瑞典专利SE1350527A1 Fuel quality detection method and system

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专利摘要:
The present invention provides a method and a system for detecting an industry quality in a vehicle. The system according to the invention comprises a first determining unit, which is arranged for determining a correction factor kkw for industry as a ratio between a power output which is required to drive a vehicle and a reference power engmv. which it is estimated that an engine in the vehicle emits; kkw =. The system also comprises a second determining unit, which is arranged for determining a correction factor kN0x for exhaust emissions as a ratio between a value measured in the vehicle for nitrogen oxides engN0x and a QHQNOx reference value for nitrogen oxides ECUNOX; kN0x == ECU .N0x The system also comprises a detection unit, which is arranged for the detection of the fuel quality based on a ratio between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions. Fig. 2
公开号:SE1350527A1
申请号:SE1350527
申请日:2013-04-30
公开日:2014-10-31
发明作者:Mikael Nordin
申请人:Scania Cv Ab；
IPC主号:

专利说明:

l0 l5 For example, different fuel qualities have different energy values, which affects parameters related to, for example, engine power, engine torque and exhaust gas purification for an engine that is powered by the fuel. The engine power and engine torque in turn affect a number of parameters related to, for example, speed control, cruise control and automatic gear selection in, for example, a vehicle.
Brief description of the invention In today's engine system, therefore, a relatively large number of parameters depend on the fuel quality of the fuel that drives the engine system. In order for the engine system and other parameter-dependent systems to function well, knowledge of these parameters is required so that the engine system and / or the other parameter-dependent systems can be adapted to the fuel quality. In the event of substandard information about the present fuel quality, the engine system will at best be sub-optimized, as the uncertainty about the fuel quality means that the engine control system for safety sets parameters which work acceptably for several different fuel qualities, but do not work optimally for any individual fuel quality. The uncertainty regarding fuel quality can also cause corresponding sub-optimization for other parameter-dependent systems. For example, substandard information can lead to an assumption of an incorrect cetane number for the fuel, ie an incorrect assumption about the combustibility of the fuel, which can have several negative consequences for the engine system and / or the exhaust gas purification in the vehicle. In the worst case, the engine system parameters will be completely incorrectly set, which will give substandard performance for the engine system and / or the exhaust gas treatment system.
For example, suboptimally set parameters due to a lack of knowledge about the currently used l0 l5 fuel quality give a deteriorated engine power. Suboptimally set parameters can also give incorrect combustion pressure in the engine cylinders and / or incorrect injection times for the fuel injection in the cylinders, which can result in misalignments and / or increased exhaust emissions / emissions from the vehicle's exhaust treatment system. In the event of ignitions, not all fuel supplied to the engine is often consumed. This means that the fuel can pass through the engine and be led to the exhaust gas treatment system, and can there, for example in an oxidation catalyst, start burning if the exhaust gases contain fuel and hydrocarbons. An uncontrolled fire in the components of the exhaust gas treatment system, for example in the oxidation catalyst, can damage or destroy the components. This leads to increased emissions due to poorer exhaust gas purification, and / or may lead to the component having to be replaced.
In modern vehicles, there may also be systems for diagnosing the vehicle (OBD; OnBoard Diagnostics), which, for example, report whether certain quantities in the vehicle, such as emission levels for exhaust gases, exceed government-controlled limit values. If such authority-controlled limit values are exceeded, the driver may be forced to consult a workshop to have the fault rectified. Incorrectly set parameters can cause such violations and can therefore result in downtime of the vehicle.
There is thus a need to be able to determine the fuel quality of the fuel currently provided to the engine system in order to thereby optimize the engine system to suit this fuel quality, whereby for example better performance, lower fuel consumption and reduced emissions of harmful and / or environmentally hazardous exhaust gases can be obtained. It is therefore an object of the present invention to provide a method and system for fuel quality detection which at least partially solve these problems.
This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is also achieved by the above-mentioned system according to the characterizing part of claim 25, as well as by the above-mentioned computer program and computer program product.
