EP1669580B1 - Verfahren zur Regelung der Regeneration eines Partikelfilters - Google Patents

Verfahren zur Regelung der Regeneration eines Partikelfilters Download PDF

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Publication number
EP1669580B1
EP1669580B1 EP04257637A EP04257637A EP1669580B1 EP 1669580 B1 EP1669580 B1 EP 1669580B1 EP 04257637 A EP04257637 A EP 04257637A EP 04257637 A EP04257637 A EP 04257637A EP 1669580 B1 EP1669580 B1 EP 1669580B1
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EP
European Patent Office
Prior art keywords
temperature
engine
exhaust gas
gas temperature
operating parameter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP04257637A
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English (en)
French (fr)
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EP1669580A1 (de
Inventor
Peter J. Calnan
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Delphi Technologies Inc
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Delphi Technologies Inc
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Publication date
Application filed by Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to EP04257637A priority Critical patent/EP1669580B1/de
Priority to AT04257637T priority patent/ATE391843T1/de
Priority to DE602004013026T priority patent/DE602004013026T2/de
Publication of EP1669580A1 publication Critical patent/EP1669580A1/de
Application granted granted Critical
Publication of EP1669580B1 publication Critical patent/EP1669580B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing

Definitions

  • the present invention relates to a process for controlling regeneration of a particulate filter of an internal combustion engine of a vehicle, in particular to compensate for ageing of a catalytic device provided in the exhaust system of the internal combustion engine upstream of the particulate filter.
  • Diesel engines are frequently fitted with particulate filters in the exhaust system thereof due to the demands of emission legislation.
  • filters are usually mounted in the exhaust system downstream of a catalytic device such as an oxidation catalyst and other exhaust components, such as a turbocharger.
  • particulate filters require periodic regeneration. During regeneration the temperature of the filter is increased so that the accumulated soot is burnt off, thereby ensuring both acceptable back pressure levels and the avoidance of filter overload.
  • This periodic regeneration process requires the temperature of the particulate filter to be greatly elevated.
  • the temperature of the particulate filter must be raised to around 600°C in order to burn off the soot, compared to a normal exhaust operating temperature of 150°C.
  • extra fuel is injected late in the injection cycle such that unburnt fuel combusts in a catalytic device in the exhaust upstream of the particulate filter in order to achieve the required elevated temperature of the particulate filter. It is known to utilise a closed loop feedback control system whereby the temperature at the outlet of the catalytic device is monitored and the amount of extra fuel injected is controlled to achieve the required temperature increase.
  • the present invention overcomes this problem by providing progressive compensation for this ageing process of the catalytic device, maximising regeneration efficiency whilst reducing the potential impact of the regeneration conditions on the engine and exhaust components over the lifetime of the vehicle.
  • a process for controlling regeneration of a particulate filter of an internal combustion engine comprising determining the efficiency of a catalytic device provided in the exhaust upstream of the particulate filter and adjusting at least one operating parameter of the engine in order to increase the exhaust gas temperature upstream of the catalytic device to compensate for a reduction in efficiency of the catalytic device due to ageing.
  • the averaging process may be only based upon those values corresponding to those operating points where the target temperature can be reached with fully functioning catalytic activity.
  • Measurements of engine load and engine speed may be recorded along with exhaust gas temperature and the recorded values are filtered such that those recorded temperatures associated with engine load/speed conditions known not to be able to achieve the temperature target are not utilised in the determination of the average exhaust gas temperature (or, alternatively, are taken into account with a lower temperature target when calculating the temperature differential).
  • the matching of specific engine load/speed conditions to sensor output requires the implementation of a lag filter in order to take into account thermal inertia and a signal delay in order to take into account system transport delays.
  • the above technique of engine load/speed temperature matching can be used to construct a rolling average of temperature differential on an engine load/speed specific basis that produces a temperature matrix which could be used to refine the adjustment of engine operating parameter on a load/speed basis.
  • the operating parameters of the engine that are adjusted comprise main fuel injection timing and throttle position.
  • other engine operating parameters may also, or alternatively, be adjusted.
  • the adjustment of the operating parameter(s) of the engine is proportional to the difference between the determined mean exhaust gas temperature and the target temperature. This may be made on a load/speed specific basis if a correspondent temperature matrix is available.
  • the relationship between the temperature difference and the engine operating parameter adjustment may not necessarily be linear. For example, a temperature difference of 200°C may result in an additional main fuel injection timing retard of 8°, whereas a temperature difference of 100°C may result in an additional main fuel injection timing retard of 3°.
  • the magnitude of engine operating parameter adjustment for each operating parameter of the engine to be varied is limited to a maximum adjustment value (e.g. 8° retard for main fuel injection timing).
