EP1961939A1 - Method and apparatus for activating a diesel particulate filter with engine heat - Google Patents
Method and apparatus for activating a diesel particulate filter with engine heat Download PDFInfo
- Publication number
- EP1961939A1 EP1961939A1 EP08250370A EP08250370A EP1961939A1 EP 1961939 A1 EP1961939 A1 EP 1961939A1 EP 08250370 A EP08250370 A EP 08250370A EP 08250370 A EP08250370 A EP 08250370A EP 1961939 A1 EP1961939 A1 EP 1961939A1
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- European Patent Office
- Prior art keywords
- engine
- particulate filter
- processor
- diesel particulate
- brake
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Definitions
- the present disclosure relates generally to diesel particulate filters.
- Untreated internal combustion engine emissions include various effluents such as NO x , hydrocarbons, and carbon monoxide, for example.
- untreated emissions from certain types of internal combustion engines, such as diesel engines also include particulate carbon-based matter or "soot".
- Federal regulations relating to soot emission standards are becoming more and more rigid thereby furthering the need for devices and/or methods which remove soot from engine emissions.
- the amount of soot released by an engine system can be reduced by the use of a diesel particulate filter.
- a filter or trap is periodically regenerated in order to remove the soot therefrom.
- the filter or trap may be regenerated by increasing the temperature of exhaust gas from the engine.
- Engine brakes are used to retard the speed of vehicles.
- Engine brakes may be retrofitted on diesel engines such as a controller-integrated design or may be an original equipment manufacturer-supplied apparatus.
- An engine brake may be any device that opens the exhaust valves of a cylinder when a piston is at or near a top dead center position of a compression stroke for slowing the vehicle manually or automatically, for example, through a dedicated controller.
- an apparatus includes an engine brake and a diesel particulate filter.
- the engine brake may be selectively operated to regenerate the diesel particulate filter.
- a controller for operating the engine brake receives temperature data from the sensor to determine when to activate the engine brake to brake one or more engine cylinders to increase the temperature of exhaust gas flowing from the engine while allowing at least one cylinder to combust fuel.
- a method of operating an engine brake to regenerate a diesel particulate filter includes braking one or more cylinders so that the braking cylinder(s) consumes power. Such a selective braking may continue for an as-required time period after which the selective braking is discontinued and normal power production and operation is resumed.
- an increased exhaust gas temperature is generated by selectively braking one or more engine cylinders while increasing the load on at least one cylinder that is allowed to combust fuel. After a period of time, the activation temperature required by the diesel particulate filter to regenerate the filter is attained.
- a method of monitoring an engine brake during diesel particulate filter regeneration includes determining the temperature of the diesel particulate filter and selectively braking one or more engine cylinders while increasing the load on at least one cylinder allowed to combust fuel to increase engine exhaust gas temperature based thereon.
- a controller configured to control the engine brake in such a manner is also disclosed. Temperature measurements may be obtained by use of a sensor.
- the apparatus 10 includes an engine brake 14 under the control of a controller 18 and one or more sensors 28 sensing information associated with operation of the engine 12.
- untreated exhaust gas flows through the diesel particulate filter 20 which removes emissions from the exhaust gas.
- the treated exhaust gas may subsequently be released into the atmosphere.
- the controller 18 selectively operates the engine brake on one or more of the engine cylinders 22 while increasing the load on at least one cylinder allowed to combust fuel to generate sufficient engine heat to regenerate or otherwise activate the diesel particulate filter 20.
- the engine brake 14 may be any type of commercially available engine brake.
- the engine brake 14 may be embodied as any known diesel engine brake such as a "compression" brake or any other device that can convert an engine into a power absorbing device.
- the engine brake 14 may be a combination of a retrofitted application or an original equipment manufacturer-installed device where the term is meant to contemplate other devices, dedicated or integrated for the purpose of retarding the speed of a vehicle.
- the engine 12 produces power through compression of air by a piston in the cylinders 22 into which fuel is then injected and ignited, for example, by the high-pressure, high-temperature air in a diesel engine or a spark generated in a spark ignition engine.
- fuel is then injected and ignited, for example, by the high-pressure, high-temperature air in a diesel engine or a spark generated in a spark ignition engine.