According to the present invention, a correction factor kkw for fuel is determined as a ratio between a power fvv which is required to drive the vehicle and a reference power engkw which is estimated that an engine in the vehicle emits, i.e. kkw =. A correction factor kN0x for exhaust emissions / emission is also determined, by a ratio between a value measured in the vehicle for nitrogen oxides engN0x and a reference value for nitrogen oxides ECUNOX, ie kN0x == íE @ Qï Then the fuel quality of the fuel is detected based on a ratio to between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions.
The ratio between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions can according to one embodiment consist of a ratio between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions, where the ratio is a correction factor kmmüw for quality; kmm ”Ü, = MW k Values for this correction factor kmmuw for quality, N0x can then be compared with predetermined values for different fuel qualities, such as for different fuels and different fuel mixtures, whereby the fuel quality can be easily and reliably determined.
Ewfvox '5 The present invention contributes to a very small extent to the complexity of the vehicle and is cost effective to implement in the vehicle, and is inexpensive to operate.
When the engine system, the exhaust gas treatment system, and also other systems and control systems in the vehicle, by the present invention obtain correct information about the fuel quality used, the engine system and / or the other parameter dependent systems can be optimized with respect to the fuel quality of the fuel supplied to the engine system.
This system optimization can, for example, result in higher engine power, higher engine torque, lower fuel consumption, an improved driving experience, reduced downtime, and reduced emissions of harmful and / or environmentally hazardous exhaust gases.
According to one embodiment, a reliability check of the fuel quality detection according to the present invention is also provided, which allows the vehicle control system to further refine its control of the systems, since a reliability of the result of the invention can be taken into account.
BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 schematically shows an exemplary vehicle in which the present invention may be implemented; and Figure 3 shows a control unit according to the present invention.
Description of Preferred Embodiments In this document, the present invention is exemplified and described primarily for a vehicle. However, those skilled in the art will appreciate that the invention may be implemented and utilized in substantially all units which have an engine system or other systems that are affected by well play quality related parameters, such as, for example, ships or flying craft.
Figure 1 schematically shows an exemplary vehicle 100, which may include the present invention. The vehicle 100, which may be a passenger car, a truck, a bus, or another vehicle, comprises a driveline which transmits power to drive wheels 110, 111 in the vehicle 100. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft 102 on the internal combustion engine 101, is connected to a gearbox 103 via a clutch 106. Of course, the vehicle's driveline may also be of another type, such as a conventional automatic gearbox type, of a hybrid driveline type, GtC.
The internal combustion engine is powered by fuel, which is provided by a fuel system 120 comprising, inter alia, one or more fuel tanks and devices 121 which transport the fuel from the fuel tanks to the engine 101. These devices 121 are shown very schematically, but may include for example various lines for transporting the fuel within the vehicle. , one or more pumps, which may be divided into low and high pressure circuits, filters, couplings, and other fuel transport devices, respectively. The internal combustion engine 101 and / or the fuel system 120 is controlled by the vehicle control system via a control unit 140, which is schematically illustrated in Figure 1.
A shaft 107 emanating from the gearbox 103 drives the drive wheels 110, 111 via an end shaft 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said final gear 108.
Exhaust gases resulting from the engine 101 during its combustion of the fuel are purified by an exhaust gas treatment system 130 before being discharged from the vehicle. The exhaust gas treatment system 130, which is very schematically illustrated herein, may comprise one or more components, for example one or more of particulate filters, oxidation catalysts, reduction catalysts. The purification of the exhaust gases is controlled by a control unit 140, which controls, for example, the dosing of reducing agents, which may include, or be converted to, ammonia, such as, for example, urea.
The control unit 140 of the present invention also includes a first 141 and second 142 determining unit and a detection unit 143, and is connected at least to the engine 101 and to the exhaust gas treatment system 130. The first 141 and second 142 determining units and the detection unit 143 are described in more detail below. The control unit 140 may be included in, and / or may exchange information and / or functions with, an EMS (Engine Management System) circuit in the vehicle.
