Description:Field of Invention
[001] The invention relates to Diesel Exhaust Treatment System. It more particularly relates to temperature sensors utilised in Diesel Exhaust Treatment System. It additionally relates to the method of correcting faulty temperature sensor readings in case incorrect sensors have been installed.
Background of the Invention
[002] Conventional Diesel Exhaust Treatment System rely on a series of temperature sensors to accurately determine the temperature at different stages of the exhaust treatment system to correctly trigger and sustain the operation of the treatment system. Incorrect triggering can lead to either loss of fuel efficiency or even cause the vehicle to fail to meet the emission standards.
[003] Ordinarily the exhaust treatment systems consider the temperature sensor readings to be accurate within a predetermined theoretical limit of there accuracy. This basic assumption may not be true if during assembly an incorrect sensor is installed at a particular position instead of a required correct sensor. Currently there is no standardised method of making the exhaust treatment system resilient against such installation errors. Detection and correction of such errors therefore requires long step by step process of elimination of reasons before the problem is even detected and hence resolved. This leads to wastage of time during assembly and testing of finished vehicles.
[004] The need for making the exhaust treatment system more resilient against installation errors in the manufacturing stage is a well-understood demand that has been accounted for in multiple existing solutions developed in the industry. However, these solutions tend to require the implementation of computationally intensive methods, which obviously need more powerful controllers in order to be successfully executed within an acceptable time. Therefore, it is an objective of the present invention to provide a method of correcting temperature sensor readings in a diesel exhaust treatment system that is simple and, hence, not computationally intensive.
[005] It is another objective of the present invention to provide a method of correcting temperature sensor readings in a Diesel exhaust treatment system that does not require a high-capacity controller to be executed.
[006] It is still another objective of the present invention to provide a method of correcting temperature sensor readings in a Diesel exhaust treatment system that is highly effective in detecting and correcting temperature reading errors.
[007] It is yet another objective of the present invention to provide a method of correcting temperature sensor readings in a Diesel exhaust treatment system that is highly effective and therefore allows effective emission control.
[008] It is still another objective of the present invention to provide a method of correcting temperature sensor readings in a Diesel exhaust treatment system that allows the operation of the Diesel exhaust treatment system to be triggered accurately thereby improving fuel efficiency.
Summary of the Invention
[009] An embodiment of the invention achieving the stated objective is a method of correcting temperature sensor readings in a diesel exhaust treatment system as implemented by a system comprising of a Diesel Exhaust Treatment System that has been provided with an Electronic Control Unit, a memory for storage of data, a Diesel Particulate Filter (DPF) Temperature Sensor and a Selective Catalytic Reduction (SCR) Temperature Sensor. In the method of correcting temperature sensor readings in a diesel exhaust treatment system, as a first step, the Electronic Control Unit considers temperature data from the DPF and SCR temperature sensors and identifies the temperature difference in their readings; as a second step, the Electronic Control Unit determines whether the temperature difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and it identifies whether regeneration mode and engine combustion mode are ‘ON’ or ‘OFF’; as a third step, the Electronic Control Unit, when the temperature reading difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and the regeneration mode and engine combustion mode are ‘ON’, the Electronic Control Unit considers temperature data stored for in a MAP of the correct temperature data for 50 MM length sensor; and as a fourth step, the Electronic Control Unit, when the temperature reading difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and the regeneration mode and engine combustion mode are ‘OFF, the Electronic Control Unit considers temperature data stored for in a MAP of the correct temperature data for a 70 MM length sensor.
Brief Description of Drawings
[0010] The present invention is illustrated in the accompanying drawings that contain references numerals for indicating its various parts. The description of the present invention would therefore be better understood with reference to accompanying diagrams, wherein
[0011] Figure 1 discloses a block diagram representing the method as per the preferred embodiment of the present invention.
[0012] Figure 2 discloses a flowchart describing the functioning as per the preferred embodiment of the present invention.
[0013] Figure 3 discloses the logic diagram of the preferred embodiment of the present invention.
[0014] Figure 4 discloses a graph comparing erroneous readings with the desired correct temperature sensor readings in a Diesel Exhaust Treatment System.
[0015] Figure 5 discloses a graph indicating the corrections in temperature sensor readings given effect using the preferred embodiment of the present invention.
Detailed Description of the Invention
[0016] Referring to the set of figures 1, 2, and 3, the method of correcting temperature sensor readings in a diesel exhaust treatment system is implemented by a system comprising of a Diesel Exhaust Treatment System that has been provided with an Electronic Control Unit, a memory for storage of data, a Diesel Particulate Filter (DPF) Temperature Sensor and a Selective Catalytic Reduction (SCR) Temperature Sensor. The method of correcting temperature sensor readings in a diesel exhaust treatment system is as indicated by the figures and as described hereinafter.
[0017] Referring to Figures 1 to 3, it is stated that, as a first step, the Electronic Control Unit considers temperature data from the DPF and SCR temperature sensors and identifies the temperature difference in their readings. As a second step, the Electronic Control Unit determines whether the temperature difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and it identifies whether regeneration mode and engine combustion mode are ‘ON’ or ‘OFF’.
[0018] Again referring to Figures 1 to 3, it is stated that, as a third step, the Electronic Control Unit, when the temperature reading difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and the regeneration mode and engine combustion mode are ‘ON’, the Electronic Control Unit considers temperature data stored for in a MAP of the correct temperature data for 50 MM length sensor (the Calibration Map 2). The regeneration and engine combustion mode is ‘ON’ when the Diesel Exhaust Treatment System burns extra Diesel fuel to rid the system (itself) of accumulated soot. The engine combustion mode being ‘ON’ or ‘OFF’ (refer to Fig. 3) means that the Diesel Internal Combustion (IC) engine is either running or not running. The regeneration mode being ‘ON’ implies that extra fuel is being burnt in the Diesel Exhaust Treatment System to rid it of accumulated particulate matter (soot). This naturally raises the system temperature, and the step covers this situation.
