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WO2010082927A1 - Appareil, système et procédé pour la gestion thermique d'un moteur comprenant une transmission à variation continue - Google Patents

Appareil, système et procédé pour la gestion thermique d'un moteur comprenant une transmission à variation continue Download PDF

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Publication number
WO2010082927A1
WO2010082927A1 PCT/US2009/031015 US2009031015W WO2010082927A1 WO 2010082927 A1 WO2010082927 A1 WO 2010082927A1 US 2009031015 W US2009031015 W US 2009031015W WO 2010082927 A1 WO2010082927 A1 WO 2010082927A1
Authority
WO
WIPO (PCT)
Prior art keywords
speed
engine
region
adjusting
torque
Prior art date
Application number
PCT/US2009/031015
Other languages
English (en)
Inventor
Linsong Guo
Timothy R. Frazier
Original Assignee
Cummins, Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Cummins, Inc. filed Critical Cummins, Inc.
Priority to PCT/US2009/031015 priority Critical patent/WO2010082927A1/fr
Publication of WO2010082927A1 publication Critical patent/WO2010082927A1/fr

Links

Classifications

    • 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
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • 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
    • F02D41/0205—Circuit arrangements for generating control signals using an auxiliary engine speed control
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables

Definitions

  • This invention relates to a thermal management of a combustion engine and more particularly relates to supporting the efficient regeneration of an aftertreatment device such that an optimal fuel efficiency is achieved.
  • DESCRIPTION OF THE RELATED ART Consumer demand for the benefits provided by the internal combustion engine, environmental concerns, and falling reserves of fossil fuel continue to spur improvements in the durability, fuel efficiency, and the emission's quality of the combustion engine. Competing performance demands, such as increasing fuel efficiency while reducing harmful emissions, provide ongoing engine development challenges. Many techniques of reducing emissions are well known in the art and substantially all of them adversely affect fuel efficiency. For example, a common catalytic converter must periodically achieve certain temperature thresholds, as a maintenance step, to oxidize particulates within the device (i.e. regenerate).
  • a diesel particulate filter collects soot that must be continually, or periodically, burned off by temperature increases in the exhaust stream passing through the device.
  • the preceding aftertreatment device examples illustrate the need of most aftertreatment devices for requisite heat that typically must be provided via the exhaust stream passing through the aftertreatment system.
  • One common method to increase the temperature of the exhaust stream consists of adding extra fuel in-cylinder and/or down stream of an exhaust manifold during a portion of the combustion cycle (i.e. fuel dosing). Depending on the timing and the location where additional fuel is introduced efficiency may be reduced by a phase disturbance of the combustion cycle, unburned fuel lingering in the exhaust stream, and/or by decreasing the air to fuel ratio.
  • Another common approach to raise the temperature in the exhaust stream includes restricting the amount of air available for combustion, once again effectively reducing the air to fuel ratio.
  • One example of how this may be accomplished includes creating a restriction in the exhaust stream, such as by choking the exhaust flow through a variable geometry turbocharger.
  • this method generates a backpressure on the engine, which reduces the work efficiency of the engine.
  • Temperature increases may need to be either periodic and/or fall within specific ranges to limit the amount of nitrous oxides that may be generated in the high heat environment.
  • Many present applications of the internal combustion engine face thermal control challenges that may impede the optimization of fuel efficiency, degrade the power output, generate thermal stress on aftertreatment components, and reduce the overall effectiveness of the aftertreatment system.
  • the present invention has been developed in response to the present state of the art, and in particular, in response to the problems and needs in the art that have not yet been fully solved by currently available methods. Accordingly, the present invention has been developed to provide an apparatus, system, and method for thermal management of an engine that overcome many or all of the above-discussed shortcomings in the art.
  • An apparatus for the thermal management of an engine.
  • the apparatus an engine capability module configured to store an engine speed-load map corresponding to an engine.
  • the speed-load map may have a first region wherein the engine does not efficiently regenerate the aftertreatment device.
  • the speed-load map may include an aftertreatment determination module configured to determine a regeneration index for an aftertreatment device.
  • the apparatus may further have an operating conditions module configured to determine an engine speed and an engine load, and a speed-load adjustment module configured to adjust a speed-load target out of the first region based on the regeneration index.
  • a method for thermal management of an engine includes the engine capability module storing the torque-speed map, and the aftertreatment determination module determining the regeneration index.
  • the method further includes the operating conditions module determining the engine speed and the engine load, and the speed-load adjustment module adjusting the speed-load target.