- the engine produces little or no power.
- the engine 12 does however continue to compress air during a compression stroke of the cylinders 22.
- the "work" required to compress the air during the compression stroke is obtained from the inertia of the vehicle.
- the compressed air forces the piston to move in a downward direction canceling the work performed on the upward stroke.
- the engine brake 14 modifies the power production of the diesel engine 12 in the compression stroke by opening exhaust valves just prior to the cylinder reaching top dead center to allow compressed air to exhaust from the cylinder into the exhaust gas flow. Because there is no combusted gas to force the braking cylinder away from the top dead center position, the braking cylinder becomes a "consumer" of power.
- the diesel particulate filter 20 is positioned downstream from the engine (relative to exhaust gas flow).
- the diesel particulate filter 20 may be any type of commercially available exhaust gas diesel particulate filter such as a diesel oxidation catalyst alone or in combination with another diesel particulate filter such as a particulate filter downstream therefrom, a catalyzed diesel particulate filter, a NOx trap, a hydrocarbon trap, a selective catalytic reduction catalyst, or any other diesel particulate filter that is impregnated with a catalytic material such as, for example, a precious metal catalytic material.
- the catalytic material may be, for example, embodied as platinum, rhodium, palladium, including combinations thereof, along with any other similar catalytic materials.
- the filter 20 is a catalytic diesel particulate filter.
- the engine heat generated by increased engine loading is useful to elevate the temperature of the catalyst material to at least its activation "light-off ' temperature to activate the device 20 (e.g., 350°C for at least 5 minutes if a diesel oxidation catalyst is used, or 250°C for 40% or more of the engine duty cycle if a catalyzed diesel particulate filter is used).
- Engine braking is particularly useful at engine idle or other low-speed or low-load conditions when the engine duty cycle may seldom generate sufficient exhaust gas temperatures for light-off of the device 20.
- the controller 18 includes a processor 24 and a memory unit 26.
- the controller 18 is, in essence, the master computer responsible for interpreting electric signals sent by sensor(s) 28 and for activating electronically-controlled components associated with the diesel particulate filter 20.
- the controller 18 is operable to, amongst many other things, to determine if the engine 12 is operating in a manner that does not generate enough engine heat in order to activate the device 20, and if the engine 12 is so operating, operate the engine brake 14 so as to brake the engine 12 to cause the engine to generate enough engine heat to activate the device 20.
- the controller 18 is operable to determine when one of the particulate filters of the diesel particulate filter 20 is in need of regeneration, calculate and control the number of engine cylinders to brake, determine the temperature in various locations within the diesel particulate filter 20, and communicate with the engine brake 14 associated with the engine 12.
- the controller 18 includes a number of electronic components commonly associated with electronic units utilized in the control of electromechanical systems.
- the controller 18 may include, amongst other components customarily included in such devices, the processor 24 such as a microprocessor and the memory device 26 such as a programmable read-only memory device ("PROM") including erasable PROM's (EPROM's or EEPROM's).
- the memory device 26 is provided to store, amongst other things, instructions in the form of, for example, a software routine (or routines) which, when executed by the processor 24, allows the controller 18 to control operation of the apparatus 10.
- engine brake 14 One illustrative embodiment of the engine brake 14 will herein be described in greater detail. However, it should be appreciated that such a description is exemplary in nature and that the engine brake 14 may be embodied in numerous different configurations.
- the engine brake 14 is able to selectively brake individual cylinders 22, combinations of cylinders, or brake all cylinders collectively.
- the non-braking cylinders 22 Upon braking one or more cylinders 22 when the engine is at an idle or low-load conditions, the non-braking cylinders 22 will continue to operate "normally" and continue the generation of power by combustion therein.
- the braking cylinder(s) 22 will be consuming power resulting in an increased load on the non-braking cylinders 22. As a result of this increased load on the non-braking engine cylinders 22, a rise in the exhaust gas temperature will occur.
- the selective braking process is not generally continuous. For example, the process may only be used often enough to activate the device 20. In cases where the device 20 has a regenerable emissions trap (e.g., particulate filter, NOx trap), the process may be used often enough to meet the minimum regeneration cycles for the particulate filter within the diesel particulate filter 20.
