WO2011087446A1 - Arrangement and method for improving performance of a motor vehicle - Google Patents

Arrangement and method for improving performance of a motor vehicle Download PDF

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Publication number
WO2011087446A1
WO2011087446A1 PCT/SE2011/050046 SE2011050046W WO2011087446A1 WO 2011087446 A1 WO2011087446 A1 WO 2011087446A1 SE 2011050046 W SE2011050046 W SE 2011050046W WO 2011087446 A1 WO2011087446 A1 WO 2011087446A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
engine
determining
fuel
exhaust system
Prior art date
Application number
PCT/SE2011/050046
Other languages
French (fr)
Inventor
Lars Eriksson
Christian KÜNKEL
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to CN201180006382.3A priority Critical patent/CN102741513B/en
Priority to RU2012135517/06A priority patent/RU2526615C2/en
Priority to BR112012017842A priority patent/BR112012017842A2/en
Priority to EP11733161.1A priority patent/EP2526269A4/en
Priority to IN6330DEN2012 priority patent/IN2012DN06330A/en
Publication of WO2011087446A1 publication Critical patent/WO2011087446A1/en

Links

Classifications

    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • 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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • 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
    • F01N3/025—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 using fuel burner or by adding fuel to exhaust
    • F01N3/0253—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 using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • 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
    • F01N2550/05—Systems for adding substances into exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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 present invention relates to a method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter, e.g. a diesel particle filter (DPF).
  • a particle filter e.g. a diesel particle filter (DPF).
  • the invention relates also to a computer programme product comprising programme code for a computer for implementing a method according to the invention.
  • the invention relates also to a device for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter and to a motor vehicle which is equipped with the device.
  • Laws and regulations in various countries are imposing increasingly severe requirements on manufacturers of, for example, heavy vehicles as regards reduced exhaust emissions of toxic substances, e.g. hydrocarbons, carbon monoxide, nitrogen oxides and particles.
  • One method for removing particles from exhaust gases of vehicles or industrial engines is to capture them in a diesel particle filter. This method results in gathering of soot particles in a filter instead of their being released into the environment. Preventing the filter from becoming blocked entails regular so-called regenerations in which a prevailing temperature of the filter is raised by injecting fuel (typically diesel fuel) into the exhaust system of the vehicle or industrial engine upstream of a so-called oxidation catalyst or other catalytically active components in which the fuel undergoes catalytic combustion.
  • fuel typically diesel fuel
  • the temperature of the filter can thus be raised to a level at which the particles are burnt in a controlled way.
  • DPF techniques are in many respects an attractive method for reducing the amount of emissions in the form, for example, of soot and other carbon pollutants.
  • some of the state of the art DPF techniques entail certain disadvantages.
  • the fuel may impinge upon just one point in the exhaust duct, leading to it not being vaporised at the intended location or point in time and to it possibly thereby accumulating and running inside the exhaust duct.
  • a possible consequent problem may be that the distribution in the oxidation catalyst, and hence the oxidation, of the fuel becomes inferior to what is desired, which may result in lower efficiency and possible fuel wastage by fuel passing through the exhaust system without having reacted.
  • An object of the present invention is to propose a novel and advantageous method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter.
  • Another object of the invention is to propose a novel and advantageous device and a novel and advantageous computer programme for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter.
  • a further object of the invention is to propose a method, a device and a computer programme for achieving a more robust vehicle exhaust system which results in a reduced amount of maintenance.
  • a further object of the invention is to propose a method, a device and a computer programme for achieving more cost-effective operation of a motor vehicle.
  • An aspect of the invention proposes a method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter, comprising the steps of:
  • An active measure is to control the engine in such a way that an exhaust mass flow is altered in a desired way, i.e. so that fuel accumulation in the exhaust system is countered and/or prevented.
  • An active measure is to exert any appropriate influence on an exhaust mass flow in a desired way, i.e. so that fuel accumulation in the exhaust system is countered and/or prevented.
  • the fuel is the fuel which is intended to react in an oxidation catalyst of an SCR system of the vehicle.
  • the fuel may for example be petrol or diesel fuel.
  • Said accumulated fuel is a result of fuel injection in the exhaust system with unfavourable distribution.
  • An advantage of the present invention is that, where appropriate, the active measures can be initiated particularly quickly.
  • the application of active measures may be initiated within a time of the order of 0.5 to 10 seconds.
  • the application of active measures may alternatively be initiated within a time of the order of 10 seconds to 5 minutes.
  • the step of determining the operating state may comprise determining whether the vehicle has been run statically during a certain time. Detecting unfavourable operation of the vehicle whereby injection of diesel fuel in the exhaust system is directed at a point or a relatively small defined region makes it possible for active measures to be applied to counter accumulation of diesel fuel.
  • the invention utilises the fact that fuel accumulation in the exhaust system and the vehicle's operating state are correlated, in order to define limit values for determining static or unfavourable operation of the vehicle.
  • the step of determining the operating state comprises evaluating, for example, the standard deviation and/or the variance for the engine's speed during a certain time and/or evaluating, for example, the standard deviation and/or the variance for the vehicle's load during a certain time. Evaluating the standard deviation for, for example, a speed of the engine makes it possible to predict when a vehicle is at operating points at which it is disadvantageous to inject fuel into an exhaust system. If the evaluation produces an indication that there is an undesirable operating state, active measures may be applied and used to alter an exhaust flow of the vehicle and/or to alter a prevailing temperature in the exhaust system in order to revert to a more favourable operating point of the vehicle. Alternatively, the fuel dosing may be modified.
  • the evaluation of, for example, the standard deviation and/or the variance for the vehicle's load during a certain time may be done in any desired way to determine whether there is a predetermined operating state.
  • the predetermined operating state is an operating state in which there is increased risk of fuel accumulation in the exhaust system.
  • the innovative method makes it possible to improve an efficiency for a regeneration of the particle filter by detecting and determining a predetermined operating state which represents a situation comprising an operating point which is less advantageous from the fuel oxidation perspective by evaluating, for example, the standard deviation for the vehicle's load and/or engine speed.
  • a predetermined operating state may be an operating state in which the standard deviation and/or the variance for the vehicle's load and/or engine speed are within a predetermined range.
  • Another predetermined operating state may be an operating state in which the standard deviation and/or the variance for the vehicle's load and/or engine speed exceed predetermined limit values too much.
  • Said range and predetermined limit values may be any desired suitable range and predetermined limit values.
  • a predetermined operating state is an unfavourable operating state.
  • Unfavourable operating state means an operating state in which there is increased risk of fuel accumulation in the exhaust system. This operating state need not necessarily be a stationary operating state, although the description with reference to the attached drawings pertains to that particular example.
  • the step of determining the operating state may comprise determining whether the standard deviation and/or the variance for the engine's speed are below a predetermined value during a certain time.
  • the standard deviation and the variance are reliable measurements which involve no great burden upon the vehicle's calculation units.
  • the engine's speed is a parameter which is currently already detected for various purposes, so an extra use of existing information can be achieved according to an aspect of the invention. Analysing engine speed variations over time makes it possible to determine reliably any static operation, or other unfavourable operating state, of the vehicle.
  • the step of determining the operating state may comprise determining whether the standard deviation and/or the variance for the vehicle's load are below a predetermined value during a certain time.
  • the vehicle's load is a parameter which is currently already calculated for various purposes, so an extra use of existing information can be achieved according to an aspect of the invention.
  • the vehicle's load may for example be expressed as a prevailing torque of an output shaft of its engine. Analysing vehicle load variations over time makes it possible to determine reliably any static operation, or other unfavourable operating state, of the vehicle.
  • the step of determining the operating state may comprise determining whether the standard deviation and/or the variance for the vehicle's load and the speed of its engine are below a predetermined value during a certain time. Taking these variables into account makes it possible to achieve a more reliable method for improving the performance of a motor vehicle.
  • the method may further comprise the following steps before said measures are applied:
  • a choice of active measures may be made on the basis of, for example, a prevailing temperature of the particle filter, a prevailing gas mass flow downstream of the engine and/or a diesel fuel dosing history.
  • a choice of active measures may be made on the basis of, for example, a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter.
  • the step of applying a measure may comprise regulation of fuel supply to the exhaust system. Reducing the amount of fuel supplied may achieve improved conditions for vaporisation of fuel which is already present in the exhaust system and for vaporisation of the reduced amount of fuel which is to be supplied to the exhaust system.
  • the step of applying a measure may comprise varying the temperature of the exhaust gases downstream of the engine. This has the effect of effectively reducing the risk of fuel accumulation in the exhaust system.
  • the step of adopting a measure may comprise temporarily raising the temperature of the exhaust gases downstream of the engine.
  • the temperature of the exhaust gases may be varied by controlling the engine in a predetermined way. This is an effective measure for relatively quickly raising the temperature of the exhaust gases.
  • the method is easy to implement in existing motor vehicles.
  • Software for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter according to the invention may be installed in a control unit of the vehicle during the manufacture of the vehicle. A purchaser of the vehicle may thus have the possibility of choosing the method's function as an option.
