JP2013529747A - Method and apparatus related to cooling of a charging unit of an HC charging system for exhaust purification - Google Patents

Abstract

  The present invention relates to an HC charging system for exhaust purification comprising a fuel charging unit (250), wherein the fuel is supplied to the fuel charging unit after the exhaust flow is stopped. Determining the need to cool the input unit, and predicting the temperature pattern of the input unit (250) as a basis for determining the need, and based on that, after the exhaust flow has stopped, the input unit (250) Predicting whether the temperature reaches a predetermined temperature. The invention also relates to a computer program product comprising program code (P) for a computer (200; 210) for carrying out the method according to the invention. The present invention also relates to an HC charging system and an automobile equipped with the HC charging system.

Description

  The present invention relates to a method relating to an HC input system for exhaust purification comprising an input unit for fuel. The invention also relates to a computer program product comprising program code for a computer for carrying out the method according to the invention. The present invention also relates to an HC charging system for purifying exhaust, which includes a fuel charging unit, and an automobile equipped with the HC charging system.

  In today's vehicles, diesel fuel is used as fuel in DPF (diesel exhaust particulate filter) systems with particle filters. The particle filter is configured to capture, for example, diesel exhaust particles and soot. During active regeneration of the particulate filter, diesel fuel is supplied to an exhaust pipe downstream of the engine and directed to an oxidation catalyst, also called DOC. In the oxidation catalyst, the diesel fuel burns and the temperature of the exhaust system rises. Therefore, active regeneration of the particle filter located on the downstream side of the oxidation catalyst can be realized.

  One type of DPF system includes a container for diesel fuel. The DPF system also draws the diesel fuel from this vessel via a suction hose and connects it via a pressure hose to a dosing unit located adjacent to the exhaust system of the vehicle, for example adjacent to an exhaust pipe of the exhaust system. There may be a pump configured to supply the leverage. The charging unit is configured to inject a required amount of diesel fuel into the exhaust pipe upstream of the particle filter in accordance with an operation routine stored in the vehicle control unit. In order to facilitate pressure regulation when zero or only a small amount is charged, the system also includes a return hose that returns from the pressure side of the system back to the container. This arrangement allows the charging unit to be cooled by the diesel fuel, and this fuel flows back from the container through the pump and the charging unit and back to the container during cooling. This realizes active cooling of the dosing unit. The flow back from the input valve to the container is generally substantially constant.

  Since the dosing unit is generally located adjacent to the exhaust system of the vehicle that becomes warm during operation of the vehicle, for example, depending on the engine load, there is a risk that the dosing valve will overheat. The overheating of the charging unit may cause the function of the charging unit to deteriorate, and in some cases, the performance of the charging unit may be impaired.

  Current input units have electrical components, some of which are equipped with circuit cards. The circuit card may be configured, for example, to control the injection of diesel fuel into the vehicle exhaust system. For various reasons, these electrical components are susceptible to high temperatures. If the temperature of the dosing unit becomes too high, it will result in deterioration of the electrical components, and in some cases, will pay expensive repair costs at the service factory. Furthermore, if the temperature is too high, the diesel fuel present in the dosing unit will at least partially change to a solid, possibly leading to failure of the dosing unit. According to one example, the diesel fuel undergoes pyrolysis in the dosing unit and thereby at least partially changes to coke. Accordingly, at least a portion of the diesel fuel may be carbonized. Therefore, it is most important that the temperature of the input unit of the DPF system must not exceed a critical level.

  Cooling of the input unit of the vehicle DPF system is generally performed continuously during normal operation of the vehicle as a result of the diesel fuel circulating in the DPF system as described above. To some extent, cooling of the dosing unit during vehicle operation generally works satisfactorily. However, it is always necessary to improve the performance of existing vehicle subsystems, such as DPF systems, particularly from a competitive perspective.

  During and after driving the vehicle, a large amount of heat energy from driving the vehicle is accumulated mainly in the exhaust system. This thermal energy can be introduced into the dosing unit, for example from a silencer and a particle filter, to heat the dosing unit to a temperature above a critical value.

  When the vehicle is switched off and therefore the exhaust flow in the exhaust system is stopped, the diesel fuel is cooled by the diesel fuel for a predetermined time, for example about 30 minutes, as in normal operation.

  This configuration has certain drawbacks. One disadvantage is that after the vehicle is switched off, the amount of energy used to power the pump in the DPF system is relatively large. Thus, any vehicle battery used to power the DPF system pump may discharge or reach a relatively low charge level.

  Another drawback of the dosing unit, which is cooled in the same way as during normal operation, is, for example, this driving when the driver of the vehicle has to sleep in the driver's seat after driving or is in the immediate vicinity of the vehicle. The disturbing noise that the hands feel unpleasant is that the pumps of the DPF system emit.

