Classifications

• • 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
  • 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
• • 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
• • 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
  • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
• • 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
  • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
  • F01N2610/1433—Pumps
• • 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
  • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
  • F01N2610/1433—Pumps
  • F01N2610/144—Control thereof
• • 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
  • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
  • F01N2610/1466—Means for venting air out of conduits or tanks
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
  • F01N2900/06—Parameters used for exhaust control or diagnosing
  • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
  • F01N2900/1806—Properties of reducing agent or dosing system
  • F01N2900/1808—Pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
  • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
  • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
  • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
  • F01N3/2066—Selective catalytic reduction [SCR]
  • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
• • 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 pertaining to an HC (hydrocarbon) dosing system.
• the invention relates also to a computer programme product containing programme code for a computer for implementing a method according to the invention.
• the invention relates also to an HC dosing system and a motor vehicle which is equipped with the HC dosing system.
• diesel fuel is used as fuel in DPF (diesel particulate filter) systems which comprise a particle filter.
• the particle filter is adapted to capturing, for example, diesel particles and soot.
• DPF diesel particulate filter
• DOC oxidation catalyst
• active regeneration of the particle filter diesel fuel is supplied to an exhaust pipe downstream of an engine and is led into an oxidation catalyst, also called DOC.
• DOC oxidation catalyst
• said diesel fuel is ignited and burnt and causes a rise in the temperature of the exhaust system. Active regeneration of the particle filter situated downstream of the oxidation catalyst can thus be effected.
• One type of DPF system comprises a container for diesel fuel.
• the DPF system may also have a pump adapted to drawing said diesel fuel from the container via a suction hose and to supplying it via a pressure hose to a dosing unit situated adjacent to an exhaust system of the vehicle, e.g. adjacent to an exhaust pipe of the exhaust system.
• the container may be the vehicle's fuel tank or a separate container of the DPF system.
• the dosing unit is adapted to injecting a necessary amount of diesel fuel into the exhaust pipe upstream of the particle filter according to operating routines stored in a control unit of the vehicle.
• the system also comprises a return hose which runs back from a pressure side of the system to the container.
• This configuration makes it possible to cool the dosing unit by means of said diesel fuel which, during cooling, flows from the container via the pump and the dosing unit and back to the container. This results in active cooling of the dosing unit.
• the return flow from the dosing valve to the container is currently substantially constant.
• air may enter the DPF system upstream of the pump. This may for example occur during start-up of the DPF system after its initial fitting, in which case there will be air in the suction hose.
• Air may also enter the suction hose when the DPF system has used up all the available fuel in the separate container, in which case the container will be empty of fuel, the pump runs dry and air is drawn into it via the suction hose.
• air may enter the suction hose in situations where there is a limited amount of fuel left in the separate container in the DPF system and said DPF system moves in such a way that splashing occurs in the container, in which case air may be drawn into the pump via the suction hose.
• suction hose may be incorrectly fitted to the pump such that air leakage occurs on the upstream side of the pump.
• air may be drawn into the pump via the suction hose or at a faulty or damaged seal between the suction hose and the pump.
• suction hose may itself be frayed or defective in such a way as to allow air to be drawn into the pump via the hose. Any air entering the pump on an inlet side of it will adversely affect the fuel flow in the DPF system, thereby reducing a cooling power of the dosing unit, with potential risk of overheating of temperature-sensitive components of the dosing unit.
• Regeneration of the DPF system's particle filter may also be adversely affected by presence of air in the pump in that the fuel supply to the oxidation catalyst will be limited, with consequent lowering of the temperature. In such cases, any desired regeneration will take more time. It will also be more difficult to regulate a temperature of the DPF system.
• the dosing unit As the dosing unit is currently situated adjacent to the vehicle's exhaust system which becomes warm during operation of the vehicle, e.g. depending on the engine's load, there is risk of the dosing valve becoming overheated. Overheating of the dosing unit may entail degradation of its functionality, potentially impairing its performance.
