WO2020159991A1 - Système de détection virtuelle - Google Patents

Système de détection virtuelle Download PDF

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Publication number
WO2020159991A1
WO2020159991A1 PCT/US2020/015412 US2020015412W WO2020159991A1 WO 2020159991 A1 WO2020159991 A1 WO 2020159991A1 US 2020015412 W US2020015412 W US 2020015412W WO 2020159991 A1 WO2020159991 A1 WO 2020159991A1
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WO
WIPO (PCT)
Prior art keywords
temperature
electric heater
power
exhaust
heater
Prior art date
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.)
Ceased
Application number
PCT/US2020/015412
Other languages
English (en)
Inventor
David P. Culbertson
Magdi KHAIR
Mark Hoven
James Pradun
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Watlow Electric Manufacturing Co
Original Assignee
Watlow Electric Manufacturing Co
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
Priority claimed from US16/260,507 external-priority patent/US11255244B2/en
Application filed by Watlow Electric Manufacturing Co filed Critical Watlow Electric Manufacturing Co
Publication of WO2020159991A1 publication Critical patent/WO2020159991A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of 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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • F01N3/2066—Selective catalytic reduction [SCR]
    • 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
    • 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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of 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
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/16—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an electric heater, i.e. a resistance heater
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/10—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle or its components
    • F01N2900/104—Battery status
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1404—Exhaust gas temperature
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1411—Exhaust gas flow rate, e.g. mass flow rate or volumetric flow rate
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1614—NOx amount trapped in catalyst
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1616—NH3-slip from catalyst
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1811—Temperature
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/503—Battery correction, i.e. corrections as a function of the state of the battery, its output or its type
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • 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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present disclosure relates to heating and sensing systems for fluid flow applications, for example vehicle exhaust systems, such as diesel exhaust and aftertreatment systems.
  • the DPF, the catalytic converter, and the SCR capture carbon monoxide (CO), nitrogen oxides (NO x ), particulate matters (PMs), and unburned hydrocarbons (HCs) contained in the exhaust gas.
  • the heaters may be activated periodically or at a predetermined time to increase the exhaust temperature and activate the catalysts and/or to burn the particulate matters or unburned hydrocarbons that have been captured in the exhaust system.
  • the heaters are generally installed in exhaust pipes or components such as containers of the exhaust system.
  • the heaters may include a plurality of heating elements within the exhaust pipe and are typically controlled to the same target temperature to provide the same heat output.
  • a temperature gradient typically occurs because of different operating conditions, such as different heat radiation from adjacent heating elements, and exhaust gas of different temperature that flows past the heating elements.
  • the downstream heating elements generally have a higher temperature than the upstream elements because the downstream heating elements are exposed to fluid having a higher temperature that has been heated by the upstream heating elements.
  • the middle heating elements receive more heat radiation from adjacent upstream and downstream heating elements.
  • the life of the heater depends on the life of the heating element that is under the harshest heating conditions and that would fail first. It is difficult to predict the life of the heater without knowing which heating element would fail first.
  • the heater is typically designed to be operated with a safety factor to avoid failure of any of the heating elements. Therefore, the heating elements that are under the less harsh heating conditions are typically operated to generate a heat output that is much below their maximum available heat output.
  • a control system for a heating system of an exhaust system includes at least one electric heater disposed in an exhaust fluid flow pathway, and a control device adapted to receive at least one input.
  • the at least one input is selected from the group consisting of temperature readings along the exhaust fluid flow pathway, alternator power, alternator current, alternator voltage, battery power, battery current, battery voltage, battery state of charge, inlet air throttle(IAT) and exhaust air throttle (EAT) profiles, exhaust gas recirculation (EGR), mass flow rate of an exhaust fluid flow, NFh slip, temperature coefficient of resistance (TCR) characteristics of the at least one electric heater, alternator speed, engine speed, state of aging of an aftertreatment component, state of aging of engine, aging degradation characteristics, a dosing rate of a diesel exhaust fluid (DEF), a temperature of the DEF, NFh storage condition of aftertreatment system, injection timing retard, cylinder cut-out, variable valve manipulation, turbocharger bypass, intake air pre-heating, late post injection
  • DEF diesel exhaust fluid
  • the control device is operable to modulate power to the at least one electric heater based on the at least one input such that a different heating output is provided by the at least one electric heater as a function of the at least one input and the at least one electric heater provides a continuously variable heating output during operation of the exhaust system.
