EP2090767B1 - Beurteilung der Rußlast eines Partikelfilters - Google Patents

Beurteilung der Rußlast eines Partikelfilters Download PDF

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Publication number
EP2090767B1
EP2090767B1 EP08002631A EP08002631A EP2090767B1 EP 2090767 B1 EP2090767 B1 EP 2090767B1 EP 08002631 A EP08002631 A EP 08002631A EP 08002631 A EP08002631 A EP 08002631A EP 2090767 B1 EP2090767 B1 EP 2090767B1
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EP
European Patent Office
Prior art keywords
rate
fuel injection
engine
soot load
injection rate
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Not-in-force
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EP08002631A
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English (en)
French (fr)
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EP2090767A1 (de
Inventor
Stefano Cassani
Simone Barbero
Davide Mercuri
Pierluigi Rellecati
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Priority to EP08002631A priority Critical patent/EP2090767B1/de
Priority to AT08002631T priority patent/ATE510122T1/de
Publication of EP2090767A1 publication Critical patent/EP2090767A1/de
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Publication of EP2090767B1 publication Critical patent/EP2090767B1/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
    • F02D41/0285—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 SOx trap or adsorbent
    • 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
    • F02D41/1466—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 a soot concentration or content
    • F02D41/1467—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 a soot concentration or content with determination means using an estimation
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/606—Driving style, e.g. sporty or economic driving

