust treatment system 350 according to the present invention, also comprises at least one reduction catalyst device 330, 331, 332, arranged downstream of the oxidising component 310, 311, 312, 320 in the exhaust treatment system 350, in order to carry out a reduction 220 of an amount of nitrogen oxides NO _x reaching the reduction catalyst device 330, 331, 332, This reduction is carried out through a catalytic reaction using an additive 371, 372. The exhaust treatment system 350 according to the present invention also comprises a control device 380, arranged to provide/carry out a determination 230 of a value (N02 O _x ) _de t for a ratio between an amount of nitrogen dioxide KO2 reaching the reduction catalyst device 330, 331, 332, and the amount of nitrogen oxides NO _x reaching the at least one oxidising

component 310, 311, 312, and therefore also the reduction catalyst device 330, 3 32 as described above. The control device 380 is also arranged to carry out an active control 240 of at least one parameter related to the combustion engine 301, such as for example related to a combustion in t e combustion engine, based on this determined value (N02/NO _x ) _de t for the ratio. This active control 240 is carried out, so that the amount of nitrogen oxides NO _x reaching the reduction catalyst device 330, 331, 332 is increased, if the determined value (N0 ₂ /NO _x ) _d e _t ^ror the ratio exceeds an upper threshold

Value (NO2/NOJ threshold _., high/" (N0 ₂ / O _x ) _d et > (NO?/NO _x ) threshold _, nigh .

As illustrated by Figures 3a and 3b, the exhaust treatment system 350 may have a number of different configurations, as long as it comprises the at least one oxidising component 310, 311, 312, 320, and the at least one reduction catalyst device 330, 331, 332, downstream of the oxidising component 310, 311, 312, 320, and the control device 380, which may achieve the active control of the combustion engine 301, so that the amount of nitrogen oxides NO _x reaching the at least one

oxidi sing component. 310, 311, 312, and therefore also t.he reduction catalyst device 330, 331, 332 may be adjusted. In the systems displayed in Figures 3a and 3b, an exhaust, pipe 302 is connected to a combustion engine 301.

Figure 3a shows an exhaust treatment system 350, which may illustrate a so-called Euro Vl-system. The exhaust stream 303 is led to a diesel particulate filter ( DPF ) 320, via a diesel oxidation catalyst (DOC) 310, During the combustion in the combustion engine, soot particles are formed, and the

particulate filter DPF 320 is used to catch these soot

particles. The exhaust stream 303 is here led through a filter structure, where soot particles are caught from the exhaust stream 303 passing through, and are stored in t e particulate filter 320.

The oxidation catalyst DOC 310 constitutes, according to this embodiment, the oxidising component 310, and is normally used primarily to oxidise, during the exhaust treatment, remaining hydrocarbons C _x H _y (also referred to as HC) and carbon monoxide CO in t e exhaust stream 303 into carbon dioxide CO2 and water H ₂ 0. The oxidation catalyst DOC 310 may also oxidise a large fraction of the nitrogen monoxides NO occurring in the exhaust stream into nitrogen dioxide NO ₂ . The oxidation of nitrogen monoxide NO into nitrogen dioxide NO ₂ is important to the nitrogen dioxide based soot, oxidation in the filter, and is also advantageous at a potential subsequent reduction of nitrogen oxides NO _x . In this respect, the exhaust treatment system 350 comprises an SCR (Selective Catalytic Reduction) catalyst 3.30, arranqed downstream of the particulate filter DPF 320, and here constitute the reduction catalyst device 330. SCR catalysts use ammonia NH ₃ , or a composition from which ammonia may be generated/formed, e.g. urea, as an additive for the reduction of nitrogen oxides NO _x in the exhaust stream. The reaction rate of this reduction is impacted by the ratio between nitrogen monoxide NO and nitrogen dioxide NO ₂ in the exhaust stream, so that the reduction's reaction is impacted in a positive direction by the previous oxidation of NO into O ₂ in the oxidation catalyst DOC. This applies up to a value representing approximately 50% of the molar ratio N0 ₂ / O _x . For higher fractions of the molar ratio N0 ₂ .NO _x , that is to say for values exceeding 50%, the reaction speed is impacted in a strongly negative manner. This problem is resolved by the present invention .