  • the method may further include storing the torque-speed map with a third region wherein the engine is not capable of regeneration the aftertreatment device. The method may proceed by adjusting the speed-load target out of the third region and into the second region.
  • a computer program product that stores the torque-speed map, determines the regeneration index, determines the engine speed and the engine load, and adjusts the speed- load target.
  • the computer program product may store the torque-speed map with the first region and with a third region wherein the engine is not capable of regenerating an aftertreatment device. Adjusting the speed-load target may include adjusting the speed-load target out of the third region and into the first region based on the regeneration index.
  • the computer program product may adjust the speed- load target along an equal power curve of the torque-speed map, including adjusting the speed-load target to a point on an optimal speed-load line of the torque- speed map.
  • a system for thermal management of an engine.
  • the system may include the engine coupled to a continuously variable transmission (CVT) and the apparatus for thermal management of the engine.
  • the system may further include the torque-speed map having the first region wherein the engine does not efficiently regenerate the aftertreatment device.
  • the engine operating in the first region may regenerate the aftertreatment device by changing at least one base behavior of the engine, which may include implementing various thermal management strategies and/or fueling schemes.
  • Figure 1 is a schematic illustration depicting one embodiment of a system for thermal management of an engine in accordance with the present invention
  • Figure 2 is a schematic block diagram illustrating one embodiment of an apparatus for thermal management of an engine in accordance with the present invention
  • Figure 3 is a graph illustrating one embodiment of a torque-speed map in accordance with the present invention.
  • Figure 4 is a schematic flow chart diagram illustrating one embodiment of a method for thermal management of an engine in accordance with the present invention
  • Figure 5 is a schematic flow chart diagram illustrating an alternate embodiment of a method for thermal management of an engine in accordance with the present invention.
  • Figure 6 is a schematic flow chart diagram illustrating a further embodiment of a method for thermal management of an engine in accordance with the present invention.
  • modules may be implemented as a hardware circuit comprising custom VLSI circuits or gate arrays, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components.
  • a module may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.
  • Modules may also be implemented in software for execution by various types of processors.
  • An identified module of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified module need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the module and achieve the stated purpose for the module. Indeed, a module of executable code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices.
  • operational data may be identified and illustrated herein within modules, and may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.
  • Reference to a signal bearing medium may take any form capable of generating a signal, causing a signal to be generated, or causing execution of a program of machine-readable instructions on a digital processing apparatus.
  • a signal bearing medium may be embodied by a transmission line, a compact disk, digital-video disk, a magnetic tape, a Bernoulli drive, a magnetic disk, a punch card, flash memory, integrated circuits, or other digital processing apparatus memory device.
  • the described features, structures, or characteristics of the invention may be combined in any suitable manner in one or more embodiments.
  • FIG. 1 is a schematic illustration depicting one embodiment of a system 100 for thermal management of an engine 102 in accordance with the present invention.
  • the system 100 may comprise the engine 102 coupled to a continuously variable transmission (CVT) 104.
  • the CVT 104 is capable of providing a continuous ratio in a range of vehicle operations such that the engine 102 may be running in predefined regions and/or through points on a torque-speed map.
  • the system 100 may further include a turbocharger 106 comprising a turbocharger outlet 108 that directs exhaust flow to an aftertreatment device 110.
  • the turbocharger 106 may comprise a variable geometry turbocharger (VGT) 106 comprising a variable restriction that may generate a back pressure on the engine 102.
  • VVT variable geometry turbocharger
  • the VGT may adjust the flow of air in the system 100 lowering the air to fuel ratio such that a temperature at the turbocharger outlet 108 may be increased.
  • the aftertreatment device 110 may comprise a catalytic converter 110, a diesel particulate filter 110, and/or any other type of aftertreatment device 110 that may require continual or periodic increases in the exhaust flow temperature to facilitate regeneration.
  • the system 100 further comprises an apparatus 200 for thermal management of the engine 102.
  • the apparatus 200 may comprise a controller 200, such as an engine control module (ECM) 200, which may be in communication with various components of the system 100.
  • ECM engine control module
  • the apparatus 200 may interpret signals from sensors and/or datalinks throughout the system 100 that may indicate various operating conditions of the engine 102 and regeneration requirements of the aftertreatment device 110.
