DE112013004506T5 - Control of concentration / fraction of substances in an exhaust stream - Google Patents

Abstract

The present invention relates to a method for controlling a concentration / fraction of one or more substances contained in an exhaust gas stream in a motor vehicle by means of the control of the drive train thereof, wherein the motor vehicle comprises: a drive train having an internal combustion engine, by a clutch device with a continuously variable transmission (CVT / IVT) and an exhaust system provided for removing an exhaust gas flow from the internal combustion engine; the method comprising the step of: controlling the continuously variable transmission (CVT / IVT) and thus an operating point in the internal combustion engine based on the one or more first parameters for controlling the concentration / fraction CEx / XEx of one or more substances contained in the exhaust gas flow wherein at least one of the one or more first parameters P1 is a first concentration / fraction difference between the first concentration / fraction C1 / X1 in the exhaust stream and a reference concentration / fraction CRef / XRef. The invention further relates to a computer program, a computer program product, a system and a motor vehicle having such a system.

Description

Technical area

The present invention relates to a method for controlling a concentration / fraction of one or more substances contained in an exhaust gas stream by means of the control of a drive train of a motor vehicle. Furthermore, the invention relates to a computer program, a computer program product, a system and a motor vehicle having such a system.

Background of the invention

Legislation and regulations on exhaust emissions from motor vehicles have been adopted in many jurisdictions for pollution and air quality, primarily in urban areas. These laws and regulations often consist of a series of requirements that set acceptable limits for exhaust emissions (emission standards) for motor vehicles equipped with internal combustion engines. For example, emission levels of nitrogen oxides (NO _x ), hydrocarbons (HC), carbon monoxide (CO) and particulates are often regulated for most vehicle types.

In order to comply with such emission standards, the exhaust gases caused by combustion in internal combustion engines are aftertreated (purified). For example, a so-called catalytic purification process can be used, which is why aftertreatment systems usually have a catalyst. Aftertreatment systems may also, alternatively or in combination with one or more catalysts, other components, such as. B. have one or more particulate filter.

1 shows the combustion engine 101 of a motor vehicle 100 in which the exhaust gas flow generated by the combustion via a turbocharger 220 to be led. The exhaust stream is then passed through a pipe 204 (indicated by arrows) over a Diesel Oxidation Catalyst (DOC) 205 to a particle filter (Diesel Particulate Filter DPF) 202 guided. Furthermore, the aftertreatment system has an SCR catalyst 201 (selective catalytic reduction SRC) downstream of the particulate filter 202 and ammonia (NH 3) or a mixture from which ammonia can be generated / formed is used as an additive for reducing the amount of nitrogen oxides NO _x . The particle filter 202 may alternatively downstream of the SCR catalyst 201 be arranged. The diesel oxidation catalyst DOC 205 has multiple functions and uses the excess of air that the engine process generally generates in the exhaust stream as a chemical reactor along with a noble metal coating in the diesel oxidation catalyst. The diesel oxidation catalyst is typically used primarily to oxidize residual hydrocarbons and carbon monoxide in the exhaust stream to carbon dioxide, water and heat, and to convert nitrogen monoxide to nitrogen dioxide.

In connection with the combustion of fuel in the combustion chamber of the internal combustion engine (cylinder) soot particles are formed. Therefore, the particulate filter is used to scavenge soot particles and accordingly functions to direct the exhaust gas flow through a filter structure where soot particles are trapped by the passing exhaust stream and retained in the particulate filter. The particulate filter fills up with soot when the vehicle is traveling, and sooner or later the filter has to be emptied of the soot, which is usually achieved by means of so-called regeneration. This regeneration results in the soot particles (mainly carbon particles) being converted into carbon dioxide and / or carbon monoxide in one or more chemical processes. The regeneration can take place in various ways, for example by means of the so-called NO ₂ -based regeneration, often also called passive regeneration, or the so-called oxygen (O ₂ ) -based regeneration, also called active regeneration.

In conjunction with passive regeneration, nitrogen oxide and carbon oxide are formed in a reaction between carbon and nitrogen dioxide, e.g. B. according to equation 1: NO ₂ + C = NO + CO (1)

However, passive regeneration strongly depends on the availability of nitrogen dioxide. As the supply of nitrogen dioxide is reduced, the rate of regeneration is also reduced. The supply of nitrogen dioxide may, for. B. can be reduced if the formation of nitrogen dioxide obstructs / what z. B. can take place when one or more components in the aftertreatment system of sulfur are contaminated, which is usually at least some types of fuel, for. B. diesel, occurs. Competing chemical reactions also hinder the nitrogen dioxide transformation.

The advantage of passive regeneration is that desired reaction rates, and thus the rate at which the filter is emptied, are achieved at a lower temperature. Typically, regeneration of the particulate filters during passive regeneration occurs at temperatures in the range of 200 ° C to 500 ° C Although temperatures in the upper range of this range are usually preferable. Nevertheless, this is a great advantage compared to the significantly lower temperature interval with active regeneration, e.g. As an SCR catalyst is present, since there is no risk that such a high temperature level is reached, that there is a risk of damage to the SCR catalyst. Nevertheless, it is important that a relatively high temperature is achieved for effective passive regeneration to take place.

In the case of active regeneration, so-called oxygen (O ₂ ) -based regeneration, a chemical process takes place mainly according to Equation 2: C + O ₂ = CO ₂ + heat (2)

Thus, with active regeneration, carbon plus oxygen is converted to carbon dioxide plus heat. However, this chemical reaction is highly temperature dependent and requires relatively high filter temperatures for any meaningful rate of reaction to occur. Typically, a minimum particulate filter temperature of 500 ° C is required, but the filter temperature should preferably be even higher for regeneration to occur at the desired rate. The reaction rate for chemical reactions, eg. As the reactions according to equations 1 and 2 above, are also dependent on the concentration of the reactant. For example, if the concentration of a reactant is low, the reaction rate will be slow, and if a reactant is missing, no reaction will take place at all.

Often, the maximum temperature that can be used with active regeneration is limited by tolerances for some of the components included in the aftertreatment system / exhaust system. For example, subject to the particulate filter 202 and / or (optionally) a subsequent SCR catalyst often has structural limitations on the maximum temperature to which it may be subjected. As a result, active regeneration can have a component-dependent maximum temperature that is often undesirably low. At the same time, a very high minimum temperature is required for a suitable reaction rate to be achieved at all. With active regeneration, the soot load usually becomes substantially complete in the particulate filter 202 burned. This means that a complete regeneration of the particulate filter is achieved, so that the soot level in the particulate filter is substantially 0%. Nowadays it is increasingly common to use vehicles in addition to a particulate filter 202 with an SCR catalyst 201 why active regeneration can cause problems in the form of overheating for the subsequent SCR catalyst treatment process.

It is therefore of paramount importance to prevent a rapid increase in the temperature in the exhaust gases upstream of the SCR catalyst. Such a rapidly increasing temperature may e.g. B. may be the result of overheat oxidation in the particulate filter (DFP), which may be prevented or stopped when the oxygen concentration in the particulate filter is reduced to a low level or to zero. However, as mentioned above, it is also important to control the temperature in other components in the exhaust system, for example, to prevent or inhibit local or global over-temperature in the particulate filter (DPF), etc., etc.

Depending on how a vehicle is driven, the concentration / fraction for the exhaust stream that results from the combustion varies. When the internal combustion engine is working intensively, the exhaust stream has a higher concentration / fraction of combustion products and lower concentrations / fractions of combustion reactants, and when the load on the internal combustion engine is relatively low, the concentration / fraction of the exhaust stream is essentially the opposite. If the vehicle is driven for a long period of time so that the exhaust gas flow relatively high concentrations / fractions of undesirable combustion products such. B. sulfur oxides, it comes to a deterioration of the function of the diesel oxidation catalyst 205 because of the reaction of sulfur, which is typically present in various forms in the fuel, with the active coating of the diesel oxidation catalyst 205 , which is usually one or more precious metals or other suitable metals, such as. B. aluminum has. These problems usually arise at low (150 ° C) to medium (300 ° C) temperatures. For example, at temperatures below 150 ° C to 250 ° C, an SCR catalyst will not work well. On the other hand, this means that if the vehicle is driven for a long period of time so that the temperature of the exhaust gas flow remains relatively high, active regeneration can take place at the desired speed. However, the temperature in the exhaust stream must not exceed the maximum allowable temperature, so that heat-sensitive components in the aftertreatment system are damaged as mentioned above. It is then particularly important to ensure that the concentration of NO _x is kept low and that the balance of NO 2 / NO _{x is} optimal.

