DE112017000322T5 - An engine system in which a lubricating oil that forms water-soluble ashes upon combustion is used, and a vehicle that includes the engine system - Google Patents

Abstract

The present invention relates to an engine system (30) comprising: an internal combustion engine (2) adapted to be operated by a fuel and lubricated by a lubricating oil which forms a water-soluble ash upon combustion; an exhaust system for purifying an exhaust gas flow from the internal combustion engine, the exhaust system comprising a diesel particulate filter (23) adapted to trap particulate matter from the exhaust gases, the particulate matter containing the water-soluble ash, an exhaust pipe (11) provided therefor is to pass exhaust gases from the internal combustion engine (2) through the exhaust system (10), and - an injector (240) arranged to add an aqueous solution to the exhaust gas flow upstream of the diesel particulate filter (23), the exhaust pipe (11) is intended to collect the added aqueous solution and optionally by the cold start of the internal combustion engine (2) formed condensed water and to pass all the resulting aqueous solution through the diesel particulate filter (23), whereby the entire resulting aqueous solution dissolves the water-soluble ash and thus from removed from the diesel particulate filter (23). In this way, an in-situ cleaning of a diesel particulate filter is made possible.

Description

TECHNICAL AREA

The present invention relates to an engine system in which a lubricating oil which forms water-soluble ashes upon combustion is used, and a vehicle comprising the engine system.

BACKGROUND OF THE TECHNIQUE

Diesel engines are equipped with emission control devices to reduce particulates and harmful gases present in diesel engine exhaust. There are various standards and legal requirements governing the emissions of vehicles that regulate the permissible values for exhaust gases. Vehicles are thus provided with various types of exhaust gas purifying devices in an exhaust system in order to meet the legal requirements. For example, the exhaust system may be provided in a muffler that is in fluid communication with an exhaust pipe system of a vehicle.

Silencers are used in internal combustion engines to dampen engine noise and reduce emissions, and are located in the exhaust system of the engine. Silenced internal combustion engines can be used in a variety of different applications, for example in heavy vehicles such as trucks or buses. The vehicle may alternatively be a passenger car. Power boats, ferries or ships, industrial engines and / or motorized industrial robots, power plants, for example, electric power plants with a diesel generator, locomotives or other applications may have internal combustion engines with silencers. The silencer includes a diesel particulate filter (DPF), which is also referred to in this context as a particulate filter, for exhaust aftertreatment. The particulate filter is designed to trap particulates, such as particulate soot oxidized in ash. In general, such a muffler is mounted mainly in view of the available space in the vehicle without regard to the fact that the muffler should be easy to dismantle or should be easily accessible during maintenance. The particulate filter in the muffler may need to be disassembled to be replaced or cleaned of deposited ash, and in conjunction with this, the muffler usually also needs to be at least partially disassembled. This disassembly can be very difficult because the muffler can weigh between 100 and 150 kg and is not always easily accessible. The particulate filter itself must be replaced or cleaned at certain intervals, as accumulated ash increases the back pressure in the exhaust system, resulting in, for example, increased fuel consumption. In addition, the accumulated ash can make contact of the exhaust gases with a catalytic coating in the oxidation catalyst difficult, thereby hindering the oxidation of soot particles in ash. Thus, the ash must be removed from the particulate filter.

Typically, the cleaning and / or replacement of the particulate filter occurs in conjunction with maintenance, which typically involves disassembly of the muffler and particulate filter at approximately one year intervals. At high mileage, typically over 300,000 - 400,000 km for a diesel-powered cargo vehicle powered by alternative fuels, it may be necessary to clean the particulate filter at shorter intervals. The accumulated ash can be difficult to remove, so that different environmentally harmful solvents may be required to remove the ash. In addition, the removal of the ash can be laborious and time consuming. Thus, it is desirable to facilitate the cleaning of the particulate filter.

In the prior art, several attempts have been made to facilitate the cleaning of a particulate filter. For example, disclosed EP2767690A1 an apparatus for use in cleaning a particulate filter comprising a disc unit having openings adapted to allow air to pass through a suction device connected to the muffler and to draw air through the opening and rearwardly through the particulate filter during purging. However, it is desirable to avoid other components in the muffler since these can increase the weight of the muffler.

WO2014038724 discloses a cleaning system in which a liquid is supplied to a particulate filter to promote the movement of ash to rear portions of the particulate filter. The particulate matter that is thereby moved is then removed in a subsequent removal processing step. Thus, the particulate matter still needs to be removed from the particulate filter in a particular processing step. document WO2008 / 053462A1 describes an example of how the cleaning of a particulate filter in a muffler can take place without having to remove the filter from the muffler. The particulate matter still needs to be removed from the particulate filter in a separate process.

