• 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:
    SarnmandragThe present invention relates to an arrangement for counteracting cooling of an exhaust gas treating component in a vehicle. The brake system comprises a brake system (11)which comprises a brake component in the form of a retarder (11a) connected tothe vehicle's driveline, and a first conduit (11e) adapted to conduct a liquid medium to the retarder (11a) at the operating times in which the retarder (11a) is activated. The brake system (11) comprises a first heat exchanger (11f) for cooling the liquid medium which is arranged in the exhaust line (2) in a position between the combustion(1) and the exhaust gas treatment component (6), and a second charge(11e), which is adapted to receive the liquid liquid medium from the retarder (11a) and to direct it to the first warning exchanger (11f) at operating times when the retarder (11a) is activated.
    公开号:SE1351079A1
    申请号:SE1351079
    申请日:2013-09-19
    公开日:2015-03-20
    发明作者:Jan Dellrud
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Arrangements for reducing the cooling of an exhaust gas treatment component of a vehicleBACKGROUND OF THE INVENTION OCR KAND TECHNIQUEThe present invention relates to measures for counteracting cooling of an exhaust gas treatment component in a vehicle according to the preamble of claim 1.
    Exhaust lines have combustion engines as diesel engines may include a pluralityexhaust gas treatment components such as, for example, a particulate filter DPF (Diesel Par-ticulate Filter) and a Selective Catalytic Reduction (SCR) catalyst. A particulate filter traps soot particles in the exhaust gases, after which they are incinerated in a regeneration process. To purify the exhaust gases from nitrogen oxides, a urea solution is sprayed into the exhaust line in a position upstream of the SCR catalyst. The Ureal solution is evaporated by the hot onesthe exhaust gases in the exhaust line said that ammonia is formed. Ammonia and nitrogen oxidesthe exhaust gases react with each other in the SCR catalyst so that nitrogen gas and water vapor are formed, FOR an SCR catalyst to have a WV efficiency requirement since it has a temperature above a minimum value which can be of the order of 200 ° C. However, the SCR catalyst should not have too high a temperature because its efficiency SiUri-Over a certain value at the same time as there is a risk that the active layers in the SCRlysoma is damaged by overly beta exhaust gases.
    It is common for heavy vehicles to be fitted with a hydrodynamic brake in the form of a hydraulic retarder which is responsible for braking the vehicle as it is driven downhill.backing. When a retarder is activated, no industry is normally led to the internal combustion engine.
    The internal combustion engine then pumps cold air through the exhaust gas treatment components in the exhaust system during the braking process. If the downhole is long, an SCR catalyst has time to cool down to a lower temperature than the temperature required to be able to inject ureal into the exhaust line. In the case of Adana, it may take abar period of time before the SCR catalyst again reaches a temperature at which it canreduce the content of nitrogen oxides in the exhaust gases in an optimal way.
    GB 2 058 911 discloses a water exchanger for cooling oil used in a hydraulic retarder. The heat exchanger is arranged in a bypass line to an inlet line which leadsair to an internal combustion engine. With the help of a valve, the inlet air can be passed throughbypass line and cool the oil in the heat exchanger before it is led to the combustion mode2tower. Thus, the retarder oil can obtain a cooling at the same time as the heated inlet air prevents the internal combustion engine from cooling down when the retarder is activated.
    EP 1 547 842 discloses a method for recovering braking energy of a hybrid vehicle whichpowered by an internal combustion engine and an electric machine. During a braking process worksthe electrical machine as a generator and it generates electrical energy that is normally stored in a bat. During a long braking process, a very large amount of braking energy is developed. The battery thus does not always have the capacity to store all the electrical energy generated during such a braking process. In this case, generated electrical energy is led toan electric heating device for direct or indirect heating of exhaust gases in aexhaust line. Mimed, exhaust gas treatment components in the exhaust line can obtain a heating during the braking process with the hybrid vehicle.
    SUMMARY OF THE INVENTIONThe object of the present invention is to maintain a desired operating temperature of an exhaust gas-treating grain component in an exhaust line at the time of operation when a hydraulic retarder is activated in a vehicle.