The SCR-catalyst 330 requires an additive to reduce the concentration of nitrogen oxides NO _x in the exhaust stream 303. Such additive is injected, into the exhaust stream 371 upstream, of the SCR-catalyst 330. Such additive is often ammonia and/or urea based, or consists of a substance from which ammonia may ^¬ be extracted or released, and may for example consist of

AdBlue, which basically consists of urea mixed with water.

Urea forms ammonia at heating (thermolysis), and at

heterogeneous catalysis on an oxidizing surface (hydrolysis), which surface may, for example, consist of titanium dioxide Ti0 ₂ , within the SCR-catalyst, or of a dedicated hydrolysis catalyst downstream of the dosage device .

According- to one embodiment of the invention, a. first

hydrolysis catalyst, which may consist of substantially any suitable hydrolysis coating, and/or a first mixer, may be arranged in connection with the first dosage device 371. The first hydrolysis catalyst, and/or the first mixer, are then used to increase the speed of the decomposition of urea into ammonia, and/or to mix the additive with the emissions, and/or to vaporise the additive.

The exhaust treatment system 350 is also equipped with a slip- catalyst (SC), which is arranged to oxidise a surplus of additive that may remain after the SCR-catalyst 330, and/or to assist the SCR-catalyst with additional NO _x -reduction .

Accordingly, the slip-catalyst SC may provide a potential for improving the system's total conversion/reduction of NOx .

The exhaust treatment system 350 is also equipped with one or several sensors, such as one or several NO _x -, NO ₂ - and/or temperature sensors 361, 362, 363, 364, arranged for example at the inlet to t e oxidation catalyst 310, at the inlet to the particulate filter 320, at the inlet to the SCR-catalyst 330, and/or at the outlet from the slip-catalyst 340, for determination of nitrogen oxides and/or temperatures in the exhaust trea.tm.ent system.

The control device 380 is arranged to carry out an active control of one or several parameters, which are related, to the combustion in the combustion engine 301. This control may be based on signals from a number of sensors in the exhaust treatment system, among others on the one or several of the ΝΟχ-, Ov- and/or the temperature sensors 361, 362, 363, 364,

Figure 3b shows an exhaust treatment system 350, which

comprises two reduction, catalyst devices 331, 332. Exhausts generated, at combustion in the engine 301, that is to say the exhaust stream 303 (indicated with arrows), are led past a first dosage device 371, arranged in the exhaust treatment system 350 to provide a first supply 210 of a. first additive to the exhaust stream 303. The exhaust treatment system 350 comprises a first reduction catalyst device 331, arranged downstream of the first dosage device 371, and arranged to provide a first impact on a first amount of nitrogen oxides ΝΟχ ₁ reaching the first d.evice 331. At this first impact, which occurs in the first device 331, the first additive is used, which is supplied to the exhaust stream 303. The exhaust treatment system. 350 also comprises a second dosage device 372, arranged downstream of the first device 331 to provide a second supply of a second additive to the exhaust stream 303, Downstream of the second dosage device 372, a second reduction catalyst device 332 is arranged, in order to provide a second impact on a second amount of nitrogen oxides ΝΟχ 2 reaching the second device 332. At this second impact, the first and/or the second additive is used, which is

supplied to t e exhaust stream by the second dosage device 372.

For the exhaust, treatment system 350 in Figure 3b, the ratio Νθ2./ Ο _¾ , between the amount of nitrogen dioxide NO ₂ and the amount of nitrogen oxides NO _¾ reaching the reduction catalyst device 330, 331, 332 may consist of a. ratio N0 ₂ _i/NO _x _i, between the first, amount of nitrogen dioxide NO ₂ 1 and the first amount of nitrogen oxides NO _¾ 1 reaching the reduction catalyst device 331. For the exhaust treatment system 350 in Figure 3b, the ratio NO ₂ /NO _X , between the amount of nitrogen, dioxide NO ₂ and. the amount of nitrogen oxides NO _x reaching- the reduction, catalyst device 330, 331, 332 may consist of a ratio

NO? ₂ /NO _x 2, between the second amount of nitrogen dioxide N0 ₂ 2 and the second amount of nitrogen oxides NO _x _ ₂ reaching the second reduction catalyst device 332.

The exhaust treatment system 350 is also equipped with one or several senso s, such, as one or several NO _x -, NO2- and or temperature sensors 361, 362, 363, 364, 365, arranged, for example, at the inlet to the oxidation catalyst 311, at the inlet to the first reduction catalyst device 331, at the outlet from the first reduction, catalyst device 331, at the inlet to the oxidation catalyst 312, at the inlet to the second reduction catalyst device 372, and/or at the outlet from the second reduction catalyst device 332, for determination of nitrogen oxides, nitrogen dioxide and/or temperatures in the exhaust treatment system.

