U.S. patent application number 11/358144 was filed with the patent office on 2007-08-23 for controlling engine operation during diesel particulate filter regeneration to avoid runaway.
Invention is credited to Paul L. Berke.
Application Number | 20070193258 11/358144 |
Document ID | / |
Family ID | 38426763 |
Filed Date | 2007-08-23 |
United States Patent
Application |
20070193258 |
Kind Code |
A1 |
Berke; Paul L. |
August 23, 2007 |
Controlling engine operation during diesel particulate filter
regeneration to avoid runaway
Abstract
A motor vehicle diesel engine (10) has an exhaust system (16)
having a diesel particulate filter (18) that traps particulate
matter in engine exhaust gases passing through the exhaust system.
A control system (22) processes certain data to control engine and
diesel particulate filter operation. In response to driver release
of the accelerator, the engine decelerates toward idling at a lower
low idle speed that has been predetermined appropriate for low
idling when the diesel particulate filter is not being regenerated
but inappropriate when the diesel particulate filter is being
regenerated because of the potential for causing on-going
regeneration to become uncontrolled. When the diesel particulate
filter is being regenerated, a higher low idle speed sufficiently
higher than the lower low idle speed is substituted as the low idle
speed set-point essentially eliminating the potential for
continuation of on-going diesel particulate filter regeneration
becoming uncontrolled as the engine idles.
Inventors: |
Berke; Paul L.; (Chicago,
IL) |
Correspondence
Address: |
INTERNATIONAL ENGINE INTELLECTUAL PROPERTY COMPANY
4201 WINFIELD ROAD
P.O. BOX 1488
WARRENVILLE
IL
60555
US
|
Family ID: |
38426763 |
Appl. No.: |
11/358144 |
Filed: |
February 21, 2006 |
Current U.S.
Class: |
60/297 ; 60/285;
60/295; 60/300 |
Current CPC
Class: |
Y02T 10/40 20130101;
F01N 9/002 20130101; Y02T 10/47 20130101 |
Class at
Publication: |
060/297 ;
060/295; 060/300; 060/285 |
International
Class: |
F01N 3/00 20060101
F01N003/00; F01N 3/10 20060101 F01N003/10 |
Claims
1. A method for controlling operation of a diesel engine during
controlled regeneration of a diesel particulate filter in an engine
exhaust system, the method comprising: processing certain data
related to engine and diesel particulate filter operation, and when
the processing discloses the engine being commanded to idle at a
low idle speed that has been predetermined appropriate for low
idling in the absence of diesel particulate filter regeneration but
inappropriate for low idling in the presence of controlled diesel
particulate filter regeneration because of the potential for
causing on-going regeneration of the diesel particulate filter to
become uncontrolled, commanding the engine to idle at a higher low
idle speed that is high enough to essentially eliminate the
potential for diesel particulate filter regeneration becoming
uncontrolled as the engine idles.
2. A method as set forth in claim 1 comprising processing data
indicative of soot load in the diesel particulate filter and
conditioning the step of commanding the engine to idle at a higher
low idle speed upon the processing disclosing that the indicated
soot load in the diesel particulate filter exceeds a defined soot
load.
3. A method as set forth in claim 2 comprising processing data
indicating temperature of exhaust gas entering the diesel
particulate filter and conditioning the step of commanding the
engine to idle at a higher low idle speed upon the processing
disclosing that indicated exhaust gas temperature entering the
diesel particulate filter exceeds a defined temperature.
4. A method as set forth in claim 1 comprising processing data
indicating temperature of exhaust gas entering the diesel
particulate filter and conditioning the step of commanding the
engine to idle at a higher low idle speed upon the processing
disclosing that indicated exhaust gas temperature entering the
diesel particulate filter exceeds a defined temperature.
5. A method as set forth in claim 1 comprising starting a timer
upon occurrence of the step of commanding the engine to idle at a
higher low idle speed, and thereafter commanding the engine to idle
at a low idle speed that has been predetermined appropriate for low
idling in the absence of diesel particulate filter regeneration but
inappropriate for low idling in the presence of controlled diesel
particulate filter regeneration upon occurrence of one or more of
a) the timer timing out after a defined maximum amount of time, b)
the processing of data indicating temperature of exhaust gas
entering the diesel particulate filter disclosing a temperature
less than a defined temperature after the timer has timed for a
defined minimum amount of time, and c) the engine being commanded
to accelerate from low idle.