• the dosing unit currently comprises electrical components, certain of them being provided with a circuit card.
• Said circuit card may for example be adapted to controlling the dosing of diesel fuel to the vehicle's exhaust system.
• these electrical components are sensitive to high temperatures. Too high temperatures of the dosing unit may result in degradation of the electrical components, potentially leading to expensive repairs at a service workshop.
• diesel fuel present in the dosing unit may at least partly convert to solid form at too high temperatures, potentially leading to obstruction of the dosing unit.
• said diesel fuel undergoes pyrolysis in the dosing unit and is thereby at least partly converted to coke. Thus at least part of said diesel fuel may carbonise. It is therefore of the utmost importance that the temperature of the dosing unit of the DPF system should not exceed a critical level.
• An object of the present invention is to propose a novel and advantageous method for improving the performance of an HC dosing system.
• An object of the present invention is to propose a novel and advantageous method for improving the performance of a DPF system.
• Another object of the invention is to propose a novel and advantageous HC dosing system and a novel and advantageous computer programme for improving the performance of a HC dosing system.
• Another object of the invention is to propose a novel and advantageous DPF system and a novel and advantageous computer programme for improving the performance of a DPF system.
• An object of the present invention is to propose a novel and advantageous method for improving regeneration of a particle filter of an HC dosing system when there is air in said HC dosing system.
• a further object of the invention is to propose an alternative method pertaining to an HC dosing system and an alternative computer programme pertaining to an HC dosing system, and an alternative HC dosing system.
• a further object of the invention is to propose an alternative method pertaining to a DPF system and an alternative computer programme pertaining to a DPF system, and an alternative DPF system.
• Another object of the invention is to propose a method pertaining to an HC dosing system whereby a working pressure of the fuel can be built up more quickly than in the state of the art when there is air in a feed device.
• Another object of the invention is to propose a method pertaining to a DPF system whereby a working pressure of the fuel can be built up more quickly than in the state of the art when there is air in a feed device.
• An aspect of the invention proposes a method pertaining to an HC dosing system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container.
• the method comprises the steps of
• Start-up time means a period from when there is found to be air at the feed device to when a desired working pressure of the HC dosing system is reached.
• the innovative method may be applied to adjust an operating power of the feed device to a prevailing situation. If the operating power is reduced when there is air at the feed device, better efficiency can be achieved.
• the method may further comprise the step of determining said presence of air on the basis of detected operating power of a power source which is adapted to powering said feed device, and/or on the basis of a detected delivery pressure of said feed device, and/or on the basis of a determined period during which deviant operation of the feed device takes place. Detecting behaviour of the feed device which is characterised by presence of air at the feed device makes it possible to reduce an operating power in order thereby to improve or optimise the HC dosing system's start-up time.
• the method may further comprise the step of maintaining said reduced operating power until said presence of air is brought down to a desirable level.
• a working pressure of the HC dosing system may revert to any desirable working pressure to allow effective cooling of the consumption point, e.g. a fuel dosing unit in a DPF system.
• Said desirable level may be a predetermined level catering for a detected operating power of a power source which is adapted to powering said feed device, and/or catering for a detected delivery pressure of said feed device, and/or catering for a determined period during which running of the feed device at reduced operating power takes place.
• the HC dosing system may be comprised by a DPF system.
• the fuel may be diesel fuel or some other hydrocarbon-based fuel.
• the feed device may be a diaphragm pump.
• Said at least one consumption point may be a dosing unit.
• the method may further comprise the step of reducing said operating power of said feed device by at least 40% compared with ordinary operation.
• An advantage of reducing said operating power of the feed device is that a smaller amount of energy is then needed to run it, while at the same time a higher efficiency of the feed device is achieved.
• the method may alternatively comprise the step of reducing said operating power of said feed device by at least 20% compared with ordinary operation.