DE4313132A1 discloses another document in which diesel particulate filters for an exhaust system of a diesel engine are cleaned of deposited particles by a rinsing fluid, the Water can be. However, the cleaning process is carried out in a separate process in which water is fed to the particulate filter via a special liquid inlet, thereby requiring an interruption in the operation of the diesel engine.

Although there are prior art solutions for removing particulate matter from particulate filters, there is still a need to improve the removal procedures in existing exhaust systems. There is also a great need for a high degree of exhaust gas purification in internal combustion engines.

BRIEF SUMMARY OF THE INVENTION

In view of the problems described above, it would be desirable to facilitate the cleaning of the diesel particulate filters. The inventors of the present invention have also found that it would be desirable to prevent the formation of large deposits of particulate matter which must be removed. In addition, it would be desirable to have as few breaks as possible in the operation of the diesel engine. In addition, it is desirable that the need for maintenance situations be minimized.

Thus, it is an object of the present invention to provide a solution for minimizing the amount of particulate matter that deposits in a diesel particulate filter. It is a further object of the invention to provide a simple and automatic solution for cleaning the particulate filter of particulate matter. In addition, it is an object to provide an engine system in which, during use of an internal combustion engine, purging may occur frequently and regularly without the need to dismantle the particulate filter. Further, it is an object of the present invention to reduce the number of maintenance situations.

• - einen Verbrennungsmotor, der dazu vorgesehen ist, von einem Kraftstoff betrieben zu werden und mittels des Schmieröls geschmiert zu werden, das bei der Verbrennung eine wasserlöslichen Asche bildet;
• - ein Abgassystem zum Reinigen einer Abgasströmung von dem Verbrennungsmotor, wobei das Abgassystem einen Dieselpartikelfilter umfasst, der dazu vorgesehen ist, Feinstaub aus den Abgasen aufzufangen, wobei der Feinstaub die wasserlösliche Asche enthält,
• - eine Abgasleitung, die dazu vorgesehen ist, Abgase aus dem Verbrennungsmotor an das Abgassystem zu leiten, und
• - eine Einspritzeinrichtung, die dazu vorgesehen ist, der Abgasströmung stromaufwärts des Dieselpartikelfilters eine wässrige Lösung hinzuzufügen,

wobei die Abgasleitung dazu vorgesehen ist, die zugefügte wässrige Lösung und optional Kondenswasser, das durch den Kaltbetrieb des Verbrennungsmotors gebildet wird, zu sammeln und die gesamte erlangte wässrige Lösung durch den Dieselpartikelfilter zu leiten, wodurch sich die gesamte erlangte wässrige Lösung auflöst und die wasserlösliche Asche aus dem Dieselpartikelfilter entfernt wird.The objects described above are achieved with the invention as defined by the appended independent claims. In particular, the objects are achieved with the present invention, which relates to an engine system comprising:

• an internal combustion engine intended to be operated by a fuel and lubricated by the lubricating oil which forms a water-soluble ash upon combustion;
• an exhaust system for purifying exhaust gas flow from the internal combustion engine, the exhaust system comprising a diesel particulate filter arranged to capture particulate matter from the exhaust gases, the particulate matter containing the water-soluble ash;
• an exhaust pipe intended to lead exhaust gases from the internal combustion engine to the exhaust system, and
• an injection device intended to add an aqueous solution to the exhaust gas flow upstream of the diesel particulate filter,

wherein the exhaust pipe is arranged to collect the added aqueous solution and optionally condensed water formed by the cold operation of the internal combustion engine and to pass all the obtained aqueous solution through the diesel particulate filter, thereby dissolving all the obtained aqueous solution and the water-soluble ash is removed from the diesel particulate filter.

An aqueous solution means a hydrous solution or a hydrous liquid other than a reducing agent used in a selective catalytic reduction (SRC) system for reducing the NO _x content of the exhaust gas flow. The water content of the aqueous solution may vary from about 30-100%, with the balance containing other liquids. The total aqueous solution obtained means the total amount of added aqueous solution and condensed water formed during the cold running of the internal combustion engine.

According to the present invention, the lubricating oil used to lubricate the engine forms a water-soluble ash. This means that the engine oil contains additives and optionally other compounds that make the ash water-soluble. Ash means the non-volatile products and residuals that are formed when the lubricating oil, also referred to as an engine oil, is burned. Soluble in water means that the ash is soluble in water.