The concentration C of a substance in a gas can be expressed according to the following equation: C = N / V, where N is the number of Molecules of a given substance and V is the volume, ie the number of molecules of a given substance in a given volume. The total concentration C _Tot , which increases in an ideal gas when the pressure has increased and the temperature drops, is expressed by the general gas law, as C _Tot = N _Tot / V, where N _{Tot is} the total number of molecules. The fraction X of a substance is expressed as the relationship between the concentration C and the fraction X as C = X · C _Tot . When no chemical reactions take place, the fraction which specifies the proportion of molecules in a volume belonging to a certain substance is not changed, unless additional molecules are mixed with the original volume. This can be z. B. by diffusion and / or by mixing of gas elements by so-called turbulence. The new mixed molecules can, for. B. from injected into the exhaust pipe carbonic acid diamide and / or diesel, which can be made to evaporate or react. They can also come from previously deposited substances that are released, eg. B. condensed water, which is entrained with the exhaust stream and / or evaporated. Examples of substances in the exhaust system that can be regulated are: carbon monoxide (CO) and nitrogen oxide (NO), e.g. B. react with oxygen to carbon dioxide (CO2) or nitrogen dioxide (NO2).

Brief description of the invention

An object of the present invention is to provide a solution which solves, in whole or in part, the problems and / or disadvantages of solutions for controlling a concentration / fraction of one or more substances contained in an exhaust gas stream according to the prior art.

• – Steuern des stufenlosen Getriebes (CVT/IVT) und somit eines Betriebspunkts in dem Verbrennungsmotor auf Grundlage eines oder mehrerer erster Parameter P₁ für die Regelung einer Konzentration/Fraktion C_Ex/X_Ex einer oder mehrerer in dem Auspuffsystem enthaltenen Substanzen, wobei mindestens einer des einen oder der mehreren ersten Parameter P₁ eine erste Konzentrations-/Fraktionsdifferenz zwischen der ersten Konzentration/Fraktion C₁/X₁ in dem Abgasstrom und einer Bezugskonzentration/Fraktion C_Ref/X_Ref ist.

According to a first aspect of the invention, the above object is achieved with a method for controlling a concentration / fraction of one or more substances contained in an exhaust gas flow in a motor vehicle by controlling the drive train thereof, the motor vehicle comprising: a drive train having an internal combustion engine which may be connected to a continuously variable transmission (CVT / IVT) by a clutch device, and an exhaust system provided for removing an exhaust gas flow from the internal combustion engine; the method comprising the following step:

• - Controlling the continuously variable transmission (CVT / IVT) and thus an operating point in the internal combustion engine based on one or more first parameters P ₁ for controlling a concentration / fraction C _Ex / X _Ex one or more substances contained in the exhaust system, wherein at least one of the one or more first parameters P _{1 is} a first concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ in the exhaust stream and a reference concentration / fraction C _Ref / X _Ref .

Various embodiments of the above method are defined in the appended non-independent claims to the method. A method according to the invention can also be implemented in a computer program which, when executed on a computer, ensures that the computer carries out the method according to the invention.

According to a second aspect of the invention, the above object is achieved with a system intended for the control of one or more functions in a motor vehicle, the motor vehicle comprising: a drive train comprising an internal combustion engine, which via a clutch device with a continuously variable transmission (CVT / IVT), and an exhaust system, which is provided for removing an exhaust gas stream from the internal combustion engine, having; wherein the system comprises a control device provided to control the continuously variable transmission (CVT / IVT) and thus an operating point in the internal combustion engine based on the one or more first parameters P ₁ for controlling a concentration / fraction C _Ex / X _Ex one or more substances contained in the exhaust system, at least one of the one or more first parameters P ₁ having a first concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ in the exhaust stream and a reference concentration / fraction C _Ref / X _Ref is.

The above system is preferably provided in a motor vehicle, such as. As a bus, truck or other similar motor vehicle.

With a method or system according to the invention, an improved solution for the regulation / control of one or more substances contained in an exhaust gas stream in a motor vehicle is achieved. For example, the invention makes it possible to control the concentration / fraction of one or more substances present under such operating conditions where the concentration / fraction control with solutions of the prior art was not possible or insufficient.

An inventive method or system for controlling the concentration / fraction of substances contained allows components in the exhaust system, such as. As particle filters and catalysts can work effectively, as the Concentration / fraction of substances contained in the exhaust stream can be adapted effectively and accurately to the optimum operating concentration / fraction of the components. The risk that components in the exhaust system due to z. As overheating and pollution are damaged, is thus reduced.

Further, the invention provides a more fuel efficient method for obtaining a desired concentration / fraction of contained substances or for maintaining a current concentration / fraction of substances contained in the exhaust system compared to the prior art. By controlling the concentration / fraction of substances contained by controlling the drive train with one or more parameters P ₁ according to the invention, measures that lead to high fuel consumption can be prevented, such. For example, the activation of an external heater or engine control gives the concentration / fraction priority over the efficiency of the engine.

A further advantage of the invention is that it is not necessary to equip the vehicle with further parts / components in order to achieve the advantages of the invention, since already existing parts / components can be used, which results in a large cost saving.

Further advantages and embodiments of the invention are set forth in the following detailed description.

Brief description of the drawings

The present invention will be described with reference to the accompanying drawings. In which is:

1 a schematic diagram of a system having an internal combustion engine and an exhaust system;

2 a schematic diagram of an example vehicle;

3 a schematic diagram of a gas flow in an engine system;

4 a schematic diagram of a control device; and

5 a flowchart of an embodiment of the invention.

Detailed description of the invention

2 is a schematic diagram of a motor vehicle 100 , such as B. a truck, bus or other similar motor vehicle. This in 2 schematically shown vehicle 100 has a pair of front wheels 111 . 112 and a pair of rear wheels with drive wheels 113 . 114 on. The vehicle also includes a powertrain with an internal combustion engine 101 (For example, a diesel engine), which has an output shaft 102 on the internal combustion engine with a transmission 103 is connected, for example via a coupling device 106 , The coupling device may consist of an automatically controlled clutch and a control device 115 . 208 that includes the transmission 103 can be controlled in the control system of the vehicle. An output shaft 107 from the transmission 103 drives the drive wheels 113 . 114 via a final drive 108 , such as B. a differential, and drive shafts 104 . 105 that with the final drive 108 are connected.

The vehicle 100 Also has an exhaust system that is provided to one of the internal combustion engine 101 to remove combustion in selbigen generated exhaust stream. As in 1 shown, the exhaust system can be an aftertreatment system (emission control system) for the treatment (purification) of exhaust emissions from the internal combustion engine 101 exhibit. However, it is not necessary for the exhaust system to include such an aftertreatment system, and the exhaust system may additionally include other parts / components such as, for example, exhaust gas. Example, a turbo, a muffler system and gas flow systems for EGR have.

The gear 103 is usually a manual transmission; an automatic transmission, such. As an automatic transmission, an automatic transmission (Automatic Manual Transmission AMT) or Double clutch transmission (Double Clutch Transmission DCT) or a continuously variable transmission (Infinitely Variable Transmission CVT / IVT).

A manual transmission 103 is a transmission with a number of discrete gears and is intended to be operated by a driver who engages and disengages the gears (eg, forward and reverse).

An automatic transmission also has a number of gears, ie it has several discrete gears. However, it differs from a manual transmission in that it is controlled by a control system having one or more control devices, also referred to as ECU (Electronic Control Unit). The control device or ECU is provided to the transmission 103 For example, when changing the gear selection at a certain speed with a certain driving resistance to control. Also, the ECU can control the speed and torque of the engine 101 and measure the condition of the transmission. Information from the engine or transmission may be in the form of electrical communication signals, e.g. B. a so-called in the vehicle 100 installed CAN (Controller Area Network) bus to be sent to the ECU.