• the method may further comprise the step of increasing the reduced operating power of said feed device in at least one stage, or by ramping, to any suitable operating power. After said presence of air has reached a desirable level during operation of the feed device at reduced power, the operating power of the feed device may be controlled in any suitable way.
• the method is easy to implement in existing motor vehicles.
• Software pertaining to an HC dosing system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point 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 selecting the function of the method as an option.
• software which comprises programme code for applying the innovative method pertaining to an HC dosing system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point may be installed in a control unit of the vehicle on the occasion of upgrading at a service station, in which case the software may be loaded into a memory in the control unit.
• An aspect of the invention proposes a method pertaining to a DPF system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container.
• the method comprises the steps of
• An aspect of the invention proposes a method pertaining to a DPF system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container.
• the method comprises the steps of:
• An aspect of the invention proposes an HC dosing system adapted to supplying fuel to a feed device which is itself adapted to supplying fuel to at least one consumption point from a container, which HC dosing system comprises
• the HC dosing system may further comprise means for determining said presence on the basis of detected operating power of a power source which is adapted to powering said feed device, and/or on the basis of a detected delivery pressure of said feed device, and/or on the basis of a determined time during which deviant operation of the feed device takes place.
• the HC dosing system may further comprise means for maintaining said reduced operating power until said presence is brought down to a desirable level.
• Said desirable level may be a predetermined level catering for a detected operating power of a power source which is adapted to powering said feed device, and/or catering for a detected delivery pressure of said feed device, and/or catering for a determined period during which running at reduced operating power of the feed device takes place.
• the HC dosing system may further comprise means for reducing said operating power of said feed device by at least 40% compared with ordinary operation.
• the HC dosing system may further comprise means for increasing the reduced operating power of said feed device in at least one stage, or by ramping, to any suitable operating power.
• the above objects are also achieved with a motor vehicle which comprises the features of the HC dosing system.
• the vehicle may be a truck, bus or passenger car.
• An aspect of the invention proposes a computer programme pertaining to an HC dosing system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container, which programme contains programme code for causing an electronic control unit or another computer connected to the electronic control unit to perform steps according to any of claims 1-10.
• An aspect of the invention proposes a computer programme pertaining to an HC dosing system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container, which programme contains 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 of claims 1-10.
• An aspect of the invention proposes a computer programme product containing a programme code stored on a computer-readable medium for performing method steps according to any of claims 1-10 when said 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 flowchart of a method according to an embodiment of the invention
• Figure 3b is a more detailed schematic flowchart of a method according to an embodiment of the invention.
• Figure 4 illustrates schematically a computer according to an embodiment of the invention.
• FIG. 1 depicts a side view of a vehicle 100.
• the exemplified vehicle 100 comprises a tractor unit 110 with an engine 150 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 invention is applicable to any suitable HC dosing system and is therefore not restricted to DPF systems of motor vehicles.
• the innovative method and the innovative device according to an aspect of the invention are well suited to other platforms which have an HC dosing system than motor vehicles, e.g. watercraft.
• the watercraft may be of any kind, e.g. motorboats, steamers, ferries or ships.
• the innovative method and the innovative HC dosing system according to an aspect of the invention are also well suited to, for example, systems which comprise industrial engines and/or engine-powered industrial robots.
• the innovative method and the innovative HC dosing system according to an aspect of the invention are also well suited to various kinds of power plants, e.g. an electric power plant comprising a diesel generator.
• the innovative method and the innovative HC dosing system are well suited to any engine system which comprises an engine and an HC dosing system, e.g. on a locomotive or some other platform.
• the innovative method and the innovative device are well suited to any system which comprises a particle generator (e.g. a combustion engine) and an HC dosing system.
• the innovative method and the innovative device are well suited to any system which comprises any kind of system which generates exhaust gases with particles and a filter which stores particles, which particles are burnt during regeneration of said filter, particularly during active regeneration of said filter.
