CN103541791A - Ammonia storage control - Google Patents

Ammonia storage control Download PDF

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Publication number
CN103541791A
CN103541791A CN201310289990.0A CN201310289990A CN103541791A CN 103541791 A CN103541791 A CN 103541791A CN 201310289990 A CN201310289990 A CN 201310289990A CN 103541791 A CN103541791 A CN 103541791A
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China
Prior art keywords
motor
catalyzer
temperature
ammonia
load
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CN201310289990.0A
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Chinese (zh)
Inventor
Y·M·S·雅库伯
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • 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 ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/18—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including a device to audibly, visibly, or otherwise signal the existence of unusual or unintended speed to the driver of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • 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
    • F01N3/24—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 constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/32—Arrangements for supply of additional air using air pump
    • 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
    • F02D41/0245—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 by increasing temperature of the exhaust gas leaving the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/068—Engine exhaust temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0622—Air-fuel ratio
    • 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
    • F02D41/02—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
    • F02D2041/026—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 using an external load, e.g. by increasing generator load or by changing the gear ratio
    • 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
    • F02D2041/0265—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to decrease temperature of the 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
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • 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
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

Various methods for controlling ammonia levels stored in a catalyst by controlling exhaust gas temperatures are provided. In one embodiment, a temperature of a catalyst in an internal combustion engine is determined. If the temperature of the catalyst exceeds a first threshold at which an ammonia capacity of the catalyst for the temperature is below a current stored ammonia level in the catalyst, a load of the engine is reduced including adjusting a torque output of a motor operatively coupled to the engine.

Description

Ammonia storage is controlled
The cross reference of related application
The application requires the preference of the German patent application submitted on July 11st, 2012 numbers 102012212051.3, and its full content is incorporated to by reference at this, for all objects.
Technical field
The present invention relates to be controlled at the method for the ammonia level of storing in the catalyzer of internal-combustion engine (explosive motor).
Background technique
Internal-combustion engine can comprise that one or more are configured for the catalyzer of the emission level that reduces to produce in fuel combustion process.For example, selective catalytic reduction (SCR) catalyzer can be used for reducing the level of the nitrogen oxide (NOx) discharging after fuel combustion.SCR catalyzer can be used one or more reducing agents, to strengthen the conversion of NOx, as ammonia.For given temperature, SCR catalyzer has the storage capacity that decision can be stored in the reducing agent level in catalyzer.The temperature of delivery temperature and SCR catalyzer can be controlled to guarantee exist enough reducing agent levels to transform demand to meet NOx in catalyzer.
In certain methods, urea water is stored in tank, and in the upstream of SCR catalyzer, injects under the sufficiently high delivery temperature that promotes urea to transform to ammonia exists.Under SCR catalyzer exists, ammonia can be used for reducing NOx level.After Urea Transformation, ammonia can be stored in SCR catalyzer, makes when delivery temperature is not enough to promote Urea Transformation---and for example, during cold start-up, ammonia can be used for NOx and transforms.
Summary of the invention
Inventor has been familiar with the problem to these methods herein.For example, if the moment of torsion that vehicle operator requires increases suddenly, the ammonia being stored in SCR catalyzer may suddenly and unexpectedly be discharged in surrounding environment.The escaping of ammonia in this example can be by because the delivery temperature that the increase of driver requested moment of torsion causes is increased sharply, institute causes, because these temperature have surpassed the temperature of guaranteeing ammonia storage in catalyzer.The escaping of ammonia causes again NOx to be discharged into the increase of surrounding environment.
Provide for coming control store at the whole bag of tricks of the ammonia level of catalyzer by controlling delivery temperature.
In an example, determine the temperature of catalyzer in internal-combustion engine.If the temperature of catalyzer surpasses first threshold---this threshold value for the ammonia capacity of the catalyzer of described temperature lower than catalyzer in the ammonia level of current storage, reduce engine load, comprise the moment of torsion output of adjusting the motor that is operably connected to motor.
Like this, in preventing the escaping of ammonia and being discharged into surrounding environment in, can provide ammonia to transform to guarantee sufficient NOx to catalyzer.Therefore, by this operation, obtained technique effect.
Separately or by reference to the accompanying drawings, from embodiment below, the above-mentioned advantage of this specification and other advantage and feature will easily be understood.
Should be appreciated that it is the conceptual choice further describing in order to introduce in simplified form that foregoing invention content is provided in embodiment.This is not intended to confirm key or the essential feature of claimed subject, and the scope of its protection theme is defined by the following claims uniquely.In addition, claimed theme is not limited to solve in the above or the executive mode of any shortcoming of mentioning in any part of the present disclosure.
Accompanying drawing explanation
Fig. 1 schematically shows the vehicle with hybrid drive system.
Fig. 2 illustrates the block diagram of turbosupercharged engine.
