WO2006055992A2 - Verfahren zum ermitteln der partikelemissionen im abgasstrom einer brennkraftmaschine - Google Patents
Verfahren zum ermitteln der partikelemissionen im abgasstrom einer brennkraftmaschine Download PDFInfo
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- WO2006055992A2 WO2006055992A2 PCT/AT2005/000416 AT2005000416W WO2006055992A2 WO 2006055992 A2 WO2006055992 A2 WO 2006055992A2 AT 2005000416 W AT2005000416 W AT 2005000416W WO 2006055992 A2 WO2006055992 A2 WO 2006055992A2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/007—Storing data relevant to operation of exhaust systems for later retrieval and analysis, e.g. to research exhaust system malfunctions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
- F02D41/1467—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content with determination means using an estimation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
- F01N2550/04—Filtering activity of particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/05—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a particulate sensor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0812—Particle filter loading
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2422—Selective use of one or more tables
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention relates to a method for determining the particle emissions in Ab ⁇ gas stream of an internal combustion engine. Furthermore, the invention relates to methods for determining the particle entry in a particle filter arranged in the exhaust gas stream of an internal combustion engine. Furthermore, the invention relates to a method for controlling the regeneration of an exhaust aftertreatment device, in particular a particulate filter by means of a preferably map-based Rechen ⁇ model, the exhaust aftertreatment device is divided into at least two, vor ⁇ preferably at least five cells, the loading state in je ⁇ der Cells is determined by means of a deposition model and a Regene ⁇ rationsvorgange for the exhaust gas aftertreatment device is initiated as a function of the load condition.
- DE 101 24 235 A1 describes a method and a device For the comprehensive characterization and control of the exhaust gas and the regulation of engines, whereby at the same time or staggered time solid and liquid particles are detected and characterized.
- the method is based on the individual or combined use of laser-induced Raman scattering, laser-induced break-down spectroscopy, laser-induced Inonisationskopie, laser-induced atomic fluorescence spectroscopy, IR / VIS / UV laser absorption spectroscopy and laser-induced annealing.
- the sensory and control-related effort for the exact determination of the particle emissions is very great, so that the standard use is associated with a relatively high cost.
- An arranged in the exhaust stream of an internal combustion engine particulate filter in particular the so-called "wall-flow" type, must be regenerated at high loading with combustible particles.
- the most accurate possible knowledge of the loading state of the particle filter is required.
- a method, as based on the loading condition of the particulate filter and further sizes, such as e.g. The driving time and / or the route, a regeneration can be triggered, is described for example in DE 199 45 372 Al.
- Some known methods only take into account the mass of particles accumulated in the particle filter, irrespective of the distribution of this mass within the particle filter.
- a method that takes into account the mass of particles without their distribution can be considered as a so-called "zero-dimensional" model of the particulate filter.
- From DE 102 52 732 Al an improved method is known, such as the aid of a one-dimensional model of the spatial distribution of the particles in the filter, the accuracy of the load determination can be improved.
- the method disclosed in this document only uses the distribution of the particles to calculate a correction factor via an improved determination of the flow resistance of the loaded particle filter, which helps to determine the total mass of particles more accurately.
- the correction factor is used to correct a characteristic size of the particulate filter determined by means of pressure and temperature sensors, thereby ultimately increasing the accuracy of the load condition.
- the loading state which is required to initiate the regeneration is thus determined in a conventional manner by pressure sensors.
- the object of the invention is to avoid these disadvantages and to allow in a simple manner the most accurate possible estimation of the particulate emissions in the exhaust stream of an internal combustion engine.
- a further object of the invention is to improve the estimation of the particles deposited in the particle filter on the basis of an estimate of the nitrogen oxides present in the exhaust gas. It is also an object of the invention to make possible, on the basis of a computer model, a further improvement in the control of the regeneration of the particulate filter.
- the method according to the invention provides for integrating the emissions from the map-based emission model during the measuring time of the in ⁇ integrating particle sensor and for comparing them with the measured value. In the case of deviations, the emissions from the map-based model are multiplied by a factor such that the deviations are reduced.
- a unitary correction factor is selected for all operating points of the internal combustion engine.
