SE1650177A1

SE1650177A1 - Engine system

Info

Publication number: SE1650177A1
Application number: SE1650177A
Authority: SE
Inventors: Eriksson Henrik; Berger Mattias; Nylén Ulf; Sarby Håkan; Aspfors Jonas; Lind Hanna; Olofsson Klas; Hjortborg Daniel
Original assignee: Scania Cv Ab
Priority date: 2016-02-11
Filing date: 2016-02-11
Publication date: 2017-08-12
Also published as: SE541935C2; DE112017000323T5; US20190048769A1; WO2017138861A1

Abstract

The present invention relates to an engine system (30) utilizing a lubrication oil that forms water-soluble ash when combusted and to a vehicle comprising the engine system. The engine system (30) comprises an internal combustion engine (2) arranged to be operated by a fuel and to be lubricated by means of the lubrication oil forming a water-soluble ash, an exhaust gas system for cleaning exhaust gases from the internal combustion engine, the exhaust gas system comprising a diesel particulate filter (23) arranged to capture particulate matter from the exhaust gases, wherein the particulate matter comprises the water-soluble ash, and an exhaust gas conduit (11) arranged to lead exhaust gases from the internal combustion engine (2) to the exhaust gas system (10). The engine system further comprises condensation means (120; 130; 140) adapted to accumulate condensed water and/or to form an increased amount of condensed water and arranged in fluid connection with the exhaust gas flow upstream of the diesel particulate filter (23). The exhaust gas conduit (11) is arranged to collect condensed water and lead the condensed water through the diesel particulate filter (23), thereby dissolving and thus removing the water-soluble ash from the diesel particulate filter (23).Fig. 6

Description

Engine system TECHNICAL FIELD The present invention relates to an engine system in which a lubrication oil that forms a water-soluble ash is used and a vehicle comprising the engine system.

BACKGROUND ART Diesel engines are provided with exhaust purification devices with the object of reducingparticles and harmful gases which occur in diesel engine exhaust gases. To regulate emissionsfrom vehicles there are various standards and legal requirements which govern permissiblelevels for exhaust discharges. Vehicles are consequently provided with various kinds ofpurification devices for exhaust gases in an exhaust gas system in order to meet legalrequirements. The exhaust gas system may be arranged for example in a silencer fluidly connected to an exhaust pipe system of a vehicle.

Silencers are used in internal combustion engines to damp engine noise and reduce emissionsand are situated in the engine's exhaust system. Internal combustion engines provided with asilencer may be used in various different applications, e.g. in heavy vehicles such as trucks orbuses. The vehicle may alternatively be a passenger car. I\/lotorboats, ferries or ships,industrial engines and/or engine-powered industrial robots, power plants, e.g. an electricpower plant provided with a diesel generator, locomotives or other applications may havecombustion engines with silencers. The silencer comprises a diesel particulate filter (DPF), alsocalled particulate filter in this context, for exhaust gas after treatment. The particulate filter isintended to catch particles, such as soot particles oxidized into ash. Usually, such a silencer ismounted primarily with regard to available space in the vehicle and without taking intoaccount that the silencer should be dismantled easily, or be easily accessible when serviced.The particulate filter in the silencer may need to be dismantled in order to be replaced orcleaned of deposited ash, and, in connection therewith, the silencer also usually needs to bedismantled at least partly. This dismantling may become considerably difficult since thesilencer may weigh between 100 to 150 kg and is not always easily accessible. The particulate filter itself needs to be replaced or cleaned at certain intervals since accumulated ash 2increases the back pressure in the exhaust system, which entails increased fuel consumption,for instance. Also, the accumulated ash may render it difficult for the exhaust gases to get incontact with a catalytic coating in the oxidation catalyst, whereby oxidation of the sootparticles into ash is obstructed. Therefore, the ash needs to be removed from the particulate filter.

Usually, the cleaning and/or replacement of the particulate filter takes place in connectionwith service, which typically entails dismantling ofthe silencer and the particulate filter withapproximately one year's interval. ln cases with high mileages, typically above 300,000 -400,000 km, for a cargo vehicle with a diesel engine driven with alternative fuels, cleaning ofthe particulate filter may need to be carried out at even shorter intervals. The accumulatedash can be difficult to remove and different environmentally unfriendly solvents may beneeded to remove the ash. Also the removal of ash may be laborious and time consuming. lt is thus desirable that cleaning of the particulate filter is facilitated.

There have been several attempts in the prior art to facilitate cleaning of a particulate filter.For example, EP2767690A1 discloses a device for use in cleaning of a particulate filtercomprising a disc unit having apertures and designed to let through air when cleaned througha suction device connected to the silencer sucking air through the opening and backwardsthrough the particulate filter. However, it is desirable to avoid further components in the silencer that may increase the weight of the silencer.

WO2014038724 discloses a purification system in which a liquid is supplied to a particulatefilter to promote movement of ash to rear parts of the particulate filter. The particulatematter which is moved in this way is then removed by a subsequent removal processing step.Thus, the pa rticulate matter still needs to be removed from the particulate filter in a specificprocess step. The document WO 2008/053462 A1 describes an example of how cleaning aparticulate filter in a silencer may occur without the filter having to be dismantled from thesilencer. However, the particulate matter still needs to be removed from the particulate filterin a separate process. Further, DE4313132A1 discloses a cleaning method in which dieselparticulate filter for an exhaust system of a diesel engine is cleaned of deposited particles by means of a rinsing liquid which may be water. However, the cleaning method is performed in a 3separate process step in which water is lead to the particulate filter via a specific liquid inlet and whereby an interruption in the operation of the diesel engine is required.

