GB2496876A - Controlling soot burn in a diesel particulate filter (DPF) of a vehicle - Google Patents
Controlling soot burn in a diesel particulate filter (DPF) of a vehicle Download PDFInfo
- Publication number
- GB2496876A GB2496876A GB1120267.8A GB201120267A GB2496876A GB 2496876 A GB2496876 A GB 2496876A GB 201120267 A GB201120267 A GB 201120267A GB 2496876 A GB2496876 A GB 2496876A
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- United Kingdom
- Prior art keywords
- text
- dpf
- pressure difference
- gradient value
- exhaust gas
- Prior art date
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- Granted
Links
- 239000004071 soot Substances 0.000 title claims abstract description 21
- 238000000034 method Methods 0.000 claims abstract description 26
- 230000008929 regeneration Effects 0.000 claims abstract description 19
- 238000011069 regeneration method Methods 0.000 claims abstract description 19
- 230000008859 change Effects 0.000 claims abstract description 15
- 230000004044 response Effects 0.000 claims abstract description 3
- 239000007789 gas Substances 0.000 claims description 19
- 230000000246 remedial effect Effects 0.000 claims description 12
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 10
- 229910052760 oxygen Inorganic materials 0.000 claims description 10
- 239000001301 oxygen Substances 0.000 claims description 10
- 239000003054 catalyst Substances 0.000 claims description 8
- 230000001419 dependent effect Effects 0.000 claims description 3
- 238000011144 upstream manufacturing Methods 0.000 abstract description 3
- 101100170991 Caenorhabditis elegans dpf-6 gene Proteins 0.000 description 21
- 239000000446 fuel Substances 0.000 description 3
- 230000000977 initiatory effect Effects 0.000 description 3
- 239000013618 particulate matter Substances 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 239000000758 substrate Substances 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 238000009825 accumulation Methods 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000005336 cracking Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 230000001590 oxidative effect Effects 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Classifications
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- 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
- 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
- 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
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
- F01N2900/1406—Exhaust gas pressure
-
- 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
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
- F01N2900/1411—Exhaust gas flow rate, e.g. mass flow rate or volumetric flow rate
-
- 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
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1602—Temperature of exhaust gas apparatus
-
- 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
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1606—Particle filter loading or soot amount
-
- 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
- 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
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
A method of controlling soot burn in a diesel particulate filter (DPF) of a vehicle comprises deriving a gradient value from a change in a measured pressure difference across the DPF, and controlling regeneration of the DPF in response to the derived gradient value. Differential pressure may be measured by respective downstream and upstream pressure sensors. Preferably, the pressure difference normalized by dividing by the corresponding measured volume flow of exhaust gas through the DPF.
Description
Detection of Soot Burn in a Vehicle The present invention relates to method and apparatus for detecting soot burn in a vehicle. In particular, but not exclusively, the invention relates to detecting an uncontrolled or unacceptable rate of soot burn in a diesel particulate filter (DPF) of a vehicle.
It is known that diesel engines tend to be more economical to run but can suffer disadvantages in the area of emissions. A diesel engine has less time to thoroughly mix the air and fuel before ignition occurs. Consequently, the diesel engine exhaust contains incompletely burned fuel known as particulate matter.
It is known to use a DPF to physically trap these particulates. However, the DRE tends to load up with accumulated soot and must be repeatedly regenerated by catalytically oxidizing the trapped particulates. This involves increasing the temperature at the DPF.
However, cracking or melting of the DPF substrate can occur under certain conditions when increasing the temperature at the DPF. For instance, the exothermic reaction of carbon and oxygen can be too rapid when the soot loading exceeds a critical level and the flow rate of exhaust through the DPF is reduced by idle or low-load engine operating conditions (such as when a vehicle is coasting). Under these conditions, the exhaust contains a high percentage of oxygen but at a low total flow rate, and this reduces convective cooling of the hot substrate. Furthermore, the heat generated by the exothermic reaction promotes further oxidization and thus more generated heat, and this process is termed "thermal runaway".
Various conditions affect the rate at which particulate matter accumulates within a DF'F arid so controlling this rate is far from straightforward. These conditions include engine operating conditions, mileage, driving style, terrain and so on, and of course many of these conditions will dynamically vary during a journey.
Various previous attempts have been made to predict and prevent thermal runaway. Typicafly, these have involved measuring the temperature at the DPF to provide an indication when thermal runaway may be starting, sometimes as a function of soot content, oxygen concentration, exhaust flow rate and the like.
