• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE1050888A1
    申请号:SE1050888
    申请日:2010-08-31
    公开日:2012-03-01
    发明作者:Carl-Johan Karlsson；Klas Telborn
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    l0 l5 Soot particles are formed during the combustion of the internal combustion engine's fuel in the cylinders. Particulate filters are used to capture these soot particles, and work in such a way that the exhaust stream is led through a filter structure where soot particles are captured from the passing exhaust stream and stored in the particulate filter.
    The particulate filter is filled with soot as the vehicle is driven, and sooner or later the filter must be emptied of soot, which is usually accomplished by means of so-called regeneration.
    Regeneration means that the soot particles, which mainly consist of carbon particles, are converted to carbon dioxide and / or carbon monoxide in one or more chemical processes, and regeneration can mainly take place in two different ways. On the one hand, regeneration can take place through so-called oxygen (O2) -based regeneration, also called active regeneration. During active regeneration, carbon is converted with the help of oxygen into carbon dioxide and heat.
    This chemical reaction requires relatively high particle filter temperatures for the desired reaction rate (emptying rate) to occur at all.
    Instead of active regeneration, NO2-based regeneration, also called passive regeneration, can be applied. In passive regeneration, nitric oxide and carbon monoxide are formed by a reaction between carbon and nitrogen dioxide. The advantage of passive regeneration is that the desired reaction rates, and thus the rate at which the filter is emptied, can be achieved at much lower temples.
    Regardless of whether active or passive regeneration is applied, however, it is still important that the regeneration is performed in an efficient manner so that regeneration of a particle filter can be performed within a reasonable time.
    SUMMARY OF THE INVENTION 10 It is an object of the present invention to provide a method for regenerating particulate filters in an efficient manner. This object is achieved by a method according to the characterizing part of claim 1.
    The present invention relates to a method for passively regenerating a particle filter in a combustion process, said particle filter being arranged to treat exhaust gases resulting from a combustion at an internal combustion engine, said method comprising controlling said combustion engine according to a first combustion engine in said regeneration method. a second mode, where in said first mode the internal combustion engine is controlled in such a way that a high exhaust gas temperature is generated. The method further comprises determining a temperature for said particle filter, and controlling said combustion motors according to said first mode when said determined temperature is below a first value.
    The present invention has the advantage that a high exhaust gas temperature is obtained, which in turn raises the temperature of the particulate filter. Since the regeneration rate is temperature dependent, this means that a high regeneration rate can be obtained.
    The internal combustion engine can be controlled according to said first mode until the temperature of the particle filter reaches a higher second temperature, wherein control of said internal combustion motors can be transferred to control according to said second mode, where in said second mode the internal combustion engine can be controlled in such a way against a significantly higher amount of nitrogen oxides is emitted. Since the regeneration rate in passive regeneration is dependent on both the temperature and the availability of nitrogen oxides (nitrogen dioxide), the regeneration rate can thus be further increased.
    Said second temperature may constitute an applicable temperature in excess of 250 ° C.
    When the temperature of the particulate filter has reached said second temperature and control of said internal combustion engine has changed to control according to said second mode, the internal combustion engine can be controlled according to said second mode until said determined temperature has dropped to such a low temperature that the particle filter temperature should be raised again. the regeneration speed should be too low, and can e.g. a temperature below 500 ° C. Instead of switching back to the first mode when the temperature has dropped to the lower level, switching to the first mode can instead take place when a certain time has elapsed since switching to the second mode was performed.
    Said mode changes can be repeated until said particle filter has been regenerated to the desired level, or the regeneration must be interrupted for some other reason.
    In said first mode, the efficiency of the internal combustion engine can be lowered to a low level, so that a large part of the energy is converted to heat. For example. this can be accomplished by injecting fuel after the piston has passed the top dead center and is thus on its way down. For example. the injection time (angle) can be controlled in such a way that the fuel in principle has time to ignite, but does not make any major contribution to the generation of power for propulsion of the vehicle.
    The internal combustion engine can also be controlled towards a low Å value, ie. against low air supply, to reduce the cooling effect of the air.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1a shows a driveline in a vehicle in which the present invention can be used to advantage.