  • software comprising programme code for applying the innovative method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter may be installed in a control unit of the vehicle on the occasion of updating at a service station, in which case the software may be loaded into a memory in the control unit.
  • Implementing the innovative method is therefore cost-effective, particularly as no further sensors need be installed in the vehicle. Relevant hardware is currently already present in the vehicle. The invention therefore represents a cost-effective solution to the problems indicated above.
  • Software which comprises programme code for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter is easy to upgrade or replace. Different parts of the software containing programme code for improving the performance of a motor vehicle may also be replaced independently of one another. This modular configuration is advantageous from a maintenance perspective.
  • An aspect of the present invention proposes a device according to claim 10.
  • An aspect of the invention proposes a device for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter.
  • the device comprises means for determining whether a predetermined operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and means for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
  • the device may further comprise means for determining whether the vehicle has been run statically during a certain time.
  • the device may comprise means for evaluating the standard deviation and/or the variance for the engine's speed during a certain time and/or evaluating the standard deviation and/or the variance for the vehicle's load during a certain time.
  • the device may further comprise means for determining whether the standard deviation and/or the variance for the engine's speed are below a predetermined value during a certain time.
  • the device may further comprise means for determining whether the standard deviation and/or the variance for the vehicle's load are below a predetermined value during a certain time.
  • the device may comprise means for determining whether the standard deviation and/or the variance for the vehicle's load and the speed of its engine are below a predetermined value during a certain time. Taking these variables into account makes it possible to achieve a more reliable device for improving the performance of a motor vehicle.
  • the device may further comprise means for determining a prevailing temperature at any desired one or more chosen points between a position for fuel injection and a position for the particle filter and/or means for determining a prevailing gas mass flow downstream of the engine and/or means for determining a value which represents an amount of fuel supplied to the exhaust system during a certain time.
  • the device may further comprise means for regulation of fuel supply to the exhaust system.
  • the device may further comprise means for varying the temperature of the exhaust gases downstream of the engine.
  • said means are adapted to temporarily raising the temperature of the exhaust gases downstream of the engine.
  • the means for varying the temperature of the exhaust gases downstream of the engine may be adapted to controlling the engine in a predetermined way.
  • the above objects are also achieved with a motor vehicle which comprises the features of the device for improving the performance of a motor vehicle.
  • the vehicle may be a truck, bus or passenger car.
  • An aspect of the invention proposes a device for improving the performance of a marine engine which has an exhaust system with a particle filter.
  • the device comprises means for determining whether a predetermined operating state of said marine engine is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and means for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
  • An aspect of the invention proposes a device for improving the performance of an industrial engine which has an exhaust system with a particle filter.
  • the device comprises means for determining whether a predetermined operating state of said industrial engine is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and means for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
  • an aspect of the invention proposes a computer programme for improving the performance of a motor vehicle, which computer programme comprises programme code stored on a computer-readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform steps according to any one of claims 1-9.
  • An aspect of the invention proposes a computer programme product comprising a programme code stored on a computer-readable medium for effecting method steps according to any one of claims 1-9 when said computer programme is run on an electronic control unit or another computer connected to the electronic control unit.
  • Figure 1 illustrates schematically a vehicle according to an embodiment of the invention
  • Figure 2 illustrates schematically a subsystem for the vehicle depicted in Figure 1 , according to an embodiment of the invention
  • Figure 3a is a schematic graph of how a speed of an engine of the vehicle and its standard deviation depend on time, according to an example
  • Figure 3b is a schematic graph of how a load of the vehicle and its standard deviation depend on time, according to an example
  • Figure 4a is a schematic flowchart of a method according to an embodiment of the invention.
  • Figure 4b is a more detailed schematic flowchart of a method according to an embodiment of the invention.
  • Figure 5 illustrates schematically a computer according to an embodiment of the invention. DETAILED DESCRIPTION OF THE DRAWINGS
  • Figure 1 depicts a side view of a vehicle 100.
  • the exemplified vehicle 100 comprises a tractor unit 110 and a trailer 112.
  • the vehicle may be a heavy vehicle, e.g. a truck or a bus.
  • the vehicle may alternatively be a passenger car.
  • link refers herein to a communication link which may be a physical line such as an opto-electronic communication line, or a non-physical line such as a wireless connection, e.g. a radio link or microwave link.
  • the term "static operation" of the vehicle 100 refers herein to a state in which the vehicle is run in such a way that supplying fuel to the exhaust system may entail increased risk of accumulation of unvaporised fuel. Fuel accumulation may occur when the vehicle is run at extremely static injection points, which usually occurs when it is run statically.
  • the term "static operation” of the vehicle refers here to a state in which the vehicle is run in such a way that static conditions, e.g. current exhaust gas mass flow or current gas velocity, prevail such that there may be risk of accumulation of unvaporised fuel.
  • Static operation of the vehicle may involve engine speed variations being small over time.
  • Static operation of the vehicle may involve the vehicle's load variations being small over time.
  • load refers herein to a torque of an engine output shaft in the power train.
  • load may alternatively refer to a torque of an engine output shaft in the power train relative to a maximum available torque. Specialists will appreciate that various different definitions of the term “load” may be used within the scope of the present invention.
  • Figure 2 depicts schematically a subsystem 299 of the vehicle 100.
  • the subsystem 299 is situated in the tractor unit 110.
  • the subsystem 299 comprises an engine 230 adapted to powering the vehicle 100.
  • the engine 230 is a combustion engine.
  • the engine 230 may be a diesel engine with any desired number of cylinders, e.g. 4, 5 or 6 cylinders.
  • the exhaust gases generated by the engine 230 during operation of the vehicle 100 are arranged to be led in a first pipe 235 to a particle filter 261 which in this example of an embodiment is a so-called DPF.
  • the filter 261 may have a catalytic coating.
  • the filter 261 is connected to a second pipe 265 which is provided to lead the exhaust gases from the vehicle 100 to the vehicle's surroundings.
  • Specialists will appreciate that the subsystem 299 may comprise further components, e.g. an SCR catalyst or some other catalyst to reduce emissions from the vehicle 100. These other components have been omitted to make the invention clearer.
  • a first sensor 245 is situated upstream of the filter 261 on the first pipe 235.
  • the first sensor 245 is adapted to measuring a gas mass flow in the first pipe 235.
  • the first sensor 245 is adapted to continuously detecting values which represent gas mass flows in the first pipe 235.
  • the first sensor 245 is adapted to detecting gas mass flows in real time in the first pipe 235.
  • the first sensor 245 is arranged for communication with an emission control unit 220 via a link 246.
  • the first sensor 245 is adapted to continuously sending to the emission control unit 220 signals which contain information about a gas mass flow in the first pipe 235.
  • the emission control unit 220 is adapted to receiving the signals sent from the first sensor 245.
  • a second sensor 275 is situated adjacent to the filter 261.
  • the second sensor 275 is adapted to measuring a prevailing temperature of the filter 261.
  • the second sensor 275 is adapted to continuously detecting a prevailing temperature of the filter 261.
  • the second sensor 275 is adapted to detecting in real time a prevailing temperature of the filter 261.
  • the second sensor 275 is adapted to determining a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter 261.
  • the second sensor 275 is arranged for communication with the emission control unit 220 via a link 276.
  • the second sensor 275 is adapted to continuously sending to the emission control unit 220 signals which contain information about a prevailing temperature of the filter 261.
  • the second sensor 275 is alternatively adapted to continuously sending to the emission control unit 220 signals which contain information about a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter 261.
  • the emission control unit 220 is adapted to receiving the signals sent from the second sensor 275.
  • the emission control unit 220 is arranged for communication with a fuel injector 255 via a link 256.
  • the fuel injector 255 is situated on the first pipe 235.
  • the emission control unit 220 is adapted to controlling the fuel injector 255 by control signals sent via the link 256.
  • the fuel injector 255 is adapted to injecting fuel into the first pipe 235 on the basis of the control signals received.
  • the fuel injector 255 is adapted to injecting diesel fuel into the first pipe 235.
  • a container e.g. a fuel tank (not depicted), is provided to contain said diesel fuel.
  • the container is flow-connected to the injector 255 via a passage which is arranged to lead said diesel fuel to the injector 255 for its injection into the first pipe 235.
  • first sensor 245, the second sensor 275 and the fuel injector 255 may be of appropriate kinds and that they may accordingly be configured appropriately in the subsystem 299.
  • an engine control unit 200 is arranged for communication with the emission control unit 220 via a link 226.
  • the engine control unit 200 is also referred to as a first control unit 200.
  • the first control unit 200 is adapted to controlling the emission control unit 220 by continuously sending control signals to it.
  • the first control unit 200 has an emission model stored in a memory in it.
  • the first control unit 200 can use the stored emission model to estimate a prevailing gas mass flow in the first pipe 235.
  • the first control unit 200 can also use the stored emission model to estimate a prevailing temperature in the filter 261.
  • the first control unit 200 is adapted to estimating a prevailing gas mass flow in the first pipe 235 which should occur in a given operating situation of the vehicle 100.
  • the first control unit 200 is adapted to estimating a prevailing temperature of the filter 261 which should occur in a given operating situation of the vehicle 100.
  • the first control unit 200 is adapted to calculating in a conventional way a prevailing load of the vehicle, e.g. a prevailing torque of an output shaft of the engine 230.
  • the first control unit 200 may take the form of a master and the emission control unit may take the form of a slave.
  • the first control unit 200 is adapted to controlling fuel injection to the first pipe 235 according to stored operating routines.
  • the first control unit 200 is adapted to regulating the temperature of the exhaust gases downstream of the engine, by, for example, altering the injection angle for at least one cylinder of the engine.