For instance, in US 2007/0130921 in the name of Yezerets, a thermal ramp is calculated for controlling regeneration. In
However, it is known that such attempts frequently fail to predict the onset of thermal runaway sufficiently early enough for remedial action to be taken. There are a number of reasons for this is, such as the steep gradient of temperature at the DPF after thermal runaway has commenced. Also, temperature increases can be fairly localized and therefore not detected (or detected too late) by a temperature sensor which is remote from the locality. Furthermore, in the dynamic conditions of the engine, where absolute values vary continuously, predictions which involve measuring these absolute values can be too insensitive or conversely can produce false positives.
It is desirable to provide improved means of predicting the onset of thermal runaway. It is desirable to provide means which does not rely on temperature readings and/or absolute values.
According to the present invention there is provided a method of controlling soot burn in a diesel particulate filter (DPF) of a vehicle, the method comprising: deriving a gradient value from at least a change in a measured pressure difference across the DPF; and controlling regeneration of the DPF in response to at least the derived gradient value
I
The gradient value may be derived directly from the change in the measured pressure difference across the DPF. The gradient value may be derived from at least the change in the measured pressure difference over a time period.
Alternatively, the method may include normalising the measured pressure difference across the DPF. The method may include the step of measuring the flow of exhaust gas through the DPF. The gradient value may be derived from at least the change in the measured pressure difference with respect to a change in the flow of exhaust gas.
The method may include the step of measuring the volume flow of exhaust gas through the DPE. The gradient value may be derived from at least the change in the measured pressure difference with respect to a change in the volume flow of exhaust gas.
The step of initiating regeneration of the DPF may include adding a catalyst to the exhaust gas flowing through the DPF.
The step of controlling regeneration of the DPF may include taking remedial action. The remedial action may comprise varying the temperature at the DRE.
Alternatively or in addition, the remedial action may comprise varying the amount of catalyst added to the exhaust gas flowing through the DPF.
The method may include the step of taking remedial action when at least the 2 derived gradient value reaches a predetermined value.
The method may include the step of taking remediaf action when at least the rate of decrease of the measured pressure difference reaches a predetermined value.
The method may include the step of measuring at least one of the parameters of temperature, soot content, and oxygen concentration at the DPF. The method may include the step of controlling regeneration of the DPF at least partly dependent on at least one of the measured parameters.
Embodiments of the present invention will now be described, by way of example only1 with reference to the accompanying drawings in which: Figure 1 is a schematic view of a vehicle; Figure 2 is a schematic view of an engine; Figure 3 is a schematic view of an emission control system; Figure 4 is a graph of test results for an engine showing vehicle speed against time; Figure 5 is a graph of test results for an engine showing temperature at the DPF against time; Figure 6 is a graph of test results for an engine showing soot burn against time; Figure 7 is a graph of test results for an engine showing oxygen concentration against time; Figure 8 is a graph of test results for an engine showing the differential pressure at the DPF against time; and Figure 9 is a graph of test results for an engine showing the normalised differential pressure at the PPF against time.
Figure 1 is a schematic view of a vehicle I having a diesel engine 2, the exhaust gases from which flow via an exhaust pipe 5 to an emission control system 20 which includes a diesel particulate filter (DPF) 6 and from there out to atmosphere via a tail pipe 7.
The diesel engine 2 is operatively connected to an electronic controLler 3 which performs a variety of functions including controlling the timing and volume of fuel injected into the various cylinders of the engine 2. The electronFc controller 3 also controls the regeneration of the DPF 6 as will be described in more detail hereinafter. The electronic controller 3 receives inputs from a number of sources including one or more vehicle sensors 8 and engine sensors 9.
The engine 2 has a number of cylinders, and one of these cylinders 30 is shown in Figure 2. The engine includes a combustion chamber 32 with a piston 36 positioned therein and connected to crankshaft 40. The combustion chamber 32 communicates with an intake manifold 44 and an exhaust manifold 5 via an intake valve 52 and exhaust valve 54.
The controllerS is a microcomputer including a microprocessor unit 102, input/output ports 104, read-only memory 106, random access memory 108, and a conventional data bus.