Even though there are prior art solutions on how to remove particulate matter fromparticulate filters, there is still a need to improve removal procedures in the existing exhaustgas systems. There is also a great need for a high degree of exhaust gas purification in combustion engines.

SUMMARY OF THE INVENTION ln view of the problems above, it would be desirable to facilitate cleaning of the dieselparticulate filters. The inventors of the present invention have also noted that it would bedesirable to avoid the formation of large deposits of particulate matter that needs to beremoved. Further, it would be desirable that as few interruptions as possible in the operationof the internal combustion engine are needed. Also it is desirable that the need for service occasions is minimized.

Thus, it is an object of the present invention to provide a solution for minimizing the amountof particulate matter that is deposited in a diesel particulate filter. lt is a further object of theinvention to provide a simple and automatic solution to clean the particulate filter fromparticulate matter. Further, it is an object to provide an engine system in which cleaning canoccur often and regularly during the use of an internal combustion engine without a need todismantle the particulate filter. Also, it is an objective of the present invention to decrease the number of service occasions.

The above-mentioned objectives are achieved with the invention as defined by the appendedindependent claims. Especially, the objectives are achieved with an engine system comprising:- an internal combustion engine arranged to be operated by a fuel and to belubricated by means of a lubrication oil that forms water-soluble ash whencombusted; - an exhaust gas system for cleaning an exhaust gas flow from the internalcombustion engine, the exhaust gas system comprising a diesel particulate filterarranged to capture particulate matter from the exhaust gases, wherein the particulate matter comprises the water-soluble ash, 4 - an exhaust gas conduit arranged to lead exhaust gases from the internalcombustion engine through the exhaust gas system, - condensation means arranged to accumulate condensed water and/or to form anincreased amount of condensed water and arranged in fluid connection with theexhaust gas flow upstream of the diesel particulate filter wherein the exhaust conduit is arranged to collect the condensed water and lead the condensed water through the diesel particulate filter, thereby dissolving and thus removing the water-soluble ash from the diesel particulate filter. ln accordance with the present invention the lubrication oil used to lubricate the engine formsa water-soluble ash. This means that the engine oil comprises additives and optionally othercompounds that render the ash water-soluble. By ash is meant the non-volatile products andresidue formed when the lubrication oil, also referred to as an engine oil, is combusted. By water-soluble is meant that the ash is capable of being dissolved in water.

Preferably, the amount of the water-soluble ash formed from the lubrication oil is at least 80%by weight based on the total weight of the ash, preferably at least 90% by weight based on thetotal weight ofthe ash, most preferably at least 95% by weight based on the total weight ofthe ash. Most preferably, the ash is completely, i.e. 100%, water-soluble. Thus, the depositionsof the particulate matter in the diesel particulate filter can be considerably decreased bymeans of using the lubrication oil forming water-soluble ash after combustion. Therefore,instead of using traditional lubrication oils that normally produce a relatively small amount ofash after combustion, but wherein the ash is not water-soluble, it has been realized thatdepositions of particulate matter can be decreased since the ash is at least partly dissolved bymeans of condensed water formed during the cold start or operation of the vehicle. Accordingto the invention the engine system comprises a condensation means arranged to accumulatecondensed water and/or to form an increased amount of condensed water and arrangedupstream ofthe diesel particulate filter. By means of the condensation means it is possible toeffectively accumulate formed condensed water and/or to form an increased amount ofcondensed water, for example by means of cooling the exhaust gas conduit. The exhaust gasconduit is then arranged to collect the condensed water and lead the condensed water through the diesel particulate filter, thereby dissolving and thus removing ash that is water- 5soluble from the diesel particulate filter (DPF). Therefore, only minor constructional changes are required for the existing engine systems.

Suitably, the engine system of the present invention is customized for the use of lubrication oilforming a water-soluble ash after combustion. Since the cold start of the engine is normallyperformed daily, condensed water will flush the diesel particulate filter daily and thus at leasta part of the ash accumulated in the diesel particulate filter will be dissolved in the water andtherefore the diesel particulate filter will be automatically cleaned. This is a huge advantagewhich will reduce the amount of particulate matter that is deposited in the particulate filter.The cleaning operation is simple and will occur automatically without a need for complicatedcleaning systems or components. Also, cleaning can occur often and regularly during thenormal use of the internal combustion engine without a need to dismantle the particulate filter. Also, in this way it is possible to decrease the amount of service occasions.

According to a first embodiment ofthe invention the condensation means comprises anaccumulation device arranged to accumulate the condensed water. The accumulation devicemay comprise a metallic net. By a metallic net structure a large contact area with the exhaustgases may be provided while the back-pressure in the system can be minimized. ln this waythe saturated or oversaturated exhaust gas flow during the cold start or cold operation oftheinternal combustion engine will hit the accumulation device and thus form larger droplets ofthe condensed water. These droplets are then effectively collected in the exhaust gas conduit and the diesel particulate filter may be flushed by means of the condensed water.