    This object is achieved with the arrangement of the kind mentioned in the introduction, which canis drawn by the features specified in the patent part I of the patent. A liquid medium soin led through a hydraulic retarder receives a strong heating as the retarder brakes the vehicle's driveline. The liquid-shaped medium is suitably an oil which has the property that it can be heated to a high temperature while maintainingproperties, The hot liquid media that unman retardem needs under allconditions are cooled before it can be used again in retardem. When the retarder is activated, the engine brakes and cold air is pumped through the exhaust line. Exhaust gas treatment components in the exhaust line risk being clamed to cool down to a temperature at which they cannot clean the exhaust gases in an unsightly manner. The exhaust gasThe components thus need to be heated at the same time as the liquidmedia in the retarder's braking system has a need to cool down. According to the invention, the braking system comprises a first line SOIT1 leading the hot liquid medium from the retarder as it is activated to a first heat exchanger arranged in the exhaust line in a position upstream of the exhaust gas purifying components. Thus the air is retainedwhich is pumped through the exhaust line a heating at the same time as the liquidthe medium receives a cooling. The exhaust gas cleaning component can darned maintain3a relatively high temperature during the entire time that the retarder is activated and the vehicle is engine braked and then the clean exhaust gases start in a substantially optimal way as soon as the retarder is deactivated and fuel is again injected into the internal combustion engine.
    According to an embodiment of the present invention, the exhaust line is divided into two.parallel lines in a portion which is belted between the internal combustion engine and the exhaust gas treatment component and that the first heat exchanger is arranged in one of said parallel lines. The arrangement may comprise a first river element which is adapted to distribute the gas flow in the exhaust line between the two parallel lines.arna. Thus, the entire exhaust flow from the combustion engine can be passed through the parallelthe line that does not have a heat exchanger cia the retarder is not activated. The presence of the heat exchanger does not affect the exhaust during the operation of the internal combustion engine. Bela or parts of the air flow can be led through the second parallel line which includes the heat exchanger when the retarder is activated and the vehicle is engine braked. Mimedthe air pumped through the exhaust line at operating times when the retarder is activewatered by the warm liquid medium from the retarder.
    According to an embodiment of the present invention, the arrangement comprises a second river element in the brake system which i. adapted to lead a variable surface of itliquid medium to the heat exchanger. The heat transfer in a heat exchanger atrelated to the temperature and flow of the heat transfer media. By, for example, varying the flow of the liquid medium through the first heat exchanger, the air in the exhaust line can be heated to a variable temperature.The arrangement may comprise a control unit adapted to control the first float.the element and / or dot the other river element and then the heat transfer in Val "- the mevaxier when the retarder is activated so that the gas fed to the exhaust gas treatment component has a temperature at an interval in which the exhaust gas cleaning component has an optimum exhaust gas treatment capacity. thethe exhaust gas treatment component maintains an optimal operating temperature throughoutthe time the retarder is activated and the vehicle is engine braked. It thus also has an optimum temperature for handling exhaust gases as soon as the engine braking process is completed and exhaust gases start flowing again through the exhaust treatment component. In this case, the occurrence of a heating period is eliminated with a defectivegas purification after the completion of an engine braking process.4According to an embodiment of the present invention, the control unit is adapted to perform the control of the heat transfer in the heat exchanger with the aid of information from at least one sensor which senses a parameter which is related to the temperature of the exhaust gas treating component. Then a feedback is obtained in a simple wayif the exhaust gas treatment component has an acceptable temperature. About the namesensor shows that the exhaust gas treatment temperature has a normal temperature, the heat transfer in the heat exchanger is adjusted so that the air pumped through the exhaust line obtains an elevated temperature. If the serisor shows that the exhaust gas treatment temperature has too high a temperature, the heat transfer in the heat exchanger is adjusted so that the airwhich pumps.s through the exhaust line obtains a lower temperature.