Preferably, the amount of water-soluble ash formed from the lubricating oil is 80 weight percent based on the total weight of the ash, preferably at least 90 weight percent based on the total weight of the ash, and more preferably at least 95 weight percent based on the total weight of the ash. At best, the ash is completely, which means 100%, water-soluble. Thus, the deposits of particulate matter in diesel particulate filters can be substantially reduced by the use of the lubricating oil which forms water-soluble ashes after combustion. Therefore, instead of using conventional lubricating oils, which usually produce a relatively small amount of ash after combustion, but where Ash is not water soluble, it is recognized that particulate matter deposits can be reduced as the ash is at least partially dissolved during operation of the vehicle by means of the added and optionally formed condensed water. According to the invention, the exhaust pipe is provided to collect the added water and optionally condensation formed by the cold operation of the internal combustion engine and to guide the water through the diesel particulate filter, whereby the water dissolves the ash and thus removes the water-soluble ash from the diesel particulate filter (DPF) becomes. Thus, only minor design changes are required for the existing engine systems.

Conveniently, the engine system of the present invention is tailored for the use of lubricating oil which forms a water-soluble ash after combustion. Water or an aqueous solution may be provided for daily addition to the exhaust gas flow, and thus water will purge the DPF daily so that at least a portion of the ash accumulated in the DPF will be dissolved in the water. Thus, the DPF is often cleaned, which is a great advantage because the amount of particulate matter deposited in the particulate filter is reduced. In addition, the cleaning often takes place without having to remove the particulate filter. Thus, it also becomes possible to reduce the number of maintenance situations.

The injector may include a valve in fluid communication with an aqueous solution reservoir, and the aqueous solution is adapted to be fed from the reservoir to the injector by a feed pump. The feed pump is suitably operated by an electric motor, whereby the operation of the feed pump is easy to control.

According to one embodiment of the invention, the aqueous solution is a windshield washer fluid and the memory is a windshield washer fluid storage. As a result, the aqueous solution, which is intended to be injected into the exhaust gas flow, contains windshield washer fluid or consists of windshield washer fluid. The aqueous solution may thus contain chemical compositions other than water, such as solvents, for example, ethanol or methanol, or detergents. The solvents may include anti-freeze agents such as ethanol or isopropanol and ethylene glycol, which yield the aqueous solution at a lower freezing temperature. In addition, the solvents can improve the dissolution of the water-soluble ashes, and thus the use of windscreen washer fluid can be even more advantageous.

According to a variant of the invention, the injection device may further be provided to inject a reducing agent into the exhaust gas flow upstream of the diesel particulate filter. In this way, the same injection device can be used for the injection of the reducing agent and thus the amount of required components in the engine system can be reduced.

The injector may include a valve arranged to be positioned in a first position in which it is arranged to inject the aqueous solution into the exhaust gas flow, and to be positioned in a second position in which it is is arranged, that the reducing agent is injected into the exhaust gas flow. The valve device is preferably electrically controlled.

The engine system may further include a control system arranged to control the operation of the injector. This makes it possible to activate or deactivate the injector as desired in a simple manner. For example, the control system may be arranged to control the operation of the injector at predetermined intervals and / or predetermined conditions.

To define the conditions under which the injector is to be activated, that is to inject the aqueous solution into the exhaust gas flow, the exhaust system may further include a first sensor located upstream of the diesel particulate filter for measuring a pressure drop across the diesel particulate filter or measuring the pressure of the diesel particulate filter Exhaust gas flow is arranged before the filtering process. The first sensor is connected to the control system. The first sensor may be a differential pressure transmitter that measures the pressure drop across the diesel particulate filter. Differential pressure transmitters are devices that measure the pressure difference between two points. Such transmitters are available on the market from various suppliers and known to those skilled in the art. According to another variant, the first sensor measures the pressure of the exhaust gas flow before the filtering process. This makes it possible to indicate any abnormal increase in pressure caused by deposits of particulate matter in the diesel particulate filter.

The control system preferably comprises means arranged to compare the measured pressure drop value or the value of the pressure of the exhaust gas flow with a predetermined value for the pressure drop or pressure of the exhaust gas flow and to generate an error code if the pressure drop value or the pressure value of different from the predetermined value. Thus, it will be possible, for example, the Injector to send a command that a desired or predetermined amount of aqueous solution to be injected into the exhaust gas flow.

According to another embodiment, the exhaust system may further include a second sensor for measuring the pressure of the exhaust gas flow. The second sensor may be located downstream of the diesel particulate filter to measure the pressure after the filtering process. The second sensor is connected to the control system. Thus, it is possible to compare the pressure value before and after the diesel particulate filter and thus to calculate, for example, a value for the pressure drop across the diesel particulate filter.

Preferably, the first sensor, or the first and the second sensor, comprises means arranged to generate a measurement signal comprising data related to the measured pressure value or pressure drop value. The control system comprises means for receiving the measurement signals from the first sensor and / or the second sensor. Thus, it becomes possible to take advantage of the measured data in the control system.

