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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 in a motor vehicle by controlling its driveline, which motor vehicle comprises: a driveline comprising an internal combustion engine coupled to a continuously variable gearbox (CVT / IVT) via a coupling device, and an exhaust system arranged to divert an exhaust stream from said internal combustion engine, said method comprising the step of: - controlling said continuously variable gearbox (CVT / IVT), and thus an operating point of said internal combustion engine, based on said first parameters P1. regulating 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 fast concentration / fraction C1 / X1 in said exhaust stream and a reference concentration / fractionC Re f / X Re f. Further refers to the invention comprises a computer program, a computer program product, a system and a motor vehicle comprising such a system. (Fig. 1)
    公开号:SE1351159A1
    申请号:SE1351159
    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 overtemperature particle filter (DPF), 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 inger 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 fl of your constituents in an exhaust gas stream in onemotor vehicle by controlling its driveline, which motor vehicle comprises: a drivelinecomprising an internal combustion engine connectable to a continuously variable gearbox(CVT / IVT) via a coupling device, and an exhaust system arranged to divert aexhaust gas from said internal combustion engine; said method comprising the step of:control of said continuously variable gearbox (CVT / IVT), and thus aoperating point of said internal combustion engine, based on said one or fl your firstparameters P1 for control of a concentration / fraction CEx / XEX of one or fl are includedsubstances in said exhaust stream, wherein at least one of said one or fl is your first parametersP1 is a first concentration / fraction difference between said first concentration / fractionCl / X1 in said exhaust gas stream and a reference concentration / fraction C Re f / X Re f.
    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 continuousvariable gearbox (CVT / IVT) via a coupling device, and an exhaust system arranged for1015202530dissipating an exhaust stream from said internal combustion engine; wherein said systemcomprises a control unit arranged to control said continuously variable gearbox(CVT / IVT), and thus a working point of said internal combustion engine, based on saidone or fl your first parameters P1 for regulating a concentration / fraction C Ex / X Ex of oneor fl your constituents in 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.
    The above-mentioned systems are 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 regulatingthe concentration / fraction has not been possible or not sufficient with solutions according toknown technology.
    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 filters 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.
    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 drivelineby means of one or första your first parameters P1 according to the invention can measures which entail large1015202530fuel 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 gurusThe 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. The vehicle 100 schematically shown in Fig. 2 comprises 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 f1g. 1 can1015202530the exhaust system include an after-treatment 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 an e-treatment system, and in addition the exhaust system caninclude 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 control units, also commonly referred to as ECUs(Electronic Control Unit, ECU). The control unit or ECU is arranged to control the gearbox103, 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.1015202530A 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 parameters as describedin more detail in the following description. The steering of such a gearbox is usuallyintegrated with the control of the combustion engine speed and torque, ie. itsworking point. A common method is to let the control of the continuously variable gearboxbe based on a current drive power requirement, e.g. calculated on the basis of an accelerator pedal position and aspeed of the vehicle, and which operating point provides the best efficiency forachieve said driving power requirements. The gear ratio of the continuously variable gearbox becomesthus a result of which engine speed leads to the optimal working point forcurrent power requirements. Often aspects other than the efficiency are also considered in the choice ofoperating point of the engine. These can e.g. be driveability-related aspects, such asmoment response times, i.e. how long it would take to reach a higher drive wheel torque,alternatively how much higher torque 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 engine is possibleexamples are provided by placing the gearbox 103 in a neutral position, or byopen 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 a continuous onevariable gearbox (CVT / IVT) of the type described above. Furthermore, it is assumed that the motor vehicle101520253010comprises an internal combustion engine 101 and an exhaust system coupled to the internal combustion engine fordissipation of an exhaust gas stream from an internal 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: controlling a continuous variablegearbox (CVT / IVT), and thus an operating point of an internal combustion engine, based on aor fl are the first parameters P1 for regulating a concentration / fraction CEx / XEX of one orfl are constituents in said exhaust gas stream, wherein at least one of said one or. isfirst parameters P1 is a first concentration / fraction difference between said firstconcentration / fraction C1 / X1 in said exhaust gas stream and a reference concentration / fractionC R e f / X R e f. The reference concentration / fraction C R e f / X R e f is a desired concentration/ fraction in the exhaust stream.
    The one or for 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.