    Fig. 1b shows an example control unit in a vehicle control system.
    Fig. 2 shows an example of a finishing system in a vehicle in which the present invention can be used to advantage.
    Fig. 3 shows an example of the regeneration (soot burn-out) rate as a function of the amount of soot in the particle filter, and its temperature dependence.
    Fig. 4 shows the temperature dependence for oxidation of nitric oxide to nitrogen dioxide in an oxidation catalyst.
    Fig. 5 schematically shows a diagram of an example regeneration process according to the present invention.
    Fig. 6 schematically shows an exemplary method according to the present invention.
    Detailed Description of Preferred Embodiments Fig. 1a schematically shows a heavy exemplary vehicle 100, such as a truck, bus or the like, according to an exemplary embodiment of the present invention. The vehicle 100 schematically shown in Fig. 1a comprises a front pair of wheels 111, 112 and a rear pair of wheels with drive wheels 113, 114. The vehicle further comprises a driveline with an internal combustion engine 101, which in a conventional manner, via a shaft 102 extending on the internal combustion engine 101 , are connected to a gearbox 103, e.g. via a coupling 106.
    A shaft 107 emanating from the gearbox 103 drives the drive wheels 113, 114 via an end gear 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said end shaft 108.
    The vehicle 100 further includes an after-treatment system (exhaust purification system) 200 for treating (purifying) exhaust emissions from the internal combustion engine 101.
    The aftertreatment system is shown in more detail in Fig. 2. The figure shows the internal combustion engine 101 of the vehicle 100, where the exhaust gases generated during combustion are led via a turbocharger 220 (in turbocharged engines, the combustion exhaust gas often drives a turbocharger which compresses the incoming air to the cylinders. combustion). The function of the turbocharger is very well known, and is therefore not described in more detail here. The exhaust stream is then passed via a pipe 204 (indicated by arrows) to a particulate filter (DPF) 202 via an oxidation catalyst (Diesel Oxidation Catalyst, DOC) 205.
    Furthermore, the after-treatment system comprises a SCR (Selective Catalytic Reduction) catalyst 201 arranged downstream of the particulate filter 202. SCR catalysts use ammonia (NH3), or a composition from which ammonia can be generated / formed, as an additive for reducing the amount of nitrogen oxides NOX.
    The particulate filter 202 may alternatively be arranged downstream of the SCR catalyst 201, although this may be less advantageous as the present invention relates to so-called passive regeneration where the regeneration is dependent on the nitrogen oxides normally reduced by the SCR catalyst. According to one embodiment of the present invention, the aftertreatment system does not include any SCR catalyst at all.
    The oxidation catalyst DOC 205 has several functions, and utilizes the excess air that the diesel engine process generally gives rise to in the exhaust gas stream as a chemical reactor together with a precious metal coating in the oxidation catalyst.
    The oxidation catalyst is normally used primarily to oxidize residual hydrocarbons and carbon monoxide in the exhaust stream to carbon dioxide and water.
    However, the oxidation catalyst can also oxidize a large proportion of the nitrogen monoxides (NO) present in the exhaust stream to nitrogen dioxide (NO2). This nitrogen dioxide is then used in passive regeneration according to the present invention. Additional reactions may also occur in the oxidation catalyst.
    In the embodiment shown, DOC 205, DPF 202 and also the SCR catalyst 201 are integrated in one and the same exhaust gas purification unit 203. However, it should be understood that DOC 205 and DPF 202 do not have to be integrated in one and the same exhaust gas purification unit, but the units can be arranged on otherwise where appropriate. For example, DOC 205 may be located closer to the internal combustion engine 101. Likewise, the SCR catalyst may be located separately from DPF 202 and / or DOC 205.