  • the controller 200 comprises an engine capability module, an aftertreatment determination module, an operating conditions module, and a speed-load adjustment module.
  • FIG. 2 is a schematic block diagram illustrating one embodiment of an apparatus 200 for thermal management of an engine 102 in accordance with the present invention.
  • the apparatus 200 may comprise the engine capability module 202 configured to store a torque-speed map 204 corresponding to the engine 102.
  • the engine capability module 202 may be configured to store a plurality of torque-speed maps 204, each torque-speed map 204 corresponding to a specific operating mode such as a hot mode, cold mode, city mode, highway mode, and/or any other type of mode beneficial for distinguishing a set of operating conditions thereby permitting the optimization of the engine 102 according to the selected mode.
  • distinguishing the mode according to which the engine 102 may be optimized may comprise interpolating between torque-speed maps and/or applying off-sets to an applicable torque-speed map.
  • the apparatus 200 may further comprise the aftertreatment determination module 206 configured to determine a regeneration index 208 for the aftertreatment device 110.
  • the regeneration index 208 may comprise an indication that the aftertreatment device 110 requires a regeneration event.
  • the regeneration index 208 may comprise a value that may be incrementally increased until the value exceeds a certain threshold indicating that the aftertreatment device 110 requires regeneration.
  • the regeneration index 208 may reset to a predetermined value after the regeneration is achieved.
  • the specific parameters comprising the regeneration index 208 may be determined by one of skill in the art for the particular application. Common parameters for determining the regeneration index 208 may include time, temperature, pressures, mass flow, and/or any other operating condition that may be determined that may indicate that the aftertreatment device 110 may require regeneration.
  • the apparatus 200 further comprises the operating conditions module 210 configured to interpret a set of operating conditions 212 to determine an engine speed 214 and an engine load 216. In one embodiment the operating conditions module 210 may determine an ambient temperature 218.
  • the apparatus 200 may further comprise the speed-load adjustment module 220 configured to adjust a speed-load target 222 based on the regeneration index 208. In one embodiment the speed-load adjustment module 220 may further reference the current engine speed 214, engine load 216, ambient temperature 218, and torque-speed map 204 to determine preferred adjustments along a power curve of the torque-speed map 204 where the engine 102 may regenerate an aftertreatment device and optimize fuel efficiency. In one embodiment a specific torque-speed map 204 may be referenced for each of a range of ambient temperatures 218.
  • the speed-load adjustment module 220 may interpolate between torque-speed maps 204, and/or implement offsets of the torque-speed map 204.
  • One of skill in the art may determine the most beneficial configuration of torque-speed maps 204, interpolations, and offsets for a given set of operation conditions 212 and a given application of the present invention.
  • Figure 3 is a graph illustrating one embodiment of a torque-speed map 300 in accordance with the present invention.
  • the torque-speed map 300 comprises a maximum speed-load boundary 302 that may define the work space for the engine 102.
  • thermal management is required to regenerate the aftertreatment device 110 in the region under a contour boundary 320.
  • the engine 102 may be running along a predetermined operating curve regardless of a vehicle speed change, which may lead to a significant improvement in fuel economy, and also dramatically narrow the operating area of the engine 102 where thermal management is required for aftertreatment regeneration purposes over vehicle drive cycles.
  • the present invention may permit the engine 102 to be capable of operating at a constant speed of 3200 rpm, which may comprise an optimized fuel efficiency for the engine 102 at this engine speed, while further permitting aftertreatment regeneration without necessitating adjustment from 3200 rpm.
  • the torque-speed map 300 may have a first region 304 wherein the engine 102 does not efficiently regenerate the aftertreatment device 110. In one example of the engine 102 operating in the first region 304 of the torque-speed map 300 the engine 102 may not be capable of performing regeneration of the aftertreatment device 110. In another example of the engine 102 operating in the first region 304 of the torque-speed map 300 the engine 102 may regenerate the aftertreatment device 110 using various thermal management operating strategies.
  • adjusting a base behavior of the engine 102 may comprise adjusting a number of fuel injections, a fuel quantity, a fuel timing, a time interval between two fuel injections, an air-fuel ratio, an engine pumping work loss, a VGT, an intake air throttle, an exhaust air throttle, and/or other thermal management operating strategies and fueling schemes known in the art.
  • the torque-speed map 300 may further have a second region 306 wherein the engine 102 efficiently regenerates the aftertreatment device 110.
  • the torque-speed map 300 may have a third region 308 wherein the engine 102 is not capable of regenerating the aftertreatment device 110.
