DE112019006639T5 - Method and device for determining the aging behavior of an exhaust aftertreatment system - Google Patents

Abstract

A method for determining aging behavior of an exhaust aftertreatment system includes deriving first data indicative of a change in efficiency of the exhaust aftertreatment system for each predetermined mileage interval based on one or more second parameter values within each of a plurality of predetermined mileage intervals, the one or more second parameter values within each predetermined mileage interval are one or more first parameter values within the predetermined mileage interval or are derived from the first parameter values within at least the predetermined mileage interval, each first parameter value within each predetermined mileage interval indicating the efficiency of the exhaust aftertreatment system at a corresponding mileage during the predetermined mileage interval; and determining second data indicative of the aging behavior of the exhaust aftertreatment system based on the derived first data for each predetermined mileage interval. In this way, the aging of the exhaust aftertreatment system can be predicted.

Description

FIELD OF THE INVENTION

The invention relates in general to exhaust gas treatment, in particular to the after-treatment of exhaust gas.

BACKGROUND OF THE INVENTION

Exhaust gases that z. B. discharged from a motor vehicle untreated, can lead to environmental pollution and also have a negative impact on human health. In general, there are several methods of after-treating the exhaust gas to reduce the harmful effects of the exhaust gas. An example of aftertreatment processes is selective catalytic reduction to convert nitrogen oxides to diatomic nitrogen and water. Another example of aftertreatment methods uses diesel particulate filters to remove diesel particulate matter or soot from the exhaust.

An aftertreatment system may not always be effective over time. Therefore, a change in the efficiency of the aftertreatment system over time must be determined.

While conventional methods can determine the current efficiency of the aftertreatment system, there is no reliable technical means to predict the future efficiency of the aftertreatment system.

SUMMARY OF THE INVENTION

It would be desirable to provide a method and system for determining aging behavior of an exhaust aftertreatment system. With the determined aging behavior, the future efficiency of the aftertreatment system could be reliably determined.

According to one embodiment, a method for determining the aging behavior of an exhaust gas aftertreatment system is provided. The method includes deriving first data indicative of a change in efficiency of the exhaust aftertreatment system for each predetermined mileage interval based on one or more second parameter values within each of a plurality of predetermined mileage intervals, wherein the one or more second parameter values within each predetermined mileage interval are one or more first parameter values are within the predetermined mileage interval or were derived from the first parameter values within at least the predetermined mileage interval, each first parameter value within each predetermined mileage interval indicating the efficiency of the exhaust aftertreatment system at a corresponding mileage during the predetermined mileage interval; determining second data indicative of the aging behavior of the aftertreatment system based on the derived first data for each predetermined mileage interval; and outputting the second data.

In this method, the second data indicative of the aging behavior of the aftertreatment system can be determined based on parameters that are obtained from a motor vehicle in which the aftertreatment system is located over a relatively short distance, e.g. B. 50000 kilometers were collected. Since the second data can indicate the trend of aging of the aftertreatment system, particularly the trend of efficiency change of the aftertreatment system, it is e.g. B. possible for a user to determine the future aging trend of the aftertreatment system, in particular a future efficiency of the aftertreatment system, based on the output second data. Furthermore, the maintenance interval can be determined and a possible failure of the aftertreatment system in the future can be predicted.

According to another embodiment, a system for determining an aging behavior of an exhaust gas aftertreatment system is provided, the system comprising a receiving unit which is designed to receive one or more second parameter values within each of a plurality of predetermined mileage intervals, the one or more second parameter values within each predetermined mileage interval is one or more first parameter values within the predetermined mileage interval or were derived from the first parameter values within at least the predetermined mileage interval, each of the first parameter values within each predetermined mileage interval indicating the efficiency of the aftertreatment system at a corresponding mileage during the predetermined mileage interval; a processing unit configured to derive first data indicative of a change in efficiency of the aftertreatment system for each predetermined mileage interval based on the one or more second parameter values within each of the plurality of predetermined mileage intervals, and to determine second data indicative of the aging behavior of the aftertreatment system display based on the derived first data for each predetermined mileage interval; and an output unit configured to output the second data.

According to another embodiment, a computer program product is provided, the computer program product comprising program instructions that, when executed by a processor, perform the method according to various embodiments of the invention.