Definitions

  • the present invention relates to a method and an apparatus for estimating the soot load of a particulate filter in the exhaust system of a motor vehicle.
  • Mission profiles can be defined associated to typical driving situations such as e.g. urban stop and go traffic, in which a vehicle typically runs intermittently at low engine speed and torque, highway driving, where speed and torque are high, etc.
  • a problem of this soot estimation strategy originates from the fact that for judging the current mission profile of a vehicle, data that describe the operating conditions of the vehicle at different times have to be averaged or otherwise combined.
  • the actual soot generation rate can be strongly influenced by transient variations of the driving conditions. For example, a vehicle which stops repeatedly and, in between, moves at a moderate velocity will be judged to be in an urban driving mission profile, regardless of whether the driver accelerates slowly when the traffic light turns green, and allows the vehicle to coast when he sees a red traffic light in front, or whether he accelerates abruptly at a green light and approaches a red traffic light at full speed, braking only in a short distance from the traffic light.
  • the rates of soot generation can be substantially different for these driving styles.
  • US2007/174222 A1 discloses a method for estimating the soot load of a particulate filter using a neural network.
  • the soot generation rate at a given instant depends on engine operating parameters such as engine speeds at different times, fuel flow rate at different times, engine coolant temperature, vehicle speed, fuel/air ratio etc., but the type of dependency is not specified.
  • the object of the present invention is therefore to provide a method and an apparatus for estimating the soot load of a particulate filter in the exhaust system of a motor vehicle which allow to take account of a driver's personal driving style.
  • soot load estimation based on the mission profile may be perfectly adequate for most of the time, abrupt acceleration may contribute significantly to the soot load, although the duration of such accelerations may only be a small fraction of the total operating time of the engine.
  • the contribution of these accelerations may be taken account of according to the invention by using different increase rates of the estimated soot load in above steps b) and e).
  • the target fuel injection rate corresponding to the accelerated pedal position may be out of proportion to the airflow rate of the engine, so that soot is generated at a very high rate for a short time due to insufficient fresh air supply.
  • this fact is taken account of by setting the rate of fuel actually injected into the engine equal to the limit fuel injection rate, if the latter is less than the target fuel injection rate.
  • the above mentioned set of operation parameters of the vehicle preferably further comprises a gear ratio, since the latter is found to be correlated to the soot output of the engine at a given engine speed or engine airflow.
  • the vehicle comprises a turbocharger
  • correlation between engine speed and engine airflow is rather loose, since the speed of the turbocharger tends to follow that of the engine with a delay. Therefore, if the engine is accelerating, airflow at a given engine speed tends to be lower than in a steady state, whereas in case of deceleration of the engine, it tends to be higher.
  • the set of operation parameters comprises at least both of the engine speed and the engine airflow. In case of a simple engine without a turbocharger, the method may be simplified by using only one of these two parameters.
  • the limit fuel injection rate may be predefined as a function of said set of operation parameters such that at when the engine is operating at the limit fuel injection rate the rate of soot generation is constant and independent from the operation parameters of said set. In other words, the rate of soot generation will be the same whenever the fuel injection rate is limited. This allows for a particularly simple and precise estimation of the soot generated in the time interval of method step e) by multiplying the rate of soot generation by the duration of the time interval.
  • the amount of soot generated in the time interval of step e) may be calculated by multiplying the estimated soot generation rate by the duration of said time interval even if the actual rate of soot generation in this time interval is not constant.
  • the limit fuel injection rate is predefined as a function of the set of operation parameters such that for any practical combination of values of said operating parameters the rate of soot generation does not exceed a predetermined constant rate
  • said constant rate may be taken as the rate at which the estimated soot load is increased in step e).
  • Another simple approach is to determine the rate at which the estimated soot load is increased based on the instantaneous value of said at least one operation parameter of step e) at the beginning of the time interval of step e).
  • the rate at which the estimated soot load is increased may also be updated one or more times in the time interval of step e).
  • the above-defined method for estimating the soot load is used in a method for controlling the regeneration of a particulate filter in the exhaust system of a motor vehicle, in which a decision to regenerate the filter is then taken based on the thus estimated accumulated soot load.
  • a further object of the invention is a data processor program product comprising a data carrier in which program instructions for enabling a data processor to carry out the above soot estimation or regeneration control method are recorded in machine-readable form.
  • an apparatus for estimating the soot load of a particulate filter in the exhaust system of a motor vehicle comprising
  • Fig. 1 schematically illustrates a Diesel engine and its exhaust system, to which the present invention is applicable.
  • the engine has a plurality of combustion chambers 1 in which pistons 2 reciprocate, and to which fresh air is supplied by an intake manifold 3.
  • an airflow meter 4 Along the intake manifold 3, there is located an airflow meter 4, a throttle valve 5 and an exhaust gas recirculation (EGR) valve 6.
  • EGR exhaust gas recirculation
  • a fuel injection valve 7 is connected to a common rail, not shown.
  • An exhaust duct 8 extends from the combustion chambers 1 to an exhaust catalyst 9.
  • An exhaust recirculation line 10 extends from exhaust duct 8 to EGR valve 6.
  • a turbine 11 for driving an intake air compressor, not shown, may be located in exhaust duct 8.
  • the exhaust catalyst 9 is represented as a single block. In practice, it may be divided into two separate units, a pre-catalyst which is small-sized and located physically close to the engine in order to reach operating temperature quickly after engine start-up, and a main catalyst located further downstream, of larger size and capable of processing the exhaust gas from the engine without overheating even at high engine loads.
  • Catalyst 9 degrades residual hydrocarbons, nitric oxides and carbon monoxide contained in the exhaust stream. Particles such as soot contained in the exhaust stream pass catalyst 9 essentially unaffected.
  • a particulate filter 12 is located downstream of catalyst 9 for collecting these particles from the exhaust stream.
  • Particulate filter 12 is placed in a common casing together with the main catalyst, in order to enable efficient heating of particulate filter 12 by heat from catalytic reactions occurring in catalyst 9.