- the controller 18 monitors the internal temperature of the diesel particulate filter 20 to determine if the activation temperature has been reached. An error signal is generated if the temperature sensor does not meet a predetermined criteria.
- the controller 18 also monitors exhaust gas output from an engine exhaust gas temperature sensor to adjust the braking of cylinders 22 to maintain the temperature of the diesel particulate filter 20 within a predetermined temperature range.
- a temperature control range may be designed that allows for sufficient heat to adequately regenerate or otherwise activate the diesel particulate filter 20, while also preventing the filter 20 from being exposed to excessive temperatures that may damage the internal filters. It should be appreciated that a temperature control range may be designed to meet many other objectives.
- FIG. 2 An exemplary control routine 100 for controlling the engine brake 14 for regeneration or, more generally, activation of the diesel particulate filter 20 regeneration is shown in FIG. 2 .
- the control routine 100 begins with step 102 in which the controller 18 determines the temperature of the diesel particulate filter 20. In particular, the controller 18 scans or otherwise monitors the signal line 30 for the output from the sensor 28. Once the controller 18 has determined the temperature of the diesel particulate filter 20, routine 100 advances to either step 104 or step 106. If the temperature of the device 20 is above the activation temperature, the routine 100 advances to step 104. If the temperature of the device 20 is below the activation temperature, the routine 100 advances to step 106.
- step 102 the controller 18 determines if the sensed temperature is within a predetermined temperature control range.
- a predetermined temperature control range may be established.
- an activation temperature e.g., 350°C if the filter is catalyzed
- the controller 18 determines if the sensed temperature is within the predetermined temperature control range (i.e., less than the upper limit and greater than the lower limit). If the temperature of the heat generated by the engine 12 is within the predetermined temperature control range, the control routine 100 advances to step 104 to continue monitoring the output from the sensor 28. However, if the temperature of the heat generated by the engine 12 is not within the predetermined temperature control range, a control signal is generated and the control routine 100 advances to step 104.
- step 106 the controller 18 determines if the engine brake is required to be activated in at least one cylinder 22. To do so, the controller 18 activates the engine brake 14 by decreasing the fuel being supplied to the braking cylinder 22. The controller also causes the exhaust valve in the braking cylinder to open when the piston is at or near the top dead center position. Typically, this is done just prior to the piston reaching the top dead center position. Once the need for engine braking has been determined, the control routine advances to step 108 or step 110.
- step 108 the controller 18 continues normal engine 12 operation because of acceleration or load conditions that, if continued, will result in exhaust gas temperatures above the lower control limit temperature of catalytic material within the diesel particulate filter 20.
- step 110 the controller 18 continues braking at least one cylinder 22 until the exhaust gas temperature is sufficient to achieve the activation temperature of the catalytic material of the diesel particulate filter 20.
- the controller 18 activates the engine brake 14 by ceasing the fuel being supplied to the braking cylinder 22.
- the controller also causes the exhaust valve in the braking cylinder to open just prior to the piston reaching the top dead center position. Once the activation temperature has been attained, the control routine advances to step 112.
- step 112 the controller 18 determines if the activation temperature has been attained. Once the attainment of the activation temperature has been determined, the control routine advances to step 114 or step 116.
- step 114 the controller 18 continues braking at least one cylinder 22 because the catalytic material has not reached the activation temperature which will result in exhaust gas temperatures above the lower control limit temperature of catalytic material within the diesel particulate filter 20. Once the activation temperature has been attained, the control routine advances to step 116.
- step 116 the controller 18 determines if the diesel particulate filter 20 has been purged (cleaned) based on the amount of time the device 20 has been at or above the activation temperature. Once the diesel particulate filter 20 has been purged, the control routine advances to step 118.
- step 118 the controller 18 discontinues selective engine braking and continues to monitor both engine 12 and diesel particulate filter 20 conditions. If required, the control routine will return to step 102.
Abstract
Description
- The present disclosure relates generally to diesel particulate filters.
- Untreated internal combustion engine emissions (e.g., diesel emissions) include various effluents such as NOx, hydrocarbons, and carbon monoxide, for example. Moreover, the untreated emissions from certain types of internal combustion engines, such as diesel engines, also include particulate carbon-based matter or "soot". Federal regulations relating to soot emission standards are becoming more and more rigid thereby furthering the need for devices and/or methods which remove soot from engine emissions.
