• 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:
    The invention relates to a method for reducing unwanted emissions from said engine (203) when starting an engine (203) comprising at least one cylinder with associated piston, wherein an SCR catalyst (270) pre-exhaust purification is provided in an exhaust duct (290) of said engine (203). The method comprises the step of: - controlling fuel metering to said engine (203). The method comprises the steps of: - controlling (s420) the fuel metering to said engine (203) with a certain delay compared to what is the case with substantially optimal combustion in order to reduce the heat evolution resulting from combustion of fuel by non-optimal combustion. The invention also relates to a computer program product comprising program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also relates to a device for reducing unwanted emissions from said engine (203) and a motor vehicle equipped with the device when starting a single engine (203) comprising at least one cylinder with associated piston. Figure 2 for publication
    公开号:SE1450248A1
    申请号:SE1450248
    申请日:2014-03-06
    公开日:2014-09-07
    发明作者:Martin Klasson；Patrik Ederstål；Mikael Nordin
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    trucks and buses as requirements for ever smaller emissions are continuously tightened.
    It is now known that when starting an engine of a motor vehicle, as in the cold start of said engine, an exhaust brake is applied to said engine in order to thereby achieve a faster heating of said engine and a finishing system.
    When starting, as in cold starting, a motor vehicle, sometimes a yellowish or brownish smoke can initially be discharged to an environment of the vehicle via an exhaust duct from the engine. The emission of said smoke can in some cases last for a number of minutes. This smoke is unwanted for several reasons. On the one hand, said smoke can affect the environment in a negative way and on the other hand, said smoke can create a negative perception of the performance of said vehicle. Furthermore, said smoke can be unhealthy to inhale for people, for example.
    US20120004825 discloses a method of operating an internal combustion engine comprising an exhaust gas control system comprising an SCR catalyst.
    US20110005199 describes a method for reducing emissions of a motor vehicle having an internal combustion engine.
    SUMMARY OF THE INVENTION An object of the present invention is to provide a new and advantageous method for reducing unwanted emissions from said engine when starting an engine.
    Another object of the invention is to provide a new and advantageous device and a new and advantageous computer program for reducing unwanted emissions from said engine when starting an engine.
    A further object of the invention is to provide a method, an apparatus and a computer program for obtaining a reliable start of an engine where undesired emissions from said engine can be reduced or minimized.
    A further object of the invention is to provide an alternative method, an alternative device and an alternative computer program for reducing unwanted emissions from said engine when starting an engine.
    These objects are achieved by a method for reducing unwanted emissions from said engine when starting an engine according to claim 1.
    According to one aspect of the invention, there is provided a method of reducing, upon start of an engine comprising at least one cylinder with associated piston, undesired emissions from said engine, wherein an SCR catalyst for exhaust gas purification is provided in an exhaust duct of said engine.
    The method may comprise the steps of: - controlling fuel metering to said engine; and - controlling the fuel metering to said engine with a certain delay compared to what is the case with substantially optimal combustion in order to lower the heat evolution resulting from combustion of fuel by non-optimal combustion.
    Said starting of an engine may be a cold start of said engine. A cold start of said engine may refer to the start of said engine when a temperature of said engine, vehicle and / or finishing system falls below a predetermined temperature, for example 0 degrees Celsius or -10 degrees Celsius. A cold start of said engine may refer to the start of said engine when said engine has been shut down for a certain period of time. A cold start of said engine may refer to start of said engine when said engine has been shut down for a certain period of time when a temperature of ambient air, at least for a predetermined period of time, has been below a predetermined temperature level. A cold start of said engine may refer to start of said engine when said engine has been shut down for a certain period of time when a temperature of ambient air, at least for a predetermined period of time, has been below a predetermined temperature level and where an associated engine heater has heated said engine to a certain temperature level. A cold start of said engine may refer to the start of said engine when said engine has been shut down for a certain period of time under certain temperature conditions and where an engine heater of said engine has caused a certain temperature increase from an initial lower temperature level.
    According to one aspect of the invention, the amount of NOX gas generated and discharged to an environment via an exhaust duct can be reduced at a cold start of said engine. In this case, an accumulated amount of NOX gas from said engine can be minimized during an initial period of time when a prevailing temperature of a predetermined value, exhaust gas flow from said engine is below, for example, 50 degrees Celsius.
    According to one aspect of the present invention, it is advantageous to start, as in the case of a cold start, of an engine a reduction of NO gas from said engine. In this case, a smaller amount of NO gas will be provided to and possibly stored in said SCR catalyst. By dosing fuel with a certain delay, dosed fuel in a cylinder will ignite later and thereby result in a lower heat generation of the engine, whereby a smaller amount of NO gas is generated and discharged into an exhaust duct comprising said SCR catalyst.
    According to one aspect of the present invention there is provided a method of reducing, upon start of an engine comprising at least one cylinder with associated piston, undesired emissions from said engine, wherein an SCR catalyst for exhaust gas purification is provided in an exhaust duct of said engine, comprising the steps of: - controlling fuel metering to said engine; - controlling the fuel metering to said engine with a certain delay compared to what is the case with substantially optimal combustion in order to lower a production of NO gas resulting from combustion of fuel by non-optimal combustion.
    As the temperature of the SCR catalyst rises, a certain amount of stored NO gas will be released from the SCR catalyst. In the SCR catalyst, a part of said stored and / or supplied NO gas will be converted to NO 2 gas. Upon further temperature increase, NO 2 gas will also be released from the SCFs catalyst, whereby yellow or brown smoke will be emitted from said SCR catalyst. Said smoke may comprise NO 2 gas.
    At a temperature of the exhaust gases of about 50 degrees Celsius, the generation of yellow or brown smoke will cease. According to one aspect of the invention, there is provided a process at start-up, such as at cold start, of an engine where minimization of unwanted smoke is achieved until a certain temperature of the engine exhaust gases or a temperature of the SCR catalyst is reached.