  • a sensor 13 may be provided at an upstream side of particulate filter 12 for monitoring the temperature of filter 12 and/or catalyst 9, of for monitoring the exhaust gas pressure at the upstream side of filter 12.
  • ECU 14 might be designed to control fuel injection into combustion chambers 1 after the top dead centre position of their respective pistons 2. Even if it is burnt in the cylinder 1, fuel injected in such a so-called post-injection does not contribute substantially to the mechanical power of the engine, but causes a significant increase in the temperature of exhaust gas from the engine, by which the filter 12 is heated.
  • Particulate filter 12 comprises a body of porous material into which dead-end holes extend from upstream and downstream sides thereof, respectively.
  • soot particles are at first collected within the pores of filter material, and, in a later stage, a layer of collected particles begins to build up on the walls of the upstream holes.
  • the ECU 14 controls fuel injection into the combustion chamber 1 by injection valve 7, throttle valve 5 position and the amount of exhaust gas recirculation at EGR valve 6 based on an airflow rate detected at airflow meter 4, engine speed, accelerator pedal position, etc. Since these functions of the ECU 14 are known to the man of the art, they need not be described further here.
  • the ECU 14 further has the task of estimating the amount of soot accumulated in particulate filter 12 and to decide, based on this estimated quantity, whether it is necessary to regenerate particulate filter 12 or not.
  • Fig. 2 is a block diagram of sub-units of ECU 14 for estimating the amount of soot. A skilled person will readily recognize that these sub-units can be implemented by circuitry or by software.
  • a mission profile diagnostic unit 15 of ECU 14 has inputs for various operation parameters of the engine, such as engine speed ⁇ , airflow rate AR, engine temperature T, a gear ratio GR of a transmission, not shown, driven by the engine of fig. 1 .
  • Other parameters such as engine temperature, vehicle speed, etc. may also be input into diagnostic unit 15.
  • diagnostic unit 15 For selecting a current mission profile of the vehicle, diagnostic unit 15 mainly uses the engine speed ⁇ and engine torque M, as indicated by a diagram drawn into the square of diagnostic unit 15 in fig. 2 .
  • a typical soot generation rate associated to each mission profile and specified e.g. as soot mass per unit of time is stored in diagnostic unit 15.
  • the soot generation rate SR associated to the currently selected mission profile is output from diagnostic unit 15 to a multiplexer 17.
  • a fuel limiting unit 18 receives at least some of the operating parameters that are input into diagnostic unit 15.
  • the fuel limiting unit 18 stores a characteristic also referred to as a soot map which defines, as a function of said operating parameters, an upper limit of the fuel rate that may be injected into cylinders 1.
  • the soot map is determined experimentally by the engine manufacturer based on measurements of the soot generation rate of the engine under various operating conditions.
  • the soot map may specify for any combination of values of these operating parameters a limit fuel supply rate LFR yielding a predetermined maximum admissible soot rate.
  • the set of input operating parameters is not complete, i.e. the soot generation rate depends also on operation parameters which are not input into fuel limiting unit 18.
  • the soot map will specify, for any combination of values of the input parameters, a limit fuel rate LFR at which the maximum admissible soot generation rate is not exceeded regardless of values the parameters not input into fuel limiting unit 18 may have.
  • the position of the accelerator pedal is not regarded as an operating parameter of the engine.
  • a signal AC representative of this position is received by a fuel metering unit 19 which calculates from it a target fuel rate TFR.
  • a minimum detection unit 20 receives fuel rate signals LFR and TFR and outputs the smaller one of these as a fuel rate control signal FR to injection valve 7, so that the rate of fuel which is actually supplied to the engine is the smaller one of the rates specified by LFR and TFR.
  • Fuel rate signals LFR and TFR are also supplied to a comparator 21.
  • the output of the comparator 21 controls a soot rate calculator 22 to calculate a transient soot rate TSR based on the operating parameters whenever LFR is less than TFR.
  • a multiplexer 17 supplies this transient soot rate TSR instead of the stationary soot rate SR from diagnostic unit 15 to an integrator 23.
  • the output of the integrator 23 corresponds to the estimation of the amount of soot accumulated in particulate filter 12.
  • ECU 14 regenerates particulate filter 12, calculates a residual amount of soot that will be left over in filter 12 after the regeneration based on regeneration conditions and the mission profile at the time of regeneration, and sets the the integrator 23 to the calculated amount when the regeneration is finished.
  • the predetermined constant can be the same for all mission profiles; preferably, different values are used for the threshold depending on the currently selected mission profile. As a rule, high speed mission profiles are more suitable for regeneration than low speed ones, so that a lower threshold may be set for the former than for the latter.
  • Fig. 3 is an example of a flowchart of the operation of ECU14.
  • step s1 current engine speed ⁇ or airflow rate AR are detected.
  • Step s2 selects or updates a current mission profile based on present and past values of ⁇ and/or AR.
  • Step s5 decides whether this target fuel rate TFR exceeds a limit fuel rate LFR which is calculated based on the current engine speed ⁇ and/or airflow rate AR.
  • the target fuel rate TFR is lower, it is set as the current fuel rate FR to be injected into the cylinders 1 in step s6, and the estimated soot amount is incremented by the soot rate SR, which is a function of the current mission profile. The method then returns to step s1.
  • the limit fuel rate LFR is set as the fuel rate to be injected FR in step s8.
  • the soot amount is then incremented in step s9 by the transient soot rate TSR, which is a function of the limit fuel rate LFR associated to the present gear ratio.
  • the method may then repeat the detection of the current engine speed ⁇ or air flow rate AR in step s10.
  • the values detected in step s10 will generally be higher than those of previous step s1, i.e. there is more air available for burning the fuel.
  • the limit fuel rate LFR is therefore recalculated in step s11, and then the method returns to step s5.
  • Steps s8 to s11 are thus repeated in a loop until the engine has accelerated so much that fuel may be injected at the target fuel rate TFR set in step s4.
  • a new steady state has then been reached, in which soot generation is moderate and is modelled with appropriate precision based on the mission profile.
  • the estimated soot amount has been incremented by the same value determined at the beginning of the transition.
  • the method might return directly to step s1 after executing step s9.
  • the target fuel rate TFR is adapted if the driver changes the position AC of the accelerator pedal during the acceleration, and also the transient soot rate TSR by which the estimated soot amount is incremented in step s9 is continuously updated during the acceleration based on current operating parameters.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Claims (12)