character list

• 1 ein Flussdiagramm 10 eines Verfahrens zum Ermitteln eines Alterungsverhaltens eines Abgasnachbehandlungssystems gemäß einer Ausführungsform ist;
• 2 ein Flussdiagramm 200 zum Herleiten des einen oder der mehreren zweiten Parameterwerte für jedes vorgegebene Laufleistungsintervall gemäß einer Ausführungsform ist;
• 3 ein Flussdiagramm 210 für das Modellieren für jedes vorgegebene Laufleistungsintervall gemäß einer Ausführungsform ist;
• 4 die SCR-Effizienzwerte über die Temperaturwerte für jedes Massenstromintervall gemäß einer Ausführungsform zeigt;
• 5 die Temperatur-Effizienz-Kurven für jedes Massenstromintervall gemäß einer Ausführungsform zeigt;
• 6 die weitere Temperatur-Effizienz-Kurve für ein vorgegebenes Laufleistungsintervall gemäß einer Ausführungsform zeigt;
• 7 die SCR-Effizienzwerte über die Massenstromwerte für jedes Temperaturintervall gemäß einer Ausführungsform zeigt;
• 8 die anzupassenden Massenstrom-Effizienz-Kurven für jedes Temperaturintervall gemäß einer Ausführungsform zeigt;
• 9 den 2D-Raum, der aus einem 3D-Modell für ein bestimmtes vorgegebenes Laufleistungsintervall gemäß einer Ausführungsform abgebildet wird, zeigt;
• 10 alle empfangenen SCR-Effizienzwerte für einen Bereich entlang aller vorgegebenen Laufleistungsintervalle gemäß einem Beispiel zeigt;
• 11 ein Beispiel für die Histogrammanalyse für die ersten lokalen Daten für alle Bereiche in einem bestimmten vorgegebenen Laufleistungsintervall zeigt;
• 12 die für jeweils 1000 Kilometer ermittelten Gradienten gemäß einer Ausführungsform zeigt;
• 13 die mit einer Exponentialfunktion angepasste Gradientenkurve gemäß einer Ausführungsform zeigt;
• 14 ein Blockdiagramm eines Systems 1 zum Ermitteln des Alterungsverhaltens eines Abgasnachbehandlungssystems zeigt;
• 15 ein Hardware-Strukturdiagramm eines Systems 1000 zum Ermitteln des Alterungsverhaltens eines Abgasnachbehandlungssystems zeigt;

The present invention is described and explained in more detail below in connection with exemplary embodiments and with reference to the drawings, in which:

• 1 FIG. 10 is a flowchart of a method for determining aging behavior of an exhaust aftertreatment system according to one embodiment;
• 2 Figure 2 is a flow chart 200 for deriving the one or more second parameter values for each predetermined mileage interval according to one embodiment;
• 3 Figure 210 is a flowchart for modeling for each predetermined mileage interval according to one embodiment;
• 4 12 shows the SCR efficiency values versus temperature values for each mass flow interval according to one embodiment;
• 5 Figure 12 shows temperature-efficiency curves for each mass flow interval according to one embodiment;
• 6 Figure 12 shows another temperature-efficiency curve for a given mileage interval according to an embodiment;
• 7 12 shows SCR efficiency values versus mass flow values for each temperature interval according to one embodiment;
• 8th Figure 12 shows the mass flow efficiency curves to be fitted for each temperature interval according to one embodiment;
• 9 Figure 12 shows 2D space mapped from a 3D model for a particular predetermined mileage interval according to one embodiment;
• 10 shows all received SCR efficiency values for a range along all predetermined mileage intervals according to an example;
• 11 Figure 12 shows an example of the histogram analysis for the first local data for all areas in a certain predetermined mileage interval;
• 12 12 shows the gradients determined for every 1000 kilometers according to an embodiment;
• 13 Figure 12 shows the gradient curve fitted with an exponential function according to an embodiment;
• 14 shows a block diagram of a system 1 for determining the aging behavior of an exhaust gas aftertreatment system;
• 15 shows a hardware structure diagram of a system 1000 for determining the aging behavior of an exhaust gas aftertreatment system;

The same reference symbols in the figures indicate similar or corresponding features and/or functions. The present invention will be described in relation to specific embodiments and with reference to certain drawings; however, the invention is not limited thereto but only by the claims. The drawings described are only schematic and non-limiting. In the drawings, the size of some elements may be exaggerated for purposes of illustration and may not be drawn to scale.

DETAILED DESCRIPTION

1 shows a flowchart 10 of a method for determining an aging behavior of an exhaust gas aftertreatment system according to one embodiment. The aftertreatment system can be any type of exhaust aftertreatment system. The aftertreatment system can e.g. B. include a selective catalytic reduction device or a diesel particulate filter.

In step 100, at least first parameter values S1 are received, each of which indicates an efficiency of the exhaust gas aftertreatment system given a corresponding mileage. A first parameter value S1 can itself be an efficiency value, e.g. B. expressed by a percentage. For the aftertreatment system that includes a selective catalytic reduction device (SCR), the first parameter value S1 can be an SCR efficiency, and for the aftertreatment system that includes a diesel particulate filter (DPF), the first parameter value can be a regeneration efficiency. The determination of the efficiency value is known in the art and is therefore not discussed here.

To facilitate further processes, the first parameter values S1 for each predetermined mileage interval, e.g. 1000 kilometers, and then the first parameter values received for each predetermined mileage interval can be used for further processes. Although it is possible for any given mileage interval to have only a first parameter value, e.g. B. an efficiency value to recieve In general, it would be desirable to receive a plurality of first parameter values for each predetermined mileage interval, each of the first parameter values within each predetermined mileage interval being indicative of an efficiency of the aftertreatment system at a corresponding mileage during the predetermined mileage interval. For example, the first parameter values can be received continuously while a motor vehicle is driving over 1000 kilometers, with each of the first parameter values corresponding to a mileage during the 1000 kilometers.

In an embodiment, third parameter values S3 and fourth parameter values S4 corresponding to the first parameter values S1 can also be received in step 100 . The third parameter value S3 and the fourth parameter value S4 are each linked to the efficiency of the aftertreatment system. These are e.g. B. the parameter values that mainly affect the efficiency of the aftertreatment system. For the aftertreatment system that includes a selective catalytic reduction device (SCR), the third parameter values S3 may be temperature values of the exhaust gas and the fourth parameter values S4 may be mass flow values of the exhaust gas; and for the aftertreatment system that includes a diesel particulate filter (DPF), the third parameter values S3 may be DPF device regeneration time values, and the fourth parameter values S4 may be DPF device regeneration temperature values. Each first parameter value S1 in a mileage corresponds to a third parameter value S3 and a fourth parameter value S4 in a mileage. In particular, a first parameter value S1 and a corresponding third and fourth parameter value S3, S4 can be recorded during a predetermined mileage interval.