  • the first control unit 200 is adapted to controlling the engine 230 in a predetermined way in order to regulate the temperature of the exhaust gases downstream of the engine 230.
  • the first control unit 200 is adapted to controlling regeneration of the particle filter 261 of the exhaust system when necessary.
  • a second control unit 210 is arranged for communication with the first control unit 200 via a link 216.
  • the second control unit 210 may be detachably connected to the first control unit 200.
  • the second control unit 210 may be a control unit external to the vehicle 100.
  • the second control unit 210 may be adapted to effecting the innovative method steps according to the invention.
  • the second control unit 210 may be used to cross-load software to the first control unit 200, particularly software for effecting the innovative method.
  • the second control unit 210 may alternatively be arranged for communication with the first control unit 200 via an internal network in the vehicle.
  • the second control unit 210 may be adapted to performing substantially similar functions to the first control unit 200, e.g. to determining whether a predetermined operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and to applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
  • the first sensor 245, the second sensor 275 and the injector 255 are signal-connected to the emission control unit 220. It should be noted that other configurations are feasible, e.g. the first sensor 245, the second sensor 275 and the injector 255 might be signal-connected to the first control unit 200 and/or the second control unit 210. Specialists will appreciate that various variants are feasible. Parts of the innovative method may by means of stored software be executed in the first control unit 200, the second control unit 210 and the emission control unit 220 or in a combination of them. It should be noted that the first control unit 200, the second control unit 210 and the emission control unit 220 may be physically separated or be partly or fully integrated.
  • Figure 3a is a schematic graph of how a speed rpm of an engine of the vehicle and its standard deviation sa depend on time, according to an example.
  • the engine's speed rpm is represented by graph a which in this example shows the vehicle 100 being run non-statically up to a time T1 a after which it is run statically. Running the vehicle 100 in this static way increases the risk of fuel accumulation in the vehicle's exhaust system.
  • the standard deviation sa of the engine speed rpm is also illustrated in Figure 3a.
  • the standard deviation sa decreases towards a minimum (0) when the vehicle is run at a substantially constant engine speed, as after time T1 a.
  • the standard deviation sa of the engine speed rpm is below a predetermined level L1a during a certain time ⁇ , it may be determined that an operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system. In other words, it is thus determined that the vehicle has been run in a static way during a certain critical time, resulting in increased risk of fuel accumulation in the exhaust system.
  • the time ATa is any desired predetermined time.
  • Figure 3b is a schematic graph of how a load Tq of the vehicle and its standard deviation sb depend on time, according to an example. In this example, the load Tq is the torque of an output shaft of the engine.
  • the load Tq is represented by graph b which in this example shows the vehicle 100 being run non-statically up to a time T1 b after which it is run statically. Running the vehicle 100 in this static way increases the risk of fuel accumulation in the vehicle's exhaust system.
  • the standard deviation sb of the load Tq is also illustrated in Figure 3b.
  • the standard deviation sb decreases towards a minimum (0) when the vehicle is run at a substantially constant load, as after time T1 b.
  • the standard deviation sb of the load Tq is below a predetermined level Lib during a certain time ATb , it may be determined that an operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system. In other words, it is thus determined that the vehicle has been run in a static way during a certain critical time such that there is increased risk of fuel accumulation in the exhaust system.
  • the time ATb is any desired predetermined time.
  • parameters other than engine speed and load may be used to determine whether there is a static operating state of the vehicle.
  • the exhaust gas mass flow parameter may be used to determine whether there is a static operating state of the vehicle.
  • static operating state refers in this case to a situation where the vehicle is run in such a way that static conditions with regard to exhaust gas mass flows prevail, resulting in possible risk of accumulation of unvaporised fuel.
  • Another parameter which may be used for determining whether there is a static operating state of the vehicle is the prevailing gas velocity where there may be risk of accumulation of unvaporised fuel. Combinations of the above parameters may also be used.
  • FIG. 4a is a schematic flowchart of a method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter, according to an embodiment of the invention.
  • the method comprises a first step s401 of:
  • Figure 4b is a more detailed schematic flowchart of a method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter, according to an embodiment of the invention.
  • the method comprises a first step s410 of determining any desired number of parameter values.
  • a number of values are detected for prevailing speed rpm of the engine 230 of the vehicle 100.
  • a number of values for prevailing load Tq of the vehicle may be calculated in a conventional way.
  • Step s410 is followed by a step s420.
  • Method step s420 comprises processing the parameter values determined.
  • the standard deviation sa is calculated for the detected values for prevailing speed rpm of the engine 230.
  • the standard deviation sb is calculated for the calculated values for prevailing load Tq of the vehicle. Step 420 is followed by a step s430.
  • Method step s430 comprises determining whether the calculated standard deviation sa is below a predetermined threshold value L1a with respect to a predetermined time Ma .
  • step s430 comprises determining whether the calculated standard deviation sb is below a predetermined threshold value Lib with respect to a predetermined time Mb . It should be noted that the step of determining whether the standard deviation sa is below a predetermined threshold value L1a with respect to the predetermined time ATa and the step of determining whether the calculated standard deviation sb is below the predetermined threshold value Li b with respect to the predetermined time ATb are merely an example.
  • Step s430 may alternatively comprise determining whether the standard deviation sa is above a predetermined threshold value with respect to a predetermined time and/or the step of determining whether the calculated standard deviation sb is above a predetermined threshold with respect to a predetermined time.
  • Step s430 may alternatively comprise the more general step of determining the operating state by evaluating whether at least one parameter fulfils a condition. This may comprise evaluating the standard deviation and/or the variance for the engine's speed during a certain time and/or evaluating the standard deviation and/or the variance for the vehicle's load during a certain time.
  • Said condition may take the form of a case where the standard deviation sa is below the predetermined threshold value L1a with respect to the predetermined time ATa and/or where the calculated standard deviation sb is below the predetermined threshold value Li b with respect to the predetermined time ATb .
  • Said condition may take the form of a case where the standard deviation sa is above a predetermined threshold value with respect to a predetermined time and/or the calculated standard deviation sb is above the predetermined threshold value with respect to a predetermined time. If said condition is fulfilled, a subsequent step s440 is performed. If said condition is not fulfilled, step s410 is performed again.
  • Method step s440 comprises determining that there is a predetermined operating state. This operating state pertains to a situation where there is increased risk of fuel accumulation in the exhaust system. Step s440 is followed by a step s450.
  • Method step s450 comprises checking whether it is appropriate to apply measures to counter said fuel accumulation. This may comprise determining a prevailing temperature of the particle filter 261 and comparing that temperature with a reference temperature in order to decide whether it is appropriate to apply said measures. This may comprise determining a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter 261 and comparing that temperature with a reference temperature in order to decide whether it is appropriate to apply said measures. Alternatively, it may comprise determining a prevailing gas mass flow downstream of the engine 230 and comparing that value with a reference mass flow in order to decide whether it is appropriate to apply said measures. Alternatively, it may comprise determining a value which represents an amount of fuel which has been supplied to the exhaust system during a certain time in order to decide whether it is appropriate to apply said measures. Step s450 is followed by a step s460.
  • Method step s460 comprises, if appropriate on the basis of a result of a previous step, applying active measures to counter said fuel accumulation.
  • the method ends after step s460.
  • Figure 5 is a diagram of a version of a device 500.
  • the control units 200 and 210 described with reference to Figure 2 may in a version comprise the device 500.
  • the device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550.
  • the non-volatile memory 520 has a first memory element 530 in which a computer programme, e.g. an operating system, is stored for controlling the function of the device 500.
  • the device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted).
  • the non-volatile memory 520 has also a second memory element 540.
  • a computer programme P is proposed which comprises routines for improving the performance of a motor vehicle 100 which has an engine 230 and an exhaust system with a particle filter 261 , according to the innovative method.
  • the programme P comprises routines for determining whether a predetermined operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system.
  • the programme P comprises routines for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation, in accordance with the innovative method.
  • the programme P may be stored in an executable form or in compressed form in a memory 560 and/or in a read/write memory 550.
  • the data processing unit 510 performs a certain function, it means that the data processing unit 510 effects a certain part of the programme which is stored in the memory 560 or a certain part of the programme which is stored in the read/write memory 550.
  • the data processing unit 510 can communicate with a data port 599 via a data bus 515.
  • the non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512.
  • the separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511.
  • the read/write memory 550 is adapted to communicating with the data processing unit 510 via a data bus 514.
  • the data port 599 may have, for example, the links 206, 216, 226, 246, 256 and 276 connected to it (see Figure 2).
  • signals received on the data port 599 contain information about a prevailing speed of the engine 230 of the vehicle 100.
  • signals received on the data port 599 contain information about a prevailing load of the vehicle.
  • the signals received on the data port 599 may be used by the device 500 to determine whether the vehicle 100 is being run in a way which entails increased risk of fuel accumulation in the exhaust system. If such is the case, the device 500 is adapted to applying active measures to counter fuel accumulation in the exhaust system. Parts of the methods herein described may be effected by the device 500 by means of the data processing unit 510 which runs the programme stored in the memory 560 or the read/write memory 550. When the device 500 runs the programme, methods herein described are executed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