  Therefore, there is a need to improve current methods for cooling input units in HC input systems in order to reduce or eliminate the above disadvantages.

  One object of the present invention is to propose a new and advantageous method for improving the performance of an HC injection system.

  Another object of the present invention is to propose a new advantageous HC injection system and a new advantageous computer program for improving the performance of the HC injection system.

  Another object of the invention is to propose a new and advantageous method for carrying out the cooling of the charging unit of the HC charging system after the internal exhaust flow has stopped.

  Another object of the present invention proposes a new advantageous HC charging system and a new advantageous computer program for performing cooling of the charging unit of the HC charging system after the flow of exhaust in the HC charging system has stopped It is to be.

  A further object is to propose a method, an HC charging system, and a computer program for reducing the risk that the charging unit in the HC charging system may overheat after the exhaust flow in the HC charging system stops. .

  A further object is to provide an alternative method, an alternative HC input system, and an alternative computer program for reducing the risk that the input unit in the HC input system may overheat after the exhaust flow in the HC input system stops. It is to propose.

  These objects are achieved by a method associated with the HC input system for exhaust purification according to claim 1.

One aspect of the present invention is a method related to an HC input system for exhaust purification comprising an input unit for fuel,
Determining after the exhaust flow has stopped that the fuel supplied to the input unit needs to be cooled by the fuel input unit forming part of the HC input system;
-Proposing a temperature pattern of the input unit as a basis for determining the need and, based on that, predicting whether the input unit reaches a predetermined temperature after the exhaust flow is stopped To do.

  Assuming that energy is stored in the input unit, using a calculation model configured to calculate the maximum future temperature that the input unit of the HC input system will reach when the exhaust flow stops, The influence of the input system can be reduced. Assuming that energy is stored in a further part of the HC charging system, using a computational model configured to calculate the maximum future temperature that the charging unit will reach when the exhaust flow stops , The influence of the HC charging system can be reduced. This calculation model may be configured to sample the temperature of the input unit of the HC input system just before and / or after the exhaust flow has stopped, based on which it is too high It may be possible to predict whether the input unit will reach a temperature that can damage the input unit. This computational model may be configured to sample the temperature of yet another part of the HC dosing system just before and / or after the exhaust flow has stopped, It may be possible to predict whether the input unit will reach a temperature that is too high and can damage the input unit. If it is determined that the fuel input unit is very likely to reach a temperature that is too high, cooling of the input unit with fuel may be maintained at any suitable level. If it is determined that the fuel input unit is very unlikely to reach a temperature that is too high, cooling of the input unit with fuel may be automatically stopped. Therefore, when the exhaust flow stops, the number of times when the fuel injection unit needs to be continuously cooled by the fuel can be reduced, which means that, for example, the fuel feeder in the HC injection system can be reduced. It is advantageous from several viewpoints, such as avoiding unnecessary use of electrical energy to operate.

  By predicting the temperature pattern of the dosing unit, it is possible to control the operation of the fuel feeder in the HC dosing system in a manner that is optimal for the use of electrical energy. By predicting the temperature pattern of the charging unit and automatically determining whether or not to stop the operation of the continuous feeding device, it is possible to avoid unnecessary cooling of the charging unit.

  The predetermined temperature may be a critical temperature for the function of the dosing unit. This functional critical temperature is, for example, a temperature at which the electronic component of the input unit is greatly damaged and its function deteriorates or disappears. Setting the predetermined temperature to an appropriate value is a robust way to mitigate any risk that the input unit in the HC input system will be overheated after the exhaust flow in the HC input system stops. Indicates.

  The further portion of the HC input system may include any of a particle filter, such as a DPF, a silencer, an input unit, and fuel. Specifically, it is advantageous to predict the temperature pattern of the dosing unit. For other components of the HC input system, such as particle filters or silencers, if a temperature pattern is predicted, it is possible to model a predetermined temperature pattern of the input unit based on that. Thus, by predicting the temperature pattern of the at least part of the HC charging system, it becomes possible to indirectly determine the future temperature of the charging unit. Specifically, this makes it possible to indirectly determine the future maximum temperature of the dosing unit.

  The prediction of the temperature pattern may include taking into account the reheating effect of at least a portion of the HC dosing system. Depending on how the HC charging system has been operating, various amounts of thermal energy may be stored in various parts of the HC charging system. This thermal energy may be directed to the dosing unit even after the exhaust flow has stopped. One aspect of the present invention takes into account the reheating effect when modeling the temperature pattern of the dosing unit.

  The method may further include predicting the temperature pattern of at least a portion of the HC input system with a computational model that includes a predetermined parameter configuration. This parameter configuration may be any suitable parameter configuration including, for example, the current temperature of the particle filter, and / or the current temperature of the silencer, and / or the current temperature of the fuel or dosing unit.

