Method and apparatus for preventing fuel accumulation in an exhaust system of a motor vehicle

专利摘要:
SUMMARY The invention relates to a method for improving the performance of a motor vehicle (100; 110) having an engine (230) and an exhaust system with a particle filter (261). The method comprises the step of determining (s440) whether a predetermined operating condition of said vehicle (100; 110) is met, said operating condition relating to a condition where there is an increased risk of accumulation of fuel in the exhaust system. The method also includes the step of, if said operating condition is met, taking (s460) at least one action to counteract said accumulation of fuel. The invention also relates to a computer program product comprising program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also relates to a device for improving the performance of a motor vehicle (100; 110) having an engine (230) and an exhaust system with a particulate filter (261) and a motor vehicle equipped with the device. Figure 2 for publication
公开号:SE1050042A1
申请号:SE1050042
申请日:2010-01-18
公开日:2011-07-19
发明作者:Lars Eriksson；Kuenkel Christian
申请人:Scania Cv Ab；
IPC主号:

专利说明:

1015202530If the fuel is injected into an exhaust stream at unfavorable operating pointsthe fuel can hit one and the same point in the exhaust duct, leading tothe fuel does not evaporate at the intended place or time and canthus accumulating and flowing inside the exhaust duct.
A possible consequence problem may be that the distribution in the oxidation catalyst andthus the oxidation of the fuel becomes worse than desired, which can result in alower efficiency and possible fuel grinding, whereby fuel comes throughthe exhaust system without reacting.
Another possible consequence problem is that the non-evaporated fuel can penetratethrough leaky pipes and fittings of the exhaust system, which can alsoresult in a lower efficiency. In addition, this can also lead to onenoticeable and unwanted white smoke from the vehicle or industrial engine.
In other words, during operation under certain operating conditions, it has been found to be addedfuel does not evaporate and reacts at the rate desired and thatsaid supplied fuel thus accumulates in the exhaust system. ThisAccumulation of fuel is undesirable and entails a number of different disadvantages. Onedisadvantage of poorly distributed fuel in the exhaust system is thatthe finishing system can be damaged or have deteriorated performance e.g. iftoo much liquid fuel is transported to a downstream devicediesel particulate filter or athe aftertreatment system of the vehicle has been damaged, it is costly for onecatalyst. In that casedriver or owner of the vehicle to be forced to visit a workshop for unplannedrepair of the vehicle. The repair is also in itself associated with somecosts and potentially large resource consumption.
There is thus a need to rectify the problems that areassociated with certain DPF techniques.1015202530SUMMARY OF THE INVENTIONAn object of the present invention is to provide a novel andadvantageous procedure for improving the performance of a motor vehicle havingan engine and an exhaust system with a particulate filter.
Another object of the invention is to provide a new and advantageousdevice and a new and advantageous computer program to improveperformance of a motor vehicle that has an engine and an exhaust system witha particulate filter.
A further object of the invention is to provide a method, adevice and a computer program to achieve a more robustexhaust system of a vehicle which results in a reduced maintenance ofthe same becomes necessary.
A further object of the invention is to provide a method, adevice and a computer program to achieve a more cost effectiveoperation of a motor vehicle.
These objects are achieved by a method according to claim 1.
According to one aspect of the invention, there is provided a method of improvementperformance of a motor vehicle that has an engine and an exhaust system witha particulate filter, including the steps of:determine whether a predetermined operating condition of said vehicle isfulfilled, wherein said operating permit refers to a permit where there is an increased risk ofaccumulation of fuel in the exhaust system is present; andif the said operating permit is complied with, take at least one measure to:counteract said accumulation of fuel.1015202530By predicting that an accumulation of fuel in the exhaust system ofthe vehicle is about to occur, and to subsequently take active measures tocounteract and / or prevent this, an improved performance is achieved inthe vehicle. This makes it possible to prevent a driver of the vehicle from having tomake unplanned visits to a workshop to perform a costly repair.
An active measure is to control the engine in such a way that an exhaust mass feedthereby changing in a desirable manner, i.e. so that an accumulation of fuel inthe exhaust system is counteracted and / or prevented.
An active measure is to influence one in an arbitrarily appropriate wayexhaust mass flow in a desirable manner, i.e. so that an accumulation of fuel inthe exhaust system is counteracted and / or prevented.
The fuel is the fuel intended to react in an oxidation catalyst of oneSCR system of the vehicle. The fuel can e.g. be petrol or diesel.
Said accumulated fuel is the result of an injection of fuel intothe exhaust system with less favorable distribution.
An advantage of the present invention is that, where applicable, the active onesthe measures can be initiated extremely quickly. The adoption of active measurescan be initiated within a time period that is in e.g. of the order of 0.5-10seconds. The taking of active measures can alternatively be initiated within atime period of the order of 10 seconds to 5 minutes.
The step of determining the operating state may include the step of determining againthe vehicle has been operated statically for a certain period of time. By detecting unfavorableoperation of the vehicle where the injection of diesel into the exhaust system is directed at onepoint or a relatively small defined area may be active measures tocounteract the accumulation of diesel is deployed at an early stage. The inventiontakes advantage of the fact that the accumulation of fuel in the exhaust system and1015202530The operating condition of the vehicle is correlated to define limit values fordetermination of static or unfavorable operation of the vehicle.determine the operating conditionthe standard deviation and / or the variance of the engine speed over a period of timeThe step of including evaluating e.g.and / or to evaluate e.g. the standard deviation and / or the variance forthe load of the vehicle for a certain period of time. By evaluating the standard deviation forfor example an engine speed can be predicted when a vehicle is inoperating points where it is disadvantageous to dispense fuel into an exhaust system.
If the evaluation gives an indication that an unwanted operating conditionexisting, active measures can be taken and used to change oneexhaust flow of the vehicle and / or to change a prevailing temperature inthe exhaust system to return to a more favorable operating point of the vehicle.
Alternatively, the dosage of the fuel can be adjusted. It should be noted thatthe evaluation of e.g. the standard deviation and / or variance of the vehicleload for a certain period of time can be performed in any desired manner todetermine whether the predetermined operating permit exists. The predeterminedthe operating license is an operating license where there is an increased risk of accumulation of fuel inthe exhaust system exists.