The invention relates to a method for improving the performance of a motor vehicle (100; 110) which has an engine (230) and an exhaust system with a particle filter (261). The method comprises the step of determining (s440) whether a predetermined operating state of said vehicle (100; 110) is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system. The method also comprises the step of applying (s460), if said operating state is fulfilled, at least one measure to counter said fuel accumulation. The invention relates also to a computer programme product comprising programme code (P) for a computer (200; 210) for implementing a method according to the invention. The invention relates also to a device for improving the performance of a motor vehicle (100; 110) which has an engine (230) and an exhaust system with a particle filter (261) and to a motor vehicle which is equipped with the device.

Description

Device and method for improving the performance of a motor vehicle
TECHNICAL FIELD
The present invention relates to a method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter, e.g. a diesel particle filter (DPF). The invention relates also to a computer programme product comprising programme code for a computer for implementing a method according to the invention. The invention relates also to a device for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter and to a motor vehicle which is equipped with the device. BACKGROUND
Laws and regulations in various countries are imposing increasingly severe requirements on manufacturers of, for example, heavy vehicles as regards reduced exhaust emissions of toxic substances, e.g. hydrocarbons, carbon monoxide, nitrogen oxides and particles. One method for removing particles from exhaust gases of vehicles or industrial engines is to capture them in a diesel particle filter. This method results in gathering of soot particles in a filter instead of their being released into the environment. Preventing the filter from becoming blocked entails regular so-called regenerations in which a prevailing temperature of the filter is raised by injecting fuel (typically diesel fuel) into the exhaust system of the vehicle or industrial engine upstream of a so-called oxidation catalyst or other catalytically active components in which the fuel undergoes catalytic combustion. The temperature of the filter can thus be raised to a level at which the particles are burnt in a controlled way. DPF techniques are in many respects an attractive method for reducing the amount of emissions in the form, for example, of soot and other carbon pollutants. However, some of the state of the art DPF techniques entail certain disadvantages.
If fuel injection into an exhaust flow takes place at unfavourable operating points, the fuel may impinge upon just one point in the exhaust duct, leading to it not being vaporised at the intended location or point in time and to it possibly thereby accumulating and running inside the exhaust duct.
A possible consequent problem may be that the distribution in the oxidation catalyst, and hence the oxidation, of the fuel becomes inferior to what is desired, which may result in lower efficiency and possible fuel wastage by fuel passing through the exhaust system without having reacted.
Another possible consequent problem is that the unvaporised fuel may escape through untight pipes and connections of the exhaust system, which may likewise result in lower efficiency. It may also entail obvious and undesirable white smoke from the vehicle or industrial engine.
In other words, running in certain operating conditions has shown that added fuel is not vaporised and does not react at the desired rate and that said added fuel therefore accumulates in the exhaust system. This accumulation of fuel is undesirable and results in a number of disadvantages. One disadvantage of poorly distributed fuel in the exhaust system is that the post- treatment system may become damaged or suffer impaired performance, e.g. if too much liquid fuel reaches a catalyst or a diesel particle filter situated downstream. Damage to the vehicle's post-treatment system is expensive for the driver or owner in compelling an unscheduled visit to a workshop for repair of the vehicle. The repair itself also entails certain costs and potentially large resource consumption. There is therefore a need to deal with the problems associated with certain DPF techniques.
SUMMARY OF THE INVENTION
An object of the present invention is to propose a novel and advantageous method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter. Another object of the invention is to propose a novel and advantageous device and a novel and advantageous computer programme for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter. A further object of the invention is to propose a method, a device and a computer programme for achieving a more robust vehicle exhaust system which results in a reduced amount of maintenance.
A further object of the invention is to propose a method, a device and a computer programme for achieving more cost-effective operation of a motor vehicle.
These objects are achieved with a method according to claim 1. An aspect of the invention proposes a method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter, comprising the steps of:
- determining whether a predetermined operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of accumulation of fuel in the exhaust system; and - if said operating state is fulfilled, applying at least one measure to counter said accumulation of fuel.
Predicting that an accumulation of fuel in the vehicle's exhaust system is about to occur, and thereafter applying active measures to counter and/or prevent this, achieves improved performance of the vehicle. This avoids a driver of the vehicle having to make an unscheduled visit to a workshop for an expensive repair. An active measure is to control the engine in such a way that an exhaust mass flow is altered in a desired way, i.e. so that fuel accumulation in the exhaust system is countered and/or prevented.
An active measure is to exert any appropriate influence on an exhaust mass flow in a desired way, i.e. so that fuel accumulation in the exhaust system is countered and/or prevented.
The fuel is the fuel which is intended to react in an oxidation catalyst of an SCR system of the vehicle. The fuel may for example be petrol or diesel fuel.
Said accumulated fuel is a result of fuel injection in the exhaust system with unfavourable distribution.
An advantage of the present invention is that, where appropriate, the active measures can be initiated particularly quickly. The application of active measures may be initiated within a time of the order of 0.5 to 10 seconds. The application of active measures may alternatively be initiated within a time of the order of 10 seconds to 5 minutes. The step of determining the operating state may comprise determining whether the vehicle has been run statically during a certain time. Detecting unfavourable operation of the vehicle whereby injection of diesel fuel in the exhaust system is directed at a point or a relatively small defined region makes it possible for active measures to be applied to counter accumulation of diesel fuel. The invention utilises the fact that fuel accumulation in the exhaust system and the vehicle's operating state are correlated, in order to define limit values for determining static or unfavourable operation of the vehicle.
The step of determining the operating state comprises evaluating, for example, the standard deviation and/or the variance for the engine's speed during a certain time and/or evaluating, for example, the standard deviation and/or the variance for the vehicle's load during a certain time. Evaluating the standard deviation for, for example, a speed of the engine makes it possible to predict when a vehicle is at operating points at which it is disadvantageous to inject fuel into an exhaust system. If the evaluation produces an indication that there is an undesirable operating state, active measures may be applied and used to alter an exhaust flow of the vehicle and/or to alter a prevailing temperature in the exhaust system in order to revert to a more favourable operating point of the vehicle. Alternatively, the fuel dosing may be modified. It should be noted that the evaluation of, for example, the standard deviation and/or the variance for the vehicle's load during a certain time may be done in any desired way to determine whether there is a predetermined operating state. The predetermined operating state is an operating state in which there is increased risk of fuel accumulation in the exhaust system.
The innovative method makes it possible to improve an efficiency for a regeneration of the particle filter by detecting and determining a predetermined operating state which represents a situation comprising an operating point which is less advantageous from the fuel oxidation perspective by evaluating, for example, the standard deviation for the vehicle's load and/or engine speed. Such an operating state may be a static operating state. A predetermined operating state may be an operating state in which the standard deviation and/or the variance for the vehicle's load and/or engine speed are within a predetermined range. Another predetermined operating state may be an operating state in which the standard deviation and/or the variance for the vehicle's load and/or engine speed exceed predetermined limit values too much. Said range and predetermined limit values may be any desired suitable range and predetermined limit values.
A predetermined operating state is an unfavourable operating state. Unfavourable operating state means an operating state in which there is increased risk of fuel accumulation in the exhaust system. This operating state need not necessarily be a stationary operating state, although the description with reference to the attached drawings pertains to that particular example.
The step of determining the operating state may comprise determining whether the standard deviation and/or the variance for the engine's speed are below a predetermined value during a certain time. The standard deviation and the variance are reliable measurements which involve no great burden upon the vehicle's calculation units. The engine's speed is a parameter which is currently already detected for various purposes, so an extra use of existing information can be achieved according to an aspect of the invention. Analysing engine speed variations over time makes it possible to determine reliably any static operation, or other unfavourable operating state, of the vehicle.