  The step of determining the need may be performed before or after the stoppage of the exhaust flow. The determination of the need before the exhaust flow stops may be made earlier than if the decision to stop cooling the input unit is performed after the step of determining so after the exhaust flow stops. Means that. The decision on the need after the exhaust flow has stopped is made based on updated information than if the decision to stop the cooling of the input unit is determined on the need before the exhaust flow stops. It means you may.

  The fuel may be diesel fuel or other hydrocarbon based fuel.

  This method is easy to implement on existing vehicles. Software related to the HC injection system for exhaust purification according to the present invention may be installed in the control unit of the vehicle during manufacture of the vehicle. Thus, the purchaser of the vehicle may be able to select the function of this method as an option. Alternatively, software containing program code for applying innovative methods related to the HC injection system for exhaust purification may be installed in the vehicle control unit when upgrading at a service station, in which case In some cases, the software may be loaded into a memory in the control unit. Thus, in particular, it is cost-effective to implement this innovative method because the vehicle need not be provided with any additional components or subsystems. Related hardware is generally already provided in the vehicle. The present invention thus presents a cost-effective solution to the aforementioned problems.

  According to one aspect of the present invention, after the exhaust flow has stopped, the fuel supplied to the input unit cools the fuel input unit that forms part of the HC input system and serves as a basis for determining the need for the input unit. Software containing program code for predicting the temperature pattern and deciding on the need to predict whether the input unit will reach a predetermined temperature after the exhaust flow has stopped is easy to update or replace . Further, various portions of software including program code for applying innovative methods may be replaced independently of each other. This modular configuration is advantageous from a maintenance point of view.

  One aspect of the present invention proposes an HC charging system including an exhaust purification device including a fuel charging unit. The apparatus comprises means for determining the need to cool the fuel input unit forming part of the HC input system with fuel supplied to the input unit after the exhaust flow has stopped, and a basis for determining the need And a means for predicting the temperature pattern of the charging unit and predicting whether or not the charging unit reaches a predetermined temperature after the exhaust flow stops.

  The predetermined temperature may be a critical temperature for the function of the dosing unit.

  The HC charging system is a means for predicting the temperature pattern of the charging unit, the temperature pattern of at least one further portion of the HC charging system comprising any of a particle filter, a silencer, or fuel. Means configured to predict.

  By predicting the temperature pattern of the at least one further portion of the HC charging system, it may be possible to indirectly determine the future temperature of the charging unit.

  The prediction of the temperature pattern may include taking into account the reheating effect of at least a portion of the HC dosing system.

  The HC charging system may further include means for predicting the temperature pattern of at least a part of the HC charging system by a calculation model including a predetermined parameter configuration.

  The means for determining the need may be configured to do so before or after the stop of the exhaust flow.

  The above object is also realized in an automobile equipped with an HC injection system. The vehicle may be a truck, a bus, or a passenger car.

  One advantage of the present invention is that the time during which the vehicle control unit does not need to be activated to monitor and control the fuel delivery system is the same frequency or length as before.

  One aspect of the present invention proposes any suitable platform comprising an HC input system, such as a ship. The vessel may be of any type, for example a motor boat, a steamer, a ferry or a large vessel.

  One aspect of the present invention proposes a computer program related to an exhaust purification HC charging system including a fuel charging unit. The computer program is stored on a computer readable medium for causing an electronic control unit or another computer connected to the electronic control unit to execute the steps according to any one of claims 1 to 8. Program code.

  One aspect of the present invention proposes a computer program related to an exhaust purification HC charging system including a fuel charging unit. The computer program includes program code for causing the electronic control unit or another computer connected to the electronic control unit to execute the steps according to any one of claims 1 to 8.

  One aspect of the present invention is a computer readable medium for performing the method steps according to any of claims 1 to 8 when the program is executed on the electronic control unit or another computer connected to the electronic control unit. A computer programming product including program code stored on a medium is proposed.

  Further objects, advantages, and novel features of the present invention will become apparent to those skilled in the art from the following details and upon practice of the invention. Although the invention is described below, it is noted that the invention is not limited to the specific details described. Additional uses, modifications, and other areas of incorporation within the scope of the present invention will be appreciated by those skilled in the art who can utilize the teachings herein.

  For a fuller understanding of the present invention, as well as further objects and advantages of the present invention, read the detailed description set forth below in connection with the accompanying drawings. In the accompanying drawings, like reference numerals designate like items in the various views.

