U.S. patent application number 12/913885 was filed with the patent office on 2012-05-03 for system and method for controlling regeneration of an exhaust after-treatment device.
This patent application is currently assigned to GM GLOBAL TECHNOLOGY OPERATIONS, INC.. Invention is credited to Douglas Christopher Sarsen, Christopher Whitt.
Application Number | 20120102921 12/913885 |
Document ID | / |
Family ID | 45995143 |
Filed Date | 2012-05-03 |
United States Patent
Application |
20120102921 |
Kind Code |
A1 |
Sarsen; Douglas Christopher ;
et al. |
May 3, 2012 |
SYSTEM AND METHOD FOR CONTROLLING REGENERATION OF AN EXHAUST
AFTER-TREATMENT DEVICE
Abstract
A method for controlling regeneration of an exhaust
after-treatment device for an internal combustion engine in a
vehicle includes establishing a baseline value for a mass of soot
collected in the exhaust after-treatment device. The baseline value
is a threshold mass of soot to be reached for regenerating the
filter, and is determined as a function of a speed of the engine
and a quantity of fuel entering the engine. The method also
includes modifying the baseline value in response to an engine
operating parameter that alters a fuel-air ratio of a combustible
mixture entering the engine to generate a modified baseline value.
The method additionally includes regenerating the exhaust
after-treatment device using the modified baseline value. A system
for controlling regeneration of an exhaust after-treatment device
for an internal combustion engine is also provided.
Inventors: |
Sarsen; Douglas Christopher;
(Howell, MI) ; Whitt; Christopher; (Howell,
MI) |
Assignee: |
GM GLOBAL TECHNOLOGY OPERATIONS,
INC.
Detroit
MI
|
Family ID: |
45995143 |
Appl. No.: |
12/913885 |
Filed: |
October 28, 2010 |
Current U.S.
Class: |
60/274 ;
60/285 |
Current CPC
Class: |
Y02T 10/47 20130101;
F01N 2900/08 20130101; Y02T 10/40 20130101; F01N 2900/0402
20130101; F01N 9/002 20130101 |
Class at
Publication: |
60/274 ;
60/285 |
International
Class: |
F01N 3/00 20060101
F01N003/00; F01N 9/00 20060101 F01N009/00 |
Claims
1. A method for controlling regeneration of an exhaust
after-treatment device for an internal combustion engine in a
vehicle, comprising: establishing a baseline value for a mass of
soot collected in the exhaust after-treatment device, wherein the
baseline value is a threshold mass of soot to be reached before
regenerating the after-treatment device, and is determined as
function of a speed of the engine and a quantity of fuel entering
the engine; modifying the baseline value in response to an engine
operating parameter to generate a modified baseline value, the
engine operating parameter altering a fuel-air ratio of a
combustible mixture entering the engine; and regenerating the
exhaust after-treatment device using the modified baseline
value.
2. The method according to claim 1, wherein said modifying the
baseline value is executed in response to an engine operating
parameter that alters the fuel-air ratio by varying a mass of air
entering the engine.
3. The method according to claim 2, wherein said modifying the
baseline value is executed in response to an engine operating
parameter that alters the fuel-air ratio by varying a mass of fuel
entering the engine.
4. The method according to claim 3, wherein the mass of fuel
entering the engine is varied in one manner when the engine is
operating in a steady state and in another manner when the engine
is operating in a transient state.
5. The method according to claim 3, wherein the mass of fuel
entering the engine is varied by an exhaust gas recirculation in
the engine being turned on.
6. The method according to claim 1, wherein said modifying the
baseline value is executed via a controller.
7. The method according to claim 6, wherein the controller is
programmed with a look-up table that includes a range for the
engine operating parameter.
8. A system for controlling regeneration of an exhaust
after-treatment device, comprising: an internal combustion engine
that generates an exhaust gas as a byproduct of combustion and
transfers the exhaust gas to the after-treatment device; and a
controller which is: programmed with an established baseline value
for a threshold mass of soot collected in the exhaust
after-treatment device before regenerating the after-treatment
device, wherein the baseline value is determined as a function of a
speed of the engine and a quantity of fuel entering the engine; and
programmed to modify the baseline value in response to an engine
operating parameter that alters a fuel-air ratio of a combustible
mixture entering the engine; wherein the controller regenerates the
exhaust after-treatment device using the modified baseline
value.
9. The system according to claim 8, wherein the baseline value is
modified in response to an engine operating parameter that alters
the fuel-air ratio by varying a mass of air entering the
engine.
10. The system according to claim 9, wherein the baseline value is
modified in response to an engine operating parameter that alters
the fuel-air ratio by varying a mass of fuel entering the
engine.
11. The system according to claim 10, wherein the mass of fuel
entering the engine is varied in one manner when the engine is
operating in a steady state and in another manner when the engine
is operating in a transient state.