The innovative procedure makes it possible to improve an efficiency for oneregeneration of the particulate filter by detecting and determining onepredetermined operating license representing a license including aoperating point that is less advantageous from a fuel oxidation perspective byevaluate e.g. the standard deviation of the vehicle's load and / or engine speed.
Such an operating condition may be a static operating condition. A predetermined oneoperating condition can be an operating condition where the standard deviation and / oris locatedAnother predetermined operating condition may be onethe variance of the vehicle's load and / or engine speed within onepredetermined interval.operating condition where the standard deviation and / or the variance of the vehicle's loadand / or engine speed exceeds predetermined limit values for. Mentioned1015202530intervals and predetermined limits may be arbitrarily appropriateintervals and predetermined limits.
A predetermined operating condition is an unfavorable operating condition. With unfavorableoperating license refers to an operating license where there is an increased risk of accumulation of fuel inthe exhaust system exists. This operating permit does not necessarily have to bea stationary operating condition, although the description of the accompanying figuresrefers to that particular example.
The step of determining the operating state may include the step of determining againthe standard deviation and / or variance of the engine speed is less than onepredetermined value for a certain period of time. The standard deviation and variance arereliable dimensions that are not computationally heavy for computational units ofthe vehicle. The engine speed is a parameter that is already detected for todaydifferent purposes, so that an additional use of existing information canachieved according to an aspect of the invention. By analyzingvariations in engine speed over time can be a possible static operation, orother unfavorable operating condition of the vehicle is determined in a reliable manner.
The step of determining the operating state may include the step of determining againthe standard deviation and / or the variance of the vehicle load is less than onepredetermined value for a certain period of time. The load of the vehicle is a parameter thattoday is already calculated for different purposes, why an additional use of existinginformation can be provided according to one aspect of the invention. Withthe vehicle's load can e.g. refers to a prevailing torque of an output shaftat the engine of the vehicle. By analyzing variations in the vehicle's loadin time, a possible static operation, or other unfavorable operating condition, atthe vehicle is reliably determined.
According to a preferred embodiment, the step of determining the operating state mayinclude the step of determining whether the standard deviation and / or the variance ofthe load of the vehicle and the speed of the engine are less than a predetermined value1015202530during a certain time. By considering these variables, one can be more reliableprocedure for improving the performance of a motor vehicle is provided.
The procedure may further comprise the steps of, before taking the said action:-determine a prevailing temperature at one or fl your arbitrarily selected pointsbetween a position for injection of fuel and a position for the particulate filter, and / or- determine a prevailing gas mass flow downstream of the engine and / or- determine a value representing an amount of fuel that has been addedthe exhaust system for a certain period of time.
By considering more parameters than e.g. engine speed and vehicle loadbefore taking active measures to prevent the accumulation of fuel inThe exhaust system allows a safer and more robust procedure to improveperformance of the vehicle is achieved.
A selection of active action can be performed on the basis of e.g. a prevailing temperatureat the filter, a prevailing gas mass flow downstream of the engine and / or history betapplies to diesel dosing.
A selection of active action can be performed on the basis of e.g. a prevailing temperatureat an arbitrarily selected point between a fuel injection position and aposition of the particle filter.
The step of taking action may include the step of regulating the supply offuel into the exhaust system. By reducing the amount of added fuel canimproved conditions for evaporating fuel already present inthe exhaust system and to evaporate the reduced amount of fuel that shouldsupplied to the exhaust system.
The step of taking action may include the step of varying the temperatureof the exhaust gases downstream of the engine. This has the effect of being effectivereduce the risk of fuel accumulation in the exhaust system. In particular can1015202530the step of taking action includes the step of temporarily raising the temperatureof the exhaust gases downstream of the engine.
The temperature of the exhaust gases can be varied by controlling the engine on onepredetermined way. This is an effective measure to raise relatively quicklythe temperature of the exhaust gases.
The procedure is easy to implement in existing motor vehicles. Software forto improve the performance of a motor vehicle having one engine and oneexhaust system with a particle filter according to the invention can be installed in acontrol unit of the vehicle in the manufacture of the same. A buyer of the vehiclemay thus be able to choose the function of the procedure as an option.
Alternatively, software including program code can perform the innovativethe procedure for improving the performance of a motor vehicle having an engineand an exhaust system with a particle filter is installed in a control unit ofthe vehicle when upgrading at a service station. In this case, the software canloaded into a memory in the controller. Implementation of the innovativethe procedure is thus cost-effective, especially since no furthersensors need to be installed in the vehicle. Required hardware is already todaythe vehicle.thus provided in the Invention thus provides acost-effective solution to the above problems.
Software that includes program code to improve the performance of amotor vehicles that have an engine and an exhaust system with a particulate filter caneasily upgraded or replaced. Furthermore, different parts of the software such asincludes program code to improve the performance of a motor vehicle replacedindependent of each other. This modular configuration is advantageous from onemaintenance perspective.
According to one aspect of the present invention, there is provided an apparatus according toclaim 10.1015202530According to one aspect of the invention, there is provided an apparatus for improvingperformance of a motor vehicle that has an engine and an exhaust system witha particulate filter. The device comprises means for determining whether apredetermined operating condition of said vehicle is fulfilled, wherein saidoperating license refers to a license where there is an increased risk of accumulation of fuel inthe exhaust system is present; and means for, if said operating condition isfulfilled, take at least one measure to counteract the accumulation offuel.
