Method for operating a particulate filter taking into account ash quantity

Abstract

The invention relates to a method for operating a particulate filter (3) taking into account the ash load, an assembly associated therewith, a controller associated therewith and a vehicle associated therewith, wherein, during operation of an internal combustion engine (1), lubricant and / or fuel of the internal combustion engine (1) is at least partially converted into ash, wherein a first ash value is calculated on the basis of the fuel consumption and / or lubricant consumption of the internal combustion engine (1), wherein a pressure difference before and after the particulate filter (3) is determined after regeneration of the particulate filter, wherein a second ash value is calculated on the basis of the determined pressure difference, wherein the ash amount in the particulate filter (3) is determined from the first ash value and the second ash value, and wherein a status device is activated when the determined ash amount is higher than a predetermined value.

Description

Technical Field

[0001] This invention relates to a method according to the preamble of independent claim 1. The invention also relates to an assembly and a controller configured to perform the method of the invention. Additionally, the invention relates to a vehicle comprising the assembly of the invention. Background Technology

[0002] Different methods for determining the ash content within a particulate filter are known from existing technologies. For example, one known method calculates the ash content solely based on pressure difference. However, a drawback of this method is that the ash content (if any) can only be detected after active regeneration. Summary of the Invention

[0003] The objective of this invention is to overcome the shortcomings of the prior art. In particular, it aims to provide a method for operating a particulate filter while taking into account the ash content within the filter. Furthermore, this method should allow for the simple and reliable determination of the ash content within the particulate filter.

[0004] The objective of this invention is accomplished, in particular, by means of the features of the independent claims.

[0005] The present invention particularly relates to a method for operating a particulate filter while taking into account the amount of ash within the particulate filter and / or for determining the amount of ash within the particulate filter in an internal combustion engine exhaust gas treatment device.

[0006] Especially when the internal combustion engine is running, the lubricant and / or fuel of the internal combustion engine are at least partially converted into ash.

[0007] Perhaps, the first ash value can be calculated based on the amount of fuel and / or lubricant used in the internal combustion engine.

[0008] Preferably, after particulate filter regeneration, the pressure difference of the particulate filter, especially the pressure difference before and after the particulate filter, is determined, and the second ash value is calculated based on the determined pressure difference. Particularly preferably, the pressure difference per unit exhaust gas volume flow rate is always determined and calculated, and the second ash value is determined from it.

[0009] Preferably, the amount of ash in the particulate filter is determined from the first and second ash values.

[0010] Particularly preferably, when the determined ash content exceeds a predetermined value, the status device, and in particular the engine indicator light, is activated, thereby potentially notifying the driver of the status of the exhaust gas treatment equipment, especially the particulate filter. The status device can also be designed as a maintenance indicator light.

[0011] In particular, the ash content of a particulate filter, especially the ash loading, can be determined in grams using the method of the present invention.

[0012] The effective volume of a particulate filter can perhaps be calculated according to the following rules:

[0013] V eff =V PF -V Asche

[0014] Among them, V eff V is the effective volume of the particulate filter. PF V is the volume of the particulate filter. Asche This is the volume of ash located within the particulate filter. Ash volume can be determined from ash quantity.

[0015] By using V eff This allows us to provide the filter carbon black loading in grams per liter of effective volume. This offers the advantage that, although the effective volume and absolute carbon black loading are reduced, thermal management measures can always be triggered with a given relative carbon black loading.

[0016] The particulate filter is preferably a diesel particulate filter (DPF) or a gasoline engine particulate filter (OPF or GPF).

[0017] The first gray value can be determined, preferably continuously, based, especially solely on the operating point of the internal combustion engine.

[0018] The first gray value can be determined, especially based solely on internal combustion engine measurement data, preferably continuously.

[0019] The first gray value can preferably be determined continuously, especially based solely on the amount of engine oil and / or internal combustion engine fuel used in the internal combustion engine.

[0020] Perhaps, when determining the first ash value, the so-called first ash rejection factor should be considered. Perhaps, when determining the first ash rejection factor, the exhaust gas mass flow rate and / or exhaust gas volume flow rate and / or exhaust gas temperature should be considered.