- the correction factor can be equal to the reciprocal of the ratio of ideal and measured emissions. It is particularly advantageous if, with each measurement, the correction factor is only slightly changed in order to smooth fluctuations.
- the correction is only carried out if it lies within a plausibility interval.
- correction factors are selected for different operating ranges, wherein preferably the different correction factors are determined on the basis of a correction characteristic field. It is particularly advantageous if the correction factors are determined taking into account the frequency distribution of operating points of the internal combustion engine. The determination of the correction factors is based on a histogram in which the frequency of occurrence, for example, of defined torque and speed intervals when driving through different engine operating points is entered.
- the measurements are expediently carried out with at least one particle sensor which monitors the particle emissions over a longer period of time. For example, a few minutes, measures and integrates.
- particle sensor which monitors the particle emissions over a longer period of time. For example, a few minutes, measures and integrates.
- Such integrating sensors are known, for example, from WO 03/006976 A2.
- the loading of a particulate filter can be better determined.
- the improved knowledge of the loading of the particulate filter makes it possible to trigger a regeneration Ziel ⁇ directed, since the safety distance to an overloaded filter that would be thermally damaged during regeneration, can be reduced.
- the additional fuel consumption for the regeneration of the diesel particulate filter can thus be substantially reduced.
- the method according to the invention thus improves the estimation of the particle emissions.
- Exact knowledge of the particulate emissions is important in order to be able to regenerate systems for exhaust aftertreatment, in particular a wall-flow particulate filter, as required.
- the regeneration frequency can thus be substantially reduced.
- the method according to the invention can be implemented as software in the motor control unit.
- An improvement in the estimation of the particles deposited in the particle filter can be achieved in particular by the following steps:
- the invention is based on the fact that the soot particles present in the exhaust gas are oxidized in the exhaust gas beach and / or in the particulate filter by the nitrogen oxides present at the same time and thus do not settle in the particulate filter.
- the oxidation of the particles by nitrogen oxides is known as the so-called CRT effect (Continuous Regeneration Trap) and depends strongly on the temperature of the particulate filter.
- the particle filter temperature is determined at at least one point and the negative particle equivalent mass and / or the negative particle equivalence concentration is determined as a function of the particle filter temperature, wherein preferably the particle filter temperature is determined by measuring the exhaust gas ⁇ temperature is preferably determined upstream of the particle filter. In this case, different temperatures at different points of the particulate filter can also be taken into account.
- An even more accurate estimation of the particle input can be realized if separate map-based emission models for the NO and NO 2 emissions are provided and that the NO and / or NO 2 emissions are determined for the at least one operating point and that NO and NO 2 emissions effective particle masses and / or concentrations is determined. This takes into account that nitrogen oxides such as NO or NO 2 oxidize the soot particles to different extents.
- a further improvement in the estimation can be achieved if it is taken into account in the determination of the effective particle mass that the nitrogen oxides present in the exhaust gas stream better oxidize the soot particles currently present in the exhaust gas than soot particles deposited in the particle filter.
- the loading of a particulate filter can be better determined.
- the improved knowledge of the loading of the particulate filter makes it possible to achieve a regeneration directed, since the safety distance to an overloaded filter, which would be thermally damaged during regeneration, can be reduced.
- the additional fuel consumption for the regeneration of the diesel particulate filter can thus be substantially reduced.
- the method according to the invention thus improves the estimation of the mass of soot particles deposited in a particle filter.
- Exact knowledge of the deposited particulate mass is important in order to be able to regenerate systems for exhaust aftertreatment, in particular a wall-flow particulate filter, as required.
- the regeneration frequency can thus be significantly reduced.
- the method according to the invention can be implemented as software in the motor control unit.
- At least one Schwell ⁇ value for the maximum permissible load state is defined for each cell, and that the regeneration process for the exhaust aftertreatment device is initiated when the loading state of at least one cell the corresponding threshold.
- a state number is determined and that the regeneration process is initiated as a function of the state number.
- the spatially inhomogeneous distribution of the particles in the filter is used not only for improved determination of the total mass of deposited particles, but directly for influencing the initiation of a regeneration of the particle filter.
- This improvement in the triggering of the regeneration allows a reduction in the number of regenerations, which reduces the fuel consumption.
- a thermal damage to the particulate filter can be avoided by local overheating particularly heavily loaded areas.
