Patent Application
20200049047
The present invention relates to a method for controlling at least one of a dosage device and an engine. The present invention also relates to a system arranged for controlling at least one of a dosage device and an engine. The invention also relates to a computer program and a computer-readable medium, which implement the method according to the invention.
The following background description constitutes a description of the background to the present invention, and thus need not necessarily constitute prior art.
In connection with increased government interests concerning pollution and air quality, primarily in urban areas, emission standards and regulations regarding emissions from combustion engines have been drafted in many jurisdictions.
Such emission standards often comprise requirements defining acceptable limits of exhaust emissions from combustion engines in, for example, vehicles. For example, emission levels of nitrogen oxides (NOx), hydrocarbons (CxHy), carbon monoxide (CO) and particles (PM) are often regulated by such standards for most types of vehicles. Vehicles equipped with combustion engines typically give rise to such emissions in varying degrees. In this document, the invention will be described mainly for its application in vehicles. However, the invention may be used in substantially all applications where combustion engines are used, for example, in vessels such as ships or aeroplanes/helicopters, wherein regulations and standards for such applications limit emissions from the combustion engines.
In an effort to comply with these emission standards, the exhausts caused by the combustion of the combustion engine are treated (purified).
A common way of treating exhausts from a combustion engine includes a so-called catalytic purification process, which is why vehicles equipped with a combustion engine usually comprise at least one catalyst. There are different types of catalysts, where the different respective types may be suitable depending on, for example, the combustion concept, combustion strategies and/or fuel types, which are used in the vehicles, and/or the types of compounds in the exhaust stream to be purified. In relation to at least nitrous gases (nitrogen monoxide, nitrogen dioxide), referred to below as nitrogen oxides (NOx), vehicles often comprise a catalyst, wherein an additive is supplied to the exhaust stream resulting from the combustion in the combustion engine, in order to reduce nitrogen oxides (NOx), primarily to nitrogen gas and aqueous vapour.
Selective Catalytic Reduction (SCR) catalysts are, for example, a commonly used type of catalyst for this type of reduction, primarily for heavy goods vehicles. SCR catalysts usually use ammonia (NH3), or a composition from which ammonia may be generated/formed, such as AdBlue, as an additive to reduce the amount of nitrogen oxides (NOx) in the exhausts. The additive is injected into the exhaust stream resulting from the combustion engine upstream of the catalyst. The additive added to the catalyst is adsorbed (stored) in the catalyst, in the form of ammonia (NH3), so that a redox-reaction may occur between nitrogen oxides (NOx) in the exhausts and ammonia (NH3) available via the additive.
The additive being injected into the exhaust stream is thus very important for the reduction of the nitrogen oxides (NOx) in the exhausts. However, in known solutions, the control of the amount to be injected is not very exact/reliable, which may be problematic. Especially, if too much additive is injected into the exhaust stream, there is a risk that residues/precipitates/crystallisations of additive are formed downstream of the dosage device injecting the additive into the exhaust stream (for example, in an evaporation chamber). Such additive residues/precipitates/crystallisations (hereafter commonly denoted residues) of additive being formed in the exhaust treatment system potentially increase the back pressure in the exhaust treatment system, and therefore potentially also increase the fuel consumption for the engine. Also, such additive residues in the exhaust treatment system may have a negative effect on the general purification performance of the exhaust treatment system, since the additive residues in the evaporation chamber reduces the evaporation efficiency, which may result in too little evaporated additive reaching the SCR catalyst.
The increased back pressure and/or the less efficient exhaust purification of the exhaust treatment system may also result in a number of control system related problems. The one or more control systems arranged for controlling the exhaust treatment system may be unaware of these problems, and may thus keep on controlling the system based on the assumption that the back pressure is not increased and/or that an efficient reduction of nitrogen oxides (NOx) is effected by the system.
Also, if too little additive is injected into the exhaust stream, the reduction of the nitrogen oxides (NOx) in the exhausts may become deficient/unacceptable, and may result in failure to fulfill the requirements in the emission standards.
An object of the present invention is to solve, at least partly, at least some of the above mentioned problems/disadvantages.
The object is achieved through the above mentioned method for controlling at least one of a dosage device and an engine, in accordance with the claims.
The method controls at least one of a dosage device and an engine, wherein the engine produces an exhaust stream treated by an exhaust treatment system by injection of at least one additive into the exhaust stream with the dosage device. The additive at least partly evaporates in an evaporation chamber when injected into the exhaust stream.
According to the present invention, the method includes:
According to an embodiment of the present invention, the at least one time dependent condition Ci is determined based also on one or more of an exhaust mass flow Mexh⋅ of the exhaust stream, and an additive mass flow Madd⋅ being injected by the dosage device into the exhaust stream.
According to an embodiment of the present invention, the at least one interpretation of the internal temperature Ti is determined based on a basis or a combination of bases from a group of bases that includes:
According to an embodiment of the present invention, the at least one interpretation of the internal temperature Ti is determined based also on at least one measurement of the internal temperature Ti performed by at least one internal temperature sensor arranged at the at least one position Pi at the internal wall of the evaporation chamber.
According to an embodiment of the present invention, the at least one interpretation of the internal temperature Ti is determined as a virtual temperature determined by a combination of the actual measured evaporation chamber wall temperature Ti_wall and the measured and/or predicted exhaust temperature Texh according to the expression Ti=x*Ti_wall+y*Texh.
According to an embodiment of the present invention, the temperature model utilizes the exhaust temperature Texh for the exhaust stream, the exhaust mass flow Mexh⋅, and the additive mass flow Madd⋅ being injected into the exhaust stream as input parameters.
According to an embodiment of the present invention,
According to an embodiment of the present invention,
As mentioned above, the internal temperature Ti may, according to some embodiments, be the actual evaporation chamber wall temperature Ti wall for the least one position Pi; that is, Ti=Ti_wall; and/or may be a virtual temperature determined by a combination of the actual wall temperature Ti_wall and the exhaust temperature Texh according to the expression Ti=x*Ti_wall+y*Texh.
According to an embodiment of the present invention, the exhaust mass flow Mexh⋅ is determined based on a basis or a combination of bases selected from a group of bases that includes:
According to an embodiment of the present invention, the at least one time dependent condition Ci is related to a mass Madd_wall of the additive being present at the at least one position Pi at the internal wall of the evaporation chamber.
According to an embodiment of the present invention, the mass Madd_wall of the additive is determined based on at least one factor or a combination of factors selected from a group of factors that includes the at least one interpretation of the internal temperature Ti, the additive mass flow Madd⋅ being injected into the exhaust stream, the exhaust mass flow Mexh⋅ for the exhaust stream, and a time period tadd during which the additive is injected into the exhaust stream.