[0021] The second ash value can be determined, in particular, based solely on the determined pressure difference of the particulate filter, especially the pressure difference before and after the particulate filter. Particularly preferably, the second ash value is determined based on the pressure difference and the exhaust gas volumetric flow rate. Here, the so-called flow resistance, which is proportional to the carbon black loading, is determined from the ratio of pressure difference to exhaust gas volumetric flow rate (dP / exhaust gas volumetric flow rate). Therefore, the carbon black loading is determined in a simple manner.

[0022] Perhaps the so-called second ash rejection factor should be considered when determining the second ash value. Perhaps the exhaust gas volumetric flow rate and / or exhaust gas temperature should be considered when determining the second ash rejection factor.

[0023] Perhaps the first and second gray rejection coefficients are the same.

[0024] The amount of ash in the particulate filter can be determined based on a first ash value calculated taking into account the amount of fuel and / or lubricant used in the internal combustion engine and a second ash value determined based on the pressure difference, especially preferably based on the pressure difference per unit exhaust gas volume flow rate.

[0025] Perhaps, when the determined ash content in the particulate filter exceeds a predetermined value, the status device, especially the engine indicator light, will be activated. This will notify the driver of the status of the exhaust gas treatment equipment, particularly the particulate filter.

[0026] Perhaps, when the ash content determined in the particulate filter is lower than or corresponds to a predetermined value, the status device, especially the engine indicator light, will not be activated.

[0027] It may be stipulated that status information regarding the function of the exhaust gas treatment equipment is output via status devices, especially engine indicator lights, i.e., the vehicle's MIL (Malfunction Indicator Light), thereby informing the driver of the functional capability of the exhaust gas treatment equipment, and especially the functional capability of the particulate filter.

[0028] It may be stipulated that status information regarding the function of the exhaust gas treatment equipment is output via warning lights and / or indicators and / or acoustic indicators in the vehicle display, thereby informing the driver of the status of the exhaust gas treatment equipment's functionality, especially the particulate filter's functionality.

[0029] Perhaps the status device could be a warning light, especially an engine indicator light. Perhaps the status device could output indications on the vehicle display and / or output audible indications.

[0030] An internal combustion engine can be an internal combustion engine in a motor vehicle, especially a diesel engine or a gasoline engine.

[0031] Perhaps the method steps are specified as described above, sequentially.

[0032] However, it can also be stipulated that the given semantic order does not necessarily correspond to the temporal order.

[0033] The procedures can be performed once, not performed, or performed multiple times during vehicle operation.

[0034] In all embodiments, it is preferably specified that the method of the present invention is implemented automatically, particularly under the control and / or adjustment of the vehicle controller.

[0035] It may be feasible to determine the function of a particulate filter, particularly its effective volume, using the method of the present invention. Within the scope of the present invention, the effective volume of a particulate filter can refer to the volume free of ash. In other words, the effective volume may be suitable for filtering carbon black and / or ash.

[0036] Within the scope of this invention, "determining the pressure difference of the particulate filter" can refer to determining the pressure difference before and after the particulate filter. In other words, the pressure difference of the particulate filter, or the pressure difference before and after the particulate filter, can be determined by determining the pressure before and after the particulate filter, especially the pressure difference. Particularly preferably, the pressure difference per unit volumetric flow rate of exhaust gas is always determined and calculated here.

[0037] It may be stipulated that the pressure difference before and after the particulate filter is determined when the carbon black loading in the particulate filter is essentially zero. Particularly preferably, the pressure difference per unit volumetric flow rate of exhaust gas before and after the particulate filter is determined when the carbon black loading in the particulate filter is essentially zero.

[0038] It may be stipulated that the pressure difference before and after the particulate filter is determined when the particulate filter is substantially free of carbon black. Particularly preferably, the pressure difference per unit volumetric flow rate of exhaust gas before and after the particulate filter is determined when the particulate filter is substantially free of carbon black.

[0039] Perhaps the second ash value can be determined by measuring the pressure difference before and after the particulate filter. This is especially important when the particulate filter does not contain carbon black. The pressure difference measurement here is particularly important for measuring the pressure difference per unit volumetric flow rate of exhaust gas, and a pressure difference determination unit is specifically provided for this purpose.