    According to an embodiment of the present invention, the control unit is adapted to receive information from a sensor which senses the gas temperature inside the exhaust line in a position adjacent to the exhaust gas treatment component. It is usually notIt is feasible to apply a sensor inside an exhaust handling component to directly dispenseincrease the temperature of the exhaust gas treatment component. Exhaust gas treatment components have an active surface layer that is in contact with the flowing gas. The active surface layer receives clamed relatively quickly at substantially the same temperature as the gas. ALL feed the gas temperature adjacent to the exhaust gas treatment componentis uncomplicated and a good indication of the temperature of the exhaust gas treatment component.ratur. Other sensors can also be used to control the heating of the air in the heat exchanger. Such sensors can, for example, detect the air flow in the exhaust line () and the temperature of the liquid medium and Mole in the brake system.
    According to another embodiment of the present invention, the braking system comprises aother heat exchangers where the wash medium is cooled. In a conventional brake system, the liquid medium is cooled in a heat exchanger by means of coolant from the cooling system of the internal combustion engine. It is therefore convenient in data cases to use such a heat exchanger for cooling the liquid medium in a second step after it has been cooled.in a first step in the airsta heat exchanger. Because the liquid medium in thisIf it is cooled in two heat exchangers, a reduced cooling demand is obtained in the second water exchanger and thus the load on the internal combustion engine's cooling system, which is normally exposed to large loads, is to cool off the large amount of water energy that can be generated during a long braking process with a hydraulic retarder.
    According to an embodiment of the invention, the arrangement comprises a WHR system which is adapted to absorb wind energy from the gases in the exhaust line in a position downstream of the exhaust gas treatment component. Thus, the heat energy that the air receives in the first heat exchanger can be recovered and reused or stored son] electrically.risk energy. The stored electrical energy can be used in a later case of diligent operationof the vehicle or operation of components of the vehicle. With the help of a WHR system, the exhaust gas treatment component can provide heating of a very energy efficient salt.
    According to another embodiment of the present invention, it is an exhaust gas treatmentcomponents and SCR catalyst. In order for an SCR catalyst to be able to reduce nitrogen oxides in exhaust gases, it is required that a urea solution is injected and evaporated in the exhaust line in a position upstream of the SCR catalyst. With the aid of the arrangement according to the invention, an SCR catalyst can maintain a temperature corresponding to an Undesirableoperating temperature during retarder braking process. The exhaust gases can be armed immediatelywith ureal solution and obtain an optimal reduction of nitrogen oxides in the SCR catalyst after the retarder braking process has ceased. The exhaust gas treatment component need not be an SCR catalyst, but it must be a substantially arbitrary exhaust gas treatment component in an exhaust line which requires a certain temperature towork in an optimal way. Such other exhaust gas treatment components may be oneoxidation catalyst or an ammonia grinding catalyst.
    According to another embodiment of the present invention, the braking system comprises surface components adapted to conduct cooled liquid medium to the heating medium.the exchanger and cooling exhaust gases conducted through the heat exchanger during operating conditions whentardem is not activated. Exhaust gas treatment components generally have a relatively high exhaust gas temperature in order to function in an optimal way. If the temperature of the exhaust gases becomes too high, the efficiency of the exhaust gas treatment components generally decreases, at the same time as the active surface layers of the exhaust gas treatment grain components risk being damaged by excessivebeta exhaust gases. In this case, the heat exchanger and the washbasin can be used forto cool the exhaust gases at operating times when the exhaust gases are too hot. As a result, an optimal purification of the exhaust gases can be obtained in an exhaust gas treatment component even in operating cases with very high exhaust gas temperatures. The life of the exhaust gas treatment components is reduced clamed into holes of damage that may occur in contactwith very hot exhaust fumes.6According to another embodiment of the present invention, the exhaust line comprises a particulate filter arranged upstream of the SCR catalyst and said first heat exchanger being arranged in the exhaust line at a position between the particulate filter and the SCR catalyst. Exhaust gases from diesel engines contain soot particles. Exhaust pipes firdiesel engines therefore include a particulate filter that captures soot particleslar in the exhaust gases. However, the particulate filter needs to be regenerated at regular intervals. The regeneration process meant that the exhaust gases were given such a high temperature that the soot particles ail-brat-ins in the particle filter. This can be done by a heavy load on the internal combustion engine or by injecting unburned fuel into the exhaust line. By aregeneration process is the lamp of cooling the exhaust gases in the heat exchanger with the help ofthe liquid medium. In addition, an SCR catalyst can maintain a lower temperature than the temperature prevailing in the particulate filter during the regeneration process. The SCR catalyst can then maintain an optimal reduction of nitrogen oxides during the regeneration process. The cooling of the exhaust gases in the first heat exchanger preventsThe active surface layer of the SCR catalyst comes into contact with excessively beta exhaust gases.