  • the adjustment of an engine operating parameter may be phased in over two or more consecutive regeneration cycles.
  • the reduction in temperature difference (or other measure of catalyst efficiency) through adjustment of engine operating parameter should not be allowed to reverse the above mentioned adjustment of engine operating parameter and thereby result in reversal of the ageing compensation. This may preferably be achieved by only allowing reversal of the parameter adjustment when the polarity of the temperature difference(or other measure of catalyst efficiency) is seen to have been reversed.
  • the priority and scheduling of adjustment of each engine operating parameter to be adjusted may be predetermined by means of a temperature compensation algorithm, preferably as a function of the degree of temperature difference between the determined mean exhaust gas temperature over a regeneration cycle and the target temperature.
  • the position, within the overall regeneration control structure, of an engine parameter change algorithm used to effect actual compensation of the temperature increase loss due to catalytic ageing is shown in fig.1 .
  • the base regeneration strategy device 1 is shown in Fig. 1 is conventional in the prior art, whereas the catalyst performance monitoring device 2 and the engine parameter modifier device 3 represent the additional devices performing the process of the present invention.
  • the catalyst performance monitoring device 2 determines the efficiency of the catalytic device and the engine parameter modifier device 3 determines the necessary changes to the engine parameters used to realise the progressive compensation for catalytic device ageing.
  • the outputs of the engine parameter modifier device 3 comprise the engine parameter modifications required to compensate for catalytic device ageing and such outputs are combined with the base engine parameter modifications determined by the known regeneration strategy device 1 to provide an output signal for the controlling the amount of fuel injected, the main fuel injection timing and the throttle position required to achieve the exhaust gas temperature necessary for regeneration of the particulate filter.
  • Device 2 is shown in further detail in figure.2 .
  • the preferred inputs to device 2 are engine load 1 engine speed 2 and catalyst outlet temperature 3.
  • the catalyst performance monitoring device 2 monitors these inputs over a complete regeneration cycle and compares the mean catalytic device (DOC) outlet temperature with a predetermined target temperature to provide an output of the temperature difference between the measured DOC outlet temperature and the target temperature as a measure of the DOC efficiency. This measure is recorded over a plurality of selected intervals during said complete regeneration cycle.
  • DOC mean catalytic device
  • Figure 2 shows the use of a target temperature limitation table to provide load and speed dependent criteria for selecting recorded measurements to be used in the averaging calculation in order to restrict the average to those recorded measurements where the target temperature can actually be reached.
  • the load and speed inputs to this table are filtered and delayed in order to match load and speed values to the corresponding measured temperature.
  • An additional measurement selection criteria based upon the first order differential of the temperature difference is used to reduce the influence of temperature transients.
  • the base regeneration strategy device 1 provides a full regeneration active flag to the catalytic performance monitoring device 2 so that the sampling and averaging only occurs during the particulate filter regeneration process.
  • the catalyst performance monitoring device 2 also provides filtered engine load and speed readings for use by the engine parameter modifier device 3.
  • the engine parameter modifier device 3 is shown in further detail in figure 3 .
  • the averaged temperature difference and filtered engine load and speed values from the Catalyst performance monitoring device 2 are fed to the engine parameter modifier device 3.
  • This device 3 provides a calibration or control parameter modification signal which is used to control at least one operating parameter of the engine, such as main fuel injection timing, to increase the DOC inlet temperature (i.e. engine exhaust gas temperature) by the amount required to compensate for the determined loss in efficiency of the oxidation catalyst to ensure the oxidation catalyst outlet temperature reaches the target temperature required for particulate filter regeneration during the next and subsequent regeneration cycles.
  • Fig.3 shows two actuator blocks 8, 9 for adjusting a selected engine operating parameter for which the primary input is the averaged temperature difference (defining a measure of the catalytic efficiency). It is this primary input that essentially defines the output of the actuator blocks, being the magnitude of actuator setting adjustment. Actuator setting adjustment would only be reversed if the temperature difference were seen to reverse polarity.
  • the output may also determined a function of engine load and speed.
  • Temperature difference threshold tables 10, 11 for each engine operating parameter actuator 8,9 provide an output linked to the available temperature increase for a given associated engine operating adjustment as a function of load and speed and required temperature increase, and enable the scheduling, prioritising or sequencing of more than one actuator to be achieved.
  • the selection of which engine operating parameter to adjust is made on the basis of a comparison between the averaged temperature difference and the contents of the look-up tables 10,11.
  • Each engine operating parameter actuator 8,9 is associated with a determining unit 12,13 that utilises engine speed and load inputs to define the absolute limit of the available engine operating adjustment (as a function of load and speed) and the maximum amount of adjustment that may change over each update event.

