CN104246185A - 贫nox阱的脱硫工艺 - Google Patents

贫nox阱的脱硫工艺 Download PDF

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CN104246185A
CN104246185A CN201380018345.3A CN201380018345A CN104246185A CN 104246185 A CN104246185 A CN 104246185A CN 201380018345 A CN201380018345 A CN 201380018345A CN 104246185 A CN104246185 A CN 104246185A
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fuel
air
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technique
nox absorber
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CN104246185B (zh
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J.施密特
E.米歇尔
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Delphi Technologies IP Ltd
BorgWarner Luxembourg Automotive Systems SA
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    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
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    • F01N3/08Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
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    • F01N3/08Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
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    • F01N3/20Exhaust 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
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Abstract

公开了一种用于柴油内燃发动机的排出系统中的NOx吸附器的脱硫工艺,其包括:基于所测量的空气流量确定达到相对富的目标排出空燃比(AFRrich)所需要的在后燃料量(Q2);确定通过放热反应在所述NOx吸附器内达到或保持目标脱硫温度所需要的对加热有贡献的燃料值(ηQ2);计算目标空气流量(Airtgt),其对应于对扭矩有贡献的主燃料数量(Q1)连同所述对加热有贡献的燃料值(ηQ2)的基本上理论配比燃烧所需要的空气流量;并且使发动机喷射所述在后燃料量(Q2)和所述主燃料数量(Q1),同时控制空气流量以满足所述目标空气流量(Airtgt)。

Description

贫NOX阱的脱硫工艺
技术领域
本发明大致涉及用于内燃发动机的NOx阱,并且更具体地,涉及这样的NOx阱的脱硫过程。
背景技术
已经开发了各种机构,用于限制来自内燃发动机的氧化亚氮排放物。
众所周知,氮氧化物(又称NOx)在稀薄燃烧、柴油发动机和诸如NOx阱(NOx trap)——又称NOx吸附器或贫NOx阱(LNT)——的设备中特别重要,并且为此目的已经开发了选择性催化还原(SCR)系统。
NOx阱通过在贫燃料条件期间在沸石吸附器中将二氧化氮存储为硝酸盐,且在富燃料条件期间将硝酸盐释放为氮氧化物和氧气(其随后会转化为N2和H2O)来帮助减少NOx排放物。在柴油发动机中,贫NOx阱常规地将NOx吸附功能与氧化催化功能相结合。因而,LNT一般由具有吸附催化材料和氧化催化材料(以提供柴油氧化催化转化器的功能)的单一壳体构成。可替换的构造包括设置在柴油氧化催化转化器(DOC)下游的NOx阱。
