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CN104508263B - 检测异常频繁的柴油机微粒过滤器再生的方法、发动机和排气后处理系统以及警告系统和方法 - Google Patents

检测异常频繁的柴油机微粒过滤器再生的方法、发动机和排气后处理系统以及警告系统和方法 Download PDF

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CN104508263B
CN104508263B CN201280074111.6A CN201280074111A CN104508263B CN 104508263 B CN104508263 B CN 104508263B CN 201280074111 A CN201280074111 A CN 201280074111A CN 104508263 B CN104508263 B CN 104508263B
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soot loads
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pressure drop
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CN104508263A (zh
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董群龙
杰弗里·马利
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Mack Trucks Inc
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    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
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    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
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Abstract

提供了一种用于检测异常频繁的柴油机微粒过滤器(DPF)再生的方法。所述方法包括：测量跨DPF的压力降并且使用所测量到的压力降来计算基于压力降的烟灰负荷估值；根据发动机模型来计算烟灰输出并且使用所计算的烟灰输出来计算基于排放的烟灰负荷估值；将基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值相比较；以及如果基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值之间的差超过预定值，则提供警告。

Description

检测异常频繁的柴油机微粒过滤器再生的方法、发动机和排 气后处理系统以及警告系统和方法
技术领域
本发明涉及一种发动机和排气后处理系统，并且更具体地，涉及用于确定柴油机微粒过滤器(DPF)再生是否太频繁的方法和装置。
背景技术
现代柴油发动机通常设置有DPF以过滤诸如发动机排气中的未燃尽碳氢化合物的微粒物质。随着烟灰(soot)在DPF中收集，通常通过被称为再生的过程来去除烟灰变得有必要。存在用于再生的两个主要机制：称作O2基再生的烟灰被O2氧化((C+O2→CO2)和/或(2C+O2→2CO))和称作NO2基再生的烟灰被NO2氧化((C+2NO2→CO2+2NO)和/或(C+NO2→CO+NO))。两者都通过引用并入的标题为“METHOD AND APPARATUS FOR REGENERATING ACATALYZED DIESEL PARTICULATE FILTER(DPF)VIA ACTIVE NO2-BASED REGENERATIONWITH ENHANCED EFFECTIVE NO2 SUPPLY”的美国专利申请No.12/864,328和标题为“METHODAND APPARATUS FOR NO2-BASED REGENERATION OF DIESEL PARTICULATE FILTERS USINGRECIRCULATED NOX”的美国专利申请No.12/864,330描述了使用建模来计算DPF中的烟灰负荷。通过O2的再生通常被称为“主动”再生，因为它通常涉及热的添加以烧掉已在DPF中收集到的烟灰，但是在发动机和排气后处理系统(EATS)的正常操作期间常常发生某种O2再生。通过NO2的再生通常被称为“被动”再生并且是通过其在发动机和EATS的正常操作期间连续地再生DPF的主要机制。
