Regeneration system, vehicle comprising the same and regeneration method

Abstract

A regeneration system of a combustion engine of a vehicle includes a speed control device configured to determine an acceleration time of the vehicle to a set speed, a NOx trap configured to reduce nitrogen oxides produced by the combustion engine, and a trigger configured to detect a loading level of the nitrogen oxides of the NOx trap in an exhaust gas produced by the combustion engine during operation. In further, the speed control device is configured to communicate with the trigger, wherein a regeneration of the NOx trap is configured to start in case the acceleration time of the vehicle to the set speed is at least equal to a regeneration time of the NOx trap at the loading level of the nitrogen oxides.

Claims

1. A regeneration system of a combustion engine of a vehicle comprising: a speed control device configured to determine an acceleration time of the vehicle to a set speed; a NOx trap configured to reduce nitrogen oxides produced by the combustion engine; and a trigger configured to detect a loading level of the nitrogen oxides of the NOx trap, wherein the speed control device is configured to communicate with the trigger, and wherein a regeneration of the NOx trap is configured to start in case the acceleration time of the vehicle to the set speed is at least equal to a regeneration time of the NOx trap at the loading level of the nitrogen oxides.

2. The regeneration system according to claim 1, wherein the loading level of the nitrogen oxides of the NOx trap is bigger than 40% with respect to a saturation level of the NOx trap.

3. The regeneration system according to claim 2, wherein the regeneration time of the NOx trap at the loading level of the nitrogen oxides is shorter than a further regeneration time of the NOx trap at the saturation level.

4. The regeneration system according to claim 3, wherein the regeneration time of the NOx trap at the loading level of the nitrogen oxides is at least two seconds shorter than the further regeneration time of the NOx trap at the saturation level.

5. The regeneration system according to claim 1, wherein the trigger is configured to control the regeneration of the NOx trap before and during an acceleration of the vehicle to the set speed.

6. The regeneration system according to claim 1, wherein the speed control device comprises a basic cruise control with respect to the set speed, an adaptive cruise control with respect to the set speed and/or an automated adaptive cruise control with respect to the set speed.

7. The regeneration system according to claim 1, wherein a vehicle comprises the regeneration system.

8. A regeneration method of a combustion engine of a vehicle, the method comprising: determining an acceleration time of the vehicle to a set speed by a speed control device; reducing nitrogen oxides produced by the combustion engine by a NOx trap; detecting a loading level of the nitrogen oxides of the NOx trap by a trigger; and conducting a communication between the speed control device and the trigger, wherein a regeneration of the NOx trap starts when the determined acceleration time of the vehicle to the set speed is at least equal to a regeneration time of the NOx trap at the loading level of nitrogen oxides.

9. The regeneration method according to claim 8, wherein the regeneration of the NOx trap is controlled by the trigger before and during an acceleration of the vehicle to the set speed.

10. The regeneration method according to claim 8, wherein the step of determining the acceleration time of the vehicle to the set speed by the speed control device is conducted by a basic cruise control with respect to the set speed, an adaptive cruise control with respect to the set speed or an automated adaptive cruise control with respect to the set speed.

11. The regeneration method according to claim 8, wherein the regeneration of the NOx trap at the loading level of the nitrogen oxides is executed at least two seconds faster than a further regeneration time of the NOx trap at a saturation level.

Description

DRAWINGS

(1) For a more complete understanding of the present disclosure and advantages thereof, reference is now made to the following description taken in conjunction with the accompanying drawings. The present disclosure is explained in more detail below using exemplary forms, which are specified in the schematic figures of the drawings, in which:

(2) FIG. 1 illustrates a schematic view of a regeneration system according to a first form of the present disclosure;

(3) FIG. 2 illustrates a schematic side view of a vehicle according to a first form of the present disclosure;

(4) FIGS. 3a and 3b show graphs to explain the technical effects of the regeneration system according to FIG. 1;

(5) FIG. 4 shows a flow diagram of a regeneration method according to a first form of the present disclosure; and

(6) FIG. 5 shows a detailed flow diagram of a regeneration method based on FIG. 4.

(7) The drawings and diagrams described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

DETAILED DESCRIPTION

(8) The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

(9) FIG. 1 illustrates a schematic view of a regeneration system according to a first form of the present disclosure.

