瑞典专利SE1351154A1 Regulation of a concentration / fraction of constituents in a single exhaust stream

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专利摘要:
The present invention relates to a method for controlling a concentration / fraction of one or more constituents in an exhaust stream of a motor vehicle by controlling its driveline, which motor vehicle comprises: a driveline comprising an internal combustion engine coupled to a gearbox via a coupling device, and an exhaust system arranged for discharging also exhaust gas stream from said internal combustion engine; said method comprising the step of: - controlling said driveline for activating or deactivating the freewheel based on one or more first parameters P1 for controlling a concentration / fraction C Ex / X Ex of one or more constituent blanks TEx in said exhaust stream, wherein at least one of said one or more first parameters P1 is a first concentration / fral
公开号:SE1351154A1
申请号:SE1351154
申请日:2013-10-02
公开日:2014-04-03
发明作者:Ola Stenlåås；Fredrik Roos
申请人:Scania Cv Ab；
IPC主号:

专利说明:

10chemical reactor together with a precious metal coating in the diesel oxidation catalyst.
Said diesel oxidation catalyst is normally used primarily to oxidize the residuehydrocarbons and carbon monoxide in the exhaust stream to carbon dioxide, water and heat, as well as conversionof nitrogen monoxide to nitrogen dioxide.
During the combustion of fuel in the combustion chamber (cylinders) of the internal combustion engine,soot particles. For this reason, particulate filters are used to capture soot particles andworks in such a way that the exhaust stream is led through a filter structure where soot particles are capturedfrom the passing exhaust stream and is stored in the particulate filter. The particle filter is filled with sootas the vehicle is driven and sooner or later the filter must be emptied of soot, whichusually accomplished by means of so-called regeneration. Said regeneration means thatthe soot particles (mainly carbon particles) are converted to carbon dioxide and / or carbon monoxide in aor ﬂ your chemical processes. Regeneration can take place in different ways and can, for example, take place withwith the help of so-called NOg-based regeneration is often also called passive regeneration, or bys.k. oxygen (O2) -based regeneration also called active regeneration.
In passive regeneration, nitric oxide and carbon monoxide are formed in a reaction between carbon and carbon dioxidenitrogen dioxide according to e.g. Equation 1:NO2 + C = NO + CO (1)However, passive regeneration is strongly dependent on the availability of nitrogen dioxide. Ifthe supply of nitrogen dioxide is reduced, the regeneration rate will also be reduced.
The supply of nitrogen dioxide can e.g. reduced if the formation of nitrogen dioxide is inhibited, whichfor example can occur if one or ﬂ your components in the finishing system are poisoned by sulfurwhich normally occurs in at least certain types of fuels, such as e.g. Diesel. Alsocompeting chemical reactions inhibit the conversion of nitrogen dioxide.
The advantage of passive regeneration is that desired reaction rates and hence itspeed at which the filter is emptied is reached at lower temperatures. Typically, regeneration takes placeparticulate filter for passive regeneration at temperatures in the range 200 ° C - 500 ° C, althoughtemperatures in the high part of the range are normally preferable. Whatever this constitutes thusthis compared with active regeneration significantly lower temperature range a great advantage atfor example the presence of SCR catalysts because there is no risk of such a thing happeninghigh temperature level is achieved that the risk of the SCR catalyst being damaged. It still is, thoughIt is important that a relatively high temperature is obtained for efficient passive regenerationcan happen.
During active regeneration, s.k. oxygen (O2) -based regeneration, a chemical process takes place inmainly according to equation 2:C + Og = C02 + heat (2)Thus, during active regeneration, carbon plus oxygen is converted to carbon dioxide plus heat. Thishowever, chemical reaction is highly temperature dependent and requires relatively highfilter temperatures in order for a significant reaction rate to occur at all. Typicala minimum particle filter temperature of 500 ° C is required, but preferably the filter temperature should bebe even higher for the regeneration to take place at the desired speed. The reaction rate forchemical reactions, e.g. the reactions of equations 1 and 2 above are also dependent onthe concentration of reactants. For example, if the concentration of any reactant is low, it becomesthe reaction rate was low, and if the reactant is completely absent, no reaction occurs at all.
However, the maximum temperature that can be used for active regeneration is often limitedtolerances for some of the components of the after-treatment system / exhaust system.
For example. has o ﬁ a particulate filter 202 and / or (where applicable) a subsequent SCRcatalyst design limitations with respect to the maximum temperaturethese may be exposed to. This means that the active regeneration can have a component-wisemaximum permissible temperature which is usually undesirably low. At the same time, therefore, a very high is requiredminimum temperature for any useful reaction rate to occur at all. Atthe active regeneration normally burns the soot load in the particle filter 202 substantiallycompletely. That is, a total regeneration of the particle filter is obtained, after which the soot level inthe particle filter is essentially 0%. Today, it is increasingly common for vehicles in addition to particulate filters202 are also equipped with SCR catalysts 201, so that the active regeneration can resultproblems in the form of overheating for the subsequent SCR catalyst treatment process.
It is therefore of the utmost importance to be able to stop a rapidly increasing temperature of the exhaust gases beforeSCR catalyst. Such a rapidly increasing temperature can e.g. due to a rampantoxidation in the particulate filter (DPF), which can be inhibited or stopped if the concentration of oxygen entersto the particle filter is reduced to a low or non-existent level. However, as mentioned above, it is alsoIt is important that the temperature is regulated at other components in the exhaust system, such asto prevent or inhibit local or global particulate filter (DPF) overtemperature, etc.
Depending on how a vehicle is driven, the concentration / fraction of it will increasethe combustion resulting the exhaust gas flow to vary. If the internal combustion engine is working hardthe exhaust gas flow will maintain a higher concentration / fraction of combustion productsand lower concentrations / fractions of combustion reactants and vice versa about the loadon the internal combustion engine is relatively low, the concentration / fraction of the exhaust gas willto be essentially the reverse. If the vehicle is driven for a long time in such a way thatthe exhaust gas stream contains relatively high concentrations / fractions of undesirablecombustion products, such as e.g. sulfur oxides, comes a degradation ofthe function of the diesel oxidation catalyst 205 ﬁ to occur due to the fact that in the fuelreaction of the sulfur in various forms with the active of the diesel oxidation catalyst 205coating, usually comprising one or more precious metals or other applicable metalssuch as e.g. aluminum. These problems usually occur at low (150 ° C) to medium high(300 ° C) temperatures. At temperatures below 150 ° - 250 ° C, for examplenot SCR catalysts well. On the other hand, if the vehicle is driven for a long time on onesuch a way that the temperature of the exhaust stream maintains relatively high temperatures means thatthat active regeneration can take place at the desired speed. However, the temperature does not get inthe exhaust gas flow exceeds a maximum permissible temperature so that heat-sensitive components inthe finishing system is damaged as previously mentioned. It is then especially important to ensure thatthe concentration of NOX is kept at low levels and that the NO2 / NOX balance is optimal.