The device may further comprise means for determining whether the vehicle hasoperated statically for a certain period of time.
The device may include means for evaluating the standard deviationand / or the variance of the engine speed over a period of time and / or thatevaluate the standard deviation and / or the variance of the vehicle load during acertain time.
The device may further comprise means for determining whetherthe standard deviation and / or variance of the engine speed is less than onepredetermined value for a certain period of time.re-establishthe standard deviation and / or the variance of the vehicle load is less than oneThe device may further comprise means forpredetermined value for a certain period of time.
According to a preferred embodiment, the device may comprise means fordetermine whether the standard deviation and / or the variance of the vehicle's load andthe engine speed is less than a predetermined value for a certain period of time.
By considering these variables, a more reliable device forimprove the performance of a motor vehicle is achieved.101520253010The device may further comprise means for determining a prevailing onetemperature of one or more arbitrarily selected points between a position forinjection of fuel and a position for the particulate filter, and / or means fordetermine a prevailing gas mass flow downstream of the engine and / or means fordetermine a value representing an amount of fuel that has been addedthe exhaust system for a certain period of time.
The device may further comprise means for regulating the supply of fuel into the devicethe exhaust system.
The device may further comprise means for varying the temperature ofthe exhaust gases downstream of the engine. In particular, said means are arranged totemporarily raise the temperature of the exhaust gases downstream of the engine.
The means for varying the temperature of the exhaust gases downstream of the engine canbe arranged to control the engine in a predetermined manner.
The above objects are also achieved with a motor vehicle which includesthe special device for improving the performance of a motor vehicle.
The motor vehicle can be a truck, bus or car.
According to one aspect of the invention, there is provided an apparatus for improvingperformance of a marine engine that has an exhaust system with a particulate filter.
The device includes means for determining whether a predeterminedoperating condition of said marine engine is met, said operating conditionrefers to a condition where there is an increased risk of accumulation of fuel inthe exhaust system is present; and means for, if said operating condition isfulfilled, take at least one measure to counteract the accumulation offuel.
According to one aspect of the invention, there is provided an apparatus for improvingperformance of an industrial engine that has an exhaust system with a101520253011particulate filter. The device comprises means for determining whether apredetermined operating condition of said industrial engine is met, whereinsaid operating license refers to a license where there is an increased risk of accumulation offuel in the exhaust system is present; and means for, if saidoperating permit is fulfilled, take at least one measure to counteract the saidaccumulation of fuel.
It should be noted that the innovative procedure for improving the performance ofa motor vehicle described herein can also be used to on a similarways to improve the performance of other systems or products, such as e.g. onemarine engine or industrial engine. The industrial motor can be used to drive onegenerator. The marine engine may be mounted on a watercraft,such as e.g. a road ferry.
According to one aspect of the invention, there is provided a computer program forimprove the performance of a motor vehicle, wherein said computer program includesprogram code stored on a computer-readable medium to cause oneelectronic control unit or another computer connected to the electronicthe control unit to perform the steps according to any one of claims 1-9.
According to one aspect of the invention, there is provided a computer software productcomprising a program code stored on a computer readable medium forperforming the method steps according to any one of claims 1-9, when saidcomputer programs run on an electronic controller or other computer connectedto the electronic control unit.
Additional objects, advantages and novel features of the present inventionthe invention will be apparent to those skilled in the art from the following details, as wellvia the practice of the invention. While the invention is described below,it will be apparent that the invention is not limited to those specifically describedthe details. Those who have access to the teachings herein will recognize10152012additional applications, modifications and incorporations within othersareas which are within the scope of the invention.SUMMARY DESCRIPTION OF THE FIGURESFor a more complete understanding of the present invention and furtherpurposes and benefits thereof, reference is now made to the following detaileddescription to be read together with the accompanying figures there equallyreference numerals refer to equal parts in the various figures, and in which:Figure 1 schematically illustrates a vehicle, according to an embodiment ofthe invention;Figure 2 schematically illustrates a subsystem of the vehicle shown in Figure 1, according toan embodiment of the invention;Figure 3a schematically illustrates a graph showing how a speed of an engineof the vehicle and the standard deviation thereof depends on the time, according to an example;Figure 3b schematically illustrates a graph showing how a load of the vehicle andthe standard deviation thereof depends on the time, according to an example;Figure 4a schematically illustrates a flow chart of a method, according to aembodiment of the invention;Figure 4b schematically illustrates in further detail a flow chart over onemethod, according to an embodiment of the invention; andFigure 5 schematically illustrates a computer, according to an embodiment ofthe invention.101520253013DETAILED DESCRIPTION OF THE FIGURESReferring to Figure 1, a side view of a vehicle 100 is shownThe exemplary vehicle 100 consists of a tractor 110 and a trailer 112.
The vehicle can be a heavy vehicle, such as a truck or a bus. The vehiclecan alternatively be a car.
Here, the term "link" refers to a communication link that may be onephysical wire, such as an opto-electronic communications wire, or anon-physical wiring, such as a wireless connection, such as a radio ormicrowave link k.
Herein, the term "static operation" of the vehicle 100 refers to a condition therethe vehicle is operated in such a way that the supply of fuel to the exhaust system canentail an increased risk of accumulation of non-evaporated fuel. Accumulation offuel can occur when the vehicle is driving in extremely static injection points,which usually happens when the vehicle is driving statically. Static operation of the vehicle caninclude that variations in engine speed are small over time. Static operation ofthe vehicle may involve small variations in the load of the vehicle over time.
Here, the term "load" refers to a torque of one starting from the engineshaft in the driveline. The term "load" may alternatively refer to a torqueof a shaft emanating from the engine in the driveline relative to a maximum availabletorque. One skilled in the art will recognize that various definitions of the term "load" maybe used within the scope of the present invention.