    BRIEF DESCRIPTION OF THE RIDINGIn the following, as examples, preferred embodiments of the invention are describedwith reference to the accompanying drawings, on whichFig. 1 shows an arrangement according to a first embodiment of the present invention andFig. 2 shows an arrangement according to a second embodiment of the present invention.ning.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTIONFig. 1 shows a combustion engine 1 which is adapted to drive a vehicle. CombustionI can, for example, be intended as a drive motor for a heavy vehicle. The internal combustion engine I is equipped with an exhaust line 2. Only a part of the exhaust line 2 is shown. The exhaust line 2 may initially be provided with a turbine (not shown) of a turbocharger to compress inlet air which is led to the combustion engine and anot shown return line for recirculation of exhaust gases. Exhaust line 2 comprises onepart where it is divided into two parallel lines 2a, 2b. A valve 3 is arranged7a position of the exhaust line 2 where it is divided into the parallel lines 2a, 2b. By means of the valve which has been exemplified in the form of a damper 3, the gas flow exhaust gas line 2 can be led to one of the two parallel lines 2a, 2b. It is also possible to distribute the gas flow on a variable salt between the two parallel lines 2a,2b. The parallel lines 2a, 2b join Ater in a position upstream of a numberexhaust gas cleaning components 4-7.
    The exhaust gas purifying components in this case are an oxidation catalyst 4, a particulate filter 5, an SCR catalyst 6 and an ammonia abrasive catalyst 7. In the oxidation catalysttower 4 oxidizes a part of the nitrogen monoxide in the exhaust gases to nitrogen dioxide. Darmed kansubstantially equal proportions of nitrogen dioxide and nitrogen monoxide are created in the exhaust gases. The exhaust gases must contain as much nitrogen monoxide and nitrogen dioxide as they reach the SCR catalyst 6 arranged downstream in order to obtain an optimal reduction of nitrogen oxides. The exhaust gases are passed after the oxidation catalyst 4 to the particulate filterwhere soot particles get stuck and burn. An injection device (not shown) is adaptedto inject a urea solution into the exhaust line in a position upstream of the SCR catalyst 6. The urea solution is ferangled by the hot exhaust gases sh to form ammonia in the exhaust gases. The exhaust gases must have a relatively high temperature for the ammonia to evaporate. The ammonia and nitrogen oxides in the exhaust gases react with each other when the SCR catalyzessatom said that gas and water vapor are formed. In order for nitrogen oxides to be reduced in one goeffectively set in an SCR catalyst, they must have a temperature of at least 200 ° C. Exhaust temperature should not be too high, however, as the efficiency of the SCR catalyst drops at extremely high temperatures at the same time as the risk is that the active layers in the SCR catalyst 6 are damaged. Any residual ammonia in the exhaust gases is eliminated in thethe moniak slip catalyst 7 as arranged downstream of the SCR catalyst 6.
    The exhaust line 2 comprises, in a position downstream of the exhaust gas purifying components 4-7, a WHR system 8 (Waste Heat Recovery System) for recovering vamic energy from the gases in the exhaust line 2. The WHR system 8 comprises a closed line circuitwith a circulating medium having a for this andarnal suitable ferangnings andcondensing temperatures at the pressures created in the line circuit during operation. Me-diet can be water. The medium is circulated in the conduction circuit guided by a pump 8a. The WHR system 8 comprises a heat exchanger in the form of an evaporator 8b as arranged in the exhaust line 2. The medium in the evaporator 8b is warned by the gases in the exhaust line 2to a temperature at which it evaporates. The WHR system includes an expander in shapeof a turbine 8c where the medium expands. Turbine 8c provides armed with a rotary8ion motion which can drive a generator 8d which generates electrical energy stored in a bat in 8e. Alternatively, the rotational rudder travel of the turbine Sc can be transmitted, via a mechanical transmission, to a drive rudder of the vehicle's driveline. The WHR system includes a condenser 8f where the medium is cooled to a temperature at which it condenses.