  • FIG. 1 is a schematic view of a diesel engine and exhaust aftertreatment system in which the principles of the present disclosure are applied;
  • FIG. 2 is a cross-sectional view of a tubular heater construction according to the prior art
  • FIG. 3 is a schematic diagram illustrating a series of components in a fluid flow system according to the teachings of the present disclosure
  • FIG. 4 is a flow diagram illustrating a method of predicting temperature of at least one location in a fluid flow system having a heater according to the teachings of the present disclosure
  • FIG. 5 is a flow diagram illustrating a method of predicting outlet temperature after each of a plurality of resistive heating elements in a heater system disposed in a fluid flow system in accordance with the teachings of the present disclosure.
  • FIG. 6 is a block diagram of a heater control module constructed in accordance with the teachings of the present disclosure.
  • an exemplary engine system 10 generally includes a diesel engine 12, an alternator 14 (or generator in some applications), a turbocharger 16, and an exhaust aftertreatment system 18.
  • the exhaust aftertreatment system 18 is disposed downstream from a turbocharger 16 for treating exhaust gases from the diesel engine 12 before the exhaust gases are released to atmosphere.
  • the exhaust aftertreatment system 18 can include one or more additional components, devices, or systems operable to further treat exhaust fluid flow to achieve a desired result.
  • the exhaust aftertreatment system 18 includes a heating system 20, a diesel oxidation catalyst (DOC) 22, a diesel particulate filter device (DPF) 24, and a selective catalytic reduction device (SCR) 26.
  • DOC diesel oxidation catalyst
  • DPF diesel particulate filter device
  • SCR selective catalytic reduction device
  • the exhaust aftertreatment system 18 includes an upstream exhaust conduit 32 that receives a heater assembly 28 therein, an intermediate exhaust conduit 34 in which the DOC 22 and DPF 24 are provided, and a downstream exhaust conduit 36 in which the SCR 26 is disposed.
  • the engine system 10 illustrated and described herein is merely exemplary, and thus other components such as a NO x adsorber or ammonia oxidation catalyst, among others, may be included, while other components such as the DOC 22, DPF 24, and SCR may not be employed.
  • a diesel engine 12 is shown, it should be understood that the teachings of the present disclosure are also applicable to a gasoline engine and other fluid flow applications. Therefore, the diesel engine application should not be construed as limiting the scope of the present disclosure. Such variations should be construed as falling within the scope of the present disclosure.
  • the heating system 20 includes a heater assembly 28 disposed upstream from the DOC 22, and a heater control module 30 for controlling operation of the heater assembly 28.
  • Heater assembly 28 can include one or more electric heaters wherein each electric heater includes at least one resistive heating element.
  • the heater assembly 28 is disposed within an exhaust fluid flow pathway in order to heat the fluid flow during operation.
  • Heater control module 30 typically includes a control device adapted to receive input from the heater assembly 28. Examples of controlling the operation of heater assembly 28 can include turning the heater assembly on and off, modulating power to the heater assembly 28 as a single unit and/or modulating power to separate subcomponents, such as individual or groups of resistive heating elements, if available, and combinations thereof.
  • the heater control module 30 includes a control device.
  • the control device is in communication with at least one electric heater of the heater assembly 28.
  • the control device is adapted to receive at least one input including but not limited to an exhaust fluid flow, mass velocity of an exhaust fluid flow, flow temperature upstream of the at least one electric heater, flow temperature downstream of the at least one electric heater, power input to the at least one electric heater, parameters derived from physical characteristics of the heating system, and combinations thereof.
  • the at least one electric heater can be any heater suitable to heat an exhaust fluid.
  • Example electric heaters include but are not limited to a band heater, a bare wire resistive heating element, a cable heater, a cartridge heater, a layered heater, a strip heater, a tubular heater, and combinations thereof.