NOx阱显著地减少了NOx排放物,但具有对硫中毒的敏感性。确实,硫存在在燃料和发动机油中,且趋向于以硫酸盐SO4的形式束缚到沸石吸附器上的硝酸盐位置。因为硫酸盐比硝酸盐和碳酸盐更稳定,所以硫类物质在富燃料再生工艺期间并不释放,该富燃料再生工艺被执行以释放二氧化碳和氮氧化物,即在对于NOx吸附器在150到500℃的规则操作范围内。
已经开发了各种工艺以使NOx阱脱硫。一种常规的手段是控制发动机,使得典型地通过在后燃料喷射在流过富空气-燃料混合物时使NOx阱的温度达到一般高于600℃的合适温度。但这里的困难是NOx阱的温度不应升高到可能破坏后者的水平。因此,对于再生模式,为了限制温度,在脱硫模式中发动机操作为使得排出的空气燃料混合物交替地为贫的和富的。
US7,036,489涉及一种采用车载重整器的NOx阱脱硫工艺,该车载重整器产生氢气和一氧化碳来控制在NOx阱处的操作空燃比。
发明目的
本发明的目的是提供一种用于NOx吸附器的改进的脱硫工艺。
此目的通过如权利要求1所要求保护的工艺来实现。
发明内容
根据本发明,用于操作NOx吸附器的脱硫(也称为去硫)的工艺包括活性阶段(active phase),该活性阶段包括以下步骤:
- 基于所测量的空气流量确定达到相对富的目标排出空燃比所需要的在后燃料量;
- 确定通过放热反应在NOx吸附器内达到或保持目标脱硫温度所需要的对加热有贡献的燃料值;
- 计算目标空气流量,其对应于对扭矩有贡献的主燃料数量连同所述对加热有贡献的燃料值的基本上理论配比(stoichiometric)燃烧所需要的空气流量;
- 使发动机喷射所述在后燃料量和所述主燃料数量,同时控制空气流量以满足所述目标空气流量。
本工艺提供了用于NOx阱的脱硫工艺,其不需要在富和贫的空燃比之间切换以避免过度加热,且特别好地适于柴油发动机。事实上,本工艺提供了脱硫工艺,其中能够将NOx阱的温度稳定地保持在给定脱硫温度范围内的目标温度处,同时将排出的空燃比保持在富目标值处。
为了达到恒定的目标NOx阱温度和恒定的空燃比这些目标,本工艺主要依靠两个参数:发动机中的空气流量和在后燃料的数量。喷射在发动机中的在后燃料的数量取决于对扭矩有贡献的燃料量和实际所测量的空气流量来计算。同时,控制进入到发动机汽缸中的空气流量,以按照理论配比燃烧与对扭矩有贡献的燃料相对应的燃料数量以及对NOx阱的加热有贡献的燃料数量,此后者的燃料数量优选地基于实际温度(测量的)和期望的温度来确定。一旦对扭矩有贡献的和对加热有贡献的燃料量已经燃烧,则由目标、富空燃比引起的剩余燃料被携带在缺氧的排出气体中,因此提供去硫所需要的富空燃比。
NOx阱通常是排出后处理装置的一部分,其与NOx阱的优选地具有与氧化催化转化器相同的氧化功能的氧化催化功能相关联,特别是在柴油发动机的柴油氧化催化转化器(DOC)的情况下。氧化催化功能现今经常与NOx吸附功能结合在相同的壳体内,正如在柴油发动机中使用的常规“贫NOx阱”(LNT)那样——也称为NOx堆积式催化转化器。可替换地,氧化催化功能能够设置为分离设备,尽管这被认为是过时的。
但是将理解的是,NOx阱的加热通过与氧化催化功能反应的对加热有贡献的燃料量来获得,该氧化催化功能或者与NOx阱出现在相同的壳体内或者出现在NOx阱上游的分离设备内。
优选地,相对于在LNT的氧化催化功能中发生放热来确定对加热有贡献的燃料值。在此连接中,对加热有贡献的燃料值可以基于LNT的稳态模型来确定。
该工艺优选地使用启用和停用标准,其可以包括下面中的一个或更多个:
- 当NOx吸附器中捕获的硫质量的估计量超过预定义阈值时或者当观察到的NOx效率太低时,该工艺被启用;
- 活性阶段在预定发动机速度和负载范围中操作,该发动机速度和负载范围优选为1200到2500rpm和最大发动机扭矩的20%到50%;
- 在NOx吸附器的温度离开脱硫温度范围(例如600到750℃)以及/或者发动机负载和/或速度离开预定范围的情况下,活性阶段被停用;
- 该工艺基于脱硫指示器的状态而停用。
这些和其他实施例被限定在从属权利要求2-11中。
根据另一方面,本发明涉及内燃发动机的排出系统,其包括NOx吸附器和控制器,该控制器构造为操作用于NOx吸附器的脱硫的上述工艺。