• the HC dosing system may be any HC dosing system, although it is herein exemplified as an HC dosing system pertaining to a DPF system of a vehicle.
• the feed device may be any desired feed device and need not be a diaphragm pump as herein described.
• the fuel of the HC dosing system may be any desired fuel such as oil, e.g. lubricating oil, diesel fuel or some other carbon-based fuel, e.g. petrol, ethanol or methanol etc.
• link refers herein to a communication link which may be a physical connection such as an opto-electronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
• line refers herein to a passage for holding and conveying a fluid, e.g. a fuel in liquid form.
• the line may be a pipe of any suitable size.
• the line may be made of any suitable material, e.g. plastic, rubber or metal.
• fuel refers herein to an agent used for active regeneration of a particle filter of an HC dosing system.
• Said fuel according to a version is diesel fuel.
• Other kinds of hydrocarbon-based fuels may of course be used.
• Diesel fuel is herein cited as an example of a fuel, but one skilled in the art will appreciate that the innovative method and the innovative device are feasible for other types of fuels, subject to necessary adaptations, e.g. adaptations to adequate carbonisation temperatures for fuels adopted, in control algorithms for executing software code in accordance with the innovative method.
• HC dosing system is used herein to denote a particle filter system
• the invention is not restricted to use of a diesel particle filter.
• other types of particle filter may be used according to the invention.
• One skilled in the art will appreciate which kind of fuel is best suited to regenerating the particle filter adopted.
• Figure 2 depicts a subsystem 299 of the vehicle 100.
• the subsystem 299 is situated in the tractor unit 110.
• the subsystem 299 may form part of an HC dosing system, e.g. a DPF system.
• the subsystem 299 consists according to this example of a container 205 adapted to containing a fuel.
• the container 205 is adapted to containing a suitable amount of fuel and to being replenishable as necessary.
• the container may accommodate, for example, 200 or 1500 litres of fuel.
• a first line 271 is adapted to leading the fuel to a pump 230 from the container 205.
• the pump 230 may be any suitable pump.
• the pump 230 may be a diaphragm pump provided with at least one filter.
• the pump 230 is adapted to being driven by an electric motor.
• the pump 230 is adapted to drawing the fuel from the container 205 via the first line 271 and supplying it via a second line 272 to a dosing unit 250.
• the dosing unit 250 comprises an electrically controlled dosing valve by means of which a flow of fuel added to the exhaust system can be controlled.
• the pump 230 is adapted to pressurising the fuel in the second line 272.
• the dosing unit 250 is provided with a throttle unit against which said pressure of the fuel is built up in the subsystem 299. This pressure is herein referred to as the working pressure of the HC dosing system.
• the dosing unit 250 is adapted to supplying said fuel to an exhaust system (not depicted) of the vehicle 100. More specifically, the dosing unit 250 is adapted to supplying a suitable amount of fuel in a controlled way to an exhaust system of the vehicle 100.
• a particle filter (not depicted) in the form of a DPF is situated downstream of a location in the exhaust system where the fuel supply is effected. The amount of fuel supplied in the exhaust system is intended to be used in a conventional way for active regeneration of the particle filter.
• the dosing unit 250 is situated adjacent to, for example, an exhaust pipe which is itself adapted to leading exhaust gases from the combustion engine 150 of the vehicle 100 to an oxidation catalyst situated upstream of said particle filter.
• the dosing unit 250 is situated in thermal contact with the exhaust system of the vehicle 100. This means that thermal energy stored in, for example, an exhaust pipe, silencer, particle filter and a downstream SCR catalyst can thus be led to the dosing unit.
• the dosing unit 250 is provided with an electronic control card which is adapted to handling communication with a control unit 200.
• the dosing unit 250 also comprises plastic and/or rubber components which might melt or be otherwise adversely affected as a result of too high temperatures.