The concentration C of a substance in a gas can be expressed according to the equation: C = N / V, where Nindicates the number of molecules of a given substance and the V volume, i.e. the number of molecules of a givensubstance in a given volume. The total concentration CTÛt, which increases in an ideal gas if the pressure increasedand the temperature decreases, is given by the general gas law such as CTot = NTOt / V, where NTotindicates the total number of molecules. Regarding the fraction X of a substance, it is given by the relationbetween the concentration C and the fraction X according to: C = X - CTO, If no chemical reactionsdoes not change the fraction that indicates the proportion of molecules in a volume belonging to a particular substanceunless additional molecules are mixed with the original volume. This can e.g. happenby diffusion and / or by mixing gas elements by so-called turbulence. The newthe molecules that are mixed in can e.g. come from injected into the exhaust pipe, and possiblyevaporated or reacted urea and / or diesel. They can also come from previously storedsubstances that are released, e.g. condensed water drawn with the exhaust stream and / or evaporated.
Examples of substances in the exhaust system that can be regulated are: carbon monoxide (CO) and nitrogen oxide(NO) which react e.g. with oxygen to carbon dioxide (CO2) and nitrogen dioxide (NO2) respectively.
Brief description of the inventionAn object of the present invention is to provide a solution which completely orpartially solves problems and / or disadvantages with solutions for regulating aconcentration / fraction of one or more constituents in an exhaust gas stream according to the prior art.
According to a first aspect of the invention, the above-mentioned object is achieved by a method forregulation of a concentration / fraction of one or more of the constituent substances in an exhaust gas ofa motor vehicle by controlling its driveline, which motor vehicle comprises: a drivelinecomprising an internal combustion engine connectable to a gearbox via a coupling device,and an exhaust system arranged to divert an exhaust stream from saidinternal combustion engine; said method comprising the step of:controlling said driveline for activating or deactivating freewheels based onone or ﬂ your first parameters P1 for regulating a concentration / fraction C Ex / X Ex of oneor ﬂ your constituents TEX said exhaust gas stream, at least one of said one orförsta your first parameters P1 is a first concentration / fraction difference between said firstconcentration / fraction C1 / X1 in said exhaust gas stream and a reference concentration / fractionCRef / XRef.
Various embodiments of the method above are defined in the dependent appendices to the methodpatent claims. A method according to the invention can furthermore be implemented in a computer program,which when executed in a computer causes the computer to perform the method of the invention.
According to a second aspect of the invention, the above-mentioned object is achieved with a systemarranged for controlling one or more of your functions in a motor vehicle, which motor vehiclecomprises: a driveline comprising an internal combustion engine connectable to a gearbox viaa coupling device, and an exhaust gas stream arranged to divert an exhaust gas stream fromsaid internal combustion engine; said system comprising a control unit arranged to controlsaid driveline for activating or deactivating freewheels based on one or ﬂ your firstparameters P1 for control of a concentration / fraction C Ex / X Ex of one or ﬂ are includedsubstances TEx in said exhaust gas stream, at least one of said one or ﬂ being the firstparameters P1 is a first concentration / fraction difference between said firstconcentration / fraction C1 / X1 in said exhaust gas stream and a reference concentration / fractionCRef / XRef.
The above-mentioned system is preferably arranged in a motor vehicle, such as a bus, truck oranother such motor vehicle.
With a method or system according to the present invention, an improved solution is obtainedfor regulation / control of a concentration / fraction of one or ﬂ of your constituent substances in aexhaust gas. For example, the invention enables control of the concentration / fraction ofone or ﬂ your constituent substances in such operational cases when regulation of concentration / fraction does not havehave been possible or insufficient with prior art solutions.
With a method for regulating the concentration / fraction of constituents according toThe present invention enables components of the exhaust system, such as particulate filters andcatalysts, can work effectively because the concentration / fraction of constituents inthe exhaust system can be efficiently and precisely adapted to the optimum of said componentsworking concentration fraction. The risk of components in the exhaust system being damaged due to for exampleoverheating and poisoning are also reduced thereby.
Furthermore, the invention provides a more fuel efficient method of achieving a desired oneconcentration / fraction of constituents, or to maintain a currentconcentration / fraction of constituents in the exhaust stream compared with the prior art. Throughto regulate the concentration / fraction of constituent substances by controlling the driveline according toAccording to the invention, measures which entail high fuel consumption can be avoided, such as activation ofextreme heater or engine control priority concentration / action before engineefficiency.
Another advantage of the invention is that it is not necessary to equip the vehicle withadditional parts / components to obtain the benefits of the invention since alreadyimportant parts / components in the vehicle can be used, which means a largecost savings.
Additional advantages and applications of the invention will become apparent from itthe following detailed description.
Brief description of the figureThe present invention is described with reference to the accompanying figures in which:figure 1 schematically shows a system comprising an internal combustion engine and aexhaust system;figure 2 schematically shows an example vehicle;figure 3 schematically shows a gas ﬂ fate in an engine system;figure 4 schematically shows a control unit; andFig. 5 is a flow chart of an embodiment of the invention.
Detailed description of the inventionFig. 2 schematically shows a motor vehicle 100, such as a truck, bus or the likemotor vehicle. That i ﬁ g. 2 schematically shows the vehicle 100 comprising a front pair of wheels 111,112 and a rear wheel pair with drive wheels 113, 114. The vehicle further comprises a drive line with ainternal combustion engine 101 (eg a diesel engine), which is output via one of the internal combustion enginesshaft 102 is connected to a gearbox 103, for example via a coupling device 106.
The coupling device can consist of an automatically controlled coupling and be controlled by the vehiclecontrol system via a control unit 115, 208, which can also control the gearbox 103. One fromthe shaft 107 output shaft 103 drives the drive wheels 113, 114 via an end gear 108, such as e.g.a differential and drive shafts 104, 105 connected to the final gear 108.
The vehicle 100 further has an exhaust system arranged to divert an exhaust stream generated bythe internal combustion engine 101 in a combustion therein. As shown in Fig. 1 canthe exhaust system include an after-treatment system (exhaust purification system) for treatment(purification) of exhaust emissions from the dry combustion engine 101. However, it is not necessary tothe exhaust system includes such a finishing system, and in addition, the exhaust system mayinclude other parts / components such as turbo, muffler system, andgas ﬂ exhaust gas recirculation (EGR) system.
The gearbox 103 is usually of the manual gearbox type; automated gearboxes, such asautomatic transmission, automatic manual transmission (Automatic Manual Transmission,AMT) or Double Clutch Transmission (DCT); orContinuous Variable Transmission / Infinitely VariableTransmission, CVT / IVT).
A manual gearbox 103 is a gearbox that has a number of discrete gear positions and isarranged to be operated by the driver for loading or unloading gears (e.g.forward gears and reverse gears).