The control system also preferably includes means arranged to calculate a pressure drop across the diesel particulate filter from the received measurement signal from the first sensor and the second sensor. The control system may further comprise means arranged to compare the calculated pressure drop value with a predetermined pressure drop value and to generate an error code if the measured pressure drop value deviates from the predetermined value.

If particulate matter deposits are present in the diesel particulate filter, the pressure drop across the diesel particulate filter will be greater than in a no sediment case. Alternatively or additionally, the pressure of the exhaust gas flow upstream of the diesel particulate filter will increase. The measured or calculated pressure drop or pressure value is then compared with the predetermined pressure drop or predetermined pressure values and an error code is established if the measured or calculated values are different from the predetermined values. For example, at a higher pressure drop or pressures greater than the predetermined values, the control system of the injector in the engine system may command to add an aqueous solution or, alternatively, send an error signal indicating that maintenance is required.

By using a measurement that indicates or calculates a pressure drop across the diesel particulate filter, or by measuring the pressure of the exhaust gas flow before the filtering process, it is possible to effectively obtain an indication of particulate matter deposits in the diesel particulate filter. The control system may include means arranged to control the injector to add the aqueous solution to the exhaust flow, for example, in a predetermined or desired amount. Thereby, the control system is provided to command the engine system to inject a desired amount of the aqueous solution into the exhaust gas flow, or alternatively to send an error signal indicating that maintenance is required.

The control system may also include means adapted to control the internal combustion engine or the engine system based on the measured or calculated pressure drop value or pressure value of the exhaust gas flow to increase an amount of condensed water. Condensation is usually formed during cold operation of the vehicle. In some cases, it is desirable to increase the amount of condensate so that more liquid can purge the diesel particulate filter, and thus more effective cleaning of the diesel particulate filter can be achieved.

The control system may be provided to continuously receive the measurement signals. It is also possible that the control system is intended to receive the measurement signals periodically, that is, for example, at certain intervals or, at manual control, at any intervals. An example of an arbitrary interval is, for example, at the start of the engine or the vehicle.

Preferably, the first and / or second sensor via a communication bus, such as a CAN bus, connected to the control unit. This allows the pressure measurements to be part of the overall control system of the vehicle.

The invention also relates to a vehicle comprising the engine system as defined above.

Other objects, advantages and features of the invention are described in the following detailed description.

list of figures

• 1 FIG. 12 is a schematic side view of a vehicle including an engine system according to the present invention. FIG.
• 2 is a schematic drawing showing the path of the exhaust gas flow through an exhaust system.
• 3 FIG. 10 is a schematic diagram showing an engine system according to an embodiment of the present invention. FIG.
• 4 FIG. 12 is a schematic drawing showing an engine system according to another embodiment of the present invention. FIG.

DETAILED DESCRIPTION

As described above, internal combustion engines are used today in various types of applications and vehicles, for example in trucks or buses, in cars, motor boats, ferries or ships. But they can also be used in industrial engines and / or motorized industrial robots, in power plants, for example, electric power plants with a diesel generator, and in locomotives. The engine system according to the invention is intended for an internal combustion engine which is in fluid communication with an exhaust system by means of an exhaust pipe or an exhaust pipe. The engine system may be used, for example, in a vehicle, for example in a truck or bus. The exhaust system of the engine system may be located in a muffler or components of the exhaust system and may be arranged in a different manner, for example in a number of components, and these may not be located in a muffler. For example, in the case of buses, placing the exhaust system in a muffler can be difficult because the floor of the bus must be low and / or the bus must contain a maximum number of seats, making it difficult to place large mufflers in a bus ,

In 1 is an example of a vehicle 1 that is an engine system 30 that includes an internal combustion engine 2 and an exhaust system 10 has shown in a schematic side view. The internal combustion engine 2 supplies the drive wheels 4 of the vehicle via a transmission 6 and a propeller shaft 8th Energy. The internal combustion engine 2 is in fluid communication with an exhaust system 10 arranged, at least partially, in a muffler 12 is mounted. The exhaust system 10 For example, it may further include additional exhaust pipes, an exhaust manifold, and a control system. The internal combustion engine 2 gets from fuel 14 powered by him via a fuel system 16 which is fed to a fuel tank 18 includes. The fuel is suitably diesel, such as bio-diesel, or equivalent fuel. The internal combustion engine 2 is lubricated by means of an engine oil which forms a water-soluble ash upon combustion according to the invention.