• the dosing unit 250 is sensitive to temperatures above a certain value, e.g. 120 degrees Celsius. As for example the exhaust pipe, the silencer and the particle filter of the vehicle 100 exceed this temperature value, there is risk that the dosing unit 250 might become overheated during or after operation of the vehicle if not provided with cooling.
• a third line 273 runs between the dosing unit 250 and the container 205. The third line 273 is adapted to leading back to the container 205 a certain amount of the fuel fed to the dosing valve 250. This configuration achieves with advantage cooling of the dosing unit 250. The dosing unit 250 is thus cooled by a flow of the fuel when it is pumped through the dosing unit 250 from the pump 230 to the container 205.
• a first control unit 200 is arranged for communication with a pressure sensor 220 via a link 293.
• the pressure sensor 220 is adapted to detecting a prevailing pressure of the fuel where the sensor is fitted.
• the pressure sensor 220 is situated adjacent to the second line 272 in order to measure a working pressure of the fuel downstream of the pump 230.
• the pressure sensor 220 is adapted to continuously sending signals to the first control unit 200 which contain information about a prevailing pressure of the fuel.
• the first control unit 200 is arranged for communication with the pump 230 via a link 292.
• the first control unit 200 is adapted to controlling operation of the pump 230 in order for example to regulate the fuel flows within the subsystem 299.
• the first control unit 200 is adapted to controlling an operating power of the pump 230 by regulating its associated electric motor.
• the first control unit 200 is adapted to determining a prevailing operating power of the pump's electric motor, which operating power may be altered in response to presence of air at the pump 230. If air enters the first line 27 , a supply current to the pump is altered on the basis thereof.
• the first control unit 200 is adapted to monitoring the pump 230 in order to be able to detect behaviour which is due to presence of air at the feed device.
• the first control unit 200 is adapted to monitoring a working pressure of the fuel in order to be able to detect behaviour which is due to presence of air at the feed device.
• the first control unit 200 is arranged for communication with the dosing unit 250 via a link 291.
• the first control unit 200 is adapted to controlling operation of the dosing unit 250 in order for example to regulate fuel supply to the exhaust system of the vehicle 100.
• the first control unit 200 is adapted to controlling operation of the dosing unit 250 in order for example to regulate fuel return supply to the container 205.
• the first control unit 200 is adapted, according to a version, to using the signals received which contain a prevailing pressure of the fuel in the region of the pressure sensor 220 as a basis for controlling the pump 230 in accordance with an aspect of the innovative method.
• the first control unit 200 is adapted to using the signals received which contain a prevailing pressure of the fuel in the region of the pressure sensor 220 as a basis for controlling operation of the pump 230 at reduced power compared with ordinary operation when there is found to be air at the inlet of the pump 230 or in the pump 230, in accordance with an aspect of the innovative method.
• the first control unit 200 is adapted, according to a version, to using the signals received from the pump 230 which contain information about a prevailing actual operating power of the pump 230 as a basis for controlling said pump 230 in accordance with an aspect of the innovative method.
• the first control unit 200 is adapted, according to a version, to using the signals received which contain a prevailing actual operating power of the pump 230 as a basis for controlling the latter's operation at reduced power compared with ordinary operation when there is found to be air at the inlet of the pump 230 or in the pump 230, in accordance with an aspect of the innovative method.
• a second control unit 210 is arranged for communication with the first control unit 200 via a link 290.
• 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 performing 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 applying 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 those of the first control unit 200, e.g.
• the innovative method may be applied by the first control unit 200 or the second control unit 210, or by both the first control unit 200 and the second control unit 210.
• a compressed air source 260 is provided to supply compressed air to the dosing unit 250 via a line 261.
• the dosing unit 250 is adapted to using said compressed air supply in order to divide more finely the fuel being dosed.
• the compressed air may also be used for at least partly powering the dosing unit to dose said fuel into the exhaust duct.
• the compressed air may also be used, where appropriate, to blow out, for example, the dosing unit 250. This may be done during operation of the engine 150 or after the engine 150 has been switched off.