An automated gearbox also has a number of gears, ie. includes a number of discretegear positions. However, it differs from a manual gearbox in that it is steered / operated bya control system comprising one or more control units, also called ECUs (Electronic)Control Unit, ECU). The control unit or ECU is arranged to control the gearbox 103,for example when shifting to select gear at a certain speed with a certain driving resistance.
Furthermore, the ECU can measure the speed and torque of the engine 101 and the condition of the gearbox.
Information from the motor or gearbox can be sent to the ECU in the form of electricalcommunication signals via, for example, a so-called CAN bus (Controller Area Network, CAN)set up in the motor vehicle 100.
The gearbox 103 has been schematically illustrated as a unit. However, it should be noted that the gearboxphysically can also consist of ﬂ your cooperating gearboxes, for example of a so-called range-gearbox, a main gearbox and a split gearbox, which are arranged along the vehicledriveline. Gearboxes as above may include any suitable number of discretegear positions. In today's gearboxes for heavy motor vehicles, there are twelve forward gears, tworeverse gears and a neutral gear position commonly occurring.
A continuously variable gearbox, also called a CVT gearbox or IVT gearbox, is aother type of well-known gearbox which differs from previous gearbox types byit does not have a number of discrete gear positions corresponding to different gears but insteadhas a continuously variable gear ratio. In this type of gearbox, the gear ratio withincertain limits are set to the exact gear ratio desired.
Regarding upshift and downshift, an upshift means that a higher possible gear position inthe gearbox is selected while a downshift means a lower possible gear position in the gearboxis selected. This applies to gearboxes with a number of discrete gear positions. For continuously variablegearboxes, “active” gear stages can be defined and the gearing can take place in the same way as forgearbox with discrete gear steps. However, the usual way to control one is continuousvariable gearbox to allow the gear ratio to vary depending on other relevant parameters.
The control of such a gearbox is usually integrated with the control ofcombustion engine speed and torque, ie its working point. A common method is to soundthe control of the continuously variable gearbox be based on a currentdrive power requirements, e.g. calculated on the basis of an accelerator pedal position and a speed of the vehicle, andwhich working point provides the best efficiency to achieve the saiddrive power requirements. The gear ratio of the continuously variable gearbox thus becomes oneresult of which engine speed leads to the optimal operating point for the currentdrive power requirements. Other aspects can also be considered other than the efficiency in the choice of work pointfor the engine. These can e.g. be driveability-related aspects, such as torque response times,i.e. how long it would take to reach a higher drive wheel torque, alternatively how much highersteps that can be obtained over a certain period of time.
A method according to the present invention for controlling a concentration / fraction inthe exhaust flow includes the step of: controlling a driveline for activating or deactivatingfreewheel based on one or första your first parameters P1 for regulation of aconcentration / fraction C Ex / X Ex of one or more constituents TEx in said exhaust gas stream,wherein at least one of said one or första your first parameters P1 is a firstconcentration / fraction difference between said first concentration / fraction C1 / X1 in saidexhaust gas flow and a reference concentration / fraction C Re f / X Re f. The reference concentration / -the fraction C R e f / X Re f is a desired concentration / fraction in the exhaust gas stream.
Activation of freewheeling means that the vehicle's engine 101 is mechanically completely disengagedvehicle drive wheels 110, 111, i.e. that the driveline is opened, while deactivating the freewheelmeans that the driveline is closed. Releasing the drive wheels from the engine can, for exampleis achieved by placing the gearbox 103 in a neutral position, or by openingcoupling device 106. In other words, substantially no power is transmitted through the gearboxfrom the motor to the drive wheels at the freewheel.
By controlling a driveline for activating or deactivating a freewheel is meant that asteering system controls the driveline for this purpose, alternatively to a driver of the vehicleactivates / deactivates freewheeling based on a presentation / indication system.
Said presentation / indication system is arranged to present / indicate to the driver whenit is advisable to activate / deactivate freewheeling according to the present algorithm for steeringdriveline. Thus, the presentation / indication system means a driver support for the driver (so-called"Driver support") in connection with the driving of the vehicle. The presentation can take place, for examplewith visual, audible or tactile presentation / indication or combinations thereof by means ofsuitable devices for this purpose. Regarding the activation / deactivation offreewheeling, this can be done with a suitable steering device manoeuvrable by the driver, such as acontrol button, a joystick, a joystick, a foot control, etc.
The one or första first parameters P1 are preferably used as input parameters to onecontrol algorithm arranged to control the concentration / fraction in the exhaust stream to the desired valueby controlling the driveline (eg gearbox and clutch). The control algorithm can be of manydifferent types and can be an algorithm that only looks at the first parameter and usesone or ﬂ your threshold values (eg a higher and a lower threshold value) to determinewhich control measure is to be taken. A more advanced control algorithm also takes others into accountvariables which will appear in the following description.
With the use of one or ﬂ your first parameters P1 for regulation of oneconcentration / fraction of one or more of the constituents of the exhaust gas by controllingfreewheeling, the possibility is obtained to keep the concentration / fraction in, in or out of e.g. onecatalyst at the desired level and thus ensure that certain emission levels from the vehicleless than statutory limit values. This is also a fuel efficient way to steerllthe concentration / fraction of substances compared to other measures such as deteriorationthe combustion efficiency of the engine.
As for the exhaust stream, it is the gas stream that leaves an internal combustion engine and is led outvia the various components of the exhaust system to the surrounding atmosphere. The exhaust flow can to some extentpart is recycled (so-called EGR), expanded over a turbine to generate mechanical energy(eg to a turbocharger or to the front of the vehicle ﬂ), is expanded over oneexhaust brake damper (to increase engine losses and brake the vehicle or to generatewarmer exhaust gases to optimize exhaust gas treatment), cooled over a WHR plantand / or purified in a more or less advanced exhaust gas treatment plant.
The components of the exhaust system in which the concentration / fraction and the temperature in / onthe exhaust flow (or bulk ﬂ the fate of the exhaust stream) may need to be regulated is according to aembodiment of the invention: the high pressure part of the exhaust and EGR system (upstreamthe turboturbine), and tubular elements in the low pressure part before and after restrictions, such asexhaust brake, catalytic converter or catalytic converter bypass and your urea and HC dosing systems.Also concentration / fraction in the gas in catalysts (eg DOC, ASC and SCR), traps (eg
N0x trap) and filters, both bulk and those located in the interface with the component surface,may need to be regulated.
Furthermore, according to an embodiment of the invention, said first concentration / fraction isC1 / X1 and / or said second concentration / fraction C2 / X2 a concentration / fraction of aor ﬂ your substances in the group including: oxygen 02, carbon dioxide CO 2, carbon monoxide CO, sulfur oxidesSOx, nitrogen oxides NOx, nitrogen oxide NO, nitrogen dioxide NO2, nitrous oxide N2O, ammonia NH3; andparticles such as soot, HC droplets and ash.
