CN101457704A - 用于颗粒物质过滤器的控制系统 - Google Patents
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- F02D41/14—Introducing closed-loop corrections
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Abstract
本发明涉及用于颗粒物质过滤器的控制系统。一种方法包括:确定与来自发动机的排气相连通的颗粒物质(PM)过滤器的温度;及当该PM过滤器并非正在再生且温度超过第一预定温度时,降低发动机的功率输出。一种控制模块包括:PM过滤器温度确定模块,其确定与来自发动机的排气相连通的PM过滤器的温度;及发动机功率降低模块,其与PM过滤器温度确定模块连通,当PM过滤器并非正在再生并且温度超过第一预定温度时,该发动机功率降低模块降低该发动机的功率输出。
Description
技术领域
本公开涉及颗粒物质(PM)过滤器,更具体来说,涉及用于限制PM过滤器温度的系统和方法。
背景技术
本部分中的陈述仅提供有关本公开的背景信息,且可不构成现有技术。
发动机(例如柴油发动机)产生颗粒物质(PM),该颗粒物体由PM过滤器从排气中过滤。PM过滤器布置在发动机的排气系统中。PM过滤器减少了燃烧期间产生的PM的排放。
随着时间推移,PM过滤器会变满。在再生期间,PM可在PM过滤器内燃烧。再生可涉及将PM过滤器加热到PM的燃烧温度。存在进行再生的各种方法,这些方法包括修改发动机管理、使用燃料燃烧器、使用催化氧化器以在注入燃料后提高排气温度、使用电阻加热线圈和/或使用微波能。
PM过滤器在再生期间的高温可超过所收集的PM的燃烧温度,而不超过PM损坏的温度。例如,来自柴油发动机的PM可在550摄氏度(℃)或以上的温度下燃烧,而PM过滤器(例如满容量(full-size)的轻型卡车中所采用的PM过滤器)可能在低至800℃的温度下损坏。
高的PM过滤器温度也可发生于再生以外的情形中。可能存在故障状况,使得PM过滤器温度在车辆运行过程中意外地升高到若持续一段时间就可能损坏PM过滤器的水平。柴油发动机中可能发生的其他故障状况的实例包括排气再循环(EGR)阀泄露或粘附敞开,或EGR垫圈中的泄露、涡轮增压器中的泄露、进气歧管垫圈中的泄露、燃料注入器中的泄露、增压空气冷却器(CAC)中的泄露、CAC管或CAC软管中的泄露。一般来说,在任何增压不足或燃料过量(其导致异常高的排气温度)的情况期间,PM过滤器温度都可能升高至可能造成损坏的水平。
发明内容
一种方法包括:确定与来自发动机的排气相连通的颗粒物质(PM)过滤器的温度;及当该PM过滤器并非正在再生并且温度超过第一预定温度时,降低发动机的功率输出。
一种控制模块包括:PM过滤器温度确定模块,其确定与来自发动机的排气相连通的PM过滤器的温度;及发动机功率降低模块,其与PM过滤器温度确定模块相连通,当PM过滤器并非正在再生并且温度超过第一预定温度时,该发动机功率降低模块降低发动机的功率输出。
根据本文中提供的说明,其他的应用领域将变得显而易见。应理解的是,该说明和具体实例意图仅用于说明的目的,而并非意图限制本公开的范围。
附图说明
本文中描述的图示仅用于说明的目的,而并非意图以任何方式限制本公开的范围。根据该详细说明和附图,本发明的教导将得到更加充分地理解,在图示中:
图1是示例性车辆的示意图;
图2是车辆控制模块的方框图;及
图3是描述用于PM过滤器的控制系统中的步骤的流程图。
具体实施方式
以下说明在本质上仅仅是示例性的,而决不意图限制本发明的教导、应用或用途。为了清楚起见,图示中将用相同的参考标号来标识相似的元件。本文使用的用语“模块”是指专用集成电路(ASIC)、电子电路、执行一个或多个软件程序或固件程序的处理器(共享处理器、专用处理器或成组处理器)或内存、组合逻辑电路、或验证所述功能性的其他合适构件。