In addition, it is also conceivable to receive any other parameter values that can be used to derive from or in connection with one of the efficiency values, third parameter values and fourth parameter values.

In step 200, the received first, optionally third, and fourth parameter values are processed for each predetermined mileage interval to derive first data indicative of a change in efficiency of the aftertreatment system for each predetermined mileage interval. The first data may be a gradient for each predetermined mileage interval; alternatively, it may be a representative efficiency value for any given mileage, provided that it can reflect the change in efficiency of the aftertreatment system over different mileage intervals.

In one embodiment, if the predetermined mileage interval is small enough, it is possible to receive only a first parameter value for each predetermined mileage interval; in this case the first data, e.g. the gradient, for each predetermined mileage interval may be derived only from the received first parameter values within different predetermined mileage intervals. In this case, the received first parameter values may be considered as second parameter values S2 and used to derive the gradient.

In another embodiment, a plurality of first parameter values S1 for each predetermined mileage interval may be processed to derive one or more second parameter values S2, and then the first data for each predetermined mileage interval may be determined based on the second parameter values S2 derived from the first Parameter values S1 of the minimum specified mileage interval were derived. It is also conceivable that, for a specific determined mileage interval, it is not necessary to use the parameter value(s) for each predetermined mileage interval to determine its first data, such as e.g. B. their gradients to derive. In general, only the first/second parameter values from a given mileage interval and its neighboring given mileage intervals are used to derive the first data for the given mileage interval. For example, the gradient for a particular predetermined mileage interval may be derived based only on the second parameter values from its adjacent predetermined mileage intervals.

2 10 shows a flow chart 200 for deriving first data indicative of a change in efficiency of the aftertreatment system for each predetermined mileage interval, according to one embodiment.

At step 210, a plurality of first parameter values for each predetermined mileage interval may be processed through modeling.

3 12 shows a flowchart 210 for modeling the plurality of first parameter values for each predetermined mileage interval.

As mentioned above, each of the received one or more first parameter values corresponds to a third parameter value and a fourth parameter value, the third parameter value and the fourth parameter value are each linked to the efficiency of the aftertreatment system. In this embodiment, the received first parameter values are SCR efficiency values, the third parameter values are temperature values of the exhaust gas, and the fourth parameter values are mass flow values of the exhaust gas. The embodiment is described with reference to SCR efficiency values and corresponding exhaust temperature and mass flow values. However, it is for illustrative purposes only; this in 3 The flowchart shown can be used for any other parameter value. In short, the SCR efficiency values, the temperature values, and the mass flow values below can be replaced with the first parameter values, third parameter values, and fourth parameter values of each other.

According to the 3 In the flowchart 210 shown, the SCR efficiency values obtained in step 100, the temperature values and the mass flow values for each 1000 kilometers are processed in step 211 in order to initially generate a first 2D model of the SCR efficiency values using temperature values.

In particular, those SCR efficiency values are determined from all SCR efficiency values that correspond to each predefined mass flow interval (which can also be referred to as every predefined fourth parameter value interval); e.g. B. the SCR efficiency values can be selected, which z. e.g. 140-150 kg/hour. In this case, the specified mass flow interval is 10 kg/hour. 4 shows the SCR efficiency values over the temperature values for a specific mass flow interval. In 4 the x-axis relates to temperature and the y-axis to SCR efficiency. Preferably, the SCR efficiency values can be optimized by a moving median method. For each mass flow interval, a temperature-efficiency curve, e.g. B. can be adjusted to the SCR efficiency values by a third degree polynomial. Preferably, the number of SCR efficiency values should be sufficient to achieve accurate matching. For example, the number of SCR efficiency values for each mass flow interval should preferably be greater than 50. This can be determined before the adjustment.

After determining the temperature-efficiency curves for each mass flow interval, one obtains a variety of temperature-efficiency curves, as in 5 shown. Based on all temperature-efficiency curves, a further temperature-efficiency curve for the specified mileage interval, ie 1000 kilometers in this embodiment, can be determined by fitting with another third-degree polynomial. 6 FIG. 12 shows the further temperature-efficiency curve for a given mileage interval according to an embodiment.

Although in this step the fitting is described with reference to a third degree polynomial, it is conceivable to use other functions, such as e.g. B. a logistic growth function to design to achieve the fit.

Although, as in 4 and 5 shown some SCR efficiency values are negative, it is understood that this may be caused by time lags during data collection. In the 4 and 5 Data points shown are for illustrative purposes only of the method of embodiments of the invention and are not limiting.

Furthermore, through the particular matching and modeling process disclosed above and below in relation to 3 is described, the negative data points are eliminated.

After receiving the further temperature-efficiency curve for a specified mileage interval, a first 2D model of the SCR efficiency values over temperature values for the specified mileage interval is generated in step 211 .