    In this way, positive environmental effects are advantageously obtained.
    The fuel dosing in the case of substantially optimal combustion can take place to the respective cylinder in connection with a turning position of the cylinder piston, and the fuel dosing in the case of some delay takes place when the piston of each cylinder has passed said turning position.
    The fuel metering in the case of a certain delay can take place at a predetermined crankshaft angle. Said predetermined crankshaft angle may be within a range of said -15 degrees compared to said turning position. predetermined crankshaft angle may be a suitable crankshaft angle.
    Said SCR catalyst may comprise a substrate of Vanadium. Said SCR catalyst may be a so-called Vanadium SCR catalyst.
    The inventive method is particularly advantageous at start-up, such as at cold start, of said engine where the engine is run at an idle speed for a period thereafter. However, the inventive method is also advantageous in the cold start of said engine, where the engine is run at speeds higher than said idle speed, for example during propulsion of a vehicle.
    The method may comprise the step of: - determining a prevailing ambient temperature of said engine; - determining whether said ambient temperature is below a predetermined value; and - in case said ambient temperature is below said predetermined value, activating control of the fuel metering to said engine with a certain delay compared to what is the case with substantially optimal combustion.
    The method may comprise the step of: - determining a prevailing temperature of said motor; - determining whether said engine temperature is below a predetermined value; and - in case said engine temperature is below said predetermined value, activating control of the fuel metering to said engine with a certain delay compared to what is the case with substantially optimal combustion.
    Said predetermined value, with respect to said ambient temperature and said engine temperature, respectively, may be 0 degrees Celsius. Said predetermined value may be -5 degrees Celsius. Said predetermined value may be -10 degrees Celsius. Said predetermined value may be a suitable value which is within a range [0, -20] degrees Celsius.
    Said predetermined value may be a suitable value below - degrees Celsius, for example -30, -40 or -50 degrees Celsius. Said predetermined value may be a suitable value which is within a range [0, 5] degrees Celsius. A cold start of said engine can thus according to one aspect refer to start of said engine at a temperature exceeding 0 degrees Celsius, for example +3 degrees Celsius.
    The method may comprise the step of: - activating said fuel metering with a certain delay after a completed start mode of said engine. During said starting mode, dosing can take place according to control routines stored in a control unit. Said control routines may comprise controlling fuel metering substantially without delay. Said start mode can be active for a period of time of, for example, 5 or 15 seconds. During said starting mode, a control unit can determine that said motor and / or other components, such as for example an SCR system associated with the motor, function in the intended manner. In this case, a reliable cold start of an engine where undesired emissions from said engine can be reduced or minimized. The process may include the step of: - determining a temperature of said SCR catalyst and / or a temperature of an exhaust stream from said engine.
    The process may comprise the step of: - determining whether said determined temperature of said SCR catalyst exceeds a predetermined value; and / or the step of: - determining whether said determined temperature of said exhaust stream exceeds a predetermined value.
    The method may comprise the step of: - deactivating said fuel metering with a certain delay at a predetermined temperature of at least one temperature of the SCR system.
    Said predetermined temperature of at least one temperature of the SCR system may refer to a predetermined temperature of said SCR catalyst and / or a predetermined temperature of an exhaust stream from said engine.
    Said predetermined temperature of the SCR catalyst may be 50 degrees Celsius. Said predetermined temperature of said exhaust stream may be 50 degrees Celsius.
    In this case, the inventive method can advantageously be deactivated at a suitable time, ie when the risk of yellow smoke or brown smoke being emitted from the engine's exhaust duct is small or non-existent.
    The process may comprise the step of: - determining a salvage degree of storage with respect to reducing agents of said SCR catalyst as a basis for activating fuel metering with a certain delay and control of said delay, respectively.
    In case a degree of reduction with respect to the reducing agent of said SCR catalyst exceeds a predetermined value, such as for example 25%, said fuel dosage can be controlled for substantially optimal combustion of metered fuel. In this case, a user-friendly and automatic control of whether the inventive method is to be activated or not is advantageously provided.
    According to one aspect of the invention, it can be determined by suitable means whether the driver is to drive the engine in a certain way in order to increase a degree of storage of reducing agent in the SCR catalyst before shutting it off. This may be particularly suitable when a temperature of ambient air is below 0 degrees Celsius, or when the ambient air at a future start-up of the engine is expected to be below 0 degrees Celsius. In this case, suitable instructions can be presented to an operator of the engine before switching off.
    According to one aspect of the invention, the fuel dosing can take place with a certain delay without an activated exhaust brake at said engine. Said exhaust brake can be deactivated at the initiation of the method according to the invention.
    Said exhaust brake can be activated after said dosing with a certain delay completed. According to one embodiment, the action of said exhaust brake can gradually increase as a function of a prevailing temperature of said SCR catalyst. The action of said exhaust brake can be increased in steps or steplessly on the basis of the saving temperature of said SCR catalyst. The higher the saving temperature of said SCR catalyst, the higher the effect of said exhaust brake. Upon activation of said exhaust brake, an increased load of said engine is produced, whereby a temperature of said engine can be increased faster than when said exhaust brake is deactivated.
    According to one embodiment, the action of said exhaust brake can be controlled on the basis of at least one temperature of the SCR system and / or on the basis of a said SCR catalyst. The at least one temperature of the SCR system may be the salvage degree of storage of reducing agent in a salvage temperature of said SCR catalyst and / or a salvage temperature of said exhaust gases from said engine. The higher the degree of storage in said SCR catalyst, the higher the effect of said exhaust brake.
    The embodiment that the process according to the invention is initially carried out without an activated exhaust brake, ie with deactivated / inactivated exhaust brake, means that the amount of NOX gas, and thus the amount of NO gas, which is generated and discharged to an environment via an exhaust duct is reduced / minimized at a cold start of said engine compared to a cold start with said exhaust brake initially activated. In this case, an accumulated amount of NO / NOX gas from said engine can be minimized during an initial period of time when a saving temperature of an exhaust gas stream from said engine is below a predetermined value, for example 50 degrees Celsius.
