WO2012123490A1 - Verfahren und vorrichtung zur bestimmung eines startzeitpunkts eines regenerationsprozesses zur regenerierung eines dieselpartikelfilters - Google Patents
Verfahren und vorrichtung zur bestimmung eines startzeitpunkts eines regenerationsprozesses zur regenerierung eines dieselpartikelfilters Download PDFInfo
- Publication number
- WO2012123490A1 WO2012123490A1 PCT/EP2012/054452 EP2012054452W WO2012123490A1 WO 2012123490 A1 WO2012123490 A1 WO 2012123490A1 EP 2012054452 W EP2012054452 W EP 2012054452W WO 2012123490 A1 WO2012123490 A1 WO 2012123490A1
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- WO
- WIPO (PCT)
- Prior art keywords
- air mass
- particulate filter
- regeneration
- exhaust gas
- load
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- 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
- F01N3/027—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 electric or magnetic heating means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
- F01N2550/04—Filtering activity of particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/04—Methods of control or diagnosing
- F01N2900/0412—Methods of control or diagnosing using pre-calibrated maps, tables or charts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- 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
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
- F01N2900/1404—Exhaust gas temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- 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
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
- F01N2900/1406—Exhaust gas pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- 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
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
- F01N2900/1411—Exhaust gas flow rate, e.g. mass flow rate or volumetric flow rate
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0812—Particle filter loading
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T29/00—Metal working
- Y10T29/49—Method of mechanical manufacture
- Y10T29/49229—Prime mover or fluid pump making
- Y10T29/49231—I.C. [internal combustion] engine making
Definitions
- the invention relates to a method and a device for determining a start time of a regeneration process of a particle filter which is switched into the exhaust gas line of an internal combustion engine, in particular of a diesel engine.
- the invention relates to a system for particle filtration for an internal combustion engine, in particular a diesel engine.
- the invention further relates to a method for retrofitting an internal combustion engine, in particular a diesel engine, with a system for particle filtration.
- particulate filters are switched on in the exhaust gas line of diesel engines in order to reduce particulate emissions, in particular soot ejection.
- the particles collect on the filter surface of the particulate filter or in its filter medium.
- Rußabbrand occurs automatically when the exhaust gas flowing to the particulate filter is higher than the ignition temperature of the soot.
- fuel additives may be used. By the addition of such additives at a temperature below the Rußzündtemperatur, but above the Rußzündtemperatur with additives so can also be an ignition.
- the exhaust gas temperature usually exceeds the Rußzündtemperatur or this with the addition of additives, when the diesel engine over a certain period of time under a certain load operates.
- active regeneration processes are used. This is done by supplying thermal energy, such as via thermoelectric heating elements or by injecting fuel into the exhaust stream.
- the particulate filter For a discontinuous regeneration of the particulate filter by Rußabbrand can take place, it is necessary that the particulate filter a certain soot loading indicates or does not exceed this. If the amount of soot accumulated on the particulate filter is too small, this can lead to incomplete, uneven Rußabbrand, the amount of soot is too large it can lead to uncontrolled combustion processes and thus damage.
- the time at which regeneration is started is essential. If this is done too early, eg too often, there is not enough material (soot) on the filter so that regeneration can take place completely, ie the entire filter is burnt free.
- filter elements for example, sintered metal filter or ceramic filter elements, for example based on silicon carbide, cordierite or aluminum titanate, an upper and a lower limit for the soot loading between which a regeneration runs optimally.
- the soot loading must therefore be monitored and as soon as the application is in the optimal "soot window", a suitable time must be determined to ignite the regeneration.
- the patent EP1509691 B1 describes the start of a regeneration depending on the soot loading on the filter.
- the pressure difference in the exhaust aftertreatment system before and after the particulate filter is determined.
- a theoretical particle loading is calculated and determined from the comparison of the theoretical particle loading with the measured from the pressure difference particle loading of the particulate filter, wherein for calculating the theoretical particle load, the exhaust gas temperature minus an evaluation threshold over a predetermined time is integrated.
- the patent EP1583892 B1 describes a method for controlling the activation of a heating device for regenerating a particle filter switched into the exhaust gas line of an internal combustion engine.
- the exhaust back pressure generated by the particulate filter is detected as a measure of the soot loading condition of the particulate filter, and the exhaust back pressure is measured when the engine is idling and the exhaust gas recirculation is off.
