• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Summary The present invention provides a process and a system arranged for controlling at least one temperature T-exhaust for an exhaust gas treatment system in a vehicle. The system comprises a first determining unit, arranged for determining the at least one temperature Texh. In the exhaust gas treatment system, and a simulation unit, arranged for simulating at least one future velocity profile based on information related to the scale section. The system also comprises a second determining unit, arranged for determining, based on the at least one future speed profile, of whether a simulated active braking course brakesim due to an overspeed for the vehicle will occur during the road section. The system also comprises a utilization unit, arranged for utilization, if the at least one temperature T - exhaust far the exhaust gas treatment system is lower than a lower temperature limit value Timin and if the simulated active braking hazard brakesim is simulated to occur during the carriage section, of at least one motor-mounted auxiliary brake to an exhaust manifold from an engine in the vehicle. Use begins according to the invention before the vehicle reaches a position where the overspeed occurs.
    公开号:SE1450030A1
    申请号:SE1450030
    申请日:2014-01-15
    公开日:2015-07-16
    发明作者:Fredrik Roos；Elvedin Ramic
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for controlling at least one temperature Texhaust for an exhaust gas treatment system according to the preamble of claim 1. The present invention also relates to a system for controlling a temperature at least one temperature device for controlling an exhaust gas treatment system. exhaust gas treatment system according to the preamble of claim 31, as well as a computer program and a Cator program product, which implement the method according to the invention.
    Background The following background description is a description of the background to the present invention, and thus does not necessarily have to be prior art.
    Engines, such as engines included in vehicles or ships, are usually equipped with an exhaust purification system, which is arranged to purge exhaust gases from an engine in the vehicle.
    There are a number of spruce values for emission levels of particles, substances and / or associations, which have been determined by authorities. Vehicles must meet these emission levels in order to travel on the roads. In addition, vehicle savers and / or drivers are also environmentally conscious and Or mAna not to emit more exhaust gases than necessary when the vehicle is used. It is therefore important that the exhaust gas treatment system can effectively clean the exhaust stream from the engine before it is released into the ambient air. Brief Description of the Invention Certain components of the exhaust gas treatment system have a function which depends on its temperature. For example, a reduction catalyst device (such as an SCR catalyst) reduces the proportion of nitrogen dioxides NO more efficiently when the SCR catalyst is hot when it is cold.
    During cold starts, or at the caftan which cools the exhaust gas treatment system, the SCR catalyst, for example, gives a substandard reduction of nitrogen oxides NOR, which means that the vehicle risks not meeting the emission requirements set on the vehicle. There are several vessel cases which risk giving such low temperatures in the exhaust gas treatment system that the exhaust gas treatment is negatively affected. Typically, vessel casings with little or no fuel injection to the engine provide a cooling of the system, since the exhaust stream passing through the exhaust gas treatment system di consists essentially of cold air which cools down the components of the exhaust gas treatment system.
    Starting the engine, also called engine braking of the vehicle, in which the vehicle is propelled forward with a closed driveline by its energy and without fuel being injected into the engine, is an example of a cover which risks cooling down the components of the exhaust gas treatment system. Normal braking pulls another caftan, which risks cooling down the components in the exhaust gas treatment system because very little fuel is injected into the engine. Even in the case of freewheeling, in which the vehicle rolls forward with the app driveline, as with the gearbox in a neutral gearbox or with open clutch, very little fuel is injected into the engine, causing the exhaust gas treatment system to become too cold to effectively clean the exhaust stream from the engine.
    When the vehicle, after a caftan which cools down the exhaust gas treatment system, overflows in a collision case where more fuel is injected into the engine, whereby more exhaust gases are formed, the exhaust gas treatment system is often too cold to be able to effectively clean these exhaust gases.
    As a non-limiting example of a problematic use of vehicles in this respect, a city bus can be mentioned. A city bus has relatively many starts and stops during its journey. This driving of the bus means that the bus is often braked and / or engine braked in front of, for example, hall spaces, whereby the exhaust gas treatment system is cooled down. After the stop at the hall site, the bus is accelerated to drive on, whereby a lot of fuel is injected into the engine at the same time as the exhaust gas treatment system is then cold enough to be able to effectively handle the exhaust stream resulting from the acceleration.
    In previous applications, the temperature of the exhaust gas treatment system has been prevented from falling due to an active heating of the exhaust gas treatment system. This active heating has been achieved by injecting extra fuel at, for example, idle, where the extra fuel has burned and created heat. Thus, for example, a bus has first braked and / or engine braked in front of a hallway, whereby the exhaust gas treatment system has cooled down, after which the bus's exhaust gas treatment system has been actively heated by extra fuel injection as the bus is idling at the hallway, after which the bus has accelerated after the hallway. the active heating has a temperature which is suitable for exhaust gas purification. These previously known solutions can thus provide acceptable exhaust gas cleaning, but at the expense of extra fuel consumption. In other words, the previously known exhaust gas treatment is not energy efficient. 4 Energy is created in the vehicle by the combustion in the engine, which means that non-energy efficient solutions increase the fuel consumption.
    The extra fuel consumption is costly and also contributes to the emissions, for example of carbon dioxide CO2, from the vehicle.
    It is therefore an object of the present invention to provide a method and a system for controlling at least one temperature. Texhaust has an exhaust gas treatment system in a vehicle which at least partially solves the above-mentioned problems.
    This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is also achieved by the above-mentioned system according to the characterizing part of claim 31 and by the above-mentioned computer program and computer program product.
    According to the present invention, at least one temperature Texhaust is fixed for the exhaust gas treatment system. A simulation of at least one future velocity profile Vj for an actual vehicle speed guard during a road section before the vehicle is performed, which is based on information related to the road section before the vehicle. Since it is determined that a simulated active braking process brakesim will take place during the road section due to an overspeed for the vehicle. The at least one future velocity profile which is used is based on whether the determination of whether the simulated active braking stroke will occur or not, which means that any use of the simulated active braking stroke can be determined with high reliability.
    If the at least one temperature Texhaust for the exhaust gas treatment system is lower than a lower temperature limit value Tmin and if the simulated active braking course brakesim is simulated to take place during the wedge section, at least one engine-mounted auxiliary brake is used in the vehicle. The use of the At least one engine-mounted auxiliary brake initiated in accordance with the present invention has before the vehicle reaches a position where the overspeed occurs. The At least one engine-mounted auxiliary brake is mounted adjacent to an exhaust stream from the engine of the vehicle and can thereby affect the temperature of the exhaust stream. Therefore, the use of the At least one engine-mounted auxiliary brake by heat generation in the exhaust gas treatment system can raise the temperature of the exhaust stream and thus the at least one temperature Texhaust. The present invention bases the control of the use of the At least one engine-mounted auxiliary brake, and the control system of the exhaust gas control system. At least a future speed profile vsim. The At least a future velocity profile vsim can today be simulated very accurately based on Reliable and accurate information about the vague section ahead. When and if overspeed will occur during the road section can therefore be determined very precisely, which means that the method according to the present invention can very reliably and accurately control the At least one engine-mounted auxiliary brake so that the control of the temperature Texhaust for the exhaust treatment system enables an efficient exhaust treatment. .