Referring now to Figure 3, the emission control system 20 includes a catalyst system 13 upstream of the DPF 6. Various types of catalysts can be used. The DPF 6 is provided downstream of the catalyst system 13 for trapping particulate matter such as soot generated during operation of the engine 2. Once soot accumulation has reached a predetermined level, regeneration of the IJPF 6 can be initiated. Filter regeneration can be accomplished by heating the filter to a temperature that will burn soot particles at a faster rate.
At least one temperature sensor or thermocouple 21 is provided at the DPF 6.
Also, a differential pressure signal can be determined from pressure sensors 124
S
and 126 which measure the pressure downstream and upstream of the DPF 6 respectively.
Also, a sensor 24 is provided for measuring the volume flow of exhaust gas through the DPE 6.
Further sensors 9 can include sensors for measuring the rotational speed of the engine 2, the operating temperature of the engine, and the temperatures of the exhaust gases at one or more selected positions.
Data from the sensors can be processed by the microprocessor unit 102, and/or stored to memory 108.
Figure 4 shows results of a test carried out to intentionally induce thermal runaway in the DPF 6. The figure shows the vehicle speed 200 over the duration of the test. Regeneration 202 of the DPF 6 was initiated at 140 seconds. From 250 to 350 seconds, the vehicle I coasted down on a slight incline 204 of 2.5% and was then decelerated to a complete stop at 470 seconds.
During the coasting down period, and with regeneration 202 taking place, the temperature at the DPF 6 is high but there is a low flow rate of exhaust gas through the DPF 6. A thermal runaway condition 206 was observed to occur at the bottom of the exit cone 208 of the DPF 6, beginning with glowing of the filter material from 300 seconds and breach of the filter wall around 30 seconds later.
Figure 5 shows the arrangement of four thermocouples 21 at the exit cone 208 of the DPF 6 as well as a graph of the temperature measured by each thermocouple 21. The thermocouples 21 were arranged at the North (N), South (5), East (E) and West (W) poles of the exit cone 208. The graph shows that, during the thermal runaway condition 206, the measured temperature rose only gradually as expected, was unaffected by the vehicle 1 entering a coast down period, and only during the thermal runaway condition 206 did the temperature rise rapidly. Therefore, any predictions of thermal runaway based on temperature changes will not provide much time to take remedial action.
Furthermore, the increase in the measured temperature was very dependent on the location of the thermocouple 21 with the thermocouple 21 at the South pole (the location of the thermal breach) recording the greatest increase. This demonstrates another limitation of using measured temperature as a predictor of thermal runaway.
Figure 6 shows a graph of measured soot burn 210, calculated from carbon dioxide emissions of the engine 2. and temperature S (at the South pole) against time. The soot burn 210 remained steady and only rose rapidly during the thermal runaway condition 206, only slightly leading the measured temperature.
Therefore, predictions based on soot burn 210 will also not provide much time to take remedial action.
Figure 7 shows a graph of measured oxygen concentration, both before 212 and after 214 the DRE 6, against time. Ft can be seen that the oxygen concentration strongly fluctuates during the test as it is highly responsive to dynamic engine conditions. There is a noticeable drop in oxygen concentration following the initiation of regeneration but, following this, the fluctuations still reach levels similar to those prior to regeneration. Therefore, measured oxygen concentration is deemed to be too erratic to be used as a primary predictor of the onset of thermal runaway.
Figure 8 shows a graph of the differential pressure 220 (derived from the measured pressure before and after the DPF 6) against time. Initially, the differential pressure 220 strongly fluctuates but, following the initiation of regeneration, these fluctuations diminish in magnitude and frequency. There is also a perceivable drop in differential pressure 220 at around 250 seconds. This is ahead of soot burn 210 (which is also shown on the graph) and temperature.
Therefore, the differential pressure 220 could be used to provide an earlier predictor of thermal runaway.
S The differential pressure 220 at each point in time can be normalized by dividing the data by the corresponding measured volume flow of exhaust gas through the DPF 6, which can be performed by the controller 3. This will be termed the normalized differential pressure 230.
Figure 9 shows a graph of the normalized differential pressure 230 against time.
It has been found that strong fluctuations are absent in the normalized differential pressure 230. There is still the perceivable drop at around 250 seconds.
However, it is now clear that there is an earlier drop beginning at around 180 seconds. It has been realized that the normalized differential pressure 230 provides a reliable and early predictor of the onset of thermal runaway.