Further, in step 212, the SCR efficiency values, the temperature values, and the mass flow values received in step 100 for every 1000 kilometers are processed to generate a second 2D model of the SCR efficiency values versus the corresponding mass flow values. A modeling procedure similar to that for temperature and efficiency can also be achieved for mass flow and efficiency.

In particular, the SCR efficiency values corresponding to each predetermined temperature interval (which can also be referred to as each predetermined third parameter value interval), e.g. B. each 5 degrees Celsius correspond. 7 12 shows the SCR efficiency values versus mass flow values for each temperature interval according to one embodiment. In 7 the x-axis relates to mass flow and the y-axis to SCR efficiency. For each given temperature interval, a mass flow efficiency curve can be fitted to the SCR efficiency values to ultimately obtain a plurality of mass flow efficiency curves for each given temperature interval. 8th 12 shows the plurality of mass flow efficiency curves to be fitted according to one embodiment. All mass flow efficiency curves can be used to fit another mass flow efficiency curve to fit the second To generate a 2D model of the SCR efficiency values via corresponding mass flow values. The fit for mass flow and efficiency can be achieved by a first order function.

After creating the first and second 2D models, at 213 a 3D model may be created. For example, the first 2D model and the second 2D model can be added and then half of the mean of the two models can be subtracted from the addition of the two models, yielding a 3D model of the SCR efficiency values versus mass flow values and temperature values for any given mileage interval , ie 1000 kilometers in this embodiment. In particular, the 3D model can be derived as follows. $$\text{X}=\text{X1}+\text{X2}-\text{Mean(X1)}/\text{2}-\text{Mean(X2)}/\text{2}$$

X is the 3D model of the SCR efficiency, X1 is the first 2D model, X2 is the second 2D model.

It is conceivable that the individual interval values can be changed in this embodiment. And the specific workflow for modeling can be customized. Considering that the parameters of the motor vehicle can be detected in real time while driving, it is preferable that the individual steps in 3 for each given mileage interval can be performed sequentially after the data for a mileage interval has been received, and thus a plurality of 3D models, one 3D model for each mileage interval, can ultimately be obtained. the inside 3 The process 210 shown may be performed in real time upon receiving the parameters.

Back to 2 , in step 220 the 3D model is used for each given mileage to determine one or more second parameter values, e.g. B. SCR efficiency values for each given mileage interval to derive. In one embodiment, the second parameter values are derived from the 3D model for each predetermined mileage interval to correspond to a first predetermined range of third parameter values and a second predetermined range of fourth parameter values. That is, the third and fourth parameter values detected corresponding to the second parameter value must be within the first predetermined range and the second predetermined range, respectively.

It is conceivable that the above modeling step is not the only way to process the parameters received in step 100 (including the first parameter values, the third parameter values and the fourth parameter values) to derive the one or more second parameter values. In some cases it is also conceivable to select a part of the first parameter values, which correspond to a first predefined range of the third parameter values and a second predefined range of the fourth parameter values, from the first parameter values received in step 100 as the second parameter values. This can be achieved by only distinguishing during the receiving step 100 the first parameter values corresponding to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values. Furthermore, only receiving the above first parameter values in step 100 can also be considered. First data can be derived from the ascertained second parameter values, which data indicate a change in efficiency of the aftertreatment system for each predetermined mileage interval.

In a specific embodiment, the 3D model is mapped into a 2D space of temperature values and mass flow values for each given mileage interval. The predetermined range of temperature values and the predetermined range of mass flow values are selected from the mapped 2D space to create a 2D map; the second parameter values can be derived from the first parameter values received in step 100, which correspond to the 2D map and are also SCR efficiency values. A variety of 2D maps can be obtained for a variety of given mileage intervals.

At 230, the derived second parameter values may be used to derive first data indicative of a change in efficiency of the aftertreatment system for each predetermined mileage interval.

In one embodiment, an average of the second parameter values for each predetermined mileage interval may be derived for the first predetermined range of third parameter values and the second predetermined range of fourth parameter values for the predetermined mileage interval; and the first data indicative of a change in efficiency of the aftertreatment system for each predetermined mileage interval may be derived based on the average values for at least a portion of the plurality of predetermined mileage intervals.

In another embodiment, for each predetermined mileage interval, the first predetermined range and the second predetermined range may each be divided into a plurality of first sub-ranges and a plurality of second sub-ranges are subdivided to obtain a plurality of spans each represented by reference data indicative of the corresponding first subspan and second subspan. The second parameter values for all specified mileage intervals can be determined via each area. An average of the second parameter values is determined over each of at least a portion, preferably all portions, of the plurality of ranges. Local first data such as B. a gradient indicative of a change in efficiency of the aftertreatment system for each range may be determined based on the averages of the second parameter values over the range for adjacent predetermined mileage intervals. To e.g. For example, to derive a gradient of region 1 for the second 1000 kilometers, the average of the second parameter values over region 1 for the first 1000 kilometers and third 1000 kilometers can be used. The first data for each predetermined mileage interval may be derived based on the local first data for the at least a portion of the plurality of ranges of the predetermined mileage interval.

The embodiment may be further described with reference to the above 3D model for each given mileage interval. 9 Figure 12 shows the 2D space mapped from a 3D model for a given given mileage interval according to this embodiment. According to this embodiment, the third parameter values are temperature values of the exhaust gas plotted on the x-axis and the fourth parameter values are mass flow values of the exhaust gas plotted on the y-axis. For example, the first predetermined range and the second predetermined range are [200, 350] and [150, 350]. These are divided by a variable 10, so each range, as in 9 indicated by arrow A, can correspond to a range of 10*10. For each range, an average of the second parameter values can be derived and replace all data within the range, which can reduce computational effort.