Fig. 3 illustrates explanation for being controlled at the flow chart of the method for the ammonia level that catalyzer stores.
Fig. 4 illustrates ammonia in the catalyzer that is stored in Fig. 3 as the schematic diagram of the function of temperature.
Embodiment
In some internal-combustion engines, in the upstream of catalyzer, introduce urea, and it under existing, sufficient temp is converted into ammonia.Ammonia is used as reduction agent (for example, reducing agent) to promote being converted into other compound at the NOx of catalyzer place.Yet, in this method, there are some challenges.Because Urea Transformation is ammonia occurs in environment temperature and can not occur when not high enough, this conversion (for example, cold start-up) in the time of some of power operation can not occur.In order to make up, ammonia can be stored in catalyzer and when can not transforming and use.Yet, need the temperature of accurately controlling delivery temperature and catalyzer fully to transform to guarantee NOx, and these temperature are no more than the level that ammonia is discharged into (for example the escaping of ammonia) in surrounding environment.
The whole bag of tricks that carrys out the ammonia level of control store in catalyzer by controlling delivery temperature is provided.In one embodiment, determine the temperature of catalyzer in internal-combustion engine.If the temperature of catalyzer surpasses first threshold---this threshold value for the ammonia capacity of the catalyzer of described temperature lower than catalyzer in the ammonia level of current storage, reduce engine load, comprise the moment of torsion output of adjusting the motor that is operably connected to motor.Fig. 1 schematically shows the vehicle with hybrid drive system.Fig. 2 illustrates the block diagram of turbosupercharged engine.The motor of Fig. 2 comprises the controller that is configured for the method for describing in execution graph 3.Fig. 4 illustrates ammonia in the catalyzer that is stored in Fig. 3 as the schematic diagram of the function of temperature.
With reference to figure 1, this figure has schematically described the vehicle with hybrid drive system 1.Hybrid drive system 1 comprises the internal-combustion engine 2 that is connected to speed changer 3, herein, specifically with reference to figure 2, further describes internal-combustion engine 2.Speed changer 3 can be manual transmission, automatic transmission or their combination.Further, can comprise various other assemblies, if torque-converters and/or other gear drive are as final transmission device etc.Speed changer 3 is shown and is connected to driving wheel 4, driving wheel 4 contacts again road surface 5.
In this example mode of execution, hybrid drive system also comprises energy conversion device 6, and it can comprise motor, generator etc., and their combination.Energy conversion device 6 can drive and is connected to motor 2 and driven and be connected to driving wheel 4 by speed changer 3.Energy conversion device 6 is shown and is further connected to energy storage device 7, it can comprise battery, capacitor, flywheel, pressurized container etc.Can from vehicle movement and/or motor, absorb energy by operating energy conversion equipment, and the energy that conversion absorbs is the form of energy (namely, providing generator operation) that is suitable for energy storage device storage.Also can operating energy conversion equipment to provide output (power, merit, auxiliary torque, speed etc.) (namely, providing motor operated) to driving wheel 4 and/or motor 2.Be to be understood that, in some embodiments, energy conversion device only can comprise a motor, only generator or motor and generator the two etc. for various other assemblies of suitable transformation of energy are provided between energy storage device and driving wheel of vehicle and/or motor.
Between motor 2, energy conversion device 6, speed changer 3 and driving wheel 4 describe and connect to represent the transmission of mechanical energy from an assembly to another, yet connection between energy conversion device and energy storage device can represent that various form of energy are as the transmission of electric energy, mechanical energy etc.For example, moment of torsion can transmit to drive driving wheel of vehicle 4 by speed changer 3 from motor 2.As mentioned above, energy storage device 6 can be configured to generator mode and/or motoring mode operation.In generator mode, system 6 absorbs some or all of output from motor 2 and/or speed changer 3, and it has reduced to be passed to the driver output amount of driving wheel 4, or is passed to the braking torque amount of driving wheel 4.This operation can be used for such as realizing the efficiency increase by regenerative braking, the engine efficiency improving etc.Further, the output that energy conversion device receives can be used for to energy storage device 7 chargings.In motoring mode, energy conversion device can provide machinery output to motor 2 and/or speed changer 3, for example, by utilization, be stored in the electric energy in battery.
Combination drive mode of execution can comprise full hybrid system, and wherein vehicle can only rely on motor, only relies on energy conversion device (for example motor) or both combinations to travel.Also can apply auxiliary or slight mixed configuration, wherein motor is main source of torque, and hybrid drive system for example turns round, optionally to transmit auxiliary additional torque, in stepping on accelerator pedal or other situation.Further, also can use starting arrangement/generator and/or intelligent AC generator system.In addition, can provide additional torque by suitable extra power 8.Each assembly of describing above with reference to Fig. 1 can be controlled by vehicle control device, as described with reference to figure 2 below.