(10) The regeneration system of FIG. 1 illustrates the regeneration system 5. The regeneration system 5 of a combustion engine 10 of a vehicle 20 comprises a speed control device 1 configured to determine an acceleration time of the vehicle 20 to a set speed, a NOx trap 2 configured to reduce nitrogen oxides produced by the combustion engine 10, a trigger 3 configured to detect a loading level of the nitrogen oxides of the NOx trap 2 in an exhaust gas produced by the combustion engine during operation. Further the speed control device 1 is configured to communicate with the trigger 3, wherein a regeneration of the NOx trap 2 is configured to start in case the acceleration time of the vehicle to the set speed is at least equal to a regeneration time of the NOx trap at the loading level of the nitrogen oxides.

(11) The loading level of the nitrogen oxides of the NOx trap can be bigger than 40% with respect to a saturation level of the NOx trap.

(12) The trigger can be configured to control the regeneration of the NOx trap before and during an acceleration of the vehicle to the set speed. Therefore, the regeneration of the NOx trap can be conducted in a fuel saving manner since the regeneration can take place during the acceleration. The trigger 3 can be therefore in steady data exchange with the speed control device 1.

(13) The speed control device 1 can comprise a basic cruise control 6 with respect to the set speed, an adaptive cruise control 7 with respect to the set speed and/or an automated adaptive cruise control 8 with respect to the set speed.

(14) The basic cruise control 6 can be activated by pressing a resume button. The activation of the resume button can be conducted when the vehicle 20 has a speed below the set speed. After pressing the resume button the vehicle 20 can in particular conduct a moderate acceleration from an actual speed to the set speed, wherein the set speed can be a predetermined or predefined speed. The regeneration of the NOx trap 2 can then be configured to start in case the acceleration time of the vehicle to the set speed is at least equal to a regeneration time of the NOx trap 2 at the loading level of the nitrogen oxides, wherein the acceleration time to the set speed can be determined or calculated by the basic cruise control.

(15) The adaptive cruise control 7 can be in particular controlled based on sensor information from on-board sensors, such as radar sensors. By using the adaptive cruise control 7 the driver can input the set speed. In case that no further vehicle or object is in front of the vehicle, the vehicle 20 can maintain the set speed, wherein the set speed can be the predetermined or predefined speed. In case that the further vehicle is in front of the vehicle 20 the adaptive cruise control 7 adjust the speed of the vehicle 20 to an appropriate distance with respect to the further vehicle. In case the vehicle 20 can be accelerated to the set speed, for example if the further vehicle left a highway the adaptive cruise control 7 can accelerate the vehicle 20 to the set speed. The regeneration of the NOx trap 2 can then be configured to start in case the acceleration time of the vehicle 20 to the set speed is at least equal to a regeneration time of the NOx trap 2 at the loading level of the nitrogen oxides, wherein the acceleration time to the set speed can be determined by the adaptive cruise control of the speed control device 1.

(16) The automated adaptive cruise control 8 can be based on navigation data, such as speed limits and a distance between two speed limits. The regeneration of the NOx trap can then be configured to start in case the acceleration time of the vehicle to the set speed is at least equal to a regeneration time of the NOx trap 2 at the loading level of the nitrogen oxides, wherein the acceleration time to the set speed can be determined by the automated adaptive cruise control. In this context with the term automated an automated adjustment and/or readjustment to a predetermined set speed, for example 120 km/h, can be meant.

(17) Thus, the regeneration is conducted while the acceleration of the vehicle takes place. In other words an additional further regeneration during constant drive can be reduced. The required fuel for the regeneration can be therefore about 60% less than during a further regeneration besides the acceleration of the vehicle.

(18) A time range for the further regeneration time is about 6 seconds.

(19) FIG. 2 illustrates a schematic side view of a vehicle according to a first form of the present disclosure.

(20) FIG. 2 illustrates the vehicle 20, in particular an automobile. The automobile comprises the here described regeneration system 5.

(21) FIGS. 3a and 3b show graphs to explain the technical effects of the regeneration system according to FIG. 1.

(22) In FIGS. 3a and 3b a time range between 0 and 25 seconds are applied on the X-axis.

(23) In FIG. 3a an additional fuel quantity between 0 and 20 mg/str are applied on the Y-axis.

(24) In FIG. 3b an lambda value between 0.8 and 1.8 are applied on the Y-axis.