Therefore, a method according to the present invention of controlling soot burn in a DRE 6 can comprise deriving a gradient value from a change in the measured pressure difference across the DPF 6 and controlling regeneration of the DPF 6 based on this derived gradient value. Specifically, the gradient value can be derived by normalising the measured pressure difference across the DPF 6. The pressure difference data can be normalised by dividing the data by the corresponding measured volume flow of exhaust gas through the DPF 6.
The control]er 3 can calculate a gradient value from the current value of normalized differential pressure 230 and one or more earlier values. Although this does not provide the earliest indication, it avoids poor predictions based on actual values which still fluctuate a little.
Controlling regeneration of the DPF 6 based on this derived gradient value can be performed by, for instance, varying the temperature at the DPF 6 and/or controlling the amount of catalyst added to the exhaust gas flowing through the DPF 6. For instance, when the derived gradient value reaches a predetermined high threshold value, the controllerS can decrease the temperature at the DPF 6 and/or reduce the amount of catalyst being added to the exhaust gas flowing through the DPE 6.
Whilst specific embodiments of the present invention have been described above, it will be appreciated that departures from the described embodiments may still fall within the scope of the present invention.
Claims (1)
- <claim-text>Claims 1. A method of controlling soot burn in a diesel particulate filter (DPF) of a vehicle, the method comprising: deriving a gradient value from at least a change in a measured pressure difference across the DPF; and controlling regeneration of the DPE in response to at least the derived gradient value.</claim-text> <claim-text>2. A method as claimed in claim 1, wherein the gradient value is derived directly from the change in the measured pressure difference across the DPF over a time period.</claim-text> <claim-text>3. A method as claimed in claim 1, including the step of normalising the measured pressure difference across the DPF.</claim-text> <claim-text>4. A method as claimed in claim 3, including the step of measuring the flow of exhaust gas through the DPE, and wherein the gradient value is derived from at least the change in the measured pressure difference with respect to a change in the flow of exhaust gas.</claim-text> <claim-text>5. A method as claimed in claim 3 or 4, including the step of measuring the volume flow of exhaust gas through the DPF, and wherein the gradient value is derived from at least the change in the measured pressure difference with respect to a change in the volume flow of exhaust gas.</claim-text> <claim-text>6. A method as claimed in any preceding claEm, wherein the step of controlling regeneration of the DPF includes taking remedial action.</claim-text> <claim-text>7. A method as claimed in claim 6, wherein the remedial action comprises varying the temperature at the DPF.</claim-text> <claim-text>8. A method as claimed in claim 6 or 7, wherein the remedial action comprises varying the amount of catalyst added to the exhaust gas flowing through the DPF.</claim-text> <claim-text>9. A method as claimed in any of claims 6 to 8, including the step of taking remedial action when at least the derived gradient value reaches a predetermined value.</claim-text> <claim-text>10. A method as claimed in any of claims 6to 8, including the step of taking remedial action when at least the rate of decrease of the measured pressure difference reaches a predetermined value.</claim-text> <claim-text>11. A method as claimed in any preceding claim, including the step of measuring at least one of the parameters of temperature, soot content, and oxygen concentration at the DPE, and wherein the method includes the step of controlling regeneration of the DPF at least partly dependent on at least one of the measured parameters.</claim-text>
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1120267.8A GB2496876B (en) | 2011-11-24 | 2011-11-24 | Detection of soot burn in a vehicle |
| CN201210443893.8A CN103133105B (en) | 2011-11-24 | 2012-11-08 | The detection of carbon-smoke combustion in vehicle |
| RU2012148815A RU2622586C2 (en) | 2011-11-24 | 2012-11-19 | Control method of soot combustion in particulate filter of vehicle diesel engine |
| DE102012221337A DE102012221337A1 (en) | 2011-11-24 | 2012-11-22 | Detection of soot combustion in a vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1120267.8A GB2496876B (en) | 2011-11-24 | 2011-11-24 | Detection of soot burn in a vehicle |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB201120267D0 GB201120267D0 (en) | 2012-01-04 |