- the loading conditions are determined in at least two cells of the particulate filter.
- the cells of the particulate filter can be fictitious and do not necessarily have to match constructively formed cells.
- For the detection of different cells in the flow direction of the exhaust gas or transversely to the calculation model for the loading of the particulate filter is thus at least one-dimensional type, ie, that at least one length dimension, for example in the flow direction of Ab ⁇ gases and / or transversely thereto, is detected.
- the masses in different parts of the particle filter are thus also to initiate the regeneration of the particulate filter depending on the mass of particles in different cells of the particulate filter or depending on their distribution.
- the particle filter is subdivided into cells of equal size in the mathematical model.
- the computational effort can be kept as low as possible.
- the cells have different sizes.
- the deposition model divides the mass of particles flowing into each of the cells into a portion which is deposited in this cell and into a portion which flows out of the cell. For loading, especially the proportion that is deposited in each cell is of relevance.
- threshold values corresponding to one another of at least two cells of different size are defined, wherein preferably the threshold value of an upstream cell is smaller than the threshold value of a downstream cell. If the loading state of at least one cell exceeds a corresponding threshold value, the regeneration process is initiated. However, it is also possible that the decision about the need for regeneration is derived from the loading state of several cells. Thus, information about the loading state can be obtained from the distribution of the particles in the cells of the particle filter model. This information about the load state is fed to a computational block which determines a statement about the need for regeneration from the load state and possible further information.
- This statement about the need for regeneration can consist of a binary requirement (yes / no) or a state number which contains information about the urgency of a regeneration of the particle filter.
- the regeneration requirement can furthermore be linked to further information, for example engine and / or exhaust gas parameters, in order then to actually trigger a regeneration of the particulate filter.
- the particles are subdivided into combustible and non-combustible particles and if the loading of each cell is determined separately with combustible and non-combustible particles, wherein the regeneration of the particulate filter is preferably initiated only when the loading of one or more particles is initiated multiple cells with combustible particles exceeds a threshold for combustible particles. In this way, the regeneration efficiency can be substantially increased.
- the loading state in each of the sections is determined as a function of the nitrogen oxides present in the exhaust gas flow and / or as a function of the temperature of the particle filter.
- nitrogen oxides present in the exhaust gas stream can considerably reduce the deposition of particles in the particle filter, in particular at high temperature of the particle filter and / or in the case of a catalytic coating of the particle filter.
- an effective particle mass reduced by the temperature-dependent influence of the nitrogen oxides can be determined, which deposits in the particle filter.
- the temperature of the particulate filter is taken into account, since the oxidation of the particles by NO x depends on the temperature of the particulate filter. As found in Tem ⁇ below temperatures of about 200 0 C, no oxidation of NO x instead.
- the mass of nitrogen oxides in the nitrogen oxide emission model is multiplied by a factor which depends on the temperature of the particle filter, the result is subtracted from the particle mass and the result of this subtraction is limited to a slightly negative value to obtain the ef ⁇ fective particle mass.
- the value of said factor assumes the value 0 at low temperatures and corresponds at high temperatures ei ⁇ nem fixed value, which also takes into account the different (average) molecular mass of nitrogen oxides and carbon black.
- Fig. 1 shows the structure of the system for carrying out the method according to the invention
- FIG. 2 shows a relevant detail of the control algorithms in the motor control unit
- 3 shows a simple method for correcting the emission model
- 4 shows an improved method for correcting the emission model
- FIG. 5 shows the structure of the system for carrying out the method according to the invention in a second embodiment variant
- FIG. 7 shows an improved method for determining the particle introduction
- Fig. 9 the particle filter model
- FIG. 11 shows the method sequence in a second embodiment variant according to the invention
- Fig. 13 the cumulative particle mass per cell.
- Fig. 1 shows first the basic structure of the system: In the exhaust line of an internal combustion engine 1, a particle filter 2 is arranged. Furthermore, a particle sensor 3 is arranged in the exhaust line 5, advantageously in front of the particle filter 2.
- the internal combustion engine 1 is controlled by an electronic control unit ECU.
- the particle sensor 2 is also connected to the control unit ECU.
- Other sensors, such as a differential pressure sensor are possible, but not essential for the inventive method.
- FIG. 2 shows the relevant section of the control algorithms in the engine control unit 4.
