WO2015137940A1 - Système et procédé permettant de réguler les émissions - Google Patents

Système et procédé permettant de réguler les émissions Download PDF

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Publication number
WO2015137940A1
WO2015137940A1 PCT/US2014/024536 US2014024536W WO2015137940A1 WO 2015137940 A1 WO2015137940 A1 WO 2015137940A1 US 2014024536 W US2014024536 W US 2014024536W WO 2015137940 A1 WO2015137940 A1 WO 2015137940A1
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WO
WIPO (PCT)
Prior art keywords
engine
intake flow
combustion
water vapor
vapor content
Prior art date
Application number
PCT/US2014/024536
Other languages
English (en)
Inventor
Colin L. NORRIS
Paul D. BORISUK
Original Assignee
Cummins Inc
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 Cummins Inc filed Critical Cummins Inc
Priority to PCT/US2014/024536 priority Critical patent/WO2015137940A1/fr
Publication of WO2015137940A1 publication Critical patent/WO2015137940A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • 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
    • 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
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0418—Air humidity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/36—Control for minimising NOx emissions
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2416—Interpolation techniques
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present disclosure generally relates to emission controls for internal combustion engine systems.
  • NO x nitrogen oxides
  • N0 2 nitrogen dioxide
  • Such aftertreatment systems may include one or more of a diesel oxidation catalyst ("DOC”), three-way catalyst, lean NO x catalyst, selective catalytic reduction (“SCR”) catalyst, a filtration component, either catalyzed or uncatalyzed (e.g., a diesel particulate filter (“DPF”)), and a cleanup catalyst (e.g., an ammonia oxidation catalyst).
  • SCR systems may include the introduction of a reductant, such as anhydrous ammonia, aqueous ammonia, or water-based urea solution, into the exhaust system. Where urea is used, the ammonia produced by hydrolysis of the urea reacts with the NO x emissions and is converted into nitrogen and water within a catalytic converter. Consequently, engine systems using SCR require the continuous addition of the reductant to control NO x emissions, which in turn reduces other pollutants. Accordingly, there remains a need for further contributions in this area of technology.
  • DOC diesel oxidation catalyst
  • SCR selective cata
  • a system and method for controlling the emissions from an engine system, the method including determining the water vapor content of an intake flow into a combustion chamber of an engine, determining an operating mode and condition of the engine, identifying the appropriate combustion references associated with the operating mode and condition of the engine, interpolating command parameter settings from the identified combustion references, using knowledge of the water vapor content of the intake flow, to control emissions generated by the engine, and adjusting one or more command parameters according to the interpolated command parameter settings.
  • the system includes an engine including a combustion chamber in fluid communication with an intake manifold and an exhaust system, thereby enabling an intake flow into the combustion chamber via the intake manifold, a humidity sensor in communication with the intake flow, at least one combustion reference associated with command parameters that affect the combustion process within the engine in operation, and a controller in communication with the engine and the humidity sensor, the controller structured to perform the operations of the method.
  • FIG. 1 is a schematic block diagram of an embodiment of an engine system according to the present disclosure.
  • FIG. 2 is a schematic flow diagram of a method for controlling emissions from an engine system according to the present disclosure.
  • the presence of water vapor in the combustion process may reduce the formation of NO x and other emissions. Because water vapor has a greater specific heat than nitrogen or oxygen, water vapor present in the combustion process absorbs more of the heat generated by the combustion process than air alone, thereby lowering the temperature of the combustion process, which reduces NO x formation. Consequently, higher concentrations of water vapor present in the combustion process (i.e., higher relative humidity of the combustion gases) lower the NO x emissions produced by the engine. Conversely, lower concentrations of water vapor present in the combustion process (i.e., lower relative humidity of the combustion gases) increase the NO x emissions produced by the engine by lowering the specific heat of the air-fuel mixture, which results in higher flame temperatures exceeding the NO x formation temperature. Moreover, the conditions affecting the formation of one type of emission also affect the formation of other emissions, such as carbon monoxide, partial or unburned hydrocarbons, and particulate matter.
