Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
  • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
  • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
  • F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N9/00—Electrical control of exhaust gas treating apparatus
  • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N9/00—Electrical control of exhaust gas treating apparatus
  • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
• • 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
  • F02D41/1445—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 related to the exhaust flow
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
  • F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/08—Exhaust gas treatment apparatus parameters
  • F02D2200/0812—Particle filter loading
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/02—EGR systems specially adapted for supercharged engines
  • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
  • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the present invention relates to a device and a method for estimating a quantity of particles present in a particulate filter of a motor vehicle, and more particularly to a motor vehicle equipped with a diesel engine.
• Internal combustion engines and more particularly diesel-type engines, discharge into the atmosphere pollutant particles whose quantity must be reduced.
• These particles which consist of soot produced during imperfect combustion in the engine, may be trapped in the exhaust gas by the implementation of a particulate filter in the exhaust line downstream of the combustion chambers of the engine.
• a particulate filter is designed so as to be able to retain the particles found in the exhaust gases that pass through the filter.
• the particles accumulate in the filter and eventually result in a negative pressure. -expressive pressure at the engine exhaust, as well as an increase in the differential pressure at the terminals of the particulate filter, which considerably reduces engine performance
• the particulate filter is in fact generally associated with a catalyst device mounted upstream of the filter, so as to reduce the pollutant emissions.
• the catalytic device can be integrated in the particulate filter itself, which can then comprise a material at the end of the filter.
• the unburned hydrocarbons and carbon monoxide from delayed injections and late injections into the combustion chambers can catalytically catalyze oxidation by increasing the temperature within the filter. particles
• the regeneration of the particulate filter may be periodically liquefied during regeneration phases, as soon as the quantity of particles in the filter becomes too great.
• the regeneration phases take place when the engine is running, without the driver of the vehicle be aware of it
• the particulate filters thus operate periodically, in two phases.
• the filter stores particles emitted by the engine, and during a second phase, the particles stored in the filter are burned in order to regenerate the filter
• Document FR 2 781 251 relates to a method for determining the soot loading of a particulate filter mounted downstream of an internal combustion engine. The filter is regenerated periodically by soot combustion before reaching an excessively high load. loading is deduced from the differential pressure across the filter and a quantity A representing the flow of gases in the engine.
• EP 1 281 843 describes a method for determining the soot loading of a particulate filter, mounted downstream of an internal combustion engine.
• the object of the invention is to take into account the effects of this passive regeneration chemical reaction to avoid a risk of breakage of the particulate filter during its regeneration by combustion.
• a system for estimating a quantity of particles present in a motor vehicle particle filter to be regenerated periodically by combustion comprising a pressure sensor for measuring the differential pressure across the terminals. particle filter, means for estimating or measuring the volume flow rate of the gases upstream of the particle filter, and an electronic control unit
• the electronic control unit comprises a memorized mapping of the quantity of particles present in the filter to particles according to the differential pressure at the terminals of the particulate filter and the volume flow rate of the gases upstream of the particulate filter, and the means detecting means for detecting a differential pressure drop across the particle filter greater than a predetermined pressure drop during a time interval less than a predetermined time interval from values of the differential pressure across the particle filter provided by said pressure sensor
• the electronic control unit further comprises a suitable estimator, when said detecting means detects a differential pressure drop across the particle filter greater than said predetermined pressure drop value during a time interval less than said predetermined time interval. , for estimating the amount of particles present in the particulate filter from said stored map and values of the differential pressure across the particle filter provided by said pressure sensor. The estimated amount of particles present in the particle filter is then even when the chemical reaction called passive regeneration occurs. This avoids the risk of breakage of the particle filter by runaway of the filter regeneration combustion reaction, due to an underestimation of the amount of particles present in the filter.
• the detection means are adapted to determine a start time of said differential pressure drop across the particle filter, and an end time of said differential pressure drop across the particle filter.
• the estimator is adapted to estimate the quantity of particles present in the particulate filter from said stored map and a maximum value of the estimated quantity of particles present in the particle filter before said instant of beginning.
• the estimator is adapted to estimate the quantity of particles present in the particle filter by summing said maximum value and the quantity of particles stored in the particle filter after said end time.
