• 专利附录
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    • 专利摘要:
    Summary The present invention provides a method and system for monitoring a quantity related to a particulate mass M in at least one exhaust pipe arranged downstream of at least one internal combustion engine. The system comprises a first determining unit, which Or is arranged to determine a reduction A of a differential pressure dP at least over one or more particle filters arranged downstream of the at least one internal combustion engine. This decrease A is in relation to a differential pressure dPref at least for the corresponding one or more reference particle filters. The system also comprises a second determining unit, which is arranged to determine the quantity which Or is related to the particulate mass M, the determination being based on the determined decrease A of the differential pressure dP and on a predetermined relationship between the decrease A and the quantity related to the particulate mass M. further comprises a comparison unit, which is arranged for comparing the quantity with a defined spruce value Nth. The system also comprises a supply unit, which Or is arranged to provide at least one indication related to the result of the comparison.
    公开号:SE1450544A1
    申请号:SE1450544
    申请日:2014-05-08
    公开日:2015-11-09
    发明作者:Björn Bökelund；Karolin Erwe
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for monitoring a quantity related to a particulate mass in at least one exhaust pipe according to the preamble of the invention. for monitoring a quantity related to a particulate mass in at least one exhaust gas according to the preamble of claim 27, as well as a computer program and a computer program product, which implement the method according to the invention.
    Background The following background description constitutes a description of the background to the present invention, and thus does not necessarily constitute prior art.
    Engines, such as engines included in vehicles or ships, or usually equipped with an exhaust gas treatment system for the purification of exhaust gases generated by combustion in the engine. Due to increased government interests regarding pollution and air quality in mainly urban areas, emission standards and emission rules for internal combustion engines have been developed in many jurisdictions.
    Such emission standards often constitute sets of requirements which define acceptable limits on exhaust emissions from internal combustion engines in, for example, vehicles. For example, levels for emissions of nitrogen oxides NOR, the hydrocarbons CRHy, carbon monoxide CO and particulate matter PM are often regulated for most types of vehicles in these standards. Vehicles equipped with internal combustion engines typically give rise to these emissions to varying degrees. This document describes the invention mainly for its application in vehicles. However, the invention can be used in essentially all applications where internal combustion engines are used, for example in vehicles, such as in ships or aircraft / helicopters, whereby rules and / or standards for these applications limit the emissions from the internal combustion engines.
    In a stray-an to meet such emission standards, the exhaust gases caused by the combustion engine combustion are treated (purified) in an exhaust gas treatment system. Such exhaust treatment systems often comprise at least one particulate filter, which is arranged to trap particles, such as soot particles, in the exhaust stream.
    With a choice of particle filter, a sufficiently large part of the particles in the exhaust stream is captured in the particle filter, whereby the requirements in the emission standards can be met. However, the trapped particles are stored in the particle filter, which affects its filtering function, and thus its particle trapped shape. At a certain storage level for the particle filter, the filter needs to be cleaned, which can be achieved with a regeneration of the filter. In order to know when regeneration is to be carried out, according to prior art, a supply of a differential pressure across the particle filter has been performed. Based on this feed, a regeneration of the particle filter has been activated as needed. Models for, for example, soot build-up, soot oxidation and ash storage in the particle filter can also be used to decide when a regeneration should be activated. Previously, for vehicles in certain markets, a soot sensor in the exhaust pipe has been used to feed the particulate mass in the exhaust pipe.
    There is also a risk that the particle filter will be damaged, worn and / or corroded in other ways, whereby its particle-captured form may also be damaged. According to 3 prior art techniques, measurements of the differential pressure across the particle filter have been used to determine whether the particle filter is complete or damaged / broken before being diagnosed on board the vehicle (OBD; On Board Diagnostic). According to the regulations for vehicles that meet the requirements according to EuroVI for heavy vehicles, there is a requirement that an error code must be given when reducing the differential pressure by 40% relative to a reference filter and during a given food cycle. All is indicated with an OBD error code cm the particle filter is damaged / broken.
    For those vehicles which are equipped with a soot sensor in the exhaust pipe, the soot sensor can also be used in determining whether the particle filter is damaged, worn or broken in another way by feeding the particulate mass in the exhaust pipe with the soot sensor.
    Brief Description of the Invention Vehicles that use differential pressure feeds across the particulate filter to determine if the particulate filter is damaged and / or broken for diagnosis on board the vehicle make these feeds to meet the above legal requirements, that is to say only to find a damaged and / or or broken particle filter. It has no estimates of the particulate mass M emitted into the atmosphere from the vehicle based on the differential pressure across the particulate filter.
    Some vehicles use, as mentioned above, a soot sensor in the exhaust pipe for particle filter diagnostics, the viii saga to determine if the particle filter Or broken and needs to be replaced. Such a soot sensor can also be used to determine the particulate mass M released into the atmosphere from the vehicle. However, the use of soot sensors in exhaust pipes has been shown to have several disadvantages. In addition Or, as mentioned above, not all vehicles are equipped with a soot sensor in the exhaust pipe, as today there is no legal requirement for detection of particulate matter and / or soot in the exhaust pipe.
    The resistive sensors, electrostatic sensors and other types of sensors that are currently used as soot sensors are expensive. In addition, these sensors are relatively recently developed and have a law and sometimes even uneven reliability.