    During a cold start process, exhaust gas / SCR catalyst, a certain amount of NO gas will be stored in up to a certain temperature of said SCR catalyst. within a certain temperature range of said SCR catalyst, for example 20 - 40 degrees Celsius, said stored NO will be "released" / released / released, whereby a certain part of NO will be converted to NO 2 gas. Also a certain part of said supplied NO gas will then be converted to NO 2 gas. In connection with this, and in the case of the SCR catalyst, whereby yellow or brown smoke will be emitted from said SCR further temperature increase, NO 2 gas will be released from the catalyst.
    At a temperature of the exhaust gases and / or the SCR catalyst of, for example, about 50 degrees Celsius, the production of yellow or brown smoke will cease.
    The embodiment that the process according to the invention is initially carried out without an activated exhaust brake, ie with deactivated / inactivated exhaust brake, means that the temperature increase will take place more slowly than with activated exhaust brake. However, the inventors of the present invention have found that the fact that the process according to the invention is initially carried out without an activated exhaust brake results in the total amount of NO / NOX gas generated from the engine being reduced / minimized. The inventors have found that said embodiment results in the amount of NO stored in the SCR catalyst being reduced / minimized. The inventors have found that said embodiment results in the emission of yellow or brown smoke from said SCR catalyst can be reduced / minimized.
    As mentioned above, at a temperature of the exhaust gases and / or the SCR catalyst of, for example, about 50 degrees Celsius, the generation of yellow or brown smoke will cease, whereby the temperature rise at a suitable predetermined temperature, for example 50 degrees Celsius, can be accelerated by use. / activation of, for example, exhaust brake and / or some other form of auxiliary brake, such as, for example, a hydraulic or electric retarder.
    Said undesirable emissions may refer to NO gas downstream of said engine but upstream of said SCR catalyst and NOg gas downstream of said SCR catalyst.
    The process may comprise the step of: controlling said delay on the basis of a prevailing temperature of said SCR catalyst and / or a prevailing temperature of said exhaust gases from said engine. The higher the prevailing temperature of said SCR catalyst, the shorter the delay. The higher the prevailing temperature of said exhaust gases from said engine, the shorter the delay. The lower the prevailing temperature of said exhaust gases from said engine, the longer the delay.
    According to one aspect of the present invention, control of fuel metering of said engine may return to ordinary drivers when a temperature of exhaust gases from said engine exceeds, for example, 40 degrees Celsius.
    The procedure is easy to implement in existing motor vehicles. Software for reducing cold emissions of said engine according to the invention during cold start of an engine can be installed in a control unit of the vehicle during manufacture thereof. A buyer of the vehicle can thus be given the opportunity to choose the function of the procedure as an option. Alternatively, software comprising program code for performing the innovative method of reducing unwanted emissions from said engine during cold start of an engine may be installed in a control unit of the vehicle when upgrading at a service station.
    In this case, the software can be loaded into a memory in the control unit.
    Software that includes program code for reducing unwanted emissions from said engine during start-up, such as cold start, can easily be updated or replaced. Furthermore, different parts of the software which comprise program code to reduce unwanted emissions from said engine during cold start of an engine can be replaced independently of each other. This modular configuration is advantageous from a maintenance perspective.
    According to one aspect of the invention, there is provided an apparatus for reducing unwanted emissions from said engine when starting an engine comprising at least one cylinder with associated piston, wherein an SCR catalyst for exhaust gas purification is provided in an exhaust duct of said engine. Said starting of said engine may be a cold start of said engine.
    The device may comprise: - means adapted to control fuel metering to said engine; and - means adapted to control the fuel metering to said engine with a certain delay compared to what is the case with substantially optimal combustion in order to lower the heat generation resulting from combustion of fuel by non-optimal combustion. In the case of the combustion, the fuel metering can be optimal for the piston of the cylinder, and in this case a certain delay takes place when the piston of the respective cylinder has passed said turning position.
    In the case of the device, the fuel metering can in the case of a certain delay take place at a predetermined crankshaft angle.
    The device may comprise: - means adapted to activate said fuel metering with a certain delay after a completed starting mode of said engine.
    The device may comprise: means adapted to deactivate said fuel metering with a certain delay at a predetermined temperature of at least one temperature of the SCR system. Said predetermined temperature of at least one temperature of the SCR system may refer to a predetermined temperature of said SCR catalyst and / or a predetermined temperature of an exhaust stream from said engine.
    The device may comprise: - means adapted to determine a prevailing degree of storage with respect to reducing agents of said SCR catalyst as a basis for activating fuel metering with a certain delay and control of said delay, respectively.
    The device may comprise: - means adapted to activate or deactivate an exhaust brake of said engine; means adapted to control said fuel metering with some delay without activated exhaust brake.
    The device may comprise: - means adapted to control said delay on the basis of at least one temperature of the SCR system.
    The device may comprise: means adapted to control said delay on the basis of a saving temperature of said SCR catalyst and / or a saving temperature of said exhaust gases from said engine.
    The above objects are also achieved with a motor vehicle which includes the device for reducing unwanted emissions from said engine when starting an engine. The lorator vehicle can be a truck, bus or passenger car.
    According to one aspect of the invention, there is provided a computer program for reducing unwanted emissions from said engine when starting an engine comprising at least one cylinder with associated piston, said computer program comprising program code stored on a computer readable medium for causing an electronic control unit. or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-13. According to one aspect of the invention, there is provided a computer program for reducing unwanted emissions from said engine when starting an engine comprising at least one cylinder with associated piston, said computer program comprising program code for causing an electronic control unit or another computer connected to the electronic control unit. to perform the steps according to any one of claims 1-13.
    According to one aspect of the invention, there is provided a computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-13, when said computer program is run on an electronic control unit or another computer connected to the electronic control unit. .
