瑞典专利SE1351158A1 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 system of a motor vehicle by controlling its driveline, which motor vehicle comprises: a driveline comprising an internal combustion engine coupled to an automated gearbox or a manual gearbox via a coupling device, wherein said automated gearbox or said manual gearbox has a number of discrete gear positions, and an exhaust system arranged to divert an exhaust stream from said internal combustion engine; said method comprising the steps of: obtaining one or more of the first parameters P1 related to at least a first concentration / fraction C1 / X1 of one or more constituent substances in said exhaust system; and controlling said automated gearbox or said manual gearbox, and thus an operating point of said internal combustion engine, based on said one or for your first parameters P1 for controlling a concentration / fraction CEx / XEX of one or ﬂ your constituents in said exhaust system. a computer program, a computer software product, a system and a motor vehicle comprising such a system. (Fig. 1)
公开号:SE1351158A1
申请号:SE1351158
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:

1015202530chemical 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, though1015202530It 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 also1015202530It 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 new1015202530the 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 an automated gearbox or amanual gearbox via a coupling device, said automated gearbox orsaid manual gearbox has a number of discrete gear positions, and an exhaust system arrangedfor dissipating an exhaust stream from said internal combustion engine; wherein said methodincludes the step:control of said automated gearbox or said manual gearbox, andthus an operating point of said internal combustion engine, based on said one or ﬂ erafirst parameters P1 for control of a concentration / fraction C Ex / X Ex of one or ﬂ eraconstituents of 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.
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.1015202530According to a second aspect of the invention, the above-mentioned object is achieved with a systemarranged for controlling one or more functions of a motor vehicle, which motor vehiclecomprises: a driveline comprising an internal combustion engine connectable to an automated onegearbox or a manual gearbox via a coupling device, saidautomated gearbox or the said manual gearbox has a number of discrete gear positions,and an exhaust system arranged to divert an exhaust stream from saidinternal combustion engine; said system comprising a control unit arranged to control saidautomated gearbox or the said manual gearbox, and thus a working point ofsaid internal combustion engine, based on said one or ﬂ your first parameters P1 forregulation of a concentration / fraction C Ex / X Ex of one or more of the constituent substances in the saidexhaust gas, wherein at least one of said one or ﬂ 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 R e f / X R e fThe 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 current of a motor vehicle. For example, the invention enables regulation ofthe concentration / fraction of one or more of the constituent substances in such operating cases when regulatingconcentration / fraction have not been possible or not sufficient with solutions as knowntechnique.
With a method or system for regulating the concentration / fraction of constituent substancesaccording to the present invention it is possible that components in the exhaust system, such asparticulate matter and catalysts, can work efficiently because the concentration / fraction ofconstituents in the exhaust system can be efficiently and precisely adapted to the components mentionedoptimal working concentration / fraction. The risk of components in the exhaust system being damagedp. g.a. for example overheating and poisoning are also reduced thereby.1015202530Furthermore, 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 to the prior art. Throughto regulate the concentration / fraction of constituent substances by controlling the drivelineby means of one or första your first parameters P1 according to the invention can measures which entail largefuel consumption is avoided, such as activating an external heater or engine controlpriority concentration / fraction before engine efficiency.
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 alreadyexisting 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; andfigure 5 shows a fate diagram 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 from1015202530the 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 at a combustion therein. As shown in ﬁ g. l canthe exhaust system include a finishing system (exhaust purification system) for treatment(purification) of exhaust emissions from the internal 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 / In ﬁ nitely 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 of your 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-1015202530gearbox, 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, “fictitious” gear stages can be defined and the gear shift can take place in the same way as beforegearbox 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 ofinternal combustion 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, or alternatively how much highersteps that can be obtained over a certain period of time.
Furthermore, a so-called activation of freewheeling to the vehicle engine 101 mechanically completelydisengaged from the vehicle's drive wheels 110, 111, i.e. that the driveline is opened, while deactivatingfreewheeling means that the driveline is closed. Releasing the drive wheels from the motor is possibleexamples are provided by placing the gearbox 103 in a neutral position, or by101520253010open coupling device 106. In other words, substantially no force is transmitted throughthe gearbox from the engine to the drive wheels at the freewheel.In the present invention, it is assumed that the driveline of the motor vehicle 100 comprises an automated onegearbox or a manual gearbox of the type described above with a number of discretegear positions. It is further assumed that the motor vehicle comprises an internal combustion engine 101 and anothercombustion engine connected exhaust system for diverting an exhaust stream frominternal combustion engine.