    The use of the At least one engine-mounted auxiliary brake thus heats up the exhaust strain which in turn heats the components of the exhaust treatment system, or Atmin at least reduces the cooling of the components of the exhaust treatment system. By activating the At least one engine-mounted auxiliary brake even before the active braking process occurs, a longer period of time is obtained with 6 use of the Atminst one engine-mounted auxiliary brake and thus a better heating of the exhaust gas treatment system components is obtained than what was achieved with previous known systems. This will result in a more efficient purification of the exhaust gas stream Iran engine that passes through the exhaust gas treatment system. Even a lower fuel consumption is obtained through this.
    Overall, by utilizing the present invention, lower emissions are obtained in the vehicle because the components of the exhaust gas treatment system can operate at temperatures suitable for them, which increases the efficiency of the components of the exhaust gas treatment system.
    At least one engine-mounted auxiliary brake may only be used if this means that the exhaust flow through the use obtains a favorable exhaust surface and / or a favorable exhaust gas flow.
    To ensure a safe driving of the vehicle and also to provide a system that is intuitively acceptable to a driver, according to one embodiment the control of the at least one temperature Texhaust is only carried out so that a total braking energy provided is less than a simulated energy requirement. kOrsituation. The total braking energy includes the extra braking energy which results from the control of the at least one temperature Texhaust by using the At least one motor-mounted auxiliary brake and thereby supplying braking energy. BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for equal parts, and used: Figure 1 schematically shows an example vehicle, Figure 2 schematically shows an example of an exhaust gas treatment system, Figure 3 shows a flow chart, Figure 4 shows some examples of the caftan and utilization of the present invention, Figure 5 schematically shows a control unit. Description of Preferred Embodiments Fig. 1 schematically shows a vehicle 100 in which the present invention can be implemented. The vehicle 100 includes a driveline. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft 102 extending on the internal combustion engine 101, usually via a flywheel, is connected to a gearbox 103 via a coupling 106. The gearbox 103 is schematically illustrated herein as a unit. However, the gearbox 103 may physically consist of several cooperating gearboxes, for example a range gearbox, a main gearbox and a split gearbox, which are arranged along the driveline of the vehicle.
    The vehicle 100 further comprises drive shafts 104, 105, which are connected to the drive wheels 111, 112 of the vehicle, and which are driven by a shaft 107 emanating from the shaft shaft 103 via a shaft shaft 108, such as e.g. a usual differential. The vehicle 100 also comprises 8 additional wheels 113, 114, which may be driving or non-driving and may be arranged to steer the vehicle.
    The vehicle 100 further comprises various different braking systems 150. The braking systems 150 may comprise a conventional front braking system, which e.g. can be provided by wheel brakes 151, 152, 153, 154 comprising brake discs and / or brake drums with associated brake pads or the like arranged next to the vehicle wheels 111, 112, 113, 114. The brake system 150 may also comprise one or more auxiliary brakes / auxiliary brakes, for example a brake which acts on the vehicle's powertrain 155, such as a retarder, an electromagnetic brake, a decompression brake, or an exhaust brake. A retarder may comprise one or more of a primary retarder, located between the engine and the alternator, and a secondary retarder, located after the alternator. An electromagnetic brake can be placed in any suitable place where it can act on the vehicle's driveline.
    A decompression brake can be integrated in the engine. An exhaust brake uses a throttle mounted in the exhaust outlet to drive the engine's pump hazard and thus its braking torque causes the braking effect to be achieved. The exhaust brake can be seen as integrated in the engine 101, or at least in the engine 101 and its exhaust treatment system 160. In this document, exhaust brakes and decompression brakes are included in the term engine-mounted auxiliary brakes 156. These engine-mounted auxiliary brakes 156 are arranged and mounted adjacent to an engine. are schematically plotted in the figure at an exhaust gas treatment system 160 for the vehicle. However, these engine mounted auxiliary brakes 156 for the present invention may also be provided substantially as a lift along the passage of the exhaust gas stream from the engine 101 to, and through, the exhaust treatment system 160. In other words, the 9 engine mounted auxiliary brakes 156 are arranged upstream of the exhaust treatment system 160, at or downstream. / or in the exhaust gas treatment system 160.
    The brakes 155 acting on the driveline are schematically drawn as if they act on the output shaft 107 of the gearbox.
    However, these brakes 155 can be arranged substantially wherever the vehicle's driveline is driven and can act essentially wherever a braking action can be effected.
    The engine 101 can be controlled based on instructions from a cruise control 120, capable of maintaining a constant actual vehicle speed and / or for varying the actual vehicle speed, for example so that a fuel consumption optimized within reasonable speed limits is obtained.
    The vehicle 100 also comprises at least one control unit 1 arranged to control a number of different functions in the vehicle, such as, among others, the engine 101, the braking system 150 and the gearbox 103.
    As described in more detail below, the control unit 130 of the system includes a first fixing unit 131, a simulation unit 132, a second fixing unit 133 and a utilization unit 134.
    As will be appreciated by those skilled in the art, the control unit may also be arranged to control one or more additional units in the vehicle, such as, for example, the clutch 106 and / or the gear clamp 103 (not shown in the figure).
    The at least one control unit 130 is drawn in the figure separately from the cruise control 120. However, the control unit 130 and the cruise control 120 can exchange information with each other. The cruise control 120 and the control unit 130 may also be logically separated but be physically implemented in the same unit, or may be both logically and physically jointly arranged / implemented.
    Figure 2 shows an example of components included in the exhaust gas treatment system 160. This exhaust system 160 may, for example, be provided by a so-called EuroVI system, as illustrated in Figure 2, but the present invention may be applied to substantially all types of exhaust gas treatment systems in which one or more components ings which are affected by temperature in some way.
    In Figure 2, the exhaust gas treatment system 160 with an exhaust line 202 is schematically connected to a combustion engine 101, where the exhaust gases generated during combustion, i.e. the exhaust stream 203, are indicated by arrows. The exhaust stream 203 is led to a diesel particulate filter (DPF) 220 via a diesel oxidation catalyst (DOC) 210. During combustion in the internal combustion engine, soot particles are formed, and the particulate filter DPF 220 is used to capture these soot particles. The exhaust stream 203 is led through a filter structure where soot particles are captured from the passing exhaust stream 203 and stored in the particulate filter 220.