6. A method as set forth in claim 1 comprising conditioning the
step of commanding the engine to idle at a higher low idle speed
upon a flag, that is selectively set and reset by the processing
step, being set.
7. A method as set forth in claim 6 wherein the conditioning step
comprises processing data indicative of soot load in the diesel
particulate filter, setting the flag upon the processing disclosing
indicated soot load in the diesel particulate filter exceeding a
defined soot load, and resetting the flag upon the processing
ceasing to disclose indicated soot load in the diesel particulate
filter exceeding the defined soot load.
8. A diesel engine comprising: an exhaust system having a diesel
particulate filter that traps particulate matter in engine exhaust
gases passing through the exhaust system and that at times is
regenerated; and a control system comprising a processor for
processing certain data to control engine and diesel particulate
filter operation, and that in response to a command for the engine
to run at low idle speed causes the engine to idle at a lower low
idle speed that has been predetermined appropriate for low idling
when the diesel particulate filter is not being regenerated but
inappropriate when the diesel particulate filter is being
regenerated because of the potential for causing on-going
regeneration to become uncontrolled, and when the diesel
particulate filter is being regenerated, to idle at a higher low
idle speed sufficiently higher than the lower low idle speed to
essentially eliminate the potential for continued diesel
particulate filter regeneration becoming uncontrolled as the engine
idles.
9. An engine as set forth in claim 8 wherein the processor is
arranged to process data indicative of soot load in the diesel
particulate filter and to condition the step of commanding the
engine to idle at a higher low idle speed upon processing data
disclosing that the indicated soot load in the diesel particulate
filter exceeds a defined soot load.
10. An engine as set forth in claim 9 wherein the processor is
arranged to process data indicating temperature of exhaust gas
entering the diesel particulate filter and to condition commanding
the engine to idle at a higher low idle speed upon indicated
exhaust gas temperature entering the diesel particulate filter
exceeding a defined temperature.
11. An engine as set forth in claim 8 wherein the processor is
arranged to process data indicating temperature of exhaust gas
entering the diesel particulate filter and to condition commanding
the engine to idle at a higher low idle speed upon indicated
exhaust gas temperature entering the diesel particulate filter
exceeding a defined temperature.
12. An engine as set forth in claim 8 wherein the processor is
arranged to start a timer upon commanding the engine to idle at a
higher low idle speed, and thereafter to command the engine to idle
at a lower low idle speed upon occurrence of one or more of a) the
timer timing out after a defined maximum amount of time, b) the
processing of data indicating temperature of exhaust gas entering
the diesel particulate filter disclosing a temperature less than a
defined temperature after the timer has timed for a defined minimum
amount of time, and c) the engine is commanded to accelerate from
low idle speed.
13. An engine as set forth in claim 8 wherein the processor is
arranged to condition the step of commanding the engine to idle at
a higher low idle speed upon a flag, that is selectively set and
reset, being set.
14. An engine as set forth in claim 13 wherein the processor is
arranged to process data indicative of soot load in the diesel
particulate filter, to condition setting the flag upon the
indicated soot load in the diesel particulate filter exceeding a
defined soot load, and to condition resetting the flag upon the
indicated soot load in the diesel particulate filter ceasing to
exceed the defined soot load.
15. An engine as set forth in claim 8 wherein the diesel
particulate filter comprises a catalyzed ceramic substrate.
16. A motor vehicle comprising: a diesel engine for accelerating
the vehicle when a driver operates an accelerator; an exhaust
system having a diesel particulate filter that traps particulate
matter in engine exhaust gases passing through the exhaust system
and that at times is regenerated; and a control system comprising a
processor for processing certain data to control engine and diesel
particulate filter operation, and that in response to release of
the accelerator causes the engine to idle at a lower low idle speed
that has been predetermined appropriate for low idling when the
diesel particulate filter is not being regenerated but
inappropriate when the diesel particulate filter is being
regenerated because of the potential for causing on-going
regeneration to become uncontrolled, and when the diesel
particulate filter is being regenerated, to idle at a higher low
idle speed sufficiently higher than the lower low idle speed to
essentially eliminate the potential for continued diesel
particulate filter regeneration becoming uncontrolled as the engine
idles.