    Using one or första your first parameters P1 for controlling oneconcentration / fraction of one or more of the constituents of an exhaust gas stream 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 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 energy1015202530ll(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 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 / fractionC1 / 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 the temperature and the 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, so 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.101520253012Other 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., anddifference in concentration / fi reaction 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 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 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 / traction changewhich is advantageous for long-term control of the concentration / fraction in the exhaust systemThe above-mentioned current concentrations / actions 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 virtual101520253013sensors, ie, (current) sensor values calculated from other real sensor signals withthe use of one or more of your sensor models.
    The advantage of using currentconcentrations / 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. Below that, 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: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 particulate filter, catalyst, muffler, sensor, etc .;firsta first calculated concentration / fraction difference between itthe concentration / fraction C1 / X1 and a second reference concentration / fractionthe exhaust gas flow. The second reference concentration / actionCRefZ / XRefZ iC 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;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 concentration / fraction difference between the second predictedthe concentration / fraction difference and a reference concentration / fractionC Re f / X Re f in the exhaust system; and1015202530140 a 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 oneconcentration / fraction change while using the time integral insteadmeans that the control system takes into account long-term trends inbeneficial in the long run/ fraction change which is control ofthe concentration / fraction in the exhaust stream.
    By using one or more first calculated 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 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 more calculated first parameters P1, a control strategy can be used to control itcontinuously variable gearbox is selected from a number of different possible control strategies. Throughto calculate / simulate how the one or fl your first parameter P1 will vary overfront road sections for the vehicle according to one or fl your different steering strategies can itcontrol strategy is chosen that meets certain requirements, e.g. that the concentration / fraction of a certain substancestays within a predefined limit value and at the same time is optimal from another aspect,such as, for example, fuel and / or urea consumption. It is therefore understood from the above thatthe one or fl your first parameters P1 can also be calculated based on one or fl your differentfuture control strategies for the gearbox. This embodiment thus refers to a feedbackprocedure where one or fl era first parameters P1 are used to calculate one or fl eracontrol strategies based on one or fl your possible work points, ie. work points that arepossible to use with regard to other requirements such as e.g. driveability or fuel consumption.101520253015The aforementioned one or styr your control strategies are then used to calculate the new one or första your firstparameters P1 or to update the existing parameters. Furthermore, it should be noted thateven if only one control strategy is calculated, information can be derived from this single control strategyused by the control system to determine if it makes sense to use or if it is better tolet the vehicle be driven with a current working point for steering the gearbox.
    The inventors have also realized that the one or two calculated first parameters P1 cancalculated over a road section in front of the vehicle, for example by simulation abovethe road section in front. According to this embodiment, the calculated firstparameters P1 are determined based on one or fl your vehicle-specific and / or road-specificdata for the vehicle. These may preferably be selected from the group consisting of: slopein front of the vehicle; curve radii for front sections of road, speed limits forfront road sections; motor vehicle weight; rolling resistance of the motor vehicle; air resistancefor the motor vehicle; motor-specific data such as maximum power, mine power, maximum torque, minimum torque,exhaust gas fl fate, exhaust gas recirculation content and lambda values (ie air / fuel mixture); andinstallation-specific data such as possible accumulation of substances and / or release of substancesand / or conversion of substances in the exhaust system and a surface in the exhaust system in contact withthe exhaust gas flow. Furthermore, driver interactive data related to the driver's driving style can be usedwhen calculating the one or fl your first parameters P1 so that the future behavior of the vehicletaken into account in the calculation. Examples of driver interactive data 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 funktioner your 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 en101520253016concentration / fraction in the exhaust stream on / closest to 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 systemIn 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 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 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 working point of the internal combustion engine is calculated based on one or two of the first parametersP1. Then the calculated operating point is used to control a gear ratio of the gearboxthereby 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 reaches or comes closethe optimal working point. By desired / optimal working point is meant a working point that isthe best of all possible work points for the purpose the system wants to achieve. In this case, it is101520253017best working point the working point that allows the concentration / fraction in the exhaust streamcomes as close to its corresponding reference value as possible. In other cases, it may e.g. refer to oneworking point that leads to the lowest consumption of e.g. fuel or urea with regard tostatutory emission requirements and driveability, etc.
    Usually a gearbox is controlled with a working point in order to achieve the best overall efficiencydriveline, but also driveability aspects are usually considered. For example, the engine speed can be sethigher than optimal for a torque reserve to be available if the driver e.g. gases on beforean uphill slope. According to the above embodiment, the concentration / fraction is used inthe exhaust system as a parameter in the calculation of an operating point of the engine and thusEmission targets are also taken into account in the choice of working point for the engine. Thus, emission targets canachieved without the need for more fuel-intensive measures. It is not alternativenecessary to equip the vehicle with additional parts / components to, for examplemaintain a certain conversion rate in or certain emissions in the flow out ofcatalyst.