According to another embodiment of the invention, the condensation means comprises acooling device arranged to be in contact with the exhaust gas flow and thereby increase theamount of condensed water. Since the cooling device has a temperature that is lower than thetemperature of the surrounding exhaust gases, it is possible to increase the amount ofcondensed water. According to a first variant, the cooling device comprises a metallic coolingelement fluidly connected to a cooling flange, which is in contact with the surroundingatmosphere and arranged to cool the cooling element. ln this way, a simple mechanicalconstruction for the cooling device may be obtained. The metallic cooling element may be formed as a metallic net, whereby a large contact area with the exhaust gases may be 6 provided while the back-pressure in the system can be minimized. To further minimize theeffect of the cooling device on the operation of the engine system, the metallic coolingelement may be arranged to be movable from a first inactive position to a second activeposition. ln the first inactive position, the cooling element may be for example in a positionparallel with the exhaust gas flow and thereby minimally affect the flow. ln the second activeposition, the cooling element may be pulled out so that the exhaust gas flow will hit thecooling element essentially perpendicularly to maximize the contact area and thus maximize the amount of condensed water.

The engine system may further comprise a control system arranged to control the operationof the cooling device and move the cooling element from the first inactive position to the second active position, and vice versa.

According to further embodiment of the invention the cooling device comprises a heatexchanger arranged to be activated and/or inactivated. The engine system may furthercomprise a control system arranged to control the operation of the heat exchanger andactivate or inactivate the operation ofthe heat exchanger. ln this way the heat exchanger maybe arranged to operate continuously or when desired, and thus it is possible to control the formation of condensed water in a desirable and effective way.

Preferably, the control system is arranged to control the operation of the cooling device atpre-determined intervals and/or pre-determined conditions. ln this way, effective cleaning of the diesel particulate filter can be obtained.

Suitably, the exhaust gas system further comprises a first sensor arranged upstream ofthediesel particulate filter for measuring a pressure drop over the diesel particulate filter or thepressure of the exhaust gas flow before filtration. The first sensor is preferably connected tothe control system. The first sensor may be a differential pressure transmitter that measuresthe pressure drop over the diesel particulate filter. Differential pressure transmitters aredevices that measure the difference in pressure between two points. Such transmitters areavailable on the market by several suppliers and are known to the skilled person. According to another variant, the first sensor measures the pressure of the exhaust gas flow before 7filtration. Thus, it will be possible to indicate any abnormal increase in the pressure caused by depositions of particulate matter in the diesel particulate filter.

The control system preferably comprises means arranged to compare the measured pressuredrop value or the value for the pressure of the exhaust gas flow with a predetermined valuefor the pressure drop or the pressure of the exhaust gas flow and create an error code ifthepressure drop value or the pressure value differs from the predetermined value. ln this way itwill be possible to for example send a command to the injection means that a desired or pre- determined amount of the aqueous solution is to be injected to the exhaust gas flow.

The exhaust gas system optionally comprises a second sensor arranged downstream ofthediesel particulate filter for measuring the pressure of the exhaust gas flow after filtration andwherein the second sensor is connected to the control system. The control system preferablycomprises means arranged to calculate a pressure drop over the diesel particulate filter fromthe received measuring signal from the first sensor and the second sensor and wherein thecontrol system preferably comprises means arranged to compare the calculated pressure dropvalue with a predetermined pressure drop value and create an error code if the measuredpressure drop value differs from the predetermined value. ln this way it is possible to comparethe pressure value before and after the particulate filter and thus calculate a value for pressure drop over the diesel particulate filter.

The first sensor preferably comprises, or the first and second sensors comprise, meansarranged to generate a measuring signal comprising data relating to the measured pressurevalue. The control system comprises means for receiving the measuring signals from the firstsensor and/or the second sensor, respectively. ln this way it will be possible to utilize the measured data in the control system in an advantageous way. ln case there are depositions of particulate matter in the diesel particulate filter, the pressuredrop over the diesel particulate filter will be greater than in case there are no depositions.Alternatively or additionally, the pressure of the exhaust gas flow will increase upstream ofthe diesel particulate filter. The measured or calculated pressure drop or pressure value isthen compared with the pre-determined pressure drop or pressure values and an error code is created if the measured or calculated values differ from the predetermined values. For 8example, in case of higher pressure drop or pressure values than the pre-determined values,the control system may command the cooling device to be activated or alternatively send an error signal indicating that service is required.

By means of using a measurement indicating or calculating a pressure drop over the dieselparticulate filter or by measuring the pressure of the exhaust gas flow before filtration, it ispossible to get an indication of depositions of particulate matter in the diesel particulate filterin an effective way. The control system therefore comprises means arranged to control thecooling device so as to activate the cooling device and thus increase the amount of condensed Watef.

The control system may also comprise means arranged to control the internal combustionengine based on the measured or calculated pressure drop value or value for the pressure ofthe exhaust gas flow so as to increase an amount of condensed water. Condensed water isnormally formed during the cold operation of the vehicle. ln some occasions it is desirable toincrease the amount of condensed water by controlling the conditions during the cold start sothat more condensed liquid is formed and thus more liquid can flush the diesel particulate filter and more effective cleaning of the diesel particulate filter can be obtained.