Referring to Figure 2, a subsystem 299 of the vehicle is shown schematically100. The subsystem 299 is arranged in the tractor 110. The subsystem 299 consistsof a motor 230 arranged to drive the vehicle 100. The motor 230 is oneinternal combustion engine. The engine 230 can be a diesel engine with an arbitrarynumber of cylinders, such as e.g. 4, 5 or 6 cylinders.101520253014The exhaust gases generated by the engine 230 during operation of the vehicle 100 arearranged to be led in a first tube 235 to a particle filter 261. The filter 261is according to this exemplary embodiment a so-called DPF. The filter 261 may have a catalyticcoating. The filter 261 is connected to a second tube 265 which is arranged todischarge the exhaust gases from the vehicle 100 to an environment thereof. It appears forone skilled in the art that subsystem 299 may include additional components,such as e.g. an SCR catalyst or other catalyst to reduceemissions from the vehicle 100. These other components have been omitted forto clarify the invention.
A first sensor 245 is arranged upstream of the filter 261 at the first tube235. The first sensor 245 is arranged to measure a gas mass flow thereinthe first tube 235. The first sensor 245 is arranged continuouslydetecting values representing gas mass flow in the first tube 235. Thethe first sensor 245 is arranged to detect gas mass flow in it in real timethe first tube 235. The first sensor 245 is arranged for communication withan emission controller 220 via a link 246. The first sensor 245 isarranged to continuously send signals including information about athe first tube 235 toThe emission control unit 220 is arranged to receive the signals transmitted fromgas mass flow in the emission control unit 220.the first sensor 245.
A second sensor 275 is provided at the filter 261. The second sensor 275 isarranged to measure a prevailing temperature of the filter 261. The second sensor275 is arranged to continuously detect a prevailing temperature of the filter261. The second sensor 275 is arranged to detect a prevailing one in real timetemperature of the filter 261. According to a preferred embodiment, the other isthe sensor 275 arranged to determine a prevailing temperature of aarbitrarily selected point between a fuel injection mode and a mode forthe particle filter 261. The second sensor 275 is arranged for communicationwith the emission controller 220 via a link 276. The second sensor 275 is101520253015arranged to continuously send signals including information about aprevailing temperature of the filter 261 to the emission controller 220. The otherthe sensor 275 is alternatively arranged to continuously send signalsincluding information about a prevailing temperature of an arbitrarily selected onepoint between a position for injecting fuel and a position for the particulate filter261 to the emission control unit 220. The emission control unit 220 is arranged toreceiving the signals transmitted from the second sensor 275.
The emission control unit 220 is arranged for communication with afuel injector 255 via a link 256. Fuel injector 255 is presentarranged at the first tube 235. The emission control unit 220 is arranged tocontrol the fuel injector 255 by means of control signals transmitted via the link 256.
The fuel injector 255 is arranged to inject fuel into the first tube 235 idepending on the received control signals.
According to this embodiment, the fuel injector 255 is arranged to injectdiesel in the first tube 235. A container, such as e.g. a fuel tank (noshown) is arranged to hold said diesel. The container is flow-connected tothe injector 255 via a passage arranged to lead said diesel tothe injector 255 to be injected into the first tube 235.
By injecting diesel, or other suitable fuel, aregeneration of the filter 261.
During static operation, fuel supplied to the first pipe 235 may accumulate, insteadto evaporate and be effectively burned, thus forming an unwanted volumeof substantially liquid fuel in the first tube 235. During prolonged staticoperation of the vehicle, this volume can be built up in such a way that the vehicle'sperformance deteriorates. The present invention aims to prevent thisaccumulation of liquid fuel.101520253016It will be apparent to one skilled in the art that the first sensor 245, the second sensor270 and the fuel injector 255 may be of a suitable type and that they maybe configured appropriately in subsystem 299.
According to one embodiment, a motor control unit 200 is arranged for communicationwith the emission control unit 220 via a link 226. The motor control unit 200 isalso referred to as a first control unit 200. The first control unit 200 isarranged to control the emission control unit 220 by continuously transmittingcontrol signals to the same. In the first control unit 220 there is oneemission model stored in a memory. The first control unit 200 can be includedusing the stored emission model to estimate a prevailinggas mass flow in the first pipe 235. The first control unit 200 can withusing the stored emission model also estimate a prevailingtemperature in the filter 261. According to one embodiment of the invention, the firstthe control unit 200 arranged to estimate a prevailing gas mass flow in the firstthe pipe 235 which should be present at a given operating case of the vehicle 100. On asimilarly, the first control unit 200 is arranged to estimate oneprevailing temperature of the filter 261 which should be present at a given operating casein the vehicle 100.
The first control unit 200 is arranged to calculate one in a conventional mannerprevailing load on the vehicle, such as e.g. a prevailing torque in aoutput shaft of the engine 230.
According to one example, the first controller 200 may be a Master andthe emission controller can be a Slave. The first control unit 200 isarranged to control injection of fuel into the first tube 235 according to storeddrivers.
The first control unit 200 is arranged to control the temperature ofthe exhaust gases downstream of the engine by e.g. change the injection angle ofat least one cylinder of the engine.101520253017The first control unit 200 is arranged to control the motor 230 on onepredetermined way to regulate the temperature of the exhaust gases downstreamthe motor 230. The first control unit 200 is arranged to control regenerationof the particulate filter 261 of the exhaust system when required.
A second control unit 210 is provided for communication with the firstthe control unit 200 via a link 216. The second control unit 210 may bedetachably connected to the first control unit 200. The second control unit210 may be an external control unit for the vehicle 100. The second control unit210 may be arranged to perform the innovative process steps according tothe invention. The second control unit 210 can be used to overloadsoftware for the first control unit 200, in particular software for performingthe innovative procedure. The second control unit 210 may alternatively bearranged for communication with the first control unit 200 via an internalnetwork in the vehicle. The second control unit 210 may be arranged to performsubstantially the same functions as the first control unit 200, such as e.g.to determine whether a predetermined operating condition of said vehicle isfulfilled, wherein said operating permit refers to a permit where there is an increased risk ofaccumulation of fuel in the exhaust system is present and, if mentionedoperating permit is fulfilled, take at least one measure to counteract the saidaccumulation of fuel.