T e control device 380 is arranged to carry out. an active control of one or several parameters, which are related to the combustion in the combustion engine 301 according to the present invention. This control may be based on signals from a number of sensors in the exhaust treatment system, among others on the one or several of the NO _x -, NO?- and/or the temperature sensors 361, 362, 363, 364, 365. According to one embodiment of the present invention, the exhaust treatment system may comprise a first oxidation catalyst DOCi 311, arranged upstream of the first dosage device 371 and/or a second, oxidation catalyst DOC ₂ 312, arranged downstream of the first device 331, The first oxidation catalyst DOCi 311, and/or the second oxidation catalyst

DOC ₂ 312, are in that case arranged to oxidise nitrogen

compounds, carbon compounds a d/or hydrocarbon compounds in the exhaust stream 303 in the exhaust treatment system 350. At the oxidation in the first oxidation catalyst DOCj 311, a part of the nitrogen monoxides NO in the exhaust stream 303 is oxidised into nitrogen dioxide N0 ₂ .

The first oxidation catalyst DOCi 311, and/or the second oxidation catalyst DOC ₂ 312, are at least partly coated with a catalytic oxidising coating, wherein such oxidising coating may comprise at least one precious metal, for example

platinum.

According to one embodiment of the present invention, the exhaust system 350 comprises a particulate filter 320,

downstream of the first device, or downstream of the second oxidation catalyst DOC ₂ 312, if this is comprised, in the system. The particulate filter 320 is arranged to catch and oxidise soot particles. The exhaust stream 303 is here led through the filter structure of the particulate filter, where soot particles are caught in the filter structure from the exhaust stream 303 passing through, and are stored and

oxidised in the particulate filter. According to one

embodiment of the present invention, the particulate filter 320 consists of a Diesel Particulate Filter, DPF . This filter is thus used to catch, store and oxidise soot particles from t.he exhaust stream 303, According- to another embodiment of the present invention, the particulate filter 320 consists of a particulate filter, which at least partly is coated with a catalytic oxidising coating, wherein such oxidising coating may comprise at least one precious metal. That is to say, the particulate filter 320 may at least partly be coated with one or several precious metals, for example platinum. The particulate filter cDPF, which comprises the oxidising coating, may result in more stable ratios for the nitrogen dioxide level NO ₂ at the second

reduction catalyst device 332. Additionally, the use of the particulate filter cDPF, comprising t e oxidising coating, means that the value for the ratio N0 ₂ /NO _x , that is to say the level of N0 ₂ , may be controlled. Since the particulate filter cDPF with the oxidising coating is used, according to one embodiment the second, oxidation catalyst DOC ₂ 312 is not needed. in the system.

Thus, the at least one oxidising component 310, 311, 312, 320, which according to the present invention is arranged upstream of the reduction catalyst device 330, 331, 332, may comprise one or several of an oxidation catalys 310, 311, 312, and a particulate filter 320 at least, partly comprising a catalytic oxidising coating. As described above, according to the present invention, an active control 240 of at least one parameter related to the combustion in the engine 301 is implemented to achieve a desirable value for the ratio between the amount of nitrogen dioxide NO ₂ , and the amount of nitrogen oxid.es N0 _X reaching the reduction catalyst device 330, 331, 332. This active control may be carried out in a number of different ways, according to different embodiments of the present invention.

The active control of the at least one parameter related to the combustion in the engine 301 may according to one

embodiment of the present invention comprise a selection of at least one injection strategy for the combustion engine 301. In Figures 3a and 3b the control device 380 is schematically drawn as connected to the engine 301, This connection, means that the control device 380 is arranged to better be able to control the injection of fuel into the combustion engine's cylinders, either directly or via an engine control device 115 (Figure 1} ,

According to one embodiment of the present invention, a timing for an injection of fuel into the respective cylinders in the combustion engine 301 may be controlled, by the control device 380 to occur earlier, so that an increase of the amount of nitrogen oxides NO _¾ reaching the reduction catalyst device 330, 331, 332 is achieved by advancing the timing of the injection. Similarly, a reduction of the amount of nitrogen oxides NO _x reaching the reduction catalyst device 330, 331, 332 may be achieved by delaying the timing of the injection.

