• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    Method for detecting a soot load and ash (23, 24) of a particulate filter in an exhaust cleaning plant in the exhaust gas duct of a combustion engine internal. In order to monitor the particulate filter, a pressure difference between the inlet and the outlet of the particulate filter is measured and this difference is exploited in a diagnostic unit. In order to determine the soot and ash load (23, 24), the gradient as a function of time of the pressure difference, measured in the particle filter with the gradient as a function of time, is calculated as a prediction of a difference in pressure of a reference particle filter, intact and uncharged and this correlation is subjected to different trend analyzes over time.
    公开号:FR3021354A1
    申请号:FR1554256
    申请日:2015-05-12
    公开日:2015-11-27
    发明作者:Thomas Zein；Thomas Baumann；Yunjie Lian
    申请人:Robert Bosch GmbH；
    IPC主号:
    专利说明:

    [0001] Field of the Invention The present invention relates to a method of detecting a soot charge and ash of a particulate filter forming part of an exhaust gas cleaning plant in the gas line. An exhaust system of an internal combustion engine, in which, for monitoring the particulate filter, a pressure difference is measured between the inlet and the outlet of the particulate filter and this difference is exploited in a diagnostic unit. The invention also relates to a device, particularly a diagnostic unit, for detecting a load of soot and ash in a particulate filter which is part of an exhaust cleaning system in the control of the exhaust gases. Exhaust of an internal combustion engine, in which, for monitoring the particulate filter, a pressure difference between the inlet and the outlet of the particulate filter is measured and operated in this diagnostic unit. STATE OF THE ART Emissions regulations, in particular in Europe and the United States, set limit values for the emissions of the mass of particles and also the number of particles or their concentration. In addition to the emission limits, the regulations also provide diagnostic limit values which, when exceeded, must cause the display of a fault. For this purpose diagnostic functions are included in the vehicle. These functions monitor components and parts reducing emissions during vehicle operation, as part of an on-board diagnostic (OBD diagnostic) and displays a malfunction leading to exceeding the diagnostic limit values. The soot particles emitted by an engine, especially a diesel engine, are effectively removed from the exhaust gas by a particulate filter (DPF filter). Currently, it uses according to the state of the art a diesel particulate filter through the wall (DPF filter). With closed channels on one side and a porous filter material, soot separation of up to 99% is obtained at the surface of the filter walls. The disadvantage is that it is necessary to regenerate the filter by a thermal process from time to time because the filter gradually clogs with the soot particles. For this, and intervening in the engine and outside the engine, the temperature is increased (higher than 600 ° C) to burn so the accumulated soot in the filter with a certain excess of oxygen in the exhaust gas. otherwise the back pressure of the exhaust gas would increase too much. To regenerate the filter in time but not too frequently, the soot charge must be properly detected. In addition to soot particles, the particulate filter is also responsible for ash residues throughout its service life. These residues come from non-combustible additives contained in the fuel and in the engine oil. These ash deposits increase the counterpressure of the particulate filter exhaust after a certain time of operation. As indicated, ash can not be removed by regeneration. If the filter is overloaded with ashes, the growth of the backpressure can have effects on the combustion in the engine. That's why you need to detect too much ash and display it. Particulate filters are not yet fitted as standard in petrol engines. However, as the regulations on emissions become more stringent, especially for direct injection gasoline engines, currently, virtually all manufacturers are examining means applicable in the engine, but also means of post-treatment of gas exhaust. Thus, in gasoline systems, exhaust gas installation configurations with a three-way catalyst installed near the engine are examined and uncoated gasoline particle filters are swallowed. also particulate filters with coating (four-way catalyst = three-way catalyst + particulate filter) in a mounting position close to the engine. It is obvious to use the particle filter or particle soot load diagnostic procedures already applied in diesel systems, ie to measure the pressure increase at the same time. using pressure sensors or measuring the mass of particles downstream of the particulate filter using a particle sensor. DE 10 2010 002 691 A1 discloses, for example, a method and a device for diagnosing a particulate filter forming part of an exhaust gas cleaning system in the exhaust gas duct. an internal combustion engine. According to this system, the particle filter is monitored by measuring the pressure difference between the inlet and the outlet of the particulate filter and exploiting this difference in a diagnostic unit. It is intended to determine this pressure difference in the particle filter with