Claims (12)

  1. Ein Verfahren zum Steuern der Regeneration eines Partikelfilters eines Verbrennungsmotors, das das Bestimmen der Effizienz einer katalytischen Anordnung, die in dem Auspuff stromaufwärts des Partikelfilters bereitgestellt ist, und das Anpassen mindestens eines Betriebsparameters des Motors, um die Abgastemperatur stromaufwärts der katalytischen Anordnung zu erhöhen, um eine Verminderung der Effizienz der katalytischen Anordnung auf Grund von Alterung auszugleichen, beinhaltet, wobei die Effizienz der katalytischen Anordnung durch das Bestimmen der Abgastemperatur stromabwärts der katalytischen Anordnung und das Vergleichen der Abgastemperatur mit einer Zieltemperatur, um ein Maß des Temperaturanstiegs, der auf Grund von verminderter katalytischer Effektivität verloren geht, zu erhalten, bestimmt wird, wobei der mindestens eine Betriebsparameter des Motors angepasst wird, um den Fehler zwischen der tatsächlichen Auspufftemperatur stromabwärts der katalytischen Anordnung und einer Zieltemperatur zu vermindern, dadurch gekennzeichnet, dass der Schritt des Bestimmens der Abgastemperatur stromabwärts der katalytischen Anordnung das Aufzeichnen der Abgastemperatur in Intervallen über einen kompletten Regenerationszyklus hinweg und das Bestimmen der mittleren Abgastemperatur als einen Durchschnitt der gemessenen Temperatur über eine Vielzahl von ausgewählten Intervallen hinweg während des kompletten Regenerationszyklus, indem die aufgezeichneten Temperaturwerte, die verwendet werden, um die durchschnittliche Abgastemperatur zu bestimmen, gefiltert werden und indem lediglich diejenigen aufgezeichneten Werte verwendet werden, bei denen das Differential erster Ordnung der Temperaturdifferenz zwischen dem aufgezeichneten Wert und der Zieltemperatur unter einen zuvor bestimmten Wert fällt oder null ist, um die Einschwingvorgänge zu minimieren, beinhaltet, wobei der Schritt des Anpassens von mindestens einem Betriebsparameter des Motors, der über einen oder mehrere nachfolgende Regenerationszyklen auftritt.
  2. Verfahren gemäß Anspruch 1, wobei die Effizienz der katalytischen Anordnung durch eine Integration der Differenz zwischen der Abgastemperatur und der Zieltemperatur über einen oder mehrere Regenerationszyklen hinweg bestimmt werden kann.
  3. Verfahren gemäß Anspruch 1 oder Anspruch 2, wobei das Durchschnittsverfahren lediglich auf denjenigen Werten basiert, die denjenigen Betriebspunkten entsprechen, wo die Zieltemperatur mit voll funktionierender katalytischer Aktivität erreicht werden kann.
  4. Verfahren gemäß einem der vorhergehenden Ansprüche, wobei Messungen der Motorlast und der Motordrehzahl zusammen mit der Abgastemperatur aufgezeichnet werden, und wobei die aufgezeichneten Werte gefiltert werden, so dass diejenigen aufgezeichneten Temperaturen, die mit Motorlast/Motordrehzahlbedingungen in Zusammenhang stehen, die bekannterweise nicht in der Lage sind, das Temperaturziel zu erreichen, bei der Bestimmung der durchschnittlichen Abgastemperatur nicht benutzt werden.
  5. Verfahren gemäß einem der Ansprüche 1 bis 3, wobei Messungen der Motorlast und der Motordrehzahl zusammen mit der Abgastemperatur aufgezeichnet werden, und wobei die aufgezeichneten Werte gefiltert werden, so dass diejenigen aufgezeichneten Temperaturen, die mit Motorlast/Motordrehzahlbedlngungen in Zusammenhang stehen, die bekannterweise nicht in der Lage sind, das Temperaturziel zu erreichen, bei der Berechnung des Temperaturdifferentials mit einem niedrigeren Temperaturziel berücksichtigt werden.
  6. Verfahren gemäß Anspruch 4 oder Anspruch 5, wobei ein Verzögerungs-Filter verwendet wird, um die Messungen der Motorlast und -drehzahl zu filtern, um Wärmeträgheit zu berücksichtigen.
  7. Verfahren gemäß einem der Ansprüche 4 bis 6, wobei bei der Messung der Motordrehzahl und -last ein Signalverzug verwendet wird, um Systemtransportverzüge zu berücksichtigen.
  8. Verfahren gemäß einem der vorhergehenden Ansprüche, wobei die Betriebsparameter des Motors, die angepasst werden, die Zeitwahl der Kraftstoffhaupteinspritzung und die Drosselklappenstellung beinhalten.
  9. Verfahren gemäß einem der vorhergehenden Ansprüche, wobei die Anpassung des/der Betriebsparameter(s) des Motors proportional zu der Differenz zwischen der bestimmten mittleren Abgastemperatur und der Zieltemperatur ist.
  10. Verfahren gemäß einem der vorhergehenden Ansprüche, wobei das Ausmaß der Motorbetriebsparameteranpassung für jeden Betriebsparameter des Motors, der variiert werden soll, auf einen maximalen Anpassungswert beschränkt ist.
  11. Verfahren gemäß einem der vorhergehenden Ansprüche, wobei die Anpassung eines Motorbetriebsparameters über zwei oder mehrere aufeinander folgende Regenerationszyklen stufenweise eingeführt wird.
  12. Verfahren gemäß einem der vorhergehenden Ansprüche, wobei die Priorität und die Planung des zeitlichen Ablaufs der Anpassung jedes Motorbetriebsparameters, der angepasst werden soll, mittels eines Temperaturausgleichsalgorithmus vorzugsweise als eine Funktion des Grads der Temperaturdifferenz zwischen der bestimmten mittleren Abgastemperatur über einen Regenerationszyklus hinweg und der Zieltemperatur zuvor bestimmt werden kann.
EP04257637A 2004-12-08 2004-12-08 Verfahren zur Regelung der Regeneration eines Partikelfilters Not-in-force EP1669580B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP04257637A EP1669580B1 (de) 2004-12-08 2004-12-08 Verfahren zur Regelung der Regeneration eines Partikelfilters
AT04257637T ATE391843T1 (de) 2004-12-08 2004-12-08 Verfahren zur regelung der regeneration eines partikelfilters
DE602004013026T DE602004013026T2 (de) 2004-12-08 2004-12-08 Verfahren zur Regelung der Regeneration eines Partikelfilters

