SE537284C2 - Dynamic utilization of available catalytic performance - Google Patents

Abstract

Summary The present invention provides a method and system for utilizing truly accessible catalytic performance in an exhaust gas treatment apparatus which comprises at least one catalytic coating substrate. A physical catalytic performance riphys that the exhaust gas treatment device has before it is put into use is determined based on at least one flow F and on a temperature T for the exhaust gases. A decrease in the physical catalytic performance after the exhaust gas treatment device is put into service is then determined based on at least an accumulated utilization of speed a and torque M for the engine. The actual available catalytic performance hact is determined by reducing the physical catalytic performance nphys with the pre-assembly n - ■ deg r flact - riphysrideg • A utilization unit Or arranged to utilize this actual available catalytic performance nact •

Description

Summary The present invention provides a method and system for utilizing true available catalytic performance in an exhaust gas treatment apparatus which comprises at least one catalytic coating substrate.

A physical catalytic performance riphys that the exhaust gas treatment device has before it is put into use is determined based on at least one flow F and on a temperature T for the exhaust gases. A decrease in the physical catalytic performance after the exhaust gas treatment device is put into service is then determined based on at least an accumulated utilization of speed a and torque M for the engine. The actual available catalytic performance hact is determined by reducing the physical catalytic performance nphys with the pre-assembly n - ■ deg r flact - riphysrideg • A utilization unit Or arranged to utilize this actual available catalytic performance nact • 537 284 DYNAMIC UTILIZATION USE The invention relates to a process for utilizing an actual available catalytic performance nact for an exhaust gas treatment device according to the preamble of claim 1 and a system for utilizing an actual available catalytic performance nact for an exhaust gas treatment device according to the preamble of claim 20.

The present invention also relates to a computer program and a computer program product, which implement the method according to the invention.

Background The following background description is a description of the background to the present invention, which must not be based on prior art.

In order to meet current requirements for exhaust gas cleaning, today's motor vehicles are usually equipped with an exhaust gas treatment device, which cleans the exhaust gases emitted by the engine before they are released from the vehicle. This of course also applies to other devices and vehicles including engines, such as ships and aircraft. This document describes the invention exemplified in a motor vehicle, but those skilled in the art will appreciate that the invention may also be applied to substantially all other devices and vehicles including internal combustion engines.

Figure 1 schematically shows an engine and exhaust purification system 1 which is fitted with an internal combustion engine 2 and an exhaust line 3. Exhaust gases which leave the internal combustion engine 2 travel in an exhaust line 3 in the form of the exhaust river 21, 22, 23 in the different parts of the exhaust line and exit in the surroundings via an exhaust outlet 30. In the exhaust line 3 there is an exhaust gas treatment device 4 arranged. A control unit 13 is arranged to obtain the food value from gas sensors 11, 12 for concentrations of the substances in the exhaust gases, where these sensors can for instance be located in a first part of the exhaust line 3a upstream of the exhaust treatment device 4 and in a second part of the exhaust line 3b downstream of the exhaust treatment device 4.

The exhaust gas treatment device 4 may consist of a single exhaust gas treatment unit or a set-up of two or more series-connected and / or parallel-connected exhaust gas treatment units, where the respective exhaust gas treatment unit consists, for example, of a catalyst or a particulate filter. In the illustrated example, the exhaust gas treatment device 4 comprises an oxidation catalyst 5, a particulate filter 6 and a reduction catalyst 7 arranged in series with each other with the particulate filter 6 coated between the oxidation catalyst 5 and the reduction catalyst 7. However, as mentioned above, the exhaust gas treatment device 4 the particulate filter 6 and the reduction catalyst 7, but may in various embodiments comprise one or more of an oxidation catalyst, a particulate filter and a reduction catalyst.

The exhaust gas treatment device 4 can thus comprise one or more catalysts, where these catalysts can be an oxidation catalyst (DOC), a catalytic particulate filter (CDPF), a catalytic diesel particulate filter (SCR) and an ammonia oxide (SCR). ASC; Ammonia Slip Catalyst or AMOX; AMmonia OXidation catalyst).