| GB2496876A true GB2496876A (en) | 2013-05-29 |
| GB2496876B GB2496876B (en) | 2017-12-06 |
Family
ID=45475642
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1120267.8A Active GB2496876B (en) | 2011-11-24 | 2011-11-24 | Detection of soot burn in a vehicle |
Country Status (4)
| Country | Link |
|---|---|
| CN (1) | CN103133105B (en) |
| DE (1) | DE102012221337A1 (en) |
| GB (1) | GB2496876B (en) |
| RU (1) | RU2622586C2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104832258A (en) * | 2015-04-30 | 2015-08-12 | 西南交通大学 | Diesel particulate filter (DPF) carbon accumulation estimation method |
| WO2016092482A1 (en) * | 2014-12-09 | 2016-06-16 | Fpt Industrial S.P.A. | Method and system for managing a regeneration of a particulate filter |
| EP3199776A1 (en) * | 2016-01-27 | 2017-08-02 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control system for internal combustion engine |
| DE102017108442A1 (en) | 2016-04-29 | 2017-11-02 | Ford Global Technologies, Llc | A method of reducing the heating of a particulate filter during a regeneration event |
| US10302000B2 (en) | 2016-01-27 | 2019-05-28 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control system for internal combustion engine |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102014209718A1 (en) * | 2014-05-22 | 2015-11-26 | Robert Bosch Gmbh | Method and diagnostic unit for diagnosing a differential pressure sensor |
| DE102014209794A1 (en) * | 2014-05-22 | 2015-11-26 | Robert Bosch Gmbh | Method and device for the diagnosis of a removal of a component of an emission control system |
| DE102014209840A1 (en) * | 2014-05-23 | 2015-11-26 | Robert Bosch Gmbh | Method and device for diagnosing a particulate filter |
| US9732646B2 (en) * | 2015-01-12 | 2017-08-15 | Ford Global Technologies, Llc | Systems and methods for opportunistic diesel particulate filter regeneration |
| RU2707983C2 (en) * | 2015-02-17 | 2019-12-03 | Форд Глобал Текнолоджиз, Ллк | System (embodiments) and method of measuring parameters of solid particles |
| JP6394616B2 (en) * | 2016-01-22 | 2018-09-26 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
| CN110410180B (en) * | 2018-04-26 | 2023-04-28 | 罗伯特·博世有限公司 | Active regeneration process control method and system, readable storage medium and control unit |
| WO2020044315A1 (en) | 2018-08-30 | 2020-03-05 | University Of Kansas | Advanced prediction model for soot oxidation |
| EP3808948A1 (en) * | 2019-10-16 | 2021-04-21 | Volvo Car Corporation | An improved preconditioning method for a particulate filter |
| CN112101415B (en) * | 2020-08-13 | 2024-07-09 | 联合汽车电子有限公司 | Accumulated carbon quantity prediction method and device, automobile, cloud server and computer readable storage medium |
| CN113719366B (en) * | 2021-09-22 | 2022-08-23 | 潍柴动力股份有限公司 | DPF parking regeneration control method and device for vehicle |
Citations (5)
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| RU2706858C2 (en) * | 2014-12-09 | 2019-11-21 | ФПТ ИНДАСТРИАЛ С.п.А. | Method and system for controlling particulate filter regeneration |
| CN104832258A (en) * | 2015-04-30 | 2015-08-12 | 西南交通大学 | Diesel particulate filter (DPF) carbon accumulation estimation method |
| EP3199776A1 (en) * | 2016-01-27 | 2017-08-02 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control system for internal combustion engine |
| JP2017133414A (en) * | 2016-01-27 | 2017-08-03 | トヨタ自動車株式会社 | Exhaust emission control device for internal combustion engine |
| CN107023365A (en) * | 2016-01-27 | 2017-08-08 | 丰田自动车株式会社 | Emission control for internal combustion engine |
| US10302000B2 (en) | 2016-01-27 | 2019-05-28 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control system for internal combustion engine |
| US10309285B2 (en) | 2016-01-27 | 2019-06-04 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control system for internal combustion engine |
| CN107023365B (en) * | 2016-01-27 | 2019-06-25 | 丰田自动车株式会社 | Emission control for internal combustion engine |
| DE102017108442A1 (en) | 2016-04-29 | 2017-11-02 | Ford Global Technologies, Llc | A method of reducing the heating of a particulate filter during a regeneration event |
Also Published As
| Publication number | Publication date |
|---|---|
| RU2622586C2 (en) | 2017-06-16 |
| CN103133105A (en) | 2013-06-05 |
| GB2496876B (en) | 2017-12-06 |
| DE102012221337A1 (en) | 2013-05-29 |
| RU2012148815A (en) | 2014-05-27 |
| CN103133105B (en) | 2018-05-08 |
| GB201120267D0 (en) | 2012-01-04 |
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