    The WHR system 8 may, of course, also include additional components such as, for example,pelvis, a recuperator and a heater to ensure that alit medium has evaporated before dot is led to turbine 8c. Alternatively, a WHR system may be used which includes a thermoelectric generator.
    Internal combustion engine 1 dr adapted to drive the vehicle via a driveline. The driveline includedtakes i.a. a rotatable axle 9 and a drive axle carrying a pair of drive wheels 10. The vehicle is provided with a hydrodynamic braking system 11 comprising a retarder 11a. The retarder 1a consists of a stator part which is stationary and a rotor part which rotates with the rotatable shaft 9 in the drive line. The rotatable shaft 9 may be a shaft arranged inor in connection with a gearbox in the vehicle. The stator part and the rotor part formtogether a toroidal space. When the retarder 11a is activated, a liquid-shaped medium in foini is led by a retarder oil through the toroidal space of the retarder 11. The stator part and the rotor part are provided with vanes in the toroidal space which, together with the retarder oil, provide a braking process of the rotor part in theto the stator part and thus the driveline and the vehicle. Retarder ° ljan receives onestrong heating as it is conducted through the dot toroidal space during a retarder braking process.
    The bridge rice system 11 comprises a container 11b for retarderoija. The retarder oil is led fromthe container llb to the retarder 11a. via an inlet line 11c. The inlet line Ilc isequipped with a valve 1 id with which the retarder 11 a is activated. When the valve suffers from open oil, it is sucked from the container 1 lb to the toroidal space of the retarder 11 and is thus activated. When the valve is closed, no oil is led to the retarder 11 and it is clamed not activated. When the retarder 11a is activated, oil is discharged from the toroidalformed the space, via an outlet line 11e, to a first wave exchanger Ilf. TheThe first heat exchanger 11 is arranged in the second parallel line 2b of the exhaust line 2. The hot oil from the retarder is cooled in a first step in the first heat exchanger lia by gases flowing through the second parallel line 2b of the exhaust line 2. The oil is then led to a other water exchangers where the oil is cooled in onesecond stage of coolant SOM circulating in a cooling system that cools the internal combustion engine1. The oil then reaches the container 1 lb in a cooled state. The oil can then be re-used.9vandas i retardem lla sA lange som valvent lid halls oppen. A control unit 12 dr adapted to control the valve lii and clamed the activation of the retarder 11a. The brake system 11 comprises a first bypass line 11h and a valve 11i with which a part of the oil can be led past the first heat exchanger 11. The control unit 12 is also adapted tocontrol the valve 11 and thus the oil flow through the first heat exchanger 11EThe control unit 12 receives information from a brake control 13 which is used by a driver air activation of the deceleration brake. The control unit 12 regulates the gas solder through the parallel lines 2a, 2b with the aid of the damper 3. During the operating conditions the retarder does notis activated, the damper 3 is usually a first position in which it belt closes an inletopening to the second parallel line 2b. In this case, the entire exhaust line is led through the first parallel line 2a. During the operating cases when the retarder 11a is activated, the control unit 12 places the damper 3 in a second position, which is shown by dashed lines in Fig. I. In this case, the entire gas flow is led through the second parallel line 2b andthe first heat exchanger llf DA retardem is activated pumps Internal combustion engine 1cold air through the exhaust line 2. The air is heated by the aqueous oil frail retardem 11a in the first water roller I If. The air heated in the first heat exchanger Ilf is then passed through the exhaust gas treating components 4-7. With the help of the heated air, the exhaust gas-treating components 4-7 can be prevented from cooling down in thethem 1 la is activated. A sensor 14 senses the gas temperature in a position substantiallyone immediately upstream of the exhaust gas treating grain components 4-7.