Catalysts Or arranged in the exhaust line enable the catalytic conversion of environmentally hazardous constituents in the 2,537,284 exhaust gases into less environmentally hazardous substances. One method used to achieve efficient catalytic conversion is based on the IDA injection of a reducing agent into the exhaust gases upstream of the catalyst. Such a reduction catalyst 7 may, for example, be of the above-mentioned SCR type. An SCR catalyst selectively reduces the concentration of nitrogen oxides NO in the exhaust gases. When an SCR catalyst is usually injected, a reducing agent in the form of urea or ammonia is injected into the exhaust gases, the reducing catalyst is tightened, for example in a third intermediate part 3c of the exhaust line, which is coated, the reduction catalyst 7 is tightened and the oxidation catalyst 5 and particulate filter 6 are tightened. urea in the exhaust gases ammonia is formed and it is this ammonia that gives off the reduction substance which contributes to the catalytic conversion in the SCR catalyst. The ammonia accumulates in the catalyst by adsorption on the active sites in the catalyst, whereby in the exhaust gases dangerous nitrogen oxides NO are converted to nitrogen and water when these in the catalyst are brought into contact with this accumulated ammonia on the active sites in the catalyst.

When using an SCR catalyst 7 in combination with dosing of reducing agent in the form of urea or ammonia, the injection of the reducing agent 51 is controlled so that a desired conversion of nitrogen oxides NO is obtained without excessive amounts of unused ammonia accompanying the exhaust gases out of the reduction catalyst 7 and thereby emitted to the environment. An ammonia oxidation catalyst AMOX 8 may have been used as an oxidation catalyst to reduce this emission and is included in the exhaust gas treatment device 4. An ammonia oxidation catalyst can also be used as an oxidation and reduction catalyst in order to be able to use the reducing catalyst 7 more aggressively. It is previously 3,537,284 kdrit to use in a system for controlling the injection of reducing agent the calibration value from a calcification model which, taking into account the expected reactions in the reduction catalyst 7 under radiating operating conditions, continuously determines the current state of the catalyst.

Brief description of the invention The performance that can be delivered by an exhaust gas treatment system, for example in the form of conversion rate of nitrogen oxides NOR, has an impact on the fuel consumption of the engine and thus also on a customer benefit in the form of operating costs.

There is a link between the performance of the exhaust gas treatment system and the fuel efficiency of an internal combustion engine, a so-called NOR / BSFC (Break Specific Fuel Consumption) compromise. This relationship indicates that for a given system there is a direct positive connection between produced nitrogen oxides NO and the fuel efficiency BSFC. in the corresponding way, there is a negative connection between a produced particulate mass PM and the fuel efficiency Be.

This is the background to the widespread use of SCR catalysts in exhaust gas treatment where it is intended to fuel and particle optimize the engine against a penalty in the amount of nitrogen oxides produced NOR. These nitrogen oxides NO are then reduced in the exhaust gas treatment device. Through an integrated approach to the design of the engine and exhaust gas treatment system, where the engine and exhaust gas treatment complement each other, a high efficiency can be achieved together with low emissions of both particles and nitrogen oxides NOR.

Catalytic exhaust gas treatment systems, including essentially all catalytic exhaust gas treatment devices on at least one substrate, such as an SCR catalyst, are likely to lose performance over time, as the catalytic performance of exhaust gas treatment devices is degraded due to overheating. Primarily, this spoilage / degeneration occurs as a function of the temperature and chemical substances to which the catalytic components / substrates are exposed.

In prior art solutions, catalytic exhaust gas treatment devices are often designed, for example including an SCR catalyst, with the intention that even an aged exhaust gas treatment device should be able to provide reasonable emissions. Therefore, it is assumed that these exhaust gas treatment devices over time have a standard deactivation / aging.

To a certain extent, the performance of the exhaust gas treatment device can be increased by increasing the substrate volumes, which in particular reduces the losses due to uneven distribution of the exhaust gas flow through the substrate. At the same time, a larger volume of substrate gives a greater back pressure, which counteracts any gains in fuel consumption from the higher degree of conversion due to the increased performance.