Figure 2 shows a flow chart of the method of the present invention. In a first step 201 of the method, for example by using a first determining unit 401 described below, a correction factor kkw for fuel is determined as a ratio where an effect fomv which is required to drive the vehicle 100 constitutes a numerator and where a reference effect engmv which is estimated that a engine in the vehicle 100 emits constitutes the denominator. Thus, the correction factor kkw for fuel fßkw is determined according to kkW == eng. In a second step 202 of the process, for example by using a second determining unit 142 described below, a correction factor kN0x for exhaust emissions is determined as a ratio where a value measured in the vehicle 100 for nitrogen oxides engN0x constitutes a numerator and where a reference value for nitrogen oxides ECUNOX denominator. Thus, the engmox correction factor kN0x for exhaust emissions is determined according to kN0x == ECU.
In a third step 203 of the process, for example by using a detection unit 143 described below, the fuel quality of the fuel supplied to the engine 101 is detected by a fuel system 120 in the vehicle. The detection of fuel quality is based here on a relationship between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions.
The process of the present invention provides a reliable, but also very robust and simple, determination of the present fuel quality.
The determination of the fuel quality according to the present invention therefore does not require special sensors, which means that the addition of the solution in complexity becomes very limited.
The present invention is therefore cost effective to implement in the vehicle, and is also inexpensive to operate as maintenance of additional sensors can be avoided.
When the engine system and other fuel quality dependent systems of the present invention obtain accurate information about the fuel quality used, the engine system and / or the other fuel quality dependent systems can be optimized with respect to the fuel quality of the fuel supplied to the engine system, resulting in higher engine power, higher engine torque, lower fuel consumption and reduced emissions of harmful and / or environmentally hazardous exhaust gases. Thus, the information on the present fuel quality can be used to set a large number of parameters which affect the performance of the engine system and / or the exhaust gas treatment system.
If these parameters are set correctly, a driver experience can also be obtained that is substantially the same for different fuel qualities.
As described above, the power required to drive the vehicle 100 is utilized in determining the kkw correction factor for fuel; kkW == šå L. kW According to an embodiment of the present invention, this power is determined based on a driving resistance force on the mnwws which acts on the vehicle and on a vehicle speed v which the vehicle is holding. The driving resistance force Eüwmgæs for the vehicle here corresponds to the external forces that must be overcome in order for the vehicle to at least be able to maintain a constant speed, ie to be able to maintain a constant speed or accelerate. The effect fomy is calculated as a product of two vectors: fokw = * Fdn-Vl-ngfes eq. 1> where É ;;;;;; is a vector for driving resistance; and fä ;;: = 1n * {- g * süKa); - g * cosUÜ} (eq. 2) where - 1n is a total vehicle weight; - g is the gravitational constant; and - a is a current slope.
Choir resistance Ph ﬁ mnwæs can be calculated based on at least one weight n1 for the vehicle, on a rolling resistance HW ”which acts on the vehicle and on an air resistance Pëü which acts on the vehicle.
Driving resistance On ﬂ mnwws is the sum of rolling, air, and tilt resistance forces and can be written as: Fdrivingres = Fair + m 'g' Sina + Froll (eq ° 3) where - 1n is a total vehicle weight; - g is the gravitational constant; - I§m¿ = 1n-g-C}, where C; is a rolling resistance coefficient; - P¿ü == C¿Ü-vz is the air resistance force, where Ckü is the air resistance parameter and v is the vehicle speed; and - a is a current slope.
The pore resistance Pà ﬁ mnwæs can also be calculated in other ways as realized by the person skilled in the art, among other things calculated on the air resistance Fäw, humidity, chassis dynamics, front area of the vehicle, and the rolling resistance Ewu. These calculation methods are not reported in detail here as they are well known to those skilled in the art.
According to one embodiment, the current road slope a can be obtained in a number of different ways. the slope a can be determined, for example, based on map data, for example from digital maps including topographic information in combination with positioning information, such as for example GPS information (Global Positioning System). By utilizing the position information in relation to the map data, the position of the vehicle can be determined so that the road slopes can be extracted from the map data, whereby a very accurate and reliable determination of the road slopes is achieved according to the embodiment.
In several current cruise control systems, map data and positioning information are used for cruise control. Such systems can then provide the road slopes and / or map data and positioning information to the system of the present invention, which makes the addition of complexity for determining the road slope a small.