According to one embodiment of the present invention, as described above, the injection pressure for the injections of fuel into the respective cylinders in the combustion engine may be controlled, by the control device 380, so that an increase of t e i ection pressu e is achieved for one or several cylinders, wherein an increase of the amount of nitrogen oxides N0 _¾ reaching the reduction catalyst device 330, 331, 332 is achieved. Similarly, the injection pressure for the in ections of f el into the respective cylinders of the combustion engine 301 may be controlled, so that a reduction of the amount of nitrogen oxides NO _¾ reaching the reduction catalyst device 330, 331, 332 is achieved.

According to one embodiment of the present invention, as described above, the injection phasing for an injection of fuel into the respective cylinders may be controlled by the control device 380, so that a relatively large pressure gradient is obtained, wherein an increase of the amount of nitrogen oxides NO _x reaching the reduction catalyst device is achieved. Similarly, the injection may be controlled, so that a relatively small cylinder pressure gradient is obtained, wherein a reduction of the amount of nitrogen oxides NO _x reaching the reduction catalyst device 330, 331, 332 is achieved , As described above, according to one embodiment of the present invention, the active control of the at least one combustion related parameter may comprise the control device 380

controlling a device for exchange gas recirculation (EGR) 304. This is schematically illustrated in Figures 3a and 3b by way of a connection between the control device 380, and the exchange gas recirculation device 304. This connection

illustrates that the control device 380 may, either directly, via, for example, an engine control device 115 (Figure 1), control the fraction of the exhaust stream 303 that is

recirculated from the engine ' s outlet 305 to its inlet 306.

For example, the control device 380 may here be arranged to control a damper or similar in the EGR-recirculation device 304, which impacts the amount, of exhausts recirculated to the inlet 306.

According to one embodiment of the present invention, the control device 380 may be arranged to reduce a fraction of the exhaust stream, which is recirculated through the device for exhaust recirculation (EGR) , so that an increase of the amount of nitrogen oxides O _x reaching the reduction catalyst device 330, 331, 332 is achieved. Similarly, an increase of a

fraction of the exhaust stream, which is recirculated through the exchange gas recirculation device (EGR) , may provide for a reduction of the amount, of nitrogen oxides NO _x reaching the reduction catalyst device 330, 331, 332.

According to one embodiment of the present invention, the first and/or the second additive comprises ammonia NH ₃ or urea, from which ammonia may be generated/formed/released. This additive may for example consist of AdBlue, The first and the second additive may be of the same type, or may be of

different types .

According- to one embodiment of the present invention, the exhaust treatment system 350 comprises a system 370 for supply of additive, which comprises at least one pump 373 arranged to supply the dosage device 371 in Figure 3a, and the first 371 and the second 372 dosage devices in Figure 3b, respectively, with additive, that is to say for example ammonia or urea.

One example of such a system 370 for supply of additive is shown schematically in Figure 3b, wherein, the system comprises the first, dosage device 371 and. the second dosage device 372, which are arranged upstream of the first device 331, and upstream of the second device 332, respectively. The first and second dosage devices 371, 372, often consisting of dosage nozzles which administer additive to, and mix such additive with, the exhaust stream 303, are supplied with additive by the at least one pump 373, via conduits 375 for additive. The at least one pump 373 obtains additive from one or several tanks 376 for additive, via one or several conduits 377 between the tank/tanks 376, and the at least ΟΠΘ pump 373. It should be realised that the additive may be in liquid form and/or in gaseous form. Where the additive is in liquid form, the pump 373 is a liquid pump, and the one or several tanks 376 are liquid tanks. Where the additive is in gaseous form, the pump 373 is a gas pump, and the one or several tanks 376 are gas tanks. If both gaseous and liquid additives are used, several tanks and pumps are arranged, wherein at least one tank and one pump are set up to supply liquid additive, and at least one tank and one pump are set up to supply gaseous additive .