[0040] In particular, when the exhaust gas mass flow rate is in the range of 100 kg / h to (inclusive) 2000 kg / h, the second ash value is determined.

[0041] Perhaps, when the pressure difference corresponds to the amount of ash within the particulate filter, the second ash value is determined based on the pressure difference before and after the particulate filter at its operating point, particularly after regeneration. In this case, the pressure difference per unit volumetric flow rate of exhaust gas is also determined.

[0042] Perhaps, when the amount of ash in the particulate filter can be determined by measuring the pressure difference, a second ash value can be determined.

[0043] It may be stipulated that when the exhaust gas mass flow rate is in the range of 100 kg / h to 2000 kg / h, especially in the range of 500 kg / h to (inclusive) 1000 kg / h, the pressure difference before and after the particulate filter should be determined. In principle, the value depends on the filter resistance and can be changed accordingly.

[0044] The regulations may specify that the exhaust gas treatment equipment includes multiple exhaust gas treatment components, such as, in particular, a three-way catalytic converter, a diesel oxidation catalytic converter, a particulate filter, a NOx storage catalytic converter, a nitrogen oxide selective reduction catalytic converter, and / or an ammonia escape catalytic converter.

[0045] It may be stipulated that exhaust gas treatment components, especially particulate filters, are at least partially passed through by the exhaust gas and / or ash flowing from the internal combustion engine.

[0046] Perhaps the calculation of the first gray value should follow these rules:

[0047] A1=A m1 ×F1

[0048] Where A1 is the first gray value, A m1 The ash value is calculated based on the amount of fuel and / or lubricant used, and F1 indicates the percentage of the calculated ash value that remains in the particulate filter.

[0049] In principle, it can be stipulated that the calculation of the second gray value shall be carried out according to the following rules:

[0050] A2 = A m2 ×F2

[0051] Where A2 is the second gray value, A m2 The ash value is calculated based on the pressure loss before and after the particulate filter, and F2 indicates the percentage of the calculated ash value that remains in the particulate filter.

[0052] However, the advantage is that when calculating the differential pressure, only the ash in the filter is measured, but not the original ash in the engine. The ash value calculated based on the pressure loss is therefore already A2, since only the ash located in the filter can generate a differential pressure.

[0053] Perhaps, when determining the first and / or second gray values, the so-called gray cutoff coefficients, i.e., values ​​F1 and / or F2, should be considered.

[0054] Perhaps exhaust gas volumetric flow rate and / or exhaust gas temperature should be considered when determining the ash rejection factor.

[0055] It may be stipulated that the exhaust gas temperature, particularly after exiting the internal combustion engine and / or upon entering the particulate filter, should be considered when calculating the first and / or second ash values. It is particularly advantageous to employ a temperature model upstream of the particulate filter or a filter substrate temperature model for this calculation.

[0056] It may be stipulated that the temperature of the particulate filter be taken into account when calculating the first and / or second gray values.

[0057] It may be stipulated that the regeneration of the particulate filter is carried out with oxygen at a particulate filter temperature above 480°C, especially above 580°C.

[0058] The present invention particularly relates to an assembly comprising an internal combustion engine and an exhaust gas treatment device.

[0059] Perhaps the exhaust gas treatment equipment includes at least one exhaust gas treatment component, especially a particulate filter.

[0060] It is possible that, during the operation of an internal combustion engine, lubricant and / or fuel are at least partially converted into ash. Here, it is assumed that lubricant has a greater impact on ash production than fuel.

[0061] Preferably, the assembly is provided and / or designed for carrying out the method of the present invention.

[0062] It may be stipulated that the exhaust gas treatment equipment includes a pressure measuring mechanism, which is set up to measure the pressure difference of the particulate filter, especially the pressure difference before and after the particulate filter. By measuring the pressure difference, the pressure difference per unit volumetric flow rate of exhaust gas can be advantageously determined.