    The finishing system set-up shown in Fig. 2 is common in heavy vehicles, at least in jurisdictions where stricter emission requirements apply, but as an alternative to the oxidation catalyst the particulate filter may instead comprise noble metal coatings so that the chemical processes present in the oxidation catalyst do not occur in the particulate system. any DOC. l0 l5 As mentioned, soot particles are formed during the combustion of the internal combustion engine 101. These soot particles should not, and in many cases should not, be released into the vehicle's environment. Diesel particles consist of hydrocarbons, carbon (soot) and inorganic substances such as sulfur and ash. As mentioned above, these soot particles are therefore captured by the particulate filter 202, which works in such a way that the exhaust gas stream is passed through a filter structure where soot particles are captured from the passing exhaust stream and then stored in the particulate filter 202. the particles are separated from the exhaust stream.
    Thus, as particles are separated from the exhaust stream by means of the particle filter 202, the separated particles accumulate in the particle filter 202, this being filled up with soot over time. Depending on factors such as current driving conditions, the driver's driving style and vehicle load, a larger or smaller amount of soot particles will be generated, so this filling takes place more or less quickly, but when the filter is filled to a certain level, the filter must be "emptied". If the filter is met to too high a level, the vehicle's performance can be affected, at the same time as the risk of fire, due to soot accumulation in combination with high temperatures, may occur.
    According to the above, emptying of particle filter 202 is performed by means of regeneration where soot particles, carbon particles, in a chemical process are converted to carbon dioxide and / or carbon monoxide. Thus, over time, the particulate filter 202 must be regenerated at more or less regular intervals, and determining the appropriate time for regenerating the particulate filter may e.g. performed by means of a control unit 208, which e.g. can perform determination of the appropriate time (s) at least in part by means of signals from a pressure sensor 209, which measures the differential pressure across the particle filter. The more the particle filter 202 is filled, the higher the pressure difference across the particle filter 202 will be. Current temperatures before and / or after the oxidation catalyst 205 and / or before and / or after the particle filter 202 can also influence the determination of regeneration time. These temperatures can e.g. determined by means of temperature sensors 210-212.
    Normally no regeneration measures are taken as long as the filling level of the filter is below a predetermined level.
    For example. the control system's control of the filter regeneration can be so arranged that no measures are taken as long as the degree of filling of the filter e.g. falls below any suitable degree of filling in the range of 60-80%. The degree of filling of the filter can be estimated in any suitable way, e.g. by means of the differential pressure as above, where a certain pressure difference represents a certain degree of filling.
    The controller 208 also controls the regeneration process of the present invention, which is described in more detail below.
    In general, control systems in modern vehicles usually consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit.
    For the sake of simplicity, Fig. 2 shows only the control unit 208, but vehicles of the type shown often comprise a relatively large number of control units, e.g. for controlling the engine, gearbox, etc., which is well known to those skilled in the art.
    The present invention can be implemented in the control unit 208, but can also be implemented in whole or in part in one or more other control units present at the vehicle.
    Control units of the type shown are normally arranged to receive sensor signals from different parts of the vehicle, e.g., as shown in Fig. 2, said pressure sensor 209 and temperature sensors 210-212, and also e.g. a motor control unit (not shown). The control unit-generated control signals are normally also dependent on both signals from other control units and signals from components. For example. the control unit 208 control of the regeneration according to the present invention can e.g. depend on information such as received from the motor control unit and the temperature / pressure sensors shown in Fig. 2.
    Furthermore, control units of the type shown are usually arranged to emit control signals to different parts and components of the vehicle, in the present example e.g. to the engine control unit to request / order control of the combustion engine combustion as below.
    The control is often controlled by programmed instructions. These programmed instructions typically consist of a computer program, which when executed in a computer or controller causes the computer / controller to perform the desired control, such as method steps of the present invention.
    The computer program usually consists of end computer program product 109 stored on a digital storage medium 121 (see Fig. 1b) such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash Memory, EEPROM ( Electrically Erasable PROM), a hard disk drive, etc., in or connected to the controller and executed by the controller. By following the instructions of the other computer program, the behavior of the vehicle in a specific situation can thus be adjusted. An exemplary control unit (control unit 208) is shown schematically in Fig. 1b, wherein the control unit 208 may in turn comprise a calculation unit 120, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
    The computing unit 120 is connected to a memory unit 121, which provides the computing unit 120 e.g. the stored program code 109 and / or the stored data calculation unit 120 need to be able to perform calculations.