    Exhaust pipes constitute a problematic environment for sensors, as the exhaust gases typically include particles that defend the feeds and Oven pollutes the sensors themselves. Thus, previously known solutions have relied on feeds made by frequently contaminated sensors in an environment in which it may be difficult to separate the presence of certain particles. In addition, these sensors relatively often need to be replaced, or cleaned, due to the pollution, which makes the use of the sensors costly due to material and labor costs, and due to the vehicle having to be taken out of service.
    In total, therefore, damaged and / or broken particulate filters have previously been identified based on the differential pressure across the particulate filter, whereby no information on particulate mass emissions has been obtained.
    Emissions of particulate matter from the vehicle have previously been determined for certain vehicles and in certain markets based on expensive, inaccurate and unreliable resistive sensor technology, which has used sensors in the exhaust pipe. This inaccurate and unreliable determination of the particulate mass emissions has led to the risk limit for the particulate mass being exceeded.
    It is therefore an object of the present invention to provide a method and a system which at least partially solves one or more of the above-mentioned problems of prior art.
    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 27 and by the above-mentioned computer program and computer program product.
    The present invention provides a method and system for monitoring a quantity related to a particulate mass M in at least one exhaust pipe arranged downstream of at least one internal combustion engine. The system comprises a first determining unit, which is arranged for determining a reduction A of a differential pressure dP at least over one or more particle filters arranged downstream of the At least one internal combustion engine. This decrease A stands in relation to a differential pressure dPref Atmin for the corresponding one or more reference particle filters. The system also comprises a second determining unit, which is arranged to determine the quantity related to the particulate mass M, the determination being based on the determined decrease A of the differential pressure dP and on a predetermined relationship between the decrease A and the quantity related to the particulate mass M. further comprises a comparison unit, which is arranged for comparison of the quantity with a defined spruce value Mth. The system also comprises a supply unit, which is arranged to provide at least one indication related to the result of the comparison.
    By utilizing the present invention, by utilizing a relationship / relationship between the differential pressure dP and the particulate mass M, one or more indications are provided which indicate whether the particulate mass in the at least one exhaust pipe is too high. If the particle mass is too good, this can, for example, lead to the particle filter Or 6 being broken. According to the present invention, the determination of whether particulate mass is too high can be based on changes in the differential pressure across the one or more particulate filters, or over the one or more particulate filters and one or more additional components of the exhaust gas treatment system.
    Thus, by utilizing the present invention, a correlation between the differential pressure drop L at least across one or more particulate filters and the particulate mass M downstream of these one or more particulate filters can be obtained and used to determine a level of particulate mass M discharged into the atmosphere from the vehicle. As a result, an accurate and reliable monitoring of the particulate mass M discharged into the atmosphere can be obtained.
    Thus, by utilizing the present invention, the need for the resistive and / or electrostatic soot sensors in the at least one exhaust pipe which in some vehicles has previously been used to determine the particulate mass in the at least one exhaust pipe is eliminated. The present invention provides a cost-effective and reliable solution to the above-mentioned problems for prior art systems.
    The present invention instead uses pressure sensors which are not as sensitive as the soot sensors and also have higher reliability, in combination with the relationship between the differential pressure dP and the particulate mass M in determining the particulate mass in which at least one exhaust gas is for good or not. The low particulate mass may, for example, be due to one or more particulate filters being broken, as mentioned above.
    According to one embodiment, at least one sensor already presently installed in a vehicle for another dam dam can be used to determine the decrease L of the differential pressure dP At least over the one or more particulate filters. Based on the determined differential pressure drop A, then, thanks to the predetermined relationships between the differential pressure drop A and the particulate mass M, a comparison with the spruce value Mth can be made, whereby a too high value of the particulate mass M can be identified / detected. In other words, an already existing sensor can be used for a different purpose than it is intended for by utilizing the present invention, which means that the invention can be implemented at legal cost and with an added complexity.
    There are different legal requirements for controlling the amount of particulate matter that may be present in the at least one exhaust pipe downstream of the particulate filter. An example of such a legal requirement is mg / kWh for diagnosis on board the vehicle (OBD; On Board Diagnostic), which can then be used as the limit value Mth to determine if the particulate mass is too high in the at least one exhaust pipe. Another example of such a legal requirement is 10 mg / kWh for engine certification with a complete particulate filter. Other spruce guards can also be used, as described in more detail below.
    The present invention thus has an advantage in that the comparison with the spruce value Mtb can be made based on a decrease A in differential pressure, since the relationship between decreases A and particulate mass M, or a quantity related to particulate mass M, has been established and can be used. Significant simplifications and improvements have thus been achieved by utilizing the present invention, both in terms of cost and reliability for the determination of the particulate mass in the at least one exhaust pipe. The indications can then be provided to one or more control systems in, for example, a vehicle and / or can be provided to the driver of the vehicle via the danger interface, for example by indication by means of, for example, a lamp or another instrumentation.
    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 like parts, and of: Figure 1 shows an exemplary vehicle in which the present invention may be implemented. Figure 2 shows an example of an exhaust gas treatment system. a flow chart for a method according to an embodiment of the present invention, Figure 4a shows a flow chart for a method according to an embodiment of the present invention, Figure 4b shows a flow chart for a method according to an embodiment of the present invention, Figure 5 shows examples of differential pressure as a function of exhaust volume flow, Figure 6 shows examples of differential pressure reduction and particulate mass M as a function of particulate filter damage, and Figure 7 shows a control unit in which the present invention can be implemented.