[0063] Perhaps it is specified that the pressure measuring mechanism comprises two pressure gauges, wherein the first pressure gauge is arranged before the particulate filter and the second pressure gauge is arranged after the particulate filter. The exhaust gas treatment equipment advantageously also includes a diesel oxidation catalyst arranged upstream of the particulate filter designed as a diesel particulate filter. Advantageously, the first pressure gauge is arranged upstream of the diesel oxidation catalyst and the second pressure gauge is arranged downstream of the particulate filter. The pressure measuring mechanism is advantageously designed and arranged to determine the pressure differential per unit exhaust gas volumetric flow rate.

[0064] The pressure difference before and after the particulate filter can be determined by a pressure measuring device. In particular, the pressure difference before and after the particulate filter, especially the pressure differential, can be determined by the pressure measuring device, or as described above, before and after the particulate filter and another exhaust gas treatment device located upstream of the particulate filter.

[0065] In particular, the present invention relates to a controller for an internal combustion engine exhaust gas treatment device.

[0066] Preferably, the controller is configured to implement the method of the present invention.

[0067] This invention particularly relates to a vehicle comprising the assembly of the invention. Advantageously, the assembly of the invention can also be designed as a stationary device, or a stationary device can include a corresponding assembly. A stationary device, for example, can be designed as a generator.

[0068] Other features of the invention may be derived from the claims, description of embodiments, and figures. Attached Figure Description

[0069] The invention will now be further explained by exemplary, non-exclusive and / or non-limiting embodiments.

[0070] Figure 1 A schematic diagram illustrating a first embodiment of the method of the present invention is shown.

[0071] Figure 2 A schematic diagram of a first embodiment of the assembly of the present invention is shown.

[0072] Figure 3 A schematic diagram of a second embodiment of the present invention assembly is shown.

[0073] Unless otherwise stated, the reference numerals in the drawings correspond to the following components:

[0074] 1: Internal combustion engine; 2: Exhaust gas treatment equipment; 3: Particulate filter; 4: First pressure sensor; 5: Second pressure sensor; 6: First temperature sensor; 7: HC metering device; 8: Second temperature sensor; 9: First NOx measuring device; 10: Third temperature sensor; 11: AdBlue metering device; 12: Fourth temperature sensor; 13: Second NOx measuring device; 14: Calculation of the first ash value; 15: Regeneration of the particulate filter; 16: Calculation of the second ash value; 17: Determination of the ash content in the particulate filter considering the first and second ash values; 18: The determined ash content is less than the predetermined limit value; 19: The determined ash content is greater than the predetermined limit value; 20: The status device is not activated; 21: The status device is activated; 22: Diesel oxidation catalyst; 23: SCR catalyst; 24: Ammonia escape catalyst. Detailed Implementation

[0075] Figure 1 A schematic diagram of a first embodiment of the method according to the present invention for operating the particulate filter 3 in consideration of the ash content within the particulate filter 3 and / or for determining the ash content within the particulate filter 3 of the exhaust gas treatment device 2 for an internal combustion engine 1 is shown.

[0076] According to the first embodiment, during the operation of the internal combustion engine 1, fuel and / or lubricant are at least partially converted into ash. The ash then flows at least partially through the exhaust gas treatment device 2 of the internal combustion engine 1, which includes a particulate filter 3.

[0077] The first ash value 14 is calculated based on the amount of fuel and / or lubricant used in the internal combustion engine 1.

[0078] According to this implementation method, the first gray value is calculated according to the following rules:

[0079] A1=A m1 ×F1

[0080] Where A1 is the first gray value, A m1 The ash value is calculated based on the amount of fuel and / or lubricant used, and F1 indicates the percentage of the calculated ash value that remains in the particulate filter 3.

[0081] During the process of the method, the particulate filter is regenerated 15. The regeneration of the particulate filter 3 is carried out using oxygen at a particulate filter temperature greater than 480°C, especially greater than 580°C. However, regeneration is not necessarily required.

[0082] After regeneration, and especially immediately after regeneration, the pressure difference before and after the particulate filter 3 is determined and the second ash value 16 is calculated based on the pressure difference.

[0083] When the carbon black loading in the particulate filter 3 is substantially zero and / or when the particulate filter 3 is substantially free of carbon black, the pressure difference across the particulate filter 3 is determined according to this embodiment. The amount of ash present in the particulate filter 3 can then be inferred from the determined pressure difference.