According to one embodiment of the invention, the at least one pump 373 comprises a joint pump, which feeds both the first 371 and the second 372 dosage device with the first and the second additive, respectively. According to another embodiment of the invention, the at least one pump comprises a first and a second pump, which feed the first 371 and the second 372 dosage device, respectively, with the first and the second additive, respectively. The specific function of the additive system 370 is well described in prior art technology, and the exact method for the injection of additive is therefore not described in any further detail herein. Generally, however, the temperature at the point of injection/SCR-catalyst should be above a lower threshold temperature, to avoid precipitates and formation of unwanted by-products, such as ammonium nitrate NHNO3. An example of a value for such a lower

threshold, temperature may be approximately 200 °C. According to one embodiment of the invention, the system 370 for supply of additive comprises a dosage control device 374, arranged to control the at least one pump 373, so that the additive is supplied to the exhaust stream. The dosage control device 374 comprises, according to one embodiment , a first pump control device 378 arranged to control the at least one pump 373, in such a manner that a first dosage of the first additive is supplied to the exhaust stream 303, via the first dosage device 371. The dosage control device 374 also comprises a second pump control device 379, arranged to control the at least one pump 373, so that a second dosage of the second additive is supplied to the exhaust stream 303, via the second dosage device 372.

The first and second additives usually consist of the same type of additive, for example urea. However, according to one embodiment of the present invention, the first additive and the second additive may be of different types, for example urea and ammonia, which means that the dosage to each one of the first 331 and second 332 reduction catalyst devices, and accordingly also the function for each of the first 331 and second 332 reduction catalyst devices, may be optimised also with respect to the type of additive. If different types of additive are used, the tank 376 comprises several sub-tanks, which contain the different respective types of additive. One or several pumps 373 may be used to supply the different types of additive to the first dosage device 371 and the second dosage device 372. As mentioned above, the one or several tanks, and the one or several pumps, are adapted according to the state of the additive, that is to say according to whether the additive is gaseous or liquid.

The one or several pumps 373 are thus controlled by a dosage control device 374 , which generates control signals for control of supply of additive, so that a desired amount is injected into the exhaust stream 303 with the help of the first 371 and the second 372 dosage devices, respectively, upstream of the first 331 and the second 332 device,

respectively. n more detail, the first pump control device 378 is arranged to control either a joint pump, or a pump dedicated to the first dosage device 371, so that the first dosage is controlled to be supplied to the exhaust stream 303 via. the first dosage device 371. The second, pump control device 379 is arranged to control either a joint pump, or a pump dedicated to the second dosage device 372, so that the second dosage is controlled, to be supplied to the exhaust stream 303 via the second, dosage device .372.

The exhaust treatment system 350 in which, the present

invention is implemented may have a large number of designs . As mentioned above, the exhaust treatment system may have basically any appearance, as long as it comprises at least one oxidising- component, followed downstream by at least one reduction, catalyst device 330, 331, 332, and wherein the combustion engi e 3ul may be conr. oiled, by a conr.roi device 380, to change the amount of nitrogen oxides NO _x reaching the at least one oxidising component 310, 311, 312, and therefore also the at least one reduction, catalyst device 330, 331, 332.

The at least one reduction catalyst device 330, 331, 332 may for example, according to various non-limiting embodiments of the present invention comprise one of:

- a selective catalytic reduction catalyst SCR;

- a selective catalytic reduction catalyst SCR, followed downstream by a. slip-catalyst SC, wherein the slip-catalyst SC is ar anged to oxidise a residue of additive, and./or to assist the selective catalytic reduction catalyst SCR with an additional reduction of nitrogen oxides N0 _X in the exhaust stream 303;

- a slip-catalyst SC, which is arranged primarily for

reduction of nitrogen oxides NO _x , and secondarily for oxidation of additive in the exhaust stream 303;

- a slip-catalyst SC, followed downstream of a selective catalytic reduction catalyst SCR, wherein the slip-catalyst SC is arranged to oxidise additive, and/or to assist the

selective catalytic reduction catalyst SCR with a reduction of nitrogen oxides NO _x in the exhaust stream 303;

- a slip-catalyst SC, followed downstream by a selective catalytic reduction catalyst SCR, followed downstream by an additional slip-catalyst SCb, wherein the slip-catalyst SC, and/or the additional slip-catalyst SC , are arranged to oxidise additive, and/or to assist the selective catalytic reduction catalyst SCR with a reduction of nitrogen oxides NO _x in t e exhaust stre8.IT! ,j 03, and

- a selective catalytic reduction catalyst SCR, combined with a purely oxidising coating in its outlet part; and

- a slip-catalyst SC, followed downstream by a selective catalytic reduction catalyst SCR, combined with a purely oxidising coating in its outlet part, wherein the slip- catalyst SC is arranged primarily for reduction of nitrogen oxides NO _x , and secondarily for oxidation of additive in the exhaust stream 303,

In this document, a selective catalytic reduction catalyst SCR means a traditional SCR-catalyst (Selective Catalytic

Reduction) . SCR catalysts usually use an additive, often ammonia NH ₃ , or a composition from which ammonia may be

generated/formed, which is used for the reduction of nitrogen oxides ΝΟχ in the exhausts. The additive is injected into the exhaust stream resulting from the combustion engine, upstream of the catalyst as described above. The additive added to the catalyst is adsorbed (stored) in the catalyst, in the form of ammonia NH ₃ , so that a redox-reaction may occur between nitrogen oxides NO _x in the exhausts and ammonia NH.3 available via the additive .