A method according to the present invention for controlling a concentration / fraction of a orﬂ your constituents in the exhaust stream include the step: control of an automatedgearbox or a manual gearbox, and thus an operating point of an internal combustion engine,based on one or ﬂ your first parameters P1 for regulating a concentration / fractionC Ex / X Ex of one or more of the constituents in the exhaust gas stream, at least one of saidone or ﬂ your first parameters P1 is a first concentration / fraction difference betweensaid first concentration / fraction C1 / X1 in said exhaust gas stream and areference concentration / fraction C Re f / X Re f. The control of the automated gearbox orthe manual gearbox is preferably made by controlling the gear position of itautomated gearbox or the manual gearbox. Reference concentration / -the fraction C Re f / X Re f is a desired concentration / fraction in the exhaust gas stream.
By controlling the automated gearbox is meant that a control system controls the gearboxas described above. Regarding control of the manual gearbox (or aautomated gearbox in manual mode) it is understood instead that a driver of the vehicle changesgear position with the guidance of a presentation / indication system which is arranged topresent / indicate the appropriate desired gear position for the driver according to the present algorithm forgear selection. Thus, the presentation / indication system means a driver support for the driver (so-called"Driver support") when shifting in connection with driving the vehicle. The presentation canfor example, with visual, audio or tactile presentation / indication or combinationsthereof by means of suitable devices for this purpose.1015202530llThe 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 controllingthe driveline is given the possibility 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 steerthe concentration / fraction of substances compared to other measures such as deteriorationthe combustion efficiency of the engine.
As for the exhaust gas flow, it is the gas flow 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(for example a turbocharger or for the vehicle's propulsion), 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, catalyst or catalyst bypass and after urea and HC dosing systems.Also concentration / fraction in the gas in catalysts (eg DOC, ASC and SCR), traps (e.g.
NOx trap) and filters, both bulk and those located in the interface with the component surface,may need to be regulated.101520253012Furthermore, 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 NO 2 content upstream of the particulate filter (DPF) is strongdepending on temperature and NOX / PM ratio. Furthermore, some components are inthe exhaust system is sensitive to certain substances in certain phases. For example. NOX sensors are sensitive towater in liquid form. If the sensors come into contact with liquid water, they are at riskto be damaged, for which reason the preferred concentration of liquid water droplets in this case is zero.
To reach this preferred concentration of liquid water droplets, it is 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, the first or two parameters are 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 / fraction difference between the first0 a second currentthe concentration / fraction C1 / X1 and a concentration / fraction CZ / XZ in101520253013the 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 a range of the exhaust stream.
According to another embodiment of the invention, one or ﬂ era of the first parameter P1 is onetime derivatives and / or a time integral of the first concentration / fraction C1 / X1, or thethe first difference in concentration, or the second difference in concentration.
The use of the time derivative is advantageous if the control system is to react quickly to oneconcentrationJ tions change of action while the use of the time integral instead means thatthe control system takes into account long-term trends in the change in concentration fractionwhich is advantageous for long-term control of the concentration / fraction in the exhaust systemThe above-mentioned current concentrations / fractions and concentrations/ the fractional differences and their functions can 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 your control units for signal processing. Furthermore, the concentrations / fractions andthe concentration / fraction differences and their functions are based on so-called virtualsensors, i.e. (current) sensor values calculated from other real sensor signals withthe use of one or more of your sensor models.
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 / fraction101520253014in 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 .;a first calculated concentration / action difference between the firstthe concentration / fraction C1 / X1 and a second reference concentration / fractionCRefz / XRefz in the exhaust stream. The second reference concentration / fractionCRefz / XRefz 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;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 / fractionin 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 .;a third calculated concentrationJ ﬁ difference of action between the second predictedthe difference in concentration / och and the reference concentration / fractionCRef / XRef in the exhaust system; anda time derivative and / or a time integral of the calculated firstthe concentration / fraction C1 / X1, or the first calculated concentration/ fractional difference, or the other calculated concentration / fractional difference,or the third calculated concentration / fraction difference. The use ofthe time derivative is advantageous if the control system is to react quickly to oneconcentrationJtraction change while using the time integral insteadmeans that the control system takes into account long-term trends in/ fraction change, which is advantageous for long-term control ofthe concentration / fraction in the exhaust stream.