two measurements of pressure difference or absolute pressure measurements. This makes it possible to improve the on-board diagnosis and also to detect not only the soot charge, but also to detect any transformation or disassembly of the particulate filter. DE 11 2009 001 451 T5 discloses a method for compensating inaccuracies of measurements in a filter. According to the method, after the filter cleaning operation, in practice a particle filter of a diesel internal combustion engine, for the purpose of removing solid particles that can be removed, including soot particles, determining a predicted value of the solid particulate load that can be removed and which after the cleaning operation remain in the filter and determining a first value not compared by quantitatively capturing the difference between: i the rated particle load solids that can be removed and remain in the filter after a cleaning operation and ii a reference value. In principle the document DE 11 2009 001 451 T5 describes a method for distinguishing the soot charge and the ash load from a particulate filter; the determined value of the load of particles which can not be eliminated (among others ashes) is used as a corrective term to diagnose as precise a soot load as possible. The difficulty of a gasoline engine-driven vehicle is that the pressure difference in the particulate filter will be much lower than in a diesel vehicle. The reason is that in a gasoline engine, the mass flow of the exhaust gas is significantly lower and also the gross mass emissions of soot are lower and thus require another design of the particle filter circuit in the case of a vehicle driven by a gas engine. Therefore, a direct correlation between the difference in absolute pressure and the load of soot and ash can not be applied. OBJECT OF THE INVENTION The object of the present invention is to develop a method for detecting the soot and ash load of a particulate filter, in particular for vehicles driven by a gasoline engine with the aim of throwing regeneration of the particulate filter or to detect and display any deterioration by too much ash load. The invention also aims to develop a device, including a diagnostic unit for the implementation of such a method. DESCRIPTION AND ADVANTAGES OF THE INVENTION To this end, the subject of the invention is a process of the type defined above, characterized in that, in order to determine the soot and ash load, the gradient is correlated as a function of time, of the pressure difference measured in the particulate filter with the gradient as a function of time, prediction of a pressure difference of a reference particle filter, intact and uncharged and this correlation is subjected to different trend analyzes in the weather. In the prior art, this method has the advantage of being able to diagnose the charge of the particulate filter even for very low absolute pressure differences and to distinguish between a soot charge. and a load of ash. Preferably, according to a variant of the method, the predictive value of the pressure difference of the reference particle filter is determined according to a model as a function of the current operating parameters. These parameters are generally available in the engine control (engine management) so that the predictive value for the current pressure difference of the reference particle filter can be calculated with a reduced application implementation. Advantageously, the gradient as a function of time of the pressure difference of the reference particle filter is calculated from a volume flow rate and / or its gradient as a function of time as well as from the pressure drop of the filter at reference particles. The pressure drop can be recorded as a fixed value in the diagnostic unit or in a field memory of characteristics depending on one or more parameters. Advantageously, especially for high back pressures, that is to say with a high soot or ash load and relatively high exhaust gas mass flow rates, not only the linear influence is taken into account. the volumetric flow rate and / or its gradient as a function of time, but also the quadratic influence of the volumetric flow rate and / or its gradient as a function of time to calculate the gradient as a function of time of the pressure difference in the reference particle filter. This improves the accuracy of the diagnosis of the load.
    [0002] According to another preferred development, the low-pass filtering of the measured pressure difference in the particulate filter and / or of the predicted pressure difference in the reference particle filter and / or the volume flow is carried out to determine the difference. pressure according to the model. For diagnostic purposes, it makes it possible to neutralize the variations of the signal related to the flow, which improves the quality of the diagnosis. The preferred method provides that by making a cross correlation from the gradient of the pressure difference measured in the particle filter and the gradient of the predicted pressure difference in the reference particle filter a coefficient is formed. cross correlation, standardized. This standard cross-correlation coefficient is independent of the signal amplitude of the gradients and takes small values for insufficient correlation and high values for good correlation. This distinction can be used for example to detect a defective particle filter or absent.