The step of determining the operating state may comprise determining whether the standard deviation and/or the variance for the vehicle's load are below a predetermined value during a certain time. The vehicle's load is a parameter which is currently already calculated for various purposes, so an extra use of existing information can be achieved according to an aspect of the invention. The vehicle's load may for example be expressed as a prevailing torque of an output shaft of its engine. Analysing vehicle load variations over time makes it possible to determine reliably any static operation, or other unfavourable operating state, of the vehicle.
According to a preferred embodiment, the step of determining the operating state may comprise determining whether the standard deviation and/or the variance for the vehicle's load and the speed of its engine are below a predetermined value during a certain time. Taking these variables into account makes it possible to achieve a more reliable method for improving the performance of a motor vehicle. The method may further comprise the following steps before said measures are applied:
- determining a prevailing temperature at any desired one or more chosen points between a position for fuel injection and a position for the particle filter and/or
- determining a prevailing gas mass flow downstream of the engine and/or
- determining a value which represents an amount of fuel supplied to the exhaust system during a certain time.
Taking more parameters than, for example, engine speed and vehicle load into account before active measures are applied to prevent fuel accumulation in the exhaust system makes it possible to achieve a safer and more robust method for improving the vehicle's performance.
A choice of active measures may be made on the basis of, for example, a prevailing temperature of the particle filter, a prevailing gas mass flow downstream of the engine and/or a diesel fuel dosing history. A choice of active measures may be made on the basis of, for example, a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter.
The step of applying a measure may comprise regulation of fuel supply to the exhaust system. Reducing the amount of fuel supplied may achieve improved conditions for vaporisation of fuel which is already present in the exhaust system and for vaporisation of the reduced amount of fuel which is to be supplied to the exhaust system.
The step of applying a measure may comprise varying the temperature of the exhaust gases downstream of the engine. This has the effect of effectively reducing the risk of fuel accumulation in the exhaust system. In particular, the step of adopting a measure may comprise temporarily raising the temperature of the exhaust gases downstream of the engine.
The temperature of the exhaust gases may be varied by controlling the engine in a predetermined way. This is an effective measure for relatively quickly raising the temperature of the exhaust gases.
The method is easy to implement in existing motor vehicles. Software for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter according to the invention may be installed in a control unit of the vehicle during the manufacture of the vehicle. A purchaser of the vehicle may thus have the possibility of choosing the method's function as an option. Alternatively, software comprising programme code for applying the innovative method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter may be installed in a control unit of the vehicle on the occasion of updating at a service station, in which case the software may be loaded into a memory in the control unit. Implementing the innovative method is therefore cost-effective, particularly as no further sensors need be installed in the vehicle. Relevant hardware is currently already present in the vehicle. The invention therefore represents a cost-effective solution to the problems indicated above.
Software which comprises programme code for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter is easy to upgrade or replace. Different parts of the software containing programme code for improving the performance of a motor vehicle may also be replaced independently of one another. This modular configuration is advantageous from a maintenance perspective.
An aspect of the present invention proposes a device according to claim 10.
An aspect of the invention proposes a device for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter. The device comprises means for determining whether a predetermined operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and means for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
The device may further comprise means for determining whether the vehicle has been run statically during a certain time.
The device may comprise means for evaluating the standard deviation and/or the variance for the engine's speed during a certain time and/or evaluating the standard deviation and/or the variance for the vehicle's load during a certain time. The device may further comprise means for determining whether the standard deviation and/or the variance for the engine's speed are below a predetermined value during a certain time. The device may further comprise means for determining whether the standard deviation and/or the variance for the vehicle's load are below a predetermined value during a certain time.
According to a preferred embodiment, the device may comprise means for determining whether the standard deviation and/or the variance for the vehicle's load and the speed of its engine are below a predetermined value during a certain time. Taking these variables into account makes it possible to achieve a more reliable device for improving the performance of a motor vehicle.
The device may further comprise means for determining a prevailing temperature at any desired one or more chosen points between a position for fuel injection and a position for the particle filter and/or means for determining a prevailing gas mass flow downstream of the engine and/or means for determining a value which represents an amount of fuel supplied to the exhaust system during a certain time.
The device may further comprise means for regulation of fuel supply to the exhaust system.
The device may further comprise means for varying the temperature of the exhaust gases downstream of the engine. In particular, said means are adapted to temporarily raising the temperature of the exhaust gases downstream of the engine. The means for varying the temperature of the exhaust gases downstream of the engine may be adapted to controlling the engine in a predetermined way.
The above objects are also achieved with a motor vehicle which comprises the features of the device for improving the performance of a motor vehicle. The vehicle may be a truck, bus or passenger car.
An aspect of the invention proposes a device for improving the performance of a marine engine which has an exhaust system with a particle filter. The device comprises means for determining whether a predetermined operating state of said marine engine is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and means for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
An aspect of the invention proposes a device for improving the performance of an industrial engine which has an exhaust system with a particle filter. The device comprises means for determining whether a predetermined operating state of said industrial engine is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and means for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
It should be noted that the innovative method herein described for improving the performance of a motor vehicle may also be used for similarly improving the performance of other systems or products, e.g. a marine engine or an industrial engine. The industrial engine may be used to drive a generator. The marine engine may be situated on a watercraft, e.g. a road ferry. An aspect of the invention proposes a computer programme for improving the performance of a motor vehicle, which computer programme comprises programme code stored on a computer-readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform steps according to any one of claims 1-9. An aspect of the invention proposes a computer programme product comprising a programme code stored on a computer-readable medium for effecting method steps according to any one of claims 1-9 when said computer programme is run on an electronic control unit or another computer connected to the electronic control unit.
Further objects, advantages and novel features of the present invention will become apparent to one skilled in the art from the following details, and also by applying the invention. Although the invention is described below, it should be noted that it is not confined to the specific details described. One skilled in the art who has access to the teachings herein will recognise further applications, modifications and incorporations within other fields, which are within the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
Fuller understanding of the present invention and further objects and advantages of it may be gathered from the following detailed description read in conjunction with the accompanying drawings, in which the same reference notations pertain to similar items in the various diagrams, and in which:
Figure 1 illustrates schematically a vehicle according to an embodiment of the invention;
Figure 2 illustrates schematically a subsystem for the vehicle depicted in Figure 1 , according to an embodiment of the invention;
Figure 3a is a schematic graph of how a speed of an engine of the vehicle and its standard deviation depend on time, according to an example; Figure 3b is a schematic graph of how a load of the vehicle and its standard deviation depend on time, according to an example;
Figure 4a is a schematic flowchart of a method according to an embodiment of the invention;
Figure 4b is a more detailed schematic flowchart of a method according to an embodiment of the invention; and
Figure 5 illustrates schematically a computer according to an embodiment of the invention. DETAILED DESCRIPTION OF THE DRAWINGS
Figure 1 depicts a side view of a vehicle 100. The exemplified vehicle 100 comprises a tractor unit 110 and a trailer 112. The vehicle may be a heavy vehicle, e.g. a truck or a bus. The vehicle may alternatively be a passenger car.
The term "link" refers herein to a communication link which may be a physical line such as an opto-electronic communication line, or a non-physical line such as a wireless connection, e.g. a radio link or microwave link.