DPF中的烟灰累积受发动机排出烟灰以及受诸如柴油机氧化催化剂(DOC)和DPF催化剂的EATS组分的催化活性影响，以及受诸如发动机排气温度和NOx水平的因素影响。在许多操作条件下，诸如在具有柴油发动机的卡车的正常公路运营期间，被动再生能够防止大量烟灰堆积在DPF中，并且完全可以避免对于主动再生的需要。在不太有利的条件，诸如在不利的排气温度下的局部操作下，烟灰堆积在DPF中并且必须执行主动再生。
确定主动再生是否是必需的一个方式是通过测量跨DPF的压力降并且根据在特定排气温度下的压力降和发动机正以其操作的排气质量流率来估计烟灰负荷。如果这个压力降烟灰负荷估值超过预定烟灰负荷限制，则将启动主动再生。
发明人已认识到太频繁的再生可以指示问题，通常为与通过发动机的过度烟灰生成或通过DOC的不适当的催化剂活性相关联的问题，但是诸如通过DPF的不适当的催化剂活性或减少的DPF有效容积(诸如当DPF填满灰时)的其它因素还可以或替换地在频繁再生后面。未能识别这样的问题可能导致灾难性的发动机或催化剂失效。
当前，通过将再生的频率与预定再生频率(即，特定时间间隔)相比较来确定再生是否在太频繁地发生。然而，如所指出的，在特定条件下，卡车可能不需要任何再生，然而，在其它条件下，同一卡车可能每隔数天需要再生。这个变化使得难以使用单个或特定时间间隔准则来定义什么是正常DPF再生频率，因为特定间隔对于主要在公路上运营的卡车来说可能是太频繁的，而对于在走走停停交通中运营的卡车来说是正常的或不太频繁的。
期望提供能够可靠地促进DPF再生是否在太频繁地发生的检测的方法和装置。进一步期望提供诸如涉及最少附加设备的使用的方法和装置。除涉及避免发动机或催化剂失效的原因之外，期望检测过度DPF再生以遵照诸如加州法规：CCR 1971.1(e)(S.2.2)频繁再生、联邦法规：CFR Pan 86.010-18段(g)(8)(ii)(B)DPF再生频率的法规。
发明内容
根据本发明的一个方面，提供了用于检测异常频繁的柴油机微粒过滤器(DPF)再生的方法。所述方法包括：测量跨DPF的压力降并且使用所测量到的压力降来计算基于压力降的烟灰负荷估值；根据发动机模型来计算烟灰输出并且使用所计算的烟灰输出来计算基于排放的烟灰负荷估值；将基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值相比较；以及如果基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值之间的差超过预定值，则提供警告。
根据本发明的另一方面，提供了用于检测可能的柴油发动机故障或柴油机氧化催化剂(DOC)故障的方法。所述方法包括：测量跨柴油机微粒过滤器(DPF)的压力降并且使用所测量到的压力降来计算基于压力降的烟灰负荷估值；根据发动机模型来计算烟灰输出并且使用所计算的烟灰输出来计算基于排放的烟灰负荷估值；将基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值相比较；以及如果基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值之间的差超过预定值则检查柴油发动机的功能性和DOC故障。
根据本发明的另一方面，提供了具有排气后处理系统的柴油发动机并且包括该柴油发动机，所述柴油发动机包括排气装置、在柴油发动机排气装置下游的柴油机氧化催化剂(DOC)、在DOC下游的柴油机微粒过滤器(DPF)、用于测量跨DPF的压力降的传感器以及控制器。该控制器被布置成：基于所测量到的压力降来计算基于压力降的烟灰负荷估值，基于根据发动机模型计算的烟灰输出来计算基于排放的烟灰负荷估值，将基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值相比较，并且如果基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值之间的差超过预定值，则提供警告。