    Description of Preferred Embodiments Figure 1 schematically shows an exemplary vehicle 100 including an exhaust gas treatment system 150, wherein the vehicle may include a system according to the present invention, which is described in more detail below. The vehicle has a driveline comprising 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 driveline of the vehicle may also be of another type, such as of a type with conventional automatic transmission, of a type with a hybrid driveline, of a type comprising more than one engine, etc.
    A shaft 107 emanating from the gearbox 103 drives the drive wheels 110, 111 via an end shaft 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said end shaft 108.
    The vehicle 100 further comprises the above-mentioned exhaust gas treatment system / exhaust purification system 150 for treating / purifying exhaust emissions resulting from combustion in the combustion chamber of the internal combustion engine 101, which may be cylinders. The exhaust gases are led to and from the exhaust gas treatment system 150 by exhaust pipes 151. The exhaust gases are further released into the atmosphere at the outlet 152. Fuel is supplied to the internal combustion engine 101 by an fuel system 120.
    The vehicle also includes a control unit 140 comprising a first determining unit 141, a second determining unit 142, a comparison unit 143, and a providing unit 144 according to the present invention, which are described in more detail below.
    Figure 2 shows an example of an exhaust gas treatment system 150, which can illustrate, for example, a EuroVI system, and which with an exhaust line / exhaust pipes 151 is connected to an internal combustion engine 101, (If the exhaust gases generated during combustion, i.e. the exhaust stream 203, are indicated The present invention can also be used in other types of exhaust gas treatment systems, for which the exhaust gas treatment system 150 is to be seen as a pedagogical and non-limiting example in Figure 2. In the figures, and also in parts of the description text, use is often illustrated and / or described for simplicity. It should be noted, however, that several exhaust pipes can be used according to different embodiments of the invention, for which reason the figures and the description text are to be interpreted as illustrating and / or describing at least one exhaust pipe.
    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, particles are formed as mentioned above, and the particulate filter DPF 220 is used to trap these particles. The exhaust stream 203 is led hdr through a filter structure where 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 (also called HC) and carbon monoxide CO the exhaust gas 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 monoxide NOs present in the exhaust 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 particulate filter and is further advantageous in the event of a subsequent reduction of nitrogen oxides NOR. In this regard, the exhaust gas treatment system 150 further comprises a downstream cm particle 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 NOx the exhaust gas stream. However, the reaction rate of this reduction is affected by the ratio of nitrogen monoxide NO to nitrogen dioxide NO2 in the exhaust stream, whereupon the reaction of the reduction is affected in the positive direction by previous oxidation of NO to NO2 in the oxidation catalyst DOC.
    As mentioned above, the SCR catalyst 230 requires additives to reduce the concentration of a compound such as 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 often ammonia and / or urea based, or consists of a substance from which ammonia can be extracted or released. Urea forms ammonia partly during heating (thermolysis) and partly during heterogeneous catalysis on an oxidizing surface (hydrolysis) with the SCR catalyst. The exhaust gas treatment system 150 is also provided with an abrasive catalyst (Ammonia Slip Catalyst; ASC) which Or is arranged to oxidize an excess of ammonia which may remain after the SCR catalyst 230. Thereby the abrasive catalyst ASC can provide an opportunity to improve the system's overall NOx conversion / reduction. The exhaust stream continues to the exhaust pipe 151, which can thus consist of one or more exhaust gases, and its outlet part 152, where the exhaust gases are released into the atmosphere.
    It should be noted that Figure 2 illustrates only one of many different exhaust gas treatment systems for which the present invention can be utilized. Substantially any exhaust gas treatment system comprising one or more particulate filters can utilize the present invention to diagnose the particulate mass M in the at least one exhaust pipe. The exhaust gas treatment system 150 also includes one or more sensors 261, 262 for determining a differential pressure dP for the particulate filter, and has certain embodiments on top of at least one component of the exhaust gas treatment system other than the particulate filter. These sensors 261, 262 may comprise one or more of at least one differential pressure sensor, at least one absolute pressure sensor, or at least one sensor which is arranged to supply a quantity related to a differential pressure dP over the particle filter 220, where the differential pressure dP can be calculated based on the food value for this quantity . The sensors 261, 262 may be connected to a control / sensor unit 260. It is also possible to supply the ambient pressure, the low atmospheric pressure, and at least one other pressure in the exhaust gas treatment system, the differential pressure dP over the particulate filter 220 being determined based on the ambient pressure and the at least a second pressure.
    If the exhaust gas treatment system 150 is equipped with a soot sensor for feeding particulate mass M, then this soot sensor is arranged downstream of the particulate filter DPF 220. In Figure 2 or a soot sensor 263 is schematically drawn directly downstream of the particulate filter 220, but this soot sensor 263 may of course have other locations the particulate filter DPF 220 in the exhaust gas treatment system 150.
    Figure 3 shows a flow chart of the method 300 of the present invention, which is used to monitor a quantity related to a particulate mass M in the at least one exhaust pipe 151 arranged downstream of the at least internal combustion engine 101. The at least one exhaust pipe 151 directs the exhaust stream from the internal combustion engine 101 to and between the components of the exhaust gas treatment system 150 and further to an outlet 152, where the remaining exhaust gases are discharged into the ambient air. The at least one exhaust pipe 151 can thus in this document refer to the part of the at least one exhaust pipe 151 which is arranged between the combustion engine 101 and the exhaust treatment system 150, the viii saga downstream of the combustion engine 101 and the exhaust gas treatment system 150, the part of the at least one exhaust pipe 15 is arranged between the components of the exhaust gas treatment system, and / or the part of the at least one exhaust pipe 151 which is arranged downstream of the exhaust gas treatment system 150 and near the outlet 152.