1 is a schematic view of a vehicle according to an embodiment of the present invention. FIG. 2 is a schematic view of the vehicle subsystem shown in FIG. 1 according to an embodiment of the present invention. FIG. 2 is a schematic view of the vehicle subsystem shown in FIG. 1 according to an embodiment of the present invention. 2 is a schematic flow diagram of a method according to an embodiment of the invention. 4 is a more detailed schematic flow diagram of a method according to an embodiment of the invention. 1 is a schematic diagram of a computer according to an embodiment of the present invention. FIG.

  FIG. 1 shows a side view of the vehicle 100. The illustrated vehicle 100 includes a tractor unit 110 having an engine 150 and a trailer 112. This vehicle may be a heavy vehicle, such as a truck or a bus. Alternatively, the vehicle may be a passenger car.

  It should be noted that the present invention is applicable to any suitable HC injection system and is therefore not limited to automotive DPF systems. The innovative method and innovative HC injection system according to one aspect of the present invention is well suited for other platforms having HC injection systems other than automobiles, such as ships. The vessel may be of any type, for example a motor boat, a steamer, a ferry or a large vessel.

  The innovative method and the innovative HC injection system according to one aspect of the present invention are also well suited for systems comprising, for example, industrial institutions and / or industrial robots powered by engines and / or stationary engines.

  The innovative method and the innovative HC charging system according to one aspect of the present invention are also well suited for various types of power plants, such as power plants with diesel generators.

  The innovative method and the innovative HC injection system are well suited for any engine system comprising an engine and HC injection system, for example on a locomotive or some other platform.

  Innovative methods and innovative HC input systems are well suited for any system comprising a particle generator (eg, combustion engine) and an HC input system.

  As used herein, the term “link” refers to a communication link that may be a physical connection, such as an optoelectronic communication line, or a non-physical connection, such as a wireless connection, eg, a radio link or a microwave link.

  As used herein, the term “line” refers to a passage for holding and transporting a fluid, eg, a liquid fuel. The line may be any suitable size pipe. The line may be made from any suitable material, such as plastic, rubber, or metal.

  As used herein, the term “fuel” refers to an agent used for active regeneration of a particle filter of an HC input system. The fuel according to one version is diesel fuel. Of course, other types of hydrocarbon-based fuels may be used. Diesel fuel is described herein as an example of fuel, but innovative methods and devices are required adaptations in control algorithms for executing software code in innovative ways, for example Those skilled in the art will appreciate that other types of fuels can be realized, subject to adaptation to the appropriate carbonization temperature for the fuel employed.

  Although the term “HC dosing system” is used herein to denote a particle filter system, the present invention is not limited to the use of a diesel particle filter. On the contrary, other types of particle filters may be used in accordance with the present invention. Those skilled in the art will understand what type of fuel is most suitable for regenerating the particulate filter employed.

  FIG. 2 shows a subsystem 299 of the vehicle 100. Subsystem 299 is located within tractor unit 110. Subsystem 299 may form part of the HC input system. According to this example, subsystem 299 is comprised of a container 205 configured to store fuel. The container 205 is configured to store an appropriate amount of fuel and be refillable as needed. This container can contain, for example, 200 liters or 1500 liters of fuel.

  The first line 271 is configured to guide fuel from the container 205 to the pump 230. Pump 230 may be any suitable pump. The pump 230 may be a diaphragm pump provided with at least one filter. The pump 230 is configured to be driven by an electric motor. The pump 230 is configured to draw fuel from the container 205 via the first line 271 and supply fuel to the input unit 250 via the second line 272. The input unit 250 comprises an electrically controlled input valve for controlling the flow of fuel added to the exhaust system. The pump 230 is configured to pressurize the fuel in the second line 272. The charging unit 250 is provided with a throttle unit, and the pressure of the fuel increases in the subsystem 299 with respect to the throttle unit.

  The input unit 250 is configured to supply the fuel to an exhaust system (not shown) of the vehicle 100. More specifically, the input unit 250 is configured to supply an appropriate amount of fuel to the exhaust system of the vehicle 100 in a controlled manner. According to this version, a particle filter (not shown), such as a DPF, is located downstream of where the fuel supply is performed in the exhaust system. The amount of fuel supplied to the exhaust system is that used in the normal manner in the HC input system for active regeneration of the particle filter.

  The input unit 250 is located adjacent to an exhaust pipe that itself is configured to, for example, guide exhaust gas from the combustion engine 150 of the vehicle 100 to the particle filter. The input unit 250 is in a position in thermal contact with the exhaust system of the vehicle 100. This means, for example, that the heat energy stored in the exhaust pipe, silencer, particle filter and SCR catalyst can be directed to the dosing unit 250 in this way.

  The input unit 250 includes an electronic control card configured to handle communication with the control unit 200. The dosing unit 250 also includes plastic and / or rubber components, but these components may melt or otherwise be adversely affected if they become too hot.