According to an embodiment of the present invention, the risk for at least one critical condition Ci_critical related to the at least one position Pi is determined based also on an exhaust temperature Texh for the exhaust stream upstream of the evaporation chamber in the exhaust treatment system.
According to an embodiment of the present invention, the control of the dosage device includes the control of:
According to an embodiment of the present invention, the control of the engine includes control of one controllable factor or a combination of controllable factors selected from a group of controllable factors that includes:
The object is also achieved through the above mentioned computer program and computer-readable medium.
The object is achieved also through the above-mentioned system arranged for controlling at least one of a dosage device and an engine, as claimed.
The system is arranged for controlling at least one of a dosage device and an engine, the engine producing an exhaust stream treated by an exhaust treatment system that injects at least one additive into the exhaust stream with the dosage device. The additive at least partly evaporates in an evaporation chamber when being injected into the exhaust stream.
The system according to the present invention includes:
The system also includes means, for example, a second determination unit, arranged for determining a risk for at least one critical condition Ci_critical related to the at least one position Pi based on the least one determined time dependent condition Ci such that the risk for at least one critical condition Ci_critical has a spatial resolution along the internal wall of the evaporation chamber.
The system also includes means, for example, a control unit, arranged for controlling at least one of the dosage device and the engine based on the determined risk for at least one critical condition Ci_critical.
According to an embodiment of the present invention, the first determining unit is arranged for determining the at least one time dependent condition Ci based also on one or more of an exhaust mass flow Mexh⋅ of the exhaust stream, and an additive mass flow Madd⋅ being injected by the dosage device into the exhaust stream.
According to an embodiment of the present invention, the system includes means, for example, a temperature determining unit, arranged for determining at least one interpretation of the internal temperature Ti based on:
According to an embodiment of the present invention, the temperature determining unit/means is arranged for determining the at least one interpretation of the internal temperature Ti based also on at least one measurement of the at least one internal temperature Ti performed by at least one internal temperature sensor arranged at the at least one position Pi at the internal wall of the evaporation chamber.
According to an embodiment of the present invention, the temperature determining unit/means is arranged for determining the at least one interpretation of the internal temperature Ti as a combination of the measured and/or predicted exhaust temperature Texh for said exhaust stream and at least one measured internal wall temperature Ti_wall according to the expression Ti=x*Ti_wall+y*Texh.
According to an embodiment of the present invention, the temperature determining unit/means is arranged for utilizing the exhaust temperature Texh for the exhaust stream, the exhaust mass flow Mexh⋅, and the additive mass flow Madd⋅ being injected into the exhaust stream as input parameters for the temperature model.
According to an embodiment of the present invention, the temperature determining unit/means is arranged for:
According to an embodiment of the present invention, the second determining unit/means is arranged for:
According to an embodiment of the present invention, means, for example, a mass flow determining unit, is arranged for determining the exhaust mass flow Mexh⋅ based on a basis or a combination of bases selected from a group of bases that includes:
According to an embodiment of the present invention, the second determination unit/means is arranged for relating the at least one time dependent condition Ci to a mass Madd_wall of the additive being present at the at least one position Pi at the internal wall of the evaporation chamber.
According to an embodiment of the present invention, the second determination unit/means is arranged for determining the mass Madd_wall of the additive based at least on one factor, or a combination of factors, selected from a group of factors that includes: the at least one internal temperature Ti, the additive mass flow Madd⋅ being injected into the exhaust stream, the exhaust mass flow Mexh⋅ for the exhaust stream, and a time period tadd during which the additive is injected into the exhaust stream.
According to an embodiment of the present invention, the second determination unit/means is arranged for determining the risk for at least one critical condition Ci_critical related to the at least one position Pi based also on an exhaust temperature Texh for the exhaust stream upstream the evaporation chamber in the exhaust treatment system.
According to an embodiment of the present invention, means, for example, a control unit, is arranged for controlling the dosage device by control of:
According to an embodiment of the present invention, means, for example, a control unit is arranged for controlling the engine by controlling a controllable factor or a combination of controllable factors selected from a group of controllable factors that includes:
By the use of the present invention, the performance of the evaporation chamber regarding an amount of additive being possible to evaporate is improved. Also, the robustness of the evaporation chamber, and of the control of the injection of the additive, is increased.
Thus, the amount of additive to be injected into the exhaust stream may, by use of the present invention, be precisely controlled, such that the evaporation of the injected additive is improved. Hereby, the amount of additive to be injected may also be increased in some situations, whereby the efficiency of the reduction of the nitrogen oxides (NOx) in the one or more reduction catalyst devices using additives for their reduction may be considerably increased.
An exhaust treatment system implementing the present invention therefore has potential to meet the emission requirements in the Euro VI emission standard. Additionally, the exhaust treatment system according to the present invention has the potential to meet the emission requirements in several other existing and/or future emission standards. The invention may also be generally used for improving the control of a dosage device and/or an engine, resulting in improved fuel efficiency and/or reduced fuel consumption, for example.
Also, the exhaust back pressure may be reduced in the exhaust treatment system, due to the reduced risk for additives forming residues in the system. This reduced back pressure also reduces the fuel consumption for the engine.
For some situations, for example, a larger dosage amount (a more ample dosage) may be allowed to be injected by the additive dosage device when the present invention is used, than has been allowed in known solutions. This more ample dosage of additives may be viewed as a more aggressive dosage, providing dosage amounts closer to, or even above, a dosage threshold value at which a risk for creating residues of additive arises. However, since the ability for the evaporation chamber to evaporate the injected additive is improved, and is also much better defined and/or possible to control, a more aggressive dosage of additive may be used without risk of creating residues when the present invention is used.
The at least one time dependent condition Ci of at least one position Pi is, according to the present invention, determined based, for example, on at least one interpretation of the internal temperature Ti related to the at least one position Pi at the internal wall of the evaporation chamber; that is, related to positions in and/or downstream of the at least one position Pi. Thus, a very precise/exact interpretation of the internal temperature Ti related to the potential point of contact for the additive with the evaporation chamber wall may be used when determining the time dependent condition Ci. Also, since the determined risk for at least one critical condition Ci_critical is based on the at least one time dependent condition also the risk for at least one critical condition Ci_critical is based on this precise and exact interpretation of the internal temperature Ti.