By using one or första your first predicted parameters P1, information is obtained abouthow the relevant parameters will vary over time which means that systems forregulation of the concentration / fraction of constituents in the exhaust gas stream can be controlled so that101520253015desired 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, a control strategy for controlling the gear position inthe gearbox is selected from a number of different possible control strategies. By calculating / simulating howthe first parameter P1 will vary across the road sections in front of the vehicleaccording to one or ﬂ your different control strategies, the control strategy can be chosen that meets certain requirements, e.g.that the 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 embodimentthus refers to a feedback procedure where one or första 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 första your first parameters or to update the existing 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 forgearbox.
As mentioned above, the inventors have thus realized that they calculated one or more of the firstthe parameters P1 can be calculated over a preceding road section for 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 specificsand / 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 for101520253016the 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 one or more first 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 avoideduse 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 f-fraction is a concentration / fraction in the gas on / near 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 an area in the exhaust system at which a101520253017concentration / 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 particle filter.
Furthermore, it should be understood that the one or first parameters P1 used in the control ofthe gearbox can consist of only current values, or consist of only calculated values,or be a combination of current and calculated values depending on the application.
According to another preferred embodiment, the control of the gearbox can take place by aThe operating point of the internal combustion engine is calculated based on the first one or two parametersP1. Thereafter, the calculated operating point is used to control the gear positions of the gearbox andthereby regulating the concentration / fraction in the exhaust stream. In general, adesired / optimal working point is selected from a number of possible working points and then controlleddriveline, e.g. by controlling the gearbox in this case, so that the engine gets close to itoptimal working point. By desired / optimal working point is meant a working point that is itbest among all possible work points for the purpose the system wants to achieve. In this case, it isbest working point the working point that allows the concentration / fraction in the exhaust streamcomes as close to its corresponding reference concentration / fraction as possible. In other cases canit e.g. refer to a working point that leads to the lowest consumption of e.g. fuel or urea withconsideration of statutory emission requirements and drivability, etc.
Usually a gearbox is steered towards an engine speed and thus a working point for the besttotal efficiency must be reached in the driveline, but also driveability aspects are usually taken into account.
For example, the engine speed can be set higher than optimal for a torque reserve to existto be available if the driver e.g. gases on before an uphill slope. According to the above embodiment is usedthe concentration / fraction in the exhaust stream as a parameter when calculating the gear positionand engine speed and in this way emission targets are also weighed into the selected gear position. Thus, canemission targets are achieved without the need for more fuel-intensive measures. Alternatively is101520253018it is not necessary to equip the vehicle with additional parts / components to, for examplemaintain a certain conversion rate in or certain emissions in the flow out ofthe catalyst.
Normally, the gear position is selected so that a desired drive power requirement can be delivered, ie. tofollow the driver's request as far as possible. But in some cases, the control system could dodeviate from this principle and instead let the drive effect be deliberately lower than whatthe driver / vehicle requests. This means that the system leaves the gearbox at a higher levelgear and thus deliberately leave the engine at a lower engine speed than requiredto deliver the drive power required.
Not all concentrations / fractions of different substances behave in the same way during a load increaseor a 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 shouldtherefore it is noted that the same driving case as in one case results in a downshift, in another case canresult in no action, or result in an upshift depending on which substance whoseconcentration / fraction must be regulated.
The calculation of the gear position can further be based on additional parameters related to:0 an efficiency for the driveline, which must be weighed in to get such a fuel efficientdriving the vehicle as possible,101520253019A required driving power requirement, which is usually used for the vehicle to be drivable,i.e. have characteristics so that it can be performed in a comfortable way and in a way therethe vehicle performs as far as possible what the driver wants, e.g. maintains a certain speed,delivers the torque requested by the driver with the accelerator pedal, etc.,0 speed limits of the engine and driveline so as not to end up higher or lower inengine speed than the driveline is dimensioned for,0 engine torque / power curve as a ﬁ function of the speed to be able to determine howa lot of torque that is available after a shift,0 vehicle and road characteristics, such as vehicle weight, rolling resistance, air resistance androad slope is used to calculate how much drive power is needed,0 an efficiency for an exhaust gas treatment system (also calledafter-treatment system) set up in the exhaust system to obtain such a high conversion rate incatalysts and thus as low emissions as possible,0 exhaust emissions for the internal combustion engine before being purified by oneexhaust gas treatment system,0 and torque response, i.e. how quickly a requested increased drive wheel torque has an impactthe actual drive wheel torque of the vehicle. This aspect is relevant in the calculation ofthe working point as the driver's control of the accelerator pedal must also be taken into account. Otherwisethere is a risk that the driver experiences it as if the vehicle does not respond to hissteering pedal control, and0 other drivability aspects such as sound, vibration and vibration