  • the physical characteristics may include, by way of example, resistance wire diameter, MgO (insulation) thickness, sheath thickness, conductivity, specific heat and density of the materials of construction, heat transfer coefficient, and emissivity of the heater and fluid conduit, among other geometrical and application related information.
  • the system of FIG. 1 includes the DOC 22 disposed downstream from the heater assembly 28.
  • the DOC 22 serves as a catalyst to oxidize carbon monoxide and any unburnt hydrocarbons in the exhaust gas.
  • the DOC 22 converts nitric oxide (NO) into nitrogen dioxide (NO2).
  • the DPF 24 is disposed downstream from the DOC 22 to assist in removing diesel particulate matter (PM) or soot from the exhaust gas.
  • the SCR 26 is disposed downstream from the DPF 24 and, with the aid of a catalyst, converts nitrogen oxides (NOx) into nitrogen (N2) and water.
  • a urea water solution injector 27 is disposed downstream from the DPF 24 and upstream from the SCR 26 for injecting urea water solution into the stream of the exhaust gas.
  • urea water solution is used as the reductant in the SCR 26, NOx is reduced into N2, FI2O and CO2.
  • data from the engine system 10 described above is used in a mathematical model to predict various temperatures, including heater temperature, exhaust inlet temperature, and exhaust outlet temperature, among others, without the use of physical sensors.
  • These models have been developed for both transient and non-transient systems and are applicable to a variety of heater types and fluid flow applications. Accordingly, the various forms provided herein of a tubular heater and an engine exhaust should not be construed as limiting the scope of the present disclosure.
  • a“heater sheath” temperature is merely exemplary, and the calculated temperature may be for any component of any type of heater such as a band heater, a bare wire resistive heating element, a cable heater, a cartridge heater, a layered heater, a strip heater, or a tubular heater, among others.
  • A“layered heater” has been previously defined in U.S. Patent No. 7,196,295, which is commonly assigned with the present application and the contents of which are incorporated herein by reference in their entirety.
  • a tubular heater is used as an example type of heater used in the heater assembly 28 and is illustrated and generally indicated by reference numeral 40.
  • the tubular heater 40 comprises a resistive heating element 42 disposed within a sheath 44, and an insulation material 46 disposed therebetween, such as by way of example, a compacted magnesium oxide (MgO).
  • the tubular heater 40 also may include power pins 50 and seals 52.
  • the present disclosure provides for a control system and methods of controlling an electric heater that generally include a device/apparatus that uses inputs, such as mass flow or flow velocity, flow temperature either upstream or downstream of the heater, heater power input, and parameters derived from physical characteristics of the system, to then modulate power to the heater based on these inputs.
  • inputs such as mass flow or flow velocity, flow temperature either upstream or downstream of the heater, heater power input, and parameters derived from physical characteristics of the system
  • Equation 1 is used to calculate the temperature of the sheath 44 (T s ):
  • M fuel mass flow rate of fuel
  • Min inlet mass air flow (MAF) rate
  • P r Prandtl number of air taken at gas temperature
  • Pr s Prandtl number of air taken at sheath temperature; ST transverse distance between elements;
  • Re D.max Reynolds number for a given diameter and velocity maximum
  • N L Number of elements
  • N L 1 ; when evaluating 6 elements, N L starts at 0.7 and increases to 0.92 as each element is analyzed.
  • an outlet temperature after each element within the fluid flow stream can be calculated/modeled, thus reducing the need for additional temperature sensors.
  • the outlet temperature is calculated according to Equation 2 below:
  • T out 1 outlet temperature after heating element 1 ;
  • temperatures can be predicted without the use of physical sensors throughout a fluid flow system.
  • using the equations as set forth herein results in a quicker response time due to the lag time associated with physical sensors, and especially in transient systems. Better accuracy and quicker response times also allows for using heaters that operate at higher temperatures, therefore providing improved performance and decreasing safety margins.
  • a failure mode of a physical sensor is removed by the present disclosure.