  • other emissions such as carbon monoxide, partial or unburned hydrocarbons, and particul
  • Diesel engines tend to produce larger amounts NO x emissions than gasoline engines because, while gasoline engines run on a nearly stoichiometric ratio of air to fuel, diesel engines generally run a lean air- fuel mixture, meaning the mixture includes much more oxygen than needed to burn the available fuel.
  • Aftertreatment systems such as SCR systems, may be combined with diesel engines to treat the exhaust gas generated by the combustion process to reduce the NO x and other emissions into free nitrogen and water.
  • SCR systems require the continuous addition of a reductant, commonly referred to as diesel exhaust fluid ("DEF"). Where urea is used as the DEF in a SCR system, the NO x emissions are catalyzed into diatomic nitrogen, carbon dioxide, and water. Accordingly, a supply of DEF must be maintained and introduced into the flow of exhaust gas to control NO x and other emissions to desired levels.
  • An engine system 100 may include an engine 10 fluidly coupled to an aftertreatment system 30 as shown in FIG. 1.
  • the engine 10 may be any type of internal combustion engine, including at least a diesel, gasoline, or natural gas engine, and/or combinations thereof and may comprise a portion of a powertrain for a vehicle. Further, the engine 10 may comprise a portion of a stationary application such as a power generation or pumping application.
  • the engine 10 may include a plurality of combustion cylinders or chambers 12 structured to enable and contain a combustion process, in which a mixture of fuel and air may be burned to produce motive power for the vehicle via the mechanics of the engine 10.
  • the engine 10 may include a plurality of valves moveably connected to the combustion chambers 12 to control the flow of combustion gases into and exhaust gases out of the chambers 12.
  • the engine 10 may further include a plurality of injectors in fluid communication with the chambers 12 to introduce a prescribed amount of fuel into the chambers 12 to enable the combustion process.
  • the engine 10 may include an intake manifold 20 in fluid communication with the chambers 12, such that the intake manifold 20 enables an intake flow of ambient air into each of the chambers 12 via the valves.
  • the intake flow may include ambient air and other gases as described further herein.
  • the engine 10 may further include an exhaust system 22 in fluid communication with the chambers 12, such that the exhaust system 22 enables the flow of post-combustion exhaust gases from each of the chambers 12 via the valves.
  • the engine 10 may further include a compressor 18 fluidly connected to the intake manifold 20.
  • the compressor 18 may be structured to draw in ambient air from the environment and force the induction of the air under pressure into the intake manifold.
  • the compressor 18 may be a supercharger, in which the compressor 18 is driven by mechanical connection to the engine (e.g., by a belt connected to a crankshaft).
  • the compressor 18 may be a turbocharger having a turbine 36, in which the compressor 18 is driven by exhaust gases routed through the turbine 36 as shown in FIG. 1.
  • the compressor 18 may include both a supercharger and a turbocharger in fluid communication with the intake manifold 20.
  • the engine system 100 may include a controller 40 in communication with the engine 10, the controller 40 structured to perform certain operations, for example to reduce the emission of certain compounds from the engine 10 in operation.
  • the controller 40 may be structured to control command parameters of the engine 10, which may include those parts of the engine 10 that may be controlled with an actuator activated by the controller 40.
  • the controller 40 may be a portion of a processing subsystem including one or more computing devices having memory, processing, and communication hardware.
  • the controller 40 may be a single device or a distributed device, and the functions of the controller 40 may be performed by hardware or software.
  • the controller 40 may comprise digital circuitry, analog circuitry, or a hybrid combination of both of these types.
  • the controller 40 may include one or more Arithmetic Logic Units (ALUs), Central Processing Units (CPUs), memories, limiters, conditioners, filters, format converters, or the like which are not shown to preserve clarity.