of the vehicle so thatthe vehicle can be driven in a comfortable way.Parameters related to external load are also very useful in the calculation andthe control of the working point. An example of an extreme load is a system arranged for conversion ofexhaust heat to energy (WHR); auxiliary units such as water pump, ﬂ shaft or compressor;generator; hybrid generator or equivalent energy recovery system; retarder, exhaust fumesor other auxiliary brake. The power requirements of the external load can be controllable, which is why the freedomincreases when selecting a work point for the engine, which in turn means that even work points thatis outside the vehicle's propulsion requirements can be used to regulate the concentration inthe exhaust system, In some cases the extreme load is of the type "on" or "off", ie. that it either101520253020is activated or not activated, and in these cases the control and calculation are limited bythe working point to determine whether the external load should be activated or not.
Furthermore, if no exhaust brake is installed in the exhaust system or if the exhaust brake isarranged to regulate the exhaust flow downstream of the same, the external load appliesshall be increased if a total concentration of CExTot in the exhaust stream is to be reduced; and ifthe total concentration C ExTÛt shall be increased and the external load shall be reduced. However, if oneexhaust brake is installed in the exhaust system and is arranged to regulate an exhaust flow upstreamthe same applies instead that the external load shall be increased by the total concentration C EXTOÉ in onearea upstream of the exhaust brake shall be increased in the event that a ratio of pressure above the temperaturewill increase. On the contrary, the external load should be reduced if the total concentration C ExTOt ithe area shall be reduced in the event that the quotient of the pressure over temperature will decrease.
The dependence of the total concentration on the extreme load is given by the general gas law. With increased loadincreases the temperature of the exhaust gases normally and thus the total concentration falls given thatthe pressure is kept constant.
When it comes to choosing a work point from among a multitude of candidate work points, the quantity shouldCandidate work points according to an embodiment consist of work points that can be achieved withtaking into account the speed of the vehicle and the gear positions available in the gearbox.
Furthermore, it was mentioned above that the motor torque can be varied with the aid of the external load butthat the available engine speeds are still limited to those that can be achievedbased on the speed of the vehicle and the gear positions of the gearbox. Vehicle speedcan be either the current speed, the desired speed or a calculation of how the speedwill behave in the future.
To further increase the degree of freedom in the choice of working point, the vehicle's speed can also be selectedbased on a working point calculated as above. This embodiment is particularly suitable in thosecases where the vehicle has a cruise control system installed and activated. A speed offset value canthen used to regulate a cruise control reference value, which is a value specified by the driverand indicates the speed at which the vehicle should keep up with the cruise control. It meansthe speed offset value is added to or subtracted from the cruise control reference value. In this case101520253021increases the chances of reaching the optimal working point as the number of possible working pointsincreased with respect to the engine speed as it is linearly dependent on the speed of the vehicle.
Furthermore, the following principles for gearbox control apply to the engine reaching onedesired temperature: downshift to a lower gear position and thus higher engine speed andlower torque (and thus higher ﬂ fate and colder exhaust gases and higher total concentration) ifa value of the one or ﬂ first parameters P1 passes a first threshold value; andgearing up to a higher gear position and thus lower engine speed and higher torque (andthus lower ﬂ fate and warmer exhaust gases and lower total concentration) if a value for the oneor ﬂ your first parameters P1 pass a second threshold value. The first and secondthe threshold values may assume, or be dependent on, some value within or near themconcentration / tions reaction intervals previously discussed. Preferredconcentrations / fractions in the exhaust pipe after a final exhaust gas treatment step (step immediatelyafter before the exhaust gases leave the exhaust pipe, ie. the step after which the exhaust emissions mustmeet the legal requirements) are those with minimal weighted fuel and urea consumptionmeets statutory emission requirements. Preferred values for NO2 / 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 of the upstream particulate filter (DPF) is strongdepending on temperature and NOX / PM ratio.
It has further been realized by the inventors that the one or more of the first parameters P1 are suitableto be used for the control of other functions of the vehicle for the control ofthe concentration / fraction of constituents in the exhaust system. These ﬁ functions must have adirect or indirect effect on the concentration / fraction in the exhaust system. Thus, canthe regulation of the concentration / fraction is more efficient and faster. Appropriate featuresare related to the conversion of exhaust heat into energy; external 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 ﬂ your firstparameters P1 can be used to control such a function or a combination of two orﬂ your such functions.101520253022The first parameter (s) P1 can be used to control a system designed forconversion of exhaust fumes into energy (Waste Heat Recovery, WHR). The regulation ofthe temperature with the system for converting the exhaust shield to 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 Integra1Derivative, PID; Model Predictive Control, MPC).
Furthermore, the one or for first parameters P1 can be used to control at least oneextreme heater for the exhaust system. The task of the external heater is to raisethe concentration / fraction of the exhaust gas or of any part / component of the exhaust system.