It is therefore important to be able to make optimal use of the exhaust gas treatment device, for example by avoiding oversizing.

In some previously known solutions, the SCR catalyst has thus been dimensioned according to a methodology in which a certain amount of damage is taken into account as a result of aging. A folder in the control unit can here, for example, indicate the degree of conversion if the SCR catalyst as a function of flow and temperature has the exhaust gases, where the values in this folder are standardly lower than what could be converted by a completely new SCR catalyst to introduce aging. Alternatively, the performance of the SCR catalyst is determined based on a smaller catalyst than that which will then be used as an exhaust gas treatment device for the engine, for example in a vehicle. This also meant that the performance SCR catalyst, like new, has never been allowed to be fully utilized.

It is an object of the present invention to optimize the utilized catalytic performance of the exhaust gas treatment device over time.

This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is achieved above by the above-mentioned system according to the characterizing part of claim 20. The object is achieved above by the above-mentioned computer program and computer program product.

According to the present invention, a physical catalytic performance riphys is established which the exhaust gas treatment device has when it is new. The physical catalytic performance of riphys is determined based on at least one flood F and on a temperature T gets exhaust gases which pass through the exhaust treatment device. Then, a deterioration in the physical catalytic performance is established after the exhaust gas treatment device 4 is put into operation. This assembly is based on IDA at least an accumulated utilization of speed a and torque M for the engine. The actual available catalytic performance qact can then be determined by reducing the physical catalytic performance hphys with the hazard ring fl - ■ cleg r flact - nphysrideg • A utilization unit Or arranged to utilize this actual available catalytic performance The invention provides a dynamically determined actual available catalytic available , which can be used to control engine and / or exhaust treatment systems on a more 11 act r for example when controlling the engine. 6,537,284 optimized sift in what has previously been possible. Unlike previous known solutions, the actual expansion / accumulation of the catalytic performance can be utilized. This is a major advantage over the standard assumed Aging in previous readings, which has preferably been based on degrading crossover styles, such as heavy operation at high altitudes, which provides high exhaust gas temperature and high fuel and oil consumption, to create safety and / or exhaust gas treatment systems. However, only a fatal of the vehicles in a vehicle fleet were exposed to this degrading vessel style, which means that the catalytic coatings get the rest of the vehicles, that is to say those who were not exposed to the degrading vessel style, are inadvertently assumed to have been much more deactivated. . This leads to a non-optimal control of the engine and / or exhaust gas treatment system. This non-optimal previously utilized control results in a less industry efficient and less customer optimized control than that provided by the present invention.

This meant that the utilization rate according to the invention can be controlled against the actual performance of the exhaust gas treatment device in a flexible sieve. If the exhaust gas treatment device is relatively new and forms to deliver, for example, 98% conversion of the engine's produced nitrogen oxides NOx, due to the relationship between performance and industry efficiency, the so-called NOx / BSFC compromise, gives the greatest possible customer benefit in real performance hact, according to example 98%, can be fully utilized.

If this exhaust gas treatment device is subjected to a thermal or chemical load which means that only farms deliver 94% after a certain time, this is the level the control systems must regulate 7 537 284 against in order not to risk unauthorized emissions. However, according to the invention it is equally important not to underestimate the degree of conversion available, since the actual performance of the exhaust gas treatment device has not been subjected to degrading driving style.

The present invention will lead to vehicles as a population showing a more style-dependent fuel consumption, where the fuel consumption overall is lower. This is possible because a majority of the vehicles, corresponding to essentially all the vehicles that have not been subjected to degrading vessel style, are allowed to make more use of their high-performance and clamed industry-saving exhaust gas treatment.