Preferred concentrations / fractions in the exhaust pipe after a final exhaust treatment step (step)immediately after before the exhaust gases leave the exhaust pipe, ie. the step after which the exhaust emissionsmust meet the legal requirements) are those with minimal weighted fuel and urea consumptionmeets statutory emission requirements. Preferred values for NO 2 / NOX ratio in to SCRthe catalyst is around 50%, for example between 40-60% for the best degree of conversion ofNOX must be obtained. However, the preferred NO2 content upstream particle filter (DPF) is strongdepending on temperature and NOX / PM ratio. Furthermore, some components are in12the exhaust system is sensitive to certain substances in certain phases. For example. NOX sensors are sensitive towater in liquid form. If the sensors come in contact with liquid water, they are at riskto be damaged, so the preferred concentration of liquid water droplets in this case is zero.
To reach this preferred concentration, liquid water droplets are maximizedpreferred concentration margin, i.e. the difference between the concentration gaseouswater in the exhaust gases and the concentration of evaporated water at the liquid surface, for an integrated time.
Other ways of controlling the concentration / fraction with a method according to the presentthe invention is, for example, to reduce the oxygen concentration in the exhaust system so that local orglobal overtemperature is prevented in components such as particulate filters, diesel oxidationcatalyst, SCR dosing unit and SCR catalyst.
According to an embodiment of the invention, furthermore, they are one or första your first parameters P1selected from the group comprising:0 a first concentration / fraction Cl / X1 which may be a concentration / fraction in onearea of the exhaust stream or a concentration / fraction in the exhaust streamon / closest to a surface or substrate of any part or component of the exhaust systemsuch as a particulate filter, catalyst, muffler, sensor, etc., andconcentration / reaction difference between the first0 a second currentthe concentration / fraction C1 / X1 and a concentration / fraction CZ / XZ inthe exhaust system. The second concentration / fraction CZ / XZ is differentconcentration / fraction in the exhaust stream than the first concentration / fractionCl / Xl. However, the second concentration / fraction CZ / XZ can also be oneconcentration / fraction in an area of the exhaust stream.
According to another embodiment of the invention, one or more of the first parameters P1 is onetime derivatives and / or a time integral of the first concentration / fraction C1 / X1, or thethe first concentration / fraction difference, or the second concentration / fraction difference.
The use of the time derivative is advantageous if the control system is to react quickly to oneconcentration / fraction change while the use of the time integral instead means thatthe control system takes into account long-term trends in the concentration / fraction changewhich is advantageous for long-term control of the concentration / fraction in the exhaust system13The above-mentioned current concentrations / fractions and concentrations/ fractional differences and ﬁ actions thereof may be based on sensor values obtained fromone or ﬂ your sensors arranged at, in connection with, or in the exhaust system. Signals fromsensors can be sent over, for example, a communication bus or a wireless link to one orﬂ era control units for signal processing. Furthermore, the concentrations / fractions andthe concentration / fraction differences and ﬁ actions thereof be based on so-called virtualsensors, ie, (current) sensor values calculated from other real sensor signals withthe use of one or more of your sensor nodes.
The advantage of using current concentrations / fractions and concentration/ fractional differences and their functions are that these can be used directly to determinethe first parameter P1 without complex or resource-intensive calculations usingvarious simulation models. Thus, even these current values can be obtained quickly.
According to another embodiment of the invention, any of them is one or the firstthe parameters P1 calculated (predicted) values selected from the group comprising:0 a calculated first concentration / fraction Cl / X1 which may be oneconcentration / fraction in an area of the exhaust stream or a concentration / fractionin the exhaust stream on / closest to a surface or substrate of any part or component ofthe exhaust system such as a particle filter, catalyst, muffler, sensor, etc .;0 a first calculated concentration / fraction difference between the firstthe concentration / fraction C1 / X1 and a second reference concentration / fractionC Refz / X Re fz in the exhaust stream. The second reference concentration / fractionC Refz / X Re fz is a desired concentration / fraction of e.g. a component, such as aparticulate filter or catalyst, in the exhaust system for which it should have as good a function aspossible or so as not to damage it;0 a second calculated concentration / fraction difference between the firstthe concentration / fraction C1 / X1 and a concentration / fraction CZ / XZ inthe exhaust gas flow. The second concentration / fraction CZ / XZ is differentconcentration / fraction in the exhaust system is the first concentration / fraction C1 / X1.
However, the second concentration / fraction CZ / XZ can also be oneconcentration / fraction in an area of the exhaust stream or a concentration / fraction14in the exhaust stream on / closest to a surface or substrate of any part or component ofthe exhaust system such as a particulate filter, catalyst, muffler, sensor, etc .;0 a third calculated concentration / fraction difference between the second predictedthe concentration / fraction difference and a reference concentration / fractionC Re f / X Re f in the exhaust system; and0 a time derivative and / or a time integral of the calculated firstthe concentration / fraction Cl / X1, or the first calculated concentration/ fractional difference, or the other calculated concentration difference,or the third calculated concentration / fraction difference. The use ofthe time derivative is advantageous if the control system is to react quickly to oneconcentration / fraction change while using the time integral insteadmeans that the control system takes into account long-term trends in/ the fraction change which isbeneficial in long-term management ofthe concentration / fraction in the exhaust stream.
By using one or första your first calculated parameters P1, information is obtained abouthow the relevant parameters will vary over time which means that the system forregulation of the concentration / fraction of constituents in the exhaust gas stream can be controlled so thatdesired concentration / fraction can be achieved in the best possible way in the future. This is especially truefor sluggish systems whose change of concentration / fraction takes a long time to change, e.g.storage in catalysts or other components, which require early avoidance measuresof overshoots in the regulation of concentration / fraction.
By calculated parameters is meant that they are pre-calculated or simulated based on(mathematical) models of the vehicle and / or the components included in the vehicle. Basedon one or ﬂ your calculated first parameters P1 can a control strategy for controlling the drivelineselected from a number of different possible control strategies. By calculating / simulating how the firstparameter P1 will vary across the road sections in front of the vehicle according to one orﬂ your different control strategies, the control strategy that meets certain requirements can be chosen, e.g. tothe concentration / fraction stays within a predetermined limit value and at the same time isoptimally from another aspect, such as fuel and / or urea consumption. Theit is therefore understood from the above that the first parameter P1 or ﬂ can also be calculatedbased on one or ﬂ your different future control strategies for the gearbox. This embodimentrefers to a feedback procedure where one or eller your first parameters P1 are used forcalculation of one or styr your control strategies based on one or ﬂ your possible work points, ie.work points that can be used with regard to other requirements such as e.g. driveabilityor fuel consumption. The one or ﬂ your control strategies are then used to calculatenew one or your first parameters or to update the relevant parameters. Furtherit should be noted that even if only one control strategy is calculated, information can be derived from itonly control strategy is used by the control system to determine if it makes sense to use orif it is better to have the vehicle driven with a current control point fordriveline.