  • Equation 1 is for steady state, a further underlying equation is used for virtual sensing as disclosed herein, namely, Equation 3:
  • T out heater outlet temperature
  • m viscosity of air.
  • T s is determined by a system of equations using inputs of set point, mass flow, and inlet temperature to calculate system temperatures.
  • the present disclosure further provides for predictive/proactive control of the heater 40.
  • system data such as torque demand, pedal position, and increased manifold absolute pressure (MAP)/boost/engine timing can be converted into a mass flow rate, which can then be provided to the control system to determine desired heater power in advance of when the power is needed, rather than relying on a delayed response to a physical sensor.
  • MAP manifold absolute pressure
  • boost/engine timing can be converted into a mass flow rate, which can then be provided to the control system to determine desired heater power in advance of when the power is needed, rather than relying on a delayed response to a physical sensor.
  • T h absolute heater temperature
  • T se absolute sensor temperature
  • V f view factor (portion of heater radiation that strikes sensor);
  • the heater can be fully mathematically quantified such that the system frequency response of all materials comprising the heater can be determined from mass air flow (MAF) rate, heater inlet temperature, and applied power.
  • the frequency response of the heater to changing engine and exhaust conditions or general system disruptions can be reduced, allowing the heater to have a faster feedback response. This then improves control over heater element temperature, allowing the heater to have a higher watt density (watts per unit length, watts per unit area, or watts per unit volume) and better durability, as temperature fluctuations are reduced.
  • System representations can be simplified into a form the control microprocessor can utilize with reduced effort. Further, the present disclosure can simplify a relatively complex math process into tabulated form to reduce processing power and defined expected states.
  • mass air flow shall be construed to include these and other methods of obtaining mass air flow.
  • the present disclosure takes inputs from a variety of devices, such as by way of example, engine, exhaust, electrical power, and heater, executes various algorithms, and then generates output such as actual power consumption, exhaust temperature, heater temperature, diagnostics, and exhaust mass flow.
  • the engine inputs/parameters may include exhaust temperature and exhaust flow; and the heater inputs/parameters may include heater power, geometry, and coefficients.
  • the system model may include a heater model, wire temperature and sheath temperature, and at least one control algorithm. The outputs may then include exhaust temperature, exhaust flow, and diagnostics.
  • the virtual sensing system functions in a diagnostic mode to compare a response of the heater 40 to a known applied power to determine if the overall exhaust aftertreatment system 18 is degrading, has reduced efficiency, or if there is a defect in the exhaust aftertreatment system 18.
  • the virtual sensing system may allow for the removal of a catalyst inlet temperature sensor, thus reducing the cost and complexity of the overall exhaust aftertreatment system 18. If the catalyst inlet temperature sensor remains in the exhaust aftertreatment system 18, its output can be compared to the calculated/predicted heater outlet temperature provided by the virtual sensing system and any mismatch therebetween can trigger a diagnostic trouble code within an engine control unit (ECU).
  • ECU engine control unit
  • the virtual sensor system of the present disclosure can be integrated with a model-based design (e.g., Simulink) to improve transient performance and allow better characterization of the heater system.
  • a model-based design can adjust parameters/characterization of the virtual sensor system based on a specific application other than the diesel exhaust application as used herein.
  • the use of a virtual sensor system further reduces the uncertainty of knowing the actual resistive element (e.g., wire) temperature and allows safety margins to be reduced, increased watt density and less heater surface area, thus resulting in a more efficient and less costly heater.
  • the actual resistive element e.g., wire
  • the control system as disclosed herein may also control power to the heater by a calculated, or virtual temperature of the resistive heating element, such as a resistive wire.
  • a calculated, or virtual temperature of the resistive heating element such as a resistive wire.
  • a resistive wire such as a resistive wire.
  • controlling by virtual wire temperature overcomes the thermal inertia of the insulation and sheath. This results in less temperature variation on the wire, which improves reliability.
  • Such an approach also reduces the cyclic load on a power source, allowing for smoother power delivery and less strain on the power source.
  • the present disclosure further provides for an engine system 10 including a control system for the heating system of the exhaust system as previously described.