This exact and reliable determination of the risk for at least one critical condition Ci_critical may be compared to some already known methods for controlling the dosage of the additive. In such known methods, a general exhaust temperature Texh for the exhaust stream is measured by a temperature sensor upstream of the evaporation chamber, and the dosage of the additive is then chosen from a number of predetermined dosage amounts solely based on the general exhaust temperature Texh. Thus, the features of the evaporation chamber and/or the exhaust treatment system were not taken into consideration in the known methods. These known dosage control methods are thus not adapted to the actual resulting temperatures at the internal wall of the evaporation chamber. The known dosage control methods are therefore not very exact, and must include large safety intervals/margins excluding injection of additives, since the known systems are not certain whether forming of residues can be avoided or not. Thus, the known systems/methods must make decisions based on incomplete and/or inexact available information, wherefore the safety intervals/margins must be rather extensive. The rather extensive safety intervals/margins being used for the known methods make it impossible in many situations to perform an optimized dosage/injection of additive.
When the present invention is used, however, the control of the dosage of additive and/or of the engine is based on the precise/exact interpretation of the internal temperature Ti related to the potential point of contact Pi where the additive actually will hit the evaporation chamber wall, since the control is based on a risk for at least one critical condition Ci_critical taking this interpretation of the internal temperature Ti into consideration. The determined risk for at least one critical condition Ci_critical, on which the control of the dosage of additive and/or of the engine is based, has a spatial resolution along the internal wall of the evaporation chamber. The determined risk for at least one critical condition Ci_critical may also have a temporal resolution, since it may be determined momentarily such that it includes changes over time.
Therefore, the control of the dosage of additive and/or of the engine may be performed in a much more optimized way when the present invention is used, allowing also a control much closer to the limits where residues may be formed. This is possible since the control according to the present invention is much more accurate and reliable than the control of the known methods. The present invention therefore, for example, makes it possible to, in some situations, in a controlled fashion inject more additive (that is, to inject additive more aggressively) into the exhaust stream than was possible in known methods, whereby a more efficient reduction of nitrogen oxides (NOx) is possible for the exhaust treatment system. The present invention therefore also makes it possible to, in some situations, run the engine such that the temperature Texh of the exhaust stream is lower and/or run the engine more fuel efficient than was possible to do safely when the known methods were used.
Through the use of the present invention, a better fuel consumption optimisation may be obtained for the vehicle, since there is a potential to control the engine in a more fuel efficient manner, due to a possibly more efficient reduction of nitrogen oxides (NOx). Thus, a higher output of nitrogen oxides (NOx) from the engine may be allowed, since nitrogen oxides (NOx) may be efficiently reduced by the exhaust treatment system, whereby a higher efficiency for the engine is obtained.
The invention will be illustrated in more detail below, along with the enclosed drawings, where similar references are used for similar parts, and where:
The combustion engine 101 is controlled by the engine's control system via a control device 215. Likewise, the clutch 106 and the gearbox 103 may be controlled by the vehicle's control system, with the help of one or more applicable control devices (not shown). Naturally, the vehicle's powertrain may also be of another type, such as a type with a conventional automatic gearbox, of a type with a hybrid powertrain, etc. A Hybrid powertrain may include the combustion engine and at least one electrical motor, such that the power/torque provided to the clutch/gearbox may be provided by the combustion engine and/or the electric motor.
An output shaft 107 from the gearbox 103 drives the wheels 113, 114 via a final drive 108, for example, a customary differential, and the drive shafts 104, 105 connected to the final drive 108.
The vehicle 100 also comprises an exhaust treatment system/exhaust purification system 250 for treatment/purification of exhaust emissions resulting from combustion in the combustion chamber of the combustion engine 101, which may comprise cylinders.
The oxidation catalyst DOC 210 has several functions and is normally used primarily to oxidise, during the exhaust treatment, remaining hydrocarbons (CxHy) also referred to as HC) and carbon monoxide (CO) in the exhaust stream 203 into carbon dioxide (CO2) and water (H2O). The oxidation catalyst DOC 210 may also oxidise a large fraction of the nitrogen monoxides (NO) occurring in the exhaust stream into nitrogen dioxide (NO2). The oxidation of nitrogen monoxide NO into nitrogen dioxide (NO2) is important for the nitrogen dioxide based soot oxidation in the filter, and is also advantageous at a potential subsequent reduction of nitrogen oxides (NOx). In this respect, the exhaust treatment system 250 further comprises a reduction catalyst device 230, possibly including an SCR (Selective Catalytic Reduction) catalyst, downstream of the particulate filter DPF 220. SCR catalysts use ammonia (NH3), or a composition from which ammonia may be generated/formed, for example, urea, as an additive for the reduction of nitrogen oxides (NOx) in the exhaust stream. The reaction rate of this reduction is impacted, however, by the ratio between nitrogen monoxide (NO) and nitrogen dioxide (NO2) in the exhaust stream, so that the reductive reaction is impacted in a positive direction by the previous oxidation of (NO) into (NO2) in the oxidation catalyst DOC. This applies up to a value representing approximately 50% of the molar ratio NO2/NOx.
As mentioned above, for example, the reduction catalyst device 230, including the SCR-catalyst, requires additives to reduce the concentration of a compound, such as for example nitrogen oxides (NOx), in the exhaust stream 203. Such additive is injected into the exhaust stream upstream of the reduction catalyst device 230 by a dosage device 271 being provided with additive by an additive providing system 270. Such additive often comprises ammonia and/or is urea based, or comprises a substance from which ammonia may be extracted or released, and may, for example, comprise AdBlue, which basically comprises urea mixed with water. Urea forms ammonia through heating (thermolysis) and through heterogeneous catalysis on an oxidizing surface (hydrolysis), which surface may, for example, comprise titanium dioxide (TiO2), within the SCR-catalyst. The additive is evaporated in an evaporation chamber 280. The exhaust treatment system may also comprise a separate hydrolysis catalyst.
The exhaust treatment system 250 may also be equipped with an ammonia slip-catalyst (ASC) 240, which is arranged to oxidise a surplus of ammonia that may remain after the reduction catalyst device 230. Accordingly, the ammonia slip-catalyst ASC may provide a potential for improving the system's total conversion/reduction of NOx.
The exhaust treatment system 250 may also be equipped with one or several sensors, such as one or several NOx—, temperature and/or mass flow sensors 261, 262, 263, 264 for the determination of measured values for nitrogen oxides, temperatures and/or mass flow in the exhaust treatment system.
A control device/system/means 290 may be arranged/configured for performing the present invention. The control device/system/means 290 is in
As mentioned above, the units 291, 292, 293 described above correspond to the claimed means 291, 292, 293 arranged for performing the embodiments of the present invention, and the present invention as such.
In the exhaust treatment system 250, there is, as mentioned above, a risk that the relatively cold reductant/additive cools down components, especially the evaporation chamber 280, of the exhaust treatment system, and may thereby give rise to residues/precipitates/crystallisations (herein commonly denoted residues) in these components. This risk of residuals downstream of the injection device 271 increases if the injected amount of reductant is large.