- The amount of soot released by an engine system can be reduced by the use of a diesel particulate filter. Such a filter or trap is periodically regenerated in order to remove the soot therefrom. The filter or trap may be regenerated by increasing the temperature of exhaust gas from the engine.
- Engine brakes are used to retard the speed of vehicles. Engine brakes may be retrofitted on diesel engines such as a controller-integrated design or may be an original equipment manufacturer-supplied apparatus. An engine brake may be any device that opens the exhaust valves of a cylinder when a piston is at or near a top dead center position of a compression stroke for slowing the vehicle manually or automatically, for example, through a dedicated controller.
- According to one aspect of the present disclosure, an apparatus, includes an engine brake and a diesel particulate filter. The engine brake may be selectively operated to regenerate the diesel particulate filter.
- According to another aspect of the disclosure, a controller for operating the engine brake is disclosed. In one exemplary embodiment, the controller receives temperature data from the sensor to determine when to activate the engine brake to brake one or more engine cylinders to increase the temperature of exhaust gas flowing from the engine while allowing at least one cylinder to combust fuel.
- According to another aspect of the disclosure, a method of operating an engine brake to regenerate a diesel particulate filter is disclosed. The method includes braking one or more cylinders so that the braking cylinder(s) consumes power. Such a selective braking may continue for an as-required time period after which the selective braking is discontinued and normal power production and operation is resumed. Exemplarily, an increased exhaust gas temperature is generated by selectively braking one or more engine cylinders while increasing the load on at least one cylinder that is allowed to combust fuel. After a period of time, the activation temperature required by the diesel particulate filter to regenerate the filter is attained.
- According to another aspect of the disclosure, a method of monitoring an engine brake during diesel particulate filter regeneration includes determining the temperature of the diesel particulate filter and selectively braking one or more engine cylinders while increasing the load on at least one cylinder allowed to combust fuel to increase engine exhaust gas temperature based thereon. A controller configured to control the engine brake in such a manner is also disclosed. Temperature measurements may be obtained by use of a sensor.
- The above and other features of the present disclosure will become apparent from the following description and the attached drawings.
- The detailed description particularly refers to the accompanying figures in which:
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FIG. 1 is a diagrammatic view showing an apparatus for activating a diesel particulate filter by use of engine heat; and -
FIG. 2 is a flowchart of a control routine for monitoring operation of the diesel particulate filter during a filter regeneration cycle. - While the concepts of the present disclosure are susceptible to various modifications and alternative forms, specific exemplary embodiments thereof have been shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that there is no intent to limit the concepts of the present disclosure to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the disclosure.
- Referring to
FIG. 1 , there is shown anapparatus 10 for activating adiesel particulate filter 20 by use of aninternal combustion engine 12, such as a diesel engine of an on-highway truck. Theapparatus 10 includes anengine brake 14 under the control of acontroller 18 and one ormore sensors 28 sensing information associated with operation of theengine 12. During operation of theengine 12, untreated exhaust gas flows through thediesel particulate filter 20 which removes emissions from the exhaust gas. The treated exhaust gas may subsequently be released into the atmosphere. From time to time during operation of the engine, thecontroller 18 selectively operates the engine brake on one or more of theengine cylinders 22 while increasing the load on at least one cylinder allowed to combust fuel to generate sufficient engine heat to regenerate or otherwise activate thediesel particulate filter 20. - The
engine brake 14 may be any type of commercially available engine brake. For example, theengine brake 14 may be embodied as any known diesel engine brake such as a "compression" brake or any other device that can convert an engine into a power absorbing device. Theengine brake 14 may be a combination of a retrofitted application or an original equipment manufacturer-installed device where the term is meant to contemplate other devices, dedicated or integrated for the purpose of retarding the speed of a vehicle. - In normal operation, the