根据本发明的另一方面，提供了用于具有排气后处理系统的柴油发动机的警告系统，所述排气后处理系统包括在发动机的排气装置下游的柴油机氧化催化剂(DOC)和在DOC下游的柴油机微粒过滤器(DPF)。所述警告系统包括：传感器，所述传感器用于测量跨DPF的压力降；以及控制器，所述控制器被布置成基于所测量到的压力降来计算基于压力降的烟灰负荷估值，基于根据发动机模型计算的烟灰输出来计算基于排放的烟灰负荷估值，将基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值相比较，并且如果基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值之间的差超过预定值则提供警告。
附图说明
本发明的特征和优点通过结合附图阅读以下具体描述而被很好地理解，在附图中同样的标号指示相似的要素并且其中：
图1是根据本发明的一个方面的发动机和排气后处理系统的示意图；
图2是图示基于压力的烟灰负荷估值和基于排放的烟灰负荷估值如何能够被用来确定异常再生频率的曲线图；以及
图3是图示用于确定异常再生频率的方法中的步骤的流程图。
具体实施方式
在图1中示意性地示出了根据本发明的一个方面的具有排气后处理系统(EATS)的柴油发动机21。发动机21包括排气装置23，并且后处理系统包括在柴油发动机排气装置下游的柴油机氧化催化剂(DOC)25和在ODC下游的柴油机微粒过滤器(DPF)27。EATS可以包括废气再循环(EGR)装置28。
传感器29被提供用于测量跨DPF的压力降并且向控制器31发送信号。控制器31可以是任何适合形式的控制器，诸如常规CPU，并且被布置成基于所测量到的压力降(ΔΡ)来计算什么将被命名为基于压力降的烟灰负荷估值SLp。基于压力降的烟灰负荷估值SLp通常基于包括测量到的排气质量流(m)和跨例如DOC和DPF的温度(T)的附加因素，即，SLp＝f(ΔP,m,T)。用于测量温度的传感器30、流量监视器32等能够被设置在EATS和发动机21中的各种点处以用于测量排气装置的各种特性，并且能够向控制器31发送信号。用于计算基于压力降的烟灰负荷的正常模型考虑仅由于烟灰的所谓的“滤饼层”而导致的压力降。然而，DPF的空隙中的所谓的“厚层烟灰负荷”能够大大地增加流过DPF的阻力，并且可能是压力降烟灰负荷模型中的有效误差的来源。
控制器31还被布置成基于根据发动机模型计算的烟灰输出来计算什么将被命名为基于排放的烟灰负荷估值SLc。通常，发动机模型将基于以下来计算烟灰输出：包括发动机rpm、空气燃料比(AFR)、EGR使用和燃料角度(即，发生燃料注入和/或点火在上死中心前面或后面有多远)中的一个或多个的数据；诸如环境温度、发动机入口温度、发动机排气温度、DOC入口温度以及DPF入口温度和出口温度的温度测量值；以及NOx排放测量值。发动机模型将通常还计算由于DPF的基于NO2和O2的烟灰再生而导致的烟灰消耗，并且使用所计算的烟灰消耗率来计算基于排放的烟灰负荷估值SLc。应当了解，用于计算烟灰负荷和/或消耗的发动机模型以及在那些计算中使用的因素将取决于所述的发动机和EATS以及取决于所使用的特定模型而变化。
控制器31被进一步布置成将基于压力降的烟灰负荷估值SLp与基于排放的烟灰负荷估值SLc相比较。控制器31形成警告系统的一部分，在于它被布置成如果基于压力降的烟灰负荷估值SLp与基于排放的烟灰负荷估值SLc之间的差超过预定值，则诸如通过点亮仪表板灯33来提供警告。超过预定值将暗示异常频繁的再生，这可以指示其它问题，特别是过度烟灰生产或DOC催化剂故障，并且能够被用来触发报警或诸如灯的指示器。
图2图式地示出预定值如何例如可以是基于压力的烟灰负荷估值SLp2实际上达到限制值SLlim的时间与预测了基于排放的烟灰负荷估值SLc达到限制值将花费的时间之间的时间量Δt，或在基于压力的烟灰负荷估值达到限制值时通过基于压力的烟灰负荷估值和基于排放的烟灰负荷估值所估计的烟灰负荷差ΔSL。代替时间或烟灰负荷差或除时间或烟灰负荷差之外可以使用用于测量基于压力的烟灰负荷估值SLp与基于排放的烟灰负荷估值SLc之间的过度偏差的其它技术。图2图式地图示在适当地操作发动机和DOC情况下基于压力的烟灰负荷估值SLp1和基于排放的烟灰负荷估值SLc如何将预期随着时间的推移而彼此紧密地跟随。图2的曲线图仅仅是说明性的，并且不旨在表示实际的烟灰负荷数据估值。
