EP2678538A1 - Procédé pour chauffer un système de transport - Google Patents

Procédé pour chauffer un système de transport

Info

Publication number
EP2678538A1
EP2678538A1 EP12704073.1A EP12704073A EP2678538A1 EP 2678538 A1 EP2678538 A1 EP 2678538A1 EP 12704073 A EP12704073 A EP 12704073A EP 2678538 A1 EP2678538 A1 EP 2678538A1
Authority
EP
European Patent Office
Prior art keywords
conveyor system
reducing agent
temperature
electrically operated
time interval
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.)
Withdrawn
Application number
EP12704073.1A
Other languages
German (de)
English (en)
Inventor
Jan Hodgson
Sven Schepers
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Emitec Gesellschaft fuer Emissionstechnologie mbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Emitec Gesellschaft fuer Emissionstechnologie mbH filed Critical Emitec Gesellschaft fuer Emissionstechnologie mbH
Publication of EP2678538A1 publication Critical patent/EP2678538A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/10—Adding substances to exhaust gases the substance being heated, e.g. by heating tank or supply line of the added substance
    • F01N2610/105—Control thereof
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1433—Pumps
    • F01N2610/144—Control thereof
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1811—Temperature
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a method for heating a delivery system for providing reducing agent in an exhaust gas treatment device of an internal combustion engine with a plurality of electrically operated components. With the added reducing agent, the selective catalytic reduction (SCR) process can be carried out.
  • SCR selective catalytic reduction
  • nitrogen compounds in the exhaust gas are reduced with the reducing agent to harmless components such as carbon dioxide, water and nitrogen.
  • Ammonia is often used as the reducing agent.
  • Ammonia is regularly not directly stored in motor vehicles, but in the form of a reducing agent precursor, which is then converted in the exhaust system and / or in an intermediate evaporator unit and / or hydrolysis unit to the actual reducing agent.
  • a particularly frequently used reducing agent precursor solution is urea-water solution.
  • a 32.5% urea-water solution for this purpose is for example available under the trade name AdBlue ®.
  • the terms reducing agent and reducing agent precursor are used synonymously for each other.
  • reducing agent precursor is also referred to as a reducing agent.
  • a conveyor system in the motor vehicle is regularly provided.
  • Such conveyor systems include a tank for storing the reducing agent, lines for fluidic connection of the tank with the Abgas accentsvorrich- device, a pump for conveying the reducing agent, filters for cleaning the reducing agent and sensors for monitoring the operation of the conveyor system and the properties of the reducing agent.
  • the reducing agent solidifies so that it can not be promoted. Nevertheless, at such low temperatures the To ensure smooth operation of the conveyor system and in particular thaw the reducing agent after prolonged service life of the vehicle, it is known to provide heating elements that melt or heat the solidified reducing agent.
  • heating elements For this purpose, it is known in particular to use heating elements and to use the heat of electrically operated components of the conveyor system for thawing the reducing agent.
  • PTC heating elements PTC: Positive Temperature Coefficient
  • the electrical resistance is proportional to the temperature of the heating element. In general, the dependence of the resistance on the temperature is not linear, so that such heating elements can be used self-regulating for predetermined temperature ranges.
  • an ice chamber can form in the reducing agent, whereby effective heat conduction from the heating to the frozen reducing agent is prevented.
  • reductant delivery systems be operational 20 minutes after starting at an outside temperature greater than -20 ° C.
  • the time after which the conveyor system should be operational larger.
  • the outside temperature is between -20 ° C and -30 ° C
  • the conveyor system should be operational after 30 minutes. It is therefore known to turn on all the heating components of a conveyor system in order to achieve the fastest possible thawing of the reducing agent. When switching on the motor vehicle but other electrical loads are turned on, so that it can easily lead to an overload of the electrical system.
  • the invention is therefore based on the object to provide a method for heating a conveyor system, which at least partially solves the technical problems described with reference to the prior art.
  • a method should be specified, which is an overload prevents the on-board network and still allows a proper operation of the conveyor system.
  • a method for heating or thawing a delivery system for providing reducing agent in an exhaust gas treatment device of an internal combustion engine with a plurality of electrically operated components comprising at least the following steps:
  • the conveyor system usually comprises a tank for storing the reducing agent and a dosing module for conveying the reducing agent to an injector, through which the reducing agent is introduced into the exhaust gas treatment device.
  • the dosing module is preferably arranged in the bottom or in a sump region of the tank and comprises a housing in which a distributor block is arranged.
  • the remaining components of the dosing module are assigned to the distributor block. net, so that the distribution block preferably forms a base or a holder for all other components and / or the housing.
  • the dosing module comprises at least one sensor for detecting at least one state variable of the conveyor system or of the reducing agent.
  • a temperature sensor for detecting the temperature in the dosing module can be provided and / or at least one pressure sensor for detecting the pressure in the line.
  • an ultrasonic sensor for detecting the level of the tank can be provided in the dosing.
  • the conveyor system also preferably comprises at least one electric heater, which is optionally thermally conductively connected by heat-conducting elements with other components of the conveyor system.