engine 12 produces power through compression of air by a piston in thecylinders 22 into which fuel is then injected and ignited, for example, by the high-pressure, high-temperature air in a diesel engine or a spark generated in a spark ignition engine. When the injection of fuel is stopped by, for example, releasing a throttle, the engine produces little or no power. Theengine 12 does however continue to compress air during a compression stroke of thecylinders 22. The "work" required to compress the air during the compression stroke is obtained from the inertia of the vehicle. At the end of the compression stroke of the piston in eachcylinder 22, the compressed air forces the piston to move in a downward direction canceling the work performed on the upward stroke. Theengine brake 14 modifies the power production of thediesel engine 12 in the compression stroke by opening exhaust valves just prior to the cylinder reaching top dead center to allow compressed air to exhaust from the cylinder into the exhaust gas flow. Because there is no combusted gas to force the braking cylinder away from the top dead center position, the braking cylinder becomes a "consumer" of power. - As shown in
FIG. 1 , thediesel particulate filter 20 is positioned downstream from the engine (relative to exhaust gas flow). Thediesel particulate filter 20 may be any type of commercially available exhaust gas diesel particulate filter such as a diesel oxidation catalyst alone or in combination with another diesel particulate filter such as a particulate filter downstream therefrom, a catalyzed diesel particulate filter, a NOx trap, a hydrocarbon trap, a selective catalytic reduction catalyst, or any other diesel particulate filter that is impregnated with a catalytic material such as, for example, a precious metal catalytic material. The catalytic material may be, for example, embodied as platinum, rhodium, palladium, including combinations thereof, along with any other similar catalytic materials. As such, thefilter 20 is a catalytic diesel particulate filter. - In cases where the
diesel particulate filter 20 has catalyst material, the engine heat generated by increased engine loading is useful to elevate the temperature of the catalyst material to at least its activation "light-off ' temperature to activate the device 20 (e.g., 350°C for at least 5 minutes if a diesel oxidation catalyst is used, or 250°C for 40% or more of the engine duty cycle if a catalyzed diesel particulate filter is used). Engine braking is particularly useful at engine idle or other low-speed or low-load conditions when the engine duty cycle may seldom generate sufficient exhaust gas temperatures for light-off of thedevice 20. - Referring again to
FIG. 1 , thecontroller 18 includes aprocessor 24 and amemory unit 26. Thecontroller 18 is, in essence, the master computer responsible for interpreting electric signals sent by sensor(s) 28 and for activating electronically-controlled components associated with thediesel particulate filter 20. For example, thecontroller 18 is operable to, amongst many other things, to determine if theengine 12 is operating in a manner that does not generate enough engine heat in order to activate thedevice 20, and if theengine 12 is so operating, operate theengine brake 14 so as to brake theengine 12 to cause the engine to generate enough engine heat to activate thedevice 20. In cases where thedevice 20 has one or more particulate filters, thecontroller 18 is operable to determine when one of the particulate filters of thediesel particulate filter 20 is in need of regeneration, calculate and control the number of engine cylinders to brake, determine the temperature in various locations within thediesel particulate filter 20, and communicate with theengine brake 14 associated with theengine 12. - The
controller 18 includes a number of electronic components commonly associated with electronic units utilized in the control of electromechanical systems. For example, thecontroller 18 may include, amongst other components customarily included in such devices, theprocessor 24 such as a microprocessor and thememory device 26 such as a programmable read-only memory device ("PROM") including erasable PROM's (EPROM's or EEPROM's). Thememory device 26 is provided to store, amongst other things, instructions in the form of, for example, a software routine (or routines) which, when executed by theprocessor 24, allows thecontroller 18 to control operation of theapparatus 10. - One illustrative embodiment of the
engine brake 14 will herein be described in greater detail. However, it should be appreciated that such a description is exemplary in nature and that theengine brake 14 may be embodied in numerous different configurations. - The
engine brake 14 is able to selectively brakeindividual cylinders 22, combinations of cylinders, or brake all cylinders collectively. Upon braking one ormore cylinders 22 when the engine is at an idle or low-load conditions, thenon-braking cylinders 22 will continue to operate "normally" and continue the generation of power by combustion therein. The braking cylinder(s) 22 will be consuming power resulting in an increased load on thenon-braking cylinders 22. As a result of this increased load on thenon-braking engine cylinders 22, a rise in the exhaust gas temperature will occur. - The selective braking process is not generally continuous. For example, the process may only be used often enough to activate the
