Method to determine the quantity of metal powders accumulated in a particulate filter for an internal combustion engine

1. A method to determine the actual quantity ({dot over (m)} ASH ) of metal powders or ashes trapped in a particulate filter ( 10 ) for an internal combustion engine ( 1 ) of a vehicle comprising the steps of:

estimating a first value of the quantity ({dot over (m)} ASH _ EST ) of metal powders trapped in the particulate filter ( 10 ) based on a first model ( 20 , 21 , 22 , 23 ) using measured and/or given physical quantities;

measuring a second value of the quantity ({dot over (m)} ASH _ M ) of metal powders trapped in the particulate filter ( 10 ) based on a second model ( 24 ), which uses the pressure drop (ΔP) at the ends of the particulate filter ( 10 ) for which the quantity ({dot over (m)} ASH _ M ) of metal powders trapped in the particulate filter ( 10 ) is responsible, and the volume flow rate ({dot over (m)} EXH ) of the exhaust gases produced by the internal combustion engine ( 1 ) and flowing into the particulate filter ( 10 ); said measuring step comprises the sub-steps of:

detecting the pressure drop (ΔP) at the ends of the particulate filter ( 10 ) through a differential pressure sensors ( 14 ) at the ends of the particulate filter ( 10 );

determining a quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 );

determining the pressure drop (ΔP) at the ends of the particulate filter ( 10 ) for which the quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) is responsible; and

calculating the pressure drop (ΔP) at the ends of the particulate filter ( 10 ) for which the quantity ({dot over (m)} ASH _ M ) of metal powders trapped in the particulate filter ( 10 ) is responsible through the difference between the pressure drop (ΔP) at the ends of the particulate filter ( 10 ) and the pressure drop (ΔP) at the ends of the particulate filter ( 10 ) for which the quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) is responsible;

updating the first value as a function of the second value of the quantity ({dot over (m)} ASH _ M ) of metal powders trapped in the particulate filter ( 10 ); and

determining the actual quantity ({dot over (m)} ASH ) of metal powders or ashes trapped in the particulate filter ( 10 ) as a function of the update of the first value.

2. A method according to claim 1 and comprising a step in which to check whether a quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) is equal to zero before using said measure model ( 24 ) in order to determine the measured value of the quantity ({dot over (m)} ASH _ M ) of metal powders trapped in the particulate filter ( 10 ).

3. A method according to claim 1 , wherein said first value is determined based on the first model ( 20 , 21 , 22 , 23 ) using the following measured and/or given physical quantities:

speed (rpm) of rotation of the internal combustion engine ( 1 );

load (c) of the internal combustion engine ( 1 );

quality and quantity ({dot over (m)} FUEL ) of fuel used by the internal combustion engine ( 1 );

quantity of oil consumed by the internal combustion engine ( 1 ).

4. A method according to claim 1 , wherein said first value is determined based on the first model ( 20 , 21 , 22 , 23 ) using the physical quantities such as the number of kilometres covered by the vehicle.

5. A method according to claim 1 , wherein the sub-step of determining a quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) involves:

recognizing an engine cut-off condition, in which the delivery of fuel to the injectors of the internal combustion engine ( 1 ) is interrupted; and

causing the quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) to be equal to zero; wherein the pressure drop (ΔP) at the ends of the particulate filter ( 10 ) for which the quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) is responsible is equal to zero.

6. A method according to claim 5 , wherein the engine cut-off condition is maintained for a time interval (Δt) with a predetermined duration.

7. A method according to claim 1 , wherein the sub-step of determining a quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) involves:

recognizing an active regeneration condition of the particulate filter ( 10 ); and

causing the quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) to be equal to zero; wherein the pressure drop (ΔP) at the ends of the particulate filter ( 10 ) for which the quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) is responsible is equal to zero.

8. A method according to claim 7 , wherein the active regeneration step of the particulate filter ( 10 ) has a duration that is at least equal to a predetermined value (Δt*).

9. A method according to claim 1 , wherein the sub-step of determining a quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) involves using a third model using measured and/or given physical quantities.

10. A method according to claim 1 , wherein the actual quantity ({dot over (m)} ASH ) of metal powders or ashes trapped in a particulate filter ( 10 ) is used to update a quantity ({dot over (m)} GPF ) of particulate trapped in the particulate filter ( 10 ) calculated based on an estimation model ( 26 ) using measured and/or given physical quantities.

11. A method according to claim 1 , wherein the actual quantity ({dot over (m)} ASH ) of metal powders or ashes trapped in a particulate filter ( 10 ) is used to update a an efficiency (η GPF ) of the particulate filter ( 10 ).