The term "static operation" of the vehicle 100 refers herein to a state in which the vehicle is run in such a way that supplying fuel to the exhaust system may entail increased risk of accumulation of unvaporised fuel. Fuel accumulation may occur when the vehicle is run at extremely static injection points, which usually occurs when it is run statically. The term "static operation" of the vehicle refers here to a state in which the vehicle is run in such a way that static conditions, e.g. current exhaust gas mass flow or current gas velocity, prevail such that there may be risk of accumulation of unvaporised fuel. Static operation of the vehicle may involve engine speed variations being small over time. Static operation of the vehicle may involve the vehicle's load variations being small over time. The term "load" refers herein to a torque of an engine output shaft in the power train. The term "load" may alternatively refer to a torque of an engine output shaft in the power train relative to a maximum available torque. Specialists will appreciate that various different definitions of the term "load" may be used within the scope of the present invention.
Figure 2 depicts schematically a subsystem 299 of the vehicle 100. The subsystem 299 is situated in the tractor unit 110. The subsystem 299 comprises an engine 230 adapted to powering the vehicle 100. The engine 230 is a combustion engine. The engine 230 may be a diesel engine with any desired number of cylinders, e.g. 4, 5 or 6 cylinders.
The exhaust gases generated by the engine 230 during operation of the vehicle 100 are arranged to be led in a first pipe 235 to a particle filter 261 which in this example of an embodiment is a so-called DPF. The filter 261 may have a catalytic coating. The filter 261 is connected to a second pipe 265 which is provided to lead the exhaust gases from the vehicle 100 to the vehicle's surroundings. Specialists will appreciate that the subsystem 299 may comprise further components, e.g. an SCR catalyst or some other catalyst to reduce emissions from the vehicle 100. These other components have been omitted to make the invention clearer.
A first sensor 245 is situated upstream of the filter 261 on the first pipe 235. The first sensor 245 is adapted to measuring a gas mass flow in the first pipe 235. The first sensor 245 is adapted to continuously detecting values which represent gas mass flows in the first pipe 235. The first sensor 245 is adapted to detecting gas mass flows in real time in the first pipe 235. The first sensor 245 is arranged for communication with an emission control unit 220 via a link 246. The first sensor 245 is adapted to continuously sending to the emission control unit 220 signals which contain information about a gas mass flow in the first pipe 235. The emission control unit 220 is adapted to receiving the signals sent from the first sensor 245.
A second sensor 275 is situated adjacent to the filter 261. The second sensor 275 is adapted to measuring a prevailing temperature of the filter 261. The second sensor 275 is adapted to continuously detecting a prevailing temperature of the filter 261. The second sensor 275 is adapted to detecting in real time a prevailing temperature of the filter 261. According to a preferred embodiment, the second sensor 275 is adapted to determining a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter 261. The second sensor 275 is arranged for communication with the emission control unit 220 via a link 276. The second sensor 275 is adapted to continuously sending to the emission control unit 220 signals which contain information about a prevailing temperature of the filter 261. The second sensor 275 is alternatively adapted to continuously sending to the emission control unit 220 signals which contain information about a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter 261. The emission control unit 220 is adapted to receiving the signals sent from the second sensor 275.
The emission control unit 220 is arranged for communication with a fuel injector 255 via a link 256. The fuel injector 255 is situated on the first pipe 235. The emission control unit 220 is adapted to controlling the fuel injector 255 by control signals sent via the link 256. The fuel injector 255 is adapted to injecting fuel into the first pipe 235 on the basis of the control signals received.
In this embodiment example, the fuel injector 255 is adapted to injecting diesel fuel into the first pipe 235. A container, e.g. a fuel tank (not depicted), is provided to contain said diesel fuel. The container is flow-connected to the injector 255 via a passage which is arranged to lead said diesel fuel to the injector 255 for its injection into the first pipe 235.
Injecting diesel fuel or some other suitable fuel makes it possible to regenerate the filter 261.
During static operation, fuel supplied to the first pipe 235 accumulates, instead of being vaporised and effectively burnt, resulting in an undesirable volume of substantially liquid fuel in the first pipe 235. Over a lengthy period of static operation of the vehicle, this volume may build up in such a way that the vehicle's performance is impaired. The present invention aims to prevent this accumulation of liquid fuel.
Specialists will appreciate that the first sensor 245, the second sensor 275 and the fuel injector 255 may be of appropriate kinds and that they may accordingly be configured appropriately in the subsystem 299.
According to a version, an engine control unit 200 is arranged for communication with the emission control unit 220 via a link 226. The engine control unit 200 is also referred to as a first control unit 200. The first control unit 200 is adapted to controlling the emission control unit 220 by continuously sending control signals to it. The first control unit 200 has an emission model stored in a memory in it. The first control unit 200 can use the stored emission model to estimate a prevailing gas mass flow in the first pipe 235. The first control unit 200 can also use the stored emission model to estimate a prevailing temperature in the filter 261. In a version of the invention the first control unit 200 is adapted to estimating a prevailing gas mass flow in the first pipe 235 which should occur in a given operating situation of the vehicle 100. Similarly, the first control unit 200 is adapted to estimating a prevailing temperature of the filter 261 which should occur in a given operating situation of the vehicle 100. The first control unit 200 is adapted to calculating in a conventional way a prevailing load of the vehicle, e.g. a prevailing torque of an output shaft of the engine 230.
In an example, the first control unit 200 may take the form of a master and the emission control unit may take the form of a slave. The first control unit 200 is adapted to controlling fuel injection to the first pipe 235 according to stored operating routines.
The first control unit 200 is adapted to regulating the temperature of the exhaust gases downstream of the engine, by, for example, altering the injection angle for at least one cylinder of the engine. The first control unit 200 is adapted to controlling the engine 230 in a predetermined way in order to regulate the temperature of the exhaust gases downstream of the engine 230. The first control unit 200 is adapted to controlling regeneration of the particle filter 261 of the exhaust system when necessary.
A second control unit 210 is arranged for communication with the first control unit 200 via a link 216. The second control unit 210 may be detachably connected to the first control unit 200. The second control unit 210 may be a control unit external to the vehicle 100. The second control unit 210 may be adapted to effecting the innovative method steps according to the invention. The second control unit 210 may be used to cross-load software to the first control unit 200, particularly software for effecting the innovative method. The second control unit 210 may alternatively be arranged for communication with the first control unit 200 via an internal network in the vehicle. The second control unit 210 may be adapted to performing substantially similar functions to the first control unit 200, e.g. to determining whether a predetermined operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and to applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
According to the embodiment described with reference to Figure 2, the first sensor 245, the second sensor 275 and the injector 255 are signal-connected to the emission control unit 220. It should be noted that other configurations are feasible, e.g. the first sensor 245, the second sensor 275 and the injector 255 might be signal-connected to the first control unit 200 and/or the second control unit 210. Specialists will appreciate that various variants are feasible. Parts of the innovative method may by means of stored software be executed in the first control unit 200, the second control unit 210 and the emission control unit 220 or in a combination of them. It should be noted that the first control unit 200, the second control unit 210 and the emission control unit 220 may be physically separated or be partly or fully integrated.
Figure 3a is a schematic graph of how a speed rpm of an engine of the vehicle and its standard deviation sa depend on time, according to an example.
The engine's speed rpm is represented by graph a which in this example shows the vehicle 100 being run non-statically up to a time T1 a after which it is run statically. Running the vehicle 100 in this static way increases the risk of fuel accumulation in the vehicle's exhaust system.
The standard deviation sa of the engine speed rpm is also illustrated in Figure 3a. For natural reasons, the standard deviation sa decreases towards a minimum (0) when the vehicle is run at a substantially constant engine speed, as after time T1 a. If the standard deviation sa of the engine speed rpm is below a predetermined level L1a during a certain time ΑΤα , it may be determined that an operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system. In other words, it is thus determined that the vehicle has been run in a static way during a certain critical time, resulting in increased risk of fuel accumulation in the exhaust system. The time ATa is any desired predetermined time. Figure 3b is a schematic graph of how a load Tq of the vehicle and its standard deviation sb depend on time, according to an example. In this example, the load Tq is the torque of an output shaft of the engine.