device 20. In cases where thedevice 20 has a regenerable emissions trap (e.g., particulate filter, NOx trap), the process may be used often enough to meet the minimum regeneration cycles for the particulate filter within thediesel particulate filter 20. Thecontroller 18 monitors the internal temperature of thediesel particulate filter 20 to determine if the activation temperature has been reached. An error signal is generated if the temperature sensor does not meet a predetermined criteria. - The
controller 18 also monitors exhaust gas output from an engine exhaust gas temperature sensor to adjust the braking ofcylinders 22 to maintain the temperature of thediesel particulate filter 20 within a predetermined temperature range. For example, a temperature control range may be designed that allows for sufficient heat to adequately regenerate or otherwise activate thediesel particulate filter 20, while also preventing thefilter 20 from being exposed to excessive temperatures that may damage the internal filters. It should be appreciated that a temperature control range may be designed to meet many other objectives. - An
exemplary control routine 100 for controlling theengine brake 14 for regeneration or, more generally, activation of thediesel particulate filter 20 regeneration is shown inFIG. 2 . Thecontrol routine 100 begins withstep 102 in which thecontroller 18 determines the temperature of thediesel particulate filter 20. In particular, thecontroller 18 scans or otherwise monitors thesignal line 30 for the output from thesensor 28. Once thecontroller 18 has determined the temperature of thediesel particulate filter 20, routine 100 advances to either step 104 orstep 106. If the temperature of thedevice 20 is above the activation temperature, the routine 100 advances to step 104. If the temperature of thedevice 20 is below the activation temperature, the routine 100 advances to step 106. - In
step 102, thecontroller 18 determines if the sensed temperature is within a predetermined temperature control range. In particular, as described herein, a predetermined temperature control range may be established. In the exemplary embodiment described herein, an activation temperature (e.g., 350°C if the filter is catalyzed) may be utilized in conjunction with a predetermined upper and lower control limit. As such, instep 102, thecontroller 18 determines if the sensed temperature is within the predetermined temperature control range (i.e., less than the upper limit and greater than the lower limit). If the temperature of the heat generated by theengine 12 is within the predetermined temperature control range, the control routine 100 advances to step 104 to continue monitoring the output from thesensor 28. However, if the temperature of the heat generated by theengine 12 is not within the predetermined temperature control range, a control signal is generated and the control routine 100 advances to step 104. - In
step 106, thecontroller 18 determines if the engine brake is required to be activated in at least onecylinder 22. To do so, thecontroller 18 activates theengine brake 14 by decreasing the fuel being supplied to thebraking cylinder 22. The controller also causes the exhaust valve in the braking cylinder to open when the piston is at or near the top dead center position. Typically, this is done just prior to the piston reaching the top dead center position. Once the need for engine braking has been determined, the control routine advances to step 108 orstep 110. - In
step 108, thecontroller 18 continuesnormal engine 12 operation because of acceleration or load conditions that, if continued, will result in exhaust gas temperatures above the lower control limit temperature of catalytic material within thediesel particulate filter 20. - In
step 110, thecontroller 18 continues braking at least onecylinder 22 until the exhaust gas temperature is sufficient to achieve the activation temperature of the catalytic material of thediesel particulate filter 20. To do so, thecontroller 18 activates theengine brake 14 by ceasing the fuel being supplied to thebraking cylinder 22. The controller also causes the exhaust valve in the braking cylinder to open just prior to the piston reaching the top dead center position. Once the activation temperature has been attained, the control routine advances to step 112. - In
step 112, thecontroller 18 determines if the activation temperature has been attained. Once the attainment of the activation temperature has been determined, the control routine advances to step 114 orstep 116. - In
step 114, thecontroller 18 continues braking at least onecylinder 22 because the catalytic material has not reached the activation temperature which will result in exhaust gas temperatures above the lower control limit temperature of catalytic material within thediesel particulate filter 20. Once the activation temperature has been attained, the control routine advances to step 116. - In
step 116, thecontroller 18 determines if thediesel particulate filter 20 has been purged (cleaned) based on the amount of time thedevice 20 has been at or above the activation temperature. Once thediesel particulate filter 20 has been purged, the control routine advances to step 118. - In
step 118, thecontroller 18 discontinues selective engine braking and continues to monitor bothengine 12 anddiesel particulate filter 20 conditions. If required, the control routine will return to step 102.