    [0003] The preferential charge diagnostic method provides in another step for subjecting the cross-correlation coefficient to a mean or long-term filtering value usually over paths of several tens of thousands of kilometers and observing the trend of the cross-correlation coefficient for all characteristic driving cycles and using a characteristic curve recorded in a diagnostic unit, deduct the ash load from the particulate filter. An increasing ash load of the particle filter in a long driving path causes the pressure drop of the particulate filter and thus also the cross-correlation coefficient to increase continuously as a function of the path, thereby neutralizing the variations. briefs by averaging or long-term filtering. If the formation of the mean value or the long-term filtering are designed to disregard the medium-term increases in values related to the soot charge and which decrease again after a regeneration, we can unambiguously associate a increasing correlation values to an ash load that is irreversible.
    [0004] According to another characteristic of the method, the cross correlation coefficient is used in the medium term and, using another characteristic curve recorded in the diagnostic unit, the soot load of the particulate filter is deduced. this being corrected by the portion of the ash load that was obtained previously. This formation of average value or medium-term filtering only takes into account corresponding increases in correlation values over a few driving cycles and thus for journeys of a few thousand kilometers, which corresponds to a characteristic soot charge. After the regeneration process, the value of the cross-correlation decreases again. In a particularly advantageous manner, depending on the ash load, obtained, it intervenes to compensate for the increasing back pressure exerted on the load of the cylinders of the internal combustion engine and / or in case of exceeding a value When the ash load is limited, a warning signal is activated, for example, to replace the particulate filter. The means of compensation of the back pressure make it possible in particular to restore the combustion in the engine. The diagnostic process operates in a particularly reliable manner if the diagnostic is performed when certain dynamic criteria, especially for the gradient of the predicted pressure difference is reached and / or is exceeded. For this, also involved the gradient of the mass flow of exhaust gas, that of the volume flow of the exhaust gas, that of the engine speed and the quantities which are deduced therefrom. The process variants described above also function reliably if the pressure difference and its gradient as a function of time are determined from the signals provided by two pressure difference sensors and / or absolute pressure sensors which are installed upstream and downstream of the particulate filter in the exhaust line. The invention also relates to a preferential application of the method as described above consisting in applying the method to a gasoline internal combustion engine whose installation of the exhaust gases comprises at least one catalyst and one filter. particulate filter or a particulate catalyst-filter combination or a particle filter provided with a catalytic coating, ie four-way catalysts on which pressure differential sensors can also be installed on the catalyst housing.
    [0005] In particular, the volume flow rate of such engines is low, so that the pressure differences will be small in the gasoline particle filter as has been described in the preamble, so that the method of the invention and its variants allow here a reliable and reliable diagnosis of the soot particle load and the ash load, making it possible to apply suitable regeneration strategies for the filter and also to take into account future regulations. The invention also relates to a device, in particular a diagnostic unit for detecting a load of soot and ash in a particulate filter which is part of an exhaust gas cleaning system in the control of the exhaust gases. exhaust of an internal combustion engine, in which, to monitor the particulate filter, a pressure difference is measured between the inlet and the outlet of the particulate filter and is operated in this diagnostic unit, this device being characterized in that the diagnostic unit comprises facilities for carrying out the method and in particular calculation units for determining a cross-correlation coefficient from the gradient as a function of time of a pressure difference, measured in the particle filter and a grading of a pressure difference determined from a reference particle filter model, calculation units for forming the average value or filtering the cross-correlation coefficient and comparison units to compare the average or filtered correlation coefficient with a characteristic curve recorded in the diagnostic unit. Drawings The present invention will be described in more detail below with the aid of an exemplary method for detecting the soot charge and ash of a particulate filter as well as a device for carrying out of such a method shown in the accompanying drawings in which: Figure 1 shows by way of example, the technical environment of the invention, Figure 2 shows schematically another variant of the