- a known emission model EM supplies a current ideal value for the particle mass m_soot (t) emitted by the engine on the basis of engine operating data such as rotational speed n, torque M, etc. This value is fed to an integrator I. In addition to the signal input for the particle mass, this integrator I also has a control input.
- a control algorithm SP is provided for the integrating particle sensor.
- Such integrating particle sensors are characterized in that particles are collected on the sensor during a measuring interval. After the end of the measurement interval, the total mass m_soot_real is determined on particles on the sensor.
- a regeneration of the sensor is usually required, as a result of which the integrating particle sensor is not capable of measurement for the duration of this regeneration. It is therefore provided that the control algorithm SP for the integrating particle sensor is provided in addition to an for the particle mass m_soot_real still has at least one further signal output, via which it is displayed whether a particulate measurement is currently active (signal M_active). After the regeneration, the integrating particle sensor is available for a further measurement.
- This signal is now fed to the control input of the integrator I.
- the integrator is designed so that it integrates the input signal during the time span during which the signal M_active is present at the control input. If the signal is no longer present, the value of the integrator is stored in the variable m_soot_ideal and at the same time the value of the integrator is reset to zero.
- the integrated value of the emissions m_soot_ideal from the emission model EM is now available at the output of the integrator I.
- f_K fl * f_K_old + (l-fl) / soot_ratio with each change of soot_ratio that occurs in a new measurement of the integrating particle sensor, where f is a factor between 0 and 1 , preferably between 0.85 and 0.95.
- the recalculation takes place here when it is detected from the signal Meß_15 that a particle measurement has been completed.
- soot_ratio lies within a certain plausibility interval in order to prevent falsification in the event of incorrect measurements.
- the limits of this plausibility interval depend on the measuring accuracy of the integrating particle sensor; here, limit values of 0.5 and 2 are advantageous.
- This improved method of correction is based on the idea that the deviations between the emissions of an ideal engine stored in the emission map and the real emissions may depend on the operating point of the engine. For this reason, instead of a uniform factor, a correction characteristic map KK is used for all operating points, in which operating point-dependent correction factors are stored. To determine the particle emissions m_soot (t), the value of the emission model m_soot_roh (t) is then multiplied by the correction factor derived from the correction map KK, which is dependent on the current operating point.
- the correction characteristic map KK is spanned over the same input variables which also enter into the emission model EM, thus e.g. Speed n and torque M of the engine. But it is also possible that the correction map is spanned over less Ein ⁇ gangsdorfn than the emission map.
- H is spread over the same input variables in a further characteristic field as the correction characteristic KK determining the relative frequency of the engine operating points during the duration of the measurement of the integrating particle sensor.
- the correction map KK and the histogram H are spanned over the variables engine speed and torque. Both axes are now divided into intervals of width ⁇ n for the rotational speed and ⁇ M for the torque, for example intervals of a width of 100 revolutions per minute for the engine speed n and intervals in a width of 5% of the maximum engine torque 5.
- the support ⁇ and thus the number of fields in the correction map KK are the same as in the histogram H.
- ⁇ t for example every 20 ms
- the interval in which the current engine operating point is located is determined.
- the frequency value H_abs (n, M) of this interval is then increased by one.
- the relative frequency value h_rel (n, M) of each interval is determined by dividing the absolute frequency value H_abs (n, M) by the length of the measurement in units of ⁇ t.
- the value of the correction map f_K (n, M) at these locations can be replaced by the value f_K.
- the value h_rel_min of, for example, the value h_rel_min of all the fields in the correction map for which the value h_rel (n, M) in the corresponding field of the histogram is then determined.
- the control method can be implemented in the engine control unit. Alternatively, it is also possible to transfer the control method to an external control device, e.g. in a "vehicle management computer", which is often used in heavy Nutz ⁇ vehicles to implement.
- the process can be carried out separately for combustible and non-combustible particles.
- FIG. 5 shows the basic structure of the system in a second embodiment variant:
- a particle arranged filter 12 In the exhaust gas line 15 of an internal combustion engine 11, a particle arranged filter 12. Furthermore, in the exemplary embodiment in the exhaust line 15 in front of the particle filter 12, an oxidation catalyst 16 is arranged. However, the oxidation catalyst can also be omitted if necessary.