12. The system according to claim 10, wherein the mass of fuel
entering the engine is varied by an exhaust gas recirculation in
the engine being turned on.
13. The system according to claim 8, wherein the controller is
additionally programmed with a look-up table that includes a range
for the engine operating parameter.
14. A vehicle comprising: an internal combustion engine that
generates an exhaust gas as a byproduct of combustion; an exhaust
after-treatment device configured to receive the exhaust gas and
adapted to be regenerated; and a controller which is: programmed
with an established baseline value for a threshold mass of soot
collected in the exhaust after-treatment device before regenerating
the after-treatment device, wherein the baseline value is
determined as a function of a speed of the engine and a quantity of
fuel entering the engine; and programmed to modify the baseline
value in response to an engine operating parameter that alters a
fuel-air ratio of a combustible mixture entering the engine;
wherein the controller regenerates the exhaust after-treatment
device using the modified baseline value.
15. The vehicle according to claim 14, wherein the baseline value
is modified in response to an engine operating parameter that
alters the fuel-air ratio by varying a mass of air entering the
engine.
16. The vehicle according to claim 15, wherein the baseline value
is modified in response to an engine operating parameter that
alters the fuel-air ratio by varying a mass of fuel entering the
engine.
17. The vehicle according to claim 16, wherein the mass of fuel
entering the engine is varied in one manner when the engine is
operating in a steady state and in another manner when the engine
is operating in a transient state.
18. The vehicle according to claim 16, wherein the mass of fuel
entering the engine is varied by an exhaust gas recirculation in
the engine being turned on.
19. The vehicle according to claim 14, wherein the controller is
additionally programmed with a look-up table that includes a range
for the engine operating parameter.
Description
TECHNICAL FIELD
[0001] The present invention is drawn to a method for controlling
regeneration of an exhaust after-treatment device for an internal
combustion engine in a vehicle.
BACKGROUND
[0002] Various exhaust after-treatment devices, such as diesel
particulate filters and other devices, have been developed to
effectively limit exhaust emissions from internal combustion
engines. In the case of diesel engines, a great deal of effort
continues to be expended to develop practical and efficient devices
and methods for reducing emissions of largely carbonaceous
particulates in exhaust gases.
[0003] One method for reducing such particulate emissions is to
provide suitable particulate filters or traps in engine or vehicle
exhaust systems. Such particulate filters are typically adapted to
collect and dispose of the sooty particulate matter emitted from
diesel engines prior to discharge of the exhaust gases to
atmosphere. Additionally, such filters may be regenerated or
cleaned using high temperature exhaust, which burns particles that
may otherwise accumulate and clog the system.
SUMMARY
[0004] A method for controlling regeneration of an exhaust
after-treatment device for an internal combustion engine in a
vehicle includes establishing a baseline value for a mass of soot
collected in the exhaust after-treatment device. The baseline value
is a threshold mass of soot to be reached for regenerating the
filter, and is determined as a function of a speed of the engine
and a quantity of fuel entering the engine. The method also
includes modifying the baseline value in response to an engine
operating parameter that alters a fuel-air ratio of a combustible
mixture entering the engine to generate a modified baseline value.
The method additionally includes regenerating the exhaust
after-treatment device using the modified baseline value.
[0005] According to the method, the modification of the baseline
value may be executed in response to an engine operating parameter
that alters the fuel-air ratio by varying the mass of air entering
the engine.
[0006] The modification of the baseline value may also be executed
in response to an engine operating parameter that alters the
fuel-air ratio by varying a mass of fuel entering the engine.
[0007] The mass of fuel entering the engine may be varied in one
manner when the engine is operating in a steady state and in
another manner when the engine is operating in a transient state.
Additionally, the mass of fuel entering the engine may be varied by
turning on exhaust gas recirculation in the engine.
[0008] Furthermore, according to the method, the modification of
the baseline value may be executed via a controller. The controller
may be programmed with a look-up table that may include a range for
the engine operating parameter.
[0009] A system for controlling regeneration of an exhaust
after-treatment device for an internal combustion engine and a
vehicle employing such a system are also provided.
[0010] The above features and advantages and other features and
advantages of the present invention are readily apparent from the
following detailed description of the best modes for carrying out
the invention when taken in connection with the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 is a schematic illustration of vehicle with an engine
connected to an exhaust system having an exhaust after-treatment
device; and
[0012] FIG. 2 is a flow diagram of a method for controlling
regeneration of the exhaust after-treatment device of FIG. 1.