Preferably, the external heater is one of: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 temperature increase is maximized. But the externalthe heater can instead be controlled so that the temperature increase speed is prioritized. The control of itThe 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 intointernal combustion engine for regulating the concentration / fraction in the exhaust system. This cantake place by controlling the number of mail injections, the time (CAD, ie crank angle degree) forthe post injections, the pressure on 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. As a setpoint forthis control can be a temperature that is downstream of the motor as well as a component ofexhaust systems, e.g. a diesel oxidation catalyst (DOC) or as a concentration101520253023/ fractional difference across the component to be used. In one embodiment, the regulation compensatesfor the 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 ﬂ your first parameters P1 are used for control of 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 stream CEx / X Ex isthe characteristics of the exhaust gas ﬂ the fate of the exhaust stream. For this reason, they can also one orfor your first parameters P1 are further used to control the exhaust ﬂ 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. Fig. 3 schematically shows 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 Fig. 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 to then cool 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 suckedthen 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 move 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 filter101520253024and / or an SCR catalyst as previously mentioned. If the motor 101 is not heavily loadedthe exhaust gases will have a lower temperature than desired and thus cool down the catalyst. Oneway to limit the amount of cooling exhaust gases is the use of a damper arranged in oneintake pipe for air to the motor. Thus, the amount of air into the engine can be limited as in itsThis in turn leads to the exhaust gases from the engine also being limited, which results in a given loadwarmer exhaust gases with a usually higher fraction of combustion products. This damper is calledusually throttle, as mentioned above. Regarding the amount of lu ﬁ as the engineconsumer, this is largely determined by the speed of the motor, which in this case means: juhigher engine speed the higher the air luft fate required for the engine.
According to the present invention, the first parameter (s) P1 may be used tocontrol gas ﬂ exhaust gas recirculation (EGR) system and / or intake systemregulation of a lu ﬂ in ﬂ fate 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.
Furthermore, Pig shows. 5 is a flow chart of an exemplary embodiment of the method according to FIGthe invention: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.
B. 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 calculations of the first parameter P1 with related control strategies and from the outsidethese choose which regulatory action (s) need to be taken.101520253025C. If a regulating action is to be taken, the operating point of the engine is calculated at C.which in the best way (eg fastest or most fuel efficient) leads to a desired oneconcentration / fraction. In the calculation at C, other parameters can also be taken into account, such asfor example drive power demand value, torque / power data for external load, etc.
D. The working point calculated at C is translated at D to a gear position among the discrete onesalternating steps available. At D, the desired gear position is also weighed together withdesired gear positions with respect to other aspects, such as, for exampledriveability aspects and overall efficiency of the driveline.
E. At E, the external load is controlled to the desired position corresponding to the desired operating pointcalculated at C (desired torque).
F. At F, the gearbox is controlled so that a desired gear position is engaged, which is done bythe control system controls the automated gearbox to the desired gear position or that itThe desired gear position is presented / indicated to the driver so that he operates itmanual gearbox to the desired gear position.
G. If the adjustment of the working point (gear position and external load) is not sufficient to reachdesired concentration / fraction, it is decided at G whether an external heater is to be activated.
However, the external heater could have been activated already at B.
H. At H, the external heater is controlled according to the decision at G.
I. If the adjustment of the working point is not sufficient to achieve the desiredconcentration / fraction in the exhaust system, it is decided at I whether the exhaust fate is neededcontrolled by e.g. using an EGR and / or a throttle.
J. At J, the exhaust av fate is controlled after the decision at I.
The present invention can be further implemented in a control system comprising, for examplea control unit arranged to control all or part 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 can also include, or be connected to onecalculation unit arranged for calculation / simulation of predicted parameter values.101520253026Usually, 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 inventionrecovery. 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 / orthe 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 unit 12 1.
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 computing 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 system10152027and / 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)any other suitable wirelessTransport), or bus configuration orcommunication connection.
More specifically, a (control) system according to the present invention comprises: a control unitarranged to control an automated gearbox or a manual gearbox, and thus aoperating point of an internal combustion engine, based on one or första your first parameters P1 forregulation of a concentration / fraction C Ex / X Ex of one or ﬂ your constituent substances in aexhaust gas, 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 stream and a reference concentration / fraction CRef / XRef. As will be appreciated by those skilled in the artthis system can be implemented in a control system described above. Furthermore, the presentthe invention further comprises a motor vehicle 100, such as a 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 encompassing all embodiments within themattached scope of independent requirements.