    Additional objects, advantages and novel features of the present invention will become apparent to those skilled in the art from the following details, as well as through the practice of the invention. Since the invention is described below, it should be understood that the invention is not limited to the specific details described. Those skilled in the art having access to the teachings herein will recognize and incorporate within other further applications, modifications areas, which are within the scope of the invention. SUMMARY DESCRIPTION OF THE DRAWINGS For a more complete understanding of the present invention and further objects and advantages thereof, reference is now made to the following detailed description which is to be read in conjunction with the accompanying drawings in which like reference numerals refer to like parts in the various figures, and in which: 1 schematically illustrates a vehicle, according to an embodiment of the invention; Figure 2 schematically illustrates a troubleshooting device in an SCR system, according to an embodiment of the invention; Figure 3 schematically illustrates a diagram according to an aspect of the present invention; Figure 4a schematically illustrates a flow chart of a method, according to an embodiment of the invention; Figure 4b schematically illustrates in further detail a flow chart of a method, according to an embodiment of the invention; and illustrating a computer, Figure 5 schematically according to an embodiment of the invention.
    DETAILED DESCRIPTION OF FIGURES In the reference to Figure 1, a side view of a vehicle 100 is shown. The exemplary vehicle 100 consists of a tractor 110 and a trailer 112.
    The vehicle can be a heavy vehicle, such as a truck or a bus. The vehicle can alternatively be a car.
    The vehicle 100 may include an internal combustion engine and an SCR system.
    It should be noted that the invention is suitable for application to a suitable SCR system and is not limited to SCR systems of motor vehicles.
    The innovative method and the innovative device of the SCR system according to an aspect of the invention are well suited for platforms which include an SCR system other than motor vehicles, such as e.g. watercraft. The watercraft can be of any suitable type, such as e.g. motorboats, ships, ferries or ships.
    It should be noted that the invention is suitable for application to a suitable engine and is not limited to a diesel engine of motor vehicles.
    Said engine may be an internal combustion engine which can be operated with a suitable fuel. Said fuel may be in liquid form or in gaseous form.
    Examples of fuels can be methanol, ethanol, petrol, diesel, vegetable oil, for example rapeseed oil, and propane. The innovative method and the innovative device of the SCR system according to an aspect of the invention are also well suited for e.g. systems including, for example, a stone crusher or the like.
    The innovative method and the innovative device of the SCR system according to an aspect of the invention are also well suited for e.g. systems including industrial engines and / or motorized industrial robots.
    The innovative method and the innovative device of the SCR system according to an aspect of the invention are also well suited for different types of power plants, such as e.g. an electric power plant comprising a diesel generator.
    The innovative procedure and the innovative device of the SCR system are well suited for any suitable engine system which includes an engine and an SCR system, such as e.g. at a locomotive or other platform.
    The innovative procedure and the innovative device of the SCR system are well suited for an arbitrary system that includes a NOX generator and an SCR system.
    Here, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, such as a radio or microwave link.
    Here, the term "conduit" refers to a passage for pouring and transporting a fluid, such as e.g. a reductant in liquid form. The pipe can be a pipe of any dimension. The conduit may consist of any suitable material, such as e.g. plastic, rubber or metal. 17 Here, the terms "reductant" or "reducing agent" refer to an agent used to react with certain emissions in an SCR system. These emissions can e.g. be NOX gas. The terms "reductant" and "reducing agent" are used synonymously herein. Said reductant is according to an embodiment so-called AdBlue. Of course, other types of reductants can be used.
    Here, AdBlue is mentioned as an example of a reductant, but a person skilled in the art realizes that the innovative method and the innovative device can be realized for other types of reductants. Referring to Figure 2, there is shown a device 299 of the vehicle 100.
    The device 299 may be arranged in the tractor 110. The device 299 may form part of an SCR system or include an SCR system.
    The device 299 according to this example comprises a container 205 which is arranged to hold a reductant. The container 205 is arranged to contain a suitable amount of reductant and is further arranged to be able to be refilled if necessary.
    A first conduit 271 is provided to direct the reductant to a pump 230 from the container 205. The pump 230 may be any suitable pump. The pump 230 may be a diaphragm pump comprising at least one filter. The pump 230 may be arranged to be operated by means of an electric motor (not shown). The pump 230 may be arranged to pump up the reductant from the container 205 via the first line 271 and via a second line 272 supply said reductant to a dosing unit 250. The dosing unit 250 may comprise an electrically controlled dosing device, by means of which a flow of reductant added to the exhaust system can controlled. The pump 230 is arranged to pressurize the reductant in the second line 272. The dosing unit 250 is arranged with a throttling unit, which can also be called throttling valve, against which said pressure of the reductant can be built up in the device 299.
    The dosing unit 250 is arranged to supply said reductant to an exhaust duct 290 of the vehicle 100. More specifically, the dosing unit 18 250 is arranged to supply in a controlled manner a suitable amount of reductant to a 290 of 100, inventive method. According to this embodiment, an SCR catalyst exhaust duct is the vehicle according to an aspect of the 270 arranged downstream of a position of the exhaust system where supply of the reductant takes place. The amount of reductant added to the exhaust system is intended to be used in the SCR catalyst to reduce the amount of unwanted emissions.
    The dosing unit 250 may be arranged at said exhaust duct 290 which is arranged to direct exhaust gases from an internal combustion engine 203 of the vehicle 100 to the SCR catalyst and further to an environment of the vehicle. Said first control unit 200 is arranged to control operation of said motor 203 by means of suitable means.
    A third conduit 273 is presently disposed between the metering unit 250 and the container 205. The third conduit 273 is arranged to return a certain amount of the reductant fed to the metering valve 250 to the container 205.
    The first control unit 200 is arranged for communication with the pump 230 via a link L230. The first control unit 200 is arranged to control operation of the pump 230. According to one example, the first control unit 200 is arranged to control the pump 230 by means of an electric motor (not shown). The first control unit 200 is arranged to influence a working pressure in the second line 272. This can be done in various suitable ways. According to one example, the first control unit 200 is arranged to change a prevailing speed RPM of the pump 230. In this case, the pressure can be changed in a desired manner. By increasing the speed of the pump 230, the working pressure can be increased. By lowering the speed of the pump 230, the working pressure can be reduced.