(25) A solid line shows the further regeneration during constant drive and a dotted line shows the regeneration during the acceleration of the vehicle 20.

(26) As can be seen in FIG. 3a additional fuel quantity for the further regeneration of the NOx trap is required and a further regeneration time is longer than during the acceleration of the vehicle 20. For example, the regeneration time during the acceleration is about 2 seconds shorter compared to the further regeneration during constant drive and fuel can be saved in a range between 60% and 70%. In other words the regeneration can be about 25% shorter in time and 35% lower additional peak fuel quantity can be needed, for example.

(27) As can be seen in FIG. 3b higher lambda values during constant driving requires higher fuel amount to decrease the lambda value below one for the further regeneration of the NOx trap compared to the regeneration during the acceleration. Due to the lower lambda value during the acceleration compared to constant driving a requirement of additional fuel injection and throttling of the fresh air for the regeneration of the NOx trap can be significantly lower, for example about 0.2.

(28) Despite the fact that the regeneration of the NOx trap can be conducted efficiently is was surprisingly figured out that the regeneration is in particular comparable to the further regeneration during constant driving. Further the reduction of fuel consumption can be accompanied by a reduction of CO.sub.2.

(29) FIG. 4 shows a flow diagram of a regeneration method according to a first form of the present disclosure.

(30) The regeneration method 30 of the combustion engine 10 for the vehicle 20 comprises a step of determining S1 the acceleration time of the vehicle 20 to the set speed by the speed control device 1.

(31) Further the regeneration method comprises a step of reducing S2 nitrogen oxides produced by the combustion engine 10 by the NOx trap 2.

(32) The regeneration method 30 also comprises steps of detecting S3 a loading level of the nitrogen oxides of the NOx trap 2 by the trigger 3 and a step of conducting S4 a communication between the speed control device 1 and the trigger 3. With the term communication a data exchange between the speed control device 1 and the trigger 3 in particular with respect to the acceleration time and the loading level shall be understood. The trigger 3 can measure the loading level of the NOx trap 2 and can send a filling status of the NOx trap 2 to the speed control device 1, wherein the speed control device 1 can send the required acceleration time to the set speed to the trigger 3 and vice versa, for example.

(33) The step of regeneration S5 starts when the determined acceleration time of the vehicle 20 to the set speed is at least equal to a regeneration time of the NOx trap 1 at the loading level of nitrogen oxides.

(34) FIG. 5 shows a detailed flow diagram of a regeneration method based on FIG. 4.

(35) FIG. 5 is based on FIG. 4, wherein the regeneration method is explained in detail with respect to the speed control device 1. The detailed regeneration method 30 is based on the regeneration method 30.

(36) The set of determining S1 the acceleration time of the vehicle 20 to the set speed by the speed control device 1 can be conducted by the basic cruise control D1, the adaptive cruise control D1 and/or the automated adapted cruise control D1. In step D2 the acceleration demand can be calculated. In step D3 the loading level of the NOx trap can be detected by the trigger. In case the loading level is below a requested loading level with respect to the saturation level of the NOx trap a standard acceleration without the regeneration can be conducted and the acceleration D7 to the set speed can be realized, for example by the basic cruise control D1, the adaptive cruise control D1 and/or the automated adapted cruise control D1 of the speed control device 1. In step D8 the vehicle 20 can be driven constantly with the set speed.

(37) In case the loading level is above the requested loading level with respect to the saturation level of the NOx trap, for example more than 40% the regeneration D4 during the acceleration can be conducted. The trigger 3 therefore triggers the regeneration in step D5. After the regeneration of the NOx trap 2 the acceleration can be further conducted until the vehicle 20 reaches the set speed in step D6. In step D8 the vehicle 20 can be driven constantly with the set speed.

(38) Although the here afore-mentioned fuel supply module has been described in connection to automobiles, accordingly. For a person skilled in the art it is clearly and unambiguously understood that the here described fuel supply module can be applied to various objects which comprise combustion engines.

(39) Although specific variations have been illustrated and described herein, it will be appreciated by those of ordinary skill in the art that a variety of alternate and/or equivalent implementations exist. It should be appreciated that the exemplary form or exemplary forms are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing at least one exemplary form, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary form without departing from the scope as set forth in the appended claims and their legal equivalents. Generally, this application is intended to cover any adaptations or variations of the specific forms discussed herein.