technical environment in which s' 3 is a diagram of the structure of a particle filter, and FIG. 4 shows a schematic diagram of the evolution of the value of a cross-correlation coefficient as a function of the path. 30 traveled by the vehicle. DESCRIPTION OF EMBODIMENTS FIG. 1 schematically shows the technical environment to which the method according to the invention applies with, for example, an internal combustion engine 10 in the form of a gasoline engine whose exhaust gases are discharged through an exhaust gas duct 11 equipped with an exhaust gas cleaning system; in the example, this installation is multistage. According to the direction of passage of the exhaust gas (exhaust gas stream 14) in the example presented, firstly there is a catalyst 12 in the form of a three-way catalyst followed by a filter. particulates 13. In addition, and in the usual way, the exhaust pipe 11 is equipped with exhaust gas probes and other probes which are not however represented in this basic drawing; the sensor signals are supplied to a motor controller (ECU). In order to diagnose the soot or ash load of the particle filter 13, according to the state of the art, a pressure difference sensor 15 is used which makes it possible to determine the pressure difference (differential pressure 19) between the inlet and the the output of the particulate filter 13. The output signal of the pressure difference sensor 15 is applied to a diagnostic unit 18 which, as part of the on-board diagnostic (OBD diagnostic) performs a diagnosis of the soot load or ash and initiates the necessary regeneration of the particulate filter 13. This diagnostic unit 18 can thus be part of the ECU engine control. Figure 2 shows an alternative technical environment. Instead of measuring the pressure difference 19 in the particulate filter 13 by means of the pressure differential sensor 15, the pressure difference 19 is measured with respect to the ambient pressure each time upstream and downstream of the filter. 13. For the two pressure difference measurements, two independent pressure difference sensors 16, 17 are used whose signals are supplied to the diagnostic system 18 to be operated. The pressure difference sensors 16, 17 are connected by tubes or conduits to the exhaust gas duct 11. According to a variant not shown, the pressure difference 19 in the particulate filter 13 is determined each time at using an absolute pressure sensor upstream and downstream of the particle filter 13. In principle, both types of pressure sensors can be used in common, ie a pressure differential sensor 16 upstream of the particulate filter 13 and an absolute pressure sensor downstream of the particulate filter 13 or an absolute pressure sensor upstream of the particulate filter 13 and a pressure difference sensor 17 after the particulate filter 13.
    [0006] Figure 3 schematically shows a detail of an element of an intact particle filter 13 shown in Figures 1 and 3. The filter element is formed of a porous ceramic substrate which constitutes the filter walls. 13.1 with 13.2, 13.3 input channels alternately closed. The channels 13.2, 13.3 are closed on one side each time by a closure 13.4 constituted by an impermeable or also porous ceramic substrate. The arrows characterize the passage of the exhaust gas stream 14 through the filter element. The exhaust path thus passes open inlet channels 13.2 to the inlet of the particulate filter 13 into the outlet channels 13.3 open to the outlet, passing through the porous walls 13.1. filtered. The soot particles 13.5 entrained by the exhaust gases and the ash particles 13.6 are then separated from the gases by filtering into the pores of the filter walls 13.1. The filter element is designed with a suitable choice of the porous ceramic substrate so that the filter walls 13.1 oppose a pressure drop as low as possible to the exhaust gas stream 14 while ensuring a filtering effect. important for the particles entrained by the exhaust gases, in particular the soot particles (carbon black particles) 13.5 and the ash particles 13.6. The particulate filter 13 may be defective in that at least a portion of the closures 13.4 are missing so that the corresponding input and output channels 13.2, 13.3 are then open on both sides. This defect can for example result from a defect in the material or a handling defect. The exhaust gas can then pass through the filter element without being filtered, that is, without passing through the filter walls 13.1. Catalyst 12 and particulate filter 13 can be joined to form a four-way catalyst (FWC catalyst) which is a particulate filter 13 provided with a catalytic coating. The condition for applying the method of the invention is to have a pressure difference sensor 15 in the particulate filter 13 or particle filter to be provided with a coating or else absolute pressure sensors. upstream and downstream of the particulate filter. The detection of the charge according to the invention is based on the monitoring of the particle filter 13 by the correlation of the gradient as a function of time of the measured pressure difference 19 of the particulate filter 13 loaded with soot and ash and the gradient in the predicted time of a particulate filter 13. The predictive value is obtained from a model, according to the