    In a first step of the method 301, which can be performed, for example, by means of the above-mentioned first determining unit 141, a decrease A of a differential pressure dP is determined at least over one or more particle filters 220, this decrease A being in relation to a differential pressure dP, f for at least corresponding to one or more reference particle filters. According to one embodiment, this reference particle filter can be made out of the used particle filter even when it is unused, that is to say before it has been put into operation. According to one embodiment, the reference particulate filter can also be dispensed from the utilized particulate filter itself after it has been used for some time, the value of particulate mass and / or ash in the particulate filter being preferred, since they affect the differential pressure dP.
    According to one embodiment, the reference particle filter can also consist of a predetermined norm filter, which has predetermined properties. In other words, the decrease A has a difference from an optimal and / or normal value for the differential pressure dP. Over at least the one or more particle filters 220. The one or more particle filters 2 are, as described above, arranged downstream of the at least one internal combustion engine 101 and can , possibly via one or more 14 other exhaust gas cleaning components, be connected to the internal combustion engine 101 via the at least one exhaust pipe 151. According to an embodiment described in more detail below, the reduction A of the differential pressure dP is determined only when the volume flow from the combustion engine 101 is high. . Thus, according to one embodiment, the reduction A of the differential pressure dP can be determined at a certain exhaust volume flow and / or as a function of the exhaust volume flow.
    The one or more particle filters may have comprise one or more particle filters, which may be arranged in series or in parallel. Even at least one additional exhaust gas treatment component which is not a filter may be included for the differential pressure dP. Thus, according to one embodiment, the differential pressure dP has can refer to the differential pressure across the one or more particle filters. According to another embodiment, according to one embodiment, the differential pressure dP may refer to the differential pressure across the one or more particulate filters and at least one further component of the exhaust gas treatment system. This allows existing pressure sensors in the exhaust treatment system 150 and / or in the at least one exhaust pipe 151 to be utilized by the present invention. The particulate filters may consist of at least one DPF (Diesel Particulate Filter), at least one half-surface filter, at least one full-surface filter, at least one TERS (Traffic Emission Reduction System), at least one PERS (Particle Emission Reduction System), at least one CSF Catalyzed Soot Filter, at least one Caralyzed DPF (CDPF) filter and / or at least one particle trap.
    In a second step 302 of the method, which can be performed, for example, by means of the above-mentioned second determining unit 142, the quantity related to the particle mass M to be monitored is determined by utilizing the method. The determination of this quantity is made based on the reduction A of the differential pressure dP determined in the first step 301 and on a predetermined relationship between this reduction A of the differential pressure dP and the quantity related to the particulate mass M.
    In a third step 303 of the process, which can be performed, for example, by means of the above-mentioned comparison unit 143, the quantity determined in the second step 302 which is related to the particle mass M is compared with a defined spruce value Mth. According to an embodiment of the present invention, the quantity constitutes precisely the particle mass M and the defined spruce value Mth constitutes a spruce value for the particular particle mass, whereby a direct control of the particle mass M level in relation to the spruce value Mth can be obtained. According to another embodiment of the present invention, the quantity may instead be, for example, a quantity of soot and / or smoke, both of which are correlated to the particle mass M, the defined spruce value Mth constituting a spruce value correlated to the particle mass sample value, whereby an indirect control of the particle mass M level to the spruce guard Mth can be obtained.
    In a fourth step 304 of the method of the present invention, which may be performed, for example, by means of the above-mentioned providing unit 144, at least one indication related to the result of the comparison in the third step 303 of the method is provided.
    Thus, by utilizing the present invention, one or more indications may be provided which may indicate if the particulate mass M exceeds the permissible limit values Mth based on changes A of the differential pressure dP over the particulate filter, or over the particulate filter and one or more additional components. Thus, according to the present invention, there is no need for the soot sensors in the at least one exhaust pipe which in certain applications have previously been used to strain the particulate mass in the at least one exhaust pipe. Thereby, utilization of these costly and unreliable soot sensors can be avoided in particle quantity diagnosis in the present invention, while a more reliable provision of indications is obtained.
    The at least one indication related to the result of the comparison in the third step 303 may be a number of different indications intended for different types of receivers. For example, in the amount of soot / particulate mass Or for hog, an indication may be made in a pre-interface 160, such as that a lamp turns on or changes color. In this way the driver is informed of the condition of the particulate mass and / or the particulate filters and can take appropriate measures, such as taking the vehicle to a workshop where the particulate filters are broken / damaged.
    Alternatively, the at least one error code can be indicated in / to at least one system in the vehicle, which bases the decision system on this error code. For example, the indication may be provided with a system related to exhaust purification of the at least one exhaust stream 203 through the exhaust treatment system 150, the exhaust treatment system being controlled as conveniently as possible under the conditions given by the indication, for example based on the information that high particulate mass is present in the at least an exhaust pipe, which may be due to some of the particulate filters being broken.