    The oxidation catalyst DOC 210 has several functions and is normally used primarily to oxidize the remaining hydrocarbons CHy and carbon monoxide CO in the exhaust stream 203 to carbon dioxide CO2 and water H20 during the exhaust gas treatment. The oxidation catalyst DOC 210 can also oxidize a large proportion of the nitrogen monoxides NO in the exhaust gas stream to nitrogen dioxide NO2. The oxidation of nitrogen monoxide NO to nitrogen dioxide NO2 is important for the nitrogen dioxide-based sotoxidation in the filter and is further advantageous in the event of a subsequent reduction of nitrogen oxides NOR. For the reduction of nitrogen oxides NO, the exhaust gas treatment system 160 further comprises a downstream particulate filter DPF 220 arranged SCR (Selective Catalytic Reduction) catalyst 230. SCR catalysts use ammonia NH3, or a composition from which ammonia can be generated / formed, such as e.g. urea, as an additive to reduce the amount of nitrogen oxides NO in the exhaust stream. However, the reaction rate of this reduction is affected by the ratio between nitrogen monoxide NO and nitrogen dioxide NO2 in the exhaust stream, so the reaction of the reduction is affected in a positive direction by hazardous oxidation of NO to NO2 in the oxidation catalyst DOC.
    As mentioned above, the SCR catalyst 230 requires additives to reduce the concentration of, for example, nitrogen oxides NO in the exhaust stream 203. This additive is injected into the exhaust stream upstream of the SCR catalyst 230 (not shown in Figure 2). This additive is, as mentioned above, often nitrogen and / or urea based, and may for example consist of AdBlue, which in principle consists of urea mixed with water. Urea forms ammonia partly by heating (thermolysis) and partly by heterogeneous catalysis on an oxidizing surface (hydrolysis), which can be formed, for example, of titanium dioxide TiO 2, including the SCR catalyst. The exhaust gas treatment system may include a separate hydrolysis catalyst.
    The exhaust treatment system 160 may also be provided with an abrasive catalyst ASC 240 which is arranged to oxidize an excess of ammonia which may remain after the SCR catalyst 230. Thereby the abrasive catalyst ASC 240 can provide an opportunity to improve the overall NOx conversion / reduction of the system.
    The exhaust gas treatment system 160 may also be provided with one or more sensors, such as one or more NOR and / or 12 temperature sensors 261, 262, 263, 264 for determining nitrogen oxides and / or temperatures in the exhaust gas treatment system. The exhaust gas treatment system also includes one or more rudder members 202 in which the exhaust gas stream is transported between the components of the exhaust gas treatment system on its way from the engine and through the exhaust gas treatment system 160.
    One or more of the components of the exhaust gas treatment system 160, the viii saga one or more of the DOC catalyst 210, the DPF filter 220, the SCR catalyst 230 and / or the ASC catalyst 240, and any additional components which may not exist in the exhaust gas treatment system, have a performance which depends on the temperature. For example, the SCR catalyst operates efficiently at a temperature range of 300-450 ° C and acceptable over the entire temperature range of 250-450 ° C. At a low temperature Over the SCR catalyst, the reduction of nitrogen oxides NO is typically inefficient. In addition, one or more of the other components of the exhaust gas treatment system 160 may also have temperature ranges which are most effectively utilized. Therefore, it is important to be able to control the operating temperature of these components in the exhaust gas treatment system 160.
    In this document, a temperature T "ha" t for an exhaust gas treatment system 160 meant a temperature in / at / for the exhaust gas stream through exhaust gas treatment system 160. The components of the exhaust gas treatment system 160 will assume this temperature due to their ability to heat exchange. For example, the substrates in the catalysts will assume the temperature of the exhaust stream through its heat exchanging mold.
    Figure 3 shows a flow chart of a method 300 according to the present invention. Method 300 provides control of at least one Texhaust temperature for an exhaust gas treatment system 160 in a vehicle by performing the process steps described below.
    In a first step 301 of the process, at least one temperature T - exhaust for the exhaust gas treatment system is determined. As described in detail below, this temperature, for example, can be determined, for example, by feeding or by simulation.
    In a second step 302 of the process, at least one future velocity profile is simulated for an actual vehicle speed guard during a road section in front of the vehicle 100. The simulation of the At least one future speed profile vsim Or is based on information related to the road section in front of the vehicle. The information about the wagon section may include essentially what information is relevant for vehicle driving, for example about wagon slope, curvature, intersections, wagon signs, or bus halls.
    According to an embodiment of the present invention, the simulated speed is determined based on knowledge of the wagon section. This knowledge may be based on one or more of the positioning information, such as GPS information (Global Positioning System information), map information, topography information, weather reports, information communicated between different vehicles and information communicated via radio, and may consist of knowledge of radiating topography, curvature, traffic situation, road work, traffic intensity and road conditions. Furthermore, the knowledge can consist of a speed limit for the upcoming road section, as well as a traffic sign adjacent to the road. Today, many vehicles include systems, such as navigation systems and cruise control systems, which use such information. Therefore, this embodiment can be implemented with an added complexity in vehicles where the information is already available. In a third step 303, it is determined whether a simulated active braking run brakesim due to an overspeed for the vehicle 100 will occur during the road section in front of the vehicle.
    For example, overspeed can be defined as a speed exceeding a maximum allowable speed, as described below. The at least one future velocity profile determined in the second process step 302 is used as a basis for determining whether or not the simulated active braking stroke will occur, which means that any use of the simulated active braking stroke can be determined with high reliability.
    If the at least one temperature Texhaust for the exhaust gas treatment system is lower than a lower temperature limit value Tmin and if the simulated active braking process brakesim is simulated to take place during the carriage section, in a fourth step 304 of the process at least one engine mounted auxiliary brake 156 is used. begins before the vehicle 100 reaches a position where the aver speed occurs, for example before the vehicle speed exceeds a defined maximum permitted speed. The at least one engine-mounted auxiliary brake 156 is mounted adjacent to an exhaust manifold from the engine 101 in the vehicle and can therefore affect the temperature of the exhaust stream, since utilization of the at least one engine-mounted auxiliary brake by heat generation in the exhaust treatment system 160 raises it to at least one temperature T an engine-mounted auxiliary brake 156 can, for example, create heat in the exhaust stream by partially restricting the exhaust flow. This created heat raises the temperature to the exhaust gas stream, which in turn raises it to at least one temperature Texhaust • The lower temperature limit value Tmin may, for example, have a value which is related to the temperature at which previously known solutions have been considered that fuel-consuming exhaust gas treatment system heating measures are required. which can increase the heat sensitivity of the components of the exhaust gas treatment system and can be in the range of about 150-300 ° C and possibly in the range of about 250-300 ° C.