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04257637A EP1669580B1 (de) 2004-12-08 2004-12-08 Verfahren zur Regelung der Regeneration eines Partikelfilters

Publications (2)

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EP1669580A1 EP1669580A1 (de) 2006-06-14
EP1669580B1 true EP1669580B1 (de) 2008-04-09

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EP04257637A Not-in-force EP1669580B1 (de) 2004-12-08 2004-12-08 Verfahren zur Regelung der Regeneration eines Partikelfilters

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EP (1) EP1669580B1 (de)
AT (1) ATE391843T1 (de)
DE (1) DE602004013026T2 (de)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2949690B1 (fr) 2009-09-04 2011-10-21 Saint Gobain Ct Recherches Filtre a particules en sic incorporant du cerium
DE112010003863T5 (de) 2009-09-30 2013-01-03 Cummins Inc. Vorgehensweisen zur Erhöhung der Regenerationsfähigkeit einer Nachbehandlung
DE102012012016A1 (de) * 2012-06-16 2013-12-19 Daimler Ag Verfahren zum Betreiben einer Abgasanlage eines Kraftwagens sowie Abgasanlage für eine Verbrennungskraftmaschine eines Kraftwagens
FR3006709B1 (fr) * 2013-06-11 2015-06-19 Peugeot Citroen Automobiles Sa Procede de limitation du vieillissement d' un catalyseur dans une ligne d' echappement de vehicule automobile
CN114658541B (zh) * 2022-03-18 2023-06-23 东风汽车集团股份有限公司 一种排温确定方法、装置及存储介质

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10066237B4 (de) * 2000-07-07 2011-06-22 Daimler AG, 70327 Verfahren zur Regeneration eines Partikelfilters einer Kraftfahrzeug-Brennkraftmaschine
FR2812688B1 (fr) * 2000-08-03 2003-04-04 Peugeot Citroen Automobiles Sa Systeme d'aide a la regeneration d'un filtre a particules integre dans une ligne d'echappement d'un moteur diesel de vehicule automobile
DE10113010A1 (de) * 2001-03-17 2002-09-19 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung eines Abgasnachbehandlungssystems
KR100504422B1 (ko) * 2001-09-07 2005-07-29 미쓰비시 지도샤 고교(주) 엔진의 배기 정화 장치

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ATE391843T1 (de) 2008-04-15
DE602004013026T2 (de) 2009-05-14
DE602004013026D1 (de) 2008-05-21
EP1669580A1 (de) 2006-06-14

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