附图说明
现在将参考附图通过示例来描述本发明,在附图中:
图1是示出了适于根据本工艺操作的排出后处理装置的原理图;
图2是图示了常规脱硫工艺的曲线图;
图3是表示本工艺中不同燃料的贡献的略图;
图4是图示根据本工艺确定在后燃料的数量和空气流量控制的框图;以及
图5是示出了实施本脱硫工艺期间的排出空燃比和LNT温度的稳定性的曲线图。
具体实施方式
图1是示出了适于根据本工艺的操作从而位于内燃发动机的发动机组的下游的排放排出后处理装置的一种变型的原理图。发动机组10由4个汽缸来表示,并且具有用于柴油燃料的喷射系统12。参考标记14指示具有测量流过其的空气质量的空气流量计16的进气管。排出系统18包括排出管,其包括串联的贫NOx阱(以下简称LNT)20和柴油微粒过滤器22。温度传感器24测量在LNT 20的上游的排出气体的温度。氧气(拉姆达)传感器26位于LNT 20的出口处或DPF的出口处,以确定对氮气再生的需求,并且可选地,为脱硫期间空燃比的闭环控制提供反馈。温度传感器27测量从LNT 20出来的排出气体的温度。
已知地,在柴油发动机中,LNT的NOx吸附功能一般与柴油氧化功能相关联,如在图1的LNT 20中。术语贫NOx阱一般指代这样的设备,其中氧化催化材料(类似于DOC的氧化催化材料)与NOx存储催化材料(例如诸如氧化钡的沸石)结合在共用壳体内;这样的LNT也称为NOx堆积式催化转化器。在结构上,LNT可以建造得像DOC,即,其可以包括支撑氧化混合物的“载体涂料”的陶瓷衬底结构和例如Pt、Pd和/或Rh的催化活性贵金属,NOx存储催化材料也被支撑在其中。
可替换地,NOx吸附和氧化功能能够设置在分离壳体内,其中DOC随后设置在NOx吸附器的上游。
经典地,LNT将在发动机由过量空气操作(贫燃烧)时存储NOx,其典型地用于柴油发动机。LNT再生可以通过传感器26来检测,然后进入再生模式,从而涉及在常温下的贫和富排出之间的切换。进一步的要求是LNT的周期性脱硫。
图2图示了LNT的常规脱硫过程,通过其使发动机操作,以在NOx阱和富条件下实现高的温度,例如拉姆达=0.95和650℃。执行习惯上涉及贫和富模式之间的切换的此过程,以使LNT的温度保持在脱硫温度范围内。
切换的原因是催化温度通常由在后燃料喷射控制,从而燃料在催化剂中燃烧,以提供放热反应,类似于柴油微粒过滤器的再生。
但是,为了实现快速去硫(即,短时间的),可望保持富条件连同催化剂的基本上稳定的(持久的)高温。这是本工艺的目的。
于是,本工艺涉及具有相关联的氧化催化功能的NOx吸附器的脱硫(“deSOx”)的工艺,其中脱硫工艺包括执行在后燃料喷射,以通过放热反应调节温度。
将意识到,本工艺为了保持适于脱硫的目标温度而调整引入到发动机汽缸内的空气流量和在后燃料量,以及为了无需切换地操作快速去硫而调整预定的富排出空气/燃料混合物。
为此目的,本工艺基于以下确定了在后燃料量:
·所测量的空气流量(一般由质量传感器16来测量);
·与所需要的扭矩相对应的燃料量;以及
·在排出物中的预定的富AFR(拉姆达<1)。
同时,确定升高或维持LNT的温度所需要的燃料量,计算目标空气流量,其对应于LNT加热专用的燃料量和对扭矩有贡献的燃料的理论配比燃烧所需要的空气流量。
参考图3将更好地理解本deSOx的原理,其示出了不同燃料的贡献。对于在一个汽缸内的给定的燃料喷射情况,喷射燃料数量Q 1 以提供所需要的扭矩,如根据各种常规法则由ECU确定的。
在一定的操作条件下,已知地通过汽缸内喷射(后期未燃烧喷射)或通过在排出管中喷射而在排出物中添加燃料。本文中将在排出物中喷射燃料称为“在后喷射”,而无论喷射模式如何,但是气缸内的在后喷射是优选的。因而,如此喷射的燃料称为“在后燃料”。
为了执行LNT 20的脱硫,需要在后燃料用于加热目的,且用于将空燃比(本文也记为AFR)降低到脱硫目的所要求的水平。在图3中,Q 2 是在后燃料量。Q 2 的凭借与氧化催化材料的放热反应而对LNT的加热有贡献的部分被记为ηQ 2 Q 2 的催化燃烧部分)。
相反地,(1-η)Q 2 表示在后燃料喷射Q 2 的未燃烧部分,其由于受控的空气缺乏而未在LNT中燃烧,从而仅用于在LNT中实现期望的空燃比。
本deSOx工艺控制到汽缸的空气流量,使得可得到用于燃烧对扭矩有贡献的燃料Q 1 和对LNT加热有贡献的在后燃料ηQ 2 的空气。
如将理解的,燃烧Q 1 ηQ 2 所必须的空气的最小量是:
其中AFR stoec 是理论配比的空燃比,即对于柴油发动机约为14.6。
因此,燃烧的空燃比可以简化:
最后,总的在后燃料的数量是:
其中AFR rich 是富空燃比,优选地约为14。
图4是用于实施本deSOx工艺的系统的部件的框图。框30是扭矩结构模块,其确定表示对扭矩有贡献的燃料量Q 1 的值。如本领域已知的,这能够通过任何合适的工艺完成,并且一般是加速器踏板的位置的函数。
框32表示喷射控制器,其控制燃料喷射器以执行燃料数量Q 1 和在后燃料数量Q 2 的喷射。这样的控制器在本领域是已知的,本文无需进一步详述。如本领域的技术人员也清楚的,主要的燃料数量可以以一个或更多个波次(pulse)来喷射。类似地,在后喷射Q 2 能够以一个或更多个波次喷射在汽缸内。可替换地,在后喷射Q 2 能够在发动机组10和LNT 20之间直接喷射在排出管内。
框34是催化温度控制器。其构造为计算将LNT加热和/或维持在合适于脱硫的温度范围内(一般在600和750℃之间)需要的在后燃料量。此燃料量用LNT的氧化催化功能来燃烧,且温度凭借放热反应而升高。根据上述命名规则,此对加热有贡献的燃料量记为ηQ 2
优选地,表示对加热有贡献的在后燃料量的值基于表示LNT氧化功能的热行为的数学模型,基于目标催化温度和所测量的催化温度来确定。用于此确定的优选模型在EP 2 031 217中被描述,且依靠下面的公式:
其中H是低燃料加热值,m是排出物质量流速,c p 是排出气体的具体热量;T O 是期望的目标出口温度,且T i 是LNT的(例如由传感器24测量的)入口温度,η exh_man 是排出歧管的放热效率(即,在排出阀和LNT之间燃烧的燃料部分);且η OX 是LNT的与未燃烧燃料的氧化功能相关联的放热效率。
但是可以注意到,从催化温度控制器24输出的值ηQ 2 优选地基于在LNT出口处测量(如可以由传感器27来测量)的排出温度TOUT用闭环控制器来进一步校正。
现在,根据本工艺,在后燃料的数量Q 2 在框36(排出A/F控制器)中基于所测量的气流和目标富空燃比来确定,以确保富排出气体。优选地,Q 2 简化地推算为:
其中AFR rich 是排出物中的目标空燃比,例如14.0,如在方框38中所指示的;
Air meas 是所测量的空气质量,方框40。
可以注意到,本文所使用的AFR rich 是排出物中的目标AFR,更具体地指示了流过排出系统的NOx吸附功能的排出气体的期望的AFR,这是因为其是脱硫所期望的AFR。但是,由于NOx吸附功能现在一般在这样的LNT中连同氧化功能一起存在,因此感兴趣的目标AFR rich 被认为是LNT中的目标AFR,且优选地在LNT出口处或其下游进行测量。
同时,空气使用常规装置通过空气/EGR控制器42来控制,但是期望/目标的空气质量在理论配比条件下被推算为燃烧主要喷射Q 1 和对加热有贡献的在后燃料ηQ 2 所需要的空气。此燃料量由将Q 1 ηQ 2 相加的求和操作器44来表示。然后,目标空气流量Air tgt 被计算为:
其中在图3中,理论配比的空燃比固定在14.6(方框)。
最后,喷射控制器32在所要求的正时进行燃料Q 1 Q 2 的期望喷射,同时控制空气流量以达到目标空气流量Air tgt
在本工艺的上下文中,AFR rich 指代在发动机汽缸中的对扭矩有贡献的燃料Q 1 和通过氧化功能而对加热有贡献的燃料ηQ 2 燃烧时,在排出物中的目标空燃比。如上文所提到的,在实践中排出空燃比能够例如借助于传感器26在LNT 20的下游测量。
将注意到,由控制器34计算的燃料量用于确定目标空气流量Air tgt ,其实际上是发动机中公认的。
基于期望的AFR rich 和所测量的空气流量Air meas 来确定Q 2 的是排出A/F控制器36。在图5中能够观察到本工艺的效果,其是由实施本工艺的情况下记录的车辆数据绘制的曲线图。该曲线图示出了如何使LNT温度(线2)和LNT空燃比(线4)保持在的目标上超过在其期间应用本工艺的约50s(在此实例中),而不管发动机速度(线6)的改变。不断地调节新鲜的空气质量流量(线8a)和在后燃料数量(线8b)以紧跟目标值。
在一个实施例中,能够借助于位于LNT 20的下游的允许测量LNT/排出物中的空燃比的氧气传感器25来执行在后燃料数量的闭环校准,如上文所描述的。因此,在检测到排出空燃比(如通过传感器25来测量)不满足目标AFR rich 的情况下,能够调整在后燃料Q 2