Claims (16)
- A method of regenerating a diesel particulate filter, the method comprising the steps of:determining if the diesel particulate filter is in need of regeneration,determining if an engine is operating in a manner that produces insufficient engine heat to regenerate the diesel particulate filter, andif the engine is so operating, braking one or more cylinders of the engine while allowing at least one cylinder to combust fuel.
- The method of claim 1, wherein the determining step comprises determining if the engine is operating below a predetermined engine speed, preferably wherein the determining step comprises monitoring output from an engine speed sensor.
- The method of claim 1, wherein the determining step comprises determining if the engine is operating below a predetermined engine load, preferably wherein the determining step comprises querying an engine load map.
- The method of claim 1, wherein the braking step comprises elevating the temperature of the diesel particulate filter to at least an activation temperature of the diesel particulate filter with the engine heat.
- The method of claim 4, comprising regenerating the diesel particulate filter by use of the engine heat.
- The method of claim 5, wherein the regenerating step comprises (i) activating an oxidation catalyst by use of the engine heat, and (ii) regenerating a diesel particulate filter with heat generated by the activated oxidation catalyst.
- The method of claim 5, wherein the regenerating step comprises regenerating a catalyzed particulate filter by use of the engine heat, or wherein the regenerating step comprises regenerating a NOx trap by use of the engine heat.
- The method of claim 1, wherein the braking step comprises braking at least one engine cylinder of the engine while operating at least one engine cylinder of the engine so as to generate power by combustion therein.
- An apparatus, comprising:a diesel particulate filter,at least one sensor for sensing information associated with operation of an engine,an engine brake configured to brake the engine, anda controller electrically coupled to the at least one sensor and the engine brake, the controller comprising (i) a processor, and (ii) a memory device electrically coupled to the processor, the memory device having stored therein a plurality of instructions which, when executed by the processor, cause the processor to:determine if the diesel particulate filter is in need of regeneration,determine if the engine is operating in a manner that produces insufficient engine heat to regenerate the diesel particulate filter, andif the engine is so operating, operate the engine brake so as to brake one or more cylinders of the engine while allowing at least one cylinder to combust fuel to cause the engine to generate enough engine heat to regenerate the diesel particulate filter.
- The apparatus of claim 9, wherein the plurality of instructions, when executed by the processor, further cause the processor to:determine if the engine speed of the engine is within a predetermined engine speed range, andoperate the engine brake if the engine speed is within the predetermined engine speed range.
- The apparatus of claim 10, wherein the at least one sensor comprises an engine speed sensor, and the plurality of instructions, when executed by the processor, further cause the processor to monitor output from the engine speed sensor.
- The apparatus of claim 9, wherein the plurality of instructions, when executed by the processor, further cause the processor to:determine if engine load of the engine is within a predetermined engine load range, andoperate the engine brake if the engine load of the engine is within the predetermined engine load range, or wherein the plurality of instructions, when executed by the processor, further cause the processor to query an engine load map.
- The apparatus of claim 9, wherein the plurality of instructions, when executed by the processor, further cause the processor to:determine if the temperature of exhaust gas from the engine is within a predetermined temperature range, andoperating the engine brake if the temperature of the exhaust gas from the engine is within the predetermined temperature range.
- The apparatus of claim 13, wherein the at least one sensor comprises an exhaust gas temperature sensor, and the plurality of instructions, when executed by the processor, further cause the processor to monitor output from the exhaust gas temperature sensor.
- The apparatus of claim 9, wherein the plurality of instructions, when executed by the processor, further cause the processor to operate the engine brake so as to brake a first engine cylinder of the engine and to operate the engine such that a second engine cylinder of the engine remains active while the engine brake brakes the first engine cylinder.