The control system may be adapted to receive the measuring signals continuously. lt is alsopossible that the control system is adapted to receive the measuring signals periodically, i.e.for example at certain intervals or in case of manually controlled random intervals. An example of a random interval is for example at start of the engine or vehicle.

Preferably, the first sensor and/or second sensor are connected to the control unit via acommunication bus, such as CAN-bus. Thus, the pressure measurements may be made a part of the total control system of the vehicle.

The invention also relates to a vehicle comprising the engine system as defined above.

Further objects, advantages and features of the invention are described in the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS Pig. 1 Pig. 2 Pig. 3 Fig. 4a Pig. 4b Pig. 5 Pig. 6 Pig. 7 is a schematic side view of a vehicle comprising an engine system according to the present invention; is a schematic drawing showing path of the exhaust gas flow through an exhaust gas system; is a schematic drawing showing an accumulation device according to one embodiment of the invention; is a schematic drawing showing a cooling device in an active position arranged tobe in contact with the exhaust gas flow according to one embodiment of the invention; is a schematic drawing showing a cooling device of Fig. 4a in an inactive position according to one embodiment of the invention; is a schematic drawing showing a cooling device arranged to be in contact with the exhaust gas flow according to another embodiment of the invention; and is a schematic drawing showing an engine system according to one embodiment of the present invention. is a schematic drawing showing an engine system according to another embodiment of the present invention.

DETAILED DESCRIPTION As mentioned above, internal combustion engines are used in various types of applications and vehicles today, e.g. in heavy vehicles such as trucks or buses, in cars, motorboats, ferries or ships. They may also be used in industrial engines and/or engine-powered industrial robots, power plants, e.g. electric power plants provided with a diesel generator, and in locomotives.

The engine system according to the present invention is intended for an internal combustion engine which is fluidly connected to an exhaust gas system by means of an exhaust gas conduit or pipe. The engine system may be employed for example in a vehicle, e.g. in a truck or bus. The exhaust gas system of the engine system can be placed in a silencer orcomponents of the exhaust gas system may be arranged in another way, for example in aseries of components and they do not need to be arranged in a silencer. For example in caseof buses, it may be difficult to place the exhaust gas system in a silencer, since the floor of thebus needs to be low and/or the bus must contain a maximal amount of seats, whereby bulky silencers are difficult to place in a bus. ln Fig. 1 an example of a vehicle 1 comprising an engine system 30 comprising an internalcombustion engine 2 and an exhaust gas system 10 is shown in a schematic side view. Theinternal combustion engine 2 powers the vehicle's tractive wheels 4 via a gearbox 6 and apropeller shaft 8. The internal combustion engine 2 is arranged in fluid connection with anexhaust gas system 10 which is fitted at least partly in a silencer 12. The exhaust gas system 10may further comprise additional exhaust gas pipes, exhaust manifold and a control system, forexample. The internal combustion engine 2 is powered by fuel 14 supplied to it via a fuelsystem 16 which comprises a fuel tank 18. The fuel is suitably diesel, such as biodiesel or acorresponding fuel. The internal combustion engine 2 is lubricated by means of an engine oil, which according to the present invention forms a water-soluble ash when combusted.

The internal combustion engine of the present invention is suitably a diesel engine. Theinternal combustion engine is arranged to be operated by a fuel and to be lubricated by meansof a lubrication oil that forms water-soluble ash when combusted. The lubrication oil containsat least one additive that renders the ash formed after combustion water-soluble. Such oilscan be easily determined and they can be classified as forming water-soluble ash. The enginesystem of the present invention is customized for the lubrication oils forming water-solubleash. The lubrication oils suitable for use in the customized engine system of the presentinvention can then be specified for the users. The fuel can be any of the known kinds, such aspetroleum diesel, synthetic diesel or biodiesel, also called fatty-acid methyl ester (FAM E)which is obtained from vegetable oil or animal fats that have been transesterified with methanol. The fuel may also be a hydrogenated oil or fat or dimethyl ether, DI\/IE.

The lubrication oil forms a water-soluble ash when burned. The solubility of the ash may bedetermined by for example ISO 1576:1988. Lubrication oils can be arranged to form water- soluble ash for example by means of using additives that form water-soluble compounds in 11 ash. For example, sulphate salt of magnesium is water-soluble and by choosing additives thatform IV|gSO4 as an ash, will render the ash water-soluble. According to the present invention itis essential that the ash is water-soluble but it is not essential how the water-solubility isachieved. Thus, any additive forming a water-soluble ash can be chosen. The amount ofthewater-soluble ash formed from the lubrication oil is at least 80% by weight based on the totalweight of the ash, preferably at least 90% by weight based on the total weight of the ash, most preferably at least 95% by weight based on the total weight ofthe ash.

The engine system of the present invention utilizes the water-soluble ash and watercondensed during the operation of the engine system. The engine system comprises aninternal combustion engine and an exhaust gas system which can be arranged in a silencer.The silencer in which at least part of the exhaust gas system is accommodated comprises acasing comprising at least one inlet for leading an exhaust gas flow into the silencer. Thesilencer may comprise several inlets. The exhaust gas system may also comprise a dieseloxidation catalyst (DOC) which can be arranged downstream ofthe inlet in a silencer. The DOCis a unit designed to oxidize the exhaust gases. DPF is a unit designed to remove dieselparticulate matter or soot from the exhaust gas flow. The DPF can for example be a catalysedsoot filter (CSF). The soot is further oxidized or burned-off to ash in the particulate filter, e.g.during regeneration of the particulate filter. The diesel particulate filter may be regeneratedwith or without a catalyst. The regeneration can then be performed by means of the heat from the engine's normal operation.