17. A motor vehicle as set forth in claim 16 wherein the processor
is arranged to process data indicative of soot load in the diesel
particulate filter and to condition the step of commanding the
engine to idle at a higher low idle speed upon processing data
disclosing that the indicated soot load in the diesel particulate
filter exceeds a defined soot load.
18. A motor vehicle as set forth in claim 17 wherein the processor
is arranged to process data indicating temperature of exhaust gas
entering the diesel particulate filter and to condition commanding
the engine to idle at a higher low idle speed upon indicated
exhaust gas temperature entering the diesel particulate filter
exceeding a defined temperature.
19. A motor vehicle as set forth in claim 16 wherein the processor
is arranged to process data indicating temperature of exhaust gas
entering the diesel particulate filter and to condition commanding
the engine to idle at a higher low idle speed upon indicated
exhaust gas temperature entering the diesel particulate filter
exceeding a defined temperature.
20. A motor vehicle as set forth in claim 16 wherein the processor
is arranged to start a timer upon commanding the engine to idle at
a higher low idle speed, and thereafter to command the engine to
idle at a lower low idle speed upon occurrence of one or more of a)
the timer timing out after a defined maximum amount of time, b) the
processing of data indicating temperature of exhaust gas entering
the diesel particulate filter disclosing a temperature less than a
defined temperature after the timer has timed for a defined minimum
amount of time, and c) the accelerator is again operated to
accelerate the vehicle.
21. A motor vehicle as set forth in claim 16 wherein the processor
is arranged to condition the step of commanding the engine to idle
at a higher low idle speed upon a flag, that is selectively set and
reset, being set.
22. A motor vehicle as set forth in claim 21 wherein the processor
is arranged to process data indicative of soot load in the diesel
particulate filter, to condition setting the flag upon the
indicated soot load in the diesel particulate filter exceeding a
defined soot load, and to condition resetting the flag upon the
indicated soot load in the diesel particulate filter ceasing to
exceed the defined soot load.
23. A motor vehicle as set forth in claim 16 wherein the diesel
particulate filter comprises a catalyzed ceramic substrate.
Description
FIELD OF THE INVENTION
[0001] This invention relates generally to emission control systems
of internal combustion engines, more particularly diesel engines
that have certain exhaust gas treatment devices for treating
exhaust gases passing through their exhaust systems. The invention
more especially also relates to a system and method for controlling
engine operation in ways that avoid on-going controlled
regeneration of a diesel particulate filter (DPF) from becoming
uncontrolled when the engine is decelerated to low idle speed.
BACKGROUND OF THE INVENTION
[0002] A known system for treating exhaust gas passing through an
exhaust system of a diesel engine comprises a diesel oxidation
catalyst (DOC) associated with a diesel particulate filter (DPF).
The combination of these two exhaust gas treatment devices promotes
chemical reactions in exhaust gas and traps diesel particulate
matter (DPM) as exhaust flows through the exhaust system from the
engine, thereby preventing significant amounts of pollutants such
as hydrocarbons, carbon monoxide, soot, SOF, and ash, from entering
the atmosphere.
[0003] Certain DPF's use a a catalyzed ceramic substrate for
trapping certain constituents in DPM. Such a substrate possesses
certain significant advantages over competing materials, including
cost, material properties, and commercial availability. In its
present form however, this substrate is somewhat less durable
against thermally induced shocks and stresses than other competing
DPF substrate materials.
[0004] Manufacturers of large vehicles powered by diesel engines
are confronted by both government and consumer demands that on
occasion ostensibly conflict. On one hand, certain government
regulations mandate compliance with certain tailpipe emission
standards that can be met only at added cost to consumers. On the
other hand, consumers seek to purchase new vehicles that are
cost-efficient.
[0005] A DPF having a catalyzed ceramic substrate can satisfy both
requirements provided that its useful life is long enough to cover
an applicable warranty time span.
[0006] It has been discovered that premature aging of a catalyzed
ceramic substrate, leading to early failure of a DPF, may be an
impediment to a manufacturer's ability to bring the benefits of
catalyzed ceramic substrate technology to the marketplace. A
premature failure of a DPF that uses a catalyzed ceramic substrate
may result in a warranty claim that must be satisfied by the
manufacturer. The potential for large warranty costs due to DPF
failure may be intolerable to a manufacturer, and therefore the
manufacturer may adopt a different but initially more expensive
alternative.