    The at least one indication can also be provided with a control system related to the at least one internal combustion engine 17 101. Then the at least one indication, which may for instance include an error code, of the engine control system can be interpreted as one or more actions which reduce the particulate mass emitted by the at least an internal combustion engine 101 is to be run.
    In this case, for example, the fuel supply from the fuel system 120 can be reduced, which means that less particulate matter / soot is formed and the exhaust gases are supplied. Also other Atgards which reduce the amount of soot / particulate mass in the at least one exhaust pipe 151 can be taken, such as adjustments of supply of air to the at least one internal combustion engine 101 and / or an adjustment of the ignition for the At least one internal combustion engine 101.
    The at least one indication may also be provided with a control system related to the at least one internal combustion engine 101, wherein the at least one indication of the engine control system is interpreted as performing one or more actions which a volume flow emitted by the at least one internal combustion engine 101 is to be performed. As a result, the differential pressure dP can be increased, which results in a more robust and more reliable diagnosis of the particle filter. For example, an increased volume flow can be obtained by an increased engine speed provided for the at least one combustion engine, which can be controlled by increasing the fuel supply and / or by performing a downshift to a lower gear layer in the gearbox 103.
    According to one embodiment Or the defined firing point Mth used in the comparison in the above described third step 303 of the method related to a legal requirement for a permissible amount of particulate mass M downstream of the at least one internal combustion engine 101. The firing threshold Mth may have been specified for an permissible amount of particulate matter M downstream of the particle filter 220, as at the outlet 152 of the at least one exhaust pipe, the above-mentioned quantity related to the particulate mass M being determined for the corresponding position, the 18 viii saga at the outlet 152, in the second step 302 of the process. The spruce value Mth may also be indicated for an allowable amount of particulate mass M in another position for the passage of the exhaust stream through the at least one exhaust pipe 151 and / or the exhaust treatment system 150, the above-mentioned quantity related to the particulate mass M being determined for the corresponding position.
    According to an embodiment of the present invention, the limit value Mth has a value in the range 1-100 mg / kWh. According to one embodiment of the present invention, the spruce value Mth has a value value in the range of 10-30 mg / kWh. According to one embodiment, the limit value Mth has a value of 25 mg / kWh; Mth = 25 mg / kWh. In other words, the spruce value Mm has a value VAT range of 1-100 mg / kWh, preferably a value VAT range of 10-30 mg / kWh and more preferably the value mg / kWh. For example, if Mth = 25 mg / kWh, at least one error code will be indicated if the value of the quantity related to the particulate mass M determined in the second step 302 corresponds to a value exceeding 25 mg / kWh. This fault code can be interpreted by the driver and / or by the control system in the vehicle as meaning that the particle mass is too high in at least one exhaust pipe, which in itself may be due to the particle filter 220 being broken / damaged. PA corresponding to its is also used by the second spruce guard Mth mom the above specified intervals.
    The present invention utilizes, as described above, a relationship between the decrease A of the differential pressure dP and the quantity related to the particulate mass M to determine the value of the quantity related to the particulate mass M in the second step 302 of the present invention. There are several different ways to determine the actual connection. These different methods include the use of feeds, for example in sample cells, 19 and / or of models for the one or more particle filters 220.
    Such test cells may include an engine, or other equipment that provides the exhaust stream, as well as food equipment for determining, for example, temperature, exhaust mass flow, exhaust system pressure, and emissions upstream and downstream of the exhaust gas treatment system 150.
    A filter model may, for example, include modeling by means of CFD (computer fluid dynamics), whereby, for example, the exhaust gas flow, temperatures, pressure, filtration and / or particulate mass can be estimated.
    The predetermined relationship between the reduction A of the differential pressure dP Over at least the one or more particulate filters 220 and the quantity related to the particulate mass M can according to one embodiment be determined by one or more tests, such as by feeds, modeling and / or simulations, under defined conditions and with different degrees of damage at least on the one or more particle filters 220 determine a correlation between the decrease A of the differential pressure dP and the magnitude related to the particle mass M. The different degrees of damage to the filters can be achieved by performing perforation, halting, drilling, removal on the filters of one or more plugs, removal of one or more seals and / or shaking. The defined conditions for the tests may be defined by one or more of a particular length in time for the tests, a particular engine speed used in the tests corresponding to at least one type of operation, a particular engine torque used in the tests corresponded to at least one type of operation and / or a load used in the tests corresponding to at least one type of operation. For example, the defined hazards can be specified by a hazardous cycle for transient operation, such as WHTC (World Harmonized Transient Cycle) and / or by a hazardous cycle for substantially stationary operation, such as WHSC (World Harmonized Stationary Cycle).
    The correlation between the decrease A of the differential pressure dP and the magnitude related to the particulate mass M can be determined by using a method according to an embodiment of the present invention, which is illustrated by a flow chart in Figure 4a.
    In a first step 401a of the method, a feed and / or simulation of at least one value for a reduction A of the differential pressure dP is performed as a function of the damage, for example neck size, at least on the one or more particle filters 220. As mentioned above, the function can be determined by the feeds on particle filters with varying degrees of damage to the filters, where the damage can be caused by perforation, halting, drilling, removal of one or more plugs and / or removal of one or more seals.
    Figure 5 shows examples of curves for such measurements and / or simulations. More specifically, Figure 5 shows differential pressure dP as a function of exhaust volume flow V for a nominal particulate filter and for particulate filters with varying degrees of damage. As shown in the figure per higher volume level V larger differential pressure.