    The following principles for controlling the continuously variable gearbox are applicable tothe engine must reach a desired calculated operating point: if the gear ratio is increased, the engine speed is increasedand thus the engine load is reduced, which leads to a total concentration of CTOÉ in the exhaust streamincreased and that exhaust fl fate increases; on the other hand, if the gear ratio is reduced, the engine speed andthus increasing the engine load and exhaust fl fate decreases leading to total concentration C Tot ithe exhaust flow is reduced. Not all concentrations / fractions of different substances behavethe same way for a load increase or a load reduction. With knowledge of the basicscombustion relationship, emission chemistry, exhaust gas treatment system, and engine control strategy withwith regard to e.g. air / fuel ratio, boost pressure, EGR content, injection time (s), anddosing of substances in the exhaust system, those skilled in the art realize how the engine load and engine speed should bevaried to achieve a change in a given concentration or fraction. As forthe change in the concentration / fraction of catalysts in the exhaust system then deterioratestheir efficiency 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 more virtual sensors arranged to calculate a quantity such as one101520253018concentration or fraction of substances. Using sensor value from said sensorsthe engine load and engine speed can be controlled for control of concentration / fraction.
    The calculation of the working point can further be based on additional parameters. Such aadditional parameter is related to a requested drive power demand value, which usuallyis used for the vehicle to be drivable, ie. have properties so that it can be performed on oneconveniently and in a way where the vehicle as far as possible performs what the driver wants, e.g.maintains a certain speed, delivers the torque requested by the driver with the accelerator pedal, etc. Thisrequested drive power demand value can also be taken into account with an offset value Voffset, whichmeans that the offset value is added to or subtracted from the drive power requirement value atthe calculation of the working point. With this embodiment, the freedom of choosing increasesworking point and thus also increases the possibilities of reaching a desired concentration / fraction inthe exhaust system because the steering system allows the steering to deviate from the vehicle's currentdrive power requirements, ie. the steering system can deliberately allow the vehicle to accelerate or deceleratein favor of a desired concentration / fraction in the exhaust system. Because, however, there is a dangerin letting the vehicle accelerate if the offset value is added to the drive power requirement value, it ispreferably about the offset value Voffset is subtracted from the drive power requirement value, which means thatthe vehicle is decelerated or at least not accelerated because if a driver requests a driving effectwhich corresponds to an acceleration, a reduction in the driving power with the Voffset can lead to areduced acceleration and not necessarily to a deceleration of the vehicle.
    Other additional parameters that can be used in the calculation of the working point areparameters related to:0 an efficiency for the driveline which must be weighed in to get such a fuel efficientdriving the vehicle as possible,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 speed limits of the engine and driveline so as not to end up higher or lower inengine speed than the driveline is dimensioned for,1015202530190 engine torque / power curve as a function of speed to determine howa lot of elements that are available,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 hiscontrol of the accelerator pedal; 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 extreme loads 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 gas shielding for energy (WHR); auxiliary units such as water pump, fl shaft or compressor;generator; hybrid generator or equivalent energy recovery system; retarder, exhaust brakeor other additional brother. The power requirement of the external load can be controllable for the freedomincreases when selecting a working point for the motom, which in turn means that even working points such asis 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 eitheris activated or not activated, and in these cases the control and calculation are limited bythe working point to determine whether the extreme 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 thereof, the extreme load appliesshall be increased if a total concentration C ExTÛt in exhaust systems is to be reduced; and ifthe total concentration C ExTOt shall be increased and the extreme load shall be reduced. However, if oneexhaust brake is set up in the exhaust system and is arranged to regulate an exhaust flow upstreamthe same applies instead that the extreme load must be increased if the total concentration CExTot in onearea upstream of the exhaust brake shall be increased in the event that a quotient for the pressure exceeds the temperaturewill increase. On the contrary, the extreme load should be reduced if the total concentration C ExTot ithe area shall be reduced in the event that the ratio of the pressure above the temperature will decrease.
    The dependence of the total concentration on the extreme load is given by the general gas law. With increased load101520253020increases the temperature of the exhaust gases normally and thereafter the total concentration falls given thatthe pressure is kept constant.