The gear 103 was shown schematically as a device. It should be appreciated, however, that the transmission may also be physically composed of a plurality of cooperating transmissions, for example a so-called range transmission, a main transmission and a split transmission, which are arranged along the drive train of the vehicle. The aforesaid corresponding gear can have any number of suitable discrete gears. Today's transmissions for trucks usually have twelve forward gears, two reverse gears and a neutral gear.

A continuously variable transmission, also referred to as a CVT / transmission or IVT / transmission, corresponds to another type of known transmission that differs from the previous transmission types in that it does not have a number of discrete gears corresponding to different gears' layouts. but instead has a stepless design. In this type of transmission, the design can thus be controlled within certain limits to the desired precise design.

With regard to upshifting and downshifting, upshifting means that a higher possible gearshift in the transmission is selected, while downshifting means that a lower possible gearshift in the transmission is selected. This applies to gears with several discrete gears. For continuously variable transmissions, "notional" gear ratios can be defined and gear shifting can take place in the same way as a discrete gear ratio transmission. However, the common way to control such a continuously variable transmission is to vary the design depending on other parameters, which will be described in more detail below. The control of such a transmission is usually associated with the control of the speed and torque of the internal combustion engine, i. H. its operating point, integrated. A common method is the control of the continuously variable transmission on a current drive power requirement, the z. Based on an accelerator pedal position and a speed for the vehicle, and the operating point that is most effective to achieve the drive power demand. The design in the continuously variable transmission thus becomes a result of which engine speed leads to the optimum operating point for the current drive power request. Aspects other than efficiency are also often considered when selecting the operating point for the engine. This can z. B. aspects related to driving behavior, such. B. Torque response times, d. H. how long it would take to get a higher drive wheel torque, or how much more torque can be gained over a period of time.

Furthermore, a so-called activation of the freewheel causes the engine 101 of the vehicle mechanically from the drive wheels 110 . 111 the vehicle is disconnected, ie the drive train is opened, while deactivation of the freewheel causes the drive train is closed. Separation of the drive wheels from the engine may be accomplished, for example, by shifting the transmission 103 in a neutral gear or by opening the coupling device 106 be achieved. In other words, during free-wheeling, substantially no energy is transmitted by the transmission from the engine to the drive wheels.

In the present invention, it is assumed that the drive train of the motor vehicle 100 a continuously variable transmission (CVT / IVT) of the type described above. It is further assumed that the motor vehicle is an internal combustion engine 101 and an exhaust system connected to the internal combustion engine for removing an exhaust gas flow from the internal combustion engine.

A method according to the present invention for controlling the concentration / fraction of one or more substances contained in the exhaust stream includes the following step: controlling a continuously variable transmission (CVT / IVT) and thus an operating point in an internal combustion engine based on one or more first parameters P ₁ for controlling a concentration / fraction C _Ex / X _{Ex of} one or more substances contained in the exhaust stream, at least one of the one or more first parameters P ₁ having a first concentration / fraction difference between the first concentration / fraction C ₁ X ₁ in the exhaust gas flow and a reference concentration / fraction C _Ref / X _Ref . The reference concentration / fraction C _Ref / X _Ref is the desired concentration / fraction in the exhaust stream.

The one or more first parameters P ₁ are preferably used as in-parameters for a control algorithm provided to adjust the concentration / fraction in the exhaust flow to a desired value by controlling the powertrain (eg, transmission and clutch) to control. The control algorithm may be of many different types and may be an algorithm that takes into account only the first parameter and uses one or more thresholds (eg, a higher and a lower threshold) to determine which control action should be taken. A more advanced control algorithm also takes into account other variables, as explained below in the description.

Using one or more parameters P ₁ for controlling a concentration / fraction of one or more substances contained in the exhaust stream by controlling the powertrain, the possibility of maintaining the concentration / fraction, for example, in or out of a catalyst at the desired level is achieved it is guaranteed that certain emission levels of the vehicle will remain below the legal limits. This is compared to other measures, such. Deterioration of combustion efficiency in the engine, also a fuel-efficient way of controlling the concentration / fraction of substances.

The exhaust gas stream is the gas stream leaving an internal combustion engine and being directed beyond the various components of the exhaust system into the ambient atmosphere. The exhaust stream may be recirculated to some extent (so-called EGR), expanded over a turbine to generate mechanical energy (eg, to a turbo-compressor or for propulsion of the vehicle), extended over an exhaust brake damper (for losses in the engine and to brake the vehicle, or to produce warmer exhaust gases to optimize exhaust treatment), are cooled via a heat recovery system and / or cleaned in a more or less advanced exhaust treatment plant.

The components in the exhaust system in which the concentration / fraction and the temperature in the exhaust stream (or the mass flow of the exhaust stream) may need to be regulated are, in accordance with one embodiment of the invention: the high pressure portion of the exhaust and EGR system (upstream) the turbine turbine) and pipe elements in the low pressure part before and after restrictions such. An exhaust brake, a catalyst or catalyst bypass, and carbon dioxide diamide and HC dosing systems. The concentration / fraction in the gas in catalysts (eg, DOC, ASC, and SCR), precipitators (eg, nitrogen traps), and filters, both large and those within the boundary layer against the component surface, may need to be regulated ,

Furthermore, according to one embodiment of the invention, the first concentration / fraction C ₁ / X ₁ and / or the second concentration / fraction C ₂ / X _{2 is} a concentration / fraction of one or more substances from the group comprising: oxygen O ₂ , carbon dioxide CO ₂ , Carbon oxides CO, Sulfur oxides SOx, Nitrogen oxides NOx, Nitrogen oxides NO, Nitrogen dioxide NO2, Nitrous oxide N2O, Ammonia NH3; and particles such. As soot, HC drops and ash.

Preferred concentrations / fractions in the exhaust pipe after the last step of the exhaust treatment (the step immediately before the exhaust leaves the exhaust pipe, ie the step to which the exhaust emissions must comply with legal requirements) are those with a minimum total fuel and carbon dioxide consumption meet the legal emission requirements. The preferred values for a NO 2 / NO _x ratio entering the SCR catalyst are about 50%, for example between 40-60%, to achieve the best level of NO _x conversion. However, the preferred NO2 content upstream of the particulate filter (DPF) is highly dependent on temperature and NO _x / PM ratio. Furthermore, certain components in the exhaust system are sensitive to certain substances in certain phases. For example, NO _x sensors are sensitive to water in liquid form. If the sensors come in contact with liquid water, they are in danger of being damaged, so the preferred concentration of liquid water drops in this case is zero. To achieve this preferred concentration of liquid water droplets, the preferred concentration range, ie, the difference between the concentration of gaseous water in the exhaust gases and the concentration of vaporized water on the liquid surface is maximized during an integration time.

Other ways of controlling the concentration / fraction by means of a method according to the invention are, for example, the reduction of the oxygen concentration in the exhaust system, so that a local or global excess temperature in components, such. As the particulate filter, the diesel oxidation catalyst, the SCR metering device and the SCR catalyst is prevented.

• – eine erste Konzentration/Fraktion C₁/X₁, die eine Konzentration/Fraktion in einem Bereich des Abgasstroms oder einer Konzentration/Fraktion in dem Abgasstrom an/am nächsten an einer Oberfläche oder einem Substrat in irgendeinem Teil oder irgendeiner Komponente des Abgassystems, wie z. B. Partikelfilter, Katalysator, Schalldämpfer, Sensor, usw. sein kann; und
• – eine zweite gegenwärtige Konzentrations-/Fraktionsdifferenz zwischen der ersten Konzentration/Fraktion C₁/X₁ und einer Konzentration/Fraktion C₂/X₂ in dem Abgassystem. Die zweite Konzentration/Fraktion C₂/X₂ ist eine andere Konzentration/Fraktion in dem Abgasstrom als die erste Konzentration/Fraktion C₁/X₁. Jedoch kann die zweite Konzentration/Fraktion C₂/X₂ eine Konzentration/Fraktion in einem Bereich des Abgasstroms sein.