- the exhaust gas backpressure signal is compared with a sufficient soot loading to trigger a regeneration of the particulate filter representing threshold.
- the heater for triggering the regeneration process is enabled when the detected exhaust backpressure signal is greater than the threshold.
- the disadvantage of this is that the measurement of the exhaust back pressure can not be made during normal operation, but only at idle.
- an at least two-stage method for determining the starting time of the regeneration process of a particulate filter switched into the exhaust gas line of an internal combustion engine is known.
- the current soot loading condition of the particle filter is determined. This is compared with a characteristic map, constructed from data representing the soot load necessary for a regeneration process with sufficient regeneration success at different operating states of the internal combustion engine. If the currently determined soot load is greater than or equal to the minimum soot load required by the map, a "Load OK" flag is set.
- the anticipated regeneration success is determined if, at the time of the determination, the regeneration process would be triggered as a function of the current operating state of the internal combustion engine. If this regeneration success is sufficient, a "Regeneration Start” flag is set.
- the patent application EP 2252780 discloses a method for determining the loading state of a particle filter which is switched into the exhaust gas line of an internal combustion engine, in particular of a diesel engine, comprising the following steps: determining the exhaust gas volume flow in the flow direction of the exhaust gas behind the particle filter; Detecting the pressure prevailing in the exhaust gas line in the flow direction of the exhaust gas upstream of the particle filter; Comparing the determined in the flow direction behind the particulate filter exhaust gas flow with the detected pressure prevailing before the particulate filter pressure; and evaluating the result of the comparison, taking into account the exhaust gas backpressure provided by the unloaded particulate filter in view of the exhaust gas counterpressure caused by the particulate filter charge.
- a method for determining a starting time of a regeneration process of a particle filter which is switched into the exhaust gas line of an internal combustion engine, in particular a diesel engine, wherein the data of an air mass meter, an exhaust gas temperature sensor and a differential pressure sensor are given to a control unit and this control unit is based on the data on the Comparison with maps starts the regeneration.
- a characteristic map an air mass is assigned a value of a loading state of the particle filter, starting from that in the case of Air mass can be regenerated.
- a combination of air mass, exhaust gas temperature and differential pressure is assigned a value of the load condition.
- the engine run can be detected via the air mass signal.
- no signal of the motor is necessary over the speed of the motor.
- the method for determining a start time of a regeneration process of an in the exhaust line of an internal combustion engine, in particular a diesel engine, particulate filter preferably uses the values of three sensors: exhaust gas temperature sensor, air mass sensor and differential pressure sensor and three maps of exhaust gas temperature, air mass and differential pressure, the have been recorded at unloaded, partially loaded and maximally loaded filter and between which can be interpolated.
- the soot load on the filter is continuously determined.
- the measured sensor data is permanently correlated in the software and checks whether the regeneration can start.
- only an exhaust gas temperature sensor upstream of the particulate filter is used in the measurement. This reduces system complexity, which is particularly important for retrofit solutions.
- the invention provides for continuous monitoring of the relevant parameters that are permanently related. If the overall image of all monitored parameters allows the triggering of a regeneration, the regeneration process of the particulate filter is started. It is therefore not a static monitoring, in which first a flag is set and if this is set, other parameters are checked, but a dynamic control or control.
- One advantage is the permanent monitoring of the parameters that are essential for regeneration and the assessment of the overall situation. Not every value is evaluated individually and compared with an associated value that has to be achieved, but all parameters are constantly checked and correlated, and the interaction of all values is checked. This achieves a significantly higher flexibility when it comes to making the decision about the start of regeneration.
- the state in which the engine is currently is also the state in which the engine is currently (idle, full load, off .).
- the signal of the air mass meter is evaluated.
- the sensor is adapted to the vehicle during installation on the machine (idling signal and signal at the highest possible load and speed) or specified in the control unit. This allows the software to determine a suitable engine condition for regeneration. It can, for. For example, the value of the load taken from the interpolated maps corresponding to the measured values of exhaust gas temperature, air mass, and differential pressure is compared with a value that associates a lower threshold for the load with a map of the air mass. If the unloaded value for the load is greater than the load threshold, the regeneration is started.
- the invention provides for a direct measurement of the air mass, in particular in the intake tract of the internal combustion engine.