The temperature of the exhaust treatment system itself, for example, the temperature in the evaporation chamber 280 and/or in the reduction catalyst device 230, may depend on a number of factors, such as how the driver drives the vehicle. For example, the temperature may depends on the torque requested by a driver and/or by a cruise control, on the appearance/features of the road section in which the vehicle is located, and/or the driving style of the driver.
The function and efficiency for catalysts in general, and for reduction catalyst devices in particular, is normally strongly dependent on the temperature over the reduction catalyst device. The term temperature of the exhaust treatment system/component as used herein, means the temperature in/at/for the exhaust stream flowing through the components of the exhaust treatment system. The components, for example, the catalyst substrates, will also assume this temperature due to their heat exchanging ability.
The method 400 controls at least one of a dosage device 271 and an engine 201. As explained above, the engine 201 produces an exhaust stream 203 being treated by an exhaust treatment system 250 by use of at least one additive being injected into the exhaust stream 203 by the dosage device 271.
The additive is injected into an evaporation chamber 280 when being injected into the exhaust stream 203, and the additive is evaporated there. Hereby, the additive is provided to the reduction catalyst device 230 in gaseous form downstream of the dosage device 271 and evaporation chamber 280, which makes the function of the reduction catalyst device 230 efficient. The injection of the additive into the evaporation chamber 280 is in
In a first step 410 of the method, at least one time dependent condition Ci of at least one position Pi at an internal wall 281 of the evaporation chamber 280 is determined. The at least one time dependent condition Ci is determined at least based on at least one interpretation of the internal temperature Ti for the at least one position Pi, respectively, the at least one representation of the internal temperature Ti being determined based on at least one temperature model for the evaporation chamber 280 and one or more of at least one measurement and at least one prediction of an exhaust temperature Texh for the exhaust stream 203 upstream of the evaporation chamber 280 in said exhaust treatment system.
According to an embodiment of the present invention, the at least one time dependent condition Ci is determined based also on one or more of an exhaust mass flow Mexh⋅ of the exhaust stream 203, and an additive mass flow Madd⋅ being injected by the dosage device 271 into the exhaust stream 203.
In a second step 420, a risk for at least one critical condition Ci_critical related to the at least one position Pi, for example, at the at least one position Pi, is determined based on the least one determined time dependent condition Ci such that the risk for at least one critical condition Ci_critical has a spatial resolution along the internal wall of the evaporation chamber 280. Thus, the time dependent condition Ci may be analyzed to determine, for example, if there is a risk for formation of additive residues along the internal wall 281, such residues being included in the one or more possible critical conditions Ci_critical. In this document, the one or more possible critical conditions Ci_critical is, for pedagogical reasons, often exemplified as including, and/or being related to, creation of residues. However, the present invention is not limited only to residues being the critical conditions Ci_critical. For example, these one or more possible critical conditions Ci_critical may also be related to performance problems for the evaporation chamber 280; that is, problems resulting in a poor evaporation of the additive, leading to insufficient reduction of nitrogen oxides (NOx) and/or robustness problems resulting in deposits/residues.
As mentioned above, the risk of, for example, creation of additive residues at the internal wall 281 may generally be increased at lower exhaust temperatures Texh, at lower exhaust mass flow Mexh⋅, and at higher additive mass flow Madd⋅, which is reflected in the determined time dependent condition Ci. According to an embodiment of the present invention, the at least one time dependent condition Ci therefore includes the at least one interpretation of the internal temperature Ti.
In a third step 430, at least one of the dosage device 271 and the engine 201 is controlled based on the determined risk for at least one critical condition Ci_critical.
By this control 430 of the dosage device 271, the amount of additive being injected into the exhaust stream may, for example, be decreased if it is determined that there is a high risk Ci_critical for forming of additive residues; that is, if residues will probably be generated. Correspondingly, if it is determined that there is a low, or no, risk for forming residues, the amount of injected additive may be increased, if necessary, for achieving an efficient reduction of nitrogen oxides (NOx) downstream in the at least one arranged reduction catalyst device 230.
According to an embodiment of the present invention, the control 430 of the dosage device 271, which is performed based on the determined risk for at least one critical condition Ci_critical, includes control of the additive mass flow Madd⋅ being injected into the exhaust stream 203 and/or control of a time period tadd during which the additive is injected into the exhaust stream 203. Thus, the amount of additive being injected into the exhaust stream 203 is controlled based on the determined critical condition risk Ci_critical, for example, based on the determined risk for additive residues at the internal wall 281 of the evaporation chamber. The more additive being injected, the colder the internal wall 281 gets, since it is cooled down by the additive. Correspondingly, the less additive being injected, the less cooling effect will reach the internal wall. Thus, if it is determined, as a critical condition risk Ci_critical, that it is likely that additive residues will be created at the internal wall 281, the amount of injected additive may be reduced, by reducing the additive mass flow Madd⋅ and/or the time period tadd for the injection of the additive.
By the control 430 of the engine 201, the exhaust temperature Texh for the exhaust stream 203 may be increased and/or the amount of outputted nitrogen oxides (NOx) may be reduced if it is determined that there is a high risk Ci_critical for forming of additive residues; that is if generation of residues is probable. Correspondingly, the temperature Texh for the exhaust stream 203 may be decreased and/or the amount of the outputted nitrogen oxides (NOx) may be increased if it is determined that there is low, or no, risk for forming of residues, whereby the engine may be run more efficiently (with a reduction in fuel consumption, for example) if the probability for formation of residues is low. The temperature Texh for the exhaust stream 203 and/or the amount of outputted nitrogen oxides (NOx) may be controlled, for example, by adapting the engine load/torque and/or the revolutions per minute (RPM) for the engine 201.
As a non-liming example, if it is determined that there is a high risk Ci_critical for formation of additive residues when the dosage device 271 injects 20 grams of additive per minute, this risk may be mitigated by some embodiments of the present invention by reducing the injection of additive to 15 grams per minute, by increasing the exhaust mass flow Mexh⋅ by 500 kilos per hour, and/or by increasing the exhaust temperature Texh with 50° C. by performing one or more of these actions, the risk Ci_critical for forming of additive residues is considerably reduced, and additive residues may be efficiently avoided.
According to an embodiment of the present invention, the control 430 of the engine 201, which is performed based on the determined risk for at least one critical condition Ci_critical, includes a control of at least one injection strategy for the engine 201.