The exhaust gas system can further comprise a selective catalytic reduction (SCR) purificationsystem which comprises an injection arrangement for adding a reducing agent to the exhaustgas flow in order to reduce NOX contents of the exhaust gas flow. The reducing agent may befor example a mixture of water and urea, e.g. a product with a trade name AdBlue®, whichcomprises a mixture of 32.5% urea in water. The exhaust gas flow and the reducing agent aremixed and vaporised in a vaporisation chamber which is arranged downstream ofthe injectionarrangement. Further, a selective catalytic reduction (SCR)-catalyst is arranged downstream ofthe vaporisation chamber. The SCR- catalyst may comprise vanadium, iron or copper catalystin which NOXis converted to water vapour and nitrogen. An ammonia slip catalyst (ASC), whichis a unit designed to convert any NHgslip to NZ and H20, may be arranged downstream ofthe SCR-purification system. All these components may be arranged as separate components in 12series or in a silencer. ln case the components are arranged in a silencer, an outlet for leadingthe exhaust gas flow out from the silencer is arranged downstream of the SCR- catalyst and possible ASC. The silencer may comprise several outlets.

The exhaust gas system, or the silencer comprising the exhaust gas system, does notnecessarily need to comprise a DOC and/or an ASC. On the other hand, the exhaust gas systemmay comprise one or more of each of DOC and ASC together with DPF. ln case the exhaust gassystem does not comprise a DOC, the exhaust gas flow is arranged to flow to the DPF. |fthesilencer comprises a DOC and a DPF, the exhaust gas flow is arranged to flow through the DOCto the DPF. The exhaust gas flow is arranged to flow through the DPF to the injectionarrangement if the silencer comprises a DPF and not a DOC. |fthe exhaust gas system does notcomprise an ASC the exhaust gas is arranged to flow from the SCR purification system to an outlet of the exhaust gas system of the silencer.

Fig. 2 depicts schematically examples of possible ways the flow of exhaust gases can flowthrough an exhaust gas system 10. The arrows in Fig. 2 illustrate the flow 21 of exhaust gases,but the reference number 21 is only attached to one ofthe arrows. The exhaust gas system 10comprises an inlet 20 for leading an exhaust gas flow 21 into the exhaust gas system 10 and adiesel oxidation catalyst (DOC) 22 is arranged downstream of the inlet 20. A diesel particulatefilter (DPF) 23 is arranged downstream ofthe DOC 22 and the DPF 23 can for example be acatalysed soot filter (CSF). The exhaust gas flow may be arranged to flow directly from the DPF23 to an outlet 29 ofthe exhaust gas system 10 or the exhaust gas flow may be arranged toflow to an injection arrangement 24, which is arranged downstream of the DPF 23 for adding areducing agent to the exhaust gas flow 21 in order to reduce NOX contents of the exhaust gasflow 22. A vaporisation chamber 25 for vaporisation of the reducing agent, is arrangeddownstream ofthe injection arrangement 24. A selective catalytic reduction (SCR)-purificationsystem 27 comprising a SCR-catalyst 26 is arranged downstream of the vaporisation chamber25. An ammonia slip catalyst (ASC) 28 may be arranged downstream of the SCR-purificationsystem 27 and an outlet 29 for leading the exhaust gas flow 21 out from the exhaust gas system 10 is arranged downstream of the ASC 28. ln case the exhaust gas system 10 does not comprise a DOC 22, the exhaust gas flow 21 is arranged to flow from the inlet 20 to the injection arrangement 24 via DPF 23. |fthe exhaust 13gas system 10 does not comprise an ASC 28 the exhaust gas flow 21 is arranged to flow from the SCR purification system 27 to the outlet 29.

The internal combustion engine comprises an air intake manifold leading air to the cylinders ofthe internal combustion engine. An intake throttle is arranged upstream of the air intakemanifold for adjusting fresh air flow into the intake manifold. By adjusting the amount of freshair to the internal combustion engine, it is possible to for example adjust the amount ofcondensed water formed during cold operation of the vehicle. ln some occasions it may bedesirable to additionally increase the amount of condensed water by means of controlling theoperation of the internal combustion engine for example by increasing the fuel-air ratio duringthe cold operation and/or the cold start of the internal combustion engine which leads toincreased amount of condensed water. The fuel-air ratio may be adjusted by for examplecontrolling the operation of the internal combustion engine during the cold start/coldoperation such that the fuel/air ratio is kept high while the number of revolutions is kept low.As a result, more condensed water will be obtained, since high fuel-air ratio increases thequota of water in the exhaust gases and low temperature of the exhaust gases provides morecondensed water. Alternatively or additionally the amount of condensed water may beincreased by adjusting, suitably by decreasing, the amount of fresh air that flows into theinternal combustion engine via an intake manifold by means of an intake throttle arrangedupstream ofthe intake manifold. Further, as an example, it is possible to increase the amountof condensed water by decreasing the temperature the exhaust gases. This can be done forexample by means of an exhaust gas recirculation (EGR) arrangement arranged in fluidconnection with the exhaust pipe and the intake manifold. At least part ofthe exhaust gasflow from the internal combustion engine can be recirculated from the exhaust pipe through the EGR, which comprises an EGR cooler which reduces the temperature of the EGR gases.