• the estimator is adapted to estimate said quantity of particles stored in the particle filter after said end time from said stored map.
• said predetermined pressure drop is between 50 and 500 mbar
• said predetermined time interval is between 10 s and 100 s.
• a method for estimating a quantity of particles present in a motor vehicle particle filter to be regenerated periodically by combustion is also proposed.
• a memorized map of the quantity of particles present in the particulate filter is used as a function of the differential pressure at the terminals of the particulate filter and the volume flow rate of the gases upstream of the particulate filter.
• a pressure difference drop across the upper particle filter is detected at a predetermined pressure drop for a time interval less than a predetermined time interval from values of the differential pressure across the particle filter.
• a start time and an end time of said differential pressure drop across the particle filter are determined.
• the quantity of particles present in the particulate filter is estimated from said stored map and a maximum value of the estimated quantity of particles present in the particle filter before said start time.
• FIG. 1 is a diagrammatic view of an embodiment of a system according to the invention
• FIG. 2 illustrates a differential pressure drop across the particle filter according to the invention
• FIG. 3 illustrates the operation of the invention
• the internal combustion engine 1 shown schematically, comprises a plurality of combustion chambers, such as the combustion chamber 2 shown in the figure in the upper part of a cylinder 3 to the
• the inlet valve 5 makes it possible to control the intake by opening or closing the intake duct 6, in communication with the combustion chamber 2.
• An exhaust valve 7 allows, as for it, to close or open the passage of the exhaust gases from the combustion chamber 2 in the exhaust duct 8
• the fresh air at atmospheric pressure whose flow is symbolized by the arrow 9, enters a pipe 10
• the air pressure is increased by a compressor 11 mounted in the pipe
• the compressor is mounted on a shaft 12 common to a turbine 13, here variable geometry, mounted in the exhaust pipe 8.
• the engine further comprises a system for partial reinjection of the exhaust gas at the intake.
• a bypass line 14 is stitched on the exhaust pipe 8 upstream of the turbine 13.
• a control valve 15, called “EGR valve” controls the amount of exhaust gas that can be reinjected via a line 16 into the intake duct 6 after having been suitably mixed in a mixing chamber 17.
• 18 adjustable orientation is furthermore mounted in the compressed air intake pipe 10 downstream of the compressor 1 1 and upstream of the mixing chamber 17.
• the exhaust line 19 connects the outlet of the turbine 13 to the atmosphere, the outlet of the exhaust gas being referenced 20.
• a catalyst device 21 directly downstream of the turbine 13, and a particulate filter 22 downstream of the catalytic device 21.
• the particulate filter 22 is of conventional type and comprises means, for example electrostatic, for trapping the particles originated from the engine 1 and transported by the exhaust gases. exhaust in the exhaust line 19.
• a silencer 23 is mounted downstream of the particulate filter 22 to limit the noise of the exhaust.
• An electronic control unit 24 ensures the operation of the engine 1 and receives for this purpose a certain amount of information on the operation of the engine 1.
• Various sensors, not shown in the figure, are placed in the ducts and their signals are supplied. on the electronic control unit 24.
• the electronic control unit 24 can control in particular the position of the EGR valve 15 by a connection 25, and the position of the mobile flap 18 by a connection 26.
• the electronic control unit also controls the fuel injectors 27 by a connection 28.
• the device For estimating the amount of particles present in the particulate filter 22, the device comprises a differential pressure sensor 29 capable of measuring the difference in pressure, or differential pressure, P diff across the particle filter 22 and an estimation module 30, the volume flow Q flight of the gases upstream of the particulate filter 22 from di sponibles data at the electronic control unit 24. These data can, for example, include the feed rate in fresh air from the engine, the flow recycled by the EGR valve, and engine operating data.
• the pressure sensor 29 is connected to the electronic control unit 24 by a connection 31.
• the module estimati is 30 volume flow Q flight of the gases upstream of the particulate filter 22 can be replaced by a di flowmeter SPOSE upstream of the particulate filter 22, a temperature sensor, and a Pressure sensor.