According to one embodiment of the present invention, the timing of fuel injections into the respective cylinders in the engine may be controlled, so that at least the nitrogen oxides NOx output from the engine 201 and/or the temperature Texh of the exhaust stream 203 is controlled. Often, the output nitrogen oxides (NOx) and/or the temperature Texh of the exhaust stream 203 are relatively easily controlled.
For example, if the determined risk for at least one critical condition Ci_critical indicates that it is likely that residues will form on the internal wall 281, temperature Texh of the exhaust stream 203 may be controlled to be increased by adjusting the injections in time.
According to one embodiment of the present invention, an injection pressure for an injection of fuel into cylinders of the engine 201 is controlled, whereby at least the nitrogen oxides NOx and/or the exhaust temperature Texh output from the engine 201 is controlled. For example, an increase of the exhaust temperature Texh may be performed by adjusting the injection pressure if a risk of additive residues is indicated by the at least one critical condition Ci_critical.
According to one embodiment of the present invention, an injection phasing for an injection of fuel into cylinders of the engine 201 is controlled. At least the nitrogen oxides NOx and/or the exhaust temperature Texh output from the engine 201 may then be controlled, for example, for reducing the nitrogen oxides (NOx) if a risk of additive residues is indicated by the at least one critical condition Ci_critical, by adjusting the injection phasing.
According to an embodiment of the present invention, the control 430 of the engine 201, which is performed based on the determined risk for at least one critical condition Ci_critical, includes a control of a device for exhaust recirculation (EGR) 211 (schematically illustrated in
Combustion engines are supplied with air at an inlet to achieve a gas mixture which is suitable for combustion together with fuel that is also supplied to the engine. The combustion takes place in the engine's cylinders, wherein the gas mixture is burned. The combustion generates exhausts, which leave the engine at an outlet. The exhaust recirculation conduit 211 is arranged from the outlet of the engine to its inlet, and leads back a part of the exhausts from the outlet to the inlet. Thus, the suction losses at the air intake may be reduced, and the exhaust mass flow Mexh⋅ output from the engine 201 may be controlled/adjusted.
An increased exhaust mass flow Mexh⋅, an increased output of nitrogen oxides (NOx) and/or an increased exhaust temperature Texh may be achieved by decreasing the fraction of the exhaust stream which is recirculated through the EGR device 211. For example, an increased exhaust mass flow Mexh⋅ may be useful if a higher risk for additive residues is indicated by the at least one critical condition Ci_critical. Correspondingly, for example, a decreased exhaust mass flow Mexh⋅ may be achieved by increasing the fraction of the exhaust stream, which is recirculated through the EGR device 211.
According to an embodiment of the present invention, the control 430 of the dosage device 271 is based also on a maximal allowed time period tadd_max for the at least one time dependent condition Ci. The maximal allowed time period tadd_max indicates a maximal length of time possible for staying in the at least one time dependent condition Ci without taking action, such as altering the control of the dosage device 271 and/or altering the control of the engine 201, and still avoiding a critical condition Ci_critical. The maximal allowed time period tadd_max may, for example, be determined based on numerical and/or physical experiments for the evaporation chamber, corresponding to the ones mentioned above for the temperature model.
The amount of additive to be injected into the exhaust stream may, by use of the present invention, be precisely controlled, such that the evaporation of the injected additive is improved/optimized.
The at least one time dependent condition Ci of at least one position Pi may, according to the present invention, be determined based on one or more precise/exact interpretation of the internal temperatures Ti related to the potential point of contact Pi for the additive with the evaporation chamber wall 281. Also, the determined risk for at least one critical condition Ci_critical is then based on the at least one time dependent condition Ci, wherefore also the risk for at least one critical condition Ci_critical is determined based on this precise/exact interpretation of the internal temperature Ti at the internal wall 281 of the evaporation chamber.
Thus, the control of the dosage of additive and/or of the engine according to the present invention is very accurate and precise, since it may be based on the very precise/exact interpretation of the internal wall temperature Ti. Hereby, the control of the dosage of the additive and/or of the engine may be performed in an optimized way, for example, facilitating injecting additive more aggressively into the exhaust stream.
Further, the control of the dosage of additive and/or of the engine may, according to an embodiment of the present invention, include an adjustment of the exhaust mass flow Mexh⋅ and/or of the additive injection mass flow Madd⋅. Hereby, the spot/location where the additive hits the internal wall 281 of the evaporation chamber is also adjusted/changed/altered, which may be used for reducing the risk for critical conditions, since the area where the additive hits the internal wall may be increased, and since the spot where the additive hits the internal wall may also be changed/controlled. This is, for example, due to the fact that the exhaust mass flow Mexh⋅ and/or the additive injection mass flow Madd⋅ influence where the additive will hit the internal wall 281 of the evaporation chamber. For example, a lower exhaust mass flow Mexh⋅ may cause the additive to hit the wall closer to the dosage device 271, for example, in a dotted additive stream line to the left in
Also, since the exhaust mass flow Mexh⋅ may be taken into consideration when determining the least one time dependent condition Ci, a very reliable determination of the least one time dependent condition Ci is provided. As mentioned above, the exhaust mass flow Mexh⋅ influences where the additive will hit the internal wall 281 of the evaporation chamber. For example, a lower exhaust mass flow Mexh⋅ may cause the additive to hit the wall closer to the dosage device 271 than for a higher exhaust mass flow Mexh⋅. A higher exhaust mass flow Mexh⋅ would correspondingly result in the additive hitting the internal wall 281 farther away from the dosage device 271. Thus, if the exhaust mass flow Mexh⋅ is taken into account when determining the at least one time dependent condition C1, also the impact the exhaust mass flow Mexh⋅ has on the internal wall temperature Ti along the wall 281 is taken into account. This thus increases the accuracy of the control 430 of the dosage device 271 and/or the engine.
As mentioned above, the at least one time dependent condition Ci is determined 410 at least based on at least one interpretation of the internal temperature Ti for the at least one internal wall 281 position Pi, respectively, an exhaust stream mass flow Mexh⋅, and/or an additive injection mass flow Madd⋅. The at least one interpretation of the internal temperature Ti may be determined in a number of ways. The at least one interpretation of the internal temperature Ti may be determined dependently or independently of an upcoming/future operation of the engine and/or exhaust treatment system.
According to an embodiment of the present invention, the at least one interpretation of the internal temperature Ti is determined based on at least one temperature model for the evaporation chamber 280. The at least one interpretation of the internal temperature Ti may here be modelled as being embedded in the internal wall 281 of the evaporation chamber 280, that is, as embedded within the material/castings of the evaporation chamber. Thus, the at least one interpretation of the internal temperature Ti may be modelled as corresponding to the actual temperature at the internal wall 281 where the additive may come in contact with the evaporation chamber, whereby a very exact determination of the risk, for example, of formation of additive residues, is achieved.