  The dosing unit 250 is affected by a specific value, for example, a temperature exceeding 120 degrees Celsius. For example, if the temperature of the exhaust pipe, the silencer, and the particle filter of the vehicle 100 exceeds this value, there is a risk that the charging unit 250 may be overheated during or after operation of the vehicle if cooling is not performed.

  A third line 273 is between the dosing unit 250 and the container 205. The third line 273 is configured to return a specific amount of fuel supplied to the input unit 250 to the container 250. With this configuration, it is advantageous to achieve cooling of the dosing unit 250. Therefore, when fuel is pumped from the pump 230 to the container 205 via the charging unit 250, the charging unit 250 is cooled by this fuel flow.

  The first control unit 200 is configured to communicate with the temperature sensor 220 via the link 293. The temperature sensor 220 is configured to detect the current temperature of the fuel where the sensor is attached. According to this version, the temperature sensor 220 is located in the container 205. The temperature sensor 220 is configured to continuously send a signal to the first control unit 200 that contains information about the current temperature of the fuel.

  According to an alternative version, a temperature sensor 220 is located adjacent to the dosing unit in order to detect the current temperature at the dosing unit 250. According to another version, temperature sensor 220 is positioned adjacent to the particle filter of the HC input system to detect the current temperature at the particle filter of the HC input system. Any desired number of temperature sensors may be provided in subsystem 299 to detect the current temperature adjacent to this subsystem. Temperature sensor (s) 220 are configured to detect the current temperature at an appropriate location within subsystem 299, which pumps to cool the dosing unit with the flow of fuel. It can serve as a basis for controlling the operation of 230.

  The first control unit 200 is configured to communicate with the pump 230 via the link 292. The first control unit 200 is configured to control the operation of the pump 230 to adjust, for example, the pressure in the line 272. In this regard, the flow of fuel returning from the input unit 250 to the container 205 may be described as a function of the fuel pressure upstream of the input unit 250. The first control unit 200 is configured to adjust the current temperature of the dosing unit by controlling the operation of the pump 230.

  The first control unit 200 is configured to communicate with the input unit 250 via a link 291. The first control unit 200 is configured to control the operation of the charging unit 250 to adjust the fuel supply to the exhaust system of the vehicle 100, for example. The first control unit 200 is configured to control the operation of the dosing unit 250 to adjust, for example, the return of fuel supply to the container 205.

  According to one version, the first control unit 200 receives from a temperature sensor that contains information about the current temperature of the fuel at any suitable location of the HC injection system as a basis for controlling the pump 230. Is configured to use a signal. Specifically, according to one version, the first control unit 200 is used as a basis for intermittently controlling the operation of the pump 230 at a lower output than the normal operation after the exhaust flow from the engine stops. , Configured to use a received signal that includes the current temperature of the fuel in the region of the temperature sensor 220.

  The second control unit 210 is configured to communicate with the first control unit 200 via the link 290. The second control unit 210 may be detachably connected to the first control unit 200. The second control unit 210 may be a control unit outside the vehicle 100. The second control unit 210 may be configured to perform innovative method steps according to the present invention. The second control unit 210 may be used to cross-load software, particularly software for using innovative methods, into the first control unit 200. Alternatively, the second control unit 210 may be configured to communicate with the first control unit 200 via an internal network of the vehicle. The second control unit 210 includes substantially the same function as that of the first control unit 200, eg, the current temperature of the fuel as a basis for calculating the future maximum temperature value of the dosing unit. The step of using the received signal and the step of controlling the operation of the pump 230 in any suitable manner based on the calculated temperature value may be performed. The second control unit 210 determines the need to cool the fuel input unit forming part of the HC input system with the fuel supplied to the input unit after the exhaust flow has stopped, As a basis, the temperature pattern of the charging unit may be predicted, and based on the predicted temperature pattern, it may be configured to predict whether the charging unit reaches a predetermined temperature after the exhaust flow has stopped.

  It should be noted that the innovative method may be applied to the first control unit 200 and the second control unit 210, or both the first control unit 200 and the second control unit 210.

  According to the embodiment schematically illustrated in FIG. 2, the first control unit 200 has an amount of any electrical energy that may be required to cool the dosing unit 250 to at least one critical temperature for safety compared to the prior art. The pump 230 is configured to control the operation of the pump 230 at a lower output than the normal operation after the exhaust flow from the engine is stopped.

  According to this version, a compressed air source 260 is provided for supplying compressed air to the dosing unit 250 via the line 261. The input unit 250 is configured to finely divide the input fuel using the compressed air supply. Compressed air may also be used, at least in part, to cause the input unit to input the fuel into the exhaust duct. Compressed air may also be used, for example, to blow out any fuel that may be present from the input unit 250. This may be performed during operation of engine 150 or after engine 150 is turned off.