The road slope a can also be determined based on radar information, on camera information, on information from another vehicle, on road slope information previously stored in the vehicle, or on information obtained from traffic systems related to said road section. In systems where information exchange between vehicles is utilized, a road slope a estimated by one vehicle may be provided to other vehicles, either directly, or via an intermediate unit such as a database or the like.
The weight nï of the vehicle can be determined in a number of ways which are known to a person skilled in the art, for example by utilizing information from an air suspension system in the vehicle, by utilizing the vehicle acceleration, and / or by utilizing âV GH äCCGlGIOmGtGI.
Rolling resistance coefficient C, for example, can be determined by rolling tests without added fuel at a certain road slope, where the vehicle's speed change is analyzed. The air resistance parameter CQÜ can be determined by using predetermined values for the parameter for the vehicle type / cab type.
According to one embodiment of the present invention, the reference power engmv used in determining the correction factor kmv for fuel is; kMV == š% ¶¿; related to kW an engine power Emy which is calculated to be emitted by the engine 101 in the vehicle 100.
The engine power Qng can be determined based on a speed o of the engine 101 and on a fuel quantity efficiency of the fuel.
For example, the engine power Rmg can be calculated as a product of a measured speed o, a measured amount of fuel consumed Aqua, and an efficiency Umm for the engine 101.
The reference power engmv can be determined as a product of a consumed amount ß ﬁ u ﬂ fuel, an energy content EQHN in this fuel, and a WWW efficiency for the engine 101.
According to an embodiment of the present invention, the measured value for nitrogen oxides is determined engNOx, which is used in determining the correction factor kNOx for exhaust emissions; and O N. 0. k = -ﬂ ßï; based on a supply of at least one "0" ECUNOX nitric oxide sensitive sensor located adjacent to an exhaust gas treatment system 130 in the vehicle 100. The sensor is suitably positioned so as to contact the exhaust gases passing through, and purified by, the exhaust gas treatment system 130, e.g. to a reduction catalyst or at another suitable position in the exhaust system. Many of today's exhaust gas treatment systems are already equipped with one or more sensors which measure the amount of nitrogen oxides in the exhaust gases.
Signals from such sensors can be used as measured values 13 according to the embodiment, which means that the embodiment can be implemented with very little addition in complexity to the vehicle.
The measured value for nitrogen oxides engN0x can also be determined based on a standardized mass flow ®N0¿ ﬂ m $ JwHn of nitrogen oxides through the exhaust gas treatment system 130 and on a gas flow @ gß through the engine 101 in the vehicle 100. The mass flow @ N0x ﬂ m $ Jwmn of nitrogen gases can be determined by general gases based on measurements of pressure and temperature for the exhaust gases and on sensor measurements of the proportion of nitrogen oxides AHL in the exhaust gases.
The gas flow Qgæ through the engine can be determined in the same way as the mass flow ®N0 & ﬂ m $ Jwmn is determined.
Thus, according to the various embodiments of the present invention that are related to nitrogen oxides NOX, the insight is utilized that different fuels / fuel mixtures give different levels of nitrogen oxides NCQ in the exhaust gases. For example, diesel with a mixture of FAME (Fatty Acid Methyl Ester) burns faster, and therefore gives higher levels of nitrogen oxides NOX, than pure diesel, ie a fuel with 100% diesel, does.
According to one embodiment, the levels of nitrogen oxides at different operating points of the engine 101 are measured for different fuels and for different fuel mixtures. These levels are then utilized in detecting the fuel quality of the present invention.
According to an embodiment of the present invention, the reference value for the nitrogen oxides is ECUNOX, which is used in determining the correction factor kNOx for exhaust emissions; kN0x == šå @ ¿; a N0x 14 value predetermined for a predetermined fuel. This value has been determined based on the combustion properties of each fuel, where the exhaust gases are measured upstream of the exhaust gas treatment system. If the vehicle 100 is mainly powered by diesel, for example, then the predetermined fuel is diesel, and the reference value for the nitrogen oxides ECUN0x has a predetermined value for diesel, which is used in determining the correction factor kN0x for the exhaust emission.
Correspondingly, the reference value for the nitrogen oxides ECUN0x has a predetermined value for ethanol if the vehicle is mainly driven by ethanol, the ethanol reference value ECUNOX being used in determining the correction factor kN0x for the exhaust emission.
For vehicles that are mainly powered by other fuels / fuel mixtures, the reference value for the nitrogen oxides ECUNOX is used in a corresponding manner for this mainly utilized fuel / fuel mixture.