[0007] Consequently, it is seen desirable to develop a solution for
mitigating potential early failure of a DPF that uses catalyzed
ceramic substrate technology so that the benefit of a
cost-effective DPF may inure to consumers while the manufacturer
can secure compliance with applicable governmmental regulations
without unreasonable warranty cost risk.
[0008] Accordingly, a system and method that can provide such a
solution should enjoy commercial acceptance.
SUMMARY OF THE INVENTION
[0009] The present invention is directed toward such a system and
method.
[0010] During controlled regeneration, conditions that cause
uncontrolled (runaway) regeneration may arise in various ways.
Prior to the present invention, a protection strategy was
incorporated in an engine control system to guard against
unintended runaway regeneration. The present invention results from
a discovery that "drop-to-idle" events occurring in a
diesel-powered motor vehicle during a controlled regeneration of a
DPF having a catalyzed ceramic substrate while the engine is in
operation can also lead to potentially damaging uncontrolled, or
runaway, regeneration.
[0011] For example, when a truck stops at a stop light and engine
speed drops to low idle speed, the exhaust gas flow through the
exhaust system, including the DPF, will significantly decrease and
the concentration of oxygen inside the DPF will increase. Because
the regeneration that is in progress has already elevated substrate
temperature to that required for burning off trapped soot, the
combination of decreasing flow rate and increasing oxygen
concentration can start a self-propagating (uncontrolled) reaction
that elevates the substrate temperature even higher.
[0012] Such a high temperature shock increases stresses in the
internal materials. Even a single drop-to-idle event can create a
shock that cracks a substrate. Repeated shocks have a cumulative
effect that can eventually lead to even more cracking of the
material and resulting DPF failure, because a DPF will
progressively lose soot trapping effectiveness as cracks propagate.
DPF failure within an applicable warranty period imposes a warranty
cost on the manufacturer.
[0013] Known regeneration control strategies do address issues of
DPF temperature and soot loading, but insofar as the inventor is
aware they do not address the possibility of runaway regeneration
caused by a drop-to-idle event that takes place during a controlled
regeneration.
[0014] The present invention provides a more robust strategy
because it includes a change-in-engine-operation protection feature
that addresses the issue of potential runaway regeneration due to
occurence of a drop-to-idle event while a controlled regeneration
is under way.
[0015] An aftertreatment strategy that provides a software solution
for avoiding runaway regeneration as a consequence of a
drop-to-idle event is especially advantageous because the need for
additional hardware, except for possibly the necessary computing
capability to incorporate a small amount of additional software, is
obviated.
[0016] Briefly, the invention involves allowing the aftertreatment
control strategy to override basic engine operation set-points in
favor of other set-points specifically calibrated to protect the
DPF when a drop-to-idle event occurs while a controlled
regeneration is in process. Detection of a drop-to-idle event
changes the set-points for certain parameters in the control
strategy affecting engine operation. The engine's idle speed will
be increased to that of a special predefined set-point for the
purpose of increasing airfllow through the DPF. Other parameters
whose set-points may be changed include: main fuel injection
timing, EGR valve position, turbocharger (EVRT) vane position,
intake throttle position, post-injection fuel quantitiy, and
post-injection fuel timing.
[0017] The pertinent exhaust temperatures and engine information
are detected using existing sensors. If regeneration-level exhaust
temperatures are present and no more than a fairly small quantity
of soot has been burned off as a controlled regeneration is
proceeding, the inventive strategy will activate a
"ready-to-protect" mode by setting an appropriate flag. While that
flag is set, detection of a drop-to-idle event, such as a command
to run the engine at low idle speed, will cause special set-points
to be substituted for the ones that would otherwise be used during
the controlled regeneration. Use of the special set-points will
continue during what is now a "protect" mode.
[0018] The protect mode will continue until the inlet and/or outlet
DPF temperatures are below a safe threshold, or until a maximum
time limit is reached. The driver will be able to operate the
vehicle normally during this protection mode.