Local first data indicative of a change in efficiency of the aftertreatment system for each area at a current mileage may be determined from the derived mean values over the area for various predetermined mileage intervals, particularly for multiple mileage intervals adjacent to the current mileage interval. The local first data may be a gradient for each region along different predetermined mileage intervals. For example, for a range identified by a reference number 1 in a current mileage interval, the means for the range identified by 1 from a previous mileage interval and a following mileage interval, along with the mean for the range from the current mileage interval, can be used to derive the first local data about the area for the current mileage interval. The local first data may be used to derive the first data for a particular predetermined mileage interval.

In a preferred embodiment, before determining the local first data, it must be determined whether they should be calculated for an area. According to this embodiment, a curve may be generated based on the second parameter values over a specified range along the plurality of predetermined mileage intervals. A slope of each curve is derived to correspond to the maximum mileage available, e.g. B. 50000 kilometers, for the area corresponds. The slope for the range is compared to a first predetermined threshold. In one embodiment, the first predetermined threshold is a threshold range, e.g. e.g. [-0.0001, 0.0001]. Based on the comparison result, the area is determined as one of the at least one part of the plurality of areas for deriving the local first data. For example, if the slope is within the above threshold range, the range is determined to be one of at least a portion of the plurality of ranges for deriving the local first data. The slope calculation and comparison can be performed for each area. Thereafter, the portion of the regions that can be used to derive the gradient can be determined.

10 12 shows all received SCR efficiency values for a range along different predetermined mileage intervals according to an example. In 10 the x-axis is the distance in kilometers and the y-axis is the efficiency. The range is represented by mass flow 230 and temperature 320 . A curve can be fitted to the obtained SCR efficiency values for the range. The slope of the curve at the maximum mileage can be compared to the first predetermined threshold. If the slope is within a first predetermined threshold range, the local first data, e.g. the gradient, is derived for the area along different mileage intervals, otherwise all data from the area along different mileage intervals is omitted, and further the determination of the local first data for such an area is also omitted. For further processing, it is preferable to have a sufficient number of mean values from different areas. In particular, it is required about have more than 50 mean values of different regions in each 2D image for further processing; some areas in each 2D image may even be left out.

In a further embodiment, after the local first data, e.g. the gradients, are derived for each region and for each given mileage interval, e.g. every 1000 kilometers, a plurality of local first data are divided into different sets, each set corresponding to different ranges of values of the local first data. The amount of local first data in each set can be compared to a second predetermined threshold; and a set of local first data may be determined for deriving the first data for each predetermined mileage interval if the amount of local first data in the set exceeds the second predetermined threshold.

In particular, this embodiment can be achieved by histogram analysis. 11 Figure 12 shows an example of the histogram analysis for the first local data for all areas in a certain predetermined mileage interval; In 11 the x-axis relates to the gradients for all regions for a particular predetermined mileage interval, while the y-axis relates to the set of each gradient value encountered, which corresponds to the set of regions each having the gradient values. General becomes in 11 the block with the more frequently occurring gradients is selected and a large number of local first data, e.g. B. gradients, used within this block to derive the gradient data for the given mileage interval.

The first data indicative of a change in efficiency of the aftertreatment system for each given mileage interval may be obtained from the local first data derived above, e.g. B. by a moving median, can be determined for each area. The process of flowchart 200 ends.

It is conceivable that the method described above mainly relates to gradients. However, this is not a limitation; it is also possible to obtain a representative efficiency for each 2D image based on the mean values for each area in the 2D image, e.g. B. using a moving median to calculate.

Back to 1 : If the first data relates to representative efficiency values, directly at 300 a curve can be fitted to the first data for different mileage intervals, whereby a aging curve indicative of the aging behavior of the efficiency of an exhaust aftertreatment system as second data indicative of the aging behavior of the aftertreatment system , can be determined.

Otherwise, if the first data relates to the gradients reflecting the aging rate of an aftertreatment system's efficiency along different mileages, a gradient curve may be fitted, thereby obtaining second data indicative of the aging behavior of the aftertreatment system at step 300 . 12 shows the determined gradients for every 1000 kilometers, where x represents the number of 1000-kilometer intervals and y refers to the gradients. 13 12 shows the gradient curve fitted with an exponential function according to an embodiment. In the embodiment, the in 12 data shown before generating the gradient curve as in 13 shown to be processed with a statistical filter.

Although the second data indicating the aging behavior of the aftertreatment system is described only in terms of the gradient curve and the aging curve, the second data can also be discrete data points as long as they can reflect the aging behavior of the aftertreatment system by showing the change in efficiency of the aftertreatment system over such a route.

The gradient curve can be converted into an aging curve that indicates the aging behavior of the efficiency of an exhaust aftertreatment system. This can be done with initial efficiency values for a given mileage. The aging curve can also, e.g. B. by calculating the slopes of the aging curve, can be converted into the gradient curve.