By above-mentioned, should be appreciated that exemplary hybrid drive system can carry out various operator schemes.Complete, mix in executive mode, for example, drive system available energy conversion equipment 6(for example, electric motor) as the unique source of torque that promotes vehicle, operate.This " pure electronic " operator scheme can be during braking, low speed, application when running into traffic light and stopping etc.In another kind of pattern, ato unit 2, and as unique source of torque of power is provided to driving wheel 4.In another pattern---it can be described as " assisting " pattern, the moment of torsion cooperation that standby source of torque 6 can be supplemented and be provided with motor 2.As implied above, energy conversion device 6 can also operate with generator mode, wherein from motor 2 and/or speed changer 3, absorbs moment of torsion.In addition, energy conversion device 6 can be used for motor 2 for example, increases or absorbs moment of torsion in the conversion between different combustion modes (, the conversion between spark ignition modes and ignition by compression pattern) process.
Turn to now Fig. 2, show the illustrative diagram of example motor 2, it can be included in the drive system of automobile.Motor 2 is shown and there are four cylinders 30.Yet, according to the disclosure, can use other number of cylinders.Motor 2 can pass through control system at least in part---and comprise controller 12, and control via the input of input device 130 by vehicle operator 132.In this example, input device 130 comprises accelerator pedal and for generation of the pedal position sensor 134 of proportional pedal position signal PP.Each firing chamber of motor 2 (namely, cylinder) 30 can comprise that piston (not shown) is positioned at chamber wall wherein.Piston can be connected to bent axle, makes the to-and-fro motion of piston can be converted into rotatablely moving of bent axle.Bent axle 40 can be connected to by intermediate conveyor system (not shown) at least one driving wheel of vehicle.Further, starter motor can be connected to bent axle 40 by flywheel, to realize the start-up function of motor 2.
Firing chamber 30 can receive air inlet from intake manifold 44 by intake duct 42, and can discharge combustion gas by air outlet flue 48.Intake manifold 44 and gas exhaust manifold 46 can optionally communicate with firing chamber 30 by suction valve and outlet valve (not shown) separately.In these mode of executions, firing chamber 30 can comprise two or more suction valves and/two or more outlet valves.
Oil nozzle 50 is shown and is directly connected to firing chamber 30, with the pulse width of the signal FPW with receiving from controller 12 by direct injection therein pro rata.By this way, oil nozzle 50 provides and is called as 30 direct fuel injections to firing chamber.For example, oil nozzle can be arranged on a side of firing chamber or on firing chamber.Fuel can be by comprising that the fuel system (not shown) of fuel tank, petrolift and fuel rail transmits to oil nozzle 50.In some embodiments, in the structure being called as in the suction port that fuel air road is injected into each 30 upstream, firing chamber is provided, firing chamber 30 comprises the oil nozzle being arranged in intake manifold 44 alternatively or extraly.
Intake duct 42 can comprise the closure 21 and 23 respectively with Rectifier plate 22 and 24.In this instantiation, Rectifier plate 22 and 24 position can be changed by controller 12 by providing to the signal of the driver comprising together with 23 with closure 21.In a kind of example, driver can be motor driver (for example, electric motor), a kind of structure that is commonly called Electronic Throttle Control (ETC).In this way, can operate closure 21 and 23 and change the air inlet that the engine cylinders such as 30 are provided to firing chamber.The position of Rectifier plate 22 and 24 can be provided to controller 12 by throttle position signal TP.Intake duct 42 can further comprise Mass Air Flow sensor 120 and Manifold Air Pressure sensor 122, for signal MAF(Mass Air Flow is separately provided to controller 12) and MAP(Manifold Air Pressure).
Air outlet flue 48 can receive exhaust from cylinder 30.The air outlet flue 48 that exhaust sensor 128 is connected to turbine 62 and emission control system 78 upstreams is shown.For example, sensor 128 can from various for provide exhaust air/fuel than indication appropriate sensor as linear oxygen sensors or UEGO(is general or wide territory exhaust gas oxygen sensor); Bifurcation lambda sensor or EGO; In NOx, HC or CO sensor, select.
Emission control system 78 can be selective catalytic reduction (SCR) system, three-way catalyst (TWC), NOx trap, various other emission control system or their combination.For example, install 78 and can be exhaust secondary treatment system, it comprises SCR catalyzer and diesel particulate filter (DPF).In some embodiments, DPF can be positioned at the downstream of catalyzer, yet in other embodiments, DPF can be positioned at the upstream of catalyzer.DPF can power operation period carry out heat regeneration.Further, in some embodiments, in the operating process of motor 10, by operate at least one cylinder of motor within specific air/fuel ratio, can periodically reset device 78.