  • Each region 304, 306, 308 may be determined by one of skills in the art based on the range of turbocharger outlet temperatures observed for various areas of the torque-speed map 300.
  • the first region 304 may correspond to temperature ranges where the engine 102 may be able to only inefficiently regenerate the aftertreatment device 110
  • the second region 306 may correspond to temperature ranges where the engine 102 may efficiently regenerate the aftertreatment device 110
  • the third region 308 may correspond to temperature ranges where the engine 102 may not be capable of regenerating the aftertreatment device 110.
  • the torque-speed map 300 may further show a fixed speed line 310.
  • the fixed speed line 310 may comprise a beneficial cruising highway speed for the engine 102.
  • the fixed speed line 310 may indicate the engine's optimal rpm at 60 miles per hour that provides optimal fuel efficiency.
  • the torque-speed map 300 may further comprise an optimal operation curve 312.
  • the optimal operation curve 312 may comprise the most efficient smooth path through the torque-speed map 300 such that optimal fuel efficiency may be achieved.
  • the optimal operation curve 312 may comprise an optimalfuel efficient trajectory 312 through the torque-speed map 300 and may be based on a specific engine fuel map under normal engine operating conditions and thermal management operating conditions, as well as the fuel consumed for the aftertreatment regeneration (in-cylinder dosing, or dosing downstream of the exhaust manifold, etc.), and/or any other aspect known in the art that may affect the optimal fuel efficient trajectory 312.
  • One of skill in the art may determine the optimal operation curve 312 for the torque-speed map 300 of a specific engine 102 and application. A portion of the optimal operation curve 312 may coincide with the fixed speed line 310.
  • the torque-speed map 300 further depicts equal power curves 314.
  • the equal power curves 314 indicate paths through the torque-speed map 300 where the horsepower is constant.
  • equal power curve 314A may show a constant 125 horsepower path through the first region 304 and the second region 306 of the torque-speed map 300.
  • An engine 102 coupled to a CVT 104 may achieve smooth operation and transition through an equal power curve 314 because of the capability of CVT 104.
  • the torque-speed map 300 may show speed- load targets 316.
  • the apparatus 200 may be configured to adjust the speed-load target 316A out of the first region 304 based on the regeneration index 208.
  • adjusting the speed-load target 316A out of the first region 304 may comprise adjusting the speed-load target 316A into the second region 306.
  • adjusting the speed-load target 316A out of the first region 304 comprises adjusting the speed- load target 316A along the equal power curve 314A.
  • the speed- load target 316A may adjust to the speed- load target 316B.
  • adjusting the speed- load target 316A along the equal power curve 314A to the speed-load target 316B comprises adjusting to a point 316B on the optimal speed-load line 312.
  • the torque-speed map 300 further depicts the equal power curve 314B that may comprise a speed-load target 316C in the third region 308 and a speed load target 316D in the first region 304.
  • the speed- load target 316C in the third region 308, where the engine 102 is not capable of regenerating the aftertreatment device 110 may be adjusted to the speed- load target 316D in the first region 304, where the engine 102 may be capable of regenerating the aftertreatment device 110.
  • the adjustment from the third region 308 to the first region 304 may occur along the equal power curve 314B.
  • the adjustment from the third region 308, where the engine 102 is not capable of performing regeneration, to the first region 304, may comprise an optimal fuel efficient transition where, in one embodiment, the aftertreatment device 110 operating in the first region 304 comprises the engine 102 changing at least one base behavior.
  • the engine may adjust a number of fuel injections, a fuel quantity, a fuel timing, a time interval between two fuel injections, an air-fuel ratio, an engine pumping work loss, a VGT, an intake air throttle, an exhaust air throttle, and/or other thermal management operating strategies known in the art .
  • the torque-speed map 300 further depicts the equal power curve 314C that may comprise a speed-load target 316E in the third region 308 and a speed-load target 316F in the second region 306.
  • the optimal fuel efficient transition may be along the equal power curve 314C to the speed- load target 316F in the second region 306 where the engine is capable of generating the necessary temperature at the exhaust outlet 108 to regenerate the aftertreatment device 110.
  • the schematic flow chart diagrams that follow are generally set forth as logical flow chart diagrams. As such, the depicted order and labeled steps are indicative of one embodiment of the presented method.
  • FIG. 4 is a schematic flow chart diagram illustrating one embodiment of a method 400 for thermal management of an engine in accordance with the present invention.
  • the method 400 begins with the engine capability module storing 402 the torque-speed map having the first region wherein the engine does not efficiently regenerate the aftertreatment device and the second region wherein the engine efficiently regenerates the aftertreatment device.
  • the method 400 may continue by the operating conditions module determining 404 an ambient temperature and adjusting 406 the first region based on the ambient temperature. Other regions of the torque-speed map may be adjusted based on the ambient temperature.