As mentioned above, the fuel quality used in the vehicle is detected / determined based on a relationship between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions. This ratio corresponds, according to an embodiment of the invention, to a correction factor kmm ﬁ w for quality, which is calculated as a ratio between the correction factor kkw for fuel and the correction factor kN0x .. .. _ kkW for exhaust emissions; kmmuW -; - N0x In other words, the ratio between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions is a ratio where the correction factor kkw for fuel constitutes the numerator and where the correction factor kN0x for exhaust emissions constitutes the denominator; k _ = MW quallty kNox ° This correction factor kmmüw for quality can then be compared with one or more predetermined intervals corresponding to a kand fuel quality, whereby a detection of the fuel quality can be determined. Thus, the fuel quality is determined as the quality within whose corresponding range the value for the correction factor kmmuw lies. These predetermined ranges can be designed in a number of ways, and can be stored in the control unit in which the invention is implemented, in a number of ways, for example in the form of tables, folders, reference lines, or the like, and can consist of absolute numbers, of percentages. quotas or in other absolute or relative quantities.
The idea is that the correction factor kmmuw for quality should first be determined, after which this value is in some suitable way compared with known corresponding values for different fuels and / or fuel mixtures. Hereby the fuel or the fuel mixture provided by the fuel system 120 in the vehicle to the engine 101 can be determined / detected. Once this fuel or fuel mixture has been determined, one or more parameters for the engine system 101, and the exhaust gas treatment system 130, as well as for other systems in the vehicle which depend on which fuel or fuel mixture is used, can be updated to optimize according to the determined fuel quality.
Table 1 below describes approximate values which correspond to the correction factor kN0x for exhaust emissions, the correction factor kkw for fuel and the correction factor for quality kmmHÜ, =)% W for a couple of different fuel grades, such as different fuels and fuel mixtures, provided the vehicle's main fuel is diesel. say that the reference value for nitrogen oxides ECUWOX and the reference effect engmv relate to kNOx 16 diesel. Corresponding tables can be set up for other main fuels and for other fuels and / or fuel mixtures, as will be appreciated by a person skilled in the art.
Thus, once the quality factor kmmüw for quality has been determined according to the present invention, this value is compared with the values in the table for different fuel grades, and the table value which in some sense is closest to the determined value for the quality factor kmmuw for quality is determined to correspond to the fuel quality currently used in the vehicle. This provides a robust and reliable determination of the fuel quality of the vehicle. kmv kN0x kmmüw Fuel quality 1 1 1 100% diesel 0.7 0.4 1.7 100% ethanol 0.9 1.3 0.7 100% FAME 0.8 1.16 0.8 50% diesel and 50% FAME Table 1 According to an embodiment of the present invention, a reliability check of the fuel quality detection is performed, which further ensures that the parameter values in the vehicle that are updated based on the detection receive the correct values. The reliability check can be performed by performing an analysis of a change in the correction factor kkw for fuel and of a change in the correction factor kN0x for exhaust emissions. 17 If the change in the correction factor kkw for fuel and the change in the correction factor kN0x for exhaust emissions behave substantially uniform in some sense, the detection of the fuel quality is judged to be reliable. This substantially uniform behavior may consist, for example, in that the values of both the correction factor kmv for fuel and the correction factor kN0x for exhaust emissions increase substantially simultaneously, for example after refueling, and / or that the values for both the correction factor kkw for fuel and the correction factor kN0x for exhaust emission emit simultaneously.
Correspondingly, the detection of fuel quality is judged to be unreliable if the changes in the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions are not uniform, ie physically incompatible. This non-uniform behavior can occur, for example, if one of the values of the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions increases while the other decreases substantially simultaneously, for example after refueling.
The fuel quality of the fuel in, for example, a vehicle can typically be changed when refueling the vehicle, i.e. when the fuel system 120, which contains one or more fuel tanks, is filled with new fuel. Therefore, the detection of the fuel quality is performed according to an embodiment when a refueling has taken place in the vehicle.
Such filling can be identified by using a measurement / estimation of fuel level in the vehicle's one or more fuel tanks, whereby a filling of the fuel can be judged to have taken place when a fuel level in a fuel tank i has increased at least 20 since a previous level measurement. Other methods of identifying that a refueling is taking place, for example an indication that a tank cap is being opened, can also be used to identify a refill, as will be appreciated by a person skilled in the art.
According to an embodiment of the present invention, detection of the fuel quality is carried out at substantially stationary conditions for the vehicle, where these stationary conditions may for example comprise driving modes which provide a substantially constant driving resistance and / or a substantially constant power output from the engine.