As shown, provide urea-spray system 82 to spray liquid urea to SCR catalyzer 71.Urea-spray system 82 comprises nozzle 84, and it is configured to spray liquid reducing agent in the exhaust flow path in air outlet flue 48, as urea liquid.In the present embodiment, the relative air outlet flue 48 of nozzle 84 is angled.In optional mode of execution, this nozzle can be parallel with air outlet flue or vertical.Further, this nozzle can comprise gas injection hardware auxiliary or hydraulic pressure.Be ejected into urea in air outlet flue 48 under certain conditions (for example, under enough heats exist) transform ammonification, then it can be used for the NOx in reduction device 78 and/or can be stored in this device, as will be described in further detail below.
Can be by being arranged in one or more temperature sensor measurement delivery temperatures of air outlet flue 48, as exhaust gas temperature sensor 49.Alternatively, can infer delivery temperature as speed, load, air fuel ratio (AFR), ignition lag etc. based on power operation situation.
At Fig. 2 middle controller 12, be shown as microcomputer, it comprises the electronic storage medium of microprocessor unit 102, input/output end port 104, executable program and calibration value---in this instantiation, be shown ROM chip 106, random access memory 108, keep-alive storage 110 and data/address bus.Controller 12 can receive various signals from being connected to the sensor of motor 2, except those signals previously discussed, also comprises the measurement from the air inlet Mass Air Flow (MAF) of Mass Air Flow sensor 120; Engine coolant temperature (ECT) from temperature transducer 112---schematically illustrated on a position in motor 2; From the hall effect sensor 118(or other type that are connected to bent axle 40) PIP Profile Igntion PickUp signal (PIP); The throttle position from throttle position sensor of having discussed (TP); And the absolute mainfold presure signal MAP from sensor 122 having discussed.Engine rotational speed signal RPM can be generated by controller 12 from signal PIP.From the mainfold presure signal MAP of manifold pressure sensor, can be used for providing vacuum in intake manifold 44 or the indication of pressure.It should be noted that the various combinations that can use the sensor, on the contrary as maf sensor and without MAP sensor or.In the process of metrological operation, MAP sensor can provide the indication of Engine torque.Further, this sensor, together with the engine speed detecting, can provide the estimated value of introducing the inflation (comprising air) in cylinder.In an example, sensor 118, it also can be used as engine rotation speed sensor, can produce the uniformly-spaced pulse of bent axle 40 each rotation of predetermined quantity.In some instances, available computers readable data is to storage medium ROM (read-only memory) 106 programming, and this mechanized data represents the instruction that can be carried out by processor 102 of other variable for carrying out the method that the following describes and expection but specifically not listing.
Motor 2 can further comprise that compression set is as turbosupercharger or mechanical supercharger, and it comprises the compressor 60 that at least one is arranged along intake manifold 44.For turbosupercharger, compressor 60 can be arranged and by turbine 62, be driven at least in part by for example axle or other shaft coupling.Turbine 62 can be arranged along air outlet flue 48.Can provide various layouts with drive compression machine.For mechanical supercharger, compressor 60 can be driven by motor and/or motor at least in part, and can not comprise turbine.Therefore the decrement, providing to one or more cylinders of motor by turbosupercharger or mechanical supercharger can change by controller 12.In some cases, turbine 62 can drive for example generator 64, to provide power by turbine drives 68 to battery 66.Then, the power from battery 66 can be used for by motor 70 drive compression machines 60.Further, sensor 123 can be arranged in intake manifold 44, for supercharging (BOOST) signal is provided to controller 12.
Further, air outlet flue 48 can comprise for migrate out the wastegate 26 of exhaust from turbine 62.In some embodiments, wastegate 26 can be multistage wastegate, and as two-stage wastegate, the first order is configured for control boost pressure and the second level is configured for to emission control system 78 increase heat fluxs.Available driver 150 operation wastegates 26, driver 150 for example can be motor driver.In some embodiments, driver 150 can be electric motor.Intake duct 42 can comprise the compressor bypass valve 27 being configured for around compressor 60 transfer air inlets.When for example needing more low pressure charging pressure, wastegate 26 and/or compressor bypass valve 27 can pass through driver (for example, driver 150) and be controlled to open by controller 12.
Intake duct 42 for example can further comprise charger-air cooler (CAC) 80(, interstage cooler) to reduce the temperature of the air inlet of turbo charged or engine driven supercharging.In some embodiments, charger-air cooler 80 can be airair heat exchanger.In other embodiments, charger-air cooler 80 can be liquid suction heat exchanger.
Further, in disclosed mode of execution, exhaust gas recirculatioon (EGR) system can send to intake duct 42 discharge portion needing by EGR passage 140 from air outlet flue 48.The amount of the EGR providing to intake duct 42 can be changed by controller 12 by EGR valve 142.Further, EGR sensor (not shown) can be arranged in EGR passage and the one or more indication in pressure, temperature and exhaust concentration can be provided.Alternatively, EGR can be by based on from maf sensor (upstream), MAP(intake manifold), MAT(manifold gases temperature) and the calculated value control of the signal of crankshaft rotational speed sensor.Further, EGR can control based on exhaust gas oxygen sensor and/or air inlet lambda sensor (intake manifold).In some cases, egr system can be used for regulating air in firing chamber and the temperature of fuel mixture.Fig. 2 illustrates high pressure egr system, and wherein EGR is sent to the downstream of the compressor of turbosupercharger from the upstream of the turbine of turbosupercharger.In other embodiments, motor can be additionally or is comprised alternatively low pressure EGR system, and wherein EGR is sent to the upstream of the compressor of turbosupercharger from the downstream of the turbine of turbosupercharger.