As mentioned above, the inventors have thus realized that they are one or two of them calculated firstparameters P1 can be calculated over a preceding road section of the vehicle, for exampleby simulation over the road section in front. According to this embodiment, they cancalculated first parameters P1 are determined based on one or ﬂ your vehicle-specificand / or road-specific data for the vehicle. These may preferably be selected from the groupincluding: road inclination in front of the vehicle; curve radii for front road sections,speed limits for front road sections; motor vehicle weight; rolling resistance forthe motor vehicle; air resistance of the motor vehicle; engine-specific data such as maximum power,mine power, maximum torque, minimum torque, exhaust ﬂ fate, exhaust gas recirculation content and lambda values(ie air / fuel mixture), and installation-specific data such as possible accumulation ofsubstances and / or release of substances and / or conversion of substances in the exhaust system and asurface in the exhaust system in contact with the exhaust stream. Furthermore, driver interactive data that isrelated to the driver's driving style is used in the calculation of the first one or two parametersP1 so that the vehicle's future behavior is taken into account in the calculation. Example of driver interactivedata are: use of turn signals, accelerator pedal position, and use of brakes.
An advantage of the use of vehicle-specific and / or road-specific data in the steering isthat the system can determine in advance whether any control strategy for one or ﬂ your ktioner functions (e.g.gear ratio, extreme load, extreme heater, fate control, etc.) need to be used tothe concentration / fraction shall not fall outside a Treaty range. This is avoided16use of unnecessary control strategies and furthermore the system can act proactively in case anyoneaction would be necessary to take, ie. the system can act in advance.
According to a particular embodiment, the first concentration / fraction C1 / X1 is oneconcentration / fraction in the gas stream or alternatively a concentration / fraction over a liquid orone particle in the exhaust stream and the other concentration / fraction CZ / XZ enconcentration / fraction in the exhaust stream on / near a surface or substrate of in the exhaust system.
The surface concentration / fraction is a concentration / fraction in the gas on / closest to a surface ofthe exhaust system or part of it, which affects the transport of substances to and fromthe surface and the chemical reactions on the surface. The concentration / fraction over a liquid refers tothe concentration on a surface in the exhaust system. This concentration / fraction over a liquidwill affect the transport of the amount of substance to or from the liquid, e.g.condensation or evaporation. The liquid can in this case e.g. consist of urea, water or fuel.
The concentration / fraction immediately over a particle in the gas, on the other hand, willdetermine the reaction rate such as growth, decomposition or oxidation of the particle whichin this case e.g. may be a soot particle or a urea particle in the exhaust system.
In another embodiment, the first concentration / fraction C1 / X1 is oneconcentration / fraction in the exhaust stream upstream of a control area in the exhaust system at which aconcentration / fraction is desired to be obtained. This is especially advantageous when the conversion rateof a component included in the exhaust system (eg particulate filter or catalyst) is unambiguouswhy the output concentration / fraction will be determined by the inputconcentration and / or fraction into the component. This is e.g. the case atequilibrium controlled conversion of NO to NO2 in diesel oxidation catalyst (DOC) orconversion of NOX into an SCR catalyst at high temperatures. It is also specialadvantageous if a particulate filter (DPF) is overheating and the overheating process canstopped by removing oxygen into the particulate filter.
Furthermore, it should be understood that the one or first parameters P1 used in the control ofthe driveline can consist of only current values, or consist of only calculated values, orbe a combination of current and calculated values depending on the application.17Activation or deactivation of freewheeling can take place according to an embodiment of the inventionwith the use of one or ﬂ your thresholds against which they one or ﬂ your firstparameters P1 are compared. The threshold values usually indicate limit values that should notis exceeded or exceeded and if the concentration / fraction passes suchthreshold value, some concentration / fraction regulating measure is taken by the system. Ifconcentration / fraction adjusting measures need to be taken so that freewheeling is activated in onevalue for at least one of the one or ﬂ first parameters P1 passes a threshold value PTaccording to an embodiment of the invention.
Other additional parameters useful in controlling the driveline for activationor deactivation of freewheel when regulating the concentration / fraction in the exhaust systemare:0 a requested engine power because freewheeling is activated when the requested engine orthe propulsion power is low. Otherwise the driving experience / driveability will be too bad;0 a requested motor number in analogy to the above reasoning;A calculated speed and / or a calculated road slope for said motor vehicle overfront road sections. Freewheeling in situations other than when the vehicle can hold,or essentially maintaining a desired speed gives very poor driveability and is thereforenot desirable.
It should be understood that the one or första your first parameters P1 alone do not determine freewheelingshall be activated. Usually, the most important condition is that the vehicle should be able to hold a desired onespeed with freewheel activated because otherwise the driveability will be too poor. Even othersconditions are relevant, which means that real systems use the concentration / fraction inthe exhaust current as one of your parameters when determining whether to freewheel is to be activated ornot. However, deactivation of freewheeling can be done regardless of the vehicle's speed, road inclination,111,111.
When controlling the concentration / fraction with the one or ﬂ your first parameters canmeasures are also taken to control the engine when the disengagement is activated for faster andmore precise regulation. If the gear ratio is increased, the engine speed is increased and thus the engine is raisedload which leads to a reduction in the total concentration of CTOs in the exhaust stream and to the exhaust gasincreases; on the other hand, if the gear ratio is reduced, the engine speed is reduced and thus the engine is increased18load and exhaust gas vilket which leads to a reduction in the total concentration C Tot in the exhaust stream. Allconcentrations / fractions of different substances do not behave in the same way during a load increase ora load reduction. With knowledge of basic combustion relationships, emission chemistry,exhaust gas treatment system, and engine control strategy with respect to e.g.air / fuel ratio, charge pressure, EGR content, injection time (s), and dosage of substancesin the exhaust system, the person skilled in the art realizes how engine load and engine speed must be varied to achievea change in a given concentration or fraction. As for the change ofthe concentration / fraction of catalysts in the exhaust system then theirs deterioratesefficiency in general with increasing ﬂ fate and decreasing temperature. At a givendrive power requirements will thus generally decrease with increasingengine speed. There are exceptions, however, and therefore virtual sensors are used in practice here as wellto decide in which direction the engine speed should be changed. In practice, this is realized withthe use of one or ﬂ your virtual sensors arranged to calculate a quantity such as oneconcentration or fraction of substances. Using sensor value from said sensorsthe engine load and engine speed can be controlled for control of concentration / fraction.
It has further been realized by the inventors that the one or your first parameters P1 are suitableto be used for the control of other functions in the vehicle for the control ofthe concentration / fraction at the same time as freewheeling is activated. These functions must havea direct or indirect effect on the concentration / fraction. Thus, the regulation ofthe concentration / fraction be more efficient and faster. Appropriate actions are relatedto: external load; conversion of the exhaust fume hood into energy; extreme protection of the exhaust system;injection of fuel into the engine; injection of fuel, urea or other suitable liquid tothe exhaust system; and regulation of exhaust fate. It should be understood that they are one or the otherparameters P1 can be used to control such a function or a combination of two orﬂ your such functions.