The internal combustion engine of the present invention is suitably a diesel engine. The internal combustion engine is intended to be powered by a fuel and lubricated by a lubricating oil which forms a water-soluble ash upon combustion. The lubricating oil contains at least one additive which renders the ashes formed after combustion water-soluble. Such oils can be readily determined and classified as water-soluble ash-forming. The engine system of the present invention is tailored to the lubricating oils that form water-soluble ashes. The lubricating oils suitable for use in the customized engine system of the present invention may then be customized for the users. The fuel may be any of known types, such as mineral diesel, synthetic diesel or bio-diesel, also referred to as fatty acid methyl ester (FAME), which is derived from vegetable oils or animal fats esterified with methanol. The fuel may also be a hydrogenated oil or a fat or dimethyl ether, DME.

The lubricating oil forms a water-soluble ash when burned. The solubility of the ash can be determined, for example, by ISO 1576: 1988. Lubricating oils may be intended to form water-soluble ashes using, for example, additives that form water-soluble compounds in ashes. For example, the sulfate salt of magnesium is water-soluble and the ash will become water soluble by selecting additives that will form MgSO ₄ as an ash. According to the present invention, it is crucial that the ash is water-soluble, but it is not crucial how this water solubility is achieved. Thus, any additive that forms a water-soluble ash can be selected. The amount of water-soluble ash formed from the lubricating oil is at least 80 Percent by weight based on the total weight of the ash, preferably at least 90 Weight percent based on the total weight of the ash, even better at least 95 Weight percent based on the total weight of the ash. Preferably, the ash is completely water-soluble, ie 100 Weight percent of the ash is water soluble.

The engine system of the present invention includes an internal combustion engine and a Exhaust system, which can be arranged in a silencer. The muffler, in which at least a portion of the exhaust system is disposed, includes a housing that includes at least one inlet for directing exhaust gas flow into the muffler. The muffler may include various inlets. The exhaust system may also include a diesel oxidation catalyst (DOC) that may be disposed downstream of the inlet into a muffler. The DOC is a unit designed to oxidize the exhaust gases. The DPF is a unit designed to remove diesel particulate matter or soot from the exhaust gas flow. The DPF may be, for example, a catalyzed soot filter (CSF). The soot is further oxidized in the particulate filter or burned to ash, for example, during regeneration of the particulate filter. The diesel particulate filter can be regenerated with or without catalyst. The regeneration may then be carried out by means of the heat from the normal operation of the engine.

The exhaust system may further include a selective catalytic reduction (SCR) purifying system including an injector assembly for adding a reductant to the exhaust gas flow to reduce the NO _x content of the exhaust gas flow. The reducing agent can be, for example, a mixture of water and urea, for example a product with the trade name AdBlue®, which comprises a mixture of 32.5% urea in water. The exhaust gas flow and the reducing agent are mixed and vaporized in a vaporization chamber located downstream of the injection assembly. In addition, a selective catalytic reduction (SCR) catalyst is located downstream of the vaporization chamber. The SCR catalyst may comprise vanadium, iron or a copper catalyst in which NO _{x is converted} to water vapor and nitrogen. An ammonia slip catalyst (ASC), which is a unit designed to convert any NH ₃ slip into N ₂ and H ₂ O, may be located downstream of the SCR purification system. All of these components may be arranged as separate components in series or arranged in a muffler. When the components are disposed in a muffler, an outlet for directing the flow of exhaust gas from the muffler is located downstream of the SCR catalyst and the possible ASC. The silencer can have several outlets.

The exhaust system or muffler comprising the exhaust system does not necessarily include a DOC and / or an ASC. On the other hand, the exhaust system may include one or more of each of the DOC and ASC together with the DPF. If the exhaust system does not include a DOC, the exhaust flow is intended to flow to the DPF. When the muffler includes a DPF and a DOC, the exhaust flow is intended to flow through the DOC to the DPF. The exhaust flow is intended to flow through the DPF to the injector assembly when the muffler includes a DPF and not a DOC. If the exhaust system does not include an ASC, the exhaust flow is intended to flow from the SCR purge system to an exhaust system exhaust system outlet of the muffler.

2 schematically shows examples of possible ways in which the exhaust gases through an exhaust system 10 can flow. The arrows in 2 show the flow 21 of exhaust gases, but the reference number 21 is just added to one of the arrows. The exhaust system includes an inlet 20 for conducting an exhaust gas flow 21 into the exhaust system and a diesel oxidation catalyst (DOC) 22 is downstream of the inlet 20 arranged. A diesel particulate filter (DPF) 23 is downstream of the DOC 22 arranged and the DPF 23 For example, it may be a catalyzed soot filter (CSF). The exhaust gas flow may be provided to flow directly from the DPF 23 to an outlet 29 the exhaust system flows, or the exhaust gas flow may be provided to an injection assembly 24 to flow upstream and / or downstream of the DPF 23 can be arranged to the exhaust flow 21 to add a reducing agent to the NO _x content of the DOC 22 to reduce. An evaporation chamber 25 for evaporation of the reducing agent is downstream of the injection assembly 24 arranged. A cleaning system 27 with selective catalytic reduction involving an SCR catalyst 26 is downstream of the evaporation chamber 25 arranged. An ammonia slip catalyst (AOC) 28 can be downstream of the SCR cleaning system 27 be arranged and an outlet 29 for guiding the exhaust gas flow 21 from the exhaust system 10 is downstream of the ASC 28 arranged.