现在参看图1,其示意地显示了示例性车辆10。车辆10可包括与进气系统14、排气系统16、燃料系统18以及控制模块36相连通的发动机12。进气系统14可包括进气歧管22和节流器24。排气系统16可包括与PM过滤器30相连通的排气歧管26以及一个或多个PM过滤器温度传感器,例如,PM过滤器入口传感器38和PM过滤器出口传感器40。控制模块36可与发动机12、燃料系统18、节流器24、PM过滤器入口传感器38以及PM过滤器出口传感器40相连通。
出于说明的目的,将车辆10描述为具有柴油发动机12。尽管将车辆10公开为带有柴油发动机12,但应理解的是,本公开适用于包括PM过滤器30的车辆10中其他类型的发动机。
节流器24可控制进入柴油发动机12的空气流量,燃料系统18可控制进入柴油发动机12的燃料流量。由空气/燃料混合物的燃烧所形成的排气可通过排气系统16离开柴油发动机12。PM过滤器入口传感器38和PM过滤器出口传感器40可向控制模块36提供指示PM过滤器30入口和出口处的排气温度的信号。
参看图2,其描绘了控制模块36的方框图。控制模块36可包括PM过滤器温度确定模块42和发动机功率降低模块44。如下文论述,PM过滤器温度确定模块42可与发动机功率降低模块44相连通,且可接收来自PM过滤器入口传感器38和/或PM过滤器出口传感器40的信息。发动机功率降低模块44可与节流器24和燃料系统18相连通,以控制柴油发动机12的功率。
参看图3,控制逻辑100中描绘了用于PM过滤器的控制系统中步骤的流程图。在方框102处,PM过滤器温度确定模块42可监测PM过滤器入口传感器38和/或PM过滤器出口传感器40,以确定PM过滤器30的温度。然后,控制逻辑100可继续至方框104。
在方框104处,发动机功率降低模块44可使用在方框102处由PM过滤器温度确定模块42所确定的PM过滤器30温度,以分析PM过滤器30的温度是否处在需要采取校正措施的水平。更具体来说,方框104可将所确定的PM过滤器温度与用作停机极限的温度值进行比较。停机极限值可以是某温度,在该温度下,柴油发动机12在任何功率水平下的连续运行都可能产生引起对PM过滤器30的损坏的排气,例如,对于示例性的满容量轻型卡车来说,该温度是接近800℃的温度。
如果所确定的PM过滤器30温度超过停机极限,则控制逻辑100可继续至方框106。在方框106处,发动机功率降低模块44可通过逐渐停止向柴油发动机12供应来自燃料系统18或进气系统14的燃料和空气,来逐渐使柴油发动机12停机。在关闭发生之前,可向驾驶员发出鸣声、消息或其他指示,以指示将发生逐渐的关闭。如果所确定的PM过滤器30温度未超过停机极限,则控制逻辑100可继续至方框108。
在方框108处,发动机功率降低模块44可使用在方框102处由PM过滤器温度确定模块42所确定的PM过滤器30温度,以分析PM过滤器温度是否处在车辆10可继续运行但仅在空转速度下继续运行的水平。更具体来说,方框108可将所确定的PM过滤器30温度与用作空转极限的温度值进行比较。空转极限值可以是某温度,在该温度下,柴油发动机12在大于空转速度的发动机速度下的连续运行可继续将排气温度升高至可助长损坏PM过滤器30的水平。在示例性满容量轻型卡车中,该空转极限可以是大约750℃。
如果所确定的PM过滤器30温度超过空转极限,控制逻辑100可继续至方框110。在方框110处,发动机功率降低模块44可通过控制进气系统14和燃料系统18以提供足以使柴油发动机12在空转速度下运行的空气和燃料,来迫使柴油发动机12以空转速度运行。如果所确定的PM过滤器30温度未超过空转极限,则控制逻辑100可继续至方框112。
在方框112处,发动机功率降低模块44可使用在方框102处由PM过滤器温度确定模块42所确定的PM过滤器30温度,以分析PM过滤器30温度是否处在车辆可继续运行到降低的功率极限(reducedpower limit)的水平。更具体来说,方框112可将所确定的PM过滤器30温度与用作功率极限阈值的温度值进行比较。该功率极限阈值的值可以是某温度,在该温度下,柴油发动机12可在操作者所请求的功率下继续运行到降低的功率极限;在该降低的功率极限以下,正常的车辆运行不应形成损坏PM过滤器30的排气。在示例性的满容量轻型货车中,功率极限阈值可以是700℃。