  According to one version, the container 205 may be a vehicle fuel tank, in which the parts of the vehicle's existing fuel system according to the invention are utilized. According to another example, the container may be a separate container. That is, the container may not be the same as the vehicle fuel tank.

  According to one version, the input unit 250 is located immediately next to the exhaust duct of the HC input system. According to another example, the input unit 250 is provided with a passive nozzle that directly inputs the fuel into the exhaust duct through the exhaust duct.

  According to one version, the pump 230 is the same pump that normally produces fuel pressure for the injection system of the engine 150. According to another example, the pump 230 is a separate pump. That is, it is not the same pump that normally produces fuel pressure for the injection system.

  According to one example, a pre-catalyst and / or an oxidation catalyst is mounted in series with the particle filter and upstream of the particle filter.

  FIG. 3 schematically shows the subsystem 399 of the vehicle 100. Subsystem 399 detects the current temperature of certain components previously described with reference to FIG. 2, for example, first control unit 200, second control unit 210, and fuel in vessel 205. Temperature sensor 220 is provided.

  Subsystem 399 includes a temperature sensor 310 configured to measure the current temperature of the exhaust gas in the exhaust system upstream of the particle filter. The temperature sensor 310 is configured to communicate with the first control unit via the link 311. The temperature sensor 310 is configured to continuously send a signal including information about the current temperature of the exhaust flow to the first control unit 200 via the link 311. According to one version, the first control unit 200 is configured to estimate the current temperature of the particle filter based on a received signal that includes information about the current temperature of the exhaust stream.

  Subsystem 399 includes a temperature sensor 320 configured to measure the current temperature of the particle filter. The temperature sensor 320 is configured to communicate with the first control unit via the link 321. The temperature sensor 320 is configured to continuously send a signal containing information about the current temperature of the particle filter to the first control unit 200 via the link 321.

  Subsystem 399 includes a temperature sensor 330 configured to measure the current temperature of dosing unit 250. The temperature sensor 330 is configured to communicate with the first control unit via the link 331. The temperature sensor 330 is configured to continuously send a signal including information about the current temperature of the dosing unit 250 to the first control unit 200 via the link 331.

  Subsystem 399 includes a flow sensor 340 configured to measure the current flow of fuel within the HC dosing system. The flow sensor 340 may be located at any suitable location in the HC input system, for example, adjacent to the line 273 downstream of the input unit 250. The flow sensor 340 is configured to communicate with the first control unit via the link 341. The flow sensor 340 is configured to continuously send a signal containing information about the current flow of fuel to the first control unit 200 via the link 341.

  The signals sent by the respective sensors 310, 320, 330, 340, and 220 may be used by the first control unit to model the temperature pattern of the dosing unit 250 according to one aspect of the present invention. According to one version, the first control unit 200 determines the temperature pattern of the dosing unit 250 based on information in at least one of the signals received from the respective sensors 310, 320, 330, 340, and 220. Configured to model.

  FIG. 4a is a schematic flow diagram of a method associated with an HC input system for exhaust purification comprising an input unit for fuel according to an embodiment of the present invention. The method includes a first step s401. Method step s401 comprises determining when the fuel input unit forming part of the HC input system needs to be cooled by the fuel supplied to the input unit after the exhaust flow has stopped, and for determining the need Predicting the temperature pattern of the dosing unit as a basis and predicting whether the dosing unit will reach a predetermined temperature after the exhaust flow has stopped, based on it. The method ends after step s401.

  FIG. 4b is a schematic flow diagram of a method associated with an HC input system for exhaust purification comprising an input unit for fuel according to an embodiment of the present invention.

  The method includes a first step s410. Method step s410 includes blocking the flow of exhaust from the combustion engine of vehicle 100. At this stage, the input unit 250 is cooled in the normal manner, i.e., the operating output of the pump 230, which is required to maintain substantially the same cooling flow as in normal operation in the input unit. . The shutoff of the exhaust flow is performed by turning off the engine of the vehicle 100. Following step s410, the process moves to step s415.

  Method step s415 includes the step of calculating the future temperature pattern of the input unit 250 according to the calculation model stored in the first control unit 200 or the second control unit 210. The calculation of the temperature pattern can be done with any desired parameters, such as the current temperature of the vehicle particle filter, the current temperature of the fuel, the flow of fuel in the HC injection system, the current temperature of the vehicle silencer, the input unit 250. One or more parameters of the current temperature of the engine, the temperature of the exhaust stream before it stops, and / or the parameters related to the estimated engine load in a specific period before the exhaust stream stops May be based. The calculation model sequentially calculates the current amount of energy stored in various parts of the HC input system and, based on that calculation, determines the need to cool the input unit 250 as an input valve 250. Is configured to calculate and thus predict this temperature pattern. By calculating the future temperature pattern of the dosing unit 250, what is the maximum temperature that the dosing unit 250 can reach if the cooling does not continue after the exhaust flow stops or if cooling is stopped? It is also possible to decide. By determining the modeled value for the future maximum temperature of the dosing unit 250, it becomes possible to control the operation of the pump 230 in an optimal manner based on that determination. Following step s415, the process proceeds to step s420.