    The first control unit 200 is arranged for communication with a first temperature sensor 240 via a link L240. The temperature sensor 240 is arranged 19 to detect a prevailing temperature T1 of an exhaust gas stream from the engine of the vehicle. According to an example, the first temperature sensor 240 is arranged at said exhaust duct 290 directly downstream of the vehicle engine and upstream of a dosing unit 250. The temperature sensor 240 may be located at 290. The temperature sensor 240 is arranged to continuously detect a prevailing on the said first exhaust duct. of the exhaust stream and send signals including information about said prevailing temperature T1 via the link L240 to the first control unit 200.
    The first control unit 200 is arranged for communication with a second temperature sensor 260 via a link L260. The second temperature sensor 260 may be arranged to detect an ambient temperature T2 of a surface in the exhaust system where the reducing agent is evaporated. The second temperature sensor 260 may be arranged to detect a prevailing temperature T2 of the exhaust duct 290 in a suitable place. The second temperature sensor 260 may be arranged to detect an ambient temperature T2 of a suitable surface or component of the exhaust duct 290.
    According to one example, the second temperature sensor 260 is arranged at the exhaust duct 290 upstream of the dosing unit 250. According to another 260 arranged in a 270 downstream dosing unit 250. The second temperature sensor 260 is arranged, for example, the second temperature sensor evaporator unit (not shown) or the SCR catalyst continuously detecting an ambient temperature T2 of a surface or component of the exhaust duct 290 and sending signals including information about said ambient temperature T2 via the link L260 to the first control unit 200.
    According to one embodiment, the first control unit 200 and / or the second control unit 210 are arranged to calculate said first temperature T1. This can be done by means of a stored calculation model. The first control unit 200 and / or the second control unit 210 may be arranged to calculate said first temperature T1 on the basis of, for example, a prevailing exhaust mass flow rate, prevailing speed of the engine and prevailing load of the engine.
    According to one embodiment, the first control unit 200 and / or the second control unit 210 are arranged to calculate said second temperature T2. This can be done by means of a stored calculation model. The first control unit 200 and / or the second control unit 210 may be arranged to calculate said second temperature T2 on the basis of, for example, a prevailing exhaust mass flow rate, prevailing speed of the engine and prevailing load of the engine.
    A first NOX sensor 255 is arranged for communication with the first control unit 200 via a link L255. The first NOX sensor 255 is arranged to continuously determine a prevailing NOX content of the exhaust gas stream upstream of the SCR catalyst 270. According to an example, the first NOX sensor 255 is arranged at the exhaust duct 290 upstream of said dosing unit 250. The first NOX sensor 255 is arranged to continuously send signals including information about a prevailing NOX content upstream of the SCR catalyst 270 to the first control unit 200.
    A second NOX sensor 265 is provided for communication with the first control unit 200 via a link L265. The second NOX sensor 265 is arranged to continuously determine a prevailing NOX content of the exhaust stream downstream of said SCR catalyst 270. The second NOX sensor 265 is arranged to continuously send signals including information of a prevailing NOX content downstream of said SCR catalyst. 270 to the first control unit 200.
    According to one embodiment, the first control unit 200 and / or the second control unit 210 are arranged to calculate said first NOX content upstream of said SCR catalyst 270. This can be done by means of a stored calculation model. The first control unit 200 and / or the second control unit 210 may be arranged to calculate said first NOX content on the basis of, for example, a prevailing exhaust gas mass flow, prevailing speed of the engine and prevailing load of the engine.
    The first control unit 200 is arranged to determine a prevailing NOX conversion rate on the basis of said calculated or measured NOX content upstream of said SCR catalyst and said measured NOX content downstream of said SCR catalyst 270.
    The first control unit 200 is arranged to determine NOX content in the exhaust gas flow downstream of said SCR catalyst 270. The first control unit 200 is arranged to determine NOX content in the exhaust gas flow upstream of said SCR catalyst 270. The first control unit 200 is arranged to provide for the purpose suitable operating conditions of said SCR catalyst.
    The first control unit 200 is arranged to determine a prevailing degree of storage with respect to reducing agents in said SCR catalyst 270.
    Said degree of storage can be determined on the basis of said calculated or measured NOX content upstream of said SCR catalyst 270 and said measured NOX content downstream of said SCR catalyst 270.
    The first control unit 200 is arranged to suitably continuously determine a prevailing degree of storage with respect to reducing agents of the SCR catalyst 270. This can be done by means of a model stored in a memory in the first control unit 200.
    The first control unit 200 is arranged for communication with presentation means 280 via a link L280. Said display means 280 may be presently arranged in a cab of the vehicle 100. Said display means 280 may be fixedly mounted in the vehicle 100. Said display means 280 may be a mobile electronic unit. Said display means 280 may include, for example, a display screen. The first control unit 200 is arranged to present an error code or other relevant information regarding the innovative method. The first control unit 200 may be arranged to present, by means of said display means 280, before switching off said vehicle, information on a prevailing degree of introduction of reducing agents in said SCR catalyst 270.
    In this case, an operator of the vehicle 100 can be instructed to drive the vehicle in a suitable manner to increase a degree of reduction of the agent in said SCR catalyst 270 before shutting off the vehicle or engine 203.
    The first control unit 200 is arranged for communication with the dosing unit 250 via a link L250. The first control unit 200 is arranged to control the operation of the dosing unit 250 in order to e.g. regulate the supply of the reductant to the exhaust system of the vehicle 100.
    The first control unit 200 is arranged to calculate an exhaust mass flow MF of the exhaust gases from the vehicle engine. The first control unit 200 is arranged to continuously determine an exhaust gas mass flow I / IF of the exhaust gases from the engine of the vehicle. This can be done in a suitable way.