According to the embodiment described with reference to Figure 2, the firstthe sensor 245, the other sensor 275 and the injector 255 are signal connected toemission controller 220. It should be noted that other configurations mayrealized. For example. the first sensor 245, the second sensor 275 andthe injector 255 may be signal connected to the first control unit 200and / or the second controller 210. One skilled in the art will recognize that various variants arepossible to realize. Parts of the innovative process can be storedsoftware is executed in the first controller 200, the second controller 210and the emission controller 220, or a combination thereof. It should be pointed out101520253018that the first control unit 200, the second control unit 210 andthe emission controller 220 may be physically separated, alternatively partially orfully integrated.
Figure 3a schematically illustrates a graph showing how a speed rpm of aengine of the vehicle and the standard deviation said thereof depends on the time, according to oneexample.
The engine speed rpm is described by graph a. It is shown according to this examplethat the vehicle 100 is driven non-statically until a time T1a. After the timeT1a, the vehicle 100 is driven in a static manner. If the vehicle 100 is driven on thisstatic methods increase the risk of accumulation of fuel in the exhaust system ofthe vehicle.
The standard deviation said of the speed rpm is also illustrated in Figure 3a. Ofnatural reasons reduce the standard deviation said to a minimum (0) whenthe vehicle is operated at a substantially constant speed, such as after the timeT1a.
In case the standard deviation said of the speed rpm is less than a predetermined onelevel L1a for a certain time ATa it can be determined that an operating condition ofsaid vehicle is fulfilled, wherein said operating condition refers to a conditionwhere there is an increased risk of accumulation of fuel in the exhaust system. With otherswords, it is hereby established that the vehicle has been driven in a static manner during asome critical time,whereby an increased risk of accumulation of fuel inthe exhaust system exists. The time ATa is an arbitrary predetermined time.
Figure 3b schematically illustrates a graph showing how a load Tq of the vehicleand the standard deviation sb thereof depends on the time, according to an example. According toin this example, the load Tq is the torque of one exiting the motorshoulder.101520253019The load Tq is described by graph b. It appears from this example that the vehicle100 is driven non-statically until a time T1b. After time T1b is operatedvehicle 100 in a static manner. If the vehicle 100 is driven in this static mannerincreases the risk of accumulation of fuel in the vehicle's exhaust system.
The standard deviation sb of the load Tq is also illustrated in Figure 3b. Of naturalreasons, the standard deviation sb decreases to a minimum (0) when the vehicle is drivenwith a substantially constant load, such as after time T1b.
In case the standard deviation sb of the load Tq is less than a predetermined onelevel L1b for a certain time ATb, it can be determined that an operating condition ofsaid vehicle is fulfilled, wherein said operating condition refers to a conditionwhere there is an increased risk of accumulation of fuel in the exhaust system. With otherswords, it is hereby established that the vehicle has been driven in a static manner during asome critical time,the exhaust system exists. The time ATb is an arbitrary predetermined time.whereby an increased risk of accumulation of fuel inWith reference to Figure 3a and Figure 3b, two different ways ofdetermine whether a static operating condition of the vehicle has been present during apredetermined time,the exhaust system of the vehicle is present.whereby an increased risk of accumulation of fuel inOne skilled in the art will recognize that there are a number of different ways to determine whether onevehicles are operated statically for a predetermined period of time. For example. would a procedure therethe variance of the vehicle's speed and load can be used in a similar wayway. Alternatively, a static operating condition of the vehicle wouldcan be determined by analyzing a first or second derivativecharacteristics over time for engine speed and / or load.
It should be noted that parameters other than the engine speed and load canbe used to determine whether a static operating condition of the vehicle101520253020exists. For example. the exhaust gas mass flow parameter could be used todetermine whether there is a static operating condition of the vehicle.
Here, the parameters engine speed and vehicle load have been selected to be clearexemplify a couple of embodiments of the present invention. On asimilarly have the use of the standard deviation of these parametersselected to exemplify some embodiments of the present invention.
Figure 4a schematically illustrates a flow chart of a method forimprove the performance of a motor vehicle that has one engine and oneexhaust system with a particle filter, according to an embodiment of the invention.
The method comprises a first method step s401. Includes s401 includedthe steps to:determine whether a predetermined operating condition of said vehicle isfulfilled, wherein said operating permit refers to a permit where there is an increased risk ofaccumulation of fuel in the exhaust system is present; andif the said operating permit is complied with, take at least one measure to:counteract said accumulation of fuel.
Figure 4b schematically illustrates in further detail a flow chart over oneprocedure for improving the performance of a motor vehicle having an engineand an exhaust system with a particulate filter, according to an embodiment ofthe invention.
The method includes a first method step s410. Procedure step s410involves the step of determining an arbitrary number of parameter values. According tothis example detects a number of values for the prevailing speed rpm ofthe engine 230 of the vehicle 100. Alternatively, e.g. a number of values forprevailing load Tq of the vehicle is calculated in a conventional way. Afterthe process step s410 performs a subsequent process step s420.101520253021The process step s420 includes the step of processing the determined onesthe parameter values. According to this example, the standard deviation is calculated forthe detected values of current rpm of the engine 230. According to thatalternative example, the standard deviation sb is calculated for the calculated onesthe values for the prevailing load Tq of the vehicle. After the procedure step s420 is performeda subsequent procedure step s430.
The method step s430 includes the step of determining whether itcalculated standard deviation said is less than a predetermined threshold valueL18 ATa.the process step s430 the step of determining whether the calculateda predetermined threshold value L1bregarding a predetermined time Alternatively includesthe standard deviation sb is less thanregarding a predetermined time ATb.