    The calculation unit 120 is also arranged to store partial or final results of calculations in the memory unit 121.
    Furthermore, the control unit 208 is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 122, 125 may be detected as information and may be converted into signals which may be processed by the computing unit 120.
    These signals are then provided to the computing unit 120.
    The devices 123, 124 for transmitting output signals are arranged to convert signals obtained from the calculation unit 120 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the vehicle's control system and / or the component (s) for which the signals are intended.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport), or any other bus configuration; or by a wireless connection. 12 According to the above, regeneration can take place in essentially two different ways.
    On the one hand, regeneration can take place through so-called oxygen (O2) -based regeneration, also called active regeneration. During active regeneration, a chemical process takes place mainly according to eq. 1: C + Og = QO2 + heat (eq. 1) Thus, during active regeneration, carbon plus oxygen is converted to carbon dioxide plus heat. However, this chemical reaction is highly temperature dependent, and requires relatively high filter temperatures for a significant reaction rate to occur at all. Typically, a minimum particle filter temperature of 500 ° C is required, but preferably the filter temperature should be even higher for regeneration to take place at the desired rate.
    However, the maximum temperature that can be used for active regeneration of tolerances for the components is often limited. For example. often the particulate filter 202 and / or (where applicable) a subsequent SCR catalyst has design limitations with respect to the maximum temperature to which they may be subjected. This means that the active regeneration can have a component maximum permissible temperature that is undesirably low. At the same time, a very high minimum temperature is required for any useful reaction rate to occur at all. During the active regeneration, the soot load in the particle filter 202 normally burns substantially completely. That is, a total regeneration of the particle filter is obtained, after which the soot level in the particle filter is substantially 0%.
    Today, it is increasingly common for vehicles, in addition to particulate filters 202, to be equipped with SCR catalysts 201, so that active regeneration can cause problems in the form of overheating for the subsequent SCR catalyst treatment process. At least in part for this reason, instead of the active regeneration described above, the present invention employs NO 2 -based (passive) regeneration. In the case of passive regeneration, according to Eq. 2 below, nitric oxide and carbon monoxide in a reaction between carbon and nitrogen dioxide: NO2 + C = NO + CO (eq. 2) The advantage of passive regeneration is that desired reaction rates, and thus the rate at which the filter is emptied, are achieved at lower temperatures. Typically, particle filter regeneration occurs during passive regeneration at temperatures in the range of 200 ° C - 500 ° C, although temperatures in the high part of the range are normally preferred.
    Regardless of this, this is, compared with active regeneration, a significantly lower temperature range a great advantage in e.g. the presence of SCR catalysts, since there is no risk of such a high temperature level being reached that there is a risk of damaging the SCR catalyst.
    Fig. 3 shows an example of the regeneration (soot burn-out) rate as a function of the amount of soot in the particle filter 202 and for operating conditions at two different temperatures (350 ° C and 450 ° C, respectively).
    The regeneration rate is also exemplified for low and high concentrations of nitrogen dioxide, respectively. As can be seen in the figure, the burnout rate is low at low temperature (350 ° C) and low concentration of nitrogen dioxide. The temperature dependence of the regeneration rate is clear from the fact that the burn-out rate is relatively low even at high concentrations of nitrogen dioxide as long as the filter temperature is low. Burnout rates are significantly higher at 450 ° C even in the case of a low concentration of nitrogen dioxide, although high levels of nitrogen dioxide are clearly preferred. l0 l5 l4 The passive regeneration is, however, in addition to being dependent on the temperature and soot amount of the particle filter according to Fig. 3, and as can be seen from Eq. 2 above and Fig. 3, also depending on the availability of nitrogen dioxide. Normally, however, the proportion of nitrogen dioxide (NO2) of the total amount of nitrogen oxides (NOX) generated during the combustion of the internal combustion engine is only approx. 0 -% of the total amount of nitrogen oxides. When the internal combustion engine is heavily loaded, the proportion of NO2 can be as low as 2 - 4%. Thus, in order to obtain a rapid regeneration of the particulate filter, there is a desire that the proportion of nitrogen dioxide in the exhaust gas stream is as high as possible at the entry of the exhaust gas stream into the particulate filter 202.