After the second data indicative of the aging behavior of the aftertreatment system is determined, the second data may be output for use by a user. Since the second data, such as B. the efficiency aging curve and the gradient curve, the entire aging behavior of the exhaust aftertreatment system can reflect, with the second data, which are determined by parameters from a motor vehicle over a specific route, z. B. 50000 kilometers, are determined, the efficiency of the aftertreatment system in the future, z. B. at a mileage of 200,000 kilometers, are determined by the user. Or the second data can be sent to a processor for further analysis for its property, e.g. B. their turning point, are issued.

The method of the invention is described by way of illustration using the above exemplary embodiments. One or more steps of the method may be omitted/changed/combined to obtain different benefits. The order of the steps is not limiting; it can be adjusted depending on the embodiment.

Although the method is described with predetermined mileage intervals, it is also conceivable that each predetermined mileage interval is replaced by a time interval, such as e.g. B. a time interval in which a motor vehicle may have driven a predetermined mileage interval is shown.

In one embodiment, each of the one or more first parameter values corresponds to a third parameter value and a fourth parameter value, where the third parameter value and the fourth parameter value are each associated with the efficiency of the aftertreatment system. In this case it is possible to derive the second parameter values from the first parameter values by means of a third parameter and a fourth parameter.

In particular, a first predefined range of the third parameter values and a second predefined range of the fourth parameter values can each be defined by e.g. B. be given to a user via an interface, wherein the first predetermined range can be different from the second predetermined range. The second parameter values may be derived to correspond to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values. The first data for each predetermined mileage interval is derived based only on the derived second parameter values. It is also conceivable to receive the first predetermined range and the second predetermined range before any parameter values are received at 100; and thereafter only the parameter values corresponding to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values are received at 100 . In some embodiments, the second and fourth parameter values may not be considered in an embodiment of the invention if the mileage interval is chosen small enough.

It is conceivable that the second parameter values for a specified mileage interval are derived from the first parameter values for the specified mileage interval; however, it is also possible to derive the second parameter values for a specified mileage interval from the first parameter values for adjacent specified mileage intervals.

14 shows a block diagram of a system 1 for determining the aging behavior of an exhaust gas aftertreatment system; The system comprises a receiving unit 2 and a processor unit 3. The receiving unit 2 is designed to receive one or more second parameter values within each of a plurality of predetermined mileage intervals, the one or more second parameter values within each predetermined mileage interval being one or more first parameter values are within the predetermined mileage interval or are derived from first parameter values within at least the predetermined mileage interval, each of the first parameter values within each predetermined mileage interval being indicative of the efficiency of the aftertreatment system at a corresponding mileage during the predetermined mileage interval. The processor unit 3 is designed to derive first data indicative of a change in efficiency of the aftertreatment system for each predetermined mileage interval based on the one or more second parameter values within each of the plurality of predetermined mileage intervals and second data indicative of the aging behavior of the aftertreatment system based based on the derived first data for each predetermined mileage interval. The system 1 may also include an output unit (not shown) that outputs the second data to a user or to another processor.

Each of the one or more second parameter values corresponds to a third parameter value and a fourth parameter value, where the third parameter value and the fourth parameter value are each associated with the efficiency of the aftertreatment system. In one embodiment, the processing unit 3 derives the first data for each predetermined mileage interval based on the second parameter values corresponding to a first predetermined range of the third parameter values and a second predetermined range of the fourth parameter values.

Each of the one or more first parameter values corresponds to a third parameter value and a fourth parameter value, where the third parameter value and the fourth parameter value are each associated with the efficiency of the aftertreatment system. In one embodiment, the processor unit 3 further comprises a modeling unit 4, which is designed to create a first 2D model of the one or more first parameter values for each predetermined mileage interval generate via corresponding third parameter values; for each predetermined mileage interval, generate a second 2D model of the one or more first parameter values via corresponding fourth parameter values; and for each predetermined mileage interval, generate a 3D model of the first parameter values via the corresponding third parameter values and fourth parameter values based on the first and second 2D models, the 3D model for each predetermined mileage interval for deriving the one or more second parameter values used within the specified mileage interval.

Although, as in 14 shown, the modeling unit 4 is represented in the processor unit 3, it is conceivable that the modeling is carried out at a place other than the system 1 of the invention; in this case the receiving unit 2 may only receive the 3D model from the modeling unit at a remote location for further processing in the processing unit 3.

In one embodiment, the processor unit 3 is further configured to derive the second parameter values corresponding to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values for each predetermined mileage interval; derive an average of the second parameter values for each predetermined mileage interval based on the second parameter values corresponding to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values for the predetermined mileage interval; and derive the first data indicative of the change in efficiency of the aftertreatment system for each predetermined mileage interval based on the average of the second parameter values for a portion of the plurality of predetermined mileage intervals.

In another specific embodiment, the processor unit 3 is further configured to subdivide, for each predetermined mileage interval, the first predetermined span and the second predetermined span into a plurality of first sub-spans and a plurality of second sub-spans in order to obtain a plurality of ranges which are each represented by reference data indicative of the corresponding first sub-span and second sub-span; determine the second parameter values over each range for all predetermined mileage intervals; determine an average of the second parameter values over each of at least a portion of the plurality of ranges; derive local first data indicative of a local change in efficiency of the aftertreatment system for each region based on the averages of the second parameter values over the region for different predetermined mileage intervals; and derive the first data for each predetermined mileage interval based on the local first data for the at least a portion of the plurality of regions.