当基于压力降的烟灰负荷估值SLp与基于排放的烟灰负荷估值SLc之间的差超过预定值时，操作员或技术人员能够检查发动机21和DOC 25的功能性，或者能够执行自动化诊断以确定该发动机以及该DOC是否在正确地操作。
通常，控制器31被布置成至少在基于压力降的烟灰负荷估值SLp和基于排放的烟灰负荷估值SLc之一达到预定烟灰负荷限制SLlim时将基于压力降的烟灰负荷估值SLp与基于排放的烟灰负荷估值SLc相比较，但是控制器还可以连续地将基于压力降的烟灰负荷估值与基于排放的烟灰负荷估值相比较并且每当估计值之间的差超过烟灰负荷的一定数量或百分比时提供警告，或者可以选取用于比较烟灰负荷估值的某种其它量度。当基于压力降的烟灰负荷估值SLp达到烟灰负荷限制SLlim时，控制器31能够被布置成诸如通过经由所谓的“第七注入器”35在DPF上游注入碳氢化合物来触发DPF再生。预期了在发生涉及发动机烟灰生产或DOC催化剂失效的问题时，基于压力的烟灰负荷估值SLp将通常在基于排放的烟灰负荷值SLc之前达到限制值SLlim。
图3示出用于检测异常频繁的DPF 27再生的方法中的步骤。根据该方法，在步骤100处，测量跨DPF 27的压力降，并且所测量到的压力降被用来计算基于压力降的烟灰负荷估值SLp。
在步骤200处，根据发动机模型计算烟灰输出并且所计算的烟灰输出被用来计算基于排放的烟灰负荷估值SLc。基于排放的烟灰负荷估值SLc将通常还涉及由于基于NO2和O2的烟灰再生而导致的烟灰消耗的计算。将通常基于以下来计算烟灰输出和烟灰消耗：包括发动机rpm、空气燃料比(AFR)、EGR使用和燃料角度(即，发生燃料注入和/或点火在上死中心前面或后面有多远)的数据；诸如环境温度、发动机入口温度和排气温度的温度测量值；以及NOx排放测量值。
在步骤300处，基于压力降的烟灰负荷估值SLp与基于排放的烟灰负荷估值SLc相比较。当基于压力降的烟灰负荷估值和基于排放的烟灰负荷估值之一在某个其它点处或连续地达到限制值SLlim时，基于压力降的烟灰负荷估值SLp可以与基于排放的烟灰负荷估值SLc相比较。
在步骤400处，如果基于压力降的烟灰负荷估值SLp2与基于排放的烟灰负荷估值SLc之间的差超过预定值，诸如当基于压力降的烟灰负荷估值SLp2达到烟灰负荷限制值SLlim时的时间之间的过度时间段Δt或在当基于压力降的烟灰负荷估值达到烟灰负荷限制值时的时间处的过度数量的烟灰负荷估值差ΔSL时则提供警告。
在本申请中，诸如“包含”的术语的使用是可扩充的并且旨在具有与诸如“包括”的术语相同的意义，而不排除其它结构、材料或行为的存在。类似地，虽然诸如“能够”或“可以”的术语的使用旨在为可扩充的并且旨在反映结构、材料或行为不是必需的，但是未能使用这样的术语不旨在反映结构、材料或行为是必要的。就结构、材料或行为被目前认为是必要的而言，它们被同样地识别。
虽然已经依照优选实施例图示和描述了本发明，但是应认识到，在不脱离如权利要求中所阐述的本发明的情况下可以在其中做出变化和改变。

Claims (14)

1.一种用于通过检测异常频繁的柴油机微粒过滤器(DPF)再生来诊断发动机和排气后处理系统健康的方法，包括：
测量跨所述DPF的压力降并且使用所测量到的压力降来计算基于压力降的烟灰负荷估值；
根据发动机模型来计算烟灰输出并且使用所计算的烟灰输出来计算基于排放的烟灰负荷估值；
当所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值之一达到预定烟灰负荷限制时，将所述基于压力降的烟灰负荷估值与所述基于排放的烟灰负荷估值相比较；
当所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值之一达到所述预定烟灰负荷限制时，触发DPF再生；以及
如果所述基于压力降的烟灰负荷估值与所述基于排放的烟灰负荷估值之间的差超过预定值，则提供警告。
2.如权利要求1所述的方法，包括计算由于基于NO2和O2的烟灰再生而导致的烟灰消耗并且使用所计算的烟灰消耗率来计算所述基于排放的烟灰负荷估值。
3.如权利要求2所述的方法，包括基于以下来计算烟灰输出和烟灰消耗：包括发动机rpm、空气燃料比、EGR使用和燃料角度中的一个或多个的数据；包括环境温度、发动机入口温度和排气温度中的一个或多个的温度测量值；以及NOx排放测量值。