If the exhaust system 10 no DOC 22 includes, is the exhaust gas flow 21 provided from the inlet 20 to the injection assembly 24 over the DPF 23 to stream. If the exhaust system is not ASC 28 includes, is the exhaust gas flow 21 provided by the SCR cleaning system 27 to the outlet 29 to stream.

The internal combustion engine includes an intake manifold that supplies air to the cylinders of the internal combustion engine. An intake throttle cap is disposed upstream of the intake manifold to adjust the flow of fresh air into the intake manifold. By adjusting the amount of fresh air in the internal combustion engine, it is possible, for example, the amount of condensed water adjusted during cold operation of the vehicle. In some situations, it may be desirable to additionally use condensed water formed by the cold operation of the internal combustion engine to increase the amount of water that can purge the diesel particulate filter. This can be done, for example, by controlling the operation of the internal combustion engine or the engine system, for example, by increasing the air-fuel ratio during cold operation and / or the cold start of the internal combustion engine, resulting in an increased amount of condensed water. For example, the fuel-air ratio may be adjusted by controlling the operation of the engine during cold start / cold operation so as to keep the air-fuel ratio high while keeping the number of revolutions low. Consequently, more condensed water is obtained because a high air-fuel ratio increases the amount of water in the exhaust gases and a low temperature of the exhaust gases creates more condensed water.

Alternatively or additionally, the amount of condensed water may be increased by adjusting, suitably reducing, the amount of fresh air flowing into the internal combustion engine via an intake manifold by means of an intake throttle cap located upstream of the intake manifold. Further, for example, it is possible to increase the amount of condensed water by reducing the temperature of the exhaust gases. This may be accomplished, for example, by means of an exhaust gas recirculation (EGR) arrangement disposed in fluid communication with the exhaust pipe and the intake manifold. At least a portion of the exhaust flow from the engine may be recirculated from the exhaust pipe through the EGR, which includes an EGR cooler that reduces the temperature of the EGR gases.

3 schematically shows an engine system 30 according to a variant of the present invention. The engine system 30 includes an internal combustion engine 2 in fluid communication with the exhaust system 10 as described above, by means of an exhaust pipe 11 , The exhaust system includes the DOC 22 , the DPF 23 , the evaporation chamber 25 in fluid communication with an injection assembly 24 is the SCR cleaning system 27 and the ASC 28 , The exhaust gases are provided via an outlet 29 from the exhaust system 10 to stream out.

An air intake throttle 37 is intended to adjust the amount of intake air into the internal combustion engine via an intake manifold (not shown). Downstream of the internal combustion engine is the exhaust pipe 11 via an EGR line 38 in fluid communication with an exhaust gas recirculation system. The exhaust gases are cooled by the exhaust gas flow through an EGR cooler 39 back to the combustion engine 2 downstream of the air intake throttle 37 is directed.

A first sensor 35 for measuring the pressure of the exhaust gas flow is downstream of the DOC 22 and upstream of the DPF 23 arranged. As more detailed in 3 is the first sensor, ie a pressure measuring device, with a communication bus 33 , such as a CAN bus, over a connection 31 the CAN bus connects and communicates 33 with a tax system 34 of the vehicle. The first sensor 35 is intended to generate a measurement signal that includes data related to the measured pressure value. The first sensor may be configured to measure the pressure upstream of the DPF23, or may be a differential pressure transmitter that provides a pressure drop across the DPF 23 measures. The tax system 34 further comprises means for receiving the measurement signal from the first sensor 35 , The tax system 34 may include means configured to receive the received measurement signal from the first sensor 35 to compare with a predetermined pressure drop or pressure value, and to generate an error code when the measured pressure deviates from the predetermined value. Thus, the operator of the vehicle gets an indication that the DPF needs to be cleaned or replaced. The engine system also includes an injector 240 , which is intended to provide an aqueous solution other than a reducing agent, the exhaust gas flow upstream of the DPF 23 add. The injector 240 is also with the tax system 34 over the CAN bus 33 connected. Thus, when the measured pressure and / or pressure drop value is different from the predetermined value, the control system commands 34 the injector 240 which is in fluid communication with a reservoir 130 for the aqueous solution, inject aqueous solution into the exhaust gas flow. The exhaust pipe 11 is intended to collect the added aqueous solution and optionally condensate formed by the cold operation of the internal combustion engine, and passes the aqueous solution, ie the entire aqueous solution containing the possible condensation, through the diesel particulate filter 23 , The aqueous solution dissolves and thus removes the water-soluble ash from the diesel particulate filter 23 , In addition, the control system 34 the internal combustion engine 2 so that the amount of condensed water formed during cold running and / or cold starting is increased, whereby it is possible to improve the scavenging effect as more ashes are dissolved in the increased amount of aqueous solution containing the condensed water can be.