[0084] The second gray value is calculated according to the following rules based on this implementation method:

[0085] A2 = A m2 ×F2

[0086] Where A2 is the second gray value, A m2 The ash value is calculated based on the pressure loss before and after the particulate filter 3, and F2 indicates the percentage of the calculated ash value remaining in the particulate filter 3.

[0087] Furthermore, according to this embodiment, the pressure difference before and after the particulate filter 3 is determined when the ash mass flow rate is higher than 100 kg / h.

[0088] When calculating the first and second ash values, the exhaust gas temperature and / or the temperature of the particulate filter 3 are taken into account.

[0089] The amount of ash in the 17-particle filter was then determined from the first and second ash values.

[0090] When the determined amount of ash in the particulate filter is greater than a predetermined value of 19, the status device, especially the engine indicator light 21, is activated to notify the driver of the status of the exhaust gas treatment equipment 2.

[0091] When the determined amount of ash in the particulate filter is less than or equal to a predetermined value of 18, the status device, especially the engine indicator light, is not activated 20.

[0092] Figure 2 A schematic diagram showing a first embodiment of the assembly of the present invention is provided.

[0093] According to this embodiment, the assembly includes an internal combustion engine 1 and an exhaust gas treatment device 2. The exhaust gas treatment device 2 includes a particulate filter 3.

[0094] When the internal combustion engine 1 is running, the fuel and / or lubricant are at least partially converted into ash. The ash then flows through the exhaust gas treatment device 2 and thus also through the particulate filter 3.

[0095] A method for implementing the present invention is established according to the assembly of the first embodiment. In particular, the method of the present invention is implemented in a manner adjusted and / or controlled by a controller not shown.

[0096] The assembly also includes a pressure measuring mechanism for measuring the pressure difference before and after the particulate filter 3. The pressure measuring mechanism includes two pressure gauges, wherein a first pressure gauge 4 is arranged before the particulate filter 3 and a second pressure gauge 5 is arranged after the particulate filter 3.

[0097] It may be stipulated that status information regarding the function of the exhaust gas treatment equipment 2 is output via status devices, especially the vehicle's MIL (Malfunction Indicator / Engine Indicator), displays, and / or acoustic indicators, thereby informing the driver of the functional capabilities of the exhaust gas treatment equipment 2, especially the status of the functional capabilities of the particulate filter 3.

[0098] Figure 3 A schematic diagram showing a second embodiment of the assembly of the present invention is provided. According to... Figure 3 The features of the second embodiment are preferably corresponding to those according to Figure 2 Features of the first embodiment.

[0099] A method for implementing the present invention is established according to the assembly of the second embodiment. In particular, the method of the present invention is executed in a manner regulated and / or controlled by a controller not shown.

[0100] According to this embodiment, the assembly includes an internal combustion engine 1 and an exhaust gas treatment device 2.

[0101] According to this embodiment, the exhaust gas treatment device 2 includes a diesel oxidation catalyst 22 (so-called DOC), a diesel particulate filter (so-called DPF), a so-called SCR catalyst 23 (a catalyst for selective reduction of nitrogen oxides), and an ammonia escape catalyst 24 (so-called ASC).

[0102] A first thermometer 6 and a so-called HC metering device 7 are installed between the internal combustion engine 1 and the diesel oxidation catalyst 22.

[0103] A second thermometer 8 and a first pressure gauge 4 are installed between the diesel oxidation catalyst 22 and the diesel particulate filter.

[0104] A second pressure gauge 5, a first NOx measuring device 9, a third temperature gauge 10, and a so-called AdBlue metering device 11 are installed between the diesel particulate filter and the SCR catalyst 23.

[0105] An ammonia escape catalyst 24 is provided after the SCR catalyst 23. A fourth thermometer 12 and a second NOx measuring device 13 are provided after the ammonia escape catalyst 24.

[0106] According to this embodiment, the pressure measuring mechanism includes first and second pressure gauges 4 and 5, which are set up to measure the pressure difference before and after the particulate filter 3.