[0019] One generic aspect of the present invention relates to a
method for controlling operation of a diesel engine during
controlled regeneration of a diesel particulate filter in an engine
exhaust system. The method comprises processing certain data
related to engine and diesel particulate filter operation, and when
the processing discloses the engine being commanded to idle at a
low idle speed that has been predetermined appropriate for low
idling in the absence of diesel particulate filter regeneration but
inappropriate for low idling in the presence of controlled diesel
particulate filter regeneration because of the potential for
causing on-going regeneration of the diesel particulate filter to
become uncontrolled, commanding the engine to idle at a higher low
idle speed that is high enough to essentially eliminate the
potential for diesel particulate filter regeneration becoming
uncontrolled as the engine idles.
[0020] Another generic aspect relates to an engine that uses the
method just described.
[0021] A further aspect relates to a motor vehicle comprising a
diesel engine for accelerating the vehicle when a driver operates
an accelerator, an exhaust system having a diesel particulate
filter that traps particulate matter in engine exhaust gases
passing through the exhaust system and that at times is
regenerated, and a control system comprising a processor for
processing certain data to control engine and diesel particulate
filter operation.
[0022] In response to release of the accelerator the control system
causes the engine to idle at a lower low idle speed that has been
predetermined appropriate for low idling when the diesel
particulate filter is not being regenerated but inappropriate when
the diesel particulate filter is being regenerated because of the
potential for causing on-going regeneration to become uncontrolled,
and when the diesel particulate filter is being regenerated, to
idle at a higher low idle speed sufficiently higher than the lower
low idle speed to essentially eliminate the potential for continued
diesel particulate filter regeneration becoming uncontrolled as the
engine idles
[0023] The foregoing, along with further features and advantages of
the invention, will be seen in the following disclosure of a
presently preferred embodiment of the invention depicting the best
mode contemplated at this time for carrying out the invention. This
specification includes drawings, now briefly described as
follows.
BRIEF DESCRIPTION OF THE DRAWINGS
[0024] FIG. 1 is a basic schematic diagram of portions of a diesel
engine relevant to the present invention.
[0025] FIG. 2 is a general software strategy diagram embodying the
present invention.
[0026] FIG. 3 is a first embodiment showing more detail of the
strategy of FIG. 2.
[0027] FIG. 4 is a second embodiment showing more detail of the
strategy of FIG. 2.
DESCRIPTION OF THE PREFERRED EMBODIMENT
[0028] FIG. 1 shows a diesel engine 10 having an intake system 12
leading to an engine block 14 containing cylinders into which
diesel fuel is injected by a fueling system and from which an
exhaust system 16 conveys exhaust gases. Exhaust system 16 contains
one or more exhaust after-treatment devices one of which is a
diesel particulate filter (DPF) 18 having a catalyzed ceramic
substrate for trapping diesel particulates.
[0029] When engine 10 is operating to propel a motor vehicle, such
as a large truck, exhaust gas exits the engine combustion chambers
to enter exhaust system 16 and pass through DPF 18 before
eventually passing into the surrounding atmosphere.
[0030] Various sensors are associated with the after-treatment
devices. One of them that is relevant to the specific embodiments
discussed here is a DPF inlet temperature sensor 20 disposed to
measure temperature at the inlet of DPF 18.
[0031] The inventive method is implemented in an engine control
system 22 that processes various data from various sources,
including sensor 20, to control certain aspects of engine
operation, typically by repeated execution of programmed algorithms
as the engine operates.
[0032] One such algorithm 24 in FIG. 2 is a part of the basic
strategy for controlled regeneration of DPF 18. That basic strategy
initiates controlled regeneration when prevailing conditions for
controlled regeneration are suitable, provided that the DPF
evidences a need for regeneration. Regeneration can be initiated
and continued when the vehicle is being driven, as explained in
certain prior patent filings on behalf of the assignee.
[0033] A portion of algorithm 24 includes the ability to initiate a
protection mode for the DPF. Before the present invention, such
protection did not take into account protection against a
drop-to-idle event while the DPF was being regenerated.
[0034] If the vehicle is decelerated while a controlled
regeneration is underway, the changing prevailing conditions due to
that deceleration may not be appropriate for continuing
regeneration. As discussed above, engine speed will drop to low
idle speed when the vehicle stops and the engine continues to run
at low idle, such as when stopping at a stop light. As a result,
exhaust gas flow through the exhaust system, including the DPF,
will significantly decrease and the concentration of oxygen inside
the DPF will increase. Because internal DPF temperature is already
at or above that needed for burning off trapped soot, the
combination of decreasing flow rate and increasing oxygen
concentration can cause runaway regeneration, and repeated
regeneration runaways can prematurely age the particulate trapping
media, a catalyzed ceramic in this case.