    Thus, there is also a desire to increase the amount of nitrogen dioxide NO2 in the exhaust gas stream resulting from the combustion engine combustion. This conversion can be performed in several different ways, and can be accomplished by the oxidation catalyst 205, where nitric oxide can be oxidized to nitrogen dioxide.
    However, oxidation of nitric oxide to nitrogen dioxide in the oxidation catalyst also constitutes a highly temperature-dependent process, as exemplified in Fig. 4.
    As can be seen in the figure, at favorable temperatures, the proportion of nitrogen dioxide in the total amount of nitrogen oxides in the exhaust stream can be increased to up to 609. As can also be seen in the figure, it would thus be optimal with a temperature in the order of 250 ° C - 350 ° C at the passive regeneration to obtain as high an oxidation of nitric oxide to nitrogen dioxide as possible.
    As described in connection with Eq. 2 and Fig. 3, however, a completely different temperature condition applies to the actual burn-out process. This temperature ratio is shown in broken line in Fig. 4, and as can be seen, the reaction rate is virtually non-existent at temperatures below a particle filter temperature of 200-250 °. It should be understood, however, that the temperature indications shown are merely examples, and that actual values may differ from these.
    For example. the way in which the temperatures are determined / calculated can have an effect on the temperature limits. Below are some ways to determine the temperature of the filter.
    Thus, if there is a free supply of nitrogen dioxide, as high a filter temperature as possible would be preferable. However, as can also be seen in Fig. 4, this leads to low oxidation of nitric oxide to nitrogen dioxide. This in turn meant that regeneration will be limited by a lack of nitrogen dioxide. Another aspect that further demonstrates the difficulty in determining the optimum regeneration temperature is the fact that the amount of nitric oxide generated by the engine during combustion relates to the resulting exhaust gas temperature in such a way that high nitric oxide content results in lower exhaust gas temperatures, which in turn results in low regeneration rate. .
    The object of the present invention is therefore to obtain a satisfactory regeneration rate in passive regeneration. This is accomplished in the present invention by shifting the ways in which the internal combustion engine is controlled in at least two different modes. As shown above, in order to burn soot as efficiently as possible, one should primarily have a high temperature. For this reason, the engine is controlled according to a first mode when the particle filter temperature falls below a first value. In the first mode, the internal combustion engine is controlled in such a way that a high or even maximum exhaust temperature is obtained.
    This is achieved by lowering the engine's efficiency to a low level, so that a large part of the energy is converted into heat. A low efficiency is achieved by injecting the fuel late 16 during the combustion cycle, after the piston has passed the upper dead center and is thus vaguely down. This means that the supplied fuel contributes less to generating crankshaft torque and the stall to a greater extent constitutes something that only burns and thus generates heat.
    The time of injection (angle) can be controlled in such a way that the fuel in principle has time to ignite, but does not contribute to a very large extent in generating power for propelling the vehicle. Furthermore, the motor is controlled at a low Å value, ie. against low air supply to reduce the cooling effect that occurs when large amounts of air (high Ä value) are used during combustion.
    Thus, in the first mode, a high exhaust temperature can be obtained, which in turn will heat the finishing system when passing through it. The first mode can be maintained until the temperature T of the filter reaches a second temperature limit, e.g. in the order of 375 ° C.
    An exemplary process according to the present invention is exemplified in Fig. 5 and Fig. 6. According to Fig. 6, the process begins in step 601, where it is determined whether regeneration is to be performed. If so, the process proceeds to step 602, where the internal combustion engine is controlled according to said first mode, the process proceeding to step 603 where the process remains until the temperature T of the particle filter reaches a temperature limit T2. This is also exemplified in Fig. 5, where the internal combustion engine is controlled according to said first mode along line 501 until the temperature reaches the temperature Th point A. Although propulsion of the low efficiency (high exhaust temperature) internal combustion engine results in low levels of nitric oxide in the exhaust gases , as shown in Fig. 3, the regeneration rate (partly due to the degree of filling of the particulate filter 17) for the case of high temperature and low nitrogen dioxide content generally becomes better compared with the case of low temperature and high nitrogen oxide content.