权利要求:
Claims (29)
[1]
A method of controlling a concentration / fraction of one or more of the constituents of an exhaust gas stream of a motor vehicle by controlling its driveline, the motor vehicle comprising: a driveline comprising an internal combustion engine connectable to an automated gearbox or a manual gearbox via a coupling device, said automated gearbox or said manual gearbox having a number of discrete gear positions, and an exhaust system arranged to divert an exhaust stream from said internal combustion engine; said method comprising the step of: - controlling said automated gearbox or said manual gearbox, and thus an operating point of said internal combustion engine, based on said one or ﬂ your first parameters P1 for controlling a concentration / fraction C Ex / X Ex of one or ﬂ era constituents in said exhaust gas stream, wherein at least one of said one or for 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 CRef / XRef.
[2]
A method according to claim 1, wherein at least one of said one or ﬂ 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 gas stream upstream of an area in said exhaust gas stream at which a concentration / fraction is desired to be obtained.
[4]
Method according to any one of the preceding claims, wherein at least one of said one or ﬂ 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 second concentration fraction difference. 10 15 20 25 30 29
[5]
A method according to any one of the preceding claims, wherein at least one of said one or första your first parameters P1 is calculated over the forward road sections of said motor vehicle 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 maximum power, mine power, minimum torque, exhaust gas recirculation content, maximum torque, exhaust fate, lambda values, and injection parameters.
[7]
A method according to any one of claims 2-6, wherein said first concentration / fraction Cl / 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 C1 / 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 control comprises: - calculating at least one operating point of said internal combustion engine based on said one or ﬂ your first parameters P1; and - controlling the gear positions of said automated gearbox or said manual gearbox based on said operating point.
[10]
The method of claim 9, wherein said operating point is an operating point that can be achieved with respect to a speed of said motor vehicle and gear positions available in said automated gearbox or said manual gearbox. 10 15 20 25 30 30
[11]
The method of claim 9, wherein said speed is any of: a current speed, a desired speed or a calculated speed.
[12]
A method according to any one of claims 9-11, wherein the calculation of said operating point is further based on one or more additional parameters related to at least one selected from the group comprising: a requested drive power requirement, an efficiency of said driveline, an efficiency of an exhaust gas treatment system set up in said exhaust system, exhaust emissions for said internal combustion engine, a torque response, and driveability aspects.
[13]
A method according to any one of claims 9-12, wherein the calculation of said operating point is further based on one or more additional parameters related to at least one extreme load selected from the group comprising: a system arranged for converting the exhaust shield to energy (WHR); auxiliary units such as water pump, ﬂ shaft or compressor; generator; hybrid generator or equivalent energy recovery system; retarder, exhaust brake or other auxiliary brake.
[14]
A method according to claim 13, wherein if no exhaust brake is provided in said exhaust system or an exhaust brake is arranged to regulate an exhaust flow downstream thereof, said extreme load: - increased if a total concentration C EXTOÉ in said exhaust system is to be reduced, and - reduced if total concentration C ExTot in said exhaust system shall be increased.
[15]
A method according to claim 14, wherein if an exhaust brake is arranged in said exhaust system and is arranged to regulate an exhaust flow upstream thereof, said extreme load: - increased if a total concentration C ExTot in an area upstream of said exhaust brake is to be increased, and - decreased if said total concentration C ExTÛt in said area upstream of said exhaust brake shall be reduced.
[16]
A method according to any one of claims 9-15, wherein the method further comprises the step of: - controlling a speed for said motor vehicle based on said operating point. 10 15 20 25 30 31
[17]