  • the method 400 further comprises the aftertreatment determination module determining 408 the regeneration index for the aftertreatment device.
  • the method 400 continues by the operating conditions module determining 410 the engine speed and the engine load.
  • the method 400 concludes by the speed- load adjustment module adjusting 412 the speed- load target along an equal power curve of the torque-speed map out of the first region and into the second region based on the regeneration index.
  • the speed- load target adjustment may comprise maintaining the speed-load target in a preferred region of the torque-speed map. For example, the speed-load target may never enter the third region and/or the first region.
  • reference to the speed-load targets entering the third region and/or the second region of the torque-speed map may indicate predictive aspects of where an engine may operate if proactive adjustments to the speed- load target are not made.
  • FIG. 5 is a schematic flow chart diagram illustrating an alternate embodiment of a method 500 for thermal management of an engine in accordance with the present invention.
  • the method 500 begins by the engine capability module storing 502 the torque-speed map having the second region wherein the engine efficiently regenerates the aftertreatment device, and having the third region wherein the engine is not capable of regenerating the aftertreatment device.
  • the method 500 continues by the aftertreatment determination module determining 504 the regeneration index for the aftertreatment device, and the operating conditions module determining 506 the engine speed and the engine load.
  • the method 500 concludes by adjusting 508 the speed-load target out of the third region and into the second region based on the regeneration index.
  • FIG. 6 is a schematic flow chart diagram illustrating a further embodiment of a method 600 for thermal management of an engine in accordance with the present invention.
  • the method 600 begins by the engine capability module storing 602 the torque-speed map having the first region wherein the engine does not efficiently regenerate the aftertreatment device, and having the third region wherein the engine is not capable of regenerating the aftertreatment device.
  • the method 600 continues by the aftertreatment determination module determining 604 the regeneration index for the aftertreatment device, and the operating conditions module determining 606 the engine speed and the engine load.
  • the method 600 further continues by the speed-load adjustment module adjusting 608 the speed- load target out of the third region and into the first region based on the regeneration index.
  • the method 600 concludes by changing 612 at least one base behavior of the engine.
  • changing 612 at least one base behavior may comprise adjusting 612 a number of fuel injections, a fuel quantity, a fuel timing, a time interval between two fuel injections, an air-fuel ratio, an engine pumping work loss, a VGT, an intake air throttle, an exhaust air throttle, and/or other thermal management operating strategies known in the art.
  • the engine may operate differently during a normal operating mode than during a thermal management mode. Normally, the engine operating in the thermal management mode consumes more fuel than it does operating in the normal operating mode.
  • the heat required for aftertreatment regeneration may be calculated for each thermal management operating condition, as is known in the art. Also, the heat may be converted to a fuel quantity required for each operating condition.
  • An overall fuel efficiency contour may be generated in a torque-speed map as is also known in the art.
  • An optimal speed-load line (for example, refer to element 312 in Figure 3) may be determined based on the overall fuel efficiency contour such that the overall fuel economy may be optimized.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention porte sur un procédé pour la gestion thermique d'un moteur (102) comprenant une transmission à variation continue (104). Le procédé comprend un module de capacité de moteur (202) stockant une carte couple-vitesse (204) comprenant une première région (304) où le moteur régénère de manière inefficace un dispositif de post-traitement (110), une seconde région (306) où le moteur régénère de manière efficace le dispositif de post-traitement, et une troisième région (308) où le moteur n'est pas capable de régénérer le dispositif de post-traitement. Le procédé comprend en outre un module de détermination de post-traitement (206) déterminant un index de régénération (208), un module de conditions de fonctionnement (210) déterminant une vitesse de moteur (214) et une charge de moteur (216), et un module de réglage vitesse-charge (220) réglant une cible vitesse-charge (222). Le procédé comprend en outre le réglage par le module de réglage vitesse-charge de la cible vitesse-charge à une région préférée le long de courbes de puissance égales (314) de la carte couple-vitesse sur la base de l'index de régénération.
PCT/US2009/031015 2009-01-14 2009-01-14 Appareil, système et procédé pour la gestion thermique d'un moteur comprenant une transmission à variation continue WO2010082927A1 (fr)

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PCT/US2009/031015 WO2010082927A1 (fr) 2009-01-14 2009-01-14 Appareil, système et procédé pour la gestion thermique d'un moteur comprenant une transmission à variation continue

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CN107972669A (zh) * 2016-10-24 2018-05-01 万国引擎知识产权有限责任公司 车辆中的发动机功率调节
CN119145967A (zh) * 2024-11-11 2024-12-17 潍柴动力股份有限公司 发动机工况调节方法及装置

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