[0019] Again referring to Figures 1 to 3, it is stated that, as a fourth step, the Electronic Control Unit, when the temperature reading difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and the regeneration mode and particulate combustion mode are ‘OFF, the Electronic Control Unit considers temperature data stored for in a MAP of the correct temperature data for a 70 MM length sensor (the Calibration Map 1). The final output is then considered by the Electronic Control Unit for performing operations in the Diesel Exhaust Treatment System. Steps one to four are executed once the vehicle engine has been started, and the output is considered only until the next check is done in the next Diesel Particulate Filter Regeneration Cycle (refer to Fig. 2).
[0020] The data storage stores data MAP for correct temperature readings for the operation of a Diesel Exhaust Treatment System for a 50 MM temperature sensor (the Calibration Map 2) and a 70 MM temperature sensor (the Calibration Map 1) in relation to time to allow for comparison and adjustment to the correct temperature value if the temperature difference between DPF and SCR temperature sensor readings is higher than 20 Degree Celsius and the regeneration is not going on in the Diesel Exhaust Treatment System. Referring to Figure 1, the decision-making happens between a default sensor map (the Calibration Map 1) and a 50 MM sensor map (the Calibration Map 2) when the temperature difference is less than 20 Degrees Celsius or more than 20 Degrees Celsius, respectively. In Figure 3, the MAPs, the default (with data for a 70MM length sensor) and the corrected (with data to be considered for a 50MM length sensor) are indicated by the bottom two boxes with images of graphs within them. Once the corrected map is adopted, the output will be taken from the corrected map (50 mm) only until the next check is done in the next Diesel Particulate Filter (DPF) regeneration.
[0021] Figure 4 shows the temperature reading comparison for a 70 mm length temperature sensor as compared to a 50 mm length temperature sensor to highlight the error in readings that happens when sensors of incorrect length are installed on the vehicle. Figure 5 shows the values, as corrected by the execution of the method in accordance with the disclosed invention. The errors, if any, in readings have been chiefly reduced, allowing the Electronic Control Unit to operate the Diesel Exhaust Treatment System effectively and efficiently. The method allows the system to account for errors introduced due to the installation of sensors of incorrect sensor length during vehicle assembly.
[0022] Technical advantages offered by the invention, i.e., the method of correcting temperature sensor readings in a diesel exhaust treatment system, are-
- It is simple and, hence, not computationally intensive to execute.
- It does not require a high-capacity electronic controller to be executed.
- It is highly effective in detecting and correcting temperature reading errors.
- It is highly effective and, therefore, allows effective emission control.
- It allows the operation of the Diesel exhaust treatment system to be triggered accurately thereby improving fuel efficiency.
- It allows the operation of the Diesel exhaust treatment system to be triggered accurately thereby improving vehicle emission treatment.
[0023] The disclosed invention, i.e. the method of correcting temperature sensor readings in a diesel exhaust treatment system, achieves all the set-out objectives.
[0024] It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the present invention has been herein described in terms of its preferred embodiment, those skilled in the art will recognize that the preferred embodiment herein disclosed, can be practiced with modifications within the scope of the invention herein described.
, Claims:We Claim,
1. A method of correcting temperature sensor readings in a diesel exhaust treatment system as implemented by a system comprising of,
• a Diesel Exhaust Treatment System that has been provided with an Electronic Control Unit, a memory for storage of data, a Diesel Particulate Filter (DPF) Temperature Sensor and a Selective Catalytic Reduction (SCR) Temperature Sensor,
wherein,
- as a first step, the Electronic Control Unit considers temperature data from the DPF and SCR temperature sensors and identifies the temperature difference in their readings;
- as a second step, the Electronic Control Unit determines whether the temperature difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and it identifies whether regeneration mode and engine combustion mode are ‘ON’ or ‘OFF’;
- as a third step, the Electronic Control Unit, when the temperature reading difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and the regeneration mode and engine combustion mode are ‘ON’, the Electronic Control Unit considers temperature data stored for in a MAP of the correct temperature data for 50 MM length sensor; and
- as a fourth step, the Electronic Control Unit, when the temperature reading difference between the DPF and SCR temperature sensors is greater than 20 Degrees Celsius and the regeneration mode and engine combustion mode are ‘OFF, the Electronic Control Unit considers temperature data stored for in a MAP of the correct temperature data for a 70 MM length sensor.
2. The method of correcting temperature sensor readings in a diesel exhaust treatment system, as claimed in claim 1, wherein steps one to four are executed once the vehicle engine has been started, and the output is considered only until the next check is done in next Diesel Particulate Filter Regeneration Cycle.
3. The method of correcting temperature sensor readings in a diesel exhaust treatment system, as claimed in claim 1, wherein the regeneration mode is the mode in which the Diesel Exhaust Treatment System burns extra Diesel fuel to rid the system of accumulated soot.
4. The method of correcting temperature sensor readings in a diesel exhaust treatment system, as claimed in claim 1, the data storage stores data MAP for correct temperature readings for the operation of a Diesel Exhaust Treatment System for a 50 MM temperature sensor and a 70 MM temperature sensor in relation with time to allow for comparison and adjustment to the correct temperature value if the temperature difference between DPF and SCR temperature sensor readings is higher than 20 Degree Celsius and the regeneration is not going on in the Diesel Exhaust Treatment System.
Dated 26th day of February 2025

VIDIT CHOUBEY
(IN P/A 5566)
AGENT FOR THE APPLICANT(S)

To,
The Controller of Patents,
The Patent Office, at Mumbai