    During operating conditions when the vehicle is approaching a long downhill slope, the driver activates the retardem via the brake control 13. Alternatively, the retardem can be activated automatically. Yesthe control unit 12 receives this information, it opens the valve 11d. Darmed sugs retar-oil from the container 11b, via the inlet line ii c, to the retarder 11a. The flow of retarder oil a through the retarder 11a results in the vehicle being braked. The supply of fuel to the internal combustion engine 1 ceases at the same time as the retarder 11a is activated and the internal combustion engine 1 pumps tuft through the exhaust line 2. The control unit 12 receives informationion frail sensor 14 regarding the gas temperature in the exhaust line 2 adjacent to theexhaust gas treatment components 4-7. As soon as the gas temperature drops below a lower threshold value, the control unit 12 raises the damper 3 in the second position so that the air in the exhaust line 2 is led through the second parallel line 2b. The air is heated by the retarder oil in the heat exchanger llf. Sensor 14 senses the air temperature before itled through the exhaust gas treatment components 4-7. The control unit 12 receives the vasecontinuously information from the sensor 14 regarding the temperature of the air. Indicatessensor 14 that the air has a too low temperature, the control unit 12 controls the valve 11 so that the oil flow through the first heat exchanger llf olcar. If the sensor 14 indicates that the air has a too high temperature, the control unit 12 controls the valve lii sh that the oil flow through the first heat exchanger 1 If decreases. With such a control, they can exhaustcomponents 4-7 and in particular the SCR catalyst 6 maintain a temperaturewithin a range! dal- SCR catalyst 6 provides optimal oxidation of nitrogen oxides. The varnished air which adheres to the exhaust gas treatment components 4-7 is passed through the passenger 8b where it evaporates the medium circulating in the WHR system 8. The heat energy supplied to the air, via the first heat exchanger 11f, can also be takento be converted into electrical energy or mechanical energy in the WHR system 8.
    The WHR system 8 can thus alien generate electrical energy or mechanical energy at the tiliffilie as the vehicle is engine braked.
    When the vehicle was carrying the end of the hill at night, the control unit 12 closes the valve so that the river goes offoil to retardem 11a cessation. The injection of fuel into the internal combustion engine startsand exhaust gases flow again through the exhaust line 2. The control unit 12 places the damper 3 in the first position so that the beta exhaust stream is led through the I-61st parallel line 2a. The injection of urea solution starts and the SCR catalyst 6 can immediately start the oxidation of the exhaust gases in an optimal way because it has maintained its optimaloperating temperature for the entire time that retardem was activated. Dartned is eliminatedthe period of inadequate oxidation of nitrogen oxides that may result if the SCR catalyst is cooled during a retarder braking process. In addition to these improved exhaust purifying faults, the retarder oil provides a cooling in a first stage in the first heat exchanger 11f. There, the second heat exchanger II g can be given a lower capacity.
    It can be made smaller and put a smaller load on the ordinary cooling systemcooling of internal combustion engine 1 when retardem is activated. Alternatively, retardem may have a forbidden brother effect.
    Fig. 2 shows an alternative embodiment. The arrangement according to this embodimentessentially comprises all the components of the arrangement of Fig. 1 and a number ofligare components. It has the same capacity as the arrangement 1 Fig. 1 to heat the air in the exhaust line 2 () and maintain the temperature of the downstream SCR catalyst at times when the retarder 11a is activated so that the SCR catalyst can clean the exhaust gases immediately after the burning process is completed. Thealso has a WHR system 8 which has the model to utilize the heat energy in the heated one11the air in a position downstream of the exhaust gas treatment components when the retarder 11a is activated.
    In this alternative embodiment, however, the parallel lines 2a, 2b are arrangedin a position between the particle filter 5 and the SCR catalyst 6. The braking system 11in this case comprises a second bypass line 11 which extends between the inlet line 11c and the outlet line 11c. Brake system 11 includes a three-way valve which sludge can take on three different layers. A first layer when it is closed, a second layer when it leads cooled retarder oil frail tank 1 lb to retardem ha and a third layer when it leadscooled castor oil frail tank 1 lb to bypass solution 11j. The bypass line 11j containstakes a pump 1 Im. A control unit 12 is adapted to position the three-way valve llki in the respective layers at different operating conditions and to control the activation of the pump 11m.