- the method and the device for determining a start time of a regeneration process of a particulate filter switched into the exhaust gas line of an internal combustion engine are independent of the speed / air mass ratio and can easily be adapted to a vehicle. This is a significant improvement for use in aftermarket applications and original equipment applications, especially with high variant variety, i. if a system with minimal modifications in different vehicles, such. As construction machines, industrial trucks, etc. to be used. Therefore, the invention does not use the speed signal, but the air mass meter for detecting a favorable time to start the regeneration.
- values or curves for the exhaust gas back pressure as a function of the exhaust gas volume flow are provided for the respective particle filter for three states.
- the first state is that without loading (0 g / m 2 ).
- the second state is for a load (for example a value in the range of 18-28 g / m 2 , in particular 20-26 g / m 2 , preferably 24 g / m 2 ), from which regeneration can be meaningfully carried out. This is in particular the smallest charge at which soot in the particulate filter completely burns off after ignition in a particulate filter. rich of the particulate filter takes place.
- the ignition can be effected, for example, by post-injection of fuel and thus increase in the exhaust gas temperature or by a locally provided on the particulate filter energy source, in particular electrically.
- An electric ignition is possible, for example, by means of a central glow plug or a radially circulating heater and is preferably carried out at the upstream end of the particulate filter, for example circumferentially at the outer edge or centrally in the middle of the particulate filter.
- the third state is a loading (for example a value in the range of 28-42 g / m 2 , in particular 30-38 g / m 2 , preferably 36 g / m 2 ), from which regeneration should no longer be carried out. not to endanger the diesel particulate filter by too high a temperature during regeneration.
- the relationship between air mass and load is determined in a preferred embodiment.
- the air mass is measured at idle and measured the air mass at full load. This can be done once for an internal combustion engine type and stored in the control unit or carried out in a conversion of an internal combustion engine with a diesel particulate filter system with regeneration on the specific internal combustion engine.
- the air mass range between idle and full load is then subdivided into a number of ranges, eg, three or four ranges. These areas are preferably distributed uniformly over the air mass range between idling and full load.
- the range between lower and upper threshold for the regeneration is subdivided into corresponding parts, which are assigned to the areas of the air mass area.
- the area of the smallest load is assigned to the area with the largest air mass flow and vice versa.
- a load of the internal combustion engine via the air mass at this load is assigned a load value of the diesel particulate filter, from which regeneration can take place.
- At full load or high air mass regeneration is promising even at low loads. In other words, at low loads, a high air mass flow is required for successful regeneration.
- the assignment can either be such that for each sub-region of the load a minimum value as the lower regeneration threshold for the air mass, from the can be regenerated, is provided, wherein in the region of lowest load an air mass flow in the highest range is required.
- the upper regeneration threshold for the air mass in this case is the maximum air mass used at full load.
- a fixed assignment of regions of the charge to regions of the air mass can be provided so that only high regeneration takes place when the load is high, when the load, ie the air mass moves in the lowermost region, and vice versa.
- the minimum air mass, ie at idle represents the lower regeneration threshold of the air mass for the highest load area and the upper limit of the first range of air mass above idle represents the upper regeneration threshold of the air mass for a highest load area.
- the method for determining the regeneration start can be carried out in particular by the data of the exhaust gas temperature sensor, the air mass sensor and the differential pressure sensor are evaluated by the control unit. If the load value from the maps is in the range between the lower regeneration threshold and the upper regeneration threshold, it is preferably checked whether the currently measured air mass flow is in the region which, as described, has been assigned to the loading region in which the currently established load value is located located. If this is the case, the regeneration is started. It is understood that for the individual values of the sensors always averages over z. B. 5s can be used.
- the invention also includes a device for determining a start time of a regeneration process and for regenerating a particulate filter which is switched into the exhaust gas line of an internal combustion engine, in particular a diesel engine, comprising an air mass meter, which is arranged upstream of the particulate filter, in particular between intake air filter and engine, in the intake air stream, an exhaust gas temperature sensor, before the particulate filter of a differential pressure sensor unit, which determines the pressure difference before and after the particulate filter, a control unit, the data ports for the data air mass, exhaust gas temperature, differential pressure and maintenance.
- the device further comprises a separate from the control unit power electronics for controlling the heat source for the particulate filter, which can be controlled by the control unit.
- the influence of the control unit by high energy for the heat source, eg. B. by the high temperature generated thereby can be reduced.
- the exhaust gas temperature sensor is preferably provided in front of the particle filter. This reduces system complexity, which is particularly important for retrofit solutions.
- the power electronics include a current flow monitoring unit, and the monitoring unit may report the flow of current back to the controller. This can ensure that the regeneration process is really started. This is e.g. in an error analysis of importance.