  • ALUs Arithmetic Logic Units
  • CPUs Central Processing Units
  • memories limiters, conditioner
  • the controller 40 may be programmable, an integrated state machine, or a hybrid combination thereof.
  • the controller 40 is programmable and executes algorithms and processes data in accordance with operating logic that is defined by programming instructions such as software or firmware.
  • operating logic for the controller 40 may be at least partially defined by hardwired logic or other hardware. It should be appreciated that the controller 40 may be exclusively dedicated to reducing emissions from the engine 10 or may further be used in the regulation, control, and /or activation of one or more other subsystems or aspects of the engine system 100.
  • the controller 40 includes one or more modules structured to functionally execute the operations of the controller 40.
  • the description herein including modules emphasizes the structural independence of the aspects of the controller 40, and illustrates one grouping of operations and responsibilities of the controller 40. Other groupings that execute similar overall operations are understood within the scope of the present application. Modules may be implemented in hardware and/or software on a non-transient computer readable storage medium, and modules may be distributed across various hardware or software components.
  • Certain operations described herein include operations to interpret one or more parameters.
  • Interpreting includes receiving values by any method known in the art, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or pulse-width modulation (PWM) signal) indicative of the value, receiving a software parameter indicative of the value, reading the value from a memory location on a non-transient computer readable storage medium, receiving the value as a run-time parameter by any means known in the art, and/or by receiving a value by which the interpreted parameter can be calculated, and/or by referencing a default value that is interpreted to be the parameter value.
  • PWM pulse-width modulation
  • the engine 10 may include a humidity sensor 42 in communication with the controller 40.
  • the humidity sensor 42 may be structured to measure the water vapor content (i.e., absolute humidity) of the intake flow into the chambers 12 of the engine 10 at a location within the engine system 100 and to convert the measurement of humidity into a signal that can be interpreted by the controller 40, which may adjust the command parameters of the engine 10 accordingly.
  • the humidity sensor 42 may be in communication with the intake manifold 20 as shown in FIG. 1.
  • the humidity sensor 42 may be in communication with an inlet to the compressor 18 as indicated by humidity sensor 42a.
  • the humidity sensor 42 may be in communication with the ambient air at or near the engine 10 as further shown in FIG. 1.
  • the humidity sensor 42 may be a water vapor content measurement taken at a location remote from the engine 10.
  • a signal carrying the water vapor content information for a selected location may be transmitted to the controller 40 via telematics, which includes sending, receiving and storing information via telecommunications.
  • the water vapor content measurement may be taken at a central location within a facility, and a signal carrying the water vapor content information may be transmitted to the engine 10 operating at or near the facility.
  • the humidity sensor 42 may be a virtual, proxy, inferential, or surrogate sensor.
  • the water vapor content may be determined analytically or empirically using information available from other sensor measurements and/or process parameters of the engine 10 to calculate the water vapor content of the intake flow.
  • the engine system 100 may include an aftertreatment system 30, which may include catalytic and/or filtration components known in the art.
  • Example aftertreatment systems 30 may include, without limitation, oxidation catalysts (e.g., a diesel oxidation catalyst ("DOC"), NO x treatment components (e.g., three-way catalyst, lean NO x catalyst, selective catalytic reduction (“SCR”) catalyst, etc.), a filtration component (either catalyzed or uncatalyzed, e.g., a diesel particulate filter (“DPF”), and a cleanup catalyst (e.g., an ammonia oxidation catalyst).
  • oxidation catalysts e.g., a diesel oxidation catalyst ("DOC")
  • NO x treatment components e.g., three-way catalyst, lean NO x catalyst, selective catalytic reduction (“SCR”) catalyst, etc.
  • SCR selective catalytic reduction
  • a filtration component either catalyzed or uncatalyzed, e.g
  • the aftertreatment system 30 is a SCR system structured to catalyze NO x into diatomic nitrogen, carbon dioxide, and water using DEF as a reductant.