    According to one embodiment, the subsystem comprises a mass flow sensor (not shown) which is arranged to continuously measure a prevailing exhaust mass flow from the engine of the vehicle 100 in the exhaust duct 290 upstream of said SCR catalyst 270. Said mass flow sensor is arranged to continuously send information to the gas channel. the first control unit via a dedicated link.
    The first control unit 200 is arranged for communication with a third temperature sensor 285 via a link L285. The third temperature sensor 285 may be arranged to detect an ambient temperature T3 of air in an environment of the vehicle 100. The third temperature sensor 285 may be arranged to detect an ambient temperature T3 at a suitable location of the engine 203 or the vehicle 100. The third temperature sensor 285 is 23 arranged to continuously detect a current temperature T3 and send signals including information about said current temperature T3 via the link L285 to the first control unit 200.
    A second control unit 210 is arranged for communication with the first control unit 200 via a link L210. The second control unit 210 may be releasably connected to the first control unit 200. The second control unit 210 may be a control unit external to the vehicle 100. The second control unit 210 may be arranged to perform the innovative method steps according to the invention. The second control unit 210 can be used to upload software to the first control unit 200, in particular software for performing the innovative method. The second control unit 210 may alternatively be arranged for communication with the first control unit 200 via an internal network in the vehicle. The second control unit 210 may be arranged to perform substantially the same functions as the first control unit 200, such as e.g. to, at the cold start of an engine, control the fuel metering to said engine with a certain delay compared to what is the case with substantially optimal combustion in order to lower the heat evolution resulting from combustion of fuel by non-optimal combustion.
    Figure 3 schematically illustrates a diagram illustrating the crankshaft angle of an engine of a vehicle 100. Said crankshaft angle is given in degrees.
    This illustrates an interval lnt during which dosing of fuel is dosed with a certain delay compared to what is the case with substantially optimal combustion.
    In the case of substantially optimal combustion, fuel is metered into a cylinder of the engine substantially at angle 0. In this case, a higher content of NO gas is produced in an exhaust gas stream from said cylinder. At dosing which takes place with a certain delay compared to what is the case with substantially optimal combustion, the heat evolution resulting from combustion of fuel by non-optimal combustion can be reduced, whereby a lower content of NO gas in an exhaust gas stream from said cylinder is achieved. According to one embodiment, said delay corresponds to a crankshaft angle which is within a suitable range lnt. Said interval lnt can be defined by a crankshaft angle of 10-15 degrees, for example 12 degrees.
    Said delay can according to one embodiment correspond to a crankshaft angle of 5-15 degrees. According to one embodiment, said delay can correspond to a crankshaft angle of 15-20 degrees, for example 18 degrees. Said delay can according to one embodiment correspond to a crankshaft angle of 8-12 degrees, for example 10 degrees.
    Figure 4a schematically illustrates a flow chart of a method for reducing unwanted emissions from said engine when starting an engine comprising at least one cylinder with associated piston, according to an embodiment of the invention. The method comprises a first method step s401. Step s401 includes the steps of: - controlling fuel metering to said engine; and - controlling the fuel metering to said engine with a certain delay compared to what is the case with substantially optimal combustion in order to lower the heat evolution resulting from combustion of fuel by non-optimal combustion. Said starting of said engine may be a cold start of said engine. After step s401, the process is terminated.
    Figure 4b schematically illustrates a flow chart of a process for starting an engine comprising at least one cylinder with associated piston to reduce unwanted emissions from said engine, where an SCR catalyst for exhaust gas purification is provided in an exhaust duct of said engine, according to an embodiment of the invention. Said starting of said engine may be a cold start of said engine.
    The method includes a first method step s410. The method step s410 may include the step of continuously determining at least one parameter.
    Said parameter may refer to a prevailing ambient temperature. This can be done by appropriate means. This can be done by means of said third temperature sensor 285, which is arranged to measure an ambient temperature at the engine 203 and / or of the vehicle 100. Hereby it can be determined whether a start of said engine 203 is to be referred to as a cold start or not. A temperature below 0 degrees Celsius can be considered to be associated with a cold start.
    Said parameter may refer to a prevailing temperature of exhaust gases from said engine 203. This may be done by suitable means, for example the first temperature sensor 240. Here it can be determined whether a start of said engine 203 is to be referred to as a cold start or not. A temperature below 0 degrees Celsius can be considered to be associated with a cold start.
    Said parameter may refer to a prevailing temperature of a component of said exhaust duct 290 or a surface of said exhaust duct 290. This may be done by suitable means, for example the second temperature sensor 260.
    In this case, it can be determined whether a start of said motor 203 is to be referred to as a cold start or not. A temperature below 0 degrees Celsius can be considered to be associated with a cold start.
    Said parameter may refer to a prevailing degree of storage with respect to 270. degree of deposition with respect to reducing agents of said SCR catalyst, reducing agents in said SCR catalyst Said regulating may be determined as a basis for controlling a delay of fuel dosing and / or activation of fuel dosing with a certain delay 26 that starting of the motor 203 takes place at cold start, a subsequent procedure step s420 is performed. If it is determined that the start of the motor 203 does not occur at the cold start, the procedure is interrupted.
    If it is determined that a salvage reduction rate of reducing agent in said SCR catalyst 270 exceeds a predetermined value, the process is terminated. If it is determined that a salvage degree of retention of reducing agent in said SCR catalyst 270 is less than said predetermined value, said subsequent process step s420 is performed.
    Said predetermined value may be, for example, 25% or 50%.
    Method step s420 includes the step of controlling the fuel metering to said engine 203 with a certain delay compared to what is the case with substantially optimal combustion to lower the heat evolution resulting from combustion of fuel by non-optimal combustion. Said delay may be a suitable delay, for example 10 or 15 degrees of a crankshaft of said engine 203. Step s420 may involve deactivating an exhaust brake of said engine 203. After process step s420 a subsequent process step s330 is performed.