The method of claim 16, wherein the controlling of said speed is accomplished by using at least one speed offset value added to or subtracted from a cruise control reference value.
[18]
A method according to any one of the preceding claims, wherein the control of said automated gearbox or said manual gearbox comprises: - downshifting to a lower gear position, and thereby an increase of an engine speed and a decrease of a load of said internal combustion engine, if a value for said one or ﬂ your first parameters P1 pass a first threshold value; and - shifting to a higher gear position, and thereafter a lowering of an engine speed and an increase of a load of said internal combustion engine, if a value of said one or första your first parameters P1 exceeds a second threshold value.
[19]
A method according to any one of the preceding claims, wherein the method further comprises: - controlling at least one extreme heater based on said one or första your first parameters P1 for lowering or raising the approximate concentration / fraction C Ex / X Ex in said exhaust system.
[20]
The method of claim 19, wherein said external heater is any selected from the group consisting of: a burner disposed in said exhaust system or cylinders of said internal combustion engine; a system arranged for injecting hydrocarbons for oxidation or combustion on a catalyst placed in said exhaust system; an electric heater arranged in said exhaust system after the cylinders of said internal combustion engine; and another extreme heater set up in or in close proximity to said exhaust system.
[21]
A method according to any one of the preceding claims, wherein the method further comprises: - controlling a fuel injection system arranged for injecting fuel into said internal combustion engine based on said one or ﬂ your first parameters P1 for controlling said concentration / fraction C Ex / X Ex of a or ﬂ your constituents in the said exhaust system. 10 15 20 25 30 32
[22]
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 system based on said one or första your first parameters P1 for controlling said concentration / fraction C Ex / X Ex of one or ﬂ your constituent substances in the said exhaust system.
[23]
A method according to any one of the preceding claims, wherein the method further comprises: - controlling an exhaust gas ﬂ fate of said exhaust gas stream, or one of said exhaust ﬂ fate dependent parameters such as mass transition number, based on said one or ﬂ your first parameters P1 for controlling said concentration / fraction C Ex / X Ex of one or ﬂ your constituent substances in the said exhaust system.
[24]
A method according to any one of the preceding claims, wherein the method further comprises: - controlling a gas ﬂ exhaust gas recirculation (EGR) system arranged for 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 system; and / or - controlling an intake system arranged to control an air intake to said internal combustion engine based on said one or ﬂ first parameters P1 for controlling said concentration / fraction C Ex / X Ex of one or more constituents in said exhaust system.
[25]
The method of claim 24, wherein the control of said gas ﬂ exhaust system for exhaust gas recirculation (EGR) and / or the control of said intake system is further based on an additional parameter related to emissions produced by said internal combustion engine.
[26]
A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of the preceding claims.
[27]
A computer program product comprising a computer readable medium and a computer program according to claim 26, wherein said computer program is included in said computer readable medium. 10 15 33
[28]
A system arranged for controlling one or more of the functions of a motor vehicle, the motor vehicle comprising: a driveline comprising an internal combustion engine connectable to an automated gearbox or a manual gearbox via a coupling device, said automated gearbox or said manual gearbox having a number of discrete gears. , and an exhaust system arranged to divert an exhaust stream from said internal combustion engine; said system being characterized by comprising a control unit arranged to control said automated gearbox or said manual gearbox, and thus an operating point of said internal combustion engine, based on said one or ﬂ your first parameters P1 for controlling a concentration / fraction C Ex / X Ex of one or ﬂ your constituents in 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 gas stream and a reference concentration / fraction CRef / XRef.
[29]
A motor vehicle comprising at least one system according to claim 28.