• the electronic control unit 24 comprising an estimator 32 of the amount of particles present in the particulate filter 22, also includes a stored map 33 of the amount of particles present in the particulate filter 22 as a function of the differential pressure P d! ff across the particulate filter 22 and the volume flow Q theft of gas upstream of the particulate filter 22.
• the electronic control unit 24 further comprises a detection module 34 for detecting a differential pressure drop P dlff at the terminals of the particulate filter 22 greater than a predetermined pressure drop during a time interval less than an interval of time. predetermined time, from values of the differential pressure P dlff across the particle filter 22 provided by said pressure sensor 29.
• the predetermined pressure drop is, for example, between 50 and 500 mbar, and the interval of predetermined time is between 10 s and 100 s.
• the estimator 32 estimates the amount of particles present in the particle filter from the stored map 33 and from the differential pressure values at the terminals of the particulate filter 22 provided by the pressure sensor 29.
• FIG. differential pressure drop P dlff at the terminals of the particulate filter 22 greater than a predetermined pressure drop during a time interval less than a predetermined time interval.
• the difference p t -p 2 which is greater than the predetermined pressure drop.
• the start time t d and the end time t f of the differential pressure P dlff are such that the time interval separating the start times t d and end t f is less than the predetermined interval.
• the instant t 2 is the moment closest to the start time t d such that between t 2 and t d there is a transient regime with a small variation of the differential pressure P dlff .
• the instant t t is the moment closest to the end time t f such that between t f and t t is a transient regime with a small variation of the differential pressure P d , ff .
• the time t represents the operating time interval of the engine 1 separating the instant considered from the end time of the last combustion regeneration of the particulate filter 22.
• the operation of the estimator is illustrated by FIG. following a differential pressure drop as shown in FIG. 2.
• m, m 2 , m, m 4 , and m 5 amounts (masses) of particles present in the filter as a function of the differential pressure P dlff at the terminals of the particulate filter. and the volume flow rate Q vo] of gases upstream of the particulate filter.
• P dlff differential pressure
• Q vo volume flow rate
• the detection module 34 is capable of determining a start time t d and an end time t f of such a differential pressure drop P dlff at the terminals of the particulate filter 22.
• the estimator 32 memorized the maximum value M A of the estimated quantity of particles present in the particulate filter 22 before said start time t d , that is to say at time t 2 , and the p values of the differential pressure. P dlff at the terminals of the particulate filter 22 and Q 1 volume flow Q vo , gases upstream of the corresponding particulate filter 22.
• the maximum value M A of the estimated quantity of particles present in the particulate filter 22 is deduced from the stored map 33 and the values P 1 of the differential pressure P dlff at the terminals of the particulate filter 22 and Q 1 of the flow rate Q v0 , gases upstream of the particulate filter 22.
• the estimator 32 also stores the quantity of particles
• the estimator 32 estimates the quantity of particles present in the particulate filter 22 by adding the maximum value M A before said start time t d and the quantity of particles stored in the particulate filter 22 after the end time t f the amount stored in the particulate filter 22 after the end time t f is the estimated increase in the amount of particles from the minimum value M B of the quantity of particles after the end time t t in d
• the quantity stored in the particulate filter 22 after the end time t f is the difference between the quantity of particles estimated at time t and the quantity M B.
• the invention makes it possible to precisely estimate the quantity of particles present in a particle filter from the differential pressure at the terminals of the particulate filter, taking into account the passive regeneration chemical reaction that can take place during extra-urban runs, and to control a regeneration by combustion of the filter avoiding a breakage of the filter.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Analytical Chemistry (AREA)
• Processes For Solid Components From Exhaust (AREA)
• Filtering Of Dispersed Particles In Gases (AREA)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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Family Cites Families (7)

• 2004
  • 2004-11-02 FR FR0411649A patent/FR2877393B1/fr not_active Expired - Fee Related
• 2005
  • 2005-10-21 JP JP2007538479A patent/JP4744529B2/ja not_active Expired - Fee Related
  • 2005-10-21 WO PCT/FR2005/050881 patent/WO2006048567A1/fr active Application Filing
  • 2005-10-21 EP EP05815721A patent/EP1809877A1/de not_active Withdrawn

Non-Patent Citations (1)

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