    The present invention bases the control of the at least one engine-mounted auxiliary brake 156, and thus the control of the temperature T-exhaust for the exhaust gas treatment system, on the at least one future speed profile. This means that the process can very reliably and accurately control the at least one motor-mounted auxiliary brake 156, since a reliable and accurate prediction of whether overspeed will occur during the road section can be made, since this prediction can be based on at least one future velocity profile.
    Thus, the procedure in colorway can determine whether the overspeed will occur, which means that the procedure in colorway Above can determine whether an active braking process will occur during the wave section. If an active braking process will occur during the road section, the vehicle advances, ie if the vehicle will be actively braked relatively soon, then the at least one motor-mounted auxiliary brake 156 is activated before the active braking process occurs. The use of the at least one engine-mounted auxiliary brake 156 heats dl the exhaust stream which in turn heats the components of the exhaust treatment system 160. By activating the at least one engine-mounted auxiliary brake 156 even before the active braking process occurs, a longer period of use of the auxiliary brake is obtained. 156 and thus a better heating of the components of the exhaust gas treatment system is achieved. This provides a more efficient purification of the exhaust stream from the engine passing through the exhaust treatment system 160.
    Thus, if the time / position at which the at least one motor-mounted auxiliary brake 156 is activated is selected according to the invention, this activation time / position is earlier compared with prior art systems, which means that braking can be delayed for a longer period of time. This reduces the average power for braking, as the energy to be braked is distributed over a longer period of time. As a result, the braking takes place with a lower average power, whereby a larger part of the braking energy can be utilized for heating the components in the exhaust gas treatment system compared with previous kanda systems. Thus, the control becomes the at least one engine-mounted auxiliary brake 156 adapted to the possibilities of the exhaust gas treatment system to recover the brake energy by heating its components.
    Utilizing a lower braking effect, the viii saga by braking for a longer period of time according to the invention, means that a larger part of the braking can be done with the at least one motor-mounted auxiliary brake 156 compared to previously known braking with better braking effect. This is dangerous because no energy can be recovered when braking with traditional braking systems.
    Overall, by utilizing the invention, lower emissions are obtained from the vehicle because the components of the exhaust gas treatment system can operate at ambient temperatures, which increases the efficiency of the exhaust gas treatment system components.
    In addition, a slow average speed, which is the result of an extension of the braking period according to the invention, also has the effect that the air resistance to the vehicle becomes lower. This means that less energy is braked away by the air resistance, which in turn means that more energy can be braked away by the At least one motor-mounted auxiliary brake. As a result, some of the energy previously braked by the air resistance of the present invention can be recovered as heating of the components of the exhaust gas treatment system.
    According to one embodiment, the use of the at least one engine-mounted auxiliary brake is limited to the fact that the use of the at least one engine-mounted auxiliary brake and / or a favorable flow of the exhaust gas treatment system can be obtained by braking with the at least one engine-mounted auxiliary brake. at least one temperature Texhaust. In other words, according to the embodiment, only the braking is performed with the at least one engine-mounted auxiliary brake, in which case it is certain that the braking can provide the desired heating of at least one component in the exhaust gas treatment system. This avoids inconsistent control of the braking sand in the vehicle.
    In addition, it is important that the total braking energy resulting from braking with the at least one engine-mounted auxiliary brake and the actual active braking process brake does not exceed one, for example by a driver, a cruise control or a constant-speed brake, the required braking energy in the vehicle. The control of the at least one Texhaust temperature is therefore performed only so that a total braking energy provided, including an additional braking energy obtained by controlling the at least one Texhaust temperature according to the invention, is lower than a simulated required total braking energy in an existing vessel situation. The additional braking energy has been achieved, as described above, by the use of the At least one engine-mounted auxiliary brake 156 for a period of time T - brake invention, which corresponds to the straight brake invention, and with an effect P _brake - The control of the at least one temperature Texhaust for the exhaust treatment system may, according to one embodiment, result in an increase in the At least one temperature Texhaust by utilizing the at least one engine-mounted auxiliary brake 156. This thereby provides a temperature increase in the At least one temperature Texhaust for the exhaust gas treatment system and / or its components. This temperature rise Astadkoms has at the lower temperature limit value Tuin corresponds to a first lower temperature limit value T- min same gear; Trnin - Trnin same gear; where the first lower temperature limit value Trnin same gear has a value which is determined with respect to the fact that no shifting takes place in a gearbox 103 in the vehicle, it viii say that the vehicle continues to be driven using the same gear bearing as used before the use of the at least one engine mounted auxiliary brake 156 pabOrjades. If so the at least one temperature Texhaust f6r. the exhaust gas treatment system is lower than the first lower temperature limit value Toch and if the simulated active braking operation brakesim is simulated to take place during the carriage section, the at least one engine-mounted auxiliary brake 156 has to be activated, giving an increase of at least one Texhaust temperature. The elevation may have been an actual elevation of, for example, ° C, which results in at least one temperature exceeding 250 ° C, and for one embodiment also exceeding 300 ° C. The first lower temperature limit value T same gear can thus, for example, be in the range 200-250 ° C for different embodiments.
    It should be noted that increases / decreases of the at least one temperature T exhaust as described in this document result from the invention constitute relative increases / decreases, that viii saga increases / decreases compared to the control of the At least one temperature Texhaust according to the invention would have been disabled. In other words, these relative increases / decreases may result in larger increases / decreases in the increases / decreases previously known procedures have given. This also means, for example, that a relative increase of the at least one Texhaust temperature described for the invention in this document may constitute an actual decrease of the At least one Texhaustr temperature, but that the at least one Texhaust temperature at this actual decrease decreases less in what it had done with the invention deactivated and / or by utilizing previously known readings. PA corresponding sift, this means, for example, that a relative decrease of the Atmin a temperature T „haust which takes place through the use of the invention may constitute an actual increase of the At least a temperature T - exhaust r but that the At least a temperature Texhaust at this actual rise Increases less in what it had done with the invention disabled and / or by utilizing prior art solutions.
    According to an embodiment of the present invention, the gear changes, the slight change of the gear layer in the gearbox 103, can be used in combination with the use of the At least one motor-mounted auxiliary brake 156 to control the at least one temperature Texhaust. The used gear layer affects the flow through the engine and thereby the flow in the exhaust stream. This allows the mass flow in the exhaust stream to be controlled by controlling the switching of the gearbox. For example, a downshift gives an increased mass flow and a faster heating of the exhaust gas treatment system in the exhaust stream or hotter than the exhaust gas treatment system Texhaust. The corresponding sieve PA provides a gear ratio, a reduced mass area and a slower heating if the exhaust stream is warmer than the exhaust gas treatment system Texhaust.
