CN106468222A - 一种减少来自发动机的NOx排放物的方法 - Google Patents

一种减少来自发动机的NOx排放物的方法 Download PDF

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CN106468222A
CN106468222A CN201610680335.1A CN201610680335A CN106468222A CN 106468222 A CN106468222 A CN 106468222A CN 201610680335 A CN201610680335 A CN 201610680335A CN 106468222 A CN106468222 A CN 106468222A
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electromotor
motor
torsion
emission
moment
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詹姆斯·莱特
阿施施·奈杜
彼得·乔治·布里特
马特·米切尔
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Ford Global Technologies LLC
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F02D41/1461—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
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    • F02D41/1462—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine with determination means using an estimation
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Abstract

公开了一种方法，在该方法中，电机16被用于在机动车辆5的加速事件期间提供扭矩辅助至发动机10，在机动车辆5的加速事件中，有对来自机动车辆5的驾驶员的发动机扭矩的突然高的需求。来自电机16的扭矩辅助允许由发动机10提供的扭矩从降低的水平以逐渐的方式被增加，从而降低由于对来自驾驶员的扭矩的突然高的需求原本将出现的NOx排放物的峰值的大小。

Description

一种减少来自发动机的NOx排放物的方法
技术领域
本发明涉及内燃发动机并且更具体地涉及一种减少车辆加速期间来自机动车辆的发动机的NOx排放物的方法。
背景技术
已知的是，机动车辆的内燃发动机在车辆加速操纵期间产生大量的NOx排放物。在柴油发动机驱动的车辆的情况下，在加速期间可以出现高瞬时NOx峰值，该NOx峰值太高而不能被下游排气后处理系统——例如稀NOx捕集器(Lean NOx Trap，LNT)或选择性催化还原装置(SCR)——处理。这样的NOx突增(breakthrough)将对排气排放产生不利影响并且可能使车辆无法满足规定的尾气排放。
发明内容
本发明的目的是提供一种减少车辆加速期间来自柴油发动机的NOx排放物的方法。
根据本发明的第一个方面，提供了一种减少加速事件期间由机动车辆的发动机产生的NOx的方法，该方法包含识别来自机动车辆的用户的扭矩需求将产生来自发动机的不可接受地高水平的NOx排放物，并且响应于所述识别，使用电机来施加扭矩至机动车辆的传动系统使得来自用户的扭矩需求通过由电机供应的扭矩和由发动机供应的扭矩的组合来满足，并且降低发动机扭矩设定点以补偿由电机供应的附加扭矩，其中降低发动机的发动机扭矩设定点导致供应至发动机的燃料的速率降低和被发动机燃烧的混合物的空气/燃料比增加。
加速事件期间供应的燃料的量可以小于在电机不供应扭矩的情况下满足扭矩需求所需的燃料的量。
发动机扭矩设定点可以跟随来自驾驶员的扭矩需求被逐渐增加，直到发动机扭矩设定点达到等于来自驾驶员的扭矩需求的水平。
电机是被驱动地连接到发动机的集成起动机-发电机，并且由电机供应的扭矩可以是由集成起动机-发电机供应至发动机的扭矩辅助。
来自发动机的NOx排放物的不可接受地高水平是超过被设置用于接收来自发动机的排气的NOx后处理装置的瞬时NOx处理容量的水平。
识别来自机动车辆的用户的扭矩需求将产生来自发动机的不可接受地高水平的NOx排放物可以包含测量来自发动机的NOx排放物和使用该NOx测量值来识别NOx排放物何时是不可接受地高。
可选择地，识别来自机动车辆的用户的扭矩需求将产生来自发动机的不可接受地高水平的NOx排放物可以包含使用发动机排出NOx模型(engine out NOx model)来识别NOx排放物何时将是不可接受地高。
根据本发明的第二个方面，提供了一种机动车辆，该机动车辆具有发动机、被驱动地连接到车辆的传动系统的电机、被连接到电机的电能存储装置、被设置为接收来自发动机的排气的NOx后处理装置以及电子控制器，该电子控制器被设置为控制发动机和电机，并且该电子控制器被设置为当电子控制器识别出来自机动车辆的用户的扭矩需求将产生来自发动机的不可接受地高水平的NOx排放物时，响应于所述识别，使用电机来施加扭矩至机动车辆的传动系统使得来自用户的扭矩需求通过由电机供应的扭矩和由发动机供应的扭矩的组合来满足，并且被进一步设置为降低发动机扭矩设定点以补偿由电机供应的附加扭矩，其中降低发动机扭矩设定点导致供应至发动机的燃料的速率降低和被发动机燃烧的混合物的空气/燃料比增加。
加速事件期间供应的燃料的量可以小于在电机不供应扭矩的情况下满足扭矩需求所需的燃料的量。