    During operation of the internal combustion engine 1, the particulate filter 5 needs to be regenerated withbound intervals. In order to do this, the internal combustion engine I can be activated so that the exhaust gasthe temperature is raised to a sh hOg level that the soot particles sorn stuck in the particle filter 5 are burned. Alternatively, unburned fuel can be injected into the exhaust gases to raise the exhaust gas temperature. The SCR catalyst 6 obtains a reduced efficiency at extremely high temperatures. The 6 active layers of the SCR catalyst can also be damaged by excessive heatexhaust gases with the error that the life of the SCR catalyst 6 is reduced. The control unit 12 receivesinformation indicating when the particle filter is to be regenerated. The control unit 12 essentially continuously receives information from the sensor 14 regarding the temperature of the exhaust gasesthe exhaust line in connection with the SCR catalyst 6. When the temperature of the exhaust gases rises above an upper threshold value, the control unit places the valve Ilk in the third layer, after whichpump llm is started. Chilled retarder oil is now transported from the container 1lb, viathe line 1 1e to the first water exchanger lif The control unit 12 adjusts the position of the damper 3 so that the exhaust gases in the exhaust flame 2 are led through the second parallel line 2b. The exhaust gases are cooled by the oil in the first wafer changer 11f. The control unit 12 essentially continuously receives information from the sensor 14 regarding the temperature of the exhaust gasesin connection with the SCR catalyst 6. The control unit 12 controls the valve lii and thus the oilthe flow through the first heat exchanger 11f said that the exhaust gases introduced into the SCR catalyst essentially never reach a higher temperature than the upper threshold value. Thus, the SCR catalyst can also provide an optimal reduction of nitrogen oxides during the operating conditions da. the particle filter 5 is regenerated. The control unit 12 can alsowhere the operating conditions when the internal combustion engine is heavily loaded and when the exhaust gases receive onehigher temperature above the upper threshold level lead cooled retarder oil to the water exchanger llf12and control the valve I Ii said that the temperature of the exhaust gases is reduced to a level below the threshold value.
    The invention is in no way limited to the embodiment described in the drawingbut can be varied freely morn the scope of the claims. The exhaust gas treatment componentneed not be an SCR catalyst but may be any of the exhaust gas treatment component which requires a relatively high temperature to provide optimum exhaust gas treatment.13
    权利要求:
    Claims (13)
    [1]
    An arrangement for counteracting cooling of an exhaust gas treatment component in a vehicle, the vehicle comprising an internal combustion engine (1), a driveline (9, 10) connected to the internal combustion engine (1), an exhaust line (2) discharging exhaust fumes the internal combustion engine (1) and at least one exhaust gas treatment component (6) arranged in an exhaust line (2), the arrangement comprising a brake sister (11) comprising a brake component in the form of a retarder (11a) connected to the driveline of the vehicle (9, 10), and a R.:4- first conduit (11c), which is adapted to conduct a liquid-shaped medium to the retarder (11a) in the operating cases in which the retarder (11a) is activated, characterized in that the brake system (11) comprises a first heat exchanger (1 if) for cooling the liquid medium which is arranged in the exhaust line (2) in a position between the internal combustion engine (1) and the exhaust gas treating component (6), and a second line (11e) adapted to receive varrnt liquid medium from the retardem (11a) and to lead it to the first heat exchanger (11f) in the event of operation when the retardem (11a) is activated.
    [2]
    Arrangement according to claim 1, characterized in that the exhaust line (2) is divided into two parallel lines (2a, 2b) in a portion which is connected between the internal combustion engine (1) and the exhaust gas treatment component (6) and that the first heat exchanger (11f ) is arranged in one of the said parallel lines (2b).
    [3]
    Arrangement according to claim 2, characterized in that it comprises a first river element (3) which is adapted to distribute the river in the exhaust line between the two parallel lines (2a, 2b).