DETAILED DESCRIPTION
[0013] Referring to the drawings, wherein like reference numbers
refer to like components throughout the several views, FIG. 1
schematically depicts a vehicle 2. Vehicle 2 includes a system 8
configured to control regeneration of an exhaust after-treatment
device 24. System 8 includes an internal combustion engine 10
connected to an air intake system 12. Air intake system 12 is
configured for delivering an ambient air flow 14 to the engine for
subsequent combining with an appropriate amount of fuel into a
combustible mixture entering the engine 10. The temperature of the
air flow 14 entering engine 10 is monitored by a sensor 13.
[0014] The air intake system 12 includes a turbocharger 16 for
pressurizing the incoming air flow 14, and a charge air cooler 18
for reducing the temperature of the pressurized air flow in order
to improve the operating efficiency of engine 10. The temperature
of the air flow 14 following the charge air cooler 18 is monitored
by a sensor 19. Turbocharger 16 is energized by an exhaust gas flow
20 that is released by engine 10 following each combustion event.
The turbocharger 16 is connected to an exhaust system 22, which
includes the exhaust after-treatment device 24. As shown, the
engine 10 is a compression ignition, i.e., a diesel, engine, and
the exhaust after-treatment device 24 is a particulate filter
adapted to collect and dispose of the sooty particulate matter
emitted from the engine prior to discharge of an exhaust gas flow
20 to atmosphere.
[0015] The exhaust system 22 includes a diesel oxidation catalyst
26 that is adapted to oxidize and burn hydrocarbon emissions
present in the exhaust flow 20. Following the diesel oxidation
catalyst 26, the exhaust flow 20 passes through a selective
catalytic reduction catalyst 28, which reduces at least some of the
nitrogen oxides present in the exhaust flow into water and
nitrogen. After the reduction catalyst 28, the exhaust flow 20
passes into the exhaust after-treatment device 24 through an
entrance 30, and then exits the after-treatment device through an
outlet 32 and continues on to the atmosphere sans the majority of
soot particulates. Although, as shown, the reduction catalyst 28 is
positioned upstream of the exhaust after-treatment device 24, the
after-treatment device may also be positioned downstream of the
reduction catalyst without affecting the after-treatment of the
exhaust flow 20.
[0016] System 8 also includes a controller 34 that is operatively
connected to engine 10. Controller 34 is programmed to predict a
baseline value for the mass of soot that collects in the
after-treatment device 24 during operation of engine 10. The
baseline value for the mass of soot is a threshold amount of soot
that is allowed to be reached or collected in the after-treatment
device 24 before maintenance or regeneration of exhaust system 22
is performed. The baseline value in one embodiment may be
established as a function of an operating speed of engine 10 and a
quantity of fuel that has entered the engine for combustion. Speed
of engine 10 may be sensed by a sensor 36, while the amount of fuel
that has entered the engine may be sensed by a sensor 38.
[0017] The baseline value may be an amount of soot that has been
empirically determined to be the level at which maintenance of
exhaust system 22 should be performed. Maintenance of exhaust
system 22 may be achieved either by active regeneration or by
replacing the after-treatment device 24. Active regeneration of the
after-treatment device 24 may be performed by changing operating
parameters of engine 10 to increase temperature of exhaust flow 20
to burn the soot that has collected in the after-treatment device.
Accordingly, controller 34 may be programmed to command or trigger
the engine 10 to actively regenerate the after-treatment device 24.
Additionally, active regeneration of the after-treatment device 24
may be performed by a direct injection and igniting of fuel in the
exhaust gas flow 20. In such a case, controller 34 may be
programmed to command the fuel to be injected into the exhaust
system 22 at an appropriate time.
[0018] Controller 34 is additionally programmed to modify by a
mathematical calculation the baseline value in response to engine
operating parameters that alter a fuel-air ratio of the combustible
mixture entering engine 10. In general, when the fuel-air ratio is
increased, the mass of soot collecting in the after-treatment
device 24 is increased. The operating parameters that alter or
influence a fuel-air ratio of the combustible mixture entering
engine 10 may include a change in density of the incoming air flow
14, i.e., an increase or a decrease in the mass of the air entering
the engine. A signal indicating a change in density of the incoming
air flow 14 may be provided to the controller 34 by a sensor 40.
Sensor 40 is adapted to detect the ambient air pressure, which may
then be correlated to the altitude at which engine 10 is operating.
Additionally, a signal from a sensor 42 that is adapted to sense
ambient air temperature may be employed to further modify the
baseline value.
[0019] The operating parameters that influence a fuel-air ratio of
the combustible mixture entering engine 10 may also include a
signal indicating whether the engine 10 is operating in a transient
or in a steady state. When engine 10 is operating in the transient
state, an additional amount of fuel may be used for combustion, as
compared to the amount of fuel being injected into the engine
during the steady state operation. The baseline value may be
modified to indicate that a larger mass of soot is being collected
when the engine 10 is operating in a transient state, and modified
to indicate that a lower mass of soot is being collected when the
engine is operating in a steady state. Whether the engine 10 is
operating in a transient or in a steady state is regulated by the
controller 34. A signal indicating the current operating state of
engine 10 may, therefore, also be provided by the controller
34.