[0107] The effects of the present invention can be achieved through this exemplary configuration.

[0108] The present invention is not limited to the embodiments shown, but includes any method, any assembly, any controller and any vehicle according to the following claims.

Claims

1. A method for operating a particulate filter (3) taking ash content into account and / or for determining the ash content in a particulate filter (3) of an exhaust gas treatment device (2) for an internal combustion engine (1), wherein, - During the operation of the internal combustion engine (1), the lubricant and / or fuel of the internal combustion engine (1) are at least partially converted into ash, and - The first ash value is calculated based on the fuel consumption and / or lubricant consumption of the internal combustion engine (1). Its characteristics are, - Determine the pressure difference before and after the particulate filter (3) after regeneration. - Calculate the second ash value based on the determined pressure difference. - Determine the amount of ash in the particulate filter (3) from the first ash value and the second ash value, and - When the determined ash amount is higher than the predetermined value, the status device is activated; In calculating the first and second ash values, the exhaust gas temperature after leaving the internal combustion engine (1) and when entering the particulate filter (3) is taken into account; The temperature upstream of the particulate filter is used for this calculation; The filter substrate temperature model is used for this calculation.

2. The method of claim 1, wherein, This status device is the engine indicator light.

3. The method of claim 1 wherein, The pressure difference before and after the particulate filter (3) is determined under the following conditions, namely, - The carbon black loading in the particulate filter (3) is essentially zero, and / or - The particulate filter (3) is essentially free of carbon black.

4. The method according to one of claims 1 to 3, characterized in that When the exhaust gas mass flow rate is in the range of 100 kg / h to 2000 kg / h, the pressure difference before and after the particulate filter (3) is determined.

5. The method of claim 4, wherein, When the exhaust gas mass flow rate is in the range of 500 kg / h to 1000 kg / h, the pressure difference before and after the particulate filter (3) is determined.

6. The method according to any one of claims 1 to 3, characterized in that, - The exhaust gas treatment equipment (2) includes multiple exhaust gas treatment components, and / or - The exhaust gas treatment component is at least partially passed through by the exhaust gas and / or ash flowing from the internal combustion engine (1).

7. The method according to claim 6, characterized in that, - The exhaust gas treatment equipment (2) includes multiple exhaust gas treatment components, namely a three-way catalytic converter, a diesel oxidation catalytic converter (22), a particulate filter (3), a NOx storage catalytic converter, a nitrogen oxide selective reduction catalytic converter and / or an ammonia escape catalytic converter (24), and / or - The exhaust gas treatment component is the particulate filter (3) through which at least part of the exhaust gas and / or ash flowing from the internal combustion engine (1) passes.

8. The method according to one of claims 1 to 3, characterized in that The calculation of the first gray value is performed according to the following rules: in, It is the first gray value. It is an ash value calculated based on fuel and / or lubricant usage, and This indicates the percentage of the calculated gray value remaining in the particulate filter (3).

9. The method according to any one of claims 1 to 3, characterized in that, The temperature of the particulate filter (3) is taken into account when calculating the first and / or second gray values.

10. An assembly suitable for a vehicle, wherein, - The assembly includes an internal combustion engine (1) and an exhaust gas treatment device (2), - The waste gas treatment device (2) includes at least one waste gas treatment component, and - During the operation of the internal combustion engine (1), the fuel and / or lubricant are at least partially converted into ash. Its characteristics are, - The assembly is configured to perform the method according to any one of claims 1 to 9.

11. The assembly of claim 10, wherein, The exhaust gas treatment device (2) includes at least one exhaust gas treatment component, which is a particulate filter (3).

12. The assembly of claim 10 or 11, wherein, The exhaust gas treatment equipment includes a pressure measuring mechanism, which is set up to measure the pressure difference of the particulate filter.

13. The assembly of claim 12, wherein, The pressure measuring device is designed to measure the pressure difference before and after the particulate filter.

14. A controller for an exhaust treatment device (2) of an internal combustion engine (1), characterized in that The controller is configured to perform the method according to any one of claims 1 to 9.

15. A vehicle characterized by The vehicle includes the assembly as described in any one of claims 10 to 13.

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