可以注意到,上文的对空气流量和在后燃料的控制(特别如图3所示)以保持目标NOx吸附器的脱硫温度以及预定的富空气/燃料混合物以操作快速脱硫的描述属于本工艺的“活性阶段”。
本工艺优选地在活性阶段之前包括升温阶段,在此期间发动机被控制以使NOx吸附器升温到阈值(例如脱硫范围的低值)。在升温阶段期间,发动机可以贫地操作,这是由于在550-600℃以下不发生脱硫,因此对富模式下的操作不感兴趣。
对于其实际实施,本工艺有利地以启用和停用条件来操作。
总地来说,对于deSOx工艺的启用条件是需要脱硫。对于本deSOx工艺的启用条件可以例如由超过阈值的硫估计量来给定。这样的硫估计量在本领域是已知的,可以例如基于燃料和油的消耗而设计为积分器。
相反地,脱硫计数器可以构造为估算在活性阶段操作时来自NOx阱的硫的释放量。当脱硫计数器补偿硫估计量时或者当已经达到某一水平时,deSOx工艺可能随后被停用。
优选地,活性阶段仅在发动机的速度和负载处于预定范围内(例如,1200-2500 RPM和最大负载的20-50%)时被启用。
于是,优选地,活性阶段在以下事件中的至少一个发生时被停用:
- LNT温度落出预定脱硫温度范围;
- 发动机的速度或负载离开预定范围;
- LNT脱硫完成或已经达到硫的可接受水平。

Claims (12)

1. 一种用于内燃发动机的排出系统中的NOx吸附器的脱硫工艺,所述工艺包括活性阶段,所述活性阶段包括:
- 基于所测量的空气流量确定达到相对富的目标排出空燃比(AFR rich )所需要的在后燃料量(Q 2 );
- 确定通过放热反应在所述NOx吸附器内达到或保持目标脱硫温度所需要的对加热有贡献的燃料值(ηQ 2 );
- 计算目标空气流量(Air tgt ),所述目标空气流量(Air tgt )对应于对扭矩有贡献的主燃料数量(Q 1 )连同所述对加热有贡献的燃料值(ηQ 2 )的基本上理论配比燃烧所需要的空气流量;
- 使发动机喷射所述在后燃料量(Q 2 )和所述主燃料数量(Q 1 ),同时控制空气流量以满足所述目标空气流量(Air tgt )。
2. 根据权利要求1所述的工艺,其中,所述NOx吸附器具有相关联的氧化催化功能,所述NOx吸附器和所述氧化催化功能优选地结合在相同的壳体内。
3. 根据权利要求1或2所述的工艺,其中,所述对加热有贡献的燃料值(ηQ 2 )相对于在所述氧化催化功能中发生的放热来确定。
4. 根据权利要求2或3所述的工艺,其中,所述对加热有贡献的燃料值基于具有相关联的氧化催化功能的所述NOx吸附器的稳态模型来确定。
5. 根据前述任一项权利要求所述的工艺,其中,所述目标空气流量通过调节节流阀位置、增压压力或排出气体再循环阀位置中的一个或更多个来控制。
6. 根据前述任一项权利要求所述的工艺,其中,当所述NOx吸附器中捕获的硫质量的估计量超过预定义阈值时或者当观察到的NOx效率太低时,所述工艺被启用。
7. 根据前述任一项权利要求所述的工艺,其中,所述活性阶段在预定发动机速度和负载范围中操作,所述发动机速度和负载范围优选为1200到2500rpm和最大发动机扭矩的20%到50%。
8. 根据前述任一项权利要求所述的工艺,其中,排出空燃比借助于位于所述NOx吸附器下游的氧气传感器以闭环来监测,并且当所测量的空燃比显著地偏离所述相对富的目标排出空燃比(AFR rich )时,调整在后燃料量。
9. 根据前述任一项权利要求所述的工艺,其中,所述工艺在所述活性阶段之前包括升温阶段,其中,控制在后燃料以使所述NOx吸附器处于预定脱硫温度范围内。
10. 根据前述任一项权利要求所述的工艺,其中,在所述NOx吸附器的温度离开脱硫温度范围以及/或者发动机负载和/或速度离开预定范围的情况下,所述活性阶段被停用。
11. 根据前述任一项权利要求所述的工艺,其中,所述工艺基于脱硫指示器的状态而停用。
12. 一种柴油内燃发动机的排出系统,包括NOx吸附器和控制器,所述控制器构造为操作根据前述任一项权利要求所述的用于NOx吸附器的脱硫工艺。
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US9429088B2 (en) 2016-08-30
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