  1. Verfahren zur Beurteilung der Rußlast eines Partikelfilters (12) in der Auspuffanlage eines Kraftfahrzeugs, wobei
    a) ein Aufgabenprofil des Kraftfahrzeugs auf der Basis der Historie eines oder mehrerer Betriebsparameter (ω, AR) des Fahrzeugs ausgewählt wird (S2);
    b) die geschätzte Rußlast um einen Betrag (SR) erhöht wird (S7), der dem gerade gewählten Aufgabenprofil zugeordnet ist;
    c) auf der Basis der Eingabe seitens eines Lenkers (S3) ein Kraftstoffeinspritzmengen-Zielwert (TFR) eines Kraftfahrzeugmotors bestimmt wird (S4);
    d) ein Kraftstoffeinspritzmengen-Grenzwert (LFR) auf der Basis eines Satzes von Betriebsparametern bestimmt wird, der mindestens einen, gewählt aus der Geschwindigkeit des Motors und der Luftströmung des Motors, umfasst;
    e) in einem Zeitintervall, in dem der Kraftstoffeinspritzmengen-Zielwert (TFR) den Kraftstoffeinspritzmengen-Grenzwert (LFR) übersteigt, die geschätzte Rußlast um einen Betrag (TSR) erhöht wird (S9), der einem Augenblickswert von mindestens einem der Betriebsparameter zugeordnet ist.
  2. Verfahren nach Anspruch 1, wobei, wenn der Kraftstoffeinspritzmengen-Zielwert (TFR) den Kraftstoffeinspritzmengen-Grenzwert (LFR) übersteigt, die Menge (FR) des tatsächlich in den Motor eingespritzten Kraftstoffs so eingestellt wird (S8), dass er gleich dem Kraftstoffeinspritzmengen-Grenzwert (TFR) ist.
  3. Verfahren nach Anspruch 1 oder 2, wobei der Satz von Betriebsparametern darüber hinaus eine Übersetzungsverhältnis (GR) umfasst.
  4. Verfahren nach einem der vorhergehenden Ansprüche, wobei das Kraftfahrzeug einen Turbolader umfasst und der Satz von Betriebsparametern mindestens beide, nämlich die Geschwindigkeit des Motors (ω) und die Luftströmung des Motors (AR), umfasst.
  5. Verfahren nach einem der vorhergehenden Ansprüche, wobei der Kraftstoffeinspritzmengen-Grenzwert (LFR) als Funktion des Satzes von Betriebsparametern vordefiniert ist, so dass beim Kraftstoffeinspritzmengen-Grenzwert der Betrag der Rußerzeugung konstant und unabhängig von den Betriebsparametern des Satzes ist.
  6. Verfahren nach einem der Ansprüche 1 bis 4, wobei der Betrag, um den die geschätzte Rußlast im Schritt e). erhöht wird, konstant ist, während der Schritt e) andauert.
  7. Verfahren nach Anspruch 6, wobei der Kraftstoffeinspritzmengen-Grenzwert (LFR) als Funktion des Satzes von Betriebsparametern derart vordefiniert ist, dass für jede praktische Kombination von Werten der Betriebsparameter der Betrag der Rußerzeugung einen vorbestimmten konstanten Betrag nicht übersteigt, wobei der konstante Betrag als jener Betrag (TSR) verwendet wird, um den die geschätzte Rußlast im Schritt e) erhöht wird (S9).
  8. Verfahren nach Anspruch 6, wobei während des Zeitintervalls von Schritte e) der Betrag (TSR), mit dem die geschätzte Rußlast erhöht wird (S9), auf der Basis des Augenblickswerts des mindestens einen Betriebsparameters zu Beginn dieses Zeitintervalls bestimmt wird.
  9. Verfahren nach einem der Ansprüche 1 bis 4, wobei im Zeitintervall von Schritt e) der Betrag (TSR), mit dem die geschätzte Rußlast erhöht wird (S9), aktualisiert wird.
  10. Verfahren zur Steuerung der Regeneration eines Partikelfilters (12) in der Auspuffanlage eines Kraftfahrzeugs, wobei die in dem Filter (12) angesammelte Rußlast durch ein Verfahren nach einem der vorhergehenden Ansprüche geschätzt wird und auf der Basis der auf diese Weise geschätzten angesammelten Rußlast eine Entscheidung getroffen wird, den Filter zu regenerieren.
  11. Programmprodukt für einen Datenprozessor, umfassend einen Datenträger, auf dem Programmanweisungen in maschinenlesbarer Form gespeichert sind, die es einem Datenprozessor ermöglichen, das Verfahren nach einem der Ansprüche 1 bis 10 auszuführen.
  12. Vorrichtung zur Beurteilung der Rußlast eines Partikelfilters (12) in der Auspuffanlage eines Kraftfahrzeugs, umfassend
    a) Mittel (15) zum Auswählen eines Aufgabenprofils des Kraftfahrzeugs auf der Basis der Historie eines oder mehrerer Betriebsparameter des Fahrzeugs;
    b) Mittel (23) zum Erhöhen der geschätzten Rußlast um einen Betrag (SR), der dem gerade gewählten Aufgabenprofil zugeordnet ist;
    c) Mittel (14, 7) zum Bestimmen eines Kraftstoffeinspritzmengen-Zielwerts (TFR) eines Motors des Kraftfahrzeugs auf der Basis der Eingabe seitens eines Lenkers;
    d) Mittel (18) zum Bestimmen eines Kraftstoffeinspritzmengen-Grenzwerts (LFR) auf der Basis eines Satzes von Betriebsparametern, der mindestens einen, gewählt aus der Geschwindigkeit des Motors (ω) und der Luftströmung des Motors (AR), umfasst;
    e) Mittel (15, 23), um in einem Zeitintervall, in dem der Kraftstoffeinspritzmengen-Zielwert (TFR) den Kraftstoffeinspritzmengen-Grenzwert (LFR) übersteigt, die geschätzte Rußlast um einen Betrag zu erhöhen, der einem Augenblickswert von mindestens einem der Betriebsparameter zugeordnet ist.
EP08002631A 2008-02-13 2008-02-13 Beurteilung der Rußlast eines Partikelfilters Not-in-force EP2090767B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP08002631A EP2090767B1 (de) 2008-02-13 2008-02-13 Beurteilung der Rußlast eines Partikelfilters
AT08002631T ATE510122T1 (de) 2008-02-13 2008-02-13 BEURTEILUNG DER RUßLAST EINES PARTIKELFILTERS