  • the DEF may be stored and dispensed from a doser 34, having a finite capacity, in communication with the exhaust gas as shown in FIG. 1.
  • the limited capacity of the doser 34 particularly where the engine 10 is used in a vehicle, means that the doser 34 must be periodically refilled with DEF.
  • the doser 34 may include more than one doser 34 having a finite combined capacity.
  • the aftertreatment system 30 may be structured to catalyze other emissions in addition to NO x , such as carbon monoxide and partial or unburned hydrocarbons.
  • the engine 10 may include an exhaust gas regeneration (“EGR") system 32 that recirculates via the exhaust system 22 at least a portion of the exhaust gas generated in the combustion chambers 12 back into the chambers 12 via the intake manifold 20.
  • EGR exhaust gas regeneration
  • a control valve within the EGR system 32 which may be in communication with the controller 40, may regulate and synchronize the flow of exhaust gas into the intake manifold 20.
  • Introducing exhaust gas, which has a lower fraction of oxygen, into the chambers 12 lowers the combustion temperature of the combustion process, which may reduce the amount of emissions generated during combustion.
  • exhaust gas being comprised of mostly carbon dioxide and water vapor, has a higher specific heat than the ambient air introduced into the chambers 12, thereby further lowering peak combustion temperatures and emissions formation.
  • the humidity sensor 42 may be disposed within the intake manifold 20 at a location where the recirculated exhaust gas is sufficiently mixed with the ambient air introduced into the intake manifold 20. Consequently, the humidity sensor 42 measures the humidity resulting from the mixing of the water vapor in the ambient air and the water vapor in the exhaust gas.
  • the compressor 18 of the engine 10 may include a variable geometry turbocharger ("VGT") having the turbine 36.
  • VGT variable geometry turbocharger
  • the VGT may enable exhaust gas recirculation under certain operating conditions by adjusting an aspect ratio of the VGT relative to the speed of the engine 10.
  • the aspect ratio may be adjusted by opening and closing of inlet guide vanes.
  • a small aspect ratio at high engine speeds may choke the intake flow into and exhaust gas flow out of the chambers 12, leading to high exhaust system pressures that may exceed the pressure of intake manifold (i.e., backpressure), thereby causing a portion of the exhaust gas to remain in the chambers 12 instead of exiting via the exhaust system 22.
  • the controller 40 may include a plurality of combustion references 44 associated with the command parameters that affect and control the combustion process within the engine 10.
  • the combustion references 44 are tables of command parameter settings used by the controller 40 to determine and command the appropriate command parameter settings for a given operating condition of the engine 10.
  • the command parameters may include subsystems or parts of the engine 10 that may be controlled with an actuator activated by the controller 40.
  • the command parameters may include pilot injection fueling and timing, main injection timing, post injection fueling and timing, fuel pressure, total charge flow into the intake manifold 20, EGR fraction, indicated torque- to-fuel ratio, maximum indicated torque, target NO x , and target ammonia slip.
  • the combustion references 44 may be visualized as three-dimensional surfaces that define the relationship between a specific command parameter and a given engine operating conditions of the engine 10.
  • the engine operating conditions may be defined by operating parameters.
  • Operating parameters may include, but not be limited to, the ambient temperature, the humidity of the intake air, ambient pressure, and air density at the inlet of compressor 18. Accordingly, the combustion references 44 enable the controller 40 to adjust the command parameters to achieve the desired operation of the engine 10 based on the specific operating parameters that define the conditions under which the engine 10 is operating.
  • the controller 40 may further include combustion references 44 that are specific to certain operating modes of the engine 10.
  • the controller 40 may include different combustion references 44 for certain operating conditions depending on whether the engine 10 is in a normal steady- state (i.e., base) mode, an engine fault-based protection mode, a coolant temperature -based heat rejection reduction mode, or aftertreatment-based thermal management mode. These exemplary modes are not exclusive.