It should be noted that the step of determining whether the standard deviation saidfalls below the predetermined threshold value L1a with respect to the predetermined onethe time ATa and the step of determining whether it is calculatedthe standard deviation sb is less than the predetermined threshold value L1bwith respect to the predetermined time ATb is only an example.to determine whetherthe standard deviation said exceeds a predetermined threshold value for aStep s430 may alternatively include steppredetermined time and / or the step of determining whether it is calculatedthe standard deviation sb exceeds a predetermined threshold value for apredetermined time.
Step s430 may alternatively include the more general step of determiningoperating state by evaluating whether at least one parametermeets a condition. This may include evaluating the standard deviationand / or the variance of the engine speed over a period of time and / or thatevaluate the standard deviation and / or the variance of the vehicle load during acertain time.101520253022Said conditions may constitute a case where the standard deviation is less than thatpredetermined threshold value L1a with respect to the predetermined time ATaand / or where the calculated standard deviation sb is less than thatpredetermined threshold value L1 b with respect to the predetermined time ATbSaid condition may constitute a case where the standard deviation said exceeds onepredetermined threshold value for a predetermined time and / or where itcalculated standard deviation sb exceeds a predetermined threshold valueregarding a predetermined time.
If said condition is met, a subsequent procedure step s440 is performed. Ifsaid condition is not met, the step step s410 is performed again.
The method step s440 includes the step of determining that a predeterminedoperating license is available. The operating permit refers to a condition where there is an increased riskfor the accumulation of fuel in the exhaust system. After the procedure steps440, a subsequent procedure step s450 is performed.
The step step s450 includes the step of checking whether it is applicableto take measures to counteract the said accumulation of fuel. Thismay include the step of determining a prevailing temperature of the particulate filter261 and comparing this temperature with a reference temperature to determineif it is appropriate to take the said measures. This may include the stepto determine a prevailing temperature at an arbitrarily selected point between aposition for fuel injection and a position for the particulate filter 261 and comparethis temperature with a reference temperature to determine if it isapplicable to take the said measures. Alternatively, it may include the stepto determine a prevailing gas mass flow downstream of the engine 230 and comparethis value with a reference mass flow to determine if it is applicable totake the said measures. Alternatively, it may include the step of determining onevalue representing an amount of fuel that has been supplied to the exhaust system101520253023for a certain period of time to determine whether it is appropriate to take the saidmeasures. After the process step s440, a subsequent process step is performeds460.
The process step s460 includes the step of, if applicable, on the basis ofas a result of previous procedural steps, take active steps to:counteract said accumulation of fuel. After the procedure step s460the procedure is terminated.
Referring to Figure 5, a diagram of an embodiment of one is showndevice 500. The control units 200 and 210 described with reference toFigure 2 may in one embodiment comprise the device 500. The device 500includes a non-volatile memory 520, a data processing unit 510, and aread / write memory 550. The non-volatile memory 520 has a first memory portion 530wherein a computer program, such as an operating system, is stored for controlthe function of the device 200. Furthermore, the device 500 comprises a buscontroller, a serial communication port, an I / O device, an A / D converter, atime and date input and transfer unit, an event counter andan interrupt controller (not shown). The non-volatile memory 520 also hasa second memory part 540.
A computer program P is provided which includes routines for improvementperformance of a motor vehicle 100 having an engine of 230 and oneexhaust system with a particulate filter 261, according to the innovative procedure.
Program P includes routines for determining whether a predeterminedoperating condition of said vehicle is fulfilled, wherein said operating condition relatesto a state where there is an increased risk of accumulation of fuel in the exhaust systemexists. The program P includes routines for, if said operating condition isfulfilled, take at least one measure to counteract the accumulation offuel, in accordance with the innovative procedure. The program P can bestored in an executable manner or compressed in a memory 560 and / orin a read / write memory 550. When it is described that the data processing unit 510101520253024performs a certain function, it should be understood that the data processing unit 510 performs onecertain part of the program which is stored in memory 560, or a certain part ofthe program stored in the Read / Write memory 550.
The data processing device 510 can communicate with a data port 599 viaa data bus 515. The non-volatile memory 520 is for communicationwith the data processing unit 510 via a data bus 512. The separate memory560 is intended to communicate with the data processing unit 510 via adata bus 511.the data processing unit 510 via a data bus 514. To the data port 599 canfor example links 206, 216, 226, 246, 256 and 276 are connected (see Figure 2).
The read / write memory 550 is arranged to communicate withWhen data is received on data port 599, it is temporarily stored in the other540. Whenthe data processing unit 510 is prepared to perform code execution onthe memory part received input data has been temporarily stored, isa manner described above. According to one embodiment, signals include receivedon the data port 599 information of a prevailing speed of the engine 230 ofthe vehicle 100. According to one embodiment, signals received at the data port include599 information about a current load on the vehicle. The received signals onthe data port 599 can be used by the device 500 to determine ifthe vehicle 100 is operated in a manner which increases the risk of accumulation of fuel inthe exhaust system. The device 500 is arranged to, if said conditionexist, take active measures to counteract the said accumulation offuel in the exhaust system. Parts of the methods described herein can be performed bythe device 500 by means of the running data processing unit 510the program stored in the memory 560 or the read / write memory 550. When the device500 runs the program, the procedures described herein are executed.
The foregoing description of the preferred embodiments ofthe present invention has been provided for the purpose of illustrating and describingthe invention. It is not intended to be exhaustive or restrictivethe invention to the described variants. Obviously many will come25modifications and variations to be apparent to those skilled in the art. The embodimentswas selected and described to best explain the principles of the invention andits practical applications, thus enabling professionals to understandthe invention for different embodiments and with the different modifications asare suitable for the intended use.