  • a temperature of a component of the delivery system and / or of the reducing agent is determined at at least one point in the delivery system.
  • both the temperature of the reducing agent and the temperature of amonopolvo lumigen component of the conveyor system is determined.
  • temperature information from other locations in the motor vehicle can be used by the method according to the invention in which, for example, via a bus system (CAN) access remote temperature sensors of the motor vehicle and their measurement results are processed. After a long service life of the conveyor system, the temperature should be almost the same at all points of the conveyor system and the reducing agent. From the determined temperature and / or an average of the determined temperatures, the state of matter of the reducing agent can be determined. Moreover, the determined temperature is characteristic of the heat energy stored in the conveyor system.
  • the (currently) stored in the conveyor system heat energy from the known for the conveyor system heat capacity in combination with the (current) temperature of the conveyor system and derived from the last known amount of reducing agent and their specific heat capacity (ie, for example, estimated and / or calculated). Furthermore, the heat energy introduced in a previous operating cycle can be taken into account. In this case, it is preferable to take into account both the quantity of reducing agent stored in the lines and the amount of reducing agent present in the tank.
  • the heat capacity is a measure of the energy required to be delivered (to be delivered) for inducing a temperature difference of the conveyor system components (without reducing agent).
  • the heat capacity of the conveyor system itself is temperature-dependent and can be determined experimentally and / or by a simulation.
  • the determination of an absolute heat energy stored in the conveyor system in method step a) serves above all as a reference for the thermal energy to be determined in method step b) and does not have to be arbitrarily accurate.
  • the required thermal energy (and / or optionally the location of the heat input) is determined in particular taking into account at least one of the following system parameters: the (current) ambient temperature, the specific heat capacity of the reducing agent, the heat of fusion of the reducing agent, the heat capacity of the conveyor system , the thermal conductivity of the reducing agent and the delivery system, the amount of reducing agent in the pipes and the tank.
  • the required heat energy is chosen so that after the time interval, a predeterminable amount of reducing agent in the liquid state in the delivery line and in the tank is present.
  • the specific heat capacity of the reducing agent also takes into account, in particular, that the specific heat capacity for the reducing agent in the liquid and solidified state is different.
  • the specific heat capacity of liquid AdBlue ® ranges in the relevant temperature range of -11 ° C to 60 ° C of 3.4 J / gK [Joule per gram per Kelvin] to 3.6 J / gK, and the specific heat capacity of solidified AdBlue ® from 1.4 J / gK to 1.7 J / gK in the temperature range of - To -11 ° C.
  • the temperature of 100 g of liquid AdBlue ® by 5 ° C are thus 1.75 kj [kilojoules] necessary.
  • the heat of fusion of AdBlue ® which is necessary for melting AdBlue ® in -HC without temperature increase amounts to 270 J / g [Joules / gram]. So to 100 g solidified Adblue ® to melt, thereby increasing the temperature of -12 ° C to -10 ° C for about 27.5 kj are therefore necessary.
  • the thermal conductivity of liquid Adblue ® at 25 ° C is 0.5 W / mK [watts per meter per Kelvin].
  • the heat capacity and the thermal conductivity vary greatly for different conveyor systems. For a specific conveyor system, however, the heat capacity and the thermal conductivity in the relevant temperature range of -50 ° C to 60 ° C can be determined experimentally and / or by computer simulation and thus also be assumed to be known.
  • the total heat capacity of the reducing agent in the tank and / or the total stored in the reducing agent in the tank (or currently present) amount of heat can be considered.
  • the total heat capacity of the reducing agent in the tank is in particular the product of the specific heat capacity of the reducing agent and the filling quantity of the reducing agent in the tank in kilograms.
  • the filling quantity can be determined with a level sensor.
  • a level sensor can not measure the level in the tank or insufficiently accurate. Therefore, it is possible to determine the level during an operating phase of the delivery system, in which the reducing agent in the tank is completely liquefied and to store this measured value in a memory of a control unit.
  • the total amount of heat stored in the reducing agent can be determined based on the total heat capacity of the reducing agent and at least one temperature of the reducing agent in the tank. It is possible that only one temperature of the reducing agent is measured, and this temperature of a mean temperature of the reduction by means of the tank. Furthermore, it is also possible to determine a plurality of temperatures of the reducing agent at different locations in the tank and / or in the line system. This can be done by a plurality of temperature sensors in the tank. In a further process variant, a temperature distribution in the reducing agent tank can be determined.
  • the stored heat quantity can be calculated or calculated from the product of the mean temperature of the reducing agent and the total heat capacity.
  • this simple calculation method can be in particular due to the phase transition of the reducing agent from liquid to solid, or from solid to liquid to inaccurate. For the phase transition, a relatively large amount of heat energy is necessary without a temperature increase occurs.
  • the specific heat capacity of reducing agent as explained above, is not constant at all temperatures. Therefore, in a more accurate calculation method of the stored heat quantity, the amount of heat energy necessary to reach a certain temperature of the reducing agent in the tank can be added together / integrated together starting from a predetermined reference temperature.