The substantially stationary conditions of the vehicle may correspond to the fact that the engine 101 has had a speed w within an interval corresponding to 10 r / min, and a load L within an interval corresponding to 50 Nm during a time interval TL-7; min, where this time interval, for example, can be 2-3 minutes long.
These substantially stationary conditions can often be achieved while driving on a country road and / or one on a motorway. Thus, if normal road driving or normal motorway driving, where these normal driving may for example include the above-described substantially constant driving resistances and / or power outputs and / or speeds and / or loads, has occurred during a predetermined time interval TI-7) min, for example 2-3 minutes, according to one embodiment the substantially stationary conditions are considered to exist, whereby the detection of the fuel quality can be performed.
Those skilled in the art will appreciate that a method for detecting fuel quality according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program usually forms part of a computer program product 303, wherein the computer program product comprises a suitable digital storage medium on which the computer program is stored. Said computer readable medium consists of a suitable memory, such as for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc .
Figure 3 schematically shows a control unit 300. The control unit 300 comprises a calculation unit 301, 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 calculation unit 301 is connected to a memory unit 302 arranged in the control unit 300, which provides the calculation unit 301 e.g. the stored program code and / or the stored data calculation unit 301 is needed to be able to perform calculations. The calculation unit 301 is also arranged to store partial or final results of calculations in the memory unit 302.
Furthermore, the control unit 300 is provided with devices 311, 312, 313, 314 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 311, 313 may be detected as information and may be converted into signals which may be processed by the computing unit 301. These signals are then provided to the computing unit 301. The devices 312 , 314 for transmitting output signals are arranged to convert calculation results from the calculation unit 301 into output signals for transmission to other parts of the vehicle 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 bus), or any other bus configuration; or by a wireless connection.
One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 301 and that the above-mentioned memory may be constituted by the memory unit 302. The person skilled in the art also realizes that the above-mentioned control unit 140 may be constituted by a control unit corresponding to the control unit 300 described with reference to Figure 3.
In general, control systems in modern vehicles 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. Vehicles of the type shown thus often comprise significantly more control units than shown in Figure 3, which is well known to those skilled in the art.
In the embodiment shown, the present invention is implemented in the control unit 300. However, the invention can also be implemented in whole or in part in one or more other control units already existing with the vehicle or in a control unit dedicated to the present invention.
According to one aspect of the present invention there is provided a system arranged for detecting a fuel grade in a vehicle 100. The system according to the invention comprises a first determining unit, which is arranged for determining a 21 correction factor kkw for fuel as a ratio between a power from which is required for driving vehicle 100 and a reference power engmy which is estimated to be emitted by an engine 101 in the fOkW vehicle 100; kkW == eng. The kW system also includes a second determining unit 142, which is arranged to determine a correction factor kN0x for exhaust emissions as a ratio between a value measured in the vehicle 100 for nitrogen oxides engN0x and a reference value for 9ngN0x nitrogen oxides ECUNOX; kN0x == ECU.
The NOx system also includes a detection unit 143, which is arranged to detect the fuel quality, such as which fuel or which fuel band the fuel system 120 provides to the engine 101, based on a ratio between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions.
According to one embodiment, this ratio between the correction factor kkw for fuel and the correction factor kN0x for exhaust emissions constitutes a ratio, which corresponds to a MW kNOx correction factor kmmüw for quality; The system according to the present invention can be arranged to carry out all the method embodiments described above, and in the claims, the system for each embodiment receiving the above-described advantages for each embodiment.
Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention.
In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system 22 for detecting industry quality according to the present invention.
The present invention is not limited to the above-described embodiments of the invention but relates to and encompasses all embodiments within the scope of the appended independent claims.