如果所确定的PM过滤器30温度超过功率极限阈值,控制逻辑100可继续至方框114。在方框114处,发动机功率降低模块44可通过控制进气系统14和燃料系统18以提供将柴油发动机12运行到降低的功率极限所需的空气和燃料,来限制柴油发动机12的功率,在该降低的功率极限处,不会有另外的空气和燃料供应至柴油发动机12。如果所确定的PM过滤器30的温度未超过功率极限阈值,则然后可结束控制逻辑100。
根据前文所述,本领域的技术人员现在可了解,本公开的宽泛教导可以以各种形式来实施。因此,尽管结合本公开的特定实例对本公开进行了说明,但本公开的实际范围不应局限于此,因为在对附图、说明书和所附的权利要求书进行研究后,其他修改对于本领域的技术人员而言也将变得显而易见。
Claims (18)
1.一种方法,其包括:
确定与来自发动机的排气相连通的颗粒物质(PM)过滤器的温度;和
当所述PM过滤器并非正在再生且所述温度超过第一预定温度时,降低所述发动机的功率输出。
2.根据权利要求1所述的方法,其特征在于,所述确定包括测量PM过滤器入口处的温度。
3.根据权利要求1所述的方法,其特征在于,所述确定包括测量PM过滤器出口处的温度。
4.根据权利要求1所述的方法,其特征在于,所述降低包括限制供应到所述发动机的燃料。
5.根据权利要求4所述的方法,其特征在于,所述方法还包括,当所述温度超过大于所述第一预定温度的第二预定温度时,将所述发动机速度降低至发动机空转。
6.根据权利要求5所述的方法,其特征在于,所述方法还包括,当所述温度超过大于所述第二预定温度的第三预定温度时,逐渐使所述发动机停机。
7.根据权利要求4所述的方法,其特征在于,所述方法还包括,当所述温度超过大于所述第一预定温度的第二预定温度时,逐渐停止供给到所述发动机的功率。
8.根据权利要求1所述的方法,其特征在于,所述降低包括将所述发动机速度限制至发动机空转。
9.根据权利要求1所述的方法,其特征在于,所述降低包括逐渐停止供给到所述发动机的功率。
10.一种控制模块,其包括:
PM过滤器温度确定模块,其确定与来自发动机的排气相连通的PM过滤器的温度;及
发动机功率降低模块,其与所述PM过滤器温度确定模块相连通,当所述PM过滤器并非正在再生并且所述温度超过第一预定温度时,所述发动机功率降低模块降低所述发动机的功率输出。
11.根据权利要求10所述的控制模块,其特征在于,所述PM过滤器温度确定模块与PM过滤器入口处的温度传感器相连通。
12.根据权利要求10所述的控制模块,其特征在于,所述PM过滤器温度确定模块与PM过滤器出口处的温度传感器相连通。
13.根据权利要求10所述的控制模块,其特征在于,所述发动机功率降低模块限制供应至所述发动机的燃料量。
14.根据权利要求13所述的控制模块,其特征在于,当所述温度超过大于所述第一预定温度的第二预定温度时,所述发动机功率降低模块将所述发动机速度限制至发动机空转。
15.根据权利要求14所述的控制模块,其特征在于,当所述温度超过大于所述第二预定温度的第三预定温度时,所述发动机功率降低模块逐渐停止供给到所述发动机的功率。
16.根据权利要求13所述的控制模块,其特征在于,当所述温度超过大于所述第一预定温度的第二预定温度时,所述发动机功率降低模块逐渐停止供给到所述发动机的功率。
17.根据权利要求10所述的控制模块,其特征在于,所述发动机功率降低模块将所述发动机速度限制到发动机空转。
18.根据权利要求10所述的控制模块,其特征在于,所述发动机功率降低模块逐渐停止供给到所述发动机的功率。
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US11/954,892 US8316638B2 (en) | 2007-12-12 | 2007-12-12 | Control system for a particulate matter filter |
US11/954892 | 2007-12-12 |
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US8316638B2 (en) | 2012-11-27 |
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