According to one embodiment of the invention, the one or more first parameters P1 are selected from a group comprising:

• A first concentration / fraction C ₁ / X ₁ containing a concentration / fraction in a region of the exhaust gas stream or a concentration / fraction in the exhaust stream at / closest to a surface or substrate in any part or component of the Exhaust system, such. As particulate filter, catalyst, muffler, sensor, etc. may be; and
• A second current concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ and a concentration / fraction C ₂ / X ₂ in the exhaust system. The second concentration / fraction C ₂ / X ₂ is a different concentration / fraction in the exhaust stream than the first concentration / fraction C ₁ / X ₁ . However, the second concentration / fraction C ₂ / X _{2 may be} a concentration / fraction in a range of the exhaust gas flow.

According to another embodiment of the invention, one or more of the first parameters P1 is a time derivative and / or time integral of the first concentration / fraction C ₁ / X ₁ or the first concentration / fraction difference /? or the second concentration / fraction difference. The use of a time derivative is advantageous if the control system is to respond quickly to a concentration / fraction change, whereas the use of a time integral instead results in the control system taking into account long-term concentration / fraction change trends, which is advantageous for long-term concentration control / Fraction in the exhaust system.

The above-noted present concentrations / fractions and concentration / fraction differences and functions thereof may be based on sensor values that may be obtained from one or more sensors disposed on, in conjunction with, or within the exhaust system. For example, signals from sensors may be sent over a communication bus or wireless connection to one or more signal processing controllers. The concentrations / fractions and concentration / fraction differences, as well as functions thereof, may be based on so-called virtual sensors, i. H. based on (actual) sensor values calculated with other real sensor signals using one or more sensor models.

The advantage of using current concentrations / fractions and concentration / fraction differences, as well as functions thereof, is that they can be directly used for determining the first parameter P ₁ using complex simulation models without complex or resource-intensive calculations. Thus, these present values can also be obtained quickly.

• – eine berechnete erste Konzentration/Fraktion C₁/X₁, die eine Konzentration/Fraktion in einem Bereich des Abgasstroms oder eine Konzentration/Fraktion in dem Abgasstrom an/am nächsten an einer Oberfläche oder einem Substrat in irgendeinem Teil oder irgendeiner Komponente des Abgassystems, wie z. B. Partikelfilter, Katalysator, Schalldämpfer, Sensor, usw. sein kann;
• – eine erste berechnete Konzentrations-/Fraktionsdifferenz zwischen der ersten Konzentration/Fraktion C₁/X₁ und einer zweiten Bezugskonzentration/-Fraktion C_Ref2/X_Ref2 in dem Abgasstrom. Die zweite Bezugskonzentration/-Fraktion C_Ref2/X_Ref2 ist die erwünschte Konzentration/Fraktion in z. B. einer Komponente wie einem Partikelfilter oder einem Katalysator in dem Abgassystem, damit diese so gut wie möglich funktioniert bzw. nicht beschädigt wird;
• – eine zweite berechnete Konzentrations-/Fraktionsdifferenz zwischen der ersten Konzentration/Fraktion C₁/X₁ und einer Konzentration/Fraktion C₂/X₂ in dem Abgasstrom. Die zweite Konzentration/Fraktion C₂/X₂ ist eine andere Konzentration/Fraktion in dem Abgassystem als die erste Konzentration/Fraktion C₁/X₁. Jedoch kann die zweite Konzentration/Fraktion C₂/X₂ auch eine Konzentration/Fraktion in einem Bereich des Abgasstroms oder eine Konzentration/Fraktion in dem Abgasstrom an/am nächsten an einer Oberfläche oder einem Substrat in irgendeinem Teil oder irgendeiner Komponente des Abgasstroms, wie z. B. Partikelfilter, Katalysator, Schalldämpfer, Sensor, usw., sein;
• – eine dritte berechnete Konzentrations-/Fraktionsdifferenz zwischen der zweiten vorhergesagten Konzentrations-/Fraktionsdifferenz und einer Bezugskonzentration/-Fraktion C_Ref/X_Ref in dem Abgassystem; und
• – ein Zeitderivat und/oder ein Zeitintegral der berechneten ersten Konzentration/Fraktion C₁/X₁ oder der ersten berechneten Konzentrations-/Fraktionsdifferenz oder der zweiten berechneten Konzentrations-/Fraktionsdifferenz oder der dritten berechneten Konzentrations-/Fraktionsdifferenz. Die Verwendung eines Zeitderivats ist vorteilhaft, wenn das Steuersystem schnell auf eine Konzentrations-/Fraktionsänderung reagieren soll, während die Verwendung eines Zeitintegrals dazu führt, dass das Steuersystem langfristige Trends in der Konzentrations-/Fraktionsänderung berücksichtigt, was vorteilhaft für die langfristige Steuerung der Konzentration/Fraktion in dem Abgasstrom ist.

According to another embodiment of the invention, one of the one or more first parameters P _{1 are} calculated (predicted) values selected from a group comprising:

• A calculated first concentration / fraction C ₁ / X ₁ containing a concentration / fraction in an area of the exhaust stream or a concentration / fraction in the exhaust stream at / closest to a surface or substrate in any part or component of the exhaust system, such as As particulate filter, catalyst, muffler, sensor, etc. may be;
• A first calculated concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ and a second reference concentration / fraction C _Ref2 / X _Ref2 in the exhaust stream. The second reference concentration / fraction C _Ref2 / X _Ref2 is the desired concentration / fraction in z. B. a component such as a particulate filter or a catalyst in the exhaust system, so that it works as well as possible or is not damaged;
• A second calculated concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ and a concentration / fraction C ₂ / X ₂ in the exhaust stream. The second concentration / fraction C ₂ / X ₂ is a different concentration / fraction in the exhaust system than the first concentration / fraction C ₁ / X ₁ . However, the second concentration / fraction C ₂ / X _{2 may} also include a concentration / fraction in a region of the exhaust stream or a concentration / fraction in the exhaust stream at / closest to a surface or substrate in any part or component of the exhaust stream, such as z. As particle filter, catalyst, muffler, sensor, etc., be;
• A third calculated concentration / fraction difference between the second predicted concentration / fraction difference and a reference concentration / fraction C _Ref / X _Ref in the exhaust system; and
• A time derivative and / or a time integral of the calculated first concentration / fraction C ₁ / X ₁ or the first calculated concentration / fraction difference or the second calculated concentration / fraction difference or the third calculated concentration / fraction difference. The use of a time derivative is advantageous if the control system is to respond rapidly to a concentration / fraction change, while the use of a time integral results in the control system taking into account long term trends in concentration / fraction change, which is advantageous for the long term control of concentration. Fraction is in the exhaust stream.

By using one or more first calculated parameters P ₁ , information is obtained about how the relevant parameters vary over time, which means that the system for controlling the concentration / fraction of substances contained in the exhaust gas flow is can be controlled so that the desired concentration / fraction can be achieved in the future in the best possible way. This is especially true for slow systems where a change in concentration / fraction takes a long time, e.g. As by storage in catalysts or other components, which requires early action to avoid overshoots in the control of concentration / fraction.

Calculated parameters means that they are calculated or simulated in advance on the basis of (mathematical) models of the vehicle and / or the components contained in the vehicle. Based on one or more calculated first parameters P ₁ , a control strategy for the continuously variable transmission control may be selected from a number of different possible control strategies. By calculating / simulating how the one or more first parameters P ₁ vary over the road sections that are ahead of the vehicle according to one or more different control strategies, the control strategy meeting certain requirements, e.g. B. that the concentration / fraction remains within a predefined limit, while from another perspective, such. For example, fuel and / or carbon dioxide consumption is optimal. As a result, the one or more first parameters P _{1 may} also be calculated based on one or more different future control strategies for the transmission. This embodiment thus relates to a feedback method in which one or more first parameters P _{1 are used} for the calculation of one or more control strategies based on one or more possible operating points, ie operating points possibly taking into account other requirements such. As driving behavior or fuel consumption can be used. The one or more control strategies are then used to calculate one or more new first parameters P ₁ or to update the existing parameters. It should also be noted that even if only one control strategy is calculated, information derived from this single control strategy can be used by the control system to determine whether it can be used wisely, or whether it is better to use the current operating point for the vehicle to let the transmission control go.