The dynamic determination of the actual available catalytic performance of the gact according to the invention therefore enables an optimization of emissions and fuel consumption.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, (The same reference numerals are used for like parts, and used: Figure 1 shows an engine and exhaust gas treatment system, Figure 2 shows a flow chart of the process of the invention, Figures 3a-c show Figure 4 shows a flow chart of the method according to an embodiment of the invention, and Figure 5 shows a control unit.8 537 284 Description of preferred embodiments Figure 2 shows a flow chart of a method according to the present invention. In a first step 201 of the method a physical catalytic performance qphys exhaust gas treatment device 4 has had before its use.This physical catalytic performance qphys depends on at least one flue F for the exhaust gases and one temperature T for the exhaust gases.According to one embodiment of the invention, the physical catalytic performance qphys also depends on a ratio of nitrogen monoxide NO and nitrogen dioxide NO2 in the exhaust gases in the exhaust gas treatment device 4 comprise a reduction catalyst whose performance is affected by this ratio.

In a second step 202 of the process, a deterioration is determined in the physical catalytic performance after the exhaust gas treatment device 4 has been put into operation. This pre-assembly depends, as mentioned above, on the temperature and the chemical substances to which the catalytic components / substrates in the exhaust gas treatment device 4 are exposed. This pre-assembly depends on the utilized speed and torque M for the engine 2, so that the pre-assembly can be determined based on at least an accumulated utilization of speed 0 and torque M. According to an embodiment of the invention, the determination of the torque ring is also based on an air pressure P. atmospheric pressure, the exhaust gas treatment device 4 experiences during utilization which accumulates utilization of speed co and torque M.

In a third step 203 of the process, the actual available catalytic performance ris is determined by reducing the previously determined physical catalytic performance riphys with the established pre-assembly n - 'deg11 act - riphysrideg • This can be seen as a dynamically determined actual available 9 537 284 catalytic performance fl act, Vi lken obtained by reducing the physical catalytic performance riphys with a dynamically determined assembly rideg of the physical catalytic performance.

In a fourth step 204 of the process, the actual available catalytic performance is used, for example to optimize the function of the engine 2 and / or the exhaust gas treatment device 4. According to an embodiment of the present invention, substantially all of the actual available catalytic performance can be used for the exhaust treatment device 4. of the exhaust gas treatment device in its exhaust gas treatment.

Being able to utilize the actual available catalytic performance nact for the exhaust gas treatment device to the maximum is a large advantage compared to previous known uses of exhaust gas treatment devices.

According to an embodiment of the present invention, the actual available catalytic performance is used directly to determine a residual operating time for the exhaust gas treatment device and / or to determine a service interval for the exhaust gas treatment device. Thereby, the present invention can be used to reliably determine when to service and / or replace the exhaust gas treatment device. This means that downtime is avoided, which meant a considerable customer benefit.

As stated above, according to a model of the exhaust gas treatment device 4, the physical catalytic performance flphys describes the performance of the exhaust gas treatment device 4 bar before it is put into use, that is to say when it is new. According to the model, the actual catalytic performance is equivalent to the performance after the exhaust gas treatment device 4 has been put into operation, that is to say when it is no longer running and its catalytic performance has begun to deteriorate. According to an embodiment of the invention, the physical catalytic performance of riphys describes a reduction of nitrogen oxides NO said exhaust gas treatment device 4 provides before the exhaust gas treatment device is put into use. The actual available catalytic performance flact then describes a reduction of nitrogen oxides NO provided by the exhaust gas treatment device 4 after the exhaust gas treatment device has been put into use.

In previous known uses, a standard reduced performance folder has been used. Figure 3a shows a non-limiting example of such a previously utilized performance map. The portfolio lists standard reduced catalytic performance fl prior 'prior art as a function of exhaust flow F and exhaust temperature T. The values in the portfolio correspond to the proportion (in percent) of nitrogen oxides NO that are removed by the exhaust gas treatment device 4 as the exhaust gases flow through it. As mentioned above, this standard reduced performance, prior art has been determined to such an extent that compensation for aging of the catalytic form has been provided. This in itself means that the catalytic capacity is very often overestimated, but it is also possible that the catalytic capacity is often underestimated instead. Underestimation of the catalytic shape leads to sub-optimization of engine and / or exhaust systems as described above.

According to the present invention, the physical catalytic performance of the riphys for the exhaust gas treatment device 4 is determined, that is, the performance of the exhaust gas treatment device 4 before it was put into service. These physical catalytic performance flphys can be collected in a folder for this physical catalytic performance -, where this physical catalytic performance riphys is listed (in percent) for the surface F and the temperature T of the exhaust gases. A non-limiting example of such a folder is shown in Figure 3b.