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08002631A EP2090767B1 (de) 2008-02-13 2008-02-13 Beurteilung der Rußlast eines Partikelfilters

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EP2090767A1 EP2090767A1 (de) 2009-08-19
EP2090767B1 true EP2090767B1 (de) 2011-05-18

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AT (1) ATE510122T1 (de)

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Publication number Priority date Publication date Assignee Title
CN111801489B (zh) 2018-03-05 2022-04-29 康明斯排放处理公司 使用双压差传感器改善的烟灰负载估计
CN112096532B (zh) * 2019-06-18 2023-03-14 北京福田康明斯发动机有限公司 限制燃油喷射量的方法及其系统

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JP2000282848A (ja) * 1999-03-30 2000-10-10 Nissan Motor Co Ltd 内燃機関の排気浄化装置
US6360529B1 (en) * 2000-03-17 2002-03-26 Ford Global Technologies, Inc. Method and apparatus for enabling lean engine operation upon engine start-up
FR2862342B1 (fr) 2003-11-19 2006-02-17 Renault Sas Procede et systeme d'estimation de quantites de particules emises dans les gaz d'echappement d'un moteur diesel d'un vehicule automobile
JP4100412B2 (ja) * 2005-04-12 2008-06-11 トヨタ自動車株式会社 圧縮着火式内燃機関の排気浄化装置

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EP2090767A1 (de) 2009-08-19

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