    [4]
    An arrangement according to any one of the preceding claims, characterized in that it comprises a second river element (11i) in the braking system, which is adapted to direct a variable mole of the liquid-forming medium to the first water exchanger (110).
    [5]
    Arrangement according to claims 3 and 4, characterized in that it comprises the control unit (12) is adapted to control the first flow element (3) and / or the second flow element (11i) and the clamed heat transfer in the water exchanger (110 when the retarder (11a) is activated so that the gas in the exhaust line (2) which is led to the exhaust gas treatment grain component (6) has a temperature within a range in which the exhaust gas cleaning component (6) has an optimal exhaust treatment capacity.
    [6]
    Arrangement according to claim 5, characterized in that the control unit (12) is adapted to control the heat transfer in the first heat exchanger (11f) with the aid of information from at least one sensor (14) which defines a parameter related to the exhaust gas treatment component (6). ) temperature.
    [7]
    Arrangement according to claim 6, characterized in that the control unit (12) is adapted to receive information from a sensor (14) which senses the gas temperature inside the exhaust line (2) in a position adjacent to the exhaust gas treatment component (6).
    [8]
    Arrangement according to any one of the preceding claims, characterized in that the brake system (11) comprises a second heat exchanger (11g) where the liquid-shaped medium is cooled in a second step.
    [9]
    Arrangement according to any one of the preceding claims, characterized in that it comprises a WHR system (8) which is adapted to receive water energy from the gases in the exhaust line (2) in a position downstream of the exhaust gas treating grain component (6).
    [10]
    An arrangement according to any one of the preceding claims, characterized in that the exhaust gas treatment component is an SCR catalyst (6).
    [11]
    Arrangement according to claim 10, characterized in that the exhaust line (2) comprises a particle filter (5) arranged upstream of the SCR catalyst (6) and that said first heat exchanger (11f) is arranged in the exhaust line (2) in a position between the gel filter (5) and the SCR catalyst (6).
    [12]
    Arrangement according to any one of the preceding claims, characterized in that the braking system (11) comprises river components (11j, 11k, 11m) which are adapted to lead cooled liquid medium to the first heat exchanger (110 in the event of operation when the retarder (1 ha) is not activated.
    [13]
    Arrangement according to claims 11 and 12, characterized in that said river components (11j, 11k, 11m) are adapted to lead the liquid-shaped drain to the first heat exchanger (11f) in the operating cases when the particle filter (5) is regenerated.
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    同族专利:
    公开号 | 公开日
    WO2015041584A1|2015-03-26|
    SE537465C2|2015-05-12|
    DE112014003726T5|2016-05-25|
    引用文献:
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    DE3031059A1|1980-08-16|1982-03-18|Klöckner-Humboldt-Deutz AG, 5000 Köln|INTERNAL COMBUSTION ENGINE WITH A RETARDER|
    ITMI20032556A1|2003-12-22|2005-06-23|Iveco Spa|METHOD FOR RECOVERY OF BRAKING ENERGY IN A HYBRID PLANT AND HYBRID MOTOR SYSTEM|
    SE529158C2|2005-02-23|2007-05-15|Scania Cv Abp|Methods and apparatus for supplying additive for exhaust gas purification and conduction|
    DE102006012847A1|2006-03-21|2007-09-27|Daimlerchrysler Ag|Internal combustion engine`s cooling circuit heating method for e.g. passenger car, involves automatically connecting retarder with engine using drive for supplying heat energy in warm-up phase of engine based on operating parameters|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1351079A|SE537465C2|2013-09-19|2013-09-19|Arrangements for counteracting the cooling of an exhaust gas treatment component in a vehicle|SE1351079A| SE537465C2|2013-09-19|2013-09-19|Arrangements for counteracting the cooling of an exhaust gas treatment component in a vehicle|
    DE112014003726.5T| DE112014003726T5|2013-09-19|2014-08-27|An arrangement for preventing the cooling of an exhaust treatment component in a vehicle|
    PCT/SE2014/050978| WO2015041584A1|2013-09-19|2014-08-27|Arrangement to prevent cooling of an exhaust gas treatment component in a vehicle|
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