Based on the physical catalytic performance n, hys and on a fixed increase followed by the physical catalytic performance riphys then determined the actual available catalytic performance riaat. The actual available catalytic performance riact (in percent) can then also be grouped in a folder. A non-limiting example of such a folder is shown in Figure 3c.

If the map in Figure 3c has the actual available catalytic performance 'Tact which has been determined according to the present invention is compared with the map in Figure 3a for the standard reduced performance n -' prior art S IF previously used it can be relatively easily stated that an average value for the actual The available catalytic performance of ITact which has been determined according to the present invention is higher than the mean of the standard reduced performance species. This is because the standard reduced performance n - ■ prior art has been given the value of a standard safety, while the actual available catalytic performance nacir is determined dynamically based on a dynamically determined aging of the catalytic capacity of the exhaust gas treatment device. performance n - ■ prior art determined based on an assumption that, for example, a catalytically degrading grain / cross style will be applied to a vehicle comprising the exhaust gas treatment device provides a sufficient safety, where for example a degrading grain includes grain at high load. However, a majority of the vehicles cross in less degrading cork cycles, which is said to be at a lower height and / or with a lighter load, which means that the standard reduced performance n - corior type is lower than it should actually be, whereby a optimization of engine and / or exhaust treatment not possible.

In other words, as can be seen from the actual available catalytic performance qact in Figure 3c in comparison with the standard reduced performance qprioo- art in Figure 3a, previously known solutions have underused the catalytic performance. According to the present invention, the dynamically determined available catalytic performance qact can be utilized as usual.

Of course, the values of the actual available catalytic performance determined in accordance with the present invention qact in Figure 3c after a long period of use of the exhaust gas treatment device will approach the values of the standard reduced performance qprior aro in Figure 3a. However, according to the present invention, the engine and / or exhaust systems can more optimally utilize the exhaust gas treatment device due to better utilization of its catalytic capacity during the time from the exhaust gas treatment device being put into operation until the actual available catalytic performance is equal to the standard reduced performance 11. , -1 „, rt.

According to an embodiment of the present invention, the hazard ring is derived from the physical catalytic performance after the exhaust gas treatment device 4 has been put into use at least in part by a thermal deactivation. Thus, per the accumulated utilization of the exhaust gas treatment device 4, the viii saga an accumulated / filtered utilization of speed o and torque M for the engine 2, gives rise to a thermal deactivation of the said exhaust gas treatment device 4. Has 13 537 284 this operation can be fixed by also taking In view of the transient behavior, the temperature T of the exhaust gases passing through the exhaust gas treatment device 4. The appearance of these transients is affected by a thermal inertia of the exhaust gas treatment device 4, which can be used when the assembly is determined by the physical performance. Models for the thermal mass of the exhaust gas treatment device may also have been used in the determination. If the thermal load is determined, which results in the thermal deactivation. Over time, the temperature transient can be filtered and / or integrated.

Results and experience from tests show that an important parameter for the aging of reduction catalysts is the thermal load to which the components are exposed. According to the present invention, the thermal deactivation of the exhaust gas treatment device 4 can be determined by analyzing the utilized speed a and torque M of the engine 2, which, together with the control system's accurate logging of the exhaust temperature, makes it possible to estimate available performance. This means that control systems in, for example, a vehicle, accustomed to the individual vehicle, can adjust the degree of utilization of the catalyst, and clamed indirectly optimize the fuel consumption, according to the performance that the system can deliver.

Figure 4 schematically shows a surface diagram of a method for determining a pre-assembly according to the physical catalytic performance of an exhaust gas treatment device 4 according to an embodiment of the invention. The input parameters for determining the accumulated thermal deactivation are the utilized speed a and torque M of the motor, which are provided in a first step 401 of the process. In a first sub-step 411 for determining the thermal deactivation 14 537 284, the thermal load is determined by the above-mentioned filtration and / or integration. In a second sub-step 412 for determining the thermal deactivation, the thermal load is divided by a dimensioning criterion 414, which may be a time related to the aging map by which the total deactivation factor is multiplied to determine the actual available catalytic performance nact. This will be described in more detail below.