The load Tq is represented by graph b which in this example shows the vehicle 100 being run non-statically up to a time T1 b after which it is run statically. Running the vehicle 100 in this static way increases the risk of fuel accumulation in the vehicle's exhaust system.
The standard deviation sb of the load Tq is also illustrated in Figure 3b. For natural reasons, the standard deviation sb decreases towards a minimum (0) when the vehicle is run at a substantially constant load, as after time T1 b.
If the standard deviation sb of the load Tq is below a predetermined level Lib during a certain time ATb , it may be determined that an operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system. In other words, it is thus determined that the vehicle has been run in a static way during a certain critical time such that there is increased risk of fuel accumulation in the exhaust system. The time ATb is any desired predetermined time. The above description with reference to Figure 3a and Figure 3b is of two different ways of determining whether there has during a predetermined time been a static operating state of the vehicle, resulting in an increased risk of fuel accumulation in the vehicle's exhaust system.
Specialists will appreciate that there are a number of different ways of determining whether a vehicle is run statically during a predetermined time. For example, a method based on the variance of the vehicle's engine speed or load might be used in a similar way. An alternative way might be to determine a static operating state of the vehicle by analysing the characteristics of a first or second derivative over time for the engine's speed and/or load.
It should be noted that parameters other than engine speed and load may be used to determine whether there is a static operating state of the vehicle. For example, the exhaust gas mass flow parameter may be used to determine whether there is a static operating state of the vehicle. The term "static operating state" refers in this case to a situation where the vehicle is run in such a way that static conditions with regard to exhaust gas mass flows prevail, resulting in possible risk of accumulation of unvaporised fuel. Another parameter which may be used for determining whether there is a static operating state of the vehicle is the prevailing gas velocity where there may be risk of accumulation of unvaporised fuel. Combinations of the above parameters may also be used.
The parameters of engine speed and vehicle load have been adopted herein to clearly exemplify a pair of embodiments of the present invention. Similarly, use of the standard deviation of these parameters has been adopted to exemplify some embodiments of the present invention. Figure 4a is a schematic flowchart of a method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter, according to an embodiment of the invention. The method comprises a first step s401 of:
- determining whether a predetermined operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and
- applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
Figure 4b is a more detailed schematic flowchart of a method for improving the performance of a motor vehicle which has an engine and an exhaust system with a particle filter, according to an embodiment of the invention. The method comprises a first step s410 of determining any desired number of parameter values. In this example, a number of values are detected for prevailing speed rpm of the engine 230 of the vehicle 100. As an alternative example, a number of values for prevailing load Tq of the vehicle may be calculated in a conventional way. Step s410 is followed by a step s420.
Method step s420 comprises processing the parameter values determined. In this example, the standard deviation sa is calculated for the detected values for prevailing speed rpm of the engine 230. In the alternative example, the standard deviation sb is calculated for the calculated values for prevailing load Tq of the vehicle. Step 420 is followed by a step s430.
Method step s430 comprises determining whether the calculated standard deviation sa is below a predetermined threshold value L1a with respect to a predetermined time Ma . Alternatively, step s430 comprises determining whether the calculated standard deviation sb is below a predetermined threshold value Lib with respect to a predetermined time Mb . It should be noted that the step of determining whether the standard deviation sa is below a predetermined threshold value L1a with respect to the predetermined time ATa and the step of determining whether the calculated standard deviation sb is below the predetermined threshold value Li b with respect to the predetermined time ATb are merely an example.
Step s430 may alternatively comprise determining whether the standard deviation sa is above a predetermined threshold value with respect to a predetermined time and/or the step of determining whether the calculated standard deviation sb is above a predetermined threshold with respect to a predetermined time.
Step s430 may alternatively comprise the more general step of determining the operating state by evaluating whether at least one parameter fulfils a condition. This may comprise evaluating the standard deviation and/or the variance for the engine's speed during a certain time and/or evaluating the standard deviation and/or the variance for the vehicle's load during a certain time.
Said condition may take the form of a case where the standard deviation sa is below the predetermined threshold value L1a with respect to the predetermined time ATa and/or where the calculated standard deviation sb is below the predetermined threshold value Li b with respect to the predetermined time ATb .
Said condition may take the form of a case where the standard deviation sa is above a predetermined threshold value with respect to a predetermined time and/or the calculated standard deviation sb is above the predetermined threshold value with respect to a predetermined time. If said condition is fulfilled, a subsequent step s440 is performed. If said condition is not fulfilled, step s410 is performed again.
Method step s440 comprises determining that there is a predetermined operating state. This operating state pertains to a situation where there is increased risk of fuel accumulation in the exhaust system. Step s440 is followed by a step s450.
Method step s450 comprises checking whether it is appropriate to apply measures to counter said fuel accumulation. This may comprise determining a prevailing temperature of the particle filter 261 and comparing that temperature with a reference temperature in order to decide whether it is appropriate to apply said measures. This may comprise determining a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter 261 and comparing that temperature with a reference temperature in order to decide whether it is appropriate to apply said measures. Alternatively, it may comprise determining a prevailing gas mass flow downstream of the engine 230 and comparing that value with a reference mass flow in order to decide whether it is appropriate to apply said measures. Alternatively, it may comprise determining a value which represents an amount of fuel which has been supplied to the exhaust system during a certain time in order to decide whether it is appropriate to apply said measures. Step s450 is followed by a step s460.
Method step s460 comprises, if appropriate on the basis of a result of a previous step, applying active measures to counter said fuel accumulation. The method ends after step s460. Figure 5 is a diagram of a version of a device 500. The control units 200 and 210 described with reference to Figure 2 may in a version comprise the device 500. The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer programme, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted). The non-volatile memory 520 has also a second memory element 540. A computer programme P is proposed which comprises routines for improving the performance of a motor vehicle 100 which has an engine 230 and an exhaust system with a particle filter 261 , according to the innovative method. The programme P comprises routines for determining whether a predetermined operating state of said vehicle is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system. The programme P comprises routines for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation, in accordance with the innovative method. The programme P may be stored in an executable form or in compressed form in a memory 560 and/or in a read/write memory 550. Where it is stated that the data processing unit 510 performs a certain function, it means that the data processing unit 510 effects a certain part of the programme which is stored in the memory 560 or a certain part of the programme which is stored in the read/write memory 550. The data processing unit 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. The read/write memory 550 is adapted to communicating with the data processing unit 510 via a data bus 514. The data port 599 may have, for example, the links 206, 216, 226, 246, 256 and 276 connected to it (see Figure 2).
When data are received on the data port 599, they are stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unit 510 will be ready to effect code execution in a manner described above. According to a version, signals received on the data port 599 contain information about a prevailing speed of the engine 230 of the vehicle 100. According to a version, signals received on the data port 599 contain information about a prevailing load of the vehicle. The signals received on the data port 599 may be used by the device 500 to determine whether the vehicle 100 is being run in a way which entails increased risk of fuel accumulation in the exhaust system. If such is the case, the device 500 is adapted to applying active measures to counter fuel accumulation in the exhaust system. Parts of the methods herein described may be effected by the device 500 by means of the data processing unit 510 which runs the programme stored in the memory 560 or the read/write memory 550. When the device 500 runs the programme, methods herein described are executed.
The foregoing description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It is not intended to be exhaustive, nor to limit the invention to the variants described. Many modifications and variations will obviously suggest themselves to one skilled in the art. The embodiments were chosen and described in order best to explain the principles of the invention and the practical applications thereof and hence to make it possible for specialists to understand the invention for various embodiments and with the various modifications appropriate to the intended use.