权利要求:
Claims (25)
[1]
A method for detecting a fuel quality in a vehicle (100), characterized by: - determining a correction factor kmv for fuel as a ratio between a power fvv required to drive said vehicle (100) and a reference power engkw which it is estimated that an engine (l0l) in said vehicle (l100) emits; kMV == š% ¶¿; kW - determining a corrosion factor kN0x for exhaust emissions as a ratio between a value measured in said vehicle (100) for nitrogen oxides engN0x and a reference value for nitrogen oxides ECUNOX; engNox_, and ECUNox kN0x = - detection of said fuel quality based on a relationship between said correction factor kkw for fuel and said correction factor kN0x for exhaust emissions.
[2]
The method of claim 1, wherein said power required to drive said vehicle (100) is determined based on a driving resistance force Ewwmyms acting on said vehicle (100) and at a vehicle speed U.
[3]
A method according to claim 2, wherein said driving resistance force Pà ﬂ wnmws describes the external forces that must be overcome in order for said vehicle (100) to maintain a constant speed or accelerate.
[4]
A method according to any one of claims 2-3, wherein said driving resistance Rüwmgms is calculated based on at least a weight n1 of said vehicle (100), a rolling resistance force HW "acting on said vehicle (100) and an air resistance force Pàw acting on said vehicle. (100). 10 15 20 25 24
[5]
A method according to any one of claims 1-4, wherein said reference power engkw is related to an engine power Qmg which is calculated to be emitted by an engine (101) in said vehicle (100).
[6]
The method of claim 5, wherein said engine power Emy is determined based on a speed o for said engine (101) and on a fuel quantity efficiency for said fuel.
[7]
A method according to any one of claims 1-4, wherein said reference power engkw is determined based on a consumed amount of ß ﬁ u ﬂ fuel, an energy content loaded in said fuel, and an efficiency nam for said engine (101).
[8]
A method according to any one of claims 1-7, wherein said measured value for nitrogen oxides engNOx is determined based on a measurement of at least one nitrogen oxide sensitive sensor located at an exhaust gas treatment system (130) in said vehicle (100).
[9]
A method according to any one of claims 1-8, wherein said measured value for nitrogen oxides engN0x is determined based on a normalized mass flow ®N0x ﬂ m $ JwHn of nitrogen oxides through said exhaust gas treatment system (130) and a gas flow Qgm through said engine (101) in said vehicle (101). 100).
[10]
A method according to any one of claims 1-9, wherein said reference value for nitrogen oxides ECUNOX constitutes a value predetermined for a predetermined fuel.
[11]
The method of claim 10, wherein said predetermined fuel is diesel.
[12]
A method according to any one of claims 1-11, wherein said detection of said fuel quality is based on a quality factor kmmüw for correction, which is calculated as a ratio between said fuel kkw correction factor and said exhaust emission kN0x correction factor; kqm ﬂ üy == f ﬂ ï. NOx
[13]
A method according to claim 12, wherein said detection of said fuel quality is determined by a comparison of a value of said correction factor kmmüw for quality with at least a predetermined range corresponding to a known fuel quality.
[14]
A method according to any one of claims 12-13, wherein said correction factor kmmüw, if a predetermined fuel to which said reference value for nitrogen oxides ECUNOX and said reference power engmy relates consists of diesel, has a value corresponding to one in the group: - kmm "W == 1, which corresponds to kkW == 1.and kN0x == 1, when said fuel comprises 100% diesel; - kmmuw ﬂ wl ﬂ, which corresponds to kmV = 107 and kNa, ß (l4, when said fuel comprises 100% ethanol; - kmmUÜ, ß (l7, which corresponds to kkW'ß (l9 and kNa, = ﬂ L3, when said fuel comprises 100% FAME (Fatty Acid Methyl Ester); and - kmmHW == 08, which corresponds to kMV = ßQ98 and kNa, ßiL16, when said fuel comprises 50% FAME.
[15]
A method according to any one of claims 1-14, wherein a reliability check of said fuel quality detection is performed by an analysis of a change in said correction factor kkw for fuel and a change in said correction factor kN0x for exhaust emissions.
[16]
The method of claim 14, wherein said fuel quality detection is judged to be reliable if said changes in said fuel kmv correction factor kmv and said exhaust emission correction factor kN0x are uniform.
[17]
The method of claim 14, wherein said fuel quality detection is judged to be unreliable if said changes in said fuel efficiency correction factor kmv and said exhaust emission correction factor kN0x are non-uniform.
[18]
A method according to any one of claims 1-17, wherein said fuel quality detection is performed when a refueling of said fuel has taken place in said vehicle (100).
[19]
A method according to claim 18, wherein said filling of said fuel is judged to have taken place when a fuel level in a fuel tank in said vehicle has been increased by at least 20 6 since a previous level measurement.
[20]
A method according to any one of claims 1-19, wherein said fuel quality detection is performed at substantially stationary conditions for said vehicle.
[21]
The method of claim 20, wherein said substantially stationary conditions correspond to an engine (101) in said vehicle (100) having a speed w within a range corresponding to 10 rpm, and a load L within a range corresponding to 50 rpm. Nm during a time interval TL-Yë min.
[22]
A method according to claim 20, wherein said substantially stationary conditions correspond to normal road and / or motorway driving having taken place during a predetermined time interval T1-YQ min. 10 15 20 27
[23]
A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-22.
[24]
A computer program product comprising a computer readable medium and a computer program according to claim 23, wherein said computer program is included in said computer readable medium.
[25]
A system arranged for detecting a fuel quality in a vehicle (100), characterized by: - a first determining unit (141), arranged for determining a correction factor kkw for fuel as a ratio between a power fvv required to drive said vehicle (100) and a reference power engkw which is estimated to be emitted by an engine (101) in said vehicle (100); kMV == š% m¿; kW - a second determining unit (142), arranged to determine a correction factor kN0x for exhaust emissions as a ratio between a value measured in said vehicle (100) for nitrogen oxides engN0x and a reference value for nitrogen oxides ECUN0x; 9ngN0x; and ECÜNOx kN0x = - a detection unit (143), arranged for detecting said fuel quality based on a ratio between said correction factor kkw for fuel and said correction factor kN0x for exhaust emissions.