According to the invention an exhaust gas conduit is arranged to lead exhaust gases from theinternal combustion engine through the exhaust gas system. The exhaust gas conduit is alsoarranged to collect condensed water formed during the operation of the internal combustionengine and lead the condensed water through the diesel particulate filter. The ash is dissolvedin the condensed water and thus removed from the diesel particulate filter. ln the engine system of the invention, condensation means arranged to accumulate condensed water 14and/or to form an increased amount of condensed water is arranged in fluid connection with the exhaust gas flow and upstream of the diesel particulate filter.

Fig. 3 shows schematically one embodiment ofthe condensation means. ln this embodimentthe condensation means comprises an accumulation device 120 arranged to accumulate thecondensed water formed during the operation of the internal combustion engine. Thecondensed water is formed to droplets 100 of water having a greater droplet size downstreamof the accumulation device 120 than upstream ofthe accumulation device 120. Theaccumulation device 120 is arranged upstream of a diesel particulate filter 23 and maycomprise a metallic net or may be formed as a metallic net. By a metallic net structure a largecontact area with the exhaust gases may be provided while the back-pressure in the system isminimized. ln this way the saturated or oversaturated exhaust gas flow during the cold start orcold operation ofthe internal combustion engine will hit the accumulation device 120 andthus form droplets 100 of the condensed water. These droplets 100 are then collected in theexhaust gas conduit 11 and the diesel particulate filter 23 may be effectively flushed by means of the condensed water.

Fig. 4 a and 4b show schematically another embodiment of the condensation means. ln thisembodiment the condensation means comprises a cooling device 140 arranged to be incontact with the exhaust gas flow and thereby increase the amount of condensed water. Thecooling device 140 comprises a metallic cooling element 150 fluidly connected to a coolingflange 160, which is in contact with the surrounding atmosphere and arranged to cool thecooling element 150. The cooling flange 160 is suitably connected to the outside wall surfaceof the exhaust gas conduit 11. The wall of the exhaust gas conduit 11 is constructed such thatan insulation material is sandwiched between two metal plates. Thus, the cooling flange willbe cooled by the outside air since the heat from the exhaust gases will be kept inside the innerwalls ofthe exhaust gas conduit 11. The metallic cooling element 150 is arranged to bemovable from a first inactive position to a second active position. ln Fig. 4a the coolingelement 150 is shown in its second active position and in Fig. 4b, the cooling element 150 isshown in its first inactive position. ln the second active position as shown by Fig 4a, thecooling element is arranged to be in contact with the exhaust gas flow inside the exhaust gas conduit 11. The cooling flange 160 cools the cooling element 150, which may be formed as a metallic net, which in turn cools the exhaust gases and thereby condensed water is formed.The condensed water is then flushed through the particulate filter 23 and the particulatematter is dissolved. During the operation, when it is not desired to form condensed water, thecooling element 150 is arranged to be in its first inactive position. The cooling element 150may be arranged to move from the first to the second position and vice versa by means of aswitch arrangement, whereby the operator of the engine system may decide the position ofthe cooling element as desired. According to another embodiment, the engine system mayfurther comprise a control system arranged to control the operation of the cooling device 140and move the cooling element 150 from the first inactive position to the second activeposition, and vice versa. The operation ofthe control system will be described more in detail with reference to Fig. 6. ln analogy with the solution shown in Fig. 4a and Fig 4b, also the embodiment shown in Fig. 5includes a solution in which the exhaust gases are cooled. ln the embodiment of Fig. 5, thecooling device 130 comprises a heat exchanger arranged to be activated and/or inactivated asdesired. The heat exchanger is suitably formed as a tubular heat exchanger so that undesirableback pressure is not formed. The heat exchanger is arranged to be in contact with the exhaustgas flow inside the exhaust gas conduit 11. Consequently, the heat exchanger cools theexhaust gases and thereby condensed water is formed. The heat exchanger may be controlledby means of a switch arrangement, whereby the operator of the engine system may decidewhen the heat exchanger is to be activated or inactivated. According to another embodiment,the engine system may further comprise a control system arranged to control the operation ofthe cooling device 130 comprising the heat exchanger and activate or inactivate the operationof the heat exchanger. The operation of the control system will be described more in detail with reference to Fig. 6.

Fig. 6 shows a schematically an engine system 30 according to one variant of the presentinvention. The engine system 30 comprises an internal combustion engine 2 in fluidconnection with the exhaust gas system 10 by means of an exhaust gas conduit 11, asdescribed above. The exhaust gas system comprises diesel oxidation catalyst (DOC) 22, dieselparticulate filter (DPF) 23, vaporisation chamber 25 fluidly connected to an injection arrangement (not shown), selective catalytic reduction (SCR)-purification system 27 and 16ammonia slip catalyst (ASC) 28. The exhaust gases are arranged to flow out from the exhaust gas system 10 via an outlet 29.