- The apparatus of claim 9, wherein the diesel particulate filter comprises a NOx trap.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US11/677,363 US20080196388A1 (en) | 2007-02-21 | 2007-02-21 | Method and apparatus for activating a diesel particulate filter with engine heat |
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EP1961939A1 true EP1961939A1 (en) | 2008-08-27 |
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Family Applications (1)
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EP08250370A Withdrawn EP1961939A1 (en) | 2007-02-21 | 2008-01-31 | Method and apparatus for activating a diesel particulate filter with engine heat |
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US (1) | US20080196388A1 (en) |
EP (1) | EP1961939A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2021154393A1 (en) * | 2020-01-28 | 2021-08-05 | Cummins Inc. | Engine controls for exhaust aftertreatment thermal management |
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US8849550B2 (en) | 2009-03-24 | 2014-09-30 | Volvo Lastvagnar Ab | Method for controlling an exhaust gas temperature |
SE533931C2 (en) * | 2009-07-01 | 2011-03-08 | Scania Cv Ab | Apparatus and method for regenerating a particle filter of a motor vehicle |
US7989385B2 (en) * | 2009-11-05 | 2011-08-02 | Siemens Energy, Inc. | Process of activation of a palladium catalyst system |
US8943803B2 (en) | 2010-10-27 | 2015-02-03 | Caterpillar Inc. | Power system with cylinder-disabling strategy |
CN104884305B (en) * | 2012-12-27 | 2018-10-16 | 冷王公司 | The specific geographic of transport refrigeration system controls |
US9988024B2 (en) * | 2015-08-26 | 2018-06-05 | Caterpillar Inc. | Retarder integrated braking system and method |
WO2020126010A1 (en) * | 2018-12-20 | 2020-06-25 | Volvo Truck Corporation | A method for controlling the braking of a vehicle comprising a diesel engine |
US11454179B2 (en) * | 2020-08-11 | 2022-09-27 | Caterpillar Inc. | Engine brake control according to engine operating parameters |
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EP1174612A1 (en) | 2000-07-21 | 2002-01-23 | Renault | Method to inject fuel |
WO2003095808A1 (en) * | 2002-05-07 | 2003-11-20 | Volvo Lastvagnar Ab | Method for the regeneration of a particle filter, and a vehicle in which such a method is utilized |
DE10348107A1 (en) | 2003-10-16 | 2005-05-19 | Bayerische Motoren Werke Ag | Method for heating exhaust gas catalyser in internal combustion engine has first air/fuel mixture in first cylinder group richer than in normal running and with second air/fuel mixture in second cylinder group leads to catalyser heating |
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US4395884A (en) * | 1981-02-26 | 1983-08-02 | The Jacobs Manufacturing Company | Method and apparatus for improved engine braking and operation |
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US6904752B2 (en) * | 2001-11-30 | 2005-06-14 | Delphi Technologies, Inc. | Engine cylinder deactivation to improve the performance of exhaust emission control systems |
US6922986B2 (en) * | 2001-12-14 | 2005-08-02 | General Motors Corporation | Catalytic converter early light off using cylinder deactivation |
US6732506B2 (en) * | 2002-04-03 | 2004-05-11 | General Motors Corporation | Cylinder deactivation system and NOx trap regeneration |
US7062906B2 (en) * | 2003-03-03 | 2006-06-20 | Nissan Motor Co., Ltd. | Regeneration of particulate filter |
JP2005048746A (en) * | 2003-07-31 | 2005-02-24 | Nissan Motor Co Ltd | Fuel control device for internal combustion engine |
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2007
- 2007-02-21 US US11/677,363 patent/US20080196388A1/en not_active Abandoned
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2008
- 2008-01-31 EP EP08250370A patent/EP1961939A1/en not_active Withdrawn
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EP1174612A1 (en) | 2000-07-21 | 2002-01-23 | Renault | Method to inject fuel |
WO2003095808A1 (en) * | 2002-05-07 | 2003-11-20 | Volvo Lastvagnar Ab | Method for the regeneration of a particle filter, and a vehicle in which such a method is utilized |
DE10348107A1 (en) | 2003-10-16 | 2005-05-19 | Bayerische Motoren Werke Ag | Method for heating exhaust gas catalyser in internal combustion engine has first air/fuel mixture in first cylinder group richer than in normal running and with second air/fuel mixture in second cylinder group leads to catalyser heating |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2021154393A1 (en) * | 2020-01-28 | 2021-08-05 | Cummins Inc. | Engine controls for exhaust aftertreatment thermal management |
CN115003901A (en) * | 2020-01-28 | 2022-09-02 | 卡明斯公司 | Engine control for exhaust aftertreatment thermal management |
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