Example of extreme load that can be controlled with the one or ﬂ your first parameters P1 whenfreewheel is activated are auxiliary units such as water pump, fan or compressor; generator;hybrid generator or equivalent energy recovery system; retarder, exhaust brake orother auxiliary brake. According to the invention, the external load must be arranged on the motor sideof the clutch / gearbox because all loads on the outgoing side of19the gearbox will not be able to affect the engine when freewheeling is activated because the drivelinethen is open.
In freewheeling, the operating point of the engine can be selected freely with respect to the engine speedwhile in normal cases the system is limited to idle load with respect to engine nominal.
But with an external load, you can affect the engine torque and thus increase the degree of freedomfurther in the choice of working point for freewheeling. In some cases, the external load is of the type"On" or "off", ie. that it is either activated or not activated, and in these casesthe control and calculation of the working point is limited to determining the external loadmust be activated or not.
The one or for first parameters P1 can be used for controlling a system arranged forconversion of exhaust fumes into energy (Waste Heat Recovery, WHR). The regulation ofthe temperature with the system for converting the exhaust fume hood into energy takes place according to aembodiment by maximizing energy relative to input energy, or totally convertedenergy, is taken out via the system. This regulation is preferably focused on maximizingthe heat conduction into the system and is designed, for example, as a PID or MPC controller(Proportional Integral Derivative, PID; Model Predictive Control, MPC).
Furthermore, the one or första your first parameters P1 can be used for controlling at least oneexternal heater for the exhaust system. The task of the external heater is to raisethe concentration / fraction of the exhaust gas stream. Preferably, the extreme heater is slightlyof:A burner arranged in the exhaust system after the cylinders of the internal combustion engine;A system provided for injecting hydrocarbons for oxidation or combustion on an iexhaust system placed catalyst;0 an electric heater arranged in the exhaust system after the cylinders of the internal combustion engine; or0 any other suitable external heater set up in, or in close proximity tothe exhaust system.
The external heater is preferably controlled so that maximum concentration increase is obtained inin relation to the energy used or so that the increase in concentration is maximized. But the externalthe heater can instead be controlled so that the concentration increase rate is prioritized. The control ofthe external heater can be designed as a PID or MPC controller.
As mentioned above, the first one or two parameters P1 can also be used forcontrol of a fuel injection system arranged to inject fuel intothe internal combustion engine. This can be done by controlling the number of mail injections, the time(CAD, ie crank angle degree) for the post injections and the amount of fuel per post injection.
The control of the fuel injection system can be implemented as disturbed or feedbackcontrol with e.g. MAP (matrix-based control structure), PID, or MPC (Model PredictiveControl, MPC). As a setpoint for this control, a concentration / fraction can be downstreamengine as well as a particulate filter (DOC) or as a concentration / fraction difference abovesaid particle filter is used. In one embodiment, the regulation compensates forthe efficiency of reactions in a component included in the exhaust system, for examplethe efficiency of NO to NO2 conversion in a diesel oxidation catalyst. Furthermore, they canone or more of the first parameters P1 are used for controlling an injection system arrangedfor injection of fuel, urea or other suitable liquid into the exhaust system for regulatingconcentration / fraction C Ex / X Ex of one or more of the constituent substances.
Another factor that affects the concentration / fraction in the exhaust system C Ex / X Ex isthe characteristics of the exhaust gas ﬂ the fate of the exhaust stream. For this reason, they can also one orseveral first parameters P1 are further used to control the exhaust fate, or one ofexhaust ﬂ fate dependent parameters such as mass transition numbers.
Control of the exhaust flow can be done, for example, by controlling a gas discharge system forExhaust Gas Recirculation (EGR) and / or by controlling aintake system for the engine. F ig. 3 shows schematically a general gas fate in an engine system,wherein the engine system in this example comprises a diesel engine with a turbo and a numberpipes connected to the engine. Air is sucked in from the left in f1g. 3 by means of an intake system forthe engine. The air that is sucked in passes through an intake pipe and is compressed in oneturbocharger and then cooled in a charge air cooler before in some cases passing onethrottle damper that regulates the amount of air into the diesel engine. Then the air is mixed with returnedexhaust gases by means of a gas d exhaust gas recirculation (EGR) system and this mixture is sucked21then into the engine cylinders to be mixed with diesel or other fuel beforecombustion takes place in the engine.
The exhaust gases from the combustion process then pass through a turbo turbine which acceleratesturbocharger. However, parts of the exhaust gases enter an EGR pipe and are led back tothe intake manifold via an EGR damper and one or ﬂ your EGR coolers. The function of the EGR damper is toregulate the amount of exhaust gases returned back to the combustion process. Then the EGR gases are cooledthe use of EGR will ﬂ transfer thermal energy from the exhaust gases to the engine cooling system.
Before the exhaust gases completely disappear from the engine system, they pass an exhaust damper in some engines.(if one is installed) which controls the pressure in an exhaust gas collector (not shown in the figure). Thenthe exhaust gases pass through a post-treatment system which may contain a diesel particulate filterand / or an SCR catalyst as previously mentioned. If the engine is not heavily loaded will comethe exhaust gases to have a lower temperature than desired and thus cool down the catalyst. One way tolimiting the amount of cooling exhaust gases is the use of a damper arranged in an intake pipefor air to the engine. Thus, the amount of air into the engine can be limited which in turn leads tothe exhaust gases from the engine are also limited, which at a given load results in warmer exhaust gaseswith a usually higher fraction of combustion products. This damper is usually calledthrottle, which was mentioned above. Regarding the amount of air that the engine consumesthis is largely determined by the speed of the motor, which in this case means: the higherengine speed the higher the air fate required for the engine.
According to the present invention, the one or more first parameters P1 can be used tocontrol gas ﬂ exhaust gas recirculation (EGR) system and / or intake systemregulation of an air inflow to the engine. In addition, the control of the gas fate system canexhaust gas recirculation (EGR) and the intake system are controlled with an additional parameter relatedto emissions produced by said internal combustion engine. Emissions are understood herefor example, exhaust emissions and noise. Furthermore, a reduction in exhaust fumes can be combined withan increase in engine load to change the fraction of any component inthe exhaust system. This embodiment can be realized by means of, for example, disturbed orfeedback control of an exhaust brake using: a setpoint for the fraction ora value which is a function of said setpoint for the fraction.22Furthermore, Fig. 5 shows a fate diagram of an exemplary embodiment of the method according tothe result:A. At A, the first parameter P1 is measured, or calculated from other sensor signals (virtualsensor). The first parameter P1 can also be calculated over the preceding road sectionsfor the vehicle at A.