[0035] When a vehicle begins to decelerate as a result of the
driver releasing the accelerator pedal, control system 22 issues
what can be called a drop-to-idle request. Such a request commands
the engine to run at a defined low idle speed. That low idle speed
is a programmed parameter that can be considered a data set-point
in the control system representing the speed at which the engine
should idle when engine load is essentially zero. Continued idling
at that low idle speed set-point can however cause an on-going DPF
regeneration to become uncontrolled.
[0036] The present invention provides a solution for avoiding
runaway regeneration in that situation by overriding basic engine
operation set-points in favor of other set-points specifially
calibrated to protect the DPF. When a drop-to-idle command is
detected, the invention will trigger substitution of those other
set-points into the control strategy.
[0037] As a consequence, the substituted set-points will be
processed by the control strategy on the basis of a higher low idle
speed, which has been substituted for the predefined low idle speed
that is deemed suitable when regeneration is not occurring. The
increased low idle speed will increase airflow through DPF 18.
[0038] Other parameters may also be overriden by substituted
set-points. They include: main fuel injection timing, EGR valve
position, turbocharger (EVRT) vane position, intake throttle
position, post-injection fuel quantitiy, and post-injection fuel
timing.
[0039] A first embodiment of the invention is disclosed in FIG. 3
with reference to a state chart 26. When no protection is needed
(reference numeral 28), the state of a parameter "prot" is "0", and
a timer "timer" is reset at "0" and is not running. Processing
performed by a processor in control system 22 processes the data
value of a parameter "soot_load" that indicates the amount of soot
trapped in DPF 18. The data value for "soot_load" is obtained in
any suitably appropriate way.
[0040] As long as the data value for "soot_load" is less than or
equal to the data value for a parameter "min_soot_prot", "prot"
remains a "0". When the data value for "soot_load" exceeds the data
value for "min_soot_prot", the control system is placed in a
"ready-to-protect" mode (reference numeral 30), indicated by the
setting of a flag in the processor. In this mode, a drop-to-idle
event will trigger the "protect mode" provided that one other
condition is satisfied.
[0041] That other condition involves the temperature of exhaust gas
entering the DPF inlet, with the condition being satisfied by the
data value for a parameter "DPF_in_T" being greater than a minimum
temperature "min_T_prot". Hence, with both DPF soot load exceeding
a minimum load defined by "min_soot_prot" and with DPF inlet
temperature exceeding a minimum temperature "min_T_prot", a
drop-to-idle event will trigger the "protect mode", causing "prot"
to become a "1" and the timer "timer" to begin running (reference
numeral 32).
[0042] With "prot" set to "1", substitute set-point parameters, one
of which is for low idle speed, replace corresponding parameters in
the control strategy. The driver will still be able to operate the
vehicle normally during this protection mode.
[0043] Protection remains on but will go off when one or more of
the following occur: a) timer "timer" times out after a defined
maximum amount of time, b) the processing of data from sensor 20
indicates temperature of exhaust gas entering DPF 18 to be less
than min_T_prot after timer "timer" has timed for a defined minimum
amount of time "min_time", and c) the engine is commanded to
accelerate from low idle, i.e. come under load.
[0044] State chart 30 is implemented in the control system
processor by an algorithm forming drop-to-idle protection strategy
34 in FIG. 2. When "prot" is set to "1", an OR logic function 36
triggers use of the substitute set-points (reference numeral 38). A
flag 40 is also set to indicate that the protect state is in
effect. By using the OR function 36, the protect state can be
activated either by the existing strategy that does not include
drop-to-idle protection or by the new drop-to-idle protection
strategy.
[0045] FIG. 4 discloses a modified state chart 30' that differs
from chart 30 in that some hysteresis in soot load is accounted for
when switching the protection mode in and out.
[0046] While a presently preferred embodiment of the invention has
been illustrated and described, and is intended to promote use of a
catalyzed ceramic as a substrate material in the DPF, it should be
appreciated that principles of the invention apply to all
embodiments falling within the scope of the following claims. An
example of such a catalyzed ceramic is sold under the tradename
Coming DuraTrap.RTM. RC.
* * * * *