    The Top Curve (stars on the curve) shows the value of a nominal particle filter, which corresponds to the above-mentioned reference particle filter. The next uppermost curve (dashed) shows the value of a particle filter with 5% neck size, which means that 5% of the filter structures are missing. The next lowest curve (cross on the curve) shows the value of a 21 particle filter with 10% neck size. The bottom curve (squares on the curve) shows the value of a particle filter with 15% neck size. As shown in the figure, the decrease A in differential pressure dP compares with the uppermost curve of the reference particle filter, i.e. the different gradients of the different curves, of the magnitude of the damage to the filter so that the greater the damage to the particle filter, the greater the decrease A in differential pressure dP. In other words, the difference between the values in differential pressure dP between the curve of the reference filter and the other filters, where the difference corresponds to the decrease A, gives a given value of the exhaust volume flow greater for greater damage to the filter.
    The differential pressure dP in Figure 5 can be described as a quadratic equation, where k1 and k2 Or constants and V Or the volume flow: dP = k1V + k2V2 (eq. 1) In a second step 402a of the procedure in Figure 4a a feed and / or simulation of a value for the quantity related to the particle mass M downstream of at least the one or more particle filters 220, for example at the outlet 152, as a function of the damage, such as the neck size, at least on the one or more particle filters 220.
    Figure 6 shows examples of curves for such feeds and / or simulations. More specifically, Figure 6 shows a curve (with triangles on the curve) for reduction A in differential pressure dP compared with the reference particle filter as a function of damage to the particle filter. This curve is derived based on data from the first stage 401a in Figure 4a (or the first stage 301 in Figure 3) and Figure 5. The figure also shows a measured curve (with stars on the curve) for the magnitude related to particulate mass, has exemplified as the particulate mass M, downstream of the particulate filter as a function of the damage, such as the neck size, on at least the one or more particulate filters 220.
    The mat / simulated value for the decrease A in differential pressure dP in Figure 6 can be curve-adjusted according to a function which can be described, for example, as Equation 2, where a, b and c are constants: f (x) = aexb xc (Equ. 2) It can be noted that the appearance of the measured curve (with asterisks on the curve) for the magnitude as a function of the damage depends on the particulate mass of the exhaust gases from the internal combustion engine 101. This causes different internal combustion engines to have different appearances on this curve as the different engines refer to different particulate mass from the internal combustion engine 101 This also means that the curve has a different appearance for one and the same engine if the engine is calibrated so that the soot value is different.
    In a third step 403a of the process, the mat and / or simulated values for the reduction A of the differential pressure dP are correlated with the mat and / or simulated quantity related to said particle mass M. Thereby a correlation is thus obtained between the reduction A of the differential pressure dP and the quantity related to the particulate mass M, which can be used as the predetermined relationship between the decrease A of the differential pressure dP and the quantity related to the particulate mass M according to the present invention. As a non-limiting example, it can be noted that a spruce value corresponding to 25 mg / kWh; Mth = 25 mg / kwh; corresponds to about 6% hal in the particle filter (the curve with stars in Figure 6), which in turn corresponds to about 70% reduction 23 A of the differential pressure dP (curve with triangles for 6% hdl), which is clearly shown in Figure 6.
    Thus, according to the invention, by determining the correlation between the decrease A of the differential pressure dP and the quantity related to the particulate mass M, a fixed value for the decrease A of the differential pressure dP can be directly used to determine if the particulate mass M in the at least one exhaust pipe exceeds suitable values.
    Correlation between the decrease A of the differential pressure dP and the magnitude related to the particulate mass M can also be determined by using a method according to an embodiment of the present invention, which is illustrated by a flow chart in Figure 4b.
    In a first step 401b of the process, a value for a particulate mass Meng fed by the at least one internal combustion engine 101 is fed and / or simulated.
    In a second step 402b, at least one value is measured and / or simulated for a filtration capacity C At least for the one or more particle filters 220 as a function of the reduction A of the differential pressure dP at least above the one or more particle filters 220. One way of determining these values is to feed the filtration capacity for different degrees of damage to the filter in the manner described for the first step 401a and Figure 5 above, the viii saga through feeds / simulations at different degrees of perforation, holding, drilling, removal of one or more plugs, removal of one or more seals have the filter, cracking, melting and / or shaking. Shaking mentioned in this document can be achieved, for example, by longitudinal testing in a shaking rig or other similar device. In a third step 403h of the process, the quantity related to the particle mass M is determined as a function of the reduction A of the differential pressure dP At least over the one or more particle filters 220. The determination is based on the mats and / or simulated values for the first step 401b. the particle mass Meng emitted by the at least one combustion engine 101 and on the values for filtration capacity C matured in the second stage 402b thus obtaining a correlation between the decrease A of the differential pressure dP and the quantity related to the particulate mass M, which can be used as the predetermined relationship between the decrease A of the differential pressure dP and the quantity related to the particulate mass M according to the present invention.
    According to an embodiment of the present invention, the predetermined connections used have been determined in advance, i.e. before they are actually used in, for example, a vehicle in operation. For example, the relationships can be determined at sample cell feeds and / or by modeling, after which data related to these predetermined relationships are stored to be available for use in monitoring the magnitude related to the particulate mass M of the present invention.