current operating parameters of the internal combustion engine 10. The main stages of the diagnosis will be described below. after. The measured pressure difference signal is first filtered by low-pass filtering to eliminate the noise. Then, we determine the gradient as a function of the time d (Ap (k)) / dk of the signal, in which k corresponds to the measurement of order k. In parallel with this, a corresponding reference value d (4 * (4) / dk is determined in that with a volume of exhaust gas or its gradient as a function of time and the pressure drop of the filter intact or unloaded from the reference filter, the evolution as a function of time or the gradient of the pressure difference of an intact filter is calculated, which value or the corresponding volume flow can optionally also be filtered by a Then, by normal cross-correlation, gradients as a function of time of the measured pressure difference 4p (k) at the reference pressure difference Ap * (k), it is determined to what extent Gradient plots are analogous to the current measurement value and the reference value, for which a cross-correlation coefficient of 21 KKF (see Figure 4) corresponding to the following relationship is formed: KKF = 1 (d (Ap (k )) * d (Ap * (4)) / 1 (d (Ap * (4) * d (Ap * (4)) (1) Da In this relation, d (Ap (k)) / dk is the gradient of the measured pressure difference and d (4 * (k)) / dk is the gradient of the reference pressure or gradient of the modelized pressure. The reference pressure p * (k) is calculated from the product of the flow rate of the exhaust gas and the pressure drop R * of the uncharged, intact, reference particle filter. In order to judge whether the particle filter is present or is installed correctly, or if it functions properly, the cross correlation coefficient 21 KKF is compared with a threshold previously determined and recorded in the control apparatus or in the control unit. Diagnostic unit 18. If the result is below the threshold, which corresponds to a low or no correlation, this means that the particle filter 13 has been disassembled or is defective. If the result is greater than the threshold, which corresponds to a good correlation, it means that there is a particle filter 13 or that it is intact. This process step corresponds to a diagnostic method for detecting an absent or defective particle filter 13.
    [0007] The method works particularly reliably if there is some dynamic excitation, i.e. if the pressure difference gradients exceed a certain extent. This is why cross-correlation is exploited only if certain dynamic criteria are met. This involves the gradients of the mass flow of the exhaust gas, that of the volume flow of the exhaust gas from that of the engine speed or quantities that are deduced therefrom. Ideally, the gradient of the reference value of the pressure difference is used directly for this purpose. According to one variant, the pressure difference and its gradient as a function of time are measured, also from the signals of two pressure difference sensors which respectively measure the pressure difference with respect to the air pressure or two absolute pressure sensors installed upstream and downstream of the particulate filter 13 as schematically shown in Figure 2. Alternatively, the reference value d (4 * (4) / dk can be obtained not only as described herein. above by the linear relation d (Ap * (k)) / dk = R * xd (AV (k)) / dk (2) where d (AV (k)) / dk is the gradient of the volume flow of the exhaust gas and R * the pressure drop of the reference particle filter, intact, not loaded, but alternatively, it can also be obtained by taking into account the quadratic influence of the volume flow gradient according to the relationship d (Ap * (k)) / dk = (R 1 * xd (AV (k)) / dk) + (R2 * x (d (AV (k)) / dk) 2) (3) with a component of p linear load R1 and a quadratic pressure loss component R2 (high load loss squared). This quadratic influence is particularly decisive for back pressures, that is to say for a large load of soot or ash 23, 24 (Figure 4) and for high mass flow rates of exhaust gas.
    [0008] From the normal KKF cross correlation coefficient, obtained according to formula (1), in a subsequent process step the cross-correlation coefficient, normed KKF 21, is subjected to different trend analyzes by forming different average values to detect unequivocally the lampblack charge 23 and / or the ash load 24. As shown in FIG. 4, an increasing ash load 24 in the particulate filter 13 as a function of the path 22 increases the pressure drop of the filter particle 13 and thus also the cross-correlation coefficient, standardized 21 KKF. The increase due to the ash load 24 is generally very slowly over a very long period of operation of the engine, which corresponds to a journey of several tens of thousands of kilometers and this evolution is not reversible. The increase related to the soot charge 23 (charge of smoke particles) is on the other hand faster, that is to say that it extends over only a few thousand kilometers and this charge is reversible, because may burn soot particles 13.5 during regeneration of the filter. Thus, a typical path of the cross correlation coefficient 21 is obtained as a function of the path 22, as shown by way of example in the diagram 20 of FIG. 4.