    Thus, according to one embodiment, both the temperature and the mass flow of the exhaust stream can be controlled by utilizing an appropriate combination of gear bearings in the gearbox 103 and braking with the at least one motor-mounted auxiliary brake 156. In this way a very precise and flexible control of the at least one Texhaust temperature can be achieved.
    The control of the at least one temperature Texhaust can be arranged to effect a moderate increase of the at least one temperature Texhaust by utilizing the at least one motor-mounted auxiliary brake 156 at the same time as an upshift is made in the gearbox 103. The combination of the upshifting and the utilization of the at least one engine brake is used, it has at least one temperature Texhaust for the exhaust gas treatment system is lower than a second lower temperature limit value Tmin up gear, it viii saga that the lower temperature limit value Tu_th corresponds to the second lower temperature limit value Tmjn up gear; Imin = Tinir2 up gear r and If the vehicle will reach overspeed during the road section.
    As a result, the moderate hysteria of at least one temperature Texhaust is achieved. The moderate elevation may have an actual elevation of about 30 ° C, resulting in at least one Texhaust temperature exceeding 250 ° C, and having an embodiment also exceeding 300 ° C. The second lower temperature limit value T -min up gear can thus, for example, be in the range of approximately 220-270 ° C for different embodiments.
    The control of the at least one temperature Texhaust can also be arranged to effect a sharp increase of the at least one temperature Texhaust exhaust by utilizing the at least one motor-mounted auxiliary brake at the same time as a downshift is performed 21 gearsAdan 103. The combination of the downshift and the use of the At least one engine brake is used if the At least one temperature Texha „t for the exhaust gas treatment system is lower than a third lower temperature range value Trnin down gear; it viii saga that the lower temperature threshold Tinin corresponds to the third lower temperature threshold Tinin = Tmin downoch am the vehicle will reach overspeed below the road section. This results in the sharp rise of the Atminst a temperature Tcxhaust- The strong shark can have an actual shark of about 100 ° C, which results in the Atminst a temperature Texhaust exceeding 250 ° C, and for an embodiment also exceeding 300 ° C . The third lower temperature limit value Tinin down gear can thus, for example, be in the range of 150-200 ° C for different embodiments.
    In this document, therefore, the first lower temperature range value Tinin same gear may have a value which is related to the desired working temperature range and the size of the assumed possible actual temperature rise, for which reason the first lower temperature range value Train same gear may be at the interval around 200250 ° C. The second lower temperature limit value Tminupgear may have a value which is related to the unwanted working temperature range and to the size of the presumed possible actual temperature rise, for which reason the second lower temperature limit value Tinin up gear may for example be in the range of about 220-270 ° C. The third lower temperature limit value Tinin down gear may have a value which is related to the unsatisfactory operating temperature range and to the assumed possible actual temperature rise, where the third lower temperature limit value 22 Tn n clown gives for example may be between the range about 1200 ° C SA as described above gears, the viii saga change of the gear law in the gear shaft 103, can be used to control it At least one temperatureThe gear lever used affects the flow through the engine and thereby the surface of the exhaust stream, so the mass flow in the exhaust stream can be controlled by controlling the gearing of the gear shaft. For example, a downshift gives an increased mass surface and a faster heating of the exhaust gas treatment system if the exhaust stream is warmer than the exhaust gas treatment system Texhaust • in a similar way, an upshift gives a reduced mass flow and a slower heating if the exhaust stream is warmer than the exhaust gas treatment system. the exhaust gases are colder is the temperature Texhaust father the exhaust gas treatment system, so provides a continued use of a previously used vdxel, dven without a previous utilization of the At least one engine-mounted auxiliary brake the braking according to the present invention, a cooling of the exhaust gas treatment system and its components. In addition, if a dipping gear is used, the cooling will be stronger.
    According to one embodiment, the determination 303 of whether the simulated active braking operation brakesim will take place during the wedge section comprises a determination of whether the simulated active braking operation brakesim is carried out by a simulated roll-out roilsim, where this simulated roll-out role can correspond to some kind of response.
    In today's vehicles, a cruise control is often installed. SAdana cruise control can be equipped with functions for roll-out / towing, whereby the vehicle is towed if a simulation of it At least a future speed profile vsim shows that 23 fuel does not need to be injected into the engine cylinders so that the vehicle can maintain a desired actual vehicle speed vac-L. Roll-out / relaxation of the vehicle can also be used for braking the vehicle through so-called engine braking, where the engine's resistance to being pulled around without a supply of fuel is used to brake the vehicle. Unrolling can also be accomplished by an experienced driver of the vehicle who at convenient times / positions restricts the fuel supply to the engine, by relaxing the accelerator pedal (or maneuvering another throttle), and possibly also making a gear selection in the gearbox.
    The simulated roll-out of the roller sill may thus have been a forward propulsion of the vehicle 100 on a previously utilized gear in the gearbox 103 with a closed driveline and closed fuel injection to the combustion engine 101, where the vehicle is propelled forward by a kinetic energy of the vehicle. In other words, the simulated rolling out of the roller sill can be a relaxation of the vehicle on the same gear position.
    The simulated roll-out of the roller sill can also be a propulsion of the vehicle 100 after an upshift has been carried out in the gearbox 103 with a closed driveline and staggered fuel injection to the combustion engine 101, the vehicle being propelled forward by its kinetic energy. Thus, the simulated roll-out of the roller can be made by relaxing the vehicle on a better gear position.
    The simulated roll-out rolisirn can also be carried out by a forward drive of the vehicle 100 after a downshift has been made in the gearbox 103 with a closed driveline and a closed fuel injection to the combustion engine 101. The vehicle is driven bare forward by its rare energy. Ants & can the simulated 24 roll-out rolls „consist of a relaxation of the vehicle on a lower gear bearing.
    According to an embodiment of the present invention, the use of the at least one motor-mounted auxiliary brake 156 begins substantially when the actual roll-out roll is started.
    The actual rollout rollact corresponds in this document to the simulated rollout ro11.jrn and assumes the actual rollout resulting from the simulated rollout rollsim. In other words, the simulated roll-out roll sim for the simulated velocity profile vsim corresponds to the actual roll-out rollamt for the actual vehicle speed vact corresponding to the simulated velocity profile vsim. The simulated speed profile vsim in this document represents a simulation of the corresponding actual vehicle speed vact during the wagon section as a cruise control 120 is assumed to be used for controlling the actual vehicle speed vact. The simulation of the simulated speed profile vsim is performed in said road section is in front of said vehicle 100.