    Determining the decrease A of the differential pressure dP at least Over the one or more particle filters 220 in the first step 301 of the process of the present invention, however, according to one embodiment, it is performed while operating the at least one internal combustion engine 101, for example while driving a vehicle embodying the present invention. .
    According to an embodiment of the present invention, at least one sensor 261, 262 arranged for supplying pressure at least for the one or more particle filters is used in determining the reduction A of the differential pressure dP At least over the one or more particle filters 220. As mentioned above, the exhaust gas treatment system 150 comprises one or more several sensors 261, 262 which are normally used for determining a differential pressure for the particulate filter, and for certain embodiments Above at least one component of the exhaust gas treatment system other than the particulate filter. These sensors 261, 262 may comprise one or more of at least one differential pressure sensor, at least one absolute pressure sensor, or at least one sensor which is arranged to measure a quantity related to a differential pressure dP over the particle filter 220, where the differential pressure dP can be calculated based on this quantity value. . The differential pressure determined by means of the at least one sensor 261, 262 is usually used to make diagnoses for the one or more particle filters, where the diagnosis may indicate that one or more particle filters 220 bar are replaced or regenerated.
    Thus, the present invention utilizes the at least one sensor 261, 262 already installed in, for example, a vehicle for a different purpose now above to determine the reduction A of the differential pressure dP At least over the one or more particle filters 220. Based on this determined differential pressure reduction A, then, thanks to the predetermined relationships between the differential pressure drop A and the particulate mass M, a comparison with the limit value 9-bras, whereby a too high soot level in the exhaust pipe can be identified / detected. In other words, an already existing sensor can be used for another purpose by utilizing the present invention, which means that the invention can be implemented at legal cost and with an added addition in complexity.
    According to an embodiment of the present invention, a model of a back pressure is used at least in the one or more particle filters 220 in determining the reduction A of the differential pressure dP in the above-mentioned first step 301 of the method according to the present invention. The determination of the reduction A may have been based on the model and on one or more parameters, such as parameters related to exhaust gas mass flow, exhaust pressure, exhaust gas temperature, viscosity and particulate filter properties. The exhaust mass flow, pressure and temperature can be fed with sensors, or can be modeled. This provides a determination of the reduction A which at least partially utilizes already known data in, for example, a vehicle and / or which can be implemented with an added addition in complexity.
    According to an embodiment of the present invention, there is a side condition for determining the reduction A of the differential pressure dP to be performed. The secondary condition is that the volume flow out of the internal combustion engine 101 must be high when determining the reduction A. This has the advantage that the signal-to-noise ratio of the food signals is more favorable at the high volume flow, which improves the accuracy of the procedure and reduces the risk of error decisions.
    By high volume flow for the exhaust stream 203 in this document is meant the river corresponding to one or more of: the river greater than 500 liters per second; the river is larger than a lower surface flange value related to one or more parameters, it has at least one internal combustion engine, such as make, type, power, number of cylinders and cylinder volume, one or more parameters for the one or more particle filters, such as 27 make and type and / or location of and food accuracy for utilized donors; and the river is larger than a lower spruce spruce and smaller than an upper spruce spruce, where the said lower and byre spruce spruces have arbitrarily suitable selected spans, for example 200 1 / s and 800 1 / s, respectively.
    For a given exhaust temperature, a given engine speed (for example a percentage of a maximum speed) and a given load (for example a percentage of a maximum load) give greater power, more cylinders and / or larger cylinder volume higher the volume flow of the exhaust stream, resulting in a more advantageous signal-to-noise ratio.
    If the particle filter parameters apply, the parameters that contribute to an increased differential pressure over the one or more particle filters also cause the signal-to-noise ratio to increase. An increased signal-to-noise ratio also means that the river spruce value can be reduced while maintaining accuracy. Such particle filter parameters include cell density, plug thickness, rock thickness, material, type of particle filter and / or changes in the aspect ratio of the at least one particle filter.
    According to an embodiment of the present invention, the reduction A of the differential pressure dP is determined as a function of the exhaust gas volume flow.
    According to an embodiment of the present invention, statistical processing of the value obtained by feeding, simulation and / or modeling can take place, which increases the reliability of the method according to the invention. Through statistical processing, the impact of incorrect values can be reduced, thereby providing a more robust system. In addition, inconsistent and erroneous indications are avoided when evaluating the food / simulation / model value over a 28 period period of time when performing the method of the present invention.
    The statistical processing may, for example, include a mean value formation, a median calculation, a calculation of a standard deviation and / or a filtering. The statistical processing can be performed for one or more of: the values for the reduction A of the differential pressure dP; the value of a volume flow out of the internal combustion engine 101; the values of an exhaust mass flow out of the internal combustion engine 101, which can be monitored by analyzing the sensor values and / or diagnoses already used today by the engine system; the value of the quantity as Or related to the particle mass M; the value of the filtration capacity C for the one or more particle filters 220; - the value of an exhaust gas temperature for the internal combustion engine 101; the value of one exhaust pressure for the internal combustion engine 101; the value of an inlet temperature for air / gas mixture into one or more cylinders in the internal combustion engine 101; the value of an inlet pressure for air / gas mixture into one or more cylinders in the combustion engine 101; varden father a fuel consumption father farfarningsmotor 101; the value of a fuel injection pressure in one or more cylinders in the combustion engine 101; the value of one or more lambda ratios, that is, the air / fuel ratio enters one or more cylinders in the combustion engine; The values are given one speed by the combustion engine 101; and the value of a load for the internal combustion engine 101.