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同族专利:

公开号 | 公开日

BR112015024443A2|2017-07-18|

US20160069855A1|2016-03-10|

SE538381C2|2016-06-07|

WO2014178779A1|2014-11-06|

US10466225B2|2019-11-05|

KR20160003150A|2016-01-08|

DE112014001859T5|2015-12-17|

KR101830332B1|2018-02-20|

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法律状态:
2021-12-28| NUG| Patent has lapsed|

优先权:

申请号 | 申请日 | 专利标题

SE1350527A|SE538381C2|2013-04-30|2013-04-30|Fuel quality detection method and system|SE1350527A| SE538381C2|2013-04-30|2013-04-30|Fuel quality detection method and system|

DE112014001859.7T| DE112014001859T5|2013-04-30|2014-04-25|A method and system for detecting fuel quality using engine power and NOx emissions|

KR1020157033787A| KR101830332B1|2013-04-30|2014-04-25|METHOD AND SYSTEM FOR DETECTION OF FUEL QUALITY USING ENGINE POWER OUTPUT AND NOx EMISSION VALUES|

PCT/SE2014/050507| WO2014178779A1|2013-04-30|2014-04-25|METHOD AND SYSTEM FOR DETECTION OF FUEL QUALITY USING ENGINE POWER OUTPUT AND NOx EMISSION VALUES|

BR112015024443A| BR112015024443A2|2013-04-30|2014-04-25|method and system for detecting fuel quality using engine power emission and nox emission values|

US14/787,058| US10466225B2|2013-04-30|2014-04-25|Method and system for detection of fuel quality using engine power output and NOx emission values|

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