In a third sub-step 413 for determining the thermal deactivation, the divided thermal load is multiplied by a thermal weighting coefficient k1, which indicates how much of the deactivation / aging depends on the thermal load. This divided and weighted thermal load constitutes the thermal deactivation, that is to say the thermal contribution to the total deactivation coefficient, which is thus related to the assembly due to the physical catalytic performance due to the thermal load.

According to an embodiment of the present invention, the contamination is based on the physical catalytic performance after the exhaust gas treatment device 4 has been put into use at least in part by a chemical deactivation. Thus, the accumulated utilization of the exhaust gas treatment device 4, i.e. an accumulated / filtered utilization of the speed a and the torque M for the engine 2, gives rise to the chemical deactivation. The chemical deactivation of an exhaust gas treatment device may be related to a fuel consumption and / or an oil consumption for the engine 2.

Fuel consumption is logged in, for example, vehicles and can be used to determine the chemical load. This may be of particular interest for example a 537 284 oxidation catalyst DOC, which has an exposed position in the exhaust gas treatment system. The properties of the oxidation catalyst DOC also indirectly affect the fuel consumption and conversion of nitrogen oxides NO through its oxidation of nitrogen monoxide NO to nitrogen dioxide NO2 and its ability to efficiently oxidize the hydrocarbons.

This is also shown schematically in the surface diagram in Figure 4. The input parameters for determining the accumulated chemical deactivation are the engine speed o and torque M, which are provided in the first step 401 of the process. In a first sub-step 421 for determining the chemical deactivation, the chemical load is determined based on a determination of fuel and / or oil consumption by the engine 2. In a second sub-step 422 for determining the chemical deactivation, the chemical load is divided by a dimensioning criterion 424 corresponding to the 414 for the thermal load.

In a third sub-step 423 for determining the chemical deactivation, the divided chemical load is multiplied by a chemical weighting coefficient kK, which indicates how much of the deactivation / aging depends on the chemical load. For example, these thermal kT and chemical kK weighting coefficients have the value said to give a thermal overweight, the viii saying that the thermal deactivation dominates the total deactivation coefficient if the exhaust gas treatment device 4 is constituted by a reduction catalyst. Correspondingly, the thermal kT and chemical kK weighting coefficients are such that they give a chemical predominance, that is to say that the chemical deactivation dominates the total deactivation coefficient if the exhaust gas treatment device 4 is formed by an oxidation catalyst. 16 537 284 The divided and weighted chemical load constitutes the chemical deactivation, that is to say the chemical contribution to the total deactivation coefficient, which is related to the assembly due to the physical catalytic performance due to the chemical load.

In a fourth step 404 of the process for determining the hazard combination due to the physical catalytic performance, an exhaust gas treatment device 4 is added the thermal deactivation and the chemical deactivation, which results in the total deactivation coefficient.

The total deactivation coefficient is then multiplied in a fifth step 405 of the above-mentioned Aging Folder procedure. This Aging Folder describes what the pre-aging / aging of the physical catalytic performance looks like, for example, after a predetermined time, where this time is related to the above-mentioned dimensioning criteria 414, 424. For example, the Aging Folder may include the value corresponding to the pre-aging after 100 hours load. In that case, the dimensioning criterion 414, 424 may be 100, which means that the dimensioning criterion 414, 424 achieves a scaling of how large a part of the values in the aging folder corresponds to the deterioration of the physical catalytic performance. Thereby, in a sixth step 406 of the process, the deterioration of the physical catalytic performance is obtained, which can be used to determine the dynamic value of the available catalytic performance at the exhaust gas treatment device 4 according to the present invention.