    Those skilled in the art will appreciate that a method for monitoring a quantity related to a particulate mass M in at least one exhaust pipe 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 method. The computer program is usually part of a computer program product 703, where the computer program product comprises a suitable digital non-volatile / permanent / durable / durable storage medium on which the computer program is stored. The said non-volatile / permanent / durable / durable computer-durable medium consists of a readable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash Memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc.
    Figure 7 schematically shows a control unit 700. The control unit 700 comprises a computing unit 701, which can be constituted by essentially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The calculation unit 701 is connected to a memory unit 702 arranged in the control unit 700, which provides the calculation unit 701 e.g. the stored program code and / or the stored data calculation unit 701 need to be able to perform calculations. The calculation unit 701 is also arranged to store partial or final results of reports in the memory unit 702.
    Furthermore, the control unit 700 is provided with devices 711, 712, 713, 714 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 711, 713 may be detected as information and may be converted into signals which may be processed by the calculating unit 701. These signals are then provided to the calculating unit 701. The devices 712 , 714 for sending output signals are arranged to convert calculation results from the calculation unit 701 into output signals for access to other parts of the vehicle's control system and / or the component (s) for which the signals are intended.
    Each of the connections to the devices 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 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 output from the computing unit 701 and that the above-mentioned memory may be provided by the memory unit 702.
    Generally, 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 may comprise a large number of control units, and the responsibility for a specific function may be divided into more than one control unit. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figures 1 and 7, which is a choice for the person skilled in the art.
    In the embodiment shown, the present invention is implemented in the control unit 700. The invention can, however, also be implemented in whole or in part in one or more other control units already existing with the vehicle or in a control unit dedicated to the present invention. Those skilled in the art will appreciate that the control unit may be modified according to the various embodiments of the method of the invention. According to one aspect of the present invention, there is provided a system for monitoring the above-mentioned quantity related to a particulate mass M, which according to one embodiment may be constituted by the particulate mass M itself, in at least one exhaust pipe 151 arranged downstream of at least one combustion engine 101.
    The system comprises the above-mentioned first determining unit 141, which Or arranged for determining a reduction A of a differential pressure dP at least over one or more particle filters arranged downstream of the At least one internal combustion engine 101. This reduction A is in relation to a differential pressure dPref Atminstone for corresponding one or more reference particle filters. Thus, the decrease A constitutes a difference between the differential pressure dPref for the reference particle filter and the differential pressure dP for the actual at least one particle filter. According to one embodiment, this reference particle filter can be constituted by the utilized particle filter itself when it is unused, i.e. before it has been put into operation, or when it has been used for a time, as described above. According to one embodiment, the reference particle filter can also consist of a predetermined standard filter, which has predetermined properties.
    The system also comprises the above-mentioned second determining unit 142, which Or is arranged for determining the quantity which Or is related to the particulate mass M, the determination being based on the determined reduction A of the differential pressure dP and p1 a predetermined relationship between the reduction A and the quantity as Or related to the particulate mass M.
    The system further comprises a comparison unit 143, which Or is arranged to compare 303 the quantity with a defined spruce value Mth. The system also includes the above-mentioned 32 providing unit 144, which is arranged to provide at least one indication related to the result of the comparison. In other words, the supply unit, for example through one or more indicators in a front section 160, may provide an indication of the particulate mass in the At least one exhaust gas is too high.
    The system according to the present invention can be arranged to carry out all the method embodiments described above, and in the claims, the system for each embodiment receiving the above-described advantages for each embodiment.
    Hdr and in this document units are often described as being arranged to perform steps in the method according to the invention.
    This also includes that the units are adapted and / or arranged to perform these process steps.
    In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system for monitoring a quantity related to a particulate mass M in at least one exhaust pipe.
    The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims. 33
    权利要求:
    Claims (2)
    [1]
    1. I- neld
    [2]
    2. / 7 1 101 i 00000 260
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    同族专利:
    公开号 | 公开日
    US10519841B2|2019-12-31|
    KR20160146891A|2016-12-21|
    EP3140524A4|2017-12-27|
    KR101945457B1|2019-02-07|
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    US20170030245A1|2017-02-02|
    EP3140524B1|2019-01-30|
    WO2015171059A1|2015-11-12|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450544A|SE539381C2|2014-05-08|2014-05-08|Process and system for monitoring a quantity related to a particle mass in at least one exhaust pipe|SE1450544A| SE539381C2|2014-05-08|2014-05-08|Process and system for monitoring a quantity related to a particle mass in at least one exhaust pipe|
    KR1020167032448A| KR101945457B1|2014-05-08|2015-05-06|Method and system for monitoring of a physical quantity related to a particulate mass in at least one exhaust pipe|
    US15/302,676| US10519841B2|2014-05-08|2015-05-06|Method and system for monitoring of a physical quantity related to a particulate mass in at least one exhaust pipe|
    PCT/SE2015/050499| WO2015171059A1|2014-05-08|2015-05-06|Method and system for monitoring of a physical quantity related to a particulate mass in at least one exhaust pipe|
    EP15788571.6A| EP3140524B1|2014-05-08|2015-05-06|Method and system for monitoring of a physical quantity related to a particulate mass in at least one exhaust pipe|
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