As shown, air pump 86 can be included and be configured in the upstream of emission control system 78 and inject air, and can comprise by the nozzle (not shown) of the camshaft (not shown) operation of the cam-actuated system (not shown) of mechanical connection.In an example, mechanical connection can comprise rotating disc (not shown), its be configured for some time open the connection between nozzle and air outlet flue 48.In one embodiment, can to air nozzle, supply with forced air by air pump 86, air pump 86 can comprise the opening and closing state being regulated by controller 12.Should be appreciated that air pump 86 and air nozzle can be stand-alone assemblies or be integrated into single device.
Fig. 3 illustrates the flow chart in the method 300 of the ammonia level of catalyzer is described for control store.Method 300 can be stored in RAM108 the CPU102 upper and controller 12 by for example Fig. 2 and carry out.With reference to motor 10, urea-spray system 82 and wherein emission control system 78 be that the mode of execution of catalyzer (for example, SCR catalyzer) is described further this method, although should understand this method, can be suitable for other applicable hardware.
302, the temperature of determining motor 10 whether lower than threshold value (for example, 100 ℃) and further the current ammonia level that is stored in catalyzer 78 whether be less than the ammonia capacity of catalyzer.The temperature of motor 10 can determine as mentioned above, for example the ECT signal based on providing by sensor 112.The physical property that the ammonia capacity of catalyzer 78 can be based in part on catalyzer pre-determines, and the parameter based on comprising catalyst temperature is further determined during power operation.Signal that catalyst temperature can provide by the sensor (not shown in Figure 2) being included in catalyzer 78 determines, or alternatively based on for example being determined by the delivery temperature of sensor 49 sensings of Fig. 2.Be stored in NOx that current ammonia level in catalyzer 78 can be based on the catalyzer of flowing through and level and their conversion efficiency of urea and determine, described conversion efficiency is partly the function (for example,, by the delivery temperature of sensor 49 sensings) of temperature.The NOx of catalyzer 78 and the level of urea of flowing through can for example detect by responsive to NOx and the escaping of ammonia, to be positioned at catalyzer downstream NOx sensor (not shown in Figure 2).
If engine temperature is lower than threshold value and be stored in ammonia in catalyzer 78 lower than its ammonia capacity (YES), method 300 advances to 304.If any in these two conditions or two do not meet (no), method stops.
304, the injected upstream urea by urea-spray system 82 at catalyzer 78.Here, can to accumulate ammonia in catalyzer, store by adjusting catalyzer 78 to air outlet flue 48 introducing urea.Urea-spray can carry out when motor 10 is substantially idle, and for example, when relevant storing cycle, because when engine restarting or cold start-up, the accumulation (for example, gather) of ammonia in catalyzer can be used for NOx reduction.This method can be favourable, because the common deficiency of main delivery temperature after cold start-up is thought the object evaporation aqueous solution of urea that produces ammonia.With regard to this respect, if can reducing NOx thereby gather the warm-up phase of enough ammonia after restarting in catalyzer, this be favourable.Should be understood that can be based on being stored in current ammonia level in catalyzer 78 and the ammonia storage capacity of catalyzer, so that the ammonia level being stored in after urea-spray in catalyzer is no more than storage capacity at the urea amount of 304 injections.Like this, can substantially prevent the escaping of ammonia.
306, determine whether the temperature of catalyzer 78 surpasses first threshold.In the temperature higher than 400 ℃, can discharge and be stored in the ammonia in catalyzer 78 and NOx reduction does not occur.Therefore, first threshold can be catalyzer 78 and does not allow the Maximum allwable temperature surpassing, and in some embodiments can be between 350 ℃ and 450 ℃.In other embodiments, Maximum allwable temperature can be between 370 ℃ and 430 ℃, and in other embodiments, between 380 ℃ and 420 ℃.If determine that the temperature of catalyzer 78 does not surpass first threshold (no), method 300 advances to 310.If the temperature of catalyzer 78 surpasses first threshold (YES) really, method 300 advances to 308.