• the container 205 may be the vehicle's fuel tank, in which case portions of the vehicle's existing fuel system are utilised according to the present invention.
• the container may be a separate container, i.e. not the same container as the vehicle's fuel tank.
• the dosing unit 250 is situated immediately adjacent to an exhaust duct of the HC dosing system.
• the dosing unit 250 is provided with a passive nozzle running through said exhaust duct for direct dosing of said fuel into the exhaust duct.
• said pump 230 is the same pump as normally generates fuel pressure for an injection system of the engine 150.
• said pump 230 is a separate pump, i.e. not the same pump as normally generates the fuel pressure for the injection system.
• a precatalyst and/or oxidation catalyst are/is fitted in series with, and upstream of, the particle filter.
• Figure 3a is a schematic flowchart of a method pertaining to an HC dosing system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container, according to an embodiment of the invention.
• the method comprises a first step s301.
• Method step s301 comprises the steps of determining presence of air supplied upstream of the feed device, and, when such presence is found, of reducing an operating power of said feed device compared with ordinary operation.
• the method ends after step s301.
• Figure 3b is a schematic flowchart of a method pertaining to an HC dosing system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container, according to an embodiment of the invention.
• the method comprises a first step s310.
• Method step s310 comprises the step of initiating operation of the pump 230.
• the pump 230 is then run as in ordinary operation.
• the pump 230 is run at an operating power which is substantially maximum in prevailing circumstances.
• an operating power in ordinary operation corresponds to any suitable level in prevailing circumstances of the HC dosing system. Said any suitable level during ordinary operation may be a predetermined level.
• Step s310 is followed by a step s320.
• Method step s320 comprises the step of determining a value for at least one operating parameter. This operating parameter may for example be a prevailing working pressure of the HC dosing system's fuel. Another operating parameter might be an actually prevailing operating power of the pump 230.
• Step s320 is followed by a step s330.
• Method step s330 comprises the step of using the value for the at least one parameter as a basis for deciding whether a first state is fulfilled.
• the first state may be a state characterised by presence of air at the pump 230.
• the first state may be a state which comprises presence of air supplied to the pump 230.
• a subsequent step s340 is performed. If the first state is not fulfilled, step s310 is performed again.
• Method step s340 comprises the step of reducing an operating power of the pump 230 compared with the operating power initiated at step s310. Step s340 is followed by a step s350.
• Method step s350 comprises the step of determining whether a second state is fulfilled.
• the second state may be a state characterised by substantially no presence of air at the pump 230.
• the second state may be a state characterised by presence of a substantially acceptable amount of air at the pump 230.
• the second state may be a state which comprises substantially no presence of air supplied to the pump 230. If the second state is fulfilled, a subsequent step s360 is performed. If the second state is not fulfilled, step s340 is performed again.
• Method step s360 comprises the step of running the pump 230 at any suitable operating power.
• the operating power of the pump 230 may be controlled to an initial level, as indicated at step s310, in one or more discrete stages.
• the operating power of the pump 230 may be controlled to an initial level, as indicated at step s310, by ramping.
• the operating power of the pump 230 may be maintained at the reduced level for any suitable period of time and thereafter be increased, where appropriate, to any suitable level.
• the operating power of the pump 230 may be controlled to a level which is below said reduced level, at least temporarily, and thereafter be controlled, where appropriate, to any suitable higher level, e.g. said initial level.
• the method ends after step s360.
• FIG 4 is a diagram of a version of a device 400.
• the control units 200 and 210 described with reference to Figure 2 may in a version comprise the device 400.
• the device 400 comprises a non-volatile memory 420, a data processing unit 410 and a read/write memory 450.
• the non-volatile memory 420 has a first memory element 430 in which a computer programme, e.g. an operating system, is stored for controlling the function of the device 200.
• the device 400 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 420 has also a second memory element 440.