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SE537308C2|2015-04-07|Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle

SE1150763A1|2012-03-01|Procedure and systems for exhaust gas purification

SE1351153A1|2014-04-03|Control of a temperature in an exhaust system

EP2923050B1|2017-12-13|Regulation of a temperature in an exhaust aftertreatment system

SE1351159A1|2014-04-03|Regulation of a concentration / fraction of constituents in an exhaust stream

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EP2903873A1|2015-08-12|Regulation of concentration/fraction of substances in an exhaust stream

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同族专利:

公开号 | 公开日

BR112015007379A2|2017-07-04|

KR101713925B1|2017-03-08|

US10352256B2|2019-07-16|

KR20150068419A|2015-06-19|

WO2014055021A1|2014-04-10|

SE539091C2|2017-04-04|

US20150300277A1|2015-10-22|

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法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1251105|2012-10-02|

SE1351158A|SE539091C2|2012-10-02|2013-10-02|Regulation of a concentration / fraction of constituents in an exhaust stream|BR112015007379A| BR112015007379A2|2012-10-02|2013-10-02|concentration / fraction regulation of substances in an exhaust stream|

KR1020157011611A| KR101713925B1|2012-10-02|2013-10-02|Regulation of concentration/fraction of substances in an exhaust stream|

SE1351158A| SE539091C2|2012-10-02|2013-10-02|Regulation of a concentration / fraction of constituents in an exhaust stream|

PCT/SE2013/051148| WO2014055021A1|2012-10-02|2013-10-02|Regulation of concentration/fraction of substances in an exhaust stream|

US14/433,067| US10352256B2|2012-10-02|2013-10-02|Regulation of concentration/fraction of substances in an exhaust stream|

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