308, reduce the load of motor 10.Load reduces to comprise one or more operations, and it comprises the rare poor and inactive motor 10 of air/fuel mixture making to cylinder 30 supplies of motor 10.Motor 10 can be such as by blocking the supply of above-mentioned FPW signal, being that stop using in the mode of execution of the spark ignition spark plug that is connected with cylinder 30 etc. is deactivated at motor 10.In some embodiments, after inactive motor 10, the energy conversion device 6 of application drawing 1 to be to drive motor 10, thus by fresh air pumping by catalyzer 78.Here, motor 10 is as reciprocator, for example, as the pumping fresh airs that driven by device 6 by the pump of catalyzer.Like this, heat is discharged from catalyzer by convection current, thus cooled catalyst.
Energy conversion device 6 can further be configured for and drive the second air pump, as the air pump 86 of Fig. 2, with pumping fresh air, passes through catalyzer 78.Similar described above, this operation can reduce by convection current the temperature of catalyzer 78.No matter whether motor 10 stops using, and can operate the second air pump to reduce catalyst temperature.
For reducing the load of motor 10, in 308 operations of taking, can further comprise by EGR passage 140 and increase the exhaust gas recirculation rate of supplying with to cylinder 30.Along with engine load declines, not just delivery temperature and exhaust volume flow reduce.Absolute exhaust quality by catalyzer 78 also usually reduces in practice, because along with load reduces, the air displacement that conventionally recirculation increases to be to reduce untreated NOx discharge, and this catalyzer of no longer flowing through then.Exhaust gas recirculatioon is the concept for reducing NOx discharge, and wherein NOx discharge can reduce along with exhaust gas recirculation rate increases significantly.Exhaust gas recirculation rate x aGRcan be by x aGR=m aGR/ (m aGR+ m fA) provide m wherein aGRthe quality and the m that represent exhaust gas recirculation fArepresent the fresh air of supplying with.For realizing the remarkable minimizing of NOx discharge, can apply high exhaust gas recirculation rate, for example about x aGR≈ 60% to 70%.
If exhaust gas recirculation is to reduce untreated NOx discharge, the absolute exhaust quality by catalyzer 78 reduces, and result is to transform relevant catalyzer waiting time increase.Further, due to exhaust gas recirculatioon, exhaust can have lower NOx concentration.In the exhaust that these two factors cause processing, amount that comprise and that be discharged into the pollutant in environment reduces.
310, determine whether the temperature of catalyzer 78 is brought down below Second Threshold.Large under the delivery temperature between 150 ℃ and 170 ℃, can there is urea evaporation of water and to the conversion of ammonia.Therefore, Second Threshold can be minimum permissible temperature, prevent catalyzer be down to lower than it, and in some embodiments can be between 120 ℃ and 200 ℃.In other embodiments, minimum permissible temperature can be between 140 ℃ and 180 ℃, and in other embodiments between 150 ℃ and 170 ℃.If determine that the temperature of catalyzer 78 is not brought down below Second Threshold (no), method 300 advances to 314.If determine that the temperature of catalyzer 78 is brought down below Second Threshold (YES) really, method 300 advances to 312.
312, increase the load of motor 10, it can comprise various operations.For example, can make the air/fuel mixture supplied with to cylinder 30 plentiful.Further, can reduce the exhaust gas recirculation rate of supplying with to cylinder.
Like this, delivery temperature and catalyst temperature can maintain can be accepted in limit, can substantially prevent the escaping of ammonia, and in some cases, motor 10 can maintain within the scope of moderate duty.Moderate duty scope can be motor for example maximum load 30% to 70%.In some embodiments, high and low-load region can be substantially and is centered at respectively these values.
312, whether the moment of torsion (for example, driver requested moment of torsion) of determining vehicle operator requirement upper punch or undershoot.Yet, tolerance can be provided, make the little deviation between the moment of torsion that provides and driver requested moment of torsion not impel compensating operation.Tolerance for example can be 2%.If driver requested moment of torsion does not also have upper punch or undershoot (both not having), method 300 stops.If driver requested moment of torsion is undershoot (UNDERSHOT), method advances to 316, wherein adjust the moment of torsion output of the motor (for example, the energy conversion device 6 of Fig. 1) that is operably connected to motor 10, total moment of torsion providing to be provided and to meet driver requested moment of torsion.If contrary driver requested moment of torsion is upper punch (OVERSHOT), method 300 advances to 318, wherein adjusts the moment of torsion of motor and exports to reduce total moment of torsion providing, and for example, by absorbing as mentioned above unnecessary moment of torsion, with generator mode, operates.The moment of torsion of the motor 10 causing due to load adjustment reduces therefore 316 and 318, to be compensated, and has guaranteed that enough ammonia is supplied with and storage and do not upset driving procedure.After 316 and 318, method 300 stops.
Be to be understood that, in some embodiments, at the load of 308 and 312 motors 10, (for example reduce and increase and therefore carry out operation that this load adjustment takes, make air/fuel lead adjustment etc. than rare lean/rich sufficient, EGR) can carry out pro rata with the ammonia level of storage in catalyzer 78, make within the ammonia level of storage maintains the ammonia capacity of catalyzer.The load adjustment that can implement motor 10 maintains the degree in its ammonia capacity to the ammonia level of storage in catalyzer 78, saves power and energy.Fig. 4 illustrates this method.