. Based on the value of the first parameter P1, it is determined at B whether a concentration/ faction regulatory action needs to be taken. This can be done, for example, bycomparing the first parameter P1 with a threshold value, or by comparingﬂ your predictions of the first parameter P1 with related control strategies and from the outsidethese choose which concentration / fraction regulating measures are neededtaken.
. If a concentration / fraction regulating measure is to be implemented, it is calculated at C iffreewheeling must be activated. Other parameters can also be taken into account when calculatingfreewheel shall be activated or not, such as requested engine power, requested engine torque,predicted speed, predicted road slope, etc. As described above shouldin addition, other conditions for activating the freewheel are taken into account.
. At D, the driveline is controlled so that freewheeling is activated, for example by shiftingthe gearbox in a neutral position, or by opening the clutch.
. At E it is checked whether external load needs to be used to regulatethe concentration / fraction in the exhaust system.
If external load needs to be used, the external load at F is controlled so that the desired motor loadreached.
. At G it is checked whether an external heater needs to be used to regulatethe concentration / fraction in the exhaust stream.
. If an external heater needs to be used, one or more external heaters at H are controlled so thatthe desired concentration / fraction is reached in the exhaust gas stream, for example by controlling aburner, injection of hydrocarbons into the engine or injection of hydrocarbons into the exhaust gases.
At I it is checked whether the exhaust fate needs to be controlled to regulatethe concentration / fraction in the exhaust stream.
If the exhaust fate needs to be controlled to regulate the concentration / fraction inthe exhaust gas flow is controlled the exhaust vid fate at J so that the desired exhaust ﬂ fate is reached, and indirectlyenables the desired concentration / fraction to be reached in the exhaust stream.23The present invention can be implemented in a control system comprising, for example, onecontrol unit arranged to control all or parts of a driveline of a motor vehicle 100. Furtherthe system may comprise additional control units arranged to control other såsom functions such asexternal load, external heater, etc. Control units of the type shown are normally arranged to takereceive sensor signals from different parts of the vehicle and as well as from other control units. Thesecontrol units are furthermore usually arranged to emit control signals to different vehicle parts andvehicle components. The control units may also include, or be connected to, onecalculation unit arranged for calculation / simulation of predicted parameter values.
Usually, control systems in modern vehicles consist of a communication bus system consisting ofone or ﬂ your communication buses for interconnecting a number of electronic control units(ECUs) or controllers, 115, 208, and various components fitted to the vehicle. One suchcontrol systems can include a large number of control units and the responsibility for a specific function inthe vehicle may be divided into one or more of your control units.
The control is often done with programmed instructions. These programmed instructionsis typically a computer program, which when executed on a computer or controllercauses the computer / controller to perform the desired control, such as methods of the present inventioninvention. The computer program is usually part of a computer program product, therethe computer program product includes an applicable storage medium 121 with the computer program109 stored on said storage medium 121. Said digital storage medium 121 may e.g.consists of someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-OnlyMemory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM),a hard disk drive, etc., and be arranged in or in connection with the control unit, whereinthe computer program is executed by the control unit.
An exemplary control unit (control unit 208) is shown schematically in Fig. 4, the control unit in turnmay comprise a calculation unit 120, which may consist of e.g. any suitable type ofprocessor or microcomputer, e.g. a digital signal processing circuitProcessor, DSP), or a circuit with a predetermined specific function (Application SpecificIntegrated Circuit, ASIC). The computing unit 120 is further connected to a memory unit121, which provides the calculation unit e.g. the stored program code 109 and / or24the stored data calculation unit needs to be able to perform calculations.
The calculation unit is also arranged to store partial or final results of calculations inmemory device 121.
Furthermore, the control unit is provided with means / devices 122, 123, 124, 125 for receivingrespectively transmitting input and output signals. These input and output signals can containwaveforms, pulses, or other attributes, which of the devices for receiving input signalscan be detected as information for processing the calculation unit 120. The devices123, 124 for transmitting output signals are arranged to convert calculation results fromthe calculation unit 120 to output signals for transmission to other parts of the vehicle control systemand / or the component (s) for which the signals are intended. Each of the connectionsto the devices for receiving and transmitting input and output signals, respectively, can be constitutedof one or ﬂ era of a cable; a data bus, such as a CAN, a MOST (Media Oriented Systems)Transport), or any other suitable bus configuration or wireless communicationconnection.
More specifically, a (control) system according to the present invention comprises a control unitarranged to control said driveline for activating or deactivating the freewheel based onone or ﬂ your first parameters P1 for regulating a concentration / fraction C Ex / X Ex of oneor ﬂ your constituents TEX said exhaust gas stream, at least one of said one orförsta your first parameters P1 is a first concentration / fraction difference between said firstconcentration / fraction C1 / X1 in said exhaust gas stream and a reference concentration / fractionC Re f / X Ref As will be appreciated by those skilled in the art, this system can be implemented in a control systemdescribed above. Furthermore, the present invention further relates to a motor vehicle 100, such asa bus, truck or similar motor vehicle, comprising at least one system as above.
Finally, it should be understood that the present invention is not limited to those described aboveembodiments of the invention without referring to and including all embodiments within theattached scope of independent requirements.

权利要求:
Claims (24)
[1]
A method of controlling a concentration / fraction of one or more constituents of an exhaust stream of a motor vehicle by controlling its driveline, the motor vehicle comprising: a driveline comprising an internal combustion engine connectable to a gearbox via a coupling device, and an exhaust system arranged for dissipating an exhaust stream from said internal combustion engine; said method comprising the step of: - controlling said driveline for activating or deactivating the freewheel based on one or ﬂ your first parameters P1 for regulating a concentration / fraction C Ex / X Ex of one or ﬂ your constituents TEx said exhaust gas stream, wherein at least one of said one or ﬂ your first parameters P1 is a first concentration / fraction difference between said first concentration / fraction C1 / X1 in said exhaust stream and a reference concentration / fraction CRef / XRef.
[2]
A method according to claim 1, wherein at least one of said one or ﬂ your first parameters P1 is a first concentration / fraction C1 / X1 and / or a second concentration / fraction difference between said first concentration / fraction C1 / X1 and a second concentration / fraction CZ / X 2 in said exhaust gas stream.
[3]
A method according to claim 2, wherein said first concentration / fraction C1 / X1 is a concentration / fraction in said exhaust stream upstream of an area in said exhaust stream at which a concentration / fraction is desired to be obtained.
[4]
A method according to any one of the preceding claims, wherein at least one of said one or for your first parameters P1 is a time derivative and / or a time integral of said first concentration / fraction C1 / X1 and / or said first concentration / fraction difference and / or said other concentration / fraction difference.
[5]
Method according to any one of the preceding claims, wherein at least one of said one or eller your first parameters P1 is calculated over said road section in front of said motor vehicle 10 based on one or ﬂ your vehicle-specific and / or road-specific data for said motor vehicle.