    [0009] The operating method is based on the analysis of the cross-correlation coefficient, standardized 21 KKF over many driving cycles in the diagnostic unit 18. For this, we observe the trend of the KKF values for all the driving cycles. characteristics by a strong formation of average values or by filtering. From the long-term average value of the normalized KKF values, using a characteristic curve recorded in the diagnostic unit 18, a soot charge 24 is deduced from the particulate filter 13. In accordance with this characteristic soot charge value, appropriate strategies can be applied, for example to compensate for the influence of the increasing counterpressure on the load of the engine cylinders and also the modeling thereof in the control apparatus of the engine and / or in the diagnostic unit 18. In addition, depending on the characteristic value of the ash load, information may be communicated to the driver asking him to go to a garage if the influence of the ash load 24 exceeds a critical value, i.e. if the particulate filter is excessively congested. The formation of the average value or the filtering of the ash load determination values KKF is preferably applied so that the brief increases in the values under the effect of the soot load 23 do not exert any influence. significant on the determined value of the ash load. In parallel with this training of medium value or long-term filtering of the KKF values, by applying comparatively lighter average values or filtering of the KKF values over several driving cycles, we will have a medium-term trend analysis. KKF values. The resulting value will be further corrected for the ash load correlation portion in the long-term average value above. With the residual part, and using another characteristic curve also recorded in the diagnostic unit 18, it will be possible to deduce the soot charge 23 in the particulate filter 13. Depending on this characteristic value of the soot charge it will be possible to then apply strategies for proper regeneration of soot.
    [0010] A variant of the method also determines the pressure drop R from the gradient of the volume flow and the gradient of the measured signal of the pressure difference. From the pressure drop R thus obtained, it can also be concluded on a suitable long-term operation of the soot charge and / or ash 23, 24 of the particulate filter 13. The diagnostic process is carried out advantageously in the form of a program in the diagnostic unit 18 and it can be applied in particular to gasoline engines with the future petrol particle filters, but in principle also to diesel engines. This makes it possible to comply with the future exhaust gas regulations according to EU6b (2014) and EU6c (2017), in particular for petrol engines.15 NOMENCLATURE OF MAIN ELEMENTS 10 Internal combustion engine / petrol engine 11 exhaust 12 Catalyst 13 Particulate filter 13.1 Porous filter wall 13.2 Inlet channel 13.3 Outlet channel 13.4 Closure 13.5 Soot particle 13.6 Ash particle Pressure difference sensor 16, 17 Differential pressure sensor 15 18 Diagnostic unit 19 Pressure difference 21 Cross correlation coefficient KKF 22 Path / course 23 Soot charge 24 Ash load R1 Linear pressure drop R2 Quadratic load loss25
    权利要求:
    Claims (8)
    [0001]
    CLAIMS1 °) A method for detecting a soot charge and ash (23, 24) of a particulate filter (13) forming part of an exhaust gas cleaning installation installed in the gas line of exhaust (11) of an internal combustion engine (10), in which, for monitoring the particulate filter (13), a pressure difference (19) is measured between the inlet and the outlet of the particulate filter (13) and this difference is exploited in a diagnostic unit (18), characterized in that for determining the soot and ash charge (23, 24) the gradient as a function of time of the pressure difference is correlated (19) measured in the particle filter (13) with the predicted time gradient of a pressure difference (19) of an intact and uncharged particulate filter and this correlation is different trend analyzes over time.
    [0002]
    Method according to Claim 1, characterized in that the predicted value of the pressure difference (19) of the reference particle filter is determined by a model depending on the actual operating parameters.