    Process step s430 may include the step of continuously determining a saving temperature of said SCR catalyst 270 and / or a saving temperature of said exhaust gases from said engine 203.
    Process step s430 may include the step of continuously determining a salvage retardant storage capacity in said SCR catalyst 270.
    The process step s430 may further comprise the step of controlling said delay on the basis of a saving temperature of said SCR catalyst 270 and / or a saving temperature of said exhaust gases from said engine 203. The higher the temperature present in said SCR catalyst 27 270 the shorter said delay of fuel metering in a cylinder of the engine may be. In this case, operation of said engine can take place at a more fuel-optimal operating point than at a lower temperature, which provides environmental benefits.
    The process step s430 may further include the step of controlling said delay on the basis of a salvage reduction rate of reducing agent in said SCR catalyst 270. The higher the degree of storage of reducing agent present in said SCR catalyst 270, the shorter said delay of fuel dosing in a cylinder may be. be. A higher degree of storage of reducing agent in the SCR catalyst 270 affects a degree of conversion therein in a positive manner, whereby a reduction of undesired emissions is achieved compared with a lower degree of storage.
    After the process step s430, a subsequent process step s440 is performed.
    Process step s440 may include the step of deactivating said fuel metering with a certain delay at a predetermined temperature of said SCR catalyst 270 and / or a predetermined temperature of an exhaust stream from said engine 203. According to an example, said predetermined temperature may be 40 degrees Celsius . Step s440 may include activating an exhaust brake of said engine 203. After process step s440, the process is terminated. Referring to Figure 5, there is shown a diagram of an embodiment of a device 500. The controllers 200 and 210 described with reference to Figure 2 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 in which a computer program, such as an operating system, is stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an A / D converter, a 28 time and date input and transfer unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided which may include routines for cold start of an engine 203 comprising at least one cylinder with associated piston to reduce unwanted emissions from said engine 203, wherein an SCR catalyst 270 for exhaust gas purification is provided in an exhaust duct 290 of said engine 203 The computer program P may include routines for controlling fuel metering to said engine 203. The computer program P may include routines for controlling the fuel metering to said engine 203 with a certain delay compared to what is the case with substantially optimal combustion to lower it by combustion of. fuel resulting heat generation through non-optimal combustion. The computer program P may comprise routines for activating said fuel metering with a certain delay after a completed start mode of said engine 203. The computer program P may comprise routines for deactivating said fuel metering with a certain delay at a predetermined temperature of said SCR catalyst 270 and / or a predetermined temperature of an exhaust stream from said engine 203.
    The computer program P may comprise routines for determining a prevailing degree of storage with respect to reducing agents of said SCR catalyst 270 as a basis for controlling said delay and activating fuel metering with a certain delay, respectively. The computer program P may include routines for activating or deactivating an exhaust brake, where applicable. P may include the Computer Program routines for controlling fuel metering with some delay without the exhaust brake activated.
    The computer program P may include routines for controlling said delay on the basis of a prevailing temperature of said SCR catalyst 270 and / or a prevailing temperature of said exhaust gases from said engine 203.
    The program P may be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550. 29 When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
    The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. the data processing unit 510 via a data bus 514. To the data port 599, e.g. the links L210, L230, L240, L250, L255, L260, L265, L280 and L285 are connected (see Figure 2).
    The read / write memory 550 is arranged to communicate with When data is received on the data port 599, it is temporarily stored in the second memory part 540. When the received input data has been temporarily stored, the data processing unit 510 is arranged to perform code execution in a manner described above.
    According to one embodiment, signals received at the data port 599 include information on NOX content upstream of the SCR catalyst 270. According to one embodiment, signals received at the data port 599 include information about NOX content downstream of the SCR catalyst 270. According to one embodiment, signals received at the data port 599 include information According to one embodiment, signals received at the data port 599 include information about a prevailing temperature of a suitable surface of or component i of the exhaust duct 290, for example a temperature of the SCR catalyst 270. According to one embodiment signals received at the data port 599 include information about a prevailing ambient temperature of said engine 203 or vehicle 100.
    The received signals at the data port 599 may be used by the device 500 to perform the inventive method.
    Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, the methods described herein are executed.
    The foregoing description of the preferred embodiments of the present invention has been provided for the purpose of illustrating and describing the invention. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments were selected and described to best explain the principles of the invention and its practical applications, thereby enabling those skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.
    权利要求:
    Claims (30)
    [1]
    A method for reducing unwanted emissions from said engine (203) at the start of an engine (203) comprising at least one cylinder with associated piston, wherein an SCR catalyst (270) for exhaust gas purification is provided in an exhaust duct (290) of said engine (203), comprising the step of: - controlling fuel metering to said engine (203), characterized by the step of: - controlling (s420) the fuel metering to said engine (203) with a certain delay compared to what is the case at substantially optimal combustion to lower the heat generation resulting from the combustion of fuel by non-optimal combustion.
    [2]
    A method according to claim 1, wherein the fuel metering in the case substantially optimal combustion takes place to the respective cylinder in connection with a turning position of the cylinder piston, and wherein the fuel metering in the case of some delay occurs when the piston of each cylinder has passed said turning position.
    [3]
    A method according to claim 1 or 2, wherein the fuel dosing in the case of a certain delay takes place at a predetermined crankshaft angle.
    [4]
    A method according to claim 3, wherein said predetermined crankshaft angle is within a range of 10-15 degrees compared to said turning position
    [5]
    A method according to any one of the preceding claims, comprising the step of: - activating said fuel metering with a certain delay after a completed start mode of said engine.
    [6]
    A method according to any one of the preceding claims, comprising the step of: - deactivating (s440) said fuel metering with a certain delay at a predetermined temperature of at least one temperature (T1; T2) of the SCR system.
    [7]
    A process according to any one of the preceding claims, comprising the step of: - determining (s410) a prevailing degree of reduction medium in said SCR catalyst (270) as a basis for activating fuel metering with some delay and controlling said delay, respectively.