  • the controller 40 may include different combustion references 44 for a given compressor inlet density or ambient air pressure.
  • the controller 40 may include more than one combustion reference 44 for a given command parameter depending on the current operating mode and/or operating conditions of the engine 10. Consequently, each mode and/or condition may have a set of combustion references 44 for a particular operating condition depending on the given operating mode of the engine 10.
  • An example a combustion reference 44 may include command parameter settings, such as main timing, for a given engine speed and load.
  • a proxy for the engine load may be included in the combustion reference 44, such as total fueling or torque demand.
  • An alternative combustion reference 44 may include a prescribed torque-to-fuel ratio for a given engine speed and commanded torque.
  • the controller 40 may interpolate between the combustion references 44 associated with a given mode and/or condition to determine the appropriate parameter settings for the current operating condition. By interpolating between combustion references 44, the controller 40 may set the command parameters to attain the desired performance criteria of the engine 10.
  • the desired performance criteria may be fuel efficiency and/or minimum emissions.
  • the controller 40 may include a first set 144 of combustion references 44 for a base engine mode at different inlet air densities associated with engine operating altitude breakpoints (e.g., sea level, 5,000 feet (ft), and 10,000 ft) and at different humidity levels (e.g., 10%, 50%, and 90%) as measured by the humidity sensor 42.
  • the controller 40 may interpret humidity level and altitude inputs, determine the appropriate command parameters settings, and adjust the command parameters accordingly to control the engine 10 by interpolating between the combustion references 44 comprising the first set 144 depending on the current altitude and humidity level. For instance, the controller 40 may interpolate a different main injection timing command parameter to account for a decreasing humidity level and an increasing altitude condition.
  • the controller 40 may further include a second set 244 of combustion references 44 for a heat rejection engine mode at the same inlet air densities associated with the same altitude breakpoints (i.e., sea level, 5,000 ft, and 10,000 ft of altitude) and at the same humidity levels (i.e., 10%, 50%, and 90%). Under conditions where a rise in engine coolant temperature indicates that the engine 10 should change from the base mode to the heat rejection engine mode, the controller 40 may use the second set 244 of combustion references 44 to determine and adjust the appropriate command parameters by interpolating between the combustion references 44 comprising the second set 244 depending on the current altitude and humidity level.
  • the controller 40 may use the second set 244 of combustion references 44 to determine and adjust the appropriate command parameters by interpolating between the combustion references 44 comprising the second set 244 depending on the current altitude and humidity level.
  • the controller 40 may interpolate between the first set 144 and the second set 244 of combustion references 44 to determine and adjust the appropriate command parameters for operating conditions that fall between the breakpoints included in the combustion references 44. Accordingly, operation of the engine 10 may be continuously tuned to the current operating conditions and mode.
  • the controller 40 may include one or more combustion references 44 that include water vapor content of the intake flow.
  • the combustion references 44 enable the controller 40 to adjust one or more actuators associated with the appropriate command parameters to affect the combustion process, and thereby affect the generation of emissions, based on the humidity level of the intake flow introduced into the combustion chambers 12.
  • the command parameters within the combustion references 44 may be preselected to reduce or maintain emissions levels as the water vapor content of the intake flow varies.
  • the water vapor content of the intake flow may be measured using the humidity sensor 42.
  • the quantity of NO x and other emissions generated by the combustion process within the combustion chambers 12 may increase as the amount of water vapor (i.e., humidity level) in the intake flow decreases.
  • the combustion parameters of pilot injection fueling and timing, main injection timing, post injection fueling and timing, fuel pressure, total charge flow into the intake manifold 20, EGR fraction, indicated torque-to-fuel ratio, maximum indicated torque, target NO x , and/or target ammonia slip may be adjusted to reduce NO x and other emissions and/or engine power, while further limiting or maintaining the consumption of DEF.