  • the amount of heat energy stored in the tank can also be accurately determined locally and added / integrated over the entire tank volume. Thus, an even more accurate determination of the stored amount of heat energy in the reducing agent in the tank is possible.
  • the system parameters and the determined temperatures are supplied in step b) in particular an energy model of the conveyor system, on the one hand taken into account by the energy model, the heat energy from the electrically operated components and on the other hand flowing from the environment or flowing into the environment heat energy.
  • the energy model is preferably a three-dimensional model of the conveyor system, which locally resolves the system template. taken into account, so that the dissolved and discharged heat energies can be considered locally resolved and thus predicted and / or can be determined by the heat conduction resulting temperature distribution in the conveyor system.
  • the energy model is thus able to determine the heat energy required by the individual electrically driven components.
  • step c) the electrically operated components are switched on within the time interval.
  • the electrically operated components are not switched on at the same time, but with a temporal offset from one another. But it is easily possible that different components are operated at the same time after the staggered switching.
  • By the time-delayed activation of the electrically operated components overloading of the electrical system is effectively prevented in particular when turning on the motor vehicle after a longer life. If the supply of heat energy in step c) is interrupted, the thermal energy introduced into the conveyor system during the restart (step b) is taken into account, in particular the influence of the ambient temperature during the service life on the heat energy balance of the conveyor system - is considered.
  • the temperature measured at one point in the conveyor system need not be characteristic of the entire conveyor system.
  • a comparison of the temperature measured in the conveyor system and the temperature predicted by the energy model (locally resolved or locally determined) can be used for this purpose. It is thus possible to continue supplying the heat energy determined during the previous operation, the supply of which has been interrupted, or to re-adjust the required heat energy after the determination in method step b).
  • a kind of pre-test is possible after which before or with the initiation of step a) it is checked whether a currently measured temperature is also characteristic for the conveyor system.
  • a (temporally or spatially offset) correction temperature measurement shows that the conveyor system is not "in equilibrium", but a heat point is locally formed (eg due to a previous, possibly aborted, heating process), the energy model can take this into account Likewise, in addition or alternatively, important parameters of the last heating process can be stored so that the residual thermal energy can be calculated and subsequently taken into account.
  • the electrically operated component Due to the time-delayed switching on of the electrically operated component, it is preferable to first thaw the reducing agent stored in the lines of the metering module and the reducing agent adjacent to the metering module in the tank.
  • the electrically operated components are switched on in particular in such a way that heat is first introduced into the reducing agent along the lines via its inner surfaces.
  • the degree of the introduced thermal energy and / or the location of the heat input is particularly chosen so that even when removing a relatively large amount of reducing agent with respect to the amount of reducing agent normally used no ice cavity is formed in the reducing agent.
  • the time delay of activating the electrically operated components is preferably at least 30 seconds, more preferably at least 60 seconds, most preferably at least 120 seconds.
  • the time offset is meant in particular the time period between the activation of a first electrically operated component and a second electrically operated component. It is particularly preferred that the majority or even all energy-consuming components of the delivery system with such time offset are switched on or activated.
  • the temporal offset is particularly adapted to the power consumption characteristics of the PTC heating elements used. It is also advantageous that (in method step b)) the energy required is determined such that at least three times, preferably six times, the amount of reducing agent to be delivered per hour is provided after the time interval in liquid form.
  • Both the average delivery rate determined over a predetermined observation time interval and the maximum delivery rate of the reducing agent can be used as the basis for determining the required energy.
  • an ambient temperature is determined and taken into account.
  • the heat energy flowing into the environment or flowing in from the environment can thus be taken into account so that the heat energy provided by the electrically operated components in step c) is adjusted.
  • the conveyor system has at least two of the following electrically operated components, which are switched on in step c) in the following order: electric heater, pump, filter heater, solenoid valve, sensor.
  • electric heater As a result of the initial activation of the electric heater (s), at least part of the reducing agent present in the metering module and the reducing agent adjacent to the metering module are first at least partially thawed in the tank. At least a part of the reducing agent is preferably After the time interval in an eligible state, so that with the staggered switching on the pump, the filter heater, the solenoid valve and / or the sensor, the reducing agent is further heated in the dosing.
  • a suitable for the purpose of this pump provides a heat output of 30 W [watt] to 50 W and a solenoid valve, a heat output of 5 W to 20 W the conveyor system available.