权利要求:
Claims (22)
[1]
A method of improving the performance of a motor vehicle (100; 110) having an engine (230) and an exhaust system with a particulate filter (261), the method being characterized by the steps of: - determining (s440) whether a predetermined operating condition of said vehicle (100; 110) is met, said operating condition relating to a condition where there is an increased risk of accumulation of fuel in the exhaust system; and - if said operating permit is fulfilled, take (s460) at least one measure to counteract said accumulation of fuel.
[2]
The method of claim 1, wherein the step of determining the operating state comprises determining (s430) whether the vehicle (100; 110) has been statically driven for a certain time (ATa; ATb).
[3]
A method according to claim 1 or 2, wherein the step of determining the operating condition comprises evaluating the standard deviation (sa) and / or the variance (sza) of the engine speed (rpm) over a certain time (ATa) and / or evaluating the standard deviation (sb). and / or the variance (szb) of the vehicle load (Tq) over a given period of time (ATb).
[4]
A method according to any one of claims 1-3, wherein the step of determining the operating state (s430) the variance (sza) of the engine speed (rpm) is less than a predetermined value (L1a) for a certain time (ATa). involves determining whether the standard deviation (sa) and / or
[5]
A method according to any one of the preceding claims, wherein the step of determining the operating condition comprises the step of determining (s430) whether the standard deviation (sb) and / or the variance (szb) of the vehicle load (Tq) is less than a predetermined value (L1b) for a certain time (ATb). 10 15 20 25 30 27
[6]
A method according to any one of the preceding claims, further comprising the steps of, before taking said action: - determining (450) a prevailing temperature at an arbitrarily selected point between a position for injecting fuel and a position for the particulate filter (261), and / or - determining (s450) a prevailing gas mass flow downstream of the engine (230); and / or - determining (s450) a value representing an amount of fuel that has been supplied to the exhaust system for a certain period of time.
[7]
A method according to any one of the preceding claims, wherein the step of taking a measure comprises the step of: - regulating the supply of fuel into the exhaust system.
[8]
A method according to any one of the preceding claims, wherein the step of taking action comprises the step of: - varying the temperature of the exhaust gases downstream of the engine (230).
[9]
The method of claim 8, wherein the temperature of the exhaust gases is varied by controlling the engine (230) in a predetermined manner.
[10]
Device for improving the performance of a motor vehicle (100; 110) having an engine (230) and an exhaust system with a particulate filter (261), characterized by: - means (200; 210; 220; 500) for determining whether a predetermined operating condition of said vehicle (100; 110) is fulfilled, said operating condition relating to a condition where there is an increased risk of accumulation of fuel in the exhaust system; and - means (200; 210; 220; 500) for, if the said operating permit is fulfilled, taking at least one measure to counteract the accumulation of fuel.
[11]
The apparatus of claim 10, further comprising means for determining whether the vehicle (100; 110) has been statically driven for a period of time (ATa; ATb). 10 15 20 25 30 28
[12]
Device according to claim 10 or 11, comprising means (200; 210; 220; 500) for evaluating the standard deviation (sa) and / or the variance (sza) of the engine speed (rpm) for a certain time (ATa) and / or to evaluate the standard deviation (sb) and / or the variance (szb) of the vehicle load (Tq) during a certain time (ATb).
[13]
Device according to any one of claims 10-12, further comprising: - means (200; 210; 500) for determining whether the standard deviation (sa) and / or the variance (sza) of the engine speed (rpm) is less than a predetermined value (L1a ) for a certain period of time (ATa).
[14]
Device according to any one of claims 10-13, further comprising: - means (200; 210; 500) for determining whether the standard deviation (sb) and / or the variance (szb) of the vehicle load (Tq) is less than a predetermined value (L1b ) for a certain period of time (ATb).
[15]
An apparatus according to any one of claims 10 to 14, further comprising: - means (270, 220) for determining a prevailing temperature of an arbitrarily selected point between a position for injecting fuel and a position for the particulate filter (261), and / or - means (245; 220) for determining a prevailing gas mass flow downstream of the engine (230): and / or means (200; 210; 220) for determining a value representing an amount of fuel which has been supplied to the exhaust system for a certain period of time.
[16]
An apparatus according to any one of claims 10-15, further comprising: means (200; 210; 220; 255) for regulating the supply of fuel into the exhaust system.
[17]
The apparatus of any of claims 10-16, further comprising: means (200; 210; 220) for varying the temperature of the exhaust gases downstream of the engine (230).
[18]
Device according to claim 17, wherein means (200; 210; 220) for varying the temperature of the exhaust gases downstream of the engine (230) are arranged to: - control the engine (230) in a predetermined manner.
[19]
A motor vehicle (100; 110) comprising a device according to any one of claims 10-16.
[20]
The motor vehicle (100; 110) according to claim 19, wherein the motor vehicle is something of a truck, bus or passenger car.
[21]
A computer program (P) for improving the performance of a motor vehicle (100; 110) having an engine (230) and an exhaust system with a particulate filter (261), said computer program (P) comprising program code stored on a computer, readable medium for causing an electronic control unit (200; 500) or another computer (210; 220; 500) connected to the electronic control unit (200; 500) to perform the steps according to any one of claims 1-9.
[22]
A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-9, when said computer program is run on an electronic control unit (200; 500) or another computer (210; 220; 500) connected to the electronic control unit (200; 500).