• a proposed computer programme P comprises routines for the purposes, where fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container, of determining presence of air supplied upstream of the feed device and, when such presence is found, of reducing an operating power of said feed device compared with ordinary operation according to the innovative method.
• the programme P comprises routines for maintaining said reduced operating power until said presence is brought down to a desirable level.
• the programme P comprises routines for reducing said operating power of said feed device by at least 40% compared with ordinary operation, in accordance with the innovative method.
• the programme P may be stored in an executable form or in a compressed form in a memory 460 and/or in a read/write memory 450.
• the data processing unit 410 effects a certain part of the programme stored in the memory 460, or a certain part of the programme stored in the read/write memory 450.
• the data processing device 410 can communicate with a data port 499 via a data bus 415.
• the non-volatile memory 420 is intended for communication with the data processing unit 410 via a data bus 412.
• the separate memory 460 is intended to communicate with the data processing unit 410 via a data bus 411.
• the read/write memory 450 is adapted to communicating with the data processing unit 410 via a data bus 414.
• the data port 499 may for example have the links 290, 292 and 293 connected to it (see Figure 2).
• signals received on the data port 499 contain information about actually prevailing operating power of the pump 230.
• signals received on the data port 499 contain information about a prevailing working pressure of the fuel.
• the signals received on the data port 499 may be used by the device 400 to determine presence of air supplied to the pump 230 and, when such presence is found, to at least temporarily reduce an operating power of said pump compared with ordinary operation. Parts of the methods herein described may be effected by the device 400 by means of the data processing unit 410 which runs the programme stored in the memory 460 or the read/write memory 450. When the device 400 runs the programme, methods herein described are executed.
• An aspect of the invention proposes a computer programme pertaining to an HC dosing system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container, which programme contains 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 the steps of determining presence of air supplied upstream of the feed device and, when such presence is found, of reducing an operating power of said feed device compared with ordinary operation.
• An aspect of the invention proposes a computer programme pertaining to a DPF system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container, which computer programme contains 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 of claims 1-10.
• An aspect of the invention proposes a computer programme pertaining to a DPF system whereby fuel is supplied to a feed device via which fuel is supplied to at least one consumption point from a container, which computer programme contains programme code for causing an electronic control unit or another computer connected to the electronic control unit to perform steps according to any of claims 1 -10.

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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)
• Exhaust Gas After Treatment (AREA)
• Processes For Solid Components From Exhaust (AREA)

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• 2010
  • 2010-06-21 SE SE1050646A patent/SE535631C2/sv not_active IP Right Cessation
• 2011
  • 2011-06-20 BR BR112012032545A patent/BR112012032545A2/pt not_active IP Right Cessation
  • 2011-06-20 WO PCT/SE2011/050794 patent/WO2011162696A1/en active Application Filing
  • 2011-06-20 WO PCT/SE2011/050802 patent/WO2011162703A1/en active Application Filing
  • 2011-06-20 EP EP11798473.2A patent/EP2582947A4/en not_active Withdrawn
  • 2011-06-20 JP JP2013516538A patent/JP2013529749A/ja active Pending
  • 2011-06-20 CN CN2011800355569A patent/CN103003537A/zh active Pending
  • 2011-06-20 SE SE1150562A patent/SE535924C2/sv not_active IP Right Cessation
  • 2011-06-20 US US13/805,106 patent/US20130125532A1/en not_active Abandoned
  • 2011-06-20 CN CN201180030675.5A patent/CN102947566B/zh not_active Expired - Fee Related
  • 2011-06-20 BR BR112012031781A patent/BR112012031781A2/pt not_active IP Right Cessation
  • 2011-06-20 US US13/805,115 patent/US20130111884A1/en not_active Abandoned
  • 2011-06-20 JP JP2013516545A patent/JP2013533423A/ja active Pending
  • 2011-06-20 EP EP11798466.6A patent/EP2582935A4/en not_active Withdrawn

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