Fig. 4 for example illustrates the ammonia storage capacity 402 of catalyzer 78, particularly as the exemplary graph 400 of the function of temperature (, catalyst temperature).For in temperature T 0specific operation point, in catalyzer 78, the ammonia level 404 of storage surpasses the ammonia storage capacity 402 of catalyzer.Therefore, the load of motor 10 reduces pro rata in above-described mode and with the ammonia level of storage, and this reduces the temperature to again temperature T 1, to the ammonia level 406 of chien shih subsequently time storage, be in the degree in the ammonia storage capacity 402 of catalyzer 78.The load of motor 10 can increase with the ammonia level of storage in a similar manner pro rata.
In relative lower temperature T 2another operating point, in catalyzer 78, the ammonia level 408 of storage surpasses the ammonia storage capacity 402 of catalyzer.The load of motor 10 and the ammonia level of storage 408 reduce pro rata, reduce temperature and make the ammonia level 410 of storage be in relative lower temperature T 3the ammonia storage capacity 402 of catalyzer 78 in.The temperature of carrying out with 410 for the ammonia level 408 of a pair of storage reduces the temperature of carrying out with 406 than the ammonia level 404 for a pair of storage and reduces relative higher.
On the contrary, at relative minimum temperature T 4 storage ammonia level 412 do not impel temperature or load adjustment because this level is in the ammonia storage capacity 402 of catalyzer 78.Therefore, normally and in response to for example driver requested torque operation motor 10.
Fig. 4 is also illustrated in temperature T 0 storage ammonia level 414 how to impel to compare and under same temperature, store the load decrease that ammonia level 404 is larger.For relative larger storage ammonia level 414, the load of motor 10 reduces relatively to a greater degree, at relative lower temperature T 0, fproduce storage ammonia level 416.As mentioned above, depend on the driver requested moment of torsion of asking in this load reduces process, with respect to the servo-motor moment of torsion when reducing to provide when engine load is stored ammonia level 404 to storage ammonia level 406 to reduce, the energy conversion device 6 of Fig. 1 can provide more substantial servo-motor moment of torsion.Fig. 4 is further illustrated in temperature T 0 storage ammonia level 420 how not impel any load to reduce at all because it is below storage capacity curve.Therefore, for same temperature T 0, depend on the relative value of actual storage ammonia level and storage capacity, can use load in various degree to reduce or not applied load reduce.
Should understand plotted curve 400 and be provided as illustrative example, and to be not intended to be restrictive by any way.The ammonia of storage changes the operational condition of the catalyzer that depends on motor and be associated and characteristic as the actual curve figure of the function of temperature.
The application of the method 300 of Fig. 3 can provide several advantages.Because delivery temperature can maintain lower than the upper limit, the engine load that energy conversion device 6 compensation of Fig. 1 reduce and driver requested moment of torsion, lower delivery temperature can cause the exhaust volume flow reducing.Lower exhaust volume flow allows the catalyzer of smaller szie (for example, reduced volume) and does not reduce and transform relevant air speed, has reduced cost.Less volume can also make the more close engine arrangement of catalyzer and exhaust back pressure is not taked or be no more than unallowed value.After this, a bit there is advantage, particularly about the heating of cold start-up rear catalyst.
Method 300 also can be suitable for optional or extra entry condition.For example, the NOx concentration in catalyzer 78 downstreams or ammonia concentration can be used for starting this method.Unallowed high NOx concentration or ammonia concentration can be indicated the degenerate state of too high catalyst temperature or catalyzer.
Note, various motors and/Vehicular system configuration can be used the example comprising to control and evaluation method herein.Concrete grammar described herein can represent one or more of many processing policies, as event driven, drives interrupts, multitasking, multithreading process etc.Therefore, the exercises of elaboration, operation or function can be with described order, carry out or ignore in some cases concurrently.Similarly, for obtaining the feature and advantage of example mode of execution described herein, needn't require this processing order, but it is to provide with description for convenience of explanation.The specific strategy that one or more set forth actions or function can be depending on use repeats.Further, the action of description can indicate to enroll the code in the computer-readable recording medium in engine control system by figure.
Should understand configuration disclosed herein and method is exemplary in essence, and these embodiments should not consider in a limiting sense, because many variations are possible.For example, above technology can be used for V-6, I-4, I-6, V-1, opposed 4 cylinders and other engine types.Theme of the present disclosure comprises various system disclosed herein and is configured to and all novelties and non-obvious combination and the sub-portfolio of further feature, function and/or characteristic.