[0020] The operating parameters that influence a fuel-air ratio of
the combustible mixture entering engine 10 may additionally include
whether an exhaust gas recirculation (EGR) valve 44 is on or off As
is appreciated by those skilled in the art, when the EGR valve 44
is on, the fuel-air mixture becomes richer because the
re-circulated exhaust gas flow 20 includes unburned fuel which is
reintroduced for combustion. Therefore, the baseline value is
modified to show an increase in the mass of soot collected in the
after-treatment device 24 when the EGR valve 44 is on. The
controller 34 is additionally programmed to trigger regeneration of
the after-treatment device 24 using the baseline value that was
modified in response to the sensed variation in the engine
operating parameters that alter the amount of air entering the
engine 10. In operation, when the current modified baseline value
for the mass of soot collected reaches a predetermined level, the
controller 34 provides an output signal that indicates a trigger to
perform regeneration of the after-treatment device.
[0021] Furthermore, controller 34 may be programmed with a look-up
table 46 that includes ranges of values for the previously
described operating parameters of engine 10 that influence or alter
a fuel-air ratio of the combustible mixture entering the engine.
The ranges of values for the operating parameters of engine 10 that
influence or alter a fuel-air ratio of the combustible mixture are
typically determined empirically during the testing and calibration
stages of engine development. Once determined, the variation in
such operating parameter values is correlated with a variation in
the amount of soot mass that is collected in the after-treatment
device 24. Based on the recorded variation in the amount of soot
collected, a mathematical factor is derived for each observed data
point of each operating parameter, representing the effect that
such variation has on the mass of soot collected above the baseline
value. Additionally, the observed data points for the operating
parameters may be plotted to generate graphical curves and then
utilize the curves to interpolate between data points, thus
generating continuous ranges of mathematical factors.
[0022] The derived mathematical factors are assembled into a
look-up table 46, which is then programmed into the controller 34
for subsequent access during actual operation of engine 10. Thus,
generally in order to determine the modified baseline value for the
mass of soot collected in the after-treatment device 24, controller
34 multiplies the predetermined baseline value by the derived
factor(s) whenever the described variation in the engine operating
parameter(s) is sensed. Following such modification of the baseline
value for the mass of soot, controller 34 triggers the regeneration
of the after-treatment device 24 to burn off the collected
particulates prior to the occurrence of any damage to the
device.
[0023] FIG. 2 depicts a method 50 for controlling regeneration of
the exhaust after-treatment device 24 as described with respect to
FIG. 1. Accordingly, the method commences in frame 52, where it
includes establishing the baseline value for the mass of soot
collected in the exhaust after-treatment device 24 that is to be
reached prior to regenerating the filter. As described above, the
baseline value for the mass of soot may be based on the speed of
engine 10, and on the quantity of fuel entering the engine.
Following frame 52, the method proceeds to frame 54, where it
includes modifying the baseline value for the mass of soot
collected in response to the engine operating parameter that alters
the fuel-air ratio of the combustible mixture entering engine 10.
The baseline value for the mass of soot collected may be modified
by the controller accessing the appropriate derived mathematical
factors in the look-up table 46, as described above.
[0024] As described above, the engine operating parameter that
alters the fuel-air ratio of the combustible mixture may include a
factor that drives a change in the density of air that is used by
the engine 10 for combustion. The engine operating parameter that
alters the fuel-air ratio of the combustible mixture may also
include a factor that accounts for the engine 10 operating either
at a steady or at a transient state. Additionally, the engine
operating parameter that alters the fuel-air ratio of the
combustible mixture may include a factor that accounts for whether
the exhaust gas recirculation (EGR) in the engine 10 is on or off.
Controller 34 may be programmed to continuously monitor the
appropriate time to trigger regeneration of the exhaust
after-treatment device 24 based on the modified baseline value of
soot collected.
[0025] After the baseline value for the mass of soot collected in
the exhaust after-treatment device 24 has been modified in frame
54, the method advances to frame 56. In frame 56, the method
includes regenerating the exhaust after-treatment device 24 using
the modified baseline value for the mass of soot. Following frame
56, the method may loop back to frame 52. Once the method returns
to frame 52, the monitoring of sensors 13, 19, 36, 38, 40, and 42,
as well as monitoring of the status of EGR valve 44, may be resumed
in order to determine the appropriate time for the next
regeneration of the after-treatment device 24.
[0026] While the best modes for carrying out the invention have
been described in detail, those familiar with the art to which this
invention relates will recognize various alternative designs and
embodiments for practicing the invention within the scope of the
appended claims.
* * * * *