In another embodiment, the processor unit 3 is further configured to generate a curve over a range along the plurality of predetermined mileage intervals based on the second parameter values; derive a slope of each curve corresponding to a maximum mileage for the range; compare the slope for the range to a first predetermined threshold; and determine the area as one of at least a part of the plurality of areas based on the comparison result. The processor unit 3 may repeat the above process for each area.

In another embodiment, the processing unit 3 is further adapted to divide a plurality of local first data into different sets for each given mileage, each set corresponding to different spans of local first data; compare the amount of local first data in each set to a second predetermined threshold; and determine a set of local first data for deriving the first data for each predetermined mileage interval if the amount of local first data in the set exceeds the second predetermined threshold.

It is conceivable that the individual units of the system according to the invention, as in 14 illustrated, can be realized by any software, hardware or firmware. Furthermore, a machine-readable storage medium can store instructions for performing the method according to the invention.

As an example shows 15 a hardware structure diagram of a system 1000 for determining an aging behavior of an exhaust gas aftertreatment system. System 1000 includes a processor 1100, an interface 1200, memory 1300, and mass storage 1400. Computer-executable program instructions may be stored in memory 1400, interface 1200 may receive input from a user and a remote device including, but not limited to, an automobile or a remote processor or server receive. The processor 1100 can execute the computer-executable program instructions to perform the method steps according to various embodiments of the invention.

It should be noted that the in 15 The hardware structure shown is only an example and is not intended to be limiting. In fact, some processes according to various embodiments may be performed at a remote location and the processed results may then be input to system 1000 for further processing.

In a preferred embodiment, z. B. receiving the original parameter values including the efficiency values, temperature values and mass flow values and modeling based on the original parameter values in real time in a processor unit in the motor vehicle or at a location in relative proximity to the motor vehicle, and then a further process in the processor 1100 can take place , after all models have been created.

It should be noted that the system and method according to the present invention should not be limited only to the above. It will be apparent to those skilled in the art that the various aspects of the claimed invention may be practiced in other embodiments that depart from the specific teachings.

Furthermore, the mere fact that certain measures are recited in mutually different dependent claims does not mean that no combination of these measures can be used to advantage.

It should be understood that the above embodiments are intended to illustrate rather than limit the invention and that those skilled in the art should be able to devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed in parentheses shall not be construed as limiting the claim. The word "comprising" does not mean the exclusion of the presence of any element or step not listed in any claim or the specification. The word "a" or "an" preceding an element does not exclude a plurality of such elements. In product claims enumerating multiple entities, multiple such entities may be embodied by one and the same software and/or hardware. The use of the words "first", "second" and "third" etc. does not imply any order. These words are to be interpreted as names.

Claims (17)