    The initiation / activation of the use of the at least one motor-mounted auxiliary brake 156 essentially dl the actual roll-out rollact is initiated stating that the at least one motor-mounted auxiliary brake is used for a long time, which means that the average effect of the braking is reduced and a larger part of the brake of the components of the exhaust gas treatment system, as mentioned above.
    Figure 4 schematically shows the result of utilizing a pair of embodiments of the present invention in comparison with prior art prior to a vessel fall, for example a downhill slope, for the vehicle. The set speed vset indicates one of a driver's driver a speed selected, which corresponds to an actual speed at which the vehicle lives on a level surface.
    The maximum permissible speed vmax may in this document be related to a constant speed braking speed by means of the vehicle, a distance to at least one vehicle in front; a slope of the road section, a curvature of the road section, a speed limit of the road section and / or a limitation of the passage of the road section.
    The thick solid curve in Figure 4 shows an example of the future speed profile for an actual vehicle speed guard during a road section in front of the vehicle in which no action according to the present invention is performed. This means that the velocity profile vsim corresponds to an actual velocity guard which would have been the result if previous kanda 15snings were used. As illustrated in the figure, a simulated active braking course brakesim will occur due to an overspeed for the vehicle, i.e. at the position Pstart brake prior art where the simulated speed profile vsim exceeds the maximum permitted speed vmax. The active braking course brakesim proceeds to the Pend brake position where the vehicle's speed without continued braking is again lower than the maximum permitted speed vmax.
    According to the present invention, an utilization of the at least one motor-mounted auxiliary brake 156 will be utilized for a longer period of time in the simulated active braking process brakes.
    If the at least one temperature exhaust for the exhaust gas treatment system is lower. In the lower temperature range value Tinin and in the simulated active braking process brakesim occurs during the road section, both the conditions of the present invention are met to initiate the use of the at least one engine mount. occurs, it viii saga before the vehicle reaches the position Pstart brake prior art where the simulated speed profile v. exceeds the maximum tillAtna speed vinax.
    According to an embodiment of the invention described above, the at least one motor-mounted auxiliary brake 156 is activated substantially at the position P - art brake inver, tior 2 dl the above-described actual roll-out roll 't begins. This embodiment is illustrated for two different cases in Figure 4.
    The dashed curve Vbrake same gear illustrates the use of the at least one engine-mounted auxiliary brake as the vehicle continues to be driven using the same gear bearing as used before the application of the at least one engine-mounted auxiliary brake. As described above, therefore, if the at least one Texataust for the exhaust gas treatment system is lower than the first lower temperature limit value Tnin 'egear and if the simulated active braking process brakesim is simulated to take place during the carriage section, the at least one motor-mounted active auxiliary brake without brake slow braking of the vehicle and also a slow braking of the at least one temperature Texhaust • The use of the at least one motor-mounted auxiliary brake paborjas has essentially at the position Pstart brake invention dl the actual rollout rollamt begins, which avsvart farlanger braking period brakei „fltic, braking period brakesim for prior art.
    The dotted line vhrake down gear in the figure illustrates the above combination of downshifting and utilization of the At least one engine mounted auxiliary brake, which can be utilized at at least one temperature Texhaust for the exhaust gas treatment system lower than a third lower temperature gauge Tuindowngear and am the vehicle will na aver speed under the vagal section. As a result, a strong braking of the vehicle is achieved and also a sharp rise of the At least a temperature Texhaust. As can be seen from the figure, when the dot-dashed curve vbrake down gear the maximum allowable speed white, just before the vehicle again has a speed below the maximum allowable speed grows. In other words, in this schematic example, the dotted-line curve v - brake down gear provides a maximum possible free-riding of the At least one temperature Texhaust during a maximum long braking period brakeinvention • In other words, the energy that is free and otherwise would have been braked is utilized maximum heat to the exhaust gas treatment system and its components.
    According to an embodiment of the present invention, it is simulated that the simulated rolling rolisirn is to be applied if the simulated speed profile has a higher value than a reference speed for a cruise control device used in the vehicle. The reference speed is the output signal the cruise control gives to the speed controller based on the set speed set by the driver. For traditional cruise control Or the reference speed vref as star as the set speed vset.
    For reference speed varying speedometers, also called economic speedometers, the reference speed can be controlled based, for example, on information in the section of the road in front of the vehicle, where the reference speed may differ from the Iran set speed in size. The reference speed vfr may have been determined based on the selected set speed vset and on one or more of a lane slope for the road section, a distance 28 to at least one vehicle in front, a curvature for the road section and a speed limit for the road section. Figure 4 shows a non-limiting example day-. The reference speed Vrefr random or constant, here selected as star as the set speed vset- The simulated vehicle speed v, m illustrated in Figure 4 and the simulated active braking course brakesim represent simulations of the corresponding actual vehicle speed vact and actual braking distance brake „t. In the figure, the actual vehicle speed vact coincides with the simulated vehicle speed vsim, which is often the case di the simulated vehicle speed vsim can often be determined with good accuracy according to the present invention. The actual active braking process brake „, ends at the position Fend end brake di the actual vehicle speed vact, after the actual active braking process brakeact has been initiated, iterigen has a bearing arde in the maximum trusted speed vmax. The actual active braking course brake „corresponding to the said simulated active braking course brakesim starts / is initiated at the position Pstart brake prior art where the actual vehicle speed waits when an arde stares in or equal to the maximum toAtna speed vmax.
    Pi corresponding to its starts / initiates the actual active braking process corresponding to the braking period brake invention according to the invention at the position P - start t) rake invention, for example where the roll-out roll is started.
    The actual active braking course brake ,,, which corresponds to the simulated active braking course brakesim can arise and be identified in connection with, for example, a downhill slope in the wagon section. The actual active braking process brakeact can also occur during other braking, such as before intersections, 29 speed limits and cows, or to avoid crashing into the oncoming vehicle. The actual active braking act of the braking act comprises that a driver and / or a control system, such as a cruise control and / or a constant speed brake, actively utilizes a wheel brake 151, 152, 153, 154 and / or an auxiliary brake 155, 156. The auxiliary brakes may comprise a or more of a retarder, said motor-mounted auxiliary brake 156 and an electromagnetic brake.
    According to one embodiment of the present invention, simulations of at least two approaches are performed, each of which involves the use of a respective gear selector simultaneously with the use of the at least one motor-mounted auxiliary brake. Figure 4 shows non-limiting examples of two such simulations, Vbrake same gear which illustrates braking with the gear selection retains the current gear and vbrake down gear which illustrates braking with the gear selection downshifting. Of course, more simulations could also have been done for further access to the example in Figure 4.