    [8]
    A method according to any one of the preceding claims, wherein fuel metering with a certain delay takes place without an activated exhaust brake at said engine.
    [9]
    A method according to any one of the preceding claims, comprising: - controlling the action of an exhaust brake on the basis of at least one temperature (T1; T2) of the SCR system and / or on the basis of a prevailing degree of reduction medium in said SCR catalyst (270 ).
    [10]
    A method according to any one of the preceding claims, comprising: - activating an exhaust brake at a predetermined temperature (Tf; T2) of the SCR system and / or on the basis of a prevailing degree of reduction with respect to the medium in said SCR catalyst (270).
    [11]
    A method according to any one of claims 8 to 10, comprising: - activating an exhaust brake at a temperature (T1; T2) of the SCR system higher than or equal to 40 degrees Celsius and / or on the basis of a prevailing degree of reduction medium in said medium. SCR catalyst (270).
    [12]
    A method according to any preceding claim, wherein said unwanted emissions relate to NO gas downstream of said engine (203) but upstream of said SCR catalyst (270) and NOg gas downstream of said SCR catalyst (270). 10 15 20 25 30 33
    [13]
    A method according to any one of the preceding claims, comprising the step of: - controlling (s430) said delay on the basis of at least one temperature (T1; T2) of the SCR system.
    [14]
    A device for reducing unwanted emissions from said engine (203) at the start of an engine (203)) comprising at least one cylinder with associated piston, wherein an SCR catalyst (270) for exhaust gas purification is provided in an exhaust duct (290) of said engine (203), comprising: - means (200; 210; 500) adapted to control fuel metering to said engine (203), characterized by: - means (200; 210; 500) adapted to control the fuel metering to said engine (203) with a certain delay compared to what is the case with substantially optimal combustion in order to lower the heat generation resulting from combustion of fuel by non-optimal combustion.
    [15]
    Device according to claim 14, wherein the fuel metering in the case substantially optimal combustion takes place to the respective cylinder in connection with a turning position of the cylinder piston, and wherein the fuel metering in the case of some delay occurs when the piston of each cylinder has passed said turning position.
    [16]
    Device according to any one of claims 14 or 15, wherein the fuel dosing in the case of a certain delay takes place at a predetermined crankshaft angle.
    [17]
    The device of claim 16, wherein said predetermined crankshaft angle is within a range of 10-15 degrees compared to said turning position
    [18]
    Device according to any one of claims 14-17, comprising: - means (200; 210; 500) adapted to activate said fuel metering with a certain delay after a completed start mode of said engine.
    [19]
    An apparatus according to any one of claims 14 to 18, comprising: means (200; 210; 500) adapted to deactivate said fuel metering with a certain delay at a predetermined temperature of said SCR catalyst (270). ) and / or a predetermined temperature of an exhaust stream from said engine (203).
    [20]
    An apparatus according to any one of claims 14-19, comprising: - means (200; 210; 500) adapted to determine a salvage degree of storage with respect to reducing agents of said SCR catalyst (270) as a basis for activating fuel metering with some delay and control of said delay.
    [21]
    An apparatus according to any one of claims 14-20, comprising: - means (200; 210; 500) adapted to activate and deactivate an exhaust brake at said engine (203), respectively; means (200; 210; 500) adapted to control said fuel metering with some delay without activated exhaust brake.
    [22]
    Device according to any one of claims 14-21, comprising: - means (200; 210; 500) adapted to control the action of an exhaust brake on the basis of at least one temperature (T1: T2) of the SCR system and / or on the basis of a salvage content of reducing agent in said SCR catalyst (270).
    [23]
    Device according to any one of claims 14-22, comprising: - means (200; 210; 500) adapted to activate an exhaust brake at a predetermined temperature (T1: T2) of the SCR system and / or on the basis of said SCR system. salvage content of catalyst reducing agent (270).
    [24]
    A method according to any one of claims 21 to 23, comprising: - means (200; 210; 500) adapted to activate an exhaust brake at a temperature (T1: T2) of the SCR system higher or equal to 40 degrees 10 15 20 25 30 Celsius and / or reducing agent in said SCR catalyst (270). on the basis of a prevailing storage rate
    [25]
    The device of any of claims 14-24, wherein said unwanted emissions relate to NO gas downstream of said engine (203) but upstream of said SCR catalyst (270) and NOg gas downstream of said SCR catalyst (270).
    [26]
    Device according to any one of claims 14-25, comprising: - means (200; 210; 500) adapted to control said delay on the basis of at least one temperature (T1; T2) of the SCR system.
    [27]
    A motor vehicle (100; 110) comprising a device according to any one of claims 14-26.
    [28]
    A lor / vehicle (100; 110) according to claim 27, wherein the motor vehicle is any of a truck, bus or passenger car.
    [29]
    A computer program (P) for reducing unwanted emissions (203), program code for causing an electronic control unit (200; 500) or another computer (210;) when starting an engine (203)) comprising at least one cylinder with associated piston. 500) connected to the electronic control unit (200; 500) to perform the steps according to any one of claims 1-13. from said engine where said computer program (P) includes
    [30]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-13, when said program code is executed on an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500).
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    同族专利:
    公开号 | 公开日
    US9784159B2|2017-10-10|
    KR101837708B1|2018-03-13|
    EP2964938A1|2016-01-13|
    BR112015021273A8|2019-12-10|
    WO2014137278A1|2014-09-12|
    SE539631C2|2017-10-24|
    KR20150121233A|2015-10-28|
    BR112015021273A2|2017-07-18|
    US20160003119A1|2016-01-07|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350264|2013-03-06|
    SE1450248A|SE539631C2|2013-03-06|2014-03-06|Device and method of reducing unwanted emissions from said engine when starting an engine|SE1450248A| SE539631C2|2013-03-06|2014-03-06|Device and method of reducing unwanted emissions from said engine when starting an engine|
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