According to an embodiment of the invention, the aging folder corresponds to the aging folder which results in the stencil-reduced performance folder used in previous known solutions, the viii saga folder shown in figure 3a. It will be readily appreciated that the dynamic values for the actual available catalytic performance obtained by the present invention are greater than the values in the aging portfolio in the sense that the exhaust gas treatment device 4 has been used for the predetermined time on which the aging portfolio values are based. the total deactivation coefficient is multiplied by the aging folder in the fifth step 405 determines a scaling of the aging folder, the viii saga determines what percentage of the values in the aging folder are to be used. For example, if the total deactivation factor is equal to 80%, then each of the values in the aging folder will be multiplied by 80%. Thus, by utilizing the present invention, a larger part of the capacity of the exhaust gas treatment device can be utilized, which provides a more optimized utilization of the exhaust gas treatment device and / or a more industry-efficient engine and exhaust gas treatment system.

Those skilled in the art will appreciate that a method of utilizing an actual available catalytic performance for an exhaust gas treatment device according to the present invention may additionally be implemented in a computer program, which when executed in a computer ensures that the computer performs the method. The computer program usually forms part of a computer program product 503, wherein the computer program product comprises a suitable digital storage medium on which the computer program is stored. Said computer-recordable medium consists of a readable memory, such as, for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc Figure 5 schematically shows a control unit 500. The control unit 500 comprises a computing unit 501, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The storage unit 501 is connected to a memory unit 502 arranged in the control unit 500, which provides the storage unit 501 e.g. the stored program code and / or the stored data calculation unit 501 need to be able to perform calculations. The coverage unit 501 is then arranged to store partial or final results of coverage in the memory unit 502.

Furthermore, the control unit 500 is provided with devices 511, 512, 513, 514 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 511, 513 may be detected as information and may be converted into signals which may be processed by the calculating unit 501. These signals are then provided to the calculating unit 501. The devices 512 , 514 for transmitting output signals are arranged to convert signals received from the bending unit 501 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the system.

Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wired connection. One skilled in the art will appreciate that the above-mentioned computer may be constituted by the storage unit 501 and that the above-mentioned memory may be constituted by the memory unit 502.

General control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system may comprise a large number of control units, and the responsibility for a specific function may be divided into more than one control unit. Vehicles of the type shown thus often comprise considerably more control units than what is shown in figure 5, which is the choice for the person skilled in the art.

In the embodiment shown, the dangerous invention is implemented in the control unit 500. The invention can, however, also be implemented in whole or in part in one or more other control units already existing at the vehicle or in the control unit dedicated to the dangerous invention.

According to one aspect of the present invention, there is provided a system for utilizing a truly available catalytic performance. physical catalytic performance qphys which the exhaust gas treatment device 4 has before it is put into use, it viii say when it is new. The determining unit is arranged to determine the physical catalytic performance Ilphys based At least IDA a surface F and at a temperature T for exhaust gases which pass through the exhaust treatment device 4. The system also comprises a hazard collection unit arranged to determine a condition of the physical gas treatment according to the 4 put into use. The pre-assembly unit bases the determination on at least an accumulated / filtered utilization of speed o and torque M for the motor 2. The system further comprises a performance unit arranged to determine the actual available catalytic performance 'Tact by reducing the physical catalytic performance flphys with fOrsamg • ridphgrc A utilization unit is arranged to utilize this actual available catalytic performance. The person skilled in the art will recognize that the above system can be modified according to the various embodiments of the method according to the invention. In addition, the invention relates to a motor vehicle, for example a truck or a bus, comprising at least one system which utilizes a truly available catalytic performance nact for an exhaust gas treatment device according to the invention.

The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims. 21

Claims (1)