Claims

1. A method for improving the performance of a motor vehicle (100; 110) which has an engine (230) and an exhaust system with a particle filter (261), which method is characterised by the steps of:
- determining (s440) whether a predetermined operating state of said vehicle (100; 110) is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and
- applying (s460), if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
2. A method according to claim 1 , in which the step of determining the operating state comprises determining (s430) whether the vehicle (100; 110) has been run statically during a certain time ( ATa , ATb ).
3. A method according to claim 1 or 2, in which the step of determining operating state comprises evaluating the standard deviation (sa) and/or the variance (s2a) for the engine's speed (rpm) during a certain time ( Δ7α ) and/or evaluating the standard deviation (sb) and/or the variance (s2b) for the vehicle's load (Tq) during a certain time ( ATb ).
4. A method according to any one of claims 1-3, in which the step of determining the operating state comprises determining (s430) whether the standard deviation (sa) and/or the variance (s2a) for the engine's speed (rpm) is below a predetermined value (L1a) during a certain time ( ATa ).
5. A method according to any one of the foregoing claims, in which the step of determining the operating state comprises determining (s430) whether the standard deviation (sb) and/or the variance (s2b) for the vehicle's load (Tq) is below a predetermined value (Lib) during a certain time ( ATb ).
6. A method according to any one of the foregoing claims, further comprising the following steps before said measures are applied:
- determining (s450) a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter (261) and/or - determining (s450) a prevailing gas mass flow downstream of the engine (230) and/or
- determining (s450) a value which represents an amount of fuel which has been supplied to the exhaust system during a certain time. 7. A method according to any one of the foregoing claims, in which the step of applying a measure comprises:
- regulating fuel supply to the exhaust system.
8. A method according to any one of the foregoing claims, in which the step of applying a measure comprises:
- varying the temperature of the exhaust gases downstream of the engine (230).
9. A method according to claim 8, in which the temperature of the exhaust gases is varied by controlling the engine (230) in a predetermined way.
10. A device for improving the performance of a motor vehicle (100; 110) which has an engine (230) and an exhaust system with a particle filter (261), characterised by:
- means (200; 210; 220; 500) for determining whether a predetermined operating state of said vehicle (100; 10) is fulfilled which pertains to a situation in which there is increased risk of fuel accumulation in the exhaust system; and
- means (200; 210; 220; 500) for applying, if said operating state is fulfilled, at least one measure to counter said fuel accumulation.
11. A device according to claim 10, further comprising means for determining whether the vehicle (100; 110) has been run statically during a certain time ( ATa , ATb ). 12. A device according to claim 10 or 11 , comprising means (200; 210; 220; 500) for evaluating the standard deviation (sa) and/or the variance (s2a) for the engine's speed (rpm) during a certain time ( ATa ) and/or evaluating the standard deviation (sb) and/or the variance (s2b) for the vehicle's load (Tq) during a certain time ( ATb ).
13. A device according to claims 10-12, further comprising
- means (200; 210; 500) for determining whether the standard deviation (sa) and/or the variance (s2a) for the engine's speed (rpm) is below a predetermined value (L1a) during a certain time ( ATa ).
14. A device according to any one of claims 10-13, further comprising:
- means (200; 210; 500) for determining whether the standard deviation (sb) and/or the variance (s2b) for the vehicle's load (Tq) is below a predetermined value (Lib) during a certain time ( ATb ).
15. A device according to any one of claims 10-14, further comprising:
- means (275, 220) for determining a prevailing temperature at any chosen point between a position for fuel injection and a position for the particle filter (261) and/or
- means (245; 220) for determining a prevailing gas mass flow downstream of the engine (230) and/or
- means (200; 210; 220) for determining a value which represents an amount of fuel which has been supplied to the exhaust system during a certain time. 6. A device according to any one of claims 10-15, further comprising: - means (200; 210; 220; 255) for regulating fuel supply to the exhaust system.
17. A device according to any one of claims 10-16, further comprising:
- means (200; 210; 220) for varying the temperature of the exhaust gases downstream of the engine (230).
18. A device according to claim 17, such that means (200; 210; 220) for varying the temperature of the exhaust gases downstream of the engine (230) are adapted to
- controlling the engine (230) in a predetermined way.
19. A motor vehicle (100; 110) comprising a device according to any one of claims 10-16.
20. A motor vehicle (100; 110) according to claim 19, which vehicle is any from among truck, bus or passenger car.
21. A computer programme (P) for improving the performance of a motor vehicle (100; 110) which has an engine (230) and an exhaust system with a particle filter (261), which computer programme (P) comprises programme code stored on a computer-readable medium for causing an electronic control unit (200; 500) or another computer (210; 220; 500) connected to the electronic control unit (200; 500) to perform steps according to any one of claims 1-9.
22. A computer programme product comprising a programme code stored on a computer-readable medium for performing method steps according to any one of claims 1-9 when said computer programme is run on an electronic control unit (200; 500) or another computer (210; 220; 500) connected to the electronic control unit (200; 500).
PCT/SE2011/050046 2010-01-18 2011-01-18 Arrangement and method for improving performance of a motor vehicle WO2011087446A1 (en)

Priority Applications (5)

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CN201180006382.3A CN102741513B (en) 2010-01-18 2011-01-18 Arrangement and method for improving performance of a motor vehicle
RU2012135517/06A RU2526615C2 (en) 2010-01-18 2011-01-18 Device and method to improve performance of motor vehicle
BR112012017842A BR112012017842A2 (en) 2010-01-18 2011-01-18 device and method for improving the performance of a motor vehicle
EP11733161.1A EP2526269A4 (en) 2010-01-18 2011-01-18 Arrangement and method for improving performance of a motor vehicle
IN6330DEN2012 IN2012DN06330A (en) 2010-01-18 2011-01-18

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SE1050042A SE534475C2 (en) 2010-01-18 2010-01-18 Method and apparatus for preventing fuel accumulation in an exhaust system of a motor vehicle
SE1050042-9 2010-01-18

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RU2526615C2 (en) 2014-08-27
IN2012DN06330A (en) 2015-10-02
SE1050042A1 (en) 2011-07-19
EP2526269A4 (en) 2018-03-21
BR112012017842A2 (en) 2016-04-19
SE534475C2 (en) 2011-09-06
CN102741513A (en) 2012-10-17
RU2012135517A (en) 2014-02-27
EP2526269A1 (en) 2012-11-28

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