    It has further been realized by the inventors that the one or more first parameters P1 are suitableto be used for the control of other functions of the vehicle for the control ofthe concentration / fraction. These functions must have a direct or indirect effect onthe concentration / fraction. Thus, the concentration / fraction can be regulatedmore efficient and faster. Appropriate fi actions are related to extreme warming ofthe exhaust system; injection of fuel into the engine; injection of fuel, urea or othersuitable liquid for the exhaust system; and regulation of exhaust fate. It should be understood that they are one orförsta your first parameters P1 can be used to control such an eller function or combinationof two or fl your such fi actions.
    According to one embodiment, the one or första first parameters P1 can be used to controlat least one extreme heater for the exhaust system. The external heater has the task ofincrease or decrease the concentration / fraction of constituents of the exhaust gas or in the exhaust gasany part / component in 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 arranged for post-injection of hydrocarbons for oxidation or combustion on acatalyst placed in the exhaust system;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 a maximum concentration reduction is obtained inrelation to input or total energy. But the external heater can instead be controlled so thatthe rate of change of the concentration / fraction is prioritized. The control of the externalthe heater can be designed as a PID or MPC controller.
    As mentioned above, the one or första your first parameters P1 can also be used forcontrol of a fuel injection system arranged to inject fuel intointernal 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.101520253021The 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 an execution form, 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 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 fl of the constituents in the exhaust gas stream.
    Another factor that affects the concentration / fraction in the exhaust system 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 gas can be done by controlling a gas exhaust system for exhaust gas recirculation(Exhaust Gas Recirculation, EGR) and / or by controlling an intake system forthe engine. Fig. 3 schematically shows a general gas fate in an engine system, the engine systemin this example includes a diesel engine with a turbo and a number of tubes connected to the engine.
    Air is sucked in from the left in Fig. 3 by means of an intake system for the engine. The air that is suckedin passes through an intake manifold and is compressed in a turbocharger to thenis cooled in a charge air cooler before passing a throttle which in some cases regulatesthe amount of air into the diesel engine. After the throttle, the air is mixed with recycled exhaust gasesby means of a gas d exhaust system for exhaust gas recirculation (EGR) and this mixture is then sucked intothe engine cylinders to be mixed with diesel before combustion takes place in the engine.
    The exhaust gases from the combustion process then pass through a turbo turbine which acceleratesthe turbocharger. 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 to the combustion process. When the EGR gases are cooledthe use of EGR will fl transfer thermal energy from the exhaust gases to the engine cooling system.101520253022Before 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 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 engine. 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 air 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 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.
    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, a regulatory measure forconcentration / fraction of constituents in the exhaust stream needs to be taken. This canfor example by comparing the first parameter P1 with a threshold value,101520253023or by comparing fl your calculations of the first parameter P1 with relatedcontrol strategies and based on these choose which regulatory action (s) are neededtaken.
    C. If a regulating measure is to be applied, the working point of the motor is calculated at C.which in the best way (eg fastest or most fuel efficient) leads to a desired oneconcentration / fraction in the exhaust stream.
    D. The working point calculated at C is weighed together with other working points at D, which havecalculated with respect to other aspects, such as driveability. This canfor example mean that the resulting engine speed becomes an average of fl your inputswork points. At D it is also decided how the working point is to be reached, ie. how external load,engine and gearbox must be controlled.
    E. At E, the external load is controlled to the desired position (desired torque).
    F. At F, the gearbox and motor are controlled so that the desired operating point (speed / torque) is reached.
    G. If the adjustment of the working point is not sufficient to achieve the desiredconcentration / fraction, it is decided at G whether an external heater is to be activated. Thoughthe extreme heater could have been activated at B.
    H. At H, the external heater is controlled according to the decision at G.1. If the adjustment of the working point is not sufficient to reach 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 functions such asextreme load, extreme 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.
    Usually, control systems in modem vehicles consist of a communication bus system consisting ofone or fl your communication buses for interconnecting a number of electronic control units101520253024(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 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 l1l 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 input signal receiving devicescan 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 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 constituted101525of 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 wirelesscommunication connection.
    More specifically, a system according to the present invention comprises a control unit arranged tocontrol a continuously variable gearbox (CVT / IVT), and thus a working point of ainternal combustion engine, based on one or fl your first parameters P1 for regulating aconcentration / fraction C Ex / X Ex of one or fl your constituents in an exhaust gas stream, wherebyat least one of said one or första your first parameters P1 is a first concentration/ fraction difference between said first concentration / fraction C1 / X1 in said exhaust gas streamand a reference concentration / fraction CRef / XRef. Furthermore, the present invention relates tofurther comprising a motor vehicle 100, such as a bus, truck or similar motor vehicleat 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 themattached sj independent scope of protection requirements.