An air intake throttle 37 is arranged to adjust the amount of intake air to the internalcombustion engine 2 via an air intake manifold (not shown). Downstream of the internalcombustion engine 2, the exhaust gas conduit 11 is fluidly connected to an exhaust gasrecirculation system via an EGR conduit 38. The exhaust gases are cooled by leading at leastpart of the exhaust gas flow through an EGR cooler 39 back to the internal combustion engine 2 downstream of the air intake throttle 37.

A first sensor 35 for measuring the pressure of the exhaust gas flow is arranged downstreamof the DOC 22 and upstream of the DPF 23. As shown in more detail in Fig. 6, the first sensor35, i.e. a pressure measurement device that can be a differential pressure transmitter, isconnected to a communication bus 33, such as CAN-bus, via a connection 31. The CAN-bus 33communicates with a control system 34 ofthe vehicle. The first sensor 35 is arranged togenerate a measuring signal comprising data relating to the measured pressure value. The firstsensor may be arranged to measure the pressure upstream of the DPF 23 or it may be adifferential pressure transmitter that measures a pressure drop over the DPF 23. The controlsystem 34 comprises means for receiving the measuring signal from the first sensor 35. Thecontrol system 34 may comprise means arranged to compare the received measuring signalfrom the first sensor 35 with predetermined pressure values and create an error code if themeasured pressure values differ from the predetermined values. ln this way, the operator ofthe vehicle will get an indication that the DPF needs to be cleaned or changed. Thereby, theoperator may activate the cooling means 130 or 140 by means of a switch arrangement oralternatively, the cooling devices 130 and 140 are also connected to the control system 34 viathe connection 31 and the CAN-bus 33. The control system 34 may then be arranged to send acommand for example to the cooling device 140 that the cooling element 150 is to be movedto its second activated position, or in case of cooling device 130 that the heat exchanger in thecooling device 130 needs to be activated. The cooling devices 130 or 140 may be programmedto operate during a pre-determined time period or until the measured pressure values are within a pre-determined level. 17lnstead ofthe cooling device 130 or 140, the engine system could comprise an accumulationdevice 120 as described in connection with Fig. 3 previously. However, the accumulationdevice 120 needs not to be activated, instead it accumulates condensed water during periodswhen condensed water is formed, i.e. during the cold start or cold operation ofthe engine system. ln another variant of the invention as shown in Fig. 7 it is alternatively or additionally to thefirst variant described in Fig. 6 possible to evaluate pressure drop over the DPF by means oftwo sensors 35 and 36. The system in Fig. 7 corresponds to the system in Fig. 6 except that asecond sensor 36 for measuring the pressure of the exhaust gas flow is arranged downstreamof the DPF 23 to indicate the pressure after filtration ofthe particulate matter in the DPF. Thesecond sensor 36 is also connected to the communication bus 33, such as CAN-bus, via aconnection 32, and the CAN-bus 33 communicates with the control system 34 ofthe vehicle.ln this embodiment of the invention, the control system 34 comprises means arranged tocalculate the pressure drop from the received measuring signals from the first sensor 35 andthe received measuring signal from the second sensor 36. The control system 34 is arranged tocompare the pressure drop with a predetermined value for the pressure drop and create anerror code if the calculated pressure drop differs from the predetermined pressure drop. lnthis way it can be controlled that the pressure drop is acceptable. Thus, it is possible for thecontrol system 34 to control the engine system 30 so as to increase the amount of condensedwater. Alternatively it is possible to warn the operator of the vehicle that the DPF needs to replaced or cleaned at service as soon as possible. ln both engine systems shown in Fig. 6 and 7, the amount of condensed water may beincreased in a similar manner. The amount of the condensed water may be additionallyincreased by means of control of the operation of the internal combustion engine 2 or theengine system 30 by means of the control system 34 connected to the internal combustionengine 2 such that an increased amount of condensed water is formed. Suitably, the controlsystem 34 may be arranged to increase the fuel-air ratio during the cold operation and/or thecold start of the internal combustion engine and therefore increase the amount of condensed Watef. 18 The fuel-air ratio may be adjusted by for example by controlling the operation of the internalcombustion engine 2 during the cold start/cold operation such that the fuel/air ratio is kepthigh while the number of revolutions is kept low. As a result, more condensed water will beformed, since high fuel-air ratio increases the quota of water in the exhaust gases and lowtemperature of the exhaust gases provides more condensed water. Alternatively oradditionally the amount of condensed water may be increased by adjusting the amount offresh air that flows into the internal combustion engine 2 via an intake manifold by means ofan intake throttle 37 arranged upstream ofthe intake manifold. Further, it is possible toincrease the amount of condensed water by further decreasing the temperature of theexhaust gases. This can be done for example by means of an exhaust gas recirculation (EGR)arrangement arranged in fluid connection with the exhaust conduit 11 and the intakemanifold. At least part ofthe exhaust gas flow from the internal combustion engine can berecirculated from the exhaust pipe 11 through the EGR pipe 38, which comprises an EGRcooler 39 and which reduces the temperature of the EGR gases. Therefore it can be assuredthat the DPF 23 will be flushed with a larger amount of condensed water than during a normalcold operation ofthe vehicle and thus the amount ofthe accumulated ash in the DPF 23 can be effectively decreased.