The inventors have also found that the one or more calculated first parameters P ₁ can be calculated over a road segment in front of the vehicle, for example by simulation over the road segment in front of the vehicle. According to this embodiment, the calculated first parameters P _{1 may be determined} based on vehicle-specific data or road-specific data for the vehicle. These may preferably be selected from a group including: the inclination of the road in front of the vehicle, curve radii of the road section in front of the vehicle, speed limits of the road section in front of the vehicle; Motor vehicle weight; Rolling resistance of the motor vehicle; Air resistance of the motor vehicle; engine-specific data, such. Maximum power, minimum power, maximum torque, minimum torque, exhaust flow, exhaust gas recirculation content, and lambda values (ie, fuel / air mixture); and installation-specific data, such as Example, the possible accumulation of substances and / or release of substances and / or conversion of substances in the exhaust system and a surface in the exhaust system, which is in contact with the exhaust gas stream. Further, driver interactive data related to the driving style of the driver may be used in conjunction with the calculation of the one or more parameters P ₁ so that the future behavior of the vehicle is taken into account in the calculation. Examples of driver-interactive data include the use of turn signals, accelerator pedal position and the use of brakes.

An advantage of using vehicle-specific and / or road-specific data for control is that the system can determine in advance whether any control strategy for one or more functions (eg, gear layout, external load, external heating, flow control etc.) must be used so that the concentration / fraction does not get out of a preferred interval. Thus, the use of unnecessary control strategies is avoided and the system can also act proactively if any action is required, i. H. the system can act in advance.

According to a specific embodiment, the first concentration / fraction C ₁ / X _{1 is} a concentration / fraction in the gas stream or a concentration / fraction over a liquid or a particle in the exhaust gas stream and the second concentration / fraction C ₂ / X _{2 is} a concentration / Fraction in the exhaust stream at / next to a surface or substrate in the exhaust system. The surface concentration / fraction is a concentration / fraction in the gas at / closest to a surface of the exhaust system or a portion thereof which affects the transport of the substance to and from the surface and the chemical reactions on the surface. The concentration / fraction over a liquid refers to the concentration / fraction on a surface in the exhaust system. This concentration / fraction over a liquid affects the transport of substance amounts to or from the liquid, eg. B. Condensation or evaporation. The liquid can in this case from z. As carbonic acid diamide, water or fuel. On the other hand, the concentration / fraction immediately above a particle in the gas determines the reaction rate, such as the reaction rate. As growth, degradation or oxidation of the particle, which in this case z. B. may be a carbon black or carbonic acid diamide particles in the exhaust system.

In another embodiment, the first concentration / fraction C ₁ / X _{1 is} a concentration / fraction in the exhaust stream upstream of a region in the exhaust system where it is desirable to achieve a concentration / fraction. This is particularly advantageous when the degree of conversion of a component contained in the exhaust system (eg a particulate filter or catalyst) is unambiguous so that the delivery concentration / fraction is determined by the feed concentration / fraction and / or fraction included in the Component enters. This is the case z. In an equilibrium controlled conversion of NO to NO 2 in a diesel oxidation catalyst (DOC) or a conversion of NO _x in an SCR catalyst at high temperatures. It is also particularly advantageous if a particulate filter (DPF) is about to overheat and the overheating process can be stopped by removing the oxygen in the particulate filter.

Further, it should be understood that the one or more first parameters P ₁ used in the control of the transmission may consist only of current values or only calculated values, or, depending on the application, a combination of current and calculated values can.

The control of the transmission may, according to another preferred embodiment, take place by calculating an operating point for the internal combustion engine based on the one or more first parameters P ₁ . Subsequently, the calculated operating point is used to control a design in the transmission and thus to regulate the concentration / fraction in the exhaust gas flow. In general, a desired / optimal operating point is selected from among several possible operating points, and then the drive train is controlled, e.g. For example, by controlling the transmission in this case that the engine reaches or approaches the optimum operating point. A desired / optimal operating point means an operating point that is best of all possible operating points for the purpose that the system wishes to achieve. In this case, the best operating point is the operating point which causes the concentration / fraction in the exhaust stream to approach its respective reference concentration / fraction as well as possible. In other cases, this can be on z. B. relate an operating point, the lowest consumption of z. As fuel or carbon dioxide diamides leads, the legal emission requirements and driving behavior, etc. taken into account.

Typically, a transmission is controlled at an operating point that results in the best overall efficiency in the powertrain, but aspects of driveability are also typically considered. For example, the engine speed may be set higher than optimal, for example, to have a torque reserve available when the driver accelerates ahead of a grade. According to the above embodiment, the concentration / fraction in the exhaust system is used as a parameter in the calculation of an operating point for the engine, and thus the emission targets are also considered for the selection of an operating point for the engine. Thus, the emission target can be achieved without requiring additional measures consuming fuel. Alternatively, it is not necessary to equip the vehicle with additional parts / components, for example, to maintain a certain degree of conversion or emissions in the flow discharged from the catalyst.

The following principles for controlling the continuously variable transmission are applicable for the engine to reach a desired calculated operating point: as the design is increased, the engine speed is increased and the engine load thus reduced, resulting in an increase in the total concentration C _Tot in the exhaust stream and in the exhaust stream Increase in exhaust gas flow leads; on the other hand, if the design is reduced, the engine speed is reduced, thus increasing the engine load as well as the exhaust gas flow, resulting in a reduction of the total concentration C _Tot in the exhaust system. All concentrations / fractions of different substances do not behave the same at a load increase or a load decrease. Based on knowledge of basic combustion relationships, emission chemistry, the exhaust treatment system and the engine's control strategy with respect to e.g. As the air / fuel ratio, load pressure, EGR content, injection time (s) and dosage of substances in the exhaust system, one skilled in the art knows how the engine load and engine speed should be varied to achieve a change in a given concentration or fraction. In terms of a change in concentration / fraction over catalysts in the exhaust system, their efficiency generally deteriorates with increased flow and fall temperatures. With a given drive power requirement, efficiency generally decreases as engine speed increases. However, there are exceptions, and in practice, virtual sensors are used here as well used to decide in which direction the engine speed should be changed. In practice, this is realized by means of one or more virtual sensors, which are provided to a lot, such. As a concentration or fraction of substances to calculate. Using sensor values from the sensors, the engine load and engine speed for the concentration / fraction control can be controlled.

The calculation of the operating point can be based on additional parameters. Such an additional parameter is related to a requested drive power requirement that is typically used to enable the vehicle to be mobile, that is, to have characteristics that it can be driven in a comfortable manner and in a manner that the vehicle is capable of as far as possible, as required by the driver, z. This requested drive power requirement may also take into account an offset value V _Offset , meaning that the offset value in the calculation of the operating point is added to or subtracted from the value of the drive power request , With this embodiment, freedom in choosing an operating point increases and thus also the possibilities of achieving the desired concentration / fraction in the exhaust system, since the control system allows the control to deviate from the current drive power requirement of the vehicle, ie the control system can be targeted allow the vehicle to be accelerated or decelerated to achieve a desired concentration / fraction in the exhaust system. However, since when the offset value is added to the value of the drive power request, there is a danger of accelerating the vehicle, it is preferable that the offset value V _{offset is} subtracted from the value of the drive power request, which means that the vehicle is decelerating or at least that it is not accelerated when a driver requests an equivalent to an acceleration drive power; A reduction of the drive power by V _offset can lead to a reduced acceleration and does not necessarily lead to a deceleration of the vehicle.

• – einem Wirkungsgrad für den Antriebsstrang, der berücksichtigt werden muss, um das Fahren des Fahrzeugs so kraftstoffeffizient wie möglich zu gestalten;
• – einer Effizienz für ein (auch als Nachbehandlungssystem bezeichnetes) in dem Abgassystem installiertes Abgasbehandlungssystem, um höchstmögliche Umwandlungsgrade in Katalysatoren und somit so niedrige Emissionsgrade wie möglich zu erreichen;
• – Abgasemissionen für den Verbrennungsmotor, bevor sie von einem Abgasbehandlungssystem gereinigt worden sind;
• – Geschwindigkeitsbegrenzungen in dem Motor und dem Antriebsstrang, um keine höheren oder niedrigeren Motordrehzahlen zu bekommen als die, für die der Antriebsstrang ausgelegt ist;
• – der Drehmoment-/Leistungskurve als Funktion der Motorgeschwindigkeit, um das verfügbare Drehmoment zu bestimmen;
• – einem Drehmomentansprechverhalten, d. h. wie schnell sich ein angefordertes/gewünschtes erhöhtes Drehmoment der Antriebsräder auf das Ist-Drehmoment der Antriebsräder des Fahrzeugs auswirkt. Dieser Aspekt ist bei der Berechnung des Betriebspunkts relevant, da die Steuerung des Gaspedals durch den Fahrer auch berücksichtigt werden muss. Sonst besteht ein Risiko, dass das der Fahrer es so wahrnimmt, dass das Fahrzeug nicht auf die Steuerung des Gaspedals durch den Fahrer ausspricht; und
• – sonstige Aspekte des Fahrverhaltens, wie z. B. Lärm, Vibrationen und Drehen des Fahrzeugs, so dass das Fahrzeug bequem gesteuert werden kann.