    权利要求:
    Claims (27)
    [1]
    A method of controlling a concentration / fraction of one or more constituents of an exhaust stream in a motor vehicle by controlling its driveline, which motor vehicle comprises: a driveline comprising an internal combustion engine connectable to a continuously variable gearbox (CVT / IVT) via a coupling device, and an exhaust system arranged to divert an exhaust stream from said internal combustion engine; said method comprising the step of: - controlling said continuously variable gearbox (CVT / IVT), and thus a point of action of said internal combustion engine, based on said one or more first parameters P1 for controlling a concentration / fraction C Ex / X Ex of a 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 C Re f / X Re f.
    [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 Cl / X1 and / or a second concentration / fraction difference between said first concentration / fraction Cl / X1 and a second concentration / fraction CZ / X 2 in said exhaust gas stream.
    [3]
    The method of 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 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 other concentration / fraction difference.
    [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 said motor vehicle front section 10 15 20 25 30 27 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, maximum torque, minimum torque, exhaust fate, exhaust gas recirculation content, 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 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 a gear ratio of said continuously variable gearbox (CVT / IVT) based on said operating point.
    [10]
    The method of claim 9, wherein the calculation of said operating point is further based on an additional parameter related to a requested drive power demand value or to a requested drive power demand value taking into account an offset value Voffset. 10 15 20 25 30 28
    [11]
    The method of claim 10, wherein said offset value Voffset is subtracted from said requested drive power demand value.
    [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: an efficiency of said driveline, an efficiency of an exhaust gas treatment system arranged 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 external 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 external 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 13, wherein if an exhaust brake is set up in said exhaust system and is arranged to regulate an exhaust flow upstream thereof, said external 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 control of said continuously variable gearbox (CVT / IVT) comprises: - increasing or decreasing said gear ratio for controlling said concentration C Ex in said exhaust system based on sensor values obtained from one or fl era sensors 10 15 20 25 30 29 arranged for detecting or calculating the concentration / fraction of one or more of the constituent substances in said exhaust system.
    [17]
    A method according to any one of the preceding claims, wherein the method further comprises: - controlling an exhaust gas fate of said exhaust gas stream, or a parameter dependent on said exhaust gas fate such as mass transition number, based on said one or two first parameters P1 for controlling said concentration / fraction C Ex / X Ex of one or fl your constituent substances in the said exhaust system.
    [18]
    A method according to any one of the preceding claims, wherein the method further comprises: - controlling at least one external heater based on said one or första your first parameters P1 for lowering or raising said concentration / fraction C Ex / X Extemperature in said exhaust system.
    [19]
    The method of claim 18, wherein said external heater is any selected from the group consisting of: a burner arranged in said exhaust system 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 system; an electric heater arranged in said exhaust system or the cylinders of said internal combustion engine; and another external heater set up in or in close proximity to said exhaust system.
    [20]
    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.
    [21]
    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 CEx / XEX of one or more of the constituents of the said exhaust system. 10 15 20 25 30 30
    [22]
    A method according to any one of the preceding claims, wherein the method further 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 CEx / XEX of one or fl your constituents in the said exhaust system; and / or - controlling an intake system arranged for controlling a lu fi inlet 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 more constituents in said exhaust system.
    [23]
    The method of claim 22, wherein the control of said exhaust gas recirculation (EGR) fate 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.
    [24]
    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.
    [25]
    A computer program product comprising a computer readable medium and a computer program according to claim 24, wherein said computer program is included in said computer readable medium.
    [26]
    A system arranged to control one or more of the functions of a motor vehicle, the motor vehicle comprising: a driveline comprising an internal combustion engine connectable to a continuously variable gearbox (CVT / IVT) via a coupling device, 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 continuously variable gearbox (CVT / IVT), and thus a working 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 CR ef / XR ef.
    [27]
    A motor vehicle comprising at least one system according to claim 26.
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    同族专利:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1251104|2012-10-02|
    SE1351159A|SE539092C2|2012-10-02|2013-10-02|Regulation of a concentration / fraction of constituents in an exhaust stream|SE1351159A| SE539092C2|2012-10-02|2013-10-02|Regulation of a concentration / fraction of constituents in an exhaust stream|
    DE112013004506.0T| DE112013004506T5|2012-10-02|2013-10-02|Control of concentration / fraction of substances in an exhaust stream|
    PCT/SE2013/051149| WO2014055022A1|2012-10-02|2013-10-02|Regulation of concentration/fraction of substances in an exhaust stream|
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