In this document, a slip-catalyst SC means a catalyst which is arranged to oxidise additive, and/or to assist a selective catalytic reduction catalyst SCR with a reduction of nitrogen oxides ΝΟχ in the exhaust stream. The use of a first slip- catalyst SCi in the first device 331 facilitates a greater- load, and. therefore a better use of the first selective catalytic reduction catalyst SCRi, and it also facilitates a reduction of the starting temperature (the "light off- temperature) for the O _x -reduction . The slip-catalyst SC may also oxidise nitrogen monoxide NO and/or hydrocarbons HC in the exhaust stream, so that heat/an exothermal reaction is generated .

The fact that the first device 331 comprises a slip-catalyst SC], and/or the additional first slip-catalyst SC _]b , which are multifunctional, and accordingly reduce nitrogen oxides KO _x through the use of the additive, and also oxidise the

additive, leads to a number of advantages for the exhaust treatment system. The first slip-catalyst SC], and/or the additional first slip-catalyst SCi , may here be used in symbiosis with the first reduction catalyst SCRi, so that the activity of the first slip-catalyst SCi and/or the additional first slip-catalyst SC]_ , with respect to the reduction of nitrogen oxides NO _¾ and oxidation of residues of additive, and the slip-catalyst ¹ s SCi, SCi _b deposit characteristics for additive, constitute a com.plem.ent to the function of the first reduction catalyst SCRi . The combination of these

characteristics for the first device 331, comprising the first reduction catalyst SCRi , the first slip-catalyst SCi , and/or the additional first slip-catalyst SCi _b , mean that a higher conversion level may be obtained over the first device 331. Additionally, the use of the first slip-catalyst SCi , and/or of the additional first slip-catalyst SCib , in the first, device 331, result in conditions making it possible to avoid that a non-selective oxidation of reductant occurs in components placed downstream of the first device 331 in the exhaust treatment system., which may potentially comprise platinum metals ,

Furthermore, tests have shown that the reduction of nitrogen oxides ΝΟχ with the first multifunctional slip-catalyst SC; _L , and/or the additional first slip-catalyst SCi _b in the first device 331 becomes surprisingly efficient. This is a result of sufficient amou ts of nitrogen oxid.es N0 _X being prese t, i the exhaust stream 303 at the first slip-catalyst SC i , and/or at the additional first slip-catalyst SC i _b in the first device 331, in. order for an efficient reduction of nitrogen oxides N0 _X to be obtained. In other words, the relatively good

availability of nitrogen oxides N0 _X at the first, slip-catalyst SC] , and/or at the additional first slip-catalyst SCi _b , may be used to achieve a very good performance and/ or a very good utilisation, when a multif nctional slip-catalyst SCi , and/or an additional first slip-catalyst SC; _Lb , is used in the first, catalyst device 331.

The first, selective catalytic reduction catalyst SCRi , the first slip-catalyst SCi , and/or the additional first slip- catalyst SCi _b , may be used with the objective of generating heat, for example by oxidation of hydrocarbons HC in the exhaust, stream., which facilitates regeneration of sulphur contaminated components, such as the first selective catalytic reduction catalyst SCRi , and/or components arranged downstream 3 of the latter. At the regeneration of the sulphur contaminated components, the amount of sulphur intercalated in the

components is reduced, that is to say in at least one of the first selective catalytic reduction, catalyst SCRi, and

components arranged downstream of t e latter.

The system according to the present invention may be arranged to perform all of the method embodiments described above and in the claims, so that the system for the respective

embodiments obtains the above described advantages for the respective embodiments,

A person skilled in the art will also realise that the above system may be modified according to the different embodiments of the method according to the invention. In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system for treatment of an exhaust stream.

The present invention is not limited to the embodiments of the invention described above, but pertains to and comprises all embodiments within the scope of the enclosed independent claims.