    These at least two simulations for the at least two respective approach sets are then evaluated. In this evaluation, simulation procedures are sorted for which an actual vehicle speed does not reach the maximum permitted speed vmax because they are considered as jokes applicable because there is not enough free energy for the chord case that can be used for heating the exhaust gas treatment system. In other words, only approach simulations for which an actual vehicle speed is expected to be greater than or equal to the maximum allowable speed vma are considered applicable. One of these applicable approaches is then selected for use in the vehicle.
    The method for controlling the At least one temperature Texhaust for the exhaust gas treatment system is based, as described above, inter alia on a fixed value for the At least one temperature Texhaust. The value of the at least one temperature T5551.5 is determined according to an embodiment based on At least one supply of a temperature Texhaust measure for the exhaust gas treatment system. The value gets the at least one temperature Texhaust determined according to another embodiment based on at least one simulation of the temperature Texhaust aim for the exhaust gas treatment system 160.
    The at least one simulation of the temperature Texhaust for the exhaust gas treatment system 160 can, according to one embodiment, be performed based on the at least one future velocity profile described above. The simulation can also be based on an advanced exhaust braking effect and / or on an expected engine speed.
    The at least one simulation of the temperature Texhaust aim for the exhaust gas treatment system 160 can also, according to another embodiment, be carried out by taking the simulation model which provides the above-described at least one future velocity profile vsim so that the Oven, in addition to the at least one future velocity profile vsim, At least one simulation of the temperature Texhaust sim • More specifically, at least two simulations of the temperature Texhaust aim for the exhaust gas treatment system 160 can be performed, one simulation for each of at least two approaches set. As mentioned above, each of the approach kits may include the use of a respective gear selector simultaneously with the use of the At least one engine mounted auxiliary brake 156. The at least one 31 simulation of the Texhaust temperature may be based on the at least one future velocity profile v, or by an extension of the simulation model which provides it with at least one future velocity profile vm, as stated above.
    After the at least two simulations of the Texhautim temperature of the exhaust gas treatment system 160 have been performed, these are evaluated. In the evaluation, only simulations may be considered applicable if they result in a simulated temperature Texhauschm which is favorable at an end Pend brake the simulated active braking course brakesim while a short time for the vehicle is essentially maintained. A favorable value for the simulated temperature Texhaust sim there a value which gives at least one of the components of the exhaust gas treatment system a suitable operating temperature with respect to an efficiency related to the exhaust gas purification in the exhaust gas treatment system. For example, an SCR catalyst can be supplied with heat so that it can operate in the favorable temperature range 2-4 ° C, and preferably 300-4 ° C.
    Those skilled in the art will appreciate that a procedure for controlling at least one temperature Texhaust for an exhaust gas treatment system according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the procedure. The computer program is usually part of a computer program product 503, wherein the computer program product comprises a suitable non-volatile / permanent / permanent / durable digital storage medium on which the computer program is stored. Named non-volatile / permanent / durable / durable computer readable media consists of a readable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), 32 EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc.
    Figure 5 schematically shows a control unit 500. The control unit 500 comprises a computing unit 501, which can be constituted by essentially some exemplary type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The storage unit 501 is connected to a memory unit 502 arranged in the control unit 500, which provides the storage unit 501 e.g. the stored program code and / or the stored data calculation unit 501 need to be able to perform calculations. The calculating unit 501 is also arranged to store partial or final results of calculations in the memory unit 502.
    Furthermore, the control unit 500 is provided with devices 511, 512, 513, 514 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the devices 511, 513 receiving input signals may be detected as information and may be converted into signals which may be processed by the calculating unit 501. These signals are then provided to the calculating unit 501. The devices 512 514 for sanding out output signals are arranged to convert the output results from the output signal unit 501 into output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated 33 Systems Transport bus), or any other bus configuration; or by a wireless connection.
    One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 501 and that the above-mentioned memory may be constituted by the memory unit 502.
    In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. Vehicles of the type shown thus often comprise considerably more control units in what is shown in Figure 1 and, which is likely to be appreciated by those skilled in the art.
    In the embodiment shown, the present invention is implemented in the control unit 500. However, the invention can also be implemented in whole or in part in one or more other control units already existing in the vehicle or in the control unit dedicated to the present invention.
    According to one aspect of the present invention, there is provided a system provided for controlling at least one temperature having an exhaust gas treatment system 160 in a vehicle. The system includes a first determining unit 131, provided for determining 301 the at least one temperature T-exhaust for the exhaust gas treatment system 160. The system further comprises a simulation unit 132, arranged for simulating 302 a at least one future velocity profile and having an actual vehicle speed of less than one vehicle speed. vehicle 100, where the simulation is based on information related to the road section. The system also comprises a second determining unit 133, arranged for determining 303, based on the at least one future speed profile vsim, of which a simulated active braking course brakesim due to an overspeed for the vehicle 100 will take place during the carriage section.
    The system also comprises a utilization unit 134, arranged for utilization 304, if the at least one temperature of the exhaust gas treatment system is lower than a lower temperature limit value Tmin and if the simulated active braking process brakesim is simulated to take place during the carriage section, of at least one motor-mounted auxiliary mounted connection to an exhaust stream from an engine 101 in the vehicle 100. This utilization of the at least one engine-mounted auxiliary brake 156 begins before the vehicle 100 reaches a position where the overspeed occurs.
    The utilization unit can in various ways ensure that the utilization of the at least one motor-mounted auxiliary brake 156 begins before the vehicle 100 reaches a position where the overspeed occurs. Activation of the at least one engine-mounted auxiliary brake 156 before the vehicle 100 reaches the position where the overspeed occurs can be accomplished, for example, by installations in one or more control systems in the vehicle. Such control systems may include, for example, control systems which regulate braking, such as cruise control or constant speed braking systems. Utilization of the at least one engine-mounted auxiliary brake 156 before the vehicle 100 reaches a position where the overspeed occurs can also be accomplished by urging the driver of the vehicle to apply the at least one engine-mounted auxiliary brake 156 before the vehicle 100 reaches a position where the overspeed occurs, after which an active choice to use or not to use the invention. The call to the driver can be provided by an indication of some kind, such as by means of a lamp, an instrument, a sound, a monitor or the like. The driver can then make his active selections by means of a suitable input device, such as a button, a knob, a touch screen or the like.
    A driver-activated braking is typically controlled by a brake pedal, a brake lever, or another brake actuator. However, the braking installations described above can affect the result of the front-activated braking.
    The system according to the present invention can be arranged to carry out all the process embodiments described above, and in the claims, the system for each embodiment receiving the above-described advantages for each embodiment.