The control system 34 may be adapted to receive the measuring signals from the first sensor35 and/or the second sensor 36 continuously. lt is also possible that the control system 34 isadapted to receive the measuring signals periodically, i.e. for example at certain intervals or incase of manually controlled random intervals. An example of a random interval is for example at start of the engine or vehicle.

Generally the control system 34 comprises or is connected to a CAN bus 33, as shown in Fig. 6and 7, and comprises one or more communication busses to interconnect a number ofelectronic control units (ECUs), or controllers, and various components ofthe vehicle 1. Such acontrol system 34 may comprise a large number of control units. The control system 34function may be arranged to receive signals from various sensors in the vehicle and thuscontrol the vehicle accordingly. Further, the control of the vehicle can be performed byprogrammed instructions. These programmed instructions typically include a computer program, which when the program code is executed in a computer, achieves that said 19 computer carries out the desired action such as the steps of the present invention described above. lt should be understood that the examples described above in connection with Fig. 1-7 are to be regarded as example not limiting the scope of the invention, which is defined in the appended claims.

Claims

CLAll\/IS

1. An engine system (30) comprising: an internal combustion engine (2) arranged to be operated by a fuel and to belubricated by means of a lubrication oil that forms water-soluble ash whencombusted; - an exhaust gas system (10) for cleaning an exhaust gas flow from the internalcombustion engine (2), the exhaust gas system (10) comprising a diesel particulatefilter (23) arranged to capture particulate matter from the exhaust gases, whereinthe particulate matter comprises the water-soluble ash, - an exhaust gas conduit (11) arranged to lead exhaust gases from the internalcombustion engine (2) through the exhaust gas system (10), - condensation means (120; 130; 140) arranged to accumulate condensed waterand/or to form an increased amount of condensed water and arranged in fluidconnection with the exhaust gas flow upstream ofthe diesel particulate filter (23), wherein the exhaust conduit (11) is arranged to collect the condensed water and lead thecondensed water through the diesel particulate filter (23), thereby dissolving and thus removing the water-soluble ash from the diesel particulate filter (23). An engine system according to claim 1, characterized in that the condensation means comprises an accumulation device (120) arranged to accumulate the condensed water. An engine system according to claim 2, characterized in that the accumulation device (120) comprises a metallic net. An engine system according to claim 1, characterized in that the condensation meanscomprises a cooling device (130; 140) arranged to be in contact with the exhaust gas flow and thereby increase the amount of condensed water. An engine system according to claim 4, characterized in that the cooling device (140)comprises a metallic cooling element (150) fluidly connected to a cooling flange (160), which is in contact with the surrounding atmosphere and arranged to cool the cooling 10. 11. 1

2. 21 element (150). An engine system according to claim 5, characterized in that the metallic cooling element (150) is formed as a metallic net. An engine system according to claim 5 or 6, characterized in that the metallic coolingelement (150) is arranged to be movable from a first inactive position to a second active position. An engine system according to claim 7, characterized in that the engine system (10)further comprises a control system (34) arranged to control the operation of the coolingdevice (140) and move the cooling element (150) from the first inactive position to the second active position, and vice versa. An engine system according to claim 4, characterized in that the cooling device (130) comprises a heat exchanger arranged to be activated and/or inactivated. An engine system according to claim 9, characterized in that the engine system (10)further comprises a control system (34) arranged to control the operation of the coolingdevice (130) comprising the heat exchanger and activate or inactivate the operation of the heat exchanger. An engine system according to claim 8 or 10, characterized in that the control system (34)is arranged to control the operation of the cooling device (130; 140) at pre-determined intervals and/or pre-determined conditions. An engine system according to claim 11, characterized in that the exhaust gas system (10)further comprises a first sensor (35) arranged upstream of the diesel particulate filter (23)for measuring a pressure drop over the diesel particulate filter (23) or the pressure of theexhaust gas flow (21) before filtration and the first sensor (35) is connected to the control system (34). 1

3. 1

4. 1

5. 1

6. 22An engine system according to claim 12, characterized in that the control system (34)comprises means arranged to compare the measured pressure drop value or the value forthe pressure of the exhaust gas flow with a predetermined value for the pressure drop orthe pressure of the exhaust gas flow and create an error code ifthe pressure drop value or the pressure value differs from the predetermined value. An engine system according to claim 12 or 13, characterized in that the exhaust gassystem (10) further comprises a second sensor (36) arranged downstream ofthe dieselparticulate filter (23) for measuring the pressure ofthe exhaust gas flow (21) afterfiltration and wherein the second sensor (36) is connected to the control system (34) andthe control system (34) comprises means arranged to calculate a pressure drop over thediesel particulate filter from the received measuring signal from the first sensor (35) andthe second sensor (36) and wherein the control system (34) comprises means arranged tocompare the calculated pressure drop value with a predetermined pressure drop valueand create an error code ifthe measured pressure drop value differs from the predetermined value. An engine system according to any one of claims 13 or 14, characterized in that thecontrol system (34) comprises means arranged to control the internal combustion engine(2) based on the measured or calculated pressure drop value or value for the pressure of the exhaust gas flow so as to increase the amount of condensed water. Vehicle (1), characterized in that it comprises the engine system (30) according to any one of claims 1-15.