Here, the temperature model is used in combination with at least one measurement of an exhaust temperature Texh for the exhaust stream 203 in the exhaust treatment system 250, the measurement being performed by at least one temperature sensor 263 arranged upstream of the evaporation chamber 280. Thus, the one or more upstream 263 temperature measurements are input into the temperature model, and the at least one interpretation of the internal temperature Ti related to the at least one corresponding position Pi at the internal wall 281 is determined. Since the at least one interpretation of the internal temperature Ti may be modelled as being embedded within the internal wall 281 of the evaporation chamber, the at least one interpretation of the internal temperature Ti may differ from the exhaust temperature Texh of the exhaust stream 203. For example, for temperature transient behavior, for example, when the sprayed additive quickly changes the internal temperature T1, the change of the at least one interpretation of the internal temperature Ti is faster than the change of the exhaust temperature Texh. However, when, for example, the exhaust temperature Texh changes rather quickly, for example, in connection with a cold start demanding a higher engine load/torque because the engine and the exhaust treatment system are initially cold, the change of the at least one interpretation of the internal temperature Ti is much slower than the change of the exhaust temperature Texh due to the thermal inertia of the evaporation chamber 280.
Since the control 430 of the dosage device 271 and/or engine 201 according to the present invention may be based on the determined at least one interpretation of the internal temperature Ti and thus may be based not only on the exhaust temperature Texh, a very reliable control 430 may be provided. This is at least partly due to the fact that the control 430 is based on the actual temperature where, for example, the additive residues could be created; that is based on the at least one interpretation of the internal temperature Ti at the internal wall 281 of the evaporation chamber. Known methods have instead based the control of the dosage device only on the exhaust temperature Texh, which results in a much less reliable control, since the exhaust temperature Texh often differs from the at least one interpretation of the internal temperature T1, as explained above.
According to an embodiment of the present invention, the at least one temperature model for the evaporation chamber 280 may also be used in combination with at least one prediction of an exhaust temperature Texh for the exhaust stream 250 in order to determine the at least one interpretation of the internal temperature T1. The prediction may, for example, be based on one or more of a number of factors, including for example the torque requested by a driver and/or by a cruise control, on the appearance/features of the road section in which the vehicle is located, and/or the driving style of the driver.
According to an embodiment of the present invention, the at least one interpretation of the internal temperature Ti is determined based on a combination of the exhaust temperature Texh upstream of the evaporation chamber 280, which may be measured and/or predicted, and on the at least one internal wall temperature Ti_wall, which may be measured, for example, by the sensor 265, modelled and/or calculated. The internal temperature Ti may then be seen as a virtual temperature determined by a combination of the actual evaporation chamber wall temperature Ti wall and the exhaust temperature Texh according to the expression Ti=x*Ti_wall+y*Texh.
According to an embodiment of the present invention, the internal temperature Ti is the actual temperature Ti_wall on the internal wall of the evaporation chamber for the least one position Pi; that is, Ti=Ti_wall.
The temperature model being used for determining the at least one interpretation of the internal temperature Ti may use the exhaust temperature Texh for the exhaust stream 203, the exhaust mass flow Mexh⋅, and/or the additive mass flow Madd⋅ as input parameters. Hereby, the control 430 of the dosage device 271 and/or engine 201 according to the present invention takes into account the cooling effect on the internal wall 281 from the additive being injected, and the cooling effect on the internal wall 281 from the exhausts themselves. These cooling effects are taken into account since the at least one time dependent condition Ci may also be based on the exhaust mass flow Mexh⋅ of the exhaust stream 203, and on an injected additive mass flow Madd⋅. Thus, the control 430 of the dosage device 271 and/or engine 201 according to the present invention may be based on a rather complete information related to a risk for a critical condition, for example, a risk for forming residues on the internal wall 281.
The temperature model may, for example, be determined/defined based on numerical and/or physical experiments. These experiments may then result in an experimental temperature profile Texp_prof having a spatial temperature resolution of at least one experimental position Pexp corresponding to the at least one position Pi at the internal wall 281 of the evaporation chamber 280.
Then, the at least one interpretation of the internal temperature Ti for the at least one position Pi at the internal wall 281 of the evaporation chamber 280 is correlated to the at least one corresponding experimental temperature Texp_i of the experimental temperature profile Texp_prof for at least one corresponding experimental position Pexp_i, respectively. Thus, the at least one interpretation of the internal temperature Ti related to the at least one position Pi at the internal wall 281 is, according to the model, defined as corresponding to the at least one experimental internal temperature Texp_i related to the least one corresponding experimental position Pexp_i, respectively.
As a non-limiting example, the temperature model is determined by injecting, with a dosage device 271, differing dosages of the additive into a prototype/physical model of the evaporation chamber 280. The prototype/physical model may here at least in size and geometry correspond to an actual evaporation chamber 280 being included in the exhaust treatment system, and may possibly also give an experimental mass flow corresponding to the exhaust mass flow Mexh⋅ flowing through the prototype/physical model. The prototype/physical model has at least one experimental position Pexp_i defined as corresponding to the at least one position Pi at the evaporation chamber inner wall 281. Along the internal wall of the prototype/physical model, at least one experimental internal temperature Texp_i related to the at least one experimental position Pexp_i is measured. Thus, at one or more experimental prototype/physical model positions Pexp_i, corresponding to the one or more positions Pi of the evaporation chamber 280 (shown in
According to an embodiment of the present invention, at least one experimental cold position Pexp_cold is identified along the internal wall of the prototype/physical model based on the experimental temperature profile Texp_prof. At least one cold position Pi_cold at the internal wall 281 of the evaporation chamber 280, which corresponds to the at least one experimental cold position Pexp_cold, may then be identified. Thus, based on the experimental temperature profile Texp_prof, it is determined where along the internal wall 281 the additive ends up at the wall, which may be used as an indicator of where along the internal wall 281 there is a potential risk for a critical condition to occur. The hereby identified at least one cold position Pi_cold is determined as being at least one position related to which, that is, in and/or downstream of which, the risk for the at least one critical condition Ci_critical may be increased. Often, the deposits/residues are formed/created downstream adjacent to the at least one cold position Pi_cold, where the temperature is slightly higher than in the at least one cold position Pi_cold. Thus, by analyzing the experimental temperature profile Texp_prof at least one experimental position Pexp_cold which is often colder than other positions along the internal wall of the prototype/physical model, may be detected/found. Of course, it may be extra interesting and/or efficient to analyze areas around such identified one or more extra cold positions Pi_cold when the risk for a critical condition Ci_critical is determined, since it is likely that such a critical condition Ci_critical may occur adjacent to such cold positions Pi_cold and more precisely in and/or adjacent/directly downstream of such a one or more extra cold positions Pi_cold.