    The temperature dependence of the regeneration rate is also exemplified in Fig. 5 by lines 501, 502, which indicate the actual regeneration rate at a certain NOX content in the exhaust gases.
    The exhaust gas temperature, and thus the filter temperature increase, depends, in addition to the engine's efficiency, also on the current load of the internal combustion engine, which is why it can also be maximized. I eq. 3 describes the torque relationship of the internal combustion engine: Mvev = Mínd_Mgas -M fi ikt -M (eq ° agg, where ALM is the total torque generated during the combustion engine's combustion.
    Alæ fl it makes the torque generated on the crankshaft, ie. the resulting propulsion moment. This torque is controlled by current driving conditions, and thus constitutes the torque obtained when the vehicle is to be driven in the desired manner. Å4 @ ¿constitutes the gas exchange work, ie. the braking torque the internal combustion engine is subjected to by resistance in the exhaust stream.
    This braking torque can be increased by means of e.g. an exhaust brake, whereby a throttling of the exhaust stream will result in a braking torque. fi l fi mutates the engine frictions which are fairly constant and unaffected.
    Algae constitute the braking torque generated by the commonly occurring vehicle-mounted units that are driven by the internal combustion engine and thus take power from the vehicle's propulsion. Examples of such units are cooling units, etc. By controlling these units in such a way that they exert 18 high or maximum loads on the internal combustion engine, the torque that must be generated during combustion is increased in order for the desired crankshaft torque A4 and thus the desired vehicle speed to be maintained. .
    Thus, the size of ALM can be affected partly by the efficiency, but also by increasing the load as above. By increasing the Alws and A4% g (which counteract the propulsion torque obtained on the A1, the V81!) The internal combustion engine can be forced to work harder, and thus emit exhaust gases at a higher temperature, which in turn raises the particle filter temperature to the temperature T2 faster.
    When the particle filter temperature has reached the temperature T2, according to the present invention the way in which the combustion engine is controlled is switched to a second mode, step 604 in Fig. 6, where the combustion engine is controlled in such a way that the amount of NOX emitted from the combustion increases. As explained above, the filter regeneration rate increases with the amount of available nitrogen oxides, so switching to the second mode will increase the filter regeneration rate. This is also illustrated in Fig. 5 with broken line 502, where the broken line 502 represents the regeneration rate at the amount of nitric oxide generated in the second mode.
    Thus, the operating point of the regeneration at the mode shift will be moved from the solid line to the dashed line at mode change. In the example shown, the operating point of the regeneration changes from point A to B in Fig. 5.
    As can be seen, this means that the regeneration rate will increase to an even higher level (point B).
    Regeneration according to said second mode can then be maintained, step 605 in Fig. 6, until the filter temperature has dropped to the level T1, e.g. 300 ° C, the regeneration operating point 19 thus constituting the point C in the diagram, where switching takes place again to the first mode, return to step 602 in Fig. 6, and thus the solid curve 501, point D, in order to raise the temperature of the filter again to point A for new change to said second mode and thus transition to point B.
    Temperature T1, i.e. the temperature to which the filter temperature is allowed to drop before returning to said first mode may be any suitable temperature. For example. For example, the temperature T1 can be selected in such a way that switching between said mode, and thus switching of motor control parameters, should not take place too often. For example. For example, the temperature T1 can be selected in such a way that the mode change should not take place more often than every 10 seconds, every 15 seconds, every 30 seconds, once / minute or at another suitable interval.
    The temperature T1 can also be arranged to depend on the current motor load, ie. the temperature T1 can have one value at high motor load and another at low motor load. It is also possible to have model-based control of both temperatures T2 and T1, so that either or both of these temperatures constantly vary depending on parameters such as the current need for propulsion, etc.