- at least one temperature sensor 13 is provided, which may be mounted before or after the particle filter 12, possibly also upstream of the oxidation catalyst 16.
- the internal combustion engine is controlled by an electronic control unit 14.
- the at least one temperature sensor 13 is also connected to the control unit 14.
- Other sensors, such as a differential pressure sensor are possible, but not essential for the inventive method.
- the electronic control unit 14 also has a model which calculates at least one mean temperature of the particle filter 12 from the signal of the at least one temperature sensor and further variables.
- a more complex model that calculates temperatures at multiple locations of the particulate filter 12 e.g., input, center, output is possible, but not essential.
- a known emission model EMP for particles supplies a value for the particle mass m_soot emitted by the engine 11.
- Another emission model EMNOX supplies a value for the mass of nitrogen oxides, m_N0x present in the exhaust gas flow upstream of the inlet of the particle filter 12.
- the variable m_soot and / or m_N0X corresponds in each case to a fixed value, in other embodiments this value is taken from a characteristic field via engine operating data, such as rotational speed n and torque M. Even more complex models in which even further engine operating data are received are possible here.
- an emission model is used which, instead of a single mass of nitrogen oxides, determines two separate masses for NO (nitrogen oxide) and NO 2 (nitrous oxide).
- a model CRT-M for the oxidation of the soot particles by NO x is provided in the control algorithms, which determines a factor f_CRT, to which extent the nitrogen oxides in the particle filter 12 oxidize the particles present in the exhaust gas. This factor depends primarily on the temperature of the particle filter 12. So place at temperatures below about 200 0 C no Oxi ⁇ dation by NO x instead.
- this model CRT-M consists of a characteristic curve above the temperature of the particle filter 12, which assumes the value zero at low temperatures and corresponds to a fixed value at high temperatures.
- This fixed value also takes into account the different (average) molecular mass of nitrogen oxides and carbon black and thus corresponds to the reciprocal value of the experimentally determinable ratio of NO x to particles (NO x -SOOt ratio) from which no more soot particles are deposited in the particle filter
- different temperatures at different locations of the particulate filter 12 and / or separation of the nitrogen oxides into NO and NO 2 can also be taken into account in this model CRT-M.
- This model CRT-M can be used equally for uncoated particle filters as well as for particle filters with catalytic coating.
- the factors f_CRT will generally be higher at the same temperature than with uncoated particle filters.
- a negative particle equivalent mass m_soot_neg is determined, which expresses the mass of soot particles present in the exhaust gas at the current temperature of the particle filter 12 can be oxidized by NO x .
- the particle mass m_soot estimated with the emission model EMP and the negative particle equivalent mass m_soot_neg are added so as to determine the effective mass m_soot_eff on particles which can settle in the particle filter 12.
- This effective particle mass m_soot_eff is now fed to a calculation model of a particle filter DPF-M.
- this model consists only of a simple integrator, which simply integrates the particles introduced into the filter 12.
- a more complex model of particulate filter 12 may also be used, e.g. a model which has several cells in the flow direction of the exhaust gas.
- FIG. 7 shows a particularly advantageous embodiment of the method according to the invention.
- the nitrogen oxides present in the exhaust gas line oxidize the soot particles currently present in the exhaust gas much better than those particles which are already deposited in the particle filter 12.
- m_soot_eff derived above, negative values can result for this variable given a very high ratio of NOx to particles in the exhaust gas stream.
- the control method can be implemented in the engine control unit. Alternatively, it is also possible to transfer the control method to an external control device, e.g. in a "vehicle management computer", which is often used in heavy Nutz ⁇ vehicles to implement.
- the inventive method is suitable for both diesel and gasoline engines.
- Fig. 8 shows the basic structure of the system.
- a particle filter 103 is arranged in the exhaust line 102 of an internal combustion engine 101.
- a not further illustrated Oxidationska- be positioned analyzer.
- Denoted CPU is the engine control unit.
- raw emissions such as NO x , HC, CO, particulate emissions or the like are calculated in the emission model 105.
- Part of the emission model 105 is a particle emission model EMP which provides values for the masses or the concentrations of the particles in the exhaust gas.
- a particle filter model PF-M is provided in order to modulate the deposition of the particles in the particle filter 103.