- An advantage of the invention is the independence of the application and thus the substitutability for retrofit applications and original equipment applications, especially with high variety of variants.
- the system can be installed independently of engine knowledge and receives the only essential information (air mass signal at idle and at high load) during installation.
- a routine is run in which the controller learns two or more air mass signals specific to the application.
- a value is e.g. the idling signal and a second value is at the highest possible speed and load, without specifying exact value.
- the gradient in the air mass signal determined here later allows a rough estimate of the current load condition. Knowledge of the load condition is crucial in deciding whether or not there is a favorable time for regeneration.
- the prior art provides for a speed measurement that is not learned depending on the vehicle. The speed is a very inadequate information about the load condition of an engine especially in turbocharged engines.
- the differential pressure sensor unit can also be constructed from two pressure sensors, from which a differential pressure is determined in the control unit.
- an additive metering system can furthermore be provided in one embodiment of the method and devices and systems according to the invention.
- This preferably comprises an additive tank and a metering pump for the additive, which meter the additive into the fuel return line, for example can, so that the additive enters the fuel tank and can be supplied together with the fuel via the fuel supply line to the diesel engine.
- a module with level sensor and / or level indicator can be provided for the level of the fuel tank.
- an additive is used which facilitates the regeneration of the diesel particulate filter.
- This may be, for example, a catalytic solution, for example based on metal, in particular containing iron, iron compounds such as Fe 2 O 3, platinum or other metallic catalysts.
- Fig. 1 shows a diesel particulate filter system with the components of a regeneration system
- FIG. 2 shows an example of a loading map of a diesel particulate filter.
- a typical diesel particulate filter system 100 is shown. Positions 2 and 4 show pressure measuring points before and after the diesel particulate filter.
- the differential pressure sensor 18 is connected to the pressure measuring points 2, 4 via differential pressure measuring lines 19. At the pressure measuring points, the pressure drop across the diesel particulate filter 21 can be determined.
- the illustrated diesel particulate filter 21 is a sintered metal filter, other filter element technologies are also possible, e.g. As ceramic filter elements made of silicon carbide, aluminum titanate or cordierite-based ceramic iken.
- a heat source 3 such as a heater attached. This may be a resistance heater.
- the current of the heater 3 is controlled or regulated by a power electronics 6, in particular a power relay.
- the power electronics 6 is executed separately from the electronic control unit 7 and connected thereto via one of the control lines 17.
- the control unit 7 outputs the current setpoint to the power electronics 6.
- the power electronics may comprise a monitoring unit, which reports back the value of the current to the control unit.
- the device for regeneration comprises a temperature sensor 1. This may be z. B. may be a thermocouple.
- the temperature sensor 1 is connected via one of the control lines 17 to the control unit 7.
- An air mass sensor 1 1 is also connected via a control line 17 to the control unit 7.
- the energy supply of the heater 3 via a power supply 20, the Heater 3 is further connected to the vehicle mass 5.
- an additive tank 8 and a metering pump 9 for the additive which can meter the additive into the fuel return line 16, so that the additive passes into the fuel tank 10 and can be fed together with the fuel via the fuel supply line 15 to the diesel engine 13 ,
- a module 12 may be provided with level sensor and / or level indicator.
- an additive is used which facilitates the regeneration of the diesel particulate filter.
- This may be, for example, a catalytic solution, for example based on metal, in particular containing iron, iron compounds such as Fe 2 O 3, platinum or other metallic catalysts.
- FIG. 2 shows an example of a load characteristic map for the diesel particulate filter.
- the exhaust gas volume flow in m 3 / h is plotted on the x-axis, and the exhaust gas back pressure in mbar on the y-axis.
- the first curve 110 shows the state for no load (0 g / m 2 )
- the second curve 120 for a load here, for example, 24 g / m 2
- the third Curve 130 for a load here, for example 36 g / m 2
- no regeneration should be carried out in order not to endanger the diesel particulate filter by high temperature during regeneration here, for example 36 g / m 2
- maps for the relationship between exhaust gas temperature, air mass and differential pressure for the three load states are stored for a diesel particulate filter: no load, lower threshold for regeneration and upper threshold for regeneration. For this data, no information about the internal combustion engine is necessary.
- the relationship between air mass and load is determined.