An institution 24 for the injection of a reducing agent is in fluid communication with a reducing agent storage 140 arranged. The injection arrangement 24 can with the tax system 34 (not shown).

The injector 240 preferably includes a valve (not shown) in fluid communication with the reservoir 130 is for the aqueous solution, and the aqueous solution is intended to be fed from the reservoir by means of a feed pump (not shown) into the injector. The feed pump may be an electric pump and may be connected to the control system 34 be connected. The water storage 130 may be a windshield washer fluid storage and the aqueous solution is accordingly windshield washer fluid. Thus, no separate storage is required to add the aqueous solution.

Another variant of the invention is in 4 shown, the system in 4 corresponds to the system in 3 , except that a second sensor 36 for measuring the pressure of the exhaust gas flow downstream of the DPF 23 is arranged to the pressure after the filtering process of the particulate matter in the DPF 23 display. There is also a facility 24 for injecting a reducing agent into the exhaust gas flow downstream of the DPF 23 and in fluid communication with a reductant reservoir 140 arranged. In the arrangement in 4 however, it is the injector 240 additionally provided for injecting the reductant upstream of the DPF 23 to be used. The injector 240 is over a line 150 in fluid communication with the reductant reservoir 140 , How out 4 you can see, is the injector 240 also intended to inject the aqueous solution into the exhaust gas flow.

The second sensor 36 is also with the communication bus 33 , such as the CAN bus, over a connection 32 connected and the CAN-BUS communicates with the control system 34 of the vehicle. In this embodiment of the invention, the control system comprises 34 means arranged to reduce the pressure drop from the received measurement signals from the first sensor and the received measurement signal from the second sensor 36 to calculate. The tax system 34 is also intended to compare the pressure drop with a predetermined value for the pressure drop and to generate an error code when the calculated pressure drop is different from the predetermined pressure drop. This makes it possible that the pressure drop is acceptable. Thus, the accuracy of the system can be further improved. This makes it possible for the tax system 34 , the engine system and the injector 240 so that a desired amount of aqueous solution is injected into the exhaust gas flow. Alternatively, it is possible to warn the operator of the vehicle that the DPF must be replaced or cleaned as soon as possible during maintenance.

In both 3 and 4 shown engine systems, it is also possible to increase the amount of condensation. The amount can be controlled by controlling the operation of the internal combustion engine 2 or the engine system 30 by means of the combustion engine 2 associated tax system 34 be increased, so that the fuel-air ratio during cold operation and / or cold start of the engine and thereby the amount of condensation is increased is achieved. The fuel-air ratio can be adjusted, for example, by controlling the operation of the internal combustion engine 2 during cold start / cold operation, so that the air-fuel ratio is kept high while the number of revolutions is kept low. Consequently, an increased amount of condensed water is obtained since a high air-fuel ratio increases the proportion of water in the exhaust gases and a low temperature of the exhaust gases creates more condensed water. Alternatively or additionally, the amount of condensed water may be increased by adjusting the amount of fresh air entering the internal combustion engine 2 flows over an intake manifold by means of an intake throttle 37 located upstream of the intake manifold. Further, it is possible to increase the amount of condensed water by reducing the temperature of the exhaust gases. This may be accomplished, for example, by means of an exhaust gas recirculation (EGR) arrangement that is in fluid communication with the exhaust pipe 11 and the intake manifold is arranged. At least a portion of the exhaust flow from the engine may be from the exhaust pipe 11 through the EGR pipe 28 be recycled, which is an EGR cooler 39 includes, which reduces the temperature of the EGR gases. This can ensure that the DPF 23 is flushed with a greater amount of condensation than during normal cold operation of the vehicle and thus the amount of in the DPF 23 accumulated ash can be effectively reduced.

The tax system 34 may be configured to receive the measurement signals from the first and / or the second sensor 36 to receive continuously. It is also possible that the tax system 34 is intended to periodically receive the measurement signals, that means, for example, at certain intervals or, in manual control, at any intervals. An example of an arbitrary interval is, for example, at the start of the engine or the vehicle.