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同族专利:

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公开号 | 公开日

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CN102741513B|2015-04-01|

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IN2012DN06330A|2015-10-02|

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EP2526269A1|2012-11-28|

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WO2011087446A1|2011-07-21|

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RU2012135517A|2014-02-27|

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CN102741513A|2012-10-17|

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RU2526615C2|2014-08-27|

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BR112012017842A2|2016-04-19|

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SE534475C2|2011-09-06|

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EP2526269A4|2018-03-21|

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法律状态:
2021-08-31| NUG| Patent has lapsed|

优先权:

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申请号 | 申请日 | 专利标题

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SE1050042A|SE534475C2|2010-01-18|2010-01-18|Method and apparatus for preventing fuel accumulation in an exhaust system of a motor vehicle|SE1050042A| SE534475C2|2010-01-18|2010-01-18|Method and apparatus for preventing fuel accumulation in an exhaust system of a motor vehicle|

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RU2012135517/06A| RU2526615C2|2010-01-18|2011-01-18|Device and method to improve performance of motor vehicle|

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BR112012017842A| BR112012017842A2|2010-01-18|2011-01-18|device and method for improving the performance of a motor vehicle|

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IN6330DEN2012| IN2012DN06330A|2010-01-18|2011-01-18|

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PCT/SE2011/050046| WO2011087446A1|2010-01-18|2011-01-18|Arrangement and method for improving performance of a motor vehicle|

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CN201180006382.3A| CN102741513B|2010-01-18|2011-01-18|Arrangement and method for improving performance of a motor vehicle|

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EP11733161.1A| EP2526269A4|2010-01-18|2011-01-18|Arrangement and method for improving performance of a motor vehicle|