  Method step s420 includes evaluating whether it is still necessary to cool the dosing unit with fuel flow in the HC dosing system. The step of determining whether the cooling needs to be continued may be based on a modeled value determined for the future maximum temperature of the dosing unit 250. According to an example, determining whether cooling needs to be continued is based on a signal from at least one of sensor 220, sensor 310, sensor 320, sensor 330, and sensor 340. These signals include the information previously described with reference to FIG. If it is not necessary to continue cooling, the method ends. If cooling needs to be continued, a subsequent step s430 is performed.

  Method step s430 includes affecting the operation of pump 230 such that pump 230 is operated intermittently and / or at a lower operating output than normal operation. According to one version, the pump 230 is operated intermittently with a predetermined spacing configuration. According to one version, the pump 230 is operated with an operating output corresponding to normal operation. According to one version, the pump 230 is operated intermittently with a reduced operating output as compared to the operating output utilized to maintain the cooling flow of the dosing unit 250 during normal operation. Following step s430, control proceeds to step s440.

  Method step s440 includes evaluating whether it is still necessary to continue cooling of the dosing unit due to fuel flow in the HC dosing system. The step of determining whether the cooling needs to be continued may be based on a modeled value updated for the future maximum temperature of the dosing unit 250. According to one version, the computational model is configured to continuously update the modeled value determined for the future maximum temperature of the dosing unit 250. The step of calculating the update value for the maximum temperature may be carried out in substantially the same manner as previously described, for example with reference to method step s415. According to an example, determining whether cooling needs to be continued is based on a signal from at least one of sensor 220, sensor 310, sensor 320, sensor 330, and sensor 340. These signals include the information previously described with reference to FIG. If it is found that cooling does not need to be continued, the method ends. If it is found that cooling needs to be continued, operation of pump 230 continues in any manner appropriate to ensure effective cooling of dosing unit 250. For example, the pump 230 may be operated intermittently and possibly with a lower operating output than normal operation.

  FIG. 5 is a diagram of one version of the device 500. The control units 200 and 210 described with reference to FIG. 2 comprise an apparatus 500 in one version. The apparatus 500 includes a non-volatile memory 520, a data processing unit 510, and a read / write memory 550. The non-volatile memory 520 includes a first memory element 530 in which a computer program for controlling the function of the apparatus 200, for example, an operating system is stored. The apparatus 500 further includes a bus controller, a serial communication port, I / O means, an A / D converter, a date / time input / transfer unit, an event counter, and an interrupt controller (not shown). The non-volatile memory 520 also includes a second memory element 540.

  According to an innovative method, the proposed computer program P decides on the need to cool the fuel input unit forming part of the HC input system with the fuel supplied to the input unit after the exhaust flow has stopped. A routine for determining the temperature pattern of the input unit as a basis for determining the need, and based on that, for predicting whether the input unit reaches a predetermined temperature after the exhaust flow has stopped Routines. This program P includes a routine for predicting whether the input unit will reach a predetermined temperature after the exhaust flow has stopped. Program P may be stored in memory 560 and / or read / write memory 550 in executable or compressed form.

  If the data processing unit 510 is described as performing a particular function, it means that the data processing unit 510 is in a particular part of the program stored in the memory 560, or in the read / write memory 550. It means to execute a specific part of the stored program.

  Data processor 510 can communicate with data port 599 via data bus 515. The nonvolatile memory 520 communicates with the data processing unit 510 via the data bus 512. A separate memory 560 communicates with the data processing unit 510 via the data bus 511. Read / write memory 550 is configured to communicate with data processing unit 510 via data bus 514. The data port 599 includes, for example, links 311, 321, 331, 341, 293, and 290, and these links are connected to the data port 599 (see FIG. 3).

  When data is received at data port 599, it is temporarily stored in second memory element 540. When the received input data is temporarily stored, the data processing unit 510 performs code execution as described above. According to one version, the signal received at data port 599 includes information about the current temperature of the particle filter of vehicle 100. According to one version, the signal received at data port 599 includes information about the current temperature of the fuel in the HC injection system. According to one version, the signal received at data port 599 includes information about the current flow of fuel, for example in line 273. According to one version, the signal received at data port 599 includes information about the current temperature of the input unit 250 of the HC input system. According to one version, the signal received at data port 599 includes information about the current temperature of the exhaust stream within the exhaust system of vehicle 100.