Method for determining an aging behavior of an exhaust gas aftertreatment system, comprising: deriving first data indicative of a change in efficiency of the exhaust aftertreatment system for each predetermined mileage interval based on one or more second parameter values within each of a plurality of predetermined mileage intervals, wherein the one or more second parameter values within each predetermined mileage interval are one or more first parameter values within the predetermined mileage interval or were derived from the first parameter values within at least the predetermined mileage interval, each first parameter value within each predetermined mileage interval indicating the efficiency of the exhaust aftertreatment system at a corresponding mileage during the predetermined mileage interval; determining second data indicative of the aging behavior of the exhaust aftertreatment system based on the derived first data for each predetermined mileage interval; and outputting the second data. procedure according to claim 1 wherein: each of the one or more second parameter values corresponds to a third parameter value and a fourth parameter value, the third parameter value and the fourth parameter value being respectively associated with the efficiency of the exhaust aftertreatment system; and wherein the first data for each predetermined mileage interval is derived based on the second parameter values corresponding to a first predetermined range of the third parameter values and a second predetermined range of the fourth parameter values. procedure according to claim 1 wherein: each of the one or more first parameter values corresponds to a third parameter value and a fourth parameter value, the third parameter value and the fourth parameter value being respectively associated with the efficiency of the exhaust aftertreatment system; the method further comprising: for each predetermined mileage interval, generating a first 2D model of the one or more first parameter values via corresponding third parameter values; for each predetermined mileage interval, generating a second 2D model of the one or more first parameter values via corresponding fourth parameter values; and for each predetermined mileage interval, generating a 3D model of the first parameter values via the corresponding third parameter values and fourth parameter values based on the first and second 2D models, the 3D model being used for each predetermined mileage interval to derive the one or more second parameter values within the predetermined mileage interval. procedure according to claim 2 or 3 , further comprising: for each predetermined mileage interval, determining the second parameter values corresponding to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values; deriving an average of the second parameter values for each predetermined mileage interval based on the second parameter values corresponding to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values for the predetermined mileage interval; and deriving the first data indicative of the change in efficiency of the exhaust aftertreatment system for each predetermined mileage interval based on the average values for at least some of the plurality of predetermined mileage intervals. procedure according to claim 2 or 3 , further comprising: for each predetermined mileage interval, dividing the first predetermined range and the second predetermined range into a plurality of first sub-ranges and a plurality of second sub-ranges, respectively, to obtain a plurality of ranges each represented by reference data representing the corresponding display first subspan and second subspan; determining the second parameter values over each range for each predetermined mileage interval; determining an average of the second parameter values over each of at least a portion of the plurality of ranges; deriving local first data indicative of a change in efficiency of the exhaust aftertreatment system for each region based on the averages of the second parameter values over the region for different predetermined mileage intervals; and deriving the first data for each predetermined mileage interval based on the local first data for the at least a portion of the plurality of regions. procedure according to claim 5 , further comprising: generating a curve based on the second parameter values over a range along the plurality of predetermined mileage intervals; deriving a slope of each curve corresponding to a maximum mileage for the range; comparing the slope for the range to a first predetermined threshold; and determining the area as one of at least a part of the plurality of areas based on the comparison result. procedure according to claim 5 , further comprising: for each given mileage, dividing a plurality of local first data into different sets, each set corresponding to different value ranges of the local first data; comparing the amount of local first data in each set to a second predetermined threshold; and determining a set of local first data to derive the first data for each predetermined mileage interval if the amount of local first data in the set exceeds the second predetermined threshold. procedure according to claim 1 wherein the exhaust aftertreatment system comprises a selective catalytic reduction device; and wherein the first parameter value comprises an efficiency value of a selective catalytic reduction catalyst, the third parameter value comprises a temperature value of the exhaust gas, and the fourth parameter value comprises a mass flow rate of the exhaust gas. procedure according to claim 1 , wherein the exhaust aftertreatment system comprises a diesel particulate filter; and wherein the first parameter value comprises a regeneration efficiency of the diesel particulate filter, the third parameter value comprises a regeneration time of the diesel particulate filter, and the fourth parameter value comprises a regeneration temperature of the diesel particulate filter. System for determining an aging behavior of an exhaust aftertreatment system, comprising a receiving unit that is designed to receive one or more second parameter values within each of a plurality of predetermined mileage intervals, wherein the one or more second parameter values within each predetermined mileage interval one or more first parameter values within of the specified mileage interval or are derived from the first parameter values within at least the specified mileage interval, each of the first parameter values within each specified mileage interval measuring the efficiency of the exhaust aftertreatment system for a corresponding mileage end of the predetermined mileage interval; a processing unit configured to derive first data indicative of a change in efficiency of the exhaust aftertreatment system for each predetermined mileage interval based on the one or more second parameter values within each of the plurality of predetermined mileage intervals, and to determine second data indicative of the aging behavior of the exhaust aftertreatment system display based on the derived first data for each predetermined mileage interval; and an output unit configured to output the second data. system according to claim 10 wherein: each of the one or more second parameter values corresponds to a third parameter value and a fourth parameter value, the third parameter value and the fourth parameter value being respectively associated with the efficiency of the exhaust aftertreatment system; and wherein the processing unit derives the first data for each predetermined mileage interval based on the second parameter values corresponding to a first predetermined range of the third parameter values and a second predetermined range of the fourth parameter values. system according to claim 10 wherein: each of the one or more first parameter values corresponds to a third parameter value and a fourth parameter value, the third parameter value and the fourth parameter value being respectively associated with the efficiency of the exhaust aftertreatment system; wherein the processing unit further comprises a modeling unit configured to generate, for each predetermined mileage interval, a first 2D model of the one or more parameter values via corresponding third parameter values; for each predetermined mileage interval, generate a second 2D model of the one or more first parameter values via corresponding fourth parameter values; and for each predetermined mileage interval, generate a 3D model of the first parameter values via the corresponding third parameter values and fourth parameter values based on the first and second 2D models, the 3D model for each predetermined mileage interval for deriving the one or more second parameter values used within the specified mileage interval. system according to claim 11 or 12 wherein the processing unit is further configured to determine the second parameter values corresponding to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values for each predetermined mileage interval; derive an average of the second parameter values for each predetermined mileage interval based on the second parameter values corresponding to the first predetermined range of third parameter values and the second predetermined range of fourth parameter values for the predetermined mileage interval; and derive the first data indicative of the change in efficiency of the exhaust aftertreatment system for each predetermined mileage interval based on the average values for at least some of the plurality of predetermined mileage intervals. system according to claim 11 or 12 , wherein the processor unit is further configured to divide the first predetermined span and the second predetermined span into a plurality of first sub-spans and a plurality of second sub-spans, respectively, for each predetermined mileage interval, to obtain a plurality of ranges, each defined by reference data are displayed indicating the corresponding first sub-span and second sub-span; determine the second parameter values over each range for all predetermined mileage intervals; determine an average of the second parameter values over each of at least a portion of the plurality of ranges; derive local first data indicative of a change in efficiency of the exhaust aftertreatment system for each region based on the averages of the second parameter values over the region for different predetermined mileage intervals; and derive the first data for each predetermined mileage interval based on the local first data for the at least a portion of the plurality of regions. system according to Claim 14 wherein the processing unit is further configured to generate a curve based on the second parameter values over a range along the plurality of predetermined mileage intervals; derive a slope of each curve corresponding to a maximum mileage for the range; compare the slope for each region to a first predetermined threshold; and determine the area as one of at least a part of the plurality of areas based on the comparison result. system according to Claim 14 , wherein the processor unit is further adapted to provide for each given mileage, dividing a plurality of local first data into different sets, each set corresponding to different value ranges of local first data; compare the amount of local first data in each set to a second predetermined threshold; and determine a set of local first data for deriving the first data for each predetermined mileage interval if the amount of local first data in the set exceeds the second predetermined threshold. A computer program product comprising program instructions which, when executed by a processor, perform the method according to any one of Claims 1 - 9 execute.

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