  • An effective heating without forming an ice cave and without overloading the electrical system is thus given.
  • the conveyor system on several PTC heating elements, which are activated offset in time for supplying the required heat energy.
  • the PTC heaters will require a maximum current within the first minute of being turned on, which will later drop below 70% of the maximum.
  • high demands are placed on the electrical system of a motor vehicle at the same time switching all required for heating components.
  • the time interval has a value of 10 minutes to 20 minutes, preferably 15 minutes to 20 minutes.
  • step a) at least one temperature of the conveyor system is determined with at least one temperature sensor arranged at at least one of the following positions:
  • Housing of the conveyor system is arranged
  • a temperature characteristic of the conveyor system is present, so that in step a) the heat energy stored in the conveyor system can be accurately determined.
  • an average value of temperatures measured at two positions is particularly preferred for determining the heat energy stored in the conveyor system.
  • the ambient temperature is taken into account in the determination of the characteristic temperature.
  • the pump is initially operated in step c) with reduced driving force to determine whether there is still frozen reducing agent in lines of the conveyor system. If it should be found that frozen reducing agent is still present in lines of the delivery system, the heat energy to be introduced can be purposefully increased, so that this reducing agent thaws.
  • a motor vehicle which has an internal combustion engine and an exhaust gas treatment device for cleaning the exhaust gases of the internal combustion engine, as well as a delivery system for delivering reducing agent into the exhaust gas treatment device and a control device connected to the delivery system, which is used to operate the delivery system is set up according to the inventive method.
  • a control software may be provided which controls the operation or activation of the components by appropriately provided signal lines and pretending.
  • Fig. 2 a conveyor system for reducing agent
  • Fig. 3 a diagram for illustrating the method according to the invention.
  • the motor vehicle 19 schematically shows a motor vehicle 19 with an internal combustion engine 3 and an exhaust gas treatment device 2, comprising a catalytic converter 22 for cleaning the exhaust gases of the internal combustion engine 3.
  • the motor vehicle 19 further comprises a conveyor system 1 for feeding a reducing agent into the exhaust gas treatment device 2 through an injector 21.
  • the conveyor system 1 has a tank 16 for storing reducing agent and a pump 7 for removing the reducing agent via a line 18.
  • a filter 23 is further arranged for purifying the reducing agent.
  • the pump 7 is followed by a sensor 10 in the line 18, which is adapted to detect operating parameters of the reducing agent in the conduit 18.
  • the pressure or the temperature of the reducing agent can be monitored.
  • a solenoid valve 9 is provided which allows a return of the reducing agent via a return line 27 into the tank 16.
  • the motor vehicle 19 comprises a control unit 20 which is connected to the pump 7, the sensor 10 and the solenoid valve 9. In principle, it is also possible that these components are arranged as a module in / on the tank 16.
  • the conveyor system 1 comprises a tank 16, to whose Floor 28 a housing 15 is embedded with other components of the conveyor system 1.
  • the housing 15 is thus in direct contact with the reducing agent in the tank 16.
  • a manifold block 17 in which a line 18, a filter 23 with a Filterhei- tion 8, a pump 7, a sensor 10, a plurality of PTC heating elements 11 and a solenoid valve 9 are integrated.
  • an electric heater 6 and a circuit board 14 with a temperature sensor 12 are arranged in the housing 15.
  • an electronic control unit or control unit is integrated, which is connected via signal lines, not shown, with the electrically operated components 6, 7, 8, 9, 10, 11.
  • the housing 15 and the distributor block 17 are arranged on a thermally conductive carrier plate 13.
  • reducing agent Via the line 18, reducing agent is removed from the tank 16 on the left side with the aid of the pump 7, and is first cleaned in the filter 23.
  • the sensor 10 monitors the parameters of the reducing agent present in the line 18, so that, if necessary, by switching the solenoid valve 9 reducing agent can be fed back into the tank 16. In normal operation, however, the reducing agent is passed to an injector 21.
  • the present invention therefore proposes a method for heating the conveyor system 1, in particular after a prolonged service life of the motor vehicle 19. Accordingly, a heat energy stored in the conveyor system 1 is to be determined, in order subsequently to determine a heat energy required for trouble-free operation. This so determined heat energy is to be introduced via the waste heat of the electrically operated components 6 to 11 in the conveyor system 1, wherein the electrically operated components 6 to 11 are activated in each case with a time offset 5.
  • FIG. 3 shows a diagram with the temporal current profile 26 of the method. dersystem 1, wherein on the abscissa axis, the time 24 and on the or- dinatenachse the current 25 is plotted.
  • the operating times of the electrically operated components 6 to 11 are shown schematically as black blocks.
  • the dashed line shows the current profile 26 in a representation of current 25 over time 24.
  • all electrically operated components 6 to 11 are to be activated.
  • the electrically operated components electric heater 6, pump 7, filter heater 8, solenoid valve 9, sensor 10 and PTC heating elements 11 are each activated with a temporal offset 5 zueinan-.
  • the resulting required current of the conveyor system 1 is shown by way of example with the dashed line of the current waveform 26.
  • the time offset is at least 30 seconds. Due to the time offset 5 of activating the electronic components 6 to 11, the required current in the time interval 4 is limited to a predetermined size. An overload of the electrical system is thus avoided.