  • the control device is adapted to receive engine inputs selected from the group consisting of engine parameters, exhaust parameters, electrical power output, heater parameters, and the device is operable to generate output selected from the group consisting of power consumption, exhaust temperature, heater temperature, diagnostics, exhaust mass flow rate, and combinations thereof.
  • the control system is further operable to diagnose degrading engine system components.
  • the control system is in communication with an engine control unit and adapted to trigger a diagnostic trouble code when a determined parameter is mismatched with a preset parameter.
  • the present disclosure further includes a method 100 of predicting temperature of at least one location in a fluid flow system having a heater disposed in a heating system for heating fluid.
  • the method includes obtaining a mass flow rate of fluid flow of the fluid flow system 1 10, obtaining at least one of a fluid outlet temperature and a fluid inlet temperature of the heater 120, obtaining power provided to the heater 130, and calculating temperature at the at least one location based on a model of the fluid flow system and the obtained mass flow rate and fluid outlet and inlet temperatures 140.
  • the at least one location can be on a heating element of the at least one electric heater of the heating assembly.
  • the model can include the temperature prediction models as previously described above.
  • the process can further be integrated with a model-based design.
  • the present disclosure further provides another method 200 of predicting outlet temperature after each of a plurality of resistive heating elements in a heater system disposed in a fluid flow system for heating fluid.
  • the method includes obtaining a mass flow rate of fluid flow of the fluid flow system 210, obtaining a fluid inlet temperature to at least one resistive heating element 220, obtaining power provided to each resistive heating element and characteristics of the fluid flow system that relate power input to each resistive heating element to power transferred to the fluid flow 230, and calculating the outlet temperature based on a model of the fluid flow system 240.
  • model should be construed to mean an equation or set of equations, a tabulation of values representing the value of a parameter at various operating conditions, an algorithm, a computer program or a set of computer instructions, a signal conditioning device or any other device that modifies the controlled variable (e.g., power to the heater) based on predicted/projected/future conditions, wherein the prediction/projection is based on a combination of a priori and in-situ measurements.
  • controlled variable e.g., power to the heater
  • the heater control module 30 may be configured to control operation of the heater assembly 28 and to modulate power to the heater assembly 28.
  • the heater control module 30 may be integrated or communicated with the engine 12 to allow for treatment of the exhaust gas in the exhaust aftertreatment system 18 without compromising the fuel efficiency or with less disturbance to the fuel efficiency.
  • the heater may be activated solely based on the conditions of the exhaust system, such as the temperature of the exhaust gas, without considering the conditions of the engine and the battery.
  • Such control may compromise the fuel efficiency.
  • actuating the heater in this state causes an increased demand for power.
  • the increased demand for power may cause the vehicle to switch from the charge-depleting mode to an engine running mode if the battery state of charge is low, thereby undesirably increasing fuel consumption.
  • the heater control module 30 of the heating system 20 for the exhaust aftertreatment system 18 may be configured to control one or more electric heaters of the heater assembly 28 in a way to reduce emissions from the exhaust aftertreatment system 18 while taking fuel efficiency into consideration.
  • the one or more electric heaters of the heater assembly 18 are disposed in an exhaust fluid flow pathway.
  • the heater control module 30 includes a control device 31 configured to receive at least one input relating to the conditions of the engine, the battery, the alternator, the heater, the aftertreatment component of the exhaust aftertreatment system 18, as well as the temperature along the exhaust fluid flow pathway of the exhaust aftertreatment system 18 and to modulate power to the heater assembly 18 accordingly.
  • the engine-related condition may be represented by a predetermined or desired temperature profile.
  • the at least one input may also relate to the conditions of the battery, the alternator, the heater, the aftertreatment component of the exhaust aftertreatment system 18.
  • the at least one input may be selected from the group consisting of temperature readings along the exhaust fluid flow pathway, alternator power, alternator current, alternator voltage, battery power, battery current, battery voltage, battery state of charge (SOC), inlet air throttle (IAT) and exhaust air throttle (EAT) profiles, exhaust gas recirculation (EGR), mass flow rate of an exhaust fluid flow, NH 3 slip, temperature coefficient of resistance (TCR) characteristics of the electric heater, alternator speed, engine speed, state of aging of an aftertreatment component, state of aging of engine, aging degradation characteristics, a dosing rate of a diesel exhaust fluid (DEF), a temperature of the DEF, NH3 storage condition of aftertreatment system, injection timing retard, cylinder cut-out, variable valve manipulation, turbocharger bypass, intake air pre-heating, late post injection, ambient temperature, and combinations thereof.