This at least one experimental cold position Pexp_cold has at least one corresponding cold position Pi_cold in the evaporation chamber 280.
According to an embodiment of the present invention, the experimental temperature profile Texp_prof and/or one or more experimental internal temperatures Texp_i for the one or more corresponding experimental positions Pexp_i along the internal wall 281 are at least partly predicted/calculated.
As mentioned above, the at least one time dependent condition Ci is determined 410 based on at least one interpretation of the internal temperature Ti related to the at least one internal wall position Pi, respectively, an exhaust stream mass flow Mexh⋅, and/or an additive injection mass flow Madd⋅. The at least one interpretation of the internal temperature Ti may, according to an embodiment of the present invention, be determined based also on at least one measurement of the at least one internal temperature Ti performed by at least one internal temperature sensor 265 (shown in
As mentioned above, the representation of the internal temperature Ti may be seen as a virtual temperature determined by a combination of the actual evaporation chamber wall temperature Ti wall and the exhaust temperature Texh with the expression Ti=x*Ti_wall+y*Texh; or as the actual temperature Ti_wall on the internal wall of the evaporation chamber for the least one position Pi; that is, Ti=Ti_wall.
In some implementations, the evaporation chamber may be at least partly heated with a heating device. The heating device is then arranged for increasing the temperature of one or more sections of the evaporation chamber. According to an embodiment of the present invention, for such implementations, the herein described representation of the internal temperature Ti and/or the herein determination of the representation of the internal temperature Ti is then influenced by this heating of the evaporation chamber. For example, the herein described at least one temperature model may then be based also on the provided heat/increase temperature; that is the at least one temperature model may take added heat into consideration.
As mentioned above, the at least one time dependent condition Ci is determined 410 based, among other inputs, on at least the exhaust stream mass flow Mexh⋅. This exhaust stream mass flow Mexh⋅ may be determined in a number of ways. For example, the exhaust stream mass flow Mexh⋅ may be determined based on at least one mass flow model for the exhaust treatment system 250. This model may take into account, for example, the physical form and dimension of the exhaust treatment system and/or an operation mode for the engine 201 producing the exhaust stream 203.
The exhaust stream mass flow Mexh⋅ may also be determined based on an amount of fuel and an amount of air being input into the cylinders of the engine 201 producing the exhaust stream 203. Thus, based on the air and fuel being input into the cylinders, a resulting exhaust stream mass flow Mexh⋅ may be calculated, which may be used when determining the at least one time dependent condition Ci.
The exhaust stream mass flow Mexh⋅ may also be determined based on at least one measurement of the exhaust mass flow Mexh⋅ for the exhaust stream 203. This measurement may, for example, be performed by at least one mass flow sensor 263 arranged upstream of the evaporation chamber 280 in the exhaust treatment system 250.
According to an embodiment of the present invention, the at least one time dependent condition Ci is related to a mass Madd_wall of additive being present at the at least one position Pi at the internal wall 281 of the evaporation chamber 280. As mentioned above, if, for example, the amount of injected additive is large and/or if the at least one interpretation of the internal temperature Ti is low, a mass Madd_wall of additive gathering (that is, a concentration of additive) at the internal wall could easily form an additive residue. Therefore, a mass Madd_wall of additive being present at the at least one position Pi at the internal wall 281 could under certain conditions be interpreted as being a risk for at least one critical condition Ci_critical (for example, formation of additive residues) related to the at least one position Pi.
The mass Madd_wall of additive present at the internal wall 281 may be determined/estimated based on the at least one interpretation of the internal temperature Ti, the injected additive mass flow Madd⋅, the exhaust mass flow Mexh⋅ and/or an injection time period tadd. Thus, the amount of additive being injected and/or the at least one interpretation of the internal temperature Ti may be used for determining the mass Madd_wall of additive present at the internal wall 281. The forming of mass Madd_wall of additive present at the internal wall 281 may further be determined/defined based on numerical and/or physical experiments for the evaporation chamber, corresponding to the ones mentioned above for the temperature model.
According to an embodiment of the present invention, the determination 420 of the risk for at least one critical condition Ci_critical occurring related to the at least one position Pi is determined based also on an exhaust temperature Texh for the exhaust stream 203 upstream of the evaporation chamber 280. The exhaust temperature Texh may be, for example, measured by an upstream temperature sensor 263 in the exhaust treatment system 250. This is due to the fact that different exhaust temperature Texh result in different evaporation rates and therefore also in different masses Madd_wall of additive being present at the internal wall 281 for the same amounts of additive being injected into the exhaust stream 203. For higher exhaust temperatures Texh, the risk for forming residues is lower than for lower exhaust temperatures Texh; that is the risk for ending up in at least one critical condition Ci_critical is lower. This also means that more additive may be injected into the exhaust stream 203 if the exhaust temperature Texh is higher, without the risk of reaching at least one critical condition Ci_critical, than for lower exhaust temperatures Texh. According to an embodiment of the present invention, the determination 420 of the risk for at least one critical condition Ci_critical occurring related to the at least one position Pi may be determined based also on the exhaust mass flow Mexh⋅ for the exhaust stream.
According to an embodiment of the present invention, the at least one time dependent condition Ci is determined at least partly based on one or more simulations of future/upcoming engine conditions for a road section ahead of the vehicle. Thus, the simulations may conducted such that they are based on the current position and situation of the vehicle and looks forward over the road section, wherein the simulations may be made on the basis of, for example, a road slope for the road section. The road section can also be seen as a horizon ahead of the vehicle, for which the simulation is to be conducted. The simulation may also be based on one or more of, for example, a transmission mode, a driving method, a current actual vehicle speed, at least one engine characteristic, such as maximum and/or minimum engine torque, a vehicle weight, an air resistance, a rolling resistance, a gear ratio in the gearbox and/or the drive train, a wheel radius. The road section information, on which the simulations may be based, may be obtained in a number of different ways. The information regarding the upcoming road section, for example, the road slope, may be determined on the basis of map data, for example, from digital maps comprising topographical information, in combination with positioning information, such as, for example, GPS information (Global Positioning System). With the aid of the positioning information, the position of the vehicle in relation to the map data can be established, so that, for example, the road slope can be extracted from the map data.
In many present-day cruise control and/or navigation systems, map data and positioning information are utilized. Such systems can then provide map data and positioning information to the system for the present invention, the effect of which is that the added complexity for the determination of the road section information is minimized.