Abstract

La présente invention concerne un procédé pour chauffer un système de transport (1) destiné à fournir un agent de réduction dans un dispositif de traitement de gaz d'échappement (2) d'un moteur à combustion interne (3) à l'aide d'une pluralité de composants (6, 7, 8, 9, 10, 11) fonctionnant à l'électricité. Le procédé comporte au moins les étapes suivantes: a) déterminer au moins une température dans le système de transport (1), b) déterminer une énergie calorifique nécessaire pour un fonctionnement sans problème du système de transport (1) dans un intervalle de temps (4), c) amener l'énergie calorifique nécessaire dans le système de transport (1) en faisant fonctionner les composants (6, 7, 8, 9, 10, 11) fonctionnant à l'électricité dans l'intervalle de temps. L'activation de chacun des composants (6, 7, 8, 9, 10, 11) fonctionnant à l'électricité a lieu avec un décalage temporel d'au moins 30 secondes. L'énergie nécessaire est déterminée de telle manière qu'au moins le quadruple de la quantité d'agent de réduction à transporter par heure soit fourni sous forme liquide après l'intervalle de temps (4). Le procédé selon l'invention permet d'empêcher efficacement une surcharge d'un réseau de bord d'un véhicule automobile (19) lors du chauffage du système de transport (1). Il permet également d'éviter une formation de cavités de glace dans l'agent de réduction dans le réservoir (16).
EP12704073.1A 2011-02-25 2012-02-13 Procédé pour chauffer un système de transport Withdrawn EP2678538A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011012441A DE102011012441A1 (de) 2011-02-25 2011-02-25 Verfahren zum Heizen eines Fördersystems
PCT/EP2012/052435 WO2012113669A1 (fr) 2011-02-25 2012-02-13 Procédé pour chauffer un système de transport

Publications (1)

Publication Number Publication Date
EP2678538A1 true EP2678538A1 (fr) 2014-01-01

Family

ID=45607263

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12704073.1A Withdrawn EP2678538A1 (fr) 2011-02-25 2012-02-13 Procédé pour chauffer un système de transport

Country Status (5)

Country Link
US (1) US9032712B2 (fr)
EP (1) EP2678538A1 (fr)
JP (1) JP2014507596A (fr)
DE (1) DE102011012441A1 (fr)
WO (1) WO2012113669A1 (fr)

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Publication number Priority date Publication date Assignee Title
US8875495B2 (en) * 2010-08-06 2014-11-04 GM Global Technology Operations LLC Tank assembly and method
DE102012110585A1 (de) * 2012-11-06 2014-05-08 Emitec Denmark A/S Vorrichtung zur Bereitstellung eines flüssigen Additivs und Verfahren zum Heizen des Additivs
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DE102011012441A1 (de) 2012-08-30

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