  • EGR exhaust gas recirculation
  • TCR temperature coefficient of resistance
  • control device 31 is operable to modulate and adjust power to the heater assembly 28 continuously or at a predetermined interval. Different power/heating output is provided by the heater assembly 28 to heat the exhaust gas in the exhaust aftertreatment system 18 as a function of the at least one input.
  • state of aging of a component refers to the time and temperature history of the component.
  • the IAT-EAT profiles may include a temperature-mass flow profile, a temperature-engine speed profile, a temperature-engine speed profile, a temperature-load profile, or a temperature-engine condition profile. All of these profiles have different temperature targets based on engine conditions.
  • the one or more electric heaters of the heater assembly 18 may include one or more resistive elements.
  • the control device 31 may modulate power to the heater assembly 18 based on a calculated temperature of the resistive element(s).
  • the temperature readings are relative to a threshold value to adjust or modify the output of the heater assembly 28 such that different power outputs are provided by the heater assembly 28 below and above the threshold value.
  • the temperature readings may be an inlet temperature of a selective catalytic reduction (SCR) device 26.
  • SCR selective catalytic reduction
  • a higher power output is provided by the heater assembly 28 when the SCR inlet temperature is below the threshold value.
  • a lower power output is provided by the heater assembly 28 when the SCR inlet temperature is above the threshold value.
  • the higher power output includes an increase in magnitude and/or rate of power increase.
  • the control device 31 may include a power switch 40, a controller 42, a mass flow limit table 44, and a power output limit device 46.
  • the controller 42 may be a PID controller, a predictive feedback controller, a model based controller, or any controller known in that art that can control heater power output.
  • the controller 42 may be used to control the heater power based on the temperature readings. However, when the temperature readings are below the threshold value and higher heater power output or a fast heating is desired, the control device 31 may bypass or override the controller 42 and the heater power is provided using a mass flow limit table 44 and a power output limit device 46.
  • the at least one input is constantly or regularly monitored. When the at least one input has increased to reach the threshold value, the control of the heater assembly 28 may be switched to the PID control with limits. Alternatively, the control of the heater assembly 28 may be based on a predetermined algorithm 48.
  • Improving NOx conversion during cold exhaust conditions can achieve optimal fuel saving.
  • Faster heating during cold exhaust conditions can improve NOx conversion when the exhaust is cold, thereby allowing the engine to be run at relatively lower temperature when the exhaust later becomes warmer to save fuel.
  • Faster heating during cold exhaust conditions may be achieved by ramping up the power to the heater to provide more heat .
  • Advancing fuel injection timing can also improve fuel savings. Therefore, the engine calibration may be modified to supply additional heat along with operation of the heater assembly 18 when more heat is needed.
  • the fuel used during cold exhaust conditions is typically a smaller portion of the overall fuel usage. By using more fuel than typically required when exhaust temperatures are low, a faster heating can be achieved, thereby achieving better NOx conversion.
  • the better NOx conversion during cold exhaust conditions enables a reduced NOx conversion when the exhaust later becomes warmer. Therefore, the temperature for NOx conversion when the exhaust is warmer may be lowered to reduce fuel consumption.
  • the heater power can also be minimized when the exhaust is warmer.
  • condition-based setpoints instead of a single fixed setpoint, are used to more closely match a desired engine-condition-based temperature profile.
  • the desired setpoints vary with engine conditions.
  • the at least one input may include battery current or battery state of charge.
  • the heater power is limited when the battery state of charge is lower than a threshold value. Therefore, the heater assembly 28 may be controlled to be limited based on engine/alternator speed or based on change in voltage over time.
  • NH3 slip occurs when excessive ammonia is injected in the SCR device 26 or when SCR temperature increases and NH3 storage capacity is reduced.