- the air mass is measured at idle and measured the air mass at full load. This can be done once for an internal combustion engine type and stored in the control unit or be carried out with a conversion of an internal combustion engine m it with a diesel particulate filter system with regeneration on the specific internal combustion engine.
- the air mass range between idle and full load is then divided into, for example, three or four ranges.
- the procedure for determining the regeneration start can be performed by evaluating the data from the exhaust gas temperature sensor, the air mass sensor and the differential pressure sensor from the control unit; and when the load value from the maps is in the range between the lower regeneration threshold and the upper regeneration threshold of the current air mass value, the regeneration is started. It is understood that mean values over, for example, 5 s can always be used for the individual values of the sensors.
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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DE112012001228T DE112012001228A5 (de) | 2011-03-15 | 2012-03-14 | Verfahren und Vorrichtung zur Bestimmung eines Startzeitpunkts eines Regenerationsprozesses zur Regenerierung eines Dieselpartikelfilters |
US14/027,465 US9212580B2 (en) | 2011-03-15 | 2013-09-16 | Method and device for determining a starting time of a regeneration process for regenerating a diesel particle filter |
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DE102011014129A DE102011014129A1 (de) | 2011-03-15 | 2011-03-15 | Verfahren und Vorrichtung zur Bestimmung eines Startzeitpunkts eines Regenerationsprozesses zur Regenerierung eines Dieselpartikelfilters |
DE102011014129.4 | 2011-03-15 |
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US14/027,465 Continuation US9212580B2 (en) | 2011-03-15 | 2013-09-16 | Method and device for determining a starting time of a regeneration process for regenerating a diesel particle filter |
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PCT/EP2012/054452 WO2012123490A1 (de) | 2011-03-15 | 2012-03-14 | Verfahren und vorrichtung zur bestimmung eines startzeitpunkts eines regenerationsprozesses zur regenerierung eines dieselpartikelfilters |
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US (1) | US9212580B2 (de) |
DE (2) | DE102011014129A1 (de) |
WO (1) | WO2012123490A1 (de) |
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US10287938B2 (en) * | 2015-06-15 | 2019-05-14 | Ford Global Technologies, Llc | System and methods for reducing particulate matter emissions |
US11286835B2 (en) * | 2017-05-25 | 2022-03-29 | Cummins Emission Solutions Inc. | System and methods for controlling flow distribution in an aftertreatment system |
DE102017211575B4 (de) * | 2017-07-06 | 2019-07-04 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Diagnose eines Differenzdrucksensors eines Partikelfilters |
CN112761757B (zh) * | 2021-01-27 | 2022-03-15 | 东风商用车有限公司 | 一种dpf初始化自学习方法及装置 |
CN113464246B (zh) * | 2021-05-12 | 2022-12-13 | 联合汽车电子有限公司 | 颗粒捕集器再生方法、控制器和再生系统 |
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2011
- 2011-03-15 DE DE102011014129A patent/DE102011014129A1/de not_active Withdrawn
-
2012
- 2012-03-14 DE DE112012001228T patent/DE112012001228A5/de not_active Withdrawn
- 2012-03-14 WO PCT/EP2012/054452 patent/WO2012123490A1/de active Application Filing
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2013
- 2013-09-16 US US14/027,465 patent/US9212580B2/en not_active Expired - Fee Related
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EP1092847A2 (de) * | 1999-10-14 | 2001-04-18 | Volkswagen Aktiengesellschaft | Verfahren zur Ermittlung des Beladungswertes eines Partikelfilters in Verbrennungskraftmaschinen, insbesondere Dieselmotoren |
EP1170473A1 (de) * | 2000-07-07 | 2002-01-09 | DaimlerChrysler AG | Brennkraftmaschine, insbesondere für Kraftfahrzeug |
WO2003100244A1 (de) * | 2002-05-23 | 2003-12-04 | Volkswagen | Verfahren zum betreiben eines dieselmotors |
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EP2252780A1 (de) | 2008-03-15 | 2010-11-24 | HJS Fahrzeugtechnik GmbH & Co. KG | Verfahren zum bestimmen des beladungszustandes eines in den abgasstrang einer brennkraftmaschine eingeschalteten partikelfilters sowie einrichtung zum reduzieren der partikelemission einer brennkraftmaschine |
Also Published As
Publication number | Publication date |
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DE102011014129A1 (de) | 2012-09-20 |
US9212580B2 (en) | 2015-12-15 |
DE112012001228A5 (de) | 2013-12-19 |
US20140230409A1 (en) | 2014-08-21 |
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