    [0003]
    Process according to either of Claims 1 and 2, characterized in that the gradient as a function of time of the pressure difference (19) in the reference particle filter is calculated from the volume flow and / or its gradient as a function of time and the pressure drop of the reference particle filter.
    [0004]
    Process according to Claim 3, characterized in that, in addition to the linear influence of the volume flow rate and / or its gradient as a function of time, the quadratic influences of the volume flow rate and / or its volume are also taken into account. gradient as a function of time for the calculation of the gradient as a function of time of the pressure difference (19) in the reference particle filter.
    [0005]
    Process according to Claim 1, characterized in that low-pass filtering of the pressure difference (19) measured in the particulate filter (13) and / or the predicted pressure difference (19) is carried out. of the reference particulate filter and / or volume flow to determine the pressure difference (19) per model.
    [0006]
    Process according to Claim 1, characterized in that a cross-correlation coefficient (21) is formed by forming a standard cross-correlation from the gradient of the measured pressure difference (19) in the particulate filter. (13) and the gradient of the predicted pressure difference (19) in the reference particle filter.
    [0007]
    Method according to Claim 6, characterized in that the cross-correlation coefficient (21) is subjected to medium-value formation or long-term filtering and the trend of the cross-correlation coefficient (21) is observed. several driving cycles and using a characteristic curve recorded in a diagnostic unit (18), the ash load (24) is deducted from the particulate filter (13).
    [0008]
    Process according to Claim 7, characterized in that the formation of the average value or of the long-term filtering is designed not to take into account a medium-term recovery of the values as a result of the soot charge. (23) and which are values decreasing again after regeneration. (9) Process according to any one of claims 7 and 8, characterized in that the cross correlation coefficient is used in the medium term. (21) and using another characteristic curve recorded in a diagnostic unit (18), the soot load (23) is deduced from the particulate filter (13), by correcting the latter with the part relating to the ash charge (24) obtained according to claim 7. 10 °) A method according to claim 1, characterized in that, depending on the ash charge obtained (24), measures are taken to compensate for the effect of the countercurrent Increasing pressure on cylinder filling s of the internal combustion engine (10) and / or when a limit value of the ash load (24) is exceeded, a warning display is activated. 11 °) Method according to claim 1, characterized in that the diagnostic is carried out when determined dynamic criteria, in particular for the gradient of the predicted pressure difference (19) are reached and / or are exceeded. Process according to Claim 1, characterized in that the pressure difference (19) and its gradient as a function of time are determined from the signals of two pressure difference sensors and / or two absolute pressure sensors. installed upstream and downstream of the particulate filter (13) in the exhaust pipe (11). 13 °) Application of the method according to one of claims 1 to 12, a gasoline internal combustion engine (10), the exhaust gas plant having at least a separate catalyst (12) and a particulate filter (13) or a catalyst-particle filter combination or a catalytically coated particulate filter (13). 14 °) A device including a diagnostic unit (18) for detecting a load of soot and ash (23, 24) in a particulate filter (13) forming part of an exhaust cleaning system in the exhaust gas duct (11) of an internal combustion engine (10), in which, for monitoring the particle filter (13), a pressure difference (19) is measured between the inlet and the outlet of the particulate filter (13) and is operated in this diagnostic unit (18), a device characterized in that the diagnostic unit (18) has facilities for implementing the selo process n one of claims 1 to 12 and in particular calculation units for determining a cross-correlation coefficient (21) from the gradient as a function of time of a pressure difference (19) measured in the particulate filter ( 13) and a gradient of a pressure difference (19) determined from a reference particle filter model, calculation units to form the average value or to filter the cross correlation coefficient ( 21) and comparison units for comparing the average or filtered correlation coefficient (21) with a characteristic curve recorded in the diagnostic unit (18).
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    同族专利:
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    CN105089757A|2015-11-25|
    CN105089757B|2019-12-20|
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    优先权:
    申请号 | 申请日 | 专利标题
    DE102014209810.6|2014-05-22|
    DE102014209810.6A|DE102014209810A1|2014-05-22|2014-05-22|Method and device for detecting a soot and ash charge of a particulate filter|
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