Other additional parameters that can be used in calculating the operating point are parameters related to:

• Powertrain efficiency, which must be taken into account to make driving the vehicle as fuel efficient as possible;
• An efficiency for an exhaust treatment system (also referred to as aftertreatment system) installed in the exhaust system in order to achieve the highest possible conversion levels in catalysts and thus as low emission levels as possible;
• Exhaust emissions to the internal combustion engine before they have been cleaned by an exhaust treatment system;
• Speed limits in the engine and powertrain to avoid engine speeds higher or lower than those for which the powertrain is designed;
• The torque / power curve as a function of engine speed to determine the available torque;
• A torque response, ie how fast a requested / desired increased torque of the drive wheels affects the actual torque of the drive wheels of the vehicle. This aspect is relevant in the calculation of the operating point, since the control of the gas pedal by the driver must also be considered. Otherwise there is a risk that the driver perceives it so that the vehicle does not respond to the control of the gas pedal by the driver; and
• - other aspects of driving behavior, such as As noise, vibration and turning of the vehicle, so that the vehicle can be easily controlled.

Parameters related to external loads are also very useful in calculating and controlling the operating point. Examples of external loads are a system designed to convert waste heat into energy (WHR); Ancillaries such. B. water pump, fan or compressor; Alternator; Hybrid generator or similar energy recovery system; Retarder, exhaust brake or other auxiliary brake. The power demand of the external load may be controllable to increase freedom in choosing an operating point for the engine, which in turn means that operating points outside of the drive power requirement of the vehicle are also used to control the concentration in the exhaust system can be. In some cases, the external load is of the "on" or "off" type, i. H. it is either activated or not, and in these cases the control and calculation of the operating point are limited to determining whether the external load should be activated or not.

Further, when no exhaust brake is installed in the exhaust system, or when the exhaust brake is provided to regulate the exhaust gas flow downstream thereof, the external load must be increased if a total concentration C _ExTot in the exhaust gas flow is to be reduced; and if the total concentration C _{ExTot is to be} increased, the external load must be reduced. On the other hand, when an exhaust brake is mounted in the exhaust system and provided to regulate an exhaust gas flow upstream thereof, the external load must instead be increased when the total concentration C _ExTot in an area upstream of the exhaust _{brake needs} to be increased, if a quota for the exhaust Pressure above the temperature increases. In contrast, the external load must be reduced if the total concentration C _ExTot in the range is to be reduced if the rate of pressure above the temperature decreases. The dependence of the total concentration on the external load is given by the general gas law. With an increased load, the temperature of the exhaust gases usually increases and thus the total concentration decreases, provided that the pressure is kept constant.

The inventors have also realized that the one or more first parameters P _{1 are} suitable for controlling other functions in the vehicle for controlling the concentration / fraction. These functions must have a direct or indirect effect on the concentration / fraction. Thus, the concentration / fraction control can be more efficient and faster. Suitable functions are related to the conversion of external heat into energy; the injection of fuel into the engine; the injection of fuel, carbonic acid diamide or other suitable fluids into the exhaust system; and the regulation of the exhaust gas flow. It should be realized that the one or more first parameters P ₁ may be used to control such a function or a combination of two or more such functions.

• – ein in dem Abgassystem nach den Zylindern des Verbrennungsmotors installierter Brenner;
• – ein für die Nacheinspritzung von Kohlenwasserstoffen für die Oxidation oder Verbrennung an einem in dem Abgassystem positionierten Katalysator vorgesehenes System;
• – eine nach den Zylindern des Verbrennungsmotors in dem Abgassystem installierte elektrische Heizvorrichtung; oder
• – jegliche sonstige geeignete externe Heizvorrichtung, die in dem oder in naher Verbindung mit dem Abgassystem installiert ist.

According to one embodiment, the one or more first parameters P _{1 may be used} to control at least one external exhaust system heater. The object of the external heater is to increase or decrease the concentration / fraction of substances contained in the exhaust stream or any parts / components in the exhaust system. Preferably, the external heater is:

• A burner installed in the exhaust system after the cylinders of the internal combustion engine;
• A system provided for post-injection of hydrocarbons for oxidation or combustion on a catalyst positioned in the exhaust system;
• An electric heater installed after the cylinders of the internal combustion engine in the exhaust system; or
• - any other suitable external heating device installed in or close to the exhaust system.

The external heating device is preferably controlled so as to obtain a maximum reduction in concentration in association with the supplied energy or total energy. However, the external heater may instead be controlled so that the priority is at the rate at which the concentration / fraction changes. The controller of the external heater may be configured as a PID or MPC controller.

As mentioned above, the one or more first parameters P _{1 may} also be used to control a fuel injection system provided for injecting fuel into the internal combustion engine. This can be done by controlling the number of post-injections, the time (CAD) for post-injections, and the amount of fuel per post-injection. The control of the fuel injection system can be used as pilot control or feedback control with z. MAP (matrix-based control structure) PID or Model Predictive Control (MPC). The setpoint for this control may be a concentration / fraction downstream of the engine as well as a particulate filter. (DOC) or a concentration / fraction difference across the particulate filter. In one embodiment, the control compensates for the efficiency of reactions in a component contained in the exhaust system, for example, the efficiency for conversion of NO to NO 2 in a diesel oxidation catalyst. Further, the one or more first parameters P _{1 may be} for controlling a concentration / fraction C _Ex / X _Ex injection system for injecting fuel, carbonic acid diamide, or other suitable fluid into the exhaust system, one or more in the exhaust stream contained substances are used.

Another factor that affects the concentration / fraction in the exhaust system C _Ex / X _Ex are the characteristics of the exhaust gas flow in the exhaust stream. Therefore, the one or more first parameters P _{1 may} also be used to control the exhaust gas flow or one of the exhaust gas flows according to the parameter, for example, mass transfer coefficients.

The control of the exhaust gas flow may be through the control of an exhaust gas recirculation (EGR) gas flow system and / or through the control of an intake system for the engine. 3 schematically shows a general gas flow in an engine system, wherein the engine system in this example has a diesel engine with a turbo and a number of tubes that are connected to the engine. Air is coming in from the left side 3 sucked in with an intake system for the engine. The air that is sucked in flows through an intake pipe and gets into a turbocharger is then cooled by an intercooler before passing through a throttle that regulates the amount of air entering the diesel engine. After the throttle, the air is mixed with an exhaust gas recirculation (EGR) gas flow system with recirculated exhaust gas, and then this mixture is drawn into the engine cylinders to be mixed with diesel or other fuel before combustion takes place in the engine.

The exhaust gases of the combustion process then pass through a turbo turbine, which starts the turbocharger in motion. However, some of the exhaust gases enter an EGR pipe and are returned to the intake manifold via an EGR damper and one or more EGR coolers. The function of the EGR damper is to regulate the amount of recirculated exhaust gases back to the combustion process. When the EGR gases are cooled, the use of EGR moves heat energy from the exhaust gases to the engine cooling system. Before the exhaust fumes completely disappear from the engine system, in some engines they pass a muffler (if installed) that controls the pressure in an exhaust manifold (not shown in the figure). Subsequently, the exhaust gases pass through an aftertreatment system which, as mentioned above, may contain a diesel particulate filter and / or an SCR catalyst. If the engine 101 is not heavily loaded, the exhaust gases have a lower temperature than desired and thus cool the catalyst. One way of limiting the amount of cooling exhaust gases is to use a damper provided in an air intake pipe to the engine. Thus, the amount of air entering the engine may be limited, which in turn means that the exhaust gases exiting the engine are also restricted, resulting in warmer exhaust gases at a given load with a generally higher fraction of combustion products. This damper is usually referred to as throttle as mentioned above. The amount of air consumed by the engine is to a large extent determined by the engine speed, which in this case means: the higher the engine speed, the more air flow to the engine is required.