A method for utilizing an actual available catalytic performance in an exhaust gas treatment device (4), wherein said exhaust gas treatment device (4) comprises at least one substrate with catalytic coating and processes exhaust gases from an engine (2), characterized by 1. determining of a physical catalytic performance riphys which said exhaust gas treatment device (4) has before said exhaust gas treatment device (4), said physical catalytic performance riphys being due to at least one surface F and a temperature T of exhaust gases passing said exhaust gas treatment device (4); Determining a pre-assembly based on said physical catalytic performance after said exhaust gas treatment device (4) is in use, said pre-assembly being determined based on at least an accumulated utilization of speed o and torque M for said engine (2); 3. determining said actual available catalytic performance nact by reducing said physical catalytic performance riphys with said pre-assembly rideg r nact = rlphysindegi and 4. utilizing said actual available catalytic performance nact. The method of claim 1, wherein said assembly is dynamically determined for a given time. A method according to any one of claims 1-2, wherein said determining of said pre-assembly is also based on an air pressure P said exhaust gas treatment device (4) experiences during said accumulated utilization. A method according to any one of claims 1-3, wherein said accumulated utilization of speed o and torque M for said engine (2) gives rise to a thermal deactivation of said exhaust gas treatment device (4). A method according to claim 4, wherein said determining of said pre-assembly is also based on a transient of said temperature T, said transient being affected by a thermal inertia of said exhaust gas treatment device (4). The method of claim 5, wherein said determining said farce ring comprises filtering said transient. A method according to any one of claims 1-6, wherein said accumulated utilization of speed o and torque M for said engine (2) gives rise to a chemical deactivation of said exhaust gas treatment device (4). A method according to claim 7, wherein said chemical deactivation of said exhaust gas treatment device (4) or related to an fuel consumption uses said engine (2). A method according to any one of claims 7-8, wherein said chemical deactivation of said exhaust gas treatment device (4) is related to an oil consumption for said engine (2). A method according to any one of claims 1-9, wherein said physical catalytic performance riphys and said actual catalytic performance are described by a model of said exhaust gas treatment device (4) moan and after said exhaust gas treatment device (4) respectively. A method according to any one of claims 1-10, wherein said physical catalytic performance riphys and said actual available catalytic performance ilact describe a 23,537,284 reduction of nitrogen oxides NO said exhaust gas treatment device (4) provides before and after said exhaust gas treatment device (4), respectively. . A process according to any one of claims 1-11, wherein said exhaust gas treatment device (4) comprises a reduction catalyst for which said physical catalytic performance riphys also depends on a ratio of NOx to NO 2 in said exhaust gases. A method according to any one of claims 1-12, wherein substantially all of said actual available catalytic performance is utilized by said exhaust gas treatment device (4) in the treatment of said exhaust gases. A method according to any one of claims 1-13, wherein said utilizing said actual available catalytic performance comprises determining a residual operating time for said exhaust gas treatment device (4). A method according to any one of claims 1-13, wherein said utilizing said actual available catalytic performance comprises determining a service interval for said exhaust gas treatment device (4). A process according to any one of claims 1-15, wherein said exhaust gas treatment device (4) comprises one or more in the group 1. an oxidation catalyst; a catalytic particle filter; 2. a reduction catalyst; and 3. an ammonia oxidation catalyst. A method according to any one of claims 1-16, wherein at least one directory, in which catalytic performance is listed for said surface F and said temperature T, is used to provide one or more in the group of: 1. said physical catalytic performance riphys; and 2. ndmnda actual available catalytic performance rlact. A computer program comprising program code, which when said program code is executed in a computer, causes said computer to perform the method according to any of claims 1-17. A computer program product comprising a computer-printable medium and a computer program according to claim 18, wherein said computer program is included in said computer-printable medium. A system for utilizing an actual available catalytic performance for an exhaust gas treatment device (4), wherein said exhaust gas treatment device (4) comprises at least one substrate with catalytic coating and processes exhaust gases from an engine (2), may be characterized by - a fixing device of a physical catalytic performance riphys which said exhaust gas treatment device (4) has been put into use before said exhaust gas treatment device (4), said determining unit being arranged to determine said physical catalytic performance riphys depending on at least one surface F exhaust gas treatment device (4); A speed control unit arranged to determine a speed control range according to said physical catalytic performance after said exhaust gas treatment device (4) has been put into use, said speed control unit being arranged to determine said speed control based on at least one engine and each motor. (2); a performance unit arranged to determine said actual available catalytic performance qact by reducing said physical catalytic performance nphys with said assembly rideg r 'Tact = riphysrideg; and - a utilization unit arranged to utilize said actual available catalytic performance qact. 26 537 284 1/1 4