- the emission models 105, EMP and the particulate filter model PF-M can be modified via sensors 107, 108 in correction steps 108, 109.
- the particle filter model PF-M determines the loading state and passes on requirements for carrying out a regeneration to a regeneration control unit 110, which initiates the next regeneration process for the particle filter 103 via the engine control unit CPU.
- Reference numeral 111 designates data about the vehicle state and the driving situation supplied to the engine control unit CPU.
- a well-known particle emission model EMP provides a value for the mass m_soot or the concentration of the particles in the exhaust gas. This model EMP can do this on engine operating variables such as speed n and torque M and / or rely on data from arranged in the exhaust system sensors 106, 107. With m A , the exhaust gas flow is called.
- a particle filter model PF-M which models the deposition of the particles in the particle filter 103.
- Be ⁇ known here are models that determine the total mass of particles.
- the method according to the invention uses a model here which consists of n notional cells Z1, Z2,... Zn, where n is at least 102, advantageously about 4-8. In this case, it is particularly advantageous if these model cells Z1, Z2,... Zn are arranged in the flow direction of the exhaust gas, ie, a 1-dimensional model of the particulate filter 103 is involved.
- ANF can, as known in the literature, consist of a binary request (yes / no) or a state number which contains information about the urgency of a regeneration of the particulate filter.
- the regeneration request ANF can be linked to further information in further calculation blocks, not shown here, in order to actually trigger a regeneration of the particle filter 103.
- FIG. 10 shows the model PF-M of the particle filter 103.
- the mass of particles m_i is stored in each of the n cells Z1, Z2,... Zn with the index i, ie m_l in the first cell Z1, m_2 in the second Cell Z2 etc.
- a simple algorithm for calculating the distribution of the particles in the individual cells Z1, Z2,... Zn divides the particle mass m_i_ein arriving at the input of each of the cells Z1, Z2,... Zn of the model PF-M , in two parts m_i_par and m_i_trans.
- m_par represents the part of the particles which is transported further parallel to the flow direction 112 of the exhaust gas
- m_trans represents that part of the particles which moves transversely to the direction of the exhaust gas flow 112 and is deposited on the wall of the particle filter 103.
- m_i_ein m_i_trans + m_i_par
- the particle mass m_i_par which is transported from cell Zi parallel to the exhaust gas line, at the same time the particle mass that arrives at the entrance of the next cell Zl, Z2, ... Zn with the index i + 1.
- m_ (i + l) _ein m_i_par.
- the particle mass m_i deposited in each cell Z1, Z2,... Zn is obtained by integration of the transverse component m_i_trans over time.
- the speeds v_i_trans can be determined from the flow velocity of the exhaust gas upstream of the particle filter and the flow resistance through the wall of each cell using methods known from the literature, this flow resistance itself being dependent on the particle mass m_i already deposited in cell Zi.
- the computing block R_ANF can now set a request for the regeneration of the particle filter 103.
- the particle mass m_i deposited in each cell Zi is divided by the volume of the particle filter 103 assigned to this cell Zi so as to determine the particle loading B_i of each cell Zi. If the particle loading of a cell Zi now exceeds a threshold value B_max, a regeneration is requested.
- the threshold value B_max is dependent on the material of the particulate filter 103 and the installation situation in the exhaust line 102.
- a maximum loading between 2 g / l and 12 g / l, particularly advantageously between 8 g / l and 10 g / l advantageous.
- different particle loading threshold values B_max are taken into account for different parts of the particle filter 103. It is particularly advantageous if this threshold value in the front part of the particulate filter 103 has a lower value than in the rear part, since an excessively high loading of the particulate filter 103 in the front part can particularly quickly lead to blockage of the particulate filter 103.
- the regeneration request ANF does not consist of a binary yes / no value but of a state number which contains information about the urgency of a regeneration of the particulate filter, it is advantageous if this state number depends on the number of cells Zi of the particulate filter 103 depends whose loading B_i exceeds the threshold B_max.
- the state number depends on the number of cells whose charge B_i exceeds the first threshold value B_max_l and on the number of cells whose charge B_i likewise exceeds the second threshold value B_max_2, where the number of cells the loading of which exceeds the value B_max_2 has a greater influence on the value of the state number than the number of cells Zi whose loading merely exceeds the value B_max_l.