The information related to the upcoming road section, for example, the road slope, on which the simulations are based can also be obtained by estimating, for example, the road slope encountered by the vehicle in the simulation instance. There are many ways of estimating this road slope. The road slope may be estimated based on, for example, an engine torque in the vehicle, an acceleration of the vehicle, an accelerometer, GPS information, radar information, camera information, information from another vehicle, positioning information and road slope information stored earlier in the vehicle, or information obtained from a traffic system related to said road section. In systems in which information exchange between vehicles is utilized, road section information estimated by one vehicle can also be made available to other vehicles, either directly, or via an intermediate unit such as a database or the like.
A person skilled in the art will realize that a method for controlling a dosage device and/or an engine according to the present invention may also be implemented in a computer program, which when executed in a computer will cause the computer to execute the method. The computer program usually forms a part of a computer program product 503, wherein the computer program product comprises a suitable digital non-volatile/permanent/persistent/durable storage medium on which the computer program is stored. The non-volatile/permanent/persistent/durable computer readable medium includes a suitable memory device. A suitable memory device may be a ROM (Read-Only Memory), a PROM (Programmable Read-Only Memory), an EPROM (Erasable PROM), a Flash, EEPROM (Electrically Erasable PROM), a hard disk device, etc.
Further, the control device/means 500 is equipped with devices 511, 512, 513, 514 for receiving and sending of input and output signals, respectively. These input and output signals may contain wave shapes, pulses, or other attributes, which may be detected as information by the devices 511, 513 for the receipt of input signals, and may be converted into signals that may be processed by the calculation unit 501. These signals are then provided to the calculation unit 501. The devices 512, 514 for sending output signals are arranged to convert the calculation result from the calculation unit 501 into output signals for transfer to other parts of the vehicle's control system, and/or the component(s) for which the signals are intended.
Each one of the connections to the devices for receiving and sending of input and output signals may include one or several of a cable; a data bus, such as a CAN (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus, or any other bus configuration; or of a wireless connection.
A person skilled in the art will realize that the above-mentioned computer may consist of the calculation unit 501, and that the above-mentioned memory may consist of the memory unit 502.
Generally, control systems in modern vehicles include a communications bus system, comprising one or several communications buses to connect a number of electronic control devices (ECUs), or controllers, and different components localized on the vehicle. Such a control system may comprise a large number of control devices, and the responsibility for a specific function may be distributed among more than one control device. Vehicles of the type shown thus often comprise significantly more control devices than what is shown in
As a person skilled in the art will realize, the control device/means 500 in
The present invention, in the embodiment shown, may be implemented in the control device/means 500. The invention may, however, also be implemented wholly or partly in one or several other control devices, already existing in the vehicle, or in a control device dedicated to the present invention.
According to an aspect of the present invention, a system 200 arranged for controlling at least one of a dosage device 271 and an engine 201 is disclosed. As described above, the exhaust stream 203 is produced by an engine 201, and is then treated by an exhaust treatment system 250 including, for example, a reduction catalyst device. At least one additive is injected into the exhaust stream 203 by the dosage device 271, and is evaporated in an evaporation chamber 280 when being injected into the exhaust stream 203.
The system 200 includes a first determination unit 291, which is arranged for determining 410 at least one time dependent condition Ci of at least one position Pi at an internal wall 281 of the evaporation chamber 280. As is described above, the determination unit 291 is arranged for determining the at least one time dependent condition Ci at least based on at least one interpretation of the internal temperature Ti related to the at least one position Pi, respectively, the at least one representation of the internal temperature Ti being determined based on at least one temperature model for the evaporation chamber 280 and one or more of at least one measurement and at least one prediction of an exhaust temperature Texh for the exhaust stream 203 upstream the evaporation chamber 280 in the exhaust treatment system 250.
According to an embodiment of the present invention, the at least one time dependent condition Ci is determined based also on one or more of an exhaust mass flow Mexh⋅ of the exhaust stream 203, and an additive mass flow Madd⋅ being injected by the dosage device 271 into the exhaust stream 203.
The determination unit 291 may be arranged for performing any above described embodiment related to the determination of at least one time dependent condition Ci.
The system 200 also includes a second determination unit 292, which is arranged for determining 420 a risk for at least one critical condition Ci_critical occurring related to the at least one position Pi based on the least one time dependent condition Ci determined by the first determination unit 291, such that the risk for at least one critical condition Ci_critical has a spatial resolution along the internal wall of the evaporation chamber 280. The second determination unit 292 may be arranged for performing any above described embodiment related to the determination of the risk for at least one critical condition Ci_critical of occur.
The system 200 further includes a control unit 293, which is arranged for controlling 430 at least one of the dosage device 271 and the engine 201 based on the risk for at least one critical condition Ci_critical being determined by the second determination unit 292. The control unit 293 may be arranged for performing any above mentioned control of the dosage device 271 and/or of the engine 201.
The system 200 may thus be arranged/modified for performing any of the in this document described embodiments of the method according to the present invention.
The exhaust treatment system 250 shown in
The present invention is also related to a vehicle 100, such as, for example, a truck, a bus or a car, including the herein described system 200 arranged for controlling a dosage device 271 and/or an engine 201.
The inventive method, and embodiments thereof, as described above, may at least in part be performed with/using/by at least one device. The inventive method, and embodiments thereof, as described above, may be performed at least in part with/using/by at least one device that is suitable and/or adapted for performing at least parts of the inventive method and/or embodiments thereof. A device that is suitable and/or adapted for performing at least parts of the inventive method and/or embodiments thereof may be one, or several, of a control unit, an electronic control unit (ECU), an electronic circuit, a computer, a computing unit and/or a processing unit.
With reference to the above, the inventive method, and embodiments thereof, as described above, may be referred to as an, at least in part, computerized method. Said method being, at least in part, computerized meaning that it is performed at least in part with/using/by said at least one device that is suitable and/or adapted for performing at least parts of the inventive method and/or embodiments thereof.
With reference to the above, the inventive method, and embodiments thereof, as described above, may be referred to as an, at least in part, automated method. Said method being, at least in part, automated meaning that it is performed with/using/by said at least one device that is suitable and/or adapted for performing at least parts of the inventive method and/or embodiments thereof.
The present invention is not limited to the embodiments of the invention described above, but relates to and comprises all embodiments within the scope of the enclosed independent claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1750393-9 | Mar 2017 | SE | national |
The present application is a 35 U.S.C. § 371 national phase conversion of PCT/SE2018/050306, filed Mar. 23, 2018, which claims priority of Swedish Patent Application No. 1750393-9, filed Mar. 31, 2017, the contents of all of which are incorporated herein by reference. The PCT International Application was published in the English language.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/SE2018/050306 | 3/23/2018 | WO | 00 |