    The procedure shown in Fig. 5 is then repeated until the regeneration is considered complete, e.g. by the differential pressure having dropped to the desired level, or that the regeneration should be interrupted for other reasons. This is also indicated in Fig. 6, where the waiting steps 603, 605 are interrupted when the regeneration is complete, the process being completed in step 606.
    In general, the higher the efficiency of the combustion, the higher the amount of nitrogen oxides obtained. However, high efficiency leads to lower exhaust temperatures (lower losses), which over time leads to a lowering of the particle filter temperature.
    In addition, a high efficiency means that a large amount of air is supplied to the cylinders and thus the exhaust gas flow, which results in a faster cooling of the particle filter due to the relatively cold air. Thus, a trade-off should be made in selecting the operating point for said second mode because it is not certain that maximum efficiency, with maximum amount of nitrogen oxides generated, is the most optimal solution, since a rapid cooling is obtained. According to a preferred embodiment of the present invention, therefore, a working point is used where a substantially higher amount of nitrogen oxides is generated compared to said first mode, but where at the same time a high exhaust gas temperature level is maintained as far as possible. For example. the working point in said second mode can be arranged to generate 50-400% more nitrogen oxides compared to when working in said first mode.
    The filter temperature used in the control described above can be determined in different ways. In the embodiment shown in Fig. 2, a first temperature sensor 210 is arranged upstream of the oxidation catalyst 205. A second temperature sensor 211 is arranged downstream of the oxidation catalyst (upstream of the particle filter) and a third temperature sensor 212 is arranged downstream of the particle filter 202. The filter temperature can e.g. is determined by determining the average of the temperatures determined by the temperature sensors 211, 212. Alternatively, only the temperature from the sensor 211 or 212 can be used. Likewise, another suitable temperature sensor can be used, such as the temperature sensor 210, which together with a model of the finishing system, together with e.g. current exhaust flow, calculate a filter temperature.
    The present invention has been exemplified above in connection with vehicles. However, the invention is also applicable to arbitrary vessels where exhaust gas purification systems according to the above are applicable, such as e.g. water or aircraft with combustion / regeneration processes as above.
    权利要求:
    Claims (19)
    [1]
    A method of regenerating a particulate filter (202) in a combustion process, said particulate filter (202) being adapted to treat exhaust gases resulting from a combustion at an internal combustion engine (101), said method comprising: - in said regenerating method, controlling said internal combustion engine (101) according to a first mode and a second mode, respectively, wherein in said first mode the internal combustion engine (101) is controlled in such a way that a high exhaust temperature is generated, the method further comprising: - determining a temperature for said particulate filter (202) , and - controlling said internal combustion engine (101) according to said first mode when said determined temperature is below a first value.
    [2]
    A method according to claim 1, wherein in said second mode the internal combustion engine (101) is controlled in such a way that a substantially higher amount of nitrogen oxides is emitted compared with said first mode.
    [3]
    A method according to claim 1 or 2, wherein said internal combustion engine (101) is controlled according to said first mode until said determined temperature reaches a second, higher than said first value, value, wherein control of said internal combustion engine (101) changes to control. according to said second mode.
    [4]
    The method of claim 3, wherein said second value is an applicable temperature in excess of 250 ° C.
    [5]
    A method according to any one of the preceding claims, wherein said first value is an applicable temperature below 500 ° C. 10 15 20 25 30 23
    [6]
    A method according to any one of the preceding claims, further comprising, when said determined temperature has reached said second value and controlling said internal combustion engine (101) switched to controlling according to said second mode, controlling said internal combustion engine (101) according to said second mode until that said determined temperature has dropped to said first value, whereby control of said internal combustion engine (101) again changes to control according to said first mode.
    [7]
    A method according to claim 6, wherein said first and / or second value is changed based on the current engine load.
    [8]
    A method according to any one of claims 1-5, further comprising, when said determined temperature has reached said second value and controlling said internal combustion engine (101) switched to controlling according to said second mode, controlling said internal combustion engine (101) according to said second mode during a first time, wherein, when said first time has elapsed, control of said internal combustion engine (101) again changes to control according to said first mode.