    Those skilled in the art will also recognize that the above system may be modified according to the various embodiments of the method of the invention. In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system for controlling at least one temperature having an exhaust gas treatment system.
    The present invention is not limited to the embodiments of the invention described above but relates to and encompasses all embodiments within the scope of the appended dependent claims. 36
    权利要求:
    Claims (3)
    [1]
    1. 1) ...., ... iL --- 1
    [2]
    2. / 01 00000 260 Fla 2 0 300
    [3]
    3. / 303 Fixed cm good_tL.sim will occur during the carriage section due to overspeed for the vehicle 304 Fixed 77- -, exnaus, _ Simulate vsim 301 302 Utilize motor-mounted auxiliary brake before excessive speed cm brake, will occur during the carriage section
    类似技术:
    公开号 | 公开日 | 专利标题
    EP2718159B1|2016-11-30|Method and system for a vehicle
    CN105035090B|2017-10-13|Autonomous land vehicle trajectory predictions control method based on traffic lights
    JP4858039B2|2012-01-18|Vehicle control device
    JP5745691B2|2015-07-08|Method and system for a vehicle
    JP5363647B2|2013-12-11|Method and apparatus for controlling the automatic freewheeling function of a vehicle
    CN103661384B|2015-09-16|For the dynamic filter stopping/starting the starting of vehicle to prepare
    SE1450870A1|2016-01-08|Control of an internal combustion engine in a vehicle
    CN102666243B|2016-01-20|Drive the method and system of vehicle
    SE1450030A1|2015-07-16|Process and system for controlling temperature for an exhaust gas treatment system
    SE534454C2|2011-08-30|Procedure and system for driving a vehicle
    SE539215C2|2017-05-16|Control of a temperature in an exhaust system
    EP3094836B1|2019-10-23|Method and system for control of temperature of aexhaust aftertreatment system
    CN104742910A|2015-07-01|Method for estimating grade and rolling direction
    SE0950973A1|2011-06-18|Procedure and system for driving a vehicle in reduced need for propulsion power
    SE538916C2|2017-02-14|Procedure and system for adjusting the performance of a vehicle
    SE1450871A1|2016-01-08|Control of preparatory actions in a vehicle
    CN206255000U|2017-06-16|Automobile automatic safe slide energy-saving system
    SE1450705A1|2015-05-21|Procedure and system for controlling one or more inserts which affect a long-term braking effect for a vehicle
    Edwardes et al.2015|Modeling Diesel and Hybrid Bus Fuel Consumption with Virginia Tech Comprehensive Power-Based Fuel Consumption Model: Model enhancements and Calibration issues
    CN107878459A|2018-04-06|Automobile automatic safe slide energy-saving technology
    SE539219C2|2017-05-23|Control of a temperature in an exhaust system
    CN112727617A|2021-04-30|System and method for predictive control of an exhaust aftertreatment system
    SE1150786A1|2012-03-01|Method of controlling a damper
    同族专利:
    公开号 | 公开日
    EP3094837A1|2016-11-23|
    US10029690B2|2018-07-24|
    KR20160110430A|2016-09-21|
    EP3094837B1|2019-08-21|
    EP3094837A4|2017-10-11|
    KR101778241B1|2017-09-26|
    SE537663C2|2015-09-29|
    US20160332632A1|2016-11-17|
    WO2015108473A1|2015-07-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    SE525365C2|2003-06-06|2005-02-08|Volvo Lastvagnar Ab|Motor-driven vehicle with auxiliary brakes and a method for controlled speed change during a shift course with such a vehicle|
    DE102004052670A1|2004-10-29|2006-05-04|Daimlerchrysler Ag|Method for operating an internal combustion engine during engine braking operation|
    US8392091B2|2008-08-22|2013-03-05|GM Global Technology Operations LLC|Using GPS/map/traffic info to control performance of aftertreatment devices|
    US8738248B2|2008-10-21|2014-05-27|Allison Transmission, Inc.|System for controlling vehicle overspeeding via control of one or more exhaust brake devices|
    JP5325334B2|2009-03-24|2013-10-23|ボルボラストバグナーアーベー|How to control exhaust gas temperature|
    JP5093319B2|2010-09-17|2012-12-12|トヨタ自動車株式会社|Hybrid car|
    US9371756B2|2011-04-15|2016-06-21|Toyota Jidosha Kabushiki Kaisha|Exhaust gas purification device for internal combustion engine|
    DE102011107692B3|2011-07-13|2013-01-03|Umicore Ag & Co. Kg|Process for reactivating exhaust gas purification systems of diesel engines with low-pressure EGR|
    WO2013007028A1|2011-07-14|2013-01-17|深圳西德赛科技有限公司|Method and system for self-calibrating microfluidic chip-based detection system|
    SE536223C2|2011-10-31|2013-07-02|Scania Cv Ab|Device and method for controlling braking of a motor vehicle|
    JP2013108444A|2011-11-22|2013-06-06|Ud Trucks Corp|Control system for dpf regeneration by exhaust pipe injection, and regeneration method|
    SE538100C2|2012-09-27|2016-03-01|Scania Cv Ab|Procedure and systems for driving vehicles|
    EP2915970B1|2012-10-31|2017-04-26|Toyota Jidosha Kabushiki Kaisha|Device and method for controlling operation of internal combustion engine|DE102017112317A1|2016-06-09|2017-12-14|Ford Global Technologies, Llc|SYSTEM AND METHOD FOR IMPROVING CYLINDER SHUT-OFF|
    US10576978B2|2017-12-06|2020-03-03|Cummins, Inc.|System and method for predictive engine and aftertreatment system control|
    CN108443357B|2018-04-10|2019-11-22|深圳市特尔佳信息技术有限公司|The control method of Retarder and engine exhaust Associated brake|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450030A|SE537663C2|2014-01-15|2014-01-15|Process and system for controlling temperature for an exhaust gas treatment system|SE1450030A| SE537663C2|2014-01-15|2014-01-15|Process and system for controlling temperature for an exhaust gas treatment system|
    EP15737717.7A| EP3094837B1|2014-01-15|2015-01-13|Method and system for control of temperature of an exhaust aftertreatment system|
    PCT/SE2015/050018| WO2015108473A1|2014-01-15|2015-01-13|Method and system for control of temperature of an exhaust aftertreatment system|
    KR1020167021880A| KR101778241B1|2014-01-15|2015-01-13|Method and system for control of temperature of an exhaust aftertreatment system|
    US15/110,074| US10029690B2|2014-01-15|2015-01-13|Method and system for control of temperature of an exhaust aftertreatment system|
    [返回顶部]