  • the heater power is lower when the NH3 slip exceeds a threshold value and is higher when the NH3 slips is below the threshold value.
  • the power switch 40 of the control device 31 may be used to control the power to the heater assembly 28.
  • the power switch 40 may cause pulsed current/power to be supplied to the heater assembly 28.
  • Power is pulsed to control current supply to the heater assembly 28.
  • voltage and average current are used to calculate the power to the heater assembly 28.
  • a mass flow limit table 44 or an algorithm 48 may be used to protect the heater assembly 28 and the heater assembly 28 can be made smaller.
  • the heater assembly 28 is controlled to provide heating to the exhaust gas in the exhaust aftertreatment system 18 taking the fuel efficiency into consideration. Therefore, the heater assembly 28 is operated in a way to provide more precise thermal control to meet emission requirements while conserving fuel through optimization.
  • the heater assembly 28 may be controlled differently based on whether at least one input is below or above a threshold value or may be controlled differently in a plurality of heating modes.
  • the at least one input includes parameters relating to the conditions of the engine, the conditions of the battery, the conditions of the alternator, the conditions of an aftertreatment component, and the conditions of the heater, as well as temperature of the exhaust aftertreatment system.
  • the plurality of heating modes are also based on the conditions of the engine, the battery, the alternator, the aftertreatment component, the heater, as well as the temperature of the exhaust aftertreatment system.
  • the heater power is limited based on power measurement and based on duty cycle to reduce fuel consumption. By limiting the heater power, heating the exhaust gas to a single setpoint particularly during a time of generally lower engine speed and load is avoided. By limiting the heater power, switching the vehicle from an EV mode to an engine running mode (where the alternator recharges the battery) is avoided. Power limit varies with mass flow (or engine-based map).
  • the heater assembly 28 may also be used to manage NH3 storage, thereby controlling NH3 slip.
  • the temperature of the heater assembly 28 is controlled based on power measurement (in the context of engine, alternator, battery, etc.). Moreover, in order to conserve fuel, the temperature setpoints vary at different engine conditions. As a result, fuel can be used more efficiently while NOx emissions can be controlled within a range to meet government regulations.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

La présente invention concerne un système de commande qui comprend un dispositif de chauffage électrique disposé à l'intérieur d'une voie d'écoulement de fluide d'échappement, ainsi qu'un dispositif de commande pour recevoir au moins une entrée sélectionnée dans le groupe constitué par des lectures de température le long de la voie d'écoulement de fluide d'échappement, la puissance/le courant/la tension d'alternateur, la puissance/le courant/la tension/l'état de charge de la batterie, des profils IAT et EAT, un débit massique d'un flux de fluide d'échappement, une fuite de NH3, des caractéristiques TCR du dispositif de chauffage, une vitesse d'alternateur, une vitesse de moteur, un état de vieillissement d'un composant de post-traitement, un état de vieillissement de moteur, des caractéristiques de dégradation de vieillissement, un taux de dosage et une température de DEF, un état de stockage de NH3 de système de post-traitement, une température ambiante et des combinaisons de ceux-ci. Le dispositif de commande module la puissance vers le dispositif de chauffage sur la base de la au moins une entrée, de sorte que le dispositif de chauffage fournisse une sortie de chauffage variable en continu pendant le fonctionnement du système d'échappement.
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CN114183264B (zh) * 2021-12-16 2023-09-15 潍柴动力股份有限公司 一种发动机运行模式的控制方法及装置
CN115751358A (zh) * 2022-10-27 2023-03-07 广西电网有限责任公司电力科学研究院 一种适于低负荷脱硝的烟气辅助加热系统及控制方法
CN116291823A (zh) * 2023-04-08 2023-06-23 潍柴动力扬州柴油机有限责任公司 一种通过进气节流阀与排气节流阀共同作用的后处理热管理装置及方法
CN116291823B (zh) * 2023-04-08 2025-08-19 潍柴动力扬州柴油机有限责任公司 一种通过进气节流阀与排气节流阀共同作用的后处理热管理装置及方法

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