- NOx nitrogen oxides
- EMNO x which describes the emission of nitrogen oxides.
- m_NO x for the mass or concentration of nitrogen oxides in the exhaust stream, which can be obtained for example from a map containing speed n, torque M or similar operating variables of the internal combustion engine as an input.
- NO X -MOD a NO x -influence model
- This model determined based on the determined from the particle-Emissions ⁇ EMP model mass of particles m_soot that determined from the NO x -Emissi- onsmodell EMNO x mass of nitrogen oxides m_NO x as well as the structure of the particulate filter Tempera ⁇ T_PF a temperature dependent on the influence the nitrogen oxides reduced effective particle mass m_soot_eff, which deposits in Pumble ⁇ filter 103.
- the temperature T_PF is considered, since the oxidation of the particles by NO x depends on the temperature of the particulate filter 103. Thus, at temperatures below about 200 0 C no oxidation by NO x instead.
- the mass m_NO x of nitrogen oxides is multiplied by a factor f_Temp, which depends on the temperature of the particle filter T_PF, subtracts the result from the particle mass m_soot and the result of this subtraction to a slightly negative value
- the value of the factor f_Temp assumes the value zero at low temperatures and corresponds to a fixed value at high temperatures, which also takes into account the different (average) molecular mass of nitrogen oxides and soot ⁇ considered.
- FIG. 12 shows the particle mass distribution in the flow direction after a loading relative to the position in the particle filter.
- A is the measured mass m p of the particles
- B is the mass m p determined from the deposition model denotes the particle in the particulate filter, wherein the particulate filter 103 has been divided into four cells.
- the cumulative mass m p of the particles per cell Z 1, Z 2, Z 3, Z 4 is shown in FIG. 13 for measured masses A, B determined using the deposition model. There is a good correspondence between real and calculated results.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112005002682.5T DE112005002682B4 (de) | 2004-11-25 | 2005-10-20 | Verfahren zum Ermitteln der Partikelemissionen im Abgasstrom einer Brennkraftmaschine |
US11/667,761 US7474953B2 (en) | 2004-11-25 | 2005-10-20 | Process for determining particle emission in the exhaust fume stream from an internal combustion engine |
CN2005800402831A CN101652552B (zh) | 2004-11-25 | 2005-10-20 | 确定内燃机排气流中微粒排放的方法 |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA1986/2004 | 2004-11-25 | ||
AT0198604A AT413887B (de) | 2004-11-25 | 2004-11-25 | Verfahren zum ermitteln der partikelemissionen |
AT20722004A AT501102B1 (de) | 2004-12-09 | 2004-12-09 | Verfahren zum ermitteln des partikeleintrages in einem im abgasstrom einer brennkraftmaschine angeordneten partikelfilter |
ATA2072/2004 | 2004-12-09 | ||
ATA795/2005 | 2005-05-10 | ||
AT0079505A AT502086B1 (de) | 2005-05-10 | 2005-05-10 | Verfahren zur steuerung der regeneration einer abgasnachbehandlungseinrichtung |
Publications (2)
Publication Number | Publication Date |
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WO2006055992A2 true WO2006055992A2 (de) | 2006-06-01 |
WO2006055992A3 WO2006055992A3 (de) | 2008-12-04 |
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PCT/AT2005/000416 WO2006055992A2 (de) | 2004-11-25 | 2005-10-20 | Verfahren zum ermitteln der partikelemissionen im abgasstrom einer brennkraftmaschine |
Country Status (4)
Country | Link |
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US (1) | US7474953B2 (de) |
CN (1) | CN102787890B (de) |
DE (2) | DE112005002682B4 (de) |
WO (1) | WO2006055992A2 (de) |
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Also Published As
Publication number | Publication date |
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US20080097678A1 (en) | 2008-04-24 |
CN102787890A (zh) | 2012-11-21 |
WO2006055992A3 (de) | 2008-12-04 |
DE112005003886B3 (de) | 2019-12-24 |
DE112005002682A5 (de) | 2007-10-04 |
DE112005002682B4 (de) | 2018-05-30 |
US7474953B2 (en) | 2009-01-06 |
CN102787890B (zh) | 2015-04-15 |
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