[6]
The method of claim 5, wherein said vehicle-specific and / or road-specific data is selected from the group consisting of: a road slope; curve radii, velocity limits; a weight for said motor vehicle; a rolling resistor; an air resistance; engine specific data such as mine power, min torque, exhaust fate, exhaust gas recirculation content, max power, max torque, lambda values, and injection parameters.
[7]
A method according to any one of claims 2-6, wherein said first concentration / fraction C1 / X1 is a concentration / fraction of a gaseous substance or a concentration of solid particles or liquid droplets, and said second concentration / fraction CZ / XZ is a concentration / fraction in said exhaust stream on / near a surface or substrate of said exhaust system.
[8]
A method according to any one of claims 2-7, wherein said first concentration / fraction Cl / X1 and / or said second concentration / fraction CZ / XZ is a concentration / fraction of one or more substances in the group comprising: oxygen O 2, carbon dioxide CO 2 , carbon monoxide CO, sulfur oxides SOx, nitrogen oxides NOx, nitrogen oxide NO, nitrogen dioxide NO2, nitrous oxide N20, ammonia NHS; and particles such as soot, HC droplets and ash.
[9]
A method according to any one of the preceding claims, wherein the freewheel is activated if a value for at least one of said one or for first parameters P1 falls below a threshold value PT.
[10]
A method according to any one of the preceding claims, wherein the control of said driveline for activating or deactivating the freewheel is further based on one or ytterligare your additional parameters related to any selected from the group comprising: a requested engine power; a requested engine number; a calculated speed and / or a calculated road slope for said motor vehicle over the preceding road sections.
[11]
ll. Method according to any one of the preceding claims, wherein the freewheel is activated by: - placing said gearbox in a neutral position, or - opening said coupling device.
[12]
A method according to any one of the preceding claims, wherein the method further comprises when the freewheel is activated: - controlling at least one external load for raising or lowering said concentration / fraction CEx / XEX of one or ﬂ of its constituent substances in said exhaust gas stream based on said one. or första your first parameters P1, which external load is arranged on a motor side of said clutch device / gearbox.
[13]
A method according to claim 12, wherein said external load is one or ﬂ your external loads selected from the group comprising: a system arranged for converting the exhaust shield to energy (WHR); auxiliary units such as water pump, fan or compressor; generator; hybrid generator or equivalent energy recovery system; retarder, exhaust brake or other auxiliary brake.
[14]
A method according to any one of the preceding claims, wherein the method further comprises when the freewheel is activated: - controlling at least one external heater based on said one or ﬂ your first parameters P1 for lowering or raising said concentration / fraction C Ex / X Ex of a or ﬂ your constituent substances mentioned exhaust gas flow.
[15]
The method of claim 14, wherein said external heater is any selected from the group consisting of: a burner arranged in said exhaust stream after the cylinders of said internal combustion engine; a system arranged for injecting hydrocarbons for oxidation or combustion on a catalyst placed in said exhaust gas stream; an electric heater arranged in said exhaust stream after the cylinders of said internal combustion engine; and another extreme heater arranged in or in close proximity to said exhaust stream.
[16]
A method according to any one of the preceding claims, wherein the method further comprises when the freewheel is activated: - controlling a fuel injection system arranged to inject fuel into said internal combustion engine based on said one or more first parameters P1 for controlling said temperature TEX in said exhaust stream.
[17]
A method according to any one of the preceding claims, wherein the method further comprises: - controlling an injection system arranged for injecting fuel, urea or other liquid into said exhaust stream based on said one or more first parameters P1 for controlling said concentration / fraction C Ex / X Ex of one or ﬂ your constituents in said exhaust gas stream.
[18]
A method according to any one of the preceding claims, wherein the method further comprises when freewheeling is activated: - controlling an exhaust gas ﬂ of said exhaust gas stream, or a parameter depending on said exhaust flow such as mass transition number, based on said one or ﬂ your first parameters P1 for controlling said exhaust gas. concentration / fraction C Ex / X Ex of one or ﬂ of the constituents in said exhaust gas stream.
[19]
A method according to claim 18, wherein the control of said exhaust de fate comprises: - controlling a gas ﬂ exhaust system for exhaust gas recirculation (EGR) arranged for said internal combustion engine based on said one or ﬂ your first parameters P1 for controlling said concentration / fraction C Ex / X Ex of one or ﬂ your constituents in said exhaust stream; and / or - controlling an intake system arranged for controlling a lultin 'fate to said internal combustion engine based on said one or första your first parameters P1 for controlling said concentration / fraction C Ex / X Ex of one or ﬂ your constituents in said exhaust stream.
[20]
The method of claim 19, wherein the control of said gas ﬂ exhaust gas recirculation (EGR) system and / or the control of said intake system is further based on an additional parameter related to emissions produced by said internal combustion engine. 10 15 20 29
[21]
A computer program comprising program code, which when said program code is executed in a computer causes said computer to execute the method according to any one of the preceding claims.
[22]
A computer program product comprising a computer readable medium and a computer program according to claim 21, wherein said computer program is included in said computer readable medium.
[23]
A system arranged for controlling one or more functions of a motor vehicle, said motor vehicle comprising: a driveline comprising an internal combustion engine connectable to a gearbox via a coupling device, and an exhaust gas stream arranged to divert an exhaust stream from said internal combustion engine; said system being characterized by comprising a control unit arranged to control said driveline for activating or deactivating freewheels based on one or ﬂ your first parameters P1 for controlling a concentration / fraction CEx / XEX of one or ﬂ your constituents TEx in said exhaust stream, wherein at least one of said one or ﬂ your first parameters P1 is a first concentration / fraction difference between said first concentration / fraction C1 / X1 in said exhaust gas stream and a reference concentration / fraction CR ef / XR ef.
[24]
A motor vehicle comprising at least one system according to claim 23.

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法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1251106|2012-10-02|

SE1351154A|SE539094C2|2012-10-02|2013-10-02|Regulation of a concentration / fraction of constituents in an exhaust stream|KR1020157011568A| KR101713924B1|2012-10-02|2013-10-02|Regulation of concentration/fraction of substances in an exhaust stream|

US14/433,110| US10035500B2|2012-10-02|2013-10-02|Regulation of concentration/fraction of substances in an exhaust stream|

PCT/SE2013/051146| WO2014055019A1|2012-10-02|2013-10-02|Regulation of concentration/fraction of substances in an exhaust stream|

BR112015007402-2A| BR112015007402B1|2012-10-02|2013-10-02|METHOD AND SYSTEM FOR REGULATION OF CONCENTRATION/FRACTION OF SUBSTANCES IN AN EXHAUST CURRENT AND VEHICLE COMPRISING SUCH SYSTEM|

SE1351154A| SE539094C2|2012-10-02|2013-10-02|Regulation of a concentration / fraction of constituents in an exhaust stream|

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