  • the controller 40 may use input from the humidity sensor 42 to limit the formation of NO x and other emissions in the engine 10 during operation by adjusting the command parameters in accordance with the combustion references 44 associated with the operating conditions of the engine 10 at the measured humidity level.
  • the engine system 100 reduces the amount of DEF required to maintain the emissions of NO x from the engine system 100 within prescribed regulatory limits.
  • conventional engines using SCR to meet regulatory emissions requirements depend upon the introduction of DEF into the exhaust gas to reduce the NO x generated by such an engine system
  • the engine system 100 may reduce the amount of DEF required at a given engine operating condition by reducing the amount of NO x emissions generated within the chambers 12, thereby lowering the operating costs of the engine system 100.
  • the engine system 100 may enable a reduction of DEF doser capacity or, alternatively, reduce the frequency of replenishing the stored DEF for a given doser capacity.
  • Reducing doser capacity may lower the cost of the engine system 100. Further, reducing the frequency of doser refilling may lower the operating costs of the engine system 100 by reducing the consumption of DEF, the maintenance labor to refill the doser capacity, and the maintenance downtime when the engine system 100 is not in operation. Consequently, the engine system 100 may be less costly to manufacturer and operate than conventional engine systems.
  • an example method 200 includes an operation 210 of determining the water vapor content of the intake flow into the chambers 12 of the engine 10.
  • the water vapor content may be determined by measuring the humidity of the intake flow. Such a humidity measurement may be made interpreting the humidity sensor 42 in communication with the intake flow.
  • the method 200 may include an operation 220 of determining the current operating mode and conditions of the engine 10.
  • the method 200 may further include an operation 230 of identifying the appropriate combustion references 44 associated with the current operating mode and conditions of the engine 10 using the controller 40.
  • the method 200 may further include an operation 240 of interpolating between the identified combustion references 44 to calculate suitable command parameter settings for control of emissions generated by the engine 10 at the determined water vapor content of the intake flow using the controller 40.
  • the method 200 may further include an operation 250 of adjusting the command parameters to the calculated command parameter settings using the controller 40 to activate the command parameters.
  • the operation 250 may include decreasing an amount of a diesel exhaust fluid introduced into an aftertreatment system of the engine as the water content of the intake flow increases.
  • the operation 250 may further include introducing exhaust gas generated in the combustion chamber into the intake flow.

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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)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un système et un procédé permettant de réguler les émissions provenant d'un système de moteur, le procédé consistant à déterminer la teneur en vapeur d'eau d'un écoulement d'admission dans une chambre de combustion d'un moteur, à déterminer un mode de fonctionnement et un état du moteur, à identifier les références de combustion appropriées associées au mode de fonctionnement et à l'état du moteur, à interpoler des réglages de paramètres de commande à partir des références de combustion identifiées à l'aide de la teneur en vapeur d'eau du flux d'admission et à ajuster un ou plusieurs paramètres de commande selon les réglages de paramètre de commande interpolés. Le système comprend un moteur, un capteur d'humidité en communication avec un écoulement d'admission dans le moteur, au moins une référence de combustion associée à des paramètres de commande qui affectent un processus de combustion, et un dispositif de commande en communication avec le moteur et le capteur d'humidité et structuré de sorte à exécuter les opérations du procédé.
PCT/US2014/024536 2014-03-12 2014-03-12 Système et procédé permettant de réguler les émissions WO2015137940A1 (fr)

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US20030136390A1 (en) * 2002-01-18 2003-07-24 Detroit Diesel Corporation Method of controlling exhaust gas recirculation system based upon humidity
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US20110270503A1 (en) * 2010-04-29 2011-11-03 Alstom Technology Ltd. Selecting and applying to fuel-flow splits bias values to correct for elevated inlet air humidity

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116398309A (zh) * 2023-06-06 2023-07-07 江铃汽车股份有限公司 基于进气湿度的天然气发动机控制方法、系统及车辆

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