4.如权利要求1所述的方法，其中，所述预定值是预定时间段，所述方法包括：如果所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值之一达到所述预定烟灰负荷限制所在的时间与所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值中的另一个预期达到所述预定烟灰负荷限制所在的时间之间的时间差超过所述预定时间段，则提供所述警告。
5.如权利要求1所述的方法，其中，所述预定值是预定烟灰负荷量，所述方法包括：如果当所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值之一达到所述预定烟灰负荷限制时，所述基于压力降的烟灰负荷估值与所述基于排放的烟灰负荷估值之间的估计烟灰负荷的差超过所述预定烟灰负荷量，则提供所述警告。
6.如权利要求1所述的方法，包括：在提供了所述警告之后，检查所述发动机的功能性和来自所述发动机下游的柴油机氧化催化剂(DOC)。
7.如权利要求1所述的方法，包括：基于以下来计算烟灰输出：包括发动机rpm、空气燃料比、EGR使用和燃料角度中的一个或多个的数据；包括环境温度、发动机入口温度和排气温度中的一个或多个的温度测量值；以及NOx排放测量值。
8.如权利要求1所述的方法，包括：基于包括测量到的排气质量流和排气温度的因素来计算所述基于压力降的烟灰负荷估值。
9.一种具有排气后处理系统的柴油发动机，包括：
所述柴油发动机，所述柴油发动机包括排气装置；
在所述柴油发动机排气装置下游的柴油机氧化催化剂(DOC)；
在所述DOC下游的柴油机微粒过滤器(DPF)；
用于测量跨所述DPF的压力降的传感器；以及
控制器，所述控制器被布置成：
基于所测量到的压力降来计算基于压力降的烟灰负荷估值，
基于根据发动机模型计算的烟灰输出来计算基于排放的烟灰负荷估值，
在所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值之一达到预定烟灰负荷限制时，将所述基于压力降的烟灰负荷估值与所述基于排放的烟灰负荷估值相比较，
当所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值之一达到所述预定烟灰负荷限制时，触发DPF再生，并且
如果所述基于压力降的烟灰负荷估值与所述基于排放的烟灰负荷估值之间的差超过预定值，则提供发动机或后处理系统健康诊断警告。
10.如权利要求9所述的具有排气后处理系统的柴油发动机，其中，所述控制器被布置成计算由于基于NO2和O2的烟灰再生而导致的烟灰消耗并且使用所计算的烟灰消耗率来计算所述基于排放的烟灰负荷估值。
11.如权利要求10所述的具有排气后处理系统的柴油发动机，其中，所述控制器被布置成基于以下来计算烟灰输出和烟灰消耗：包括发动机rpm、空气燃料比、EGR使用和燃料角度中的一个或多个的数据；包括环境温度、发动机入口温度和排气温度中的一个或多个的温度测量值；以及NOx排放测量值。
12.如权利要求9所述的具有排气后处理系统的柴油发动机，其中，所述控制器被布置成基于以下来计算烟灰输出：包括发动机rpm、空气燃料比、EGR使用和燃料角度中的一个或多个的数据；包括环境温度、发动机入口温度和排气温度中的一个或多个的温度测量值；以及NOx排放测量值。
13.如权利要求9所述的具有排气后处理系统的柴油发动机，其中，所述控制器被布置成：基于包括测量到的排气质量流和排气温度的因数来计算所述基于压力降的烟灰负荷估值。
14.一种用于具有排气后处理系统的柴油发动机的警告系统，用于诊断发动机和排气后处理系统健康，所述排气后处理系统包括在所述发动机的排气装置下游的柴油机氧化催化剂(DOC)和在所述DOC下游的柴油机微粒过滤器(DPF)，所述警告系统包括：
用于测量跨所述DPF的压力降的传感器；以及
控制器，所述控制器被布置成：
基于所测量到的压力降来计算基于压力降的烟灰负荷估值，
基于根据发动机模型计算的烟灰输出来计算基于排放的烟灰负荷估值，
当所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值之一达到预定烟灰负荷限制时，将所述基于压力降的烟灰负荷估值与所述基于排放的烟灰负荷估值相比较，
当所述基于压力降的烟灰负荷估值和所述基于排放的烟灰负荷估值之一达到所述预定烟灰负荷限制时，触发DPF再生，并且
如果所述基于压力降的烟灰负荷估值与所述基于排放的烟灰负荷估值之间的差超过预定值，则提供警告。
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