In accordance with the present invention, the one or more parameters P ₁ may be used to control the exhaust gas recirculation (EGR) gas flow system and / or the air induction system provided for controlling airflow to the engine. Additionally, EGR control may be controlled with an additional parameter associated with emissions generated by the engine. Emissions in this context mean, for example, exhaust gases and noise. Further, a reduction in the exhaust gas flow may be associated with an increase in engine load to change the fraction of a component contained in the exhaust system. This embodiment can be realized, for example, with pilot control or feedback control of an exhaust brake using a target value for the fraction or a value that is a function of the target value for the fraction.

• A. Bei A wird der erste Parameter P₁ von anderen Sensorsignalen (virtueller Sensor) gemessen oder berechnet. Der erste Parameter P₁ kann bei A auch über den Straßenabschnitt vor dem Fahrzeug berechnet werden.
• B. Auf der Grundlage des Wertes des ersten Parameters P₁, wird bei B entschieden, ob eine Maßnahme zur Regelung der Konzentration/Fraktion von in dem Abgasstrom enthaltenen Substanzen zu ergreifen ist. Dies kann zum Beispiel durch einen Vergleich des ersten Parameters P₁ mit einem Schwellenwert oder durch einen Vergleich mehrerer Berechnungen des ersten Parameters P₁ mit damit in Verbindung stehenden Steuerstrategien stattfinden, auf deren Grundlage ausgewählt wird, welche Regelungsmaßnahm(en) zu ergreifen sind.
• C. Wenn eine Regelungsmaßnahme zu ergreifen ist, wird bei C der Betriebspunkt für den Motor, der am besten (z. B. auf die schnellste oder effizienteste Weise) zu einer erwünschten Konzentration/Fraktion führt, berechnet.
• D. Der bei C berechnete Betriebspunkt wird bei D zusammen mit anderen Betriebspunkten gewichtet, die unter Berücksichtigung anderer Aspekte, wie zum Beispiel des Fahrverhaltens, berechnet wurden. Dies kann z. B. dazu führen, dass die resultierende Motordrehzahl ein Durchschnittswert für mehrere Eingabebetriebspunkte wird. Bei D wird auch entschieden, wie der Betriebspunkt erreicht wird, d. h. wie eine externe Last, Motor und Getriebe gesteuert werden.
• E. Bei E wird die externe Last in die erwünschte Position (erwünschter Drehmoment) gesteuert.
• F. Bei F werden das Getriebe und der Motor so gesteuert, dass der erwünschte Betriebspunkt (Geschwindigkeit/Drehmoment) erreicht wird.
• G. Wenn die Anpassung des Betriebspunkts nicht ausreicht, um die erwünschte Konzentration/Fraktion zu erreichen, wird bei G entschieden ist, ob eine externe Heizvorrichtung aktiviert werden sollte. Die externe Heizvorrichtung hätte jedoch schon bei B aktiviert werden können.
• H. Bei H wird die externe Heizvorrichtung infolge der Entscheidung bei G gesteuert.
• I. Wenn die Anpassung des Betriebspunkts nicht ausreicht, um eine erwünschte Konzentration/Fraktion in dem Abgassystem zu erreichen, wird bei I entschieden, ob der Abgasstrom z. B. mittels einer AGR- und/oder einer Drosselklappe gesteuert werden muss.
• J. Bei J wird die Abgasströmung je nach der Entscheidung bei I gesteuert.

Further shows 5 a flow chart of an exemplary embodiment of the method according to the invention:

• A. At A, the first parameter P _{1 is} measured or calculated by other sensor signals (virtual sensor). The first parameter P ₁ can also be calculated at A over the road section in front of the vehicle.
• B. Based on the value of the first parameter P ₁ , it is decided at B whether to take action to control the concentration / fraction of substances contained in the exhaust stream. This can be done, for example, by comparing the first parameter P ₁ with a threshold or by comparing several calculations of the first parameter P ₁ with related control strategies, based on which one chooses which control action (s) to take.
• C. When a regulatory action is to be taken, at C the operating point for the engine that best (for example in the fastest or most efficient manner) will result in a desired concentration / fraction is calculated.
• D. The operating point calculated at C is weighted at D together with other operating points calculated taking into account other aspects, such as driving behavior. This can be z. For example, the resulting engine speed may become an average value for multiple input operating points. D also determines how the operating point is reached, ie how to control an external load, motor and gearbox.
• E. At E, the external load is controlled to the desired position (desired torque).
• F. At F, the transmission and motor are controlled to achieve the desired operating point (speed / torque).
• G. If the adjustment of the operating point is not sufficient to reach the desired concentration / fraction, it is decided at G whether an external heater should be activated. However, the external heater could have been activated at B already.
• H. At H, the external heater is controlled as a result of the decision at G.
• I. If the adjustment of the operating point is not sufficient to achieve a desired concentration / To reach fraction in the exhaust system, it is decided at I whether the exhaust gas flow z. B. must be controlled by means of an EGR and / or throttle.
• J. At J, the exhaust flow is controlled at I, depending on the decision.

The present invention may also be practiced in a control system provided to cover all or part of a powertrain in a motor vehicle 100 to control. Further, the system may include additional control devices that are provided to perform other functions, such. As an external load, an external heater, etc., to control. Control devices of the type indicated are typically provided to receive sensor signals from both different parts of the vehicle and other control devices. These control devices are also usually provided to send control signals to various vehicle parts and vehicle components. The control devices may also include or be connected to a computing device intended to calculate / simulate predicted parameter values.

In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for connecting a number of electronic control devices (ECU) or controllers 115 . 208 and various components disposed on the vehicle. Such a control system may include a large number of control devices, and responsibility for a particular function in the vehicle may be shared among one or more control devices.

The control usually takes place with programmed instructions. These programmed instructions typically consist of a computer program which, when executed in a computer or control device, causes the computer / controller to perform the desired control according to the method of the invention. The computer program is typically a computer program product, the computer program product being an applicable storage medium 121 has, wherein the computer program 109 in the storage medium 121 is stored. The digital storage medium 121 can z. Any one of the following group: ROM (Read Only Memory), PROM (Programmable Read Only Memory). EPROM (erasable PROM), flash, EEPROM (electrically erasable PROM), hard disk unit, etc., and may be arranged in or in combination with the control device so that the computer program is executed by the control device.

An example of a control device (control device 208 ) is in the diagram in 4 and the control device may in turn be a computing device 120 have, z. From a suitable type of processor or microcomputer, e.g. As a circuit for digital signal processing (digital signal processor, DSP), or a circuit with a given special function (application-specific integrated circuit ASIC) may exist. The computing device 120 is with a storage device 121 connected to the computing device z. B. the stored program code 109 and / or provides the stored data that the computing device needs to perform calculations. The computing device is also provided to provide intermediate or final results of calculations in the memory device 121 save.

Furthermore, the control device is with elements / devices 122 . 123 . 124 . 125 equipped to receive and send input and output signals. These input and output signals may include waveforms, pulses or other attributes provided by the devices for receiving input signals as information for processing by the computing device 120 can be detected. The devices 123 . 124 for transmitting output signals are provided to the calculation result from the arithmetic unit 120 to transmit signals for transmission to other parts of the control system of the vehicle and / or the component (s) for which the signals are intended. Each of the connections to the devices for receiving and transmitting input and output signals may consist of one or more cables; a data bus, such. A CAN (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) or any other suitable bus configuration; or a wireless communication connection.

More specifically, a system according to the present invention comprises: a control device provided to provide a continuously variable transmission (CVT / IVT) and thus an operating point in an internal combustion engine based on one or more first parameters P ₁ for controlling concentration / fraction C _Ex / X _{Ex control} one or more substances contained in an exhaust stream, wherein at least one of the one or more first parameters P _1, a first concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ in the exhaust stream and a reference concentration / Fraction C _Ref / X _Ref is. Furthermore, the present invention also relates to a motor vehicle 100 , such as As a bus, a truck or a similar motor vehicle having at least one of the above-mentioned corresponding system.