In general, the tax system includes 34 one or is the tax system 34 connected to a CAN bus 33 , as in 3 and 4 and includes one or more communication buses to a number of electronic control units (ECU) or control devices and various components of the vehicle 1 to connect with each other. Such a tax system 34 can include a large number of control units. The function of the control system 34 may be provided to receive signals from various sensors in the vehicle and to control the vehicle accordingly. In addition, the control of the vehicle can be performed by programmed instructions. These programmed instructions typically include a computer program that, when executing the program code in a computer, causes the computer to perform the desired action, such as the steps of the present invention described above.

It should be understood that the examples described above are in connection with 1 to 4 as an example, which does not limit the scope of the invention, which is defined in the appended claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 2767690 A1 [0005]
• WO 2014038724 [0006]
• WO 2008/053462 A1 [0006]
• DE 4313132 A1 [0007]

Claims (14)

Motor system (30), comprising: an internal combustion engine (2) adapted to be operated by a fuel and lubricated by a lubricating oil containing at least one additive which makes ash a water-soluble ash upon combustion of the lubricating oil; an exhaust system for purifying an exhaust gas flow from the internal combustion engine, the exhaust system including a diesel particulate filter (23) adapted to capture particulate matter from the exhaust gases, the particulate matter containing the water-soluble ash; - An exhaust pipe (11), which is intended to lead exhaust gases from the internal combustion engine (2) to the exhaust system (10), and an injection device (240), which is provided to add an aqueous solution to the exhaust gas flow upstream of the diesel particulate filter (23), the exhaust gas line (11) being provided, the added aqueous solution and optionally condensation water produced by the cold operation of the internal combustion engine ( 2) is collected and the entire aqueous solution obtained is passed through the diesel particulate filter (23), whereby the entire aqueous solution obtained dissolves the water-soluble ash and thus removed from the diesel particulate filter (23). Engine system after Claim 1 characterized in that the injector (240) comprises a valve that is in fluid communication with an aqueous solution reservoir (130) and that the aqueous solution is provided for by means of a feed pump from the reservoir (130) to the injector (240) to be fed. Engine system after Claim 2 , characterized in that the aqueous solution is windshield liquid and the aqueous solution reservoir (130) is a windshield liquid storage. Engine system after Claim 1 . 2 or 3 characterized in that the injector (240) is further adapted to inject a reducing agent into the exhaust gas flow upstream of the diesel particulate filter (23). Engine system after Claim 4 characterized in that the injector (240) comprises a valve arranged to be positioned in a first position arranged to spray the aqueous solution into the exhaust gas flow and positioned in a second position in which it is arranged so that the reducing agent is injected into the exhaust gas flow. Motor system according to one of Claims 1 to 5 characterized in that the engine system (10) further comprises a control system (34) arranged to control operation of the injector (34). Engine system after Claim 6 characterized in that the control system (34) is arranged to control the operation of the injector (240) at predetermined intervals and / or under predetermined conditions. Engine system after Claim 7 wherein the exhaust system (10) further comprises a first sensor (35) disposed upstream of the diesel particulate filter (23) for measuring a pressure drop across the diesel particulate filter (23) or the pressure of the exhaust flow (21) prior to the filtering operation, and the first Sensor (35) is connected to the control system (34). Engine system after Claim 8 characterized in that the control system (34) comprises means arranged to compare the measured pressure drop value or value of the pressure of the exhaust gas flow with a predetermined value for the pressure drop or value of the pressure of the exhaust gas flow and to generate an error code, if the measured pressure drop value or pressure value deviates from the predetermined value. Engine system after Claim 8 or 9 characterized in that the exhaust system (10) includes a second sensor (36) disposed downstream of the diesel particulate filter (23) for measuring the pressure of the flow of exhaust gas flow (21) after the filtering operation, and the second sensor (36 ) is connected to the control system (34). Engine system after Claim 10 characterized in that the control system (34) includes means arranged to calculate a pressure drop across the diesel particulate filter from the received measurement signals from the first sensor (35) and the second sensor (36). Motor system according to one of Claims 8 to 12 characterized in that the control system (34) includes means arranged to control the injector (240) to add the aqueous solution to the exhaust gas flow. Engine system after Claim 12 characterized in that the control system (34) further comprises means arranged to operate the internal combustion engine (2) or the engine system (30) based on the measured or calculated pressure drop value or pressure value of the engine Control exhaust flow so that a lot of condensation is increased. Vehicle (1), characterized in that it is the engine system (30) according to one of Claims 1 to 12 includes.

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