Claims are specifically noted and are regarded as novel and non-obvious some combination and sub-portfolio.These claims can be mentioned " one " element or " first " element or its equivalent.These claims should be understood to comprise being incorporated to of one or more this elements, both neither requiring nor excluding two or more this elements.By the modification of current claim or by new claim is provided in the application or related application, can claimed disclosed feature, other combination and the sub-portfolio of function, element and/or characteristic.These claims, wider, narrower, identical or different no matter scope requires than original rights, within being also deemed to be included in theme of the present disclosure.

Claims (20)

1. operate the method for explosive motor, comprising:
Delivery temperature based on described motor is controlled the load of described explosive motor;
Wherein drive the energy conversion device that is connected to described motor to be configured for from described motor absorbed power and to described motor amount of exports external power,
If wherein the temperature of at least one catalyzer of described motor surpasses Maximum allwable temperature, reduce the load of described motor, and
Wherein said energy conversion device is operating as selectable auxiliary actuator, to meet the excess power demand of request.
2. method according to claim 1, if wherein the temperature of described at least one catalyzer surpasses described Maximum allwable temperature, the described explosive motor of stopping using, and
Wherein operate described energy conversion device to meet the excess power demand of described request.
3. method according to claim 2, wherein operates described energy conversion device to drive described explosive motor, thereby pumping fresh air is by described at least one catalyzer.
4. method according to claim 1, if wherein the temperature of described at least one catalyzer surpasses described Maximum allwable temperature, the described explosive motor of stopping using, and
Wherein operate described energy conversion device to drive the second air pump, thereby pumping fresh air is by described at least one catalyzer.
5. method according to claim 1, wherein said Maximum allwable temperature is between 350 ℃ and 450 ℃.
6. method according to claim 1, wherein increases the load of described explosive motor, to improve described delivery temperature and therefore to improve the temperature of described at least one catalyzer; And
Wherein said energy conversion device is operating as selectable generator, the surplus power providing to absorb described motor.
7. method according to claim 1, if wherein the temperature of described at least one catalyzer is lower than minimum permissible temperature, increases the load of described explosive motor; And
Wherein said minimum permissible temperature is between 120 ℃ and 200 ℃.
8. method according to claim 1, wherein said explosive motor operates within the scope of moderate duty, if demand high power, described energy conversion device is operating as selectable auxiliary actuator, to meet the excess power demand of described request; And
If demand low-power wherein, described energy conversion device is operating as the surplus power that selectable generator provides to absorb described motor.
9. method according to claim 8, wherein said moderate duty scope be included in described explosive motor under given engine speed maximum load 30% and 70% between load.
10. method according to claim 1, wherein ammonia is used as reducing agent; And
Wherein operate described explosive motor, to accumulate enough large ammonia storage in described at least one catalyzer, for restarting nitrogen oxides reduction at warm-up phase.
11. 1 kinds of methods, comprising:
In response to the amount of ammonia, adjust the amount of servo-motor moment of torsion, the amount of described ammonia with respect to be connected to explosive motor SCR catalyzer storage capacity and store.
12. methods according to claim 11, if wherein the temperature of described SCR catalyzer surpasses first threshold, adjust the amount of servo-motor moment of torsion, reduce the load of described motor simultaneously, in described first threshold, the amount for the storage capacity of the described catalyzer of described temperature lower than the ammonia of storage.
13. methods according to claim 12, if wherein reduce driver requested moment of torsion undershoot after the load of described motor, adjust the amount of servo-motor moment of torsion, so that additional torque to be provided; And
If wherein reduce described driver requested moment of torsion upper punch after the load of described motor, adjust the amount of servo-motor moment of torsion, to reduce moment of torsion.
14. methods according to claim 12, the load that wherein reduces described motor comprises the described motor of stopping using.
15. methods according to claim 12, the load that wherein reduces described motor comprises that to make air/fuel mixture rare poor.
16. methods according to claim 11, if the Second Threshold that wherein temperature of described SCR catalyzer is significantly evaporated lower than urea is adjusted the amount of servo-motor moment of torsion, thereby increase the load of described motor.
17. methods according to claim 16, if wherein increase driver requested moment of torsion undershoot after the load of described motor, adjust the amount of servo-motor moment of torsion so that additional torque to be provided; And
If wherein increase described driver requested moment of torsion upper punch after the load of described motor, adjust the amount of servo-motor moment of torsion to reduce moment of torsion.
18. according to method described in claim 16, and it further comprises, if the load of described motor is in low scope, and the amount of the ammonia of storage is lower than the storage capacity of described catalyzer, at the injected upstream urea of described catalyzer.
19. 1 kinds of methods, comprising:
Reduce pro rata the load of explosive motor with the amount of ammonia, the amount of described ammonia is with respect to the storage capacity of SCR catalyzer and store; Based on delivery temperature, adjust the amount of servo-motor moment of torsion simultaneously.
20. methods according to claim 19, wherein with described catalyzer in the ammonia level stored reduce pro rata the load of described motor, make the ammonia level of storage keep below described ammonia capacity.
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