Finally, it should be realized that the present invention is not limited to the embodiments of the invention described above, but relates to and includes all embodiments falling within the scope of the appended independent claims.

Claims (27)

Method for controlling a concentration / fraction of one or more substances contained in an exhaust gas flow in a motor vehicle by means of the control of the drive train thereof, the motor vehicle comprising: a drive train having an internal combustion engine that is driven by a clutch device with a continuously variable transmission (CVT / IVT) may be connected, and an exhaust system, which is provided for removing an exhaust gas stream from the internal combustion engine; the method comprising the step of: - controlling the continuously variable transmission (CVT / IVT) and thus an operating point in the internal combustion engine based on the one or more first parameters P ₁ for controlling a concentration / fraction C _Ex / X _{Ex of} one or more substances contained in the exhaust stream, wherein at least one of the one or more first parameters P _{1 is} a first concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ in the exhaust stream and a reference concentration / fraction C _Ref / X _Ref , The method of claim 1, wherein at least one of the one or more first parameters P _{1 is} a first concentration / fraction C ₁ / X ₁ and / or a second concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ and a second one Concentration / fraction C ₂ / X ₂ in the exhaust stream. The method of claim 2, wherein the first concentration / fraction C ₁ / X _{1 is} a concentration / fraction in the exhaust gas stream upstream of a region in the exhaust gas stream at which a concentration / fraction is to be obtained. Method according to one of the preceding claims, wherein at least one of the one or more first parameters P _1, a time derivative and / or a time integral of the first concentration / fraction C ₁ / X ₁ and / or the first concentration / fraction difference and or the second concentration - / Fraction difference is. Method according to one of the preceding claims, wherein at least one of the one or more first parameters P ₁ over the road section in front of the motor vehicle is calculated on the basis of one or more vehicle-specific and / or road-specific data for the motor vehicle. The method of claim 5, wherein the vehicle-specific and / or road-specific data is selected from the group comprising: a road grade, curve radii, speed limits; a weight for the motor vehicle; a rolling resistance; an air resistance; engine-specific data such. Maximum power, minimum power, maximum torque, minimum torque, exhaust flow, exhaust gas recirculation content, lambda values and injection parameters. Method according to one of claims 2-6, wherein the first concentration / fraction C ₁ / X _{1 is} a concentration / fraction of a gaseous substance or a concentration of solid particles or liquid droplets and the second concentration / fraction C ₂ / X ₂ a concentration / Fraction in the exhaust stream at / next to a surface or substrate in the exhaust system. Method according to one of claims 2-7, wherein the first concentration / fraction C ₁ / X ₁ and / or the second concentration / fraction C ₂ / X _{2 is} a concentration / fraction of one or more substances from the group comprising: oxygen O2, Carbon dioxide CO2, Carbon oxides CO, Sulfur oxides SOx, Nitrogen oxides NOx, Nitrogen oxides NO, Nitrogen dioxide NO2, Nitrous oxide N2O, Ammonia NH3 and particles like eg. As soot, HC drops and ash. Method according to one of the preceding claims, wherein the controller comprises: - calculating at least one operating point in the internal combustion engine based on the one or more first parameters P ₁ ; and - controlling a layout of the gears in the continuously variable transmission (CVT / IVT) based on the operating point. The method of claim 9, wherein the calculation of the operating point is also based on an additional parameter associated with a value of a requested drive power request or a value of a requested drive power request taking into account an offset value V _Offset et. The method of claim 10, wherein the offset value V _{offset is} subtracted from the value of the requested drive power request. The method of claim 9, wherein the operating point calculation is also based on one or more additional parameters associated with at least one selected from the group consisting of powertrain efficiency, efficiency for an exhaust treatment system installed in the exhaust system, exhaust emissions for the internal combustion engine, torque response, and driveability aspects. The method of claim 9, wherein the calculation of the operating point is also based on one or more additional parameters associated with at least one external load selected from the group comprising: one for converting waste heat into Energy (WHR) system provided; Ancillaries, such. B. a water pump, a fan or a compressor; an alternator; a hybrid generator or similar energy recovery system; a retarder, an exhaust brake or other auxiliary brake. 13. The method of claim 13, wherein when no exhaust brake is installed in the exhaust system or an exhaust brake is provided to regulate an exhaust flow downstream thereof, the external load is increased when a total concentration C _ExTot in the exhaust system is to be reduced, and - Is reduced if the total concentration C _{ExTot is} to be increased in the exhaust system. A method according to claim 13, wherein, when an exhaust brake is installed in the exhaust system and provided to regulate an exhaust gas flow upstream thereof, the external load: is increased when a total concentration C _ExTot in an area upstream of the exhaust _{brake is} to be increased; and - is reduced if the total concentration C _ExTot in the area upstream of the exhaust _{brake is} to be reduced. A method according to any of claims 9-15, wherein the continuously variable transmission (CVT / IVT) control comprises: - increasing or decreasing the design of the gears for controlling the concentration C _Ex in the exhaust system based on sensor values obtained from one or more of a plurality of sensors are provided, which are provided for the detection or calculation of the concentration / fraction of one or more substances contained in the exhaust system. Method according to one of the preceding claims, wherein the method further comprises: - the control of an exhaust gas flow in the exhaust gas stream or a parameter which depends on the exhaust gas flow, such. B. mass transfer coefficients, based on the one or more first parameters P ₁ for the control of the concentration / fraction C _Ex / X _Ex one or more substances contained in the exhaust system. The method of any one of the preceding claims, the method further comprising: controlling at least one external heater based on the one or more first parameters P ₁ for reducing or increasing the concentration / fraction C _Ex / X _Ex temperature in the exhaust system , The method of claim 18, wherein the external heater is selected from the group consisting of: a burner installed after the cylinders of the internal combustion engine in the exhaust system; a system for injection of hydrocarbons for oxidation or combustion on a catalyst positioned in the exhaust system; an electric heater installed after the cylinders of the internal combustion engine in the exhaust system; and another external heater installed in or in close connection with the exhaust system. Method according to one of the preceding claims, wherein the method further comprises: - controlling a fuel injection system for the injection of fuel into the engine based on the one or more first parameters P ₁ for the control of the concentration / fraction C _Ex / X _Ex one or more substances contained in the exhaust system is provided. The method of any one of the preceding claims, the method further comprising: controlling an injection system to inject fuel, carbon dioxide or other liquid into the exhaust system based on the one or more first concentration control parameters P ₁ / Fraction C _Ex / X _Ex one or more substances contained in the exhaust system is provided. The method of claim ₁ , wherein the method further comprises: controlling an exhaust gas recirculation (EGR) gas flow system for the internal combustion engine based on the one or more concentration control parameters P ₁ / fraction C _ex / X _ex a or more substances contained in the exhaust system; and / or - the control of one provided for the regulation of an air flow in the internal combustion engine An intake system based on the one or more first parameters P ₁ for controlling the concentration / fraction C _Ex / X _{Ex of} one or more substances contained in the exhaust system. The method of claim 22, wherein the control of the exhaust gas recirculation (EGR) gas flow system and / or the control of the intake system is also based on an additional parameter associated with emissions generated by the internal combustion engine. A computer program comprising program code and when the program code is executed in a computer, the computer executes the method of any one of the preceding claims. A computer program product including a computer readable medium and a computer program according to claim 24, wherein the computer program is contained in the computer readable medium. A system provided for controlling one or more functions in a motor vehicle, the motor vehicle comprising: a powertrain having an internal combustion engine that may be connected to a continuously variable transmission (CVT / IVT) via a clutch device, and an exhaust system, which is provided for the removal of an exhaust gas stream from the internal combustion engine; the system being characterized in that it comprises a control device provided to control the continuously variable transmission (CVT / IVT) and thus an operating point in the internal combustion engine on the basis of the one or more first parameters P ₁ for the control of concentration Group C _Ex / X _Ex one or to control a plurality of substances contained in the exhaust stream, wherein at least one of the one or more first parameters P _1, a first concentration / fraction difference between the first concentration / fraction C ₁ / X ₁ in the exhaust gas stream and a reference concentration / fraction C _Ref / X _Ref . Motor vehicle comprising at least one system according to claim 26.

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