  The apparatus 500 uses the signal received at the data port 599 to determine if the fuel input unit forming part of the HC input system needs to be cooled by the fuel supplied to the input unit after the exhaust flow has stopped. 500, predicting the temperature pattern of the input unit as a basis for determining the need, based on whether the input unit reaches a predetermined temperature after the exhaust flow has stopped It may be predicted.

  Each portion of the method described herein may be performed by apparatus 500 using data processing unit 510, which stores a program stored in memory 560 or read / write memory 550. Run. When the device 500 is running a program, the methods described herein are performed.

  The foregoing descriptions of preferred embodiments of the present invention have been made for purposes of illustration and description. This previous description is not exhaustive and does not limit the invention to the variations described. Obviously, many modifications and variations will be apparent to practitioners skilled in this art. Each embodiment has been chosen and described in order to best illustrate the principles of the invention and the actual application of the invention, which makes it suitable for various embodiments and for the intended use. With various modifications, the expert will be able to understand the present invention.

Claims (20)

A method related to an HC input system for exhaust purification comprising an input unit (250) for fuel, comprising:
-Determining whether the fuel input unit (250) needs to be cooled by the fuel supplied to the fuel input unit before the exhaust flow stops;
-Predicting the temperature pattern of the dosing unit (250) as a basis for determining the need, and based thereon
-Predicting whether the dosing unit (250) reaches a predetermined temperature after the exhaust flow has stopped.   The method of claim 1, wherein the predetermined temperature is a functional critical temperature of the dosing unit (250).   The method according to claim 1 or 2, wherein a temperature pattern of at least one other part of the HC input system is predicted, including a particle filter, a silencer, and any of the fuels.   The method of claim 3, wherein the prediction of the temperature pattern of the at least part of the HC input system is used to indirectly determine a future temperature of the input unit (250).   5. A method according to any one of the preceding claims, wherein the step of predicting the temperature pattern comprises taking into account the reheating effect of at least a part of the HC input system. 6. The method according to any one of the preceding claims, further comprising the step of predicting the temperature pattern of at least a part of the HC input system by means of a calculation model including a predetermined parameter configuration.   The method of claim 6, wherein the step of determining the need is performed before exhaust flow stops or after the exhaust flow stops.   8. A method according to any one of the preceding claims, wherein the fuel is diesel fuel or some other hydrocarbon-based fuel. An HC charging system including an exhaust purification device including a fuel charging unit (250),
-Means (200; 210; 500) for determining whether the fuel input unit (250) needs to be cooled by the fuel supplied to the fuel input unit after the exhaust flow has stopped;
-Means (200; 210; 500) for predicting the temperature pattern of the dosing unit (250) as a basis for determining the need, and based thereon
Means for predicting whether the input unit (250) reaches a predetermined temperature after the exhaust flow has stopped (200; 210; 500)
HC input system characterized by   The HC charging system according to claim 9, wherein the predetermined temperature is a functional critical temperature of the charging unit (250).   At least one further of the HC input system, wherein the means (200; 210; 500) for predicting the temperature pattern of the input unit comprises a particle filter, a silencer, or any of the fuels The HC charging system according to claim 9 or 10, wherein the HC charging system is configured to predict a temperature pattern of the portion.   12. The future temperature of the dosing unit (250) can be indirectly determined by the predicting the temperature pattern of the at least part of the HC dosing system. HC input system.   13. The HC charging system according to any one of claims 9 to 12, wherein the predicting the temperature pattern includes considering a reheating effect of at least a portion of the HC charging system. Means (200; 210; 500) for predicting the temperature pattern of at least a part of the HC input system by means of a calculation model including a predetermined parameter configuration;
The HC charging system according to any one of claims 9 to 13, further comprising:   The means for determining the need is configured to make such a determination before the exhaust flow stops or is configured to make such a determination after the exhaust flow stops The HC injection system according to claim 14.   16. An apparatus according to any one of claims 9 to 15, wherein the fuel is diesel fuel or some other hydrocarbon-based fuel.   An automobile (100; 110) comprising the HC injection system according to any one of claims 9 to 16.   The automobile (100; 110) according to claim 17, wherein the automobile (100; 110) is one of a truck, a bus or a passenger car.   A computer program (P) related to an HC injection system for exhaust purification comprising an injection unit (250) for fuel, the electronic control unit (200; 500) or the electronic control unit (200; 500) Computer program (P) comprising program code for causing another computer (210; 500) connected to execute the steps according to any one of claims 1 to 8.   9. When the computer program is executed on an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500), any one of claims 1-8. A computer programming product comprising program code stored on a computer readable medium for performing the method steps according to claim 1.

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