    [9]
    A method according to any one of claims 6-8, wherein said mode switching is repeated until said particle filter (202) has been regenerated to the desired level, or the regeneration has been interrupted for some other reason.
    [10]
    The method of claim 9, wherein said particulate filter (202) has regenerated to the desired level when a differential pressure across the particulate filter (202) has dropped to the desired level.
    [11]
    A method according to any one of the preceding claims, wherein in said first mode the internal combustion engine (101) is controlled in such a way that a substantially maximized exhaust gas temperature is obtained.
    [12]
    A method according to any one of the preceding claims, wherein in said first mode the efficiency of the internal combustion engine (101) is lowered to a low level, so that a larger part of the energy is converted to heat.
    [13]
    A method according to any one of the preceding claims, wherein, at least in said first mode, the load of the internal combustion engine (101) is increased by increasing one or more of the group: - a gas exchange work Ål gas f - a braking moment Algg generated by vehicle-mounted units.
    [14]
    A method according to any one of the preceding claims, wherein in said second mode at least 50% higher content of nitrogen oxides is generated compared to when working in said first mode.
    [15]
    A method according to any one of the preceding claims, wherein said first and second temperatures, respectively, are determined by one or more temperature sensors (210-212) arranged in or near said particle filter (202).
    [16]
    A method according to any one of the preceding claims, wherein said first and second temperatures, respectively, are determined by means of a temperature sensor (210-212) arranged in the exhaust gas flow together with a model of said exhaust gas treatment.
    [17]
    A system for regenerating a particulate filter (202) in a combustion process, said particulate filter (202) being adapted to treat exhaust gases resulting from a combustion at an internal combustion engine (101), the system being arranged to control said internal combustion engine (101) according to at least a first mode and a second mode, wherein in said first mode the internal combustion engine (101) is controlled in such a way that a high exhaust temperature is generated, the system further comprising: - determining means for determining a temperature for said particle filter (202), and - control means for controlling said internal combustion engine (101) according to said first mode when said determined temperature is below a first value.
    [18]
    The system of claim 17, wherein an oxidation catalyst is disposed upstream of said particulate filter (202).
    [19]
    Vehicle (100), characterized in that it comprises a system according to claim 17 or 18.
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    同族专利:
    公开号 | 公开日
    BR112013002992B1|2020-12-29|
    RU2013114277A|2014-10-10|
    US20130152550A1|2013-06-20|
    CN103080488A|2013-05-01|
    WO2012030273A1|2012-03-08|
    KR20130050998A|2013-05-16|
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    BR112013002992A2|2016-09-20|
    CN103080488B|2016-08-10|
    BR112013002992A8|2020-10-13|
    RU2550219C2|2015-05-10|
    EP2611997A4|2014-06-25|
    EP2611997A1|2013-07-10|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1050888A|SE535342C2|2010-08-31|2010-08-31|Process and system for regenerating a particle filter in an exhaust gas purification process on an internal combustion engine|SE1050888A| SE535342C2|2010-08-31|2010-08-31|Process and system for regenerating a particle filter in an exhaust gas purification process on an internal combustion engine|
    PCT/SE2011/051008| WO2012030273A1|2010-08-31|2011-08-23|Method and system for diesel particle filter regeneration|
    CN201180041548.5A| CN103080488B|2010-08-31|2011-08-23|Method and system for DPF regeneration|
    US13/814,541| US9091191B2|2010-08-31|2011-08-23|Method and system for diesel particle filter regeneration|
    KR1020137008378A| KR101523706B1|2010-08-31|2011-08-23|Method and system for diesel particle filter regeneration|
    RU2013114277/06A| RU2550219C2|2010-08-31|2011-08-23|Method and system for regeneration of diesel particulate filter|
    EP11822208.2A| EP2611997A4|2010-08-31|2011-08-23|Method and system for diesel particle filter regeneration|
    BR112013002992-7A| BR112013002992B1|2010-08-31|2011-08-23|diesel particle filter regeneration method and system|
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