发动机扭矩设定点可以跟随来自驾驶员的扭矩需求被电子控制器逐渐增加，直到发动机扭矩设定点达到等于来自驾驶员的扭矩需求的水平。
电机可以是被驱动地连接到发动机的集成起动机-发电机，并且由电机供应至传动系统的扭矩是由集成起动机-发电机供应至发动机的扭矩辅助。
来自发动机的NOx排放物的不可接受地高水平可以是超过NOx后处理装置的瞬时NOx处理容量的NOx排放物的水平。
车辆可以包括NOx传感器，该NOx传感器被定位在发动机和NOx后处理装置之间以提供表示NOx排放物的信号至电子控制器，并且识别来自机动车辆的用户的当前扭矩需求将产生来自发动机的不可接受地高水平的NOx排放物可以包含使用来自NOx传感器的信号来识别NOx排放物何时是不可接受地高。
可选择地，电子控制器可以包括发动机NOx排出模型，并且识别来自机动车辆的用户的扭矩需求将产生来自发动机的不可接受地高水平的NOx排放物可以包含使用发动机排出NOx模型来识别NOx排放物何时将是不可接受地高。
NOx后处理装置可以是稀NOx捕集器和选择性还原催化剂之一。
发动机可以是柴油发动机。
附图说明
现在将通过示例的方式参照附图描述本发明，附图中：
图1是根据本发明的第二个方面构造的机动车辆的示意图；
图2是根据本发明的第一个方面的方法的高级流程图；
图3是显示现有技术中车辆加速事件期间NOx排放物和时间之间的关系和当根据本发明运行机动车辆时同样的车辆加速事件期间NOx排放物和时间之间的关系的理想化的复合图；以及
图4是显示当电机正在提供扭矩辅助以减少NOx排放物时的时间段期间驾驶员需求和时间、发动机扭矩和时间、电机扭矩和时间、以及电池荷电状态和时间之间的关系的理想化的复合图。
具体实施方式
参照图1，示出了具有四个车轮6、发动机10和电子控制器20的轻度混合动力机动车辆5。
发动机10被设置成通过空气进气口11接收空气。可以领会的是，空气的流动在某些情况下在它流入发动机10之前可以通过机械增压器(未示出)或涡轮增压器(未示出)来压缩以便提高发动机10的效率。
来自发动机10的排气流动通过排气系统的第一或上游部分12至NOx排气后处理装置15，在此情况下，NOx排气后处理装置15是稀NOx捕集器(LNT)，但可选择地可以是选择性催化还原装置(SCR)。在通过LNT15之后，排气经由排气系统的第二或下游部分13流到大气中。
可以领会的是，其它排放控制装置或噪声抑制装置可以存在于从发动机10到它进入大气的位置的气体流路中。
电机被驱动地连接到发动机10。在该示例的情况下，电机是根据其操作的模式可以被用于产生电力或产生扭矩的集成起动机-发电机16。电池17连同相关联的控制电子元件(未示出)被连接到集成起动机-发电机16。当集成起动机-发电机16作为发电机操作时，它给电池17充电。当集成起动机-发电机16作为马达操作时，电池17供应电能至集成起动机-发电机16。
集成起动机-发电机16被用于启动发动机10并且在这种情况下在车辆5加速期间也提供扭矩辅助至发动机10。
电子控制器20接收来自多个传感器的输入，多个传感器例如用于测量流入发动机10的空气的质量的空气流量传感器21、进气空气燃料比传感器(fman sensor)23、测量离开发动机10的排气的空气燃料比/氧含量的λ/氧传感器25和测量来自发动机10的排气中的NOx的水平的NOx传感器27。
进气空气燃料比传感器23被用于测量进气空气中的λ，进气空气也就是进入发动机10的新鲜空气和排气再循环(EGR)的混合。可以领会的是，代替测量‘进气空气燃料比(fman)’，它也可以利用排气λ和EGR速率来模拟。
电子控制器20是可操作的以控制发动机10的操作和集成起动机-发电机16的操作状态。可以领会的是，电子控制器20可以由电连接在一起的几个单独的电子单元形成，并且不必是以图1所示的单个单元的形式。
电子控制器20被设置成减少当车辆5正在加速时来自发动机10的NOx排放物。
电子控制器20被设置成，当由电子控制器20接收到的来自监测发动机10和来自发动机10的排气排放物的信号表明由于满足来自车辆的驾驶员对车辆5的加速的请求所需的突然扭矩需求(T)导致离开LNT 15的排气中的NOx的量正在迅速上升时，通过将集成起动机-发电机16作为马达操作来利用集成起动机-发电机16为发动机10供应扭矩辅助(Ta)。由集成起动机-发电机16供应的附加扭矩(Ta)将通常导致发动机10的加速度增加，然而，在本发明的情况下，同时通过电子控制器20来降低发动机10的发动机扭矩设定点。
电子控制器20被设置成通过将来自发动机10的输出扭矩(Te)与根据驾驶员的请求由集成起动机-发电机16提供的扭矩辅助Ta组合来满足来自驾驶员的扭矩需求(T)。
也就是说：T＝Te+Ta
因此，由发动机10产生的所需的扭矩Te可以被降低由集成起动机-发电机16提供的辅助扭矩Ta的量。为了实现来自发动机10的扭矩的这种降低，供应至发动机10的燃料的量被降低使得空气/燃料比(λ)将被增加。这将导致来自发动机10的NOx排放物的降低，从而避免产生的NOx的量在下游LNT 15或SCR被用于代替LNT的情况下在SCR处过载的风险。
扭矩辅助的量被逐渐降低并且发动机扭矩被以较慢的速率倾斜上升以满足驾驶员需求直到不再有对扭矩辅助的任何需求并且发动机10的扭矩设定点匹配驾驶员需求。
图3以理想化的形式示出了加速事件期间NOx和时间之间的关系。线‘A’表示电机不供应扭矩辅助的情况下的关系。线‘B’表示根据本发明供应扭矩辅助的情况下的关系。
可以看出，扭矩辅助的利用大大降低由发动机10产生的峰值NOx，从而满足本发明的一个目的，即防止加速事件期间产生过量的NOx。
也可以领会的是，这种扭矩辅助方法的附加好处是，因为供应至发动机10的燃料的量被降低，所以车辆5的整体燃料经济性将被提高。
到目前为止，本发明已参照装置进行了描述，该装置被设置成使用由NOx传感器27产生的NOx的实际测量值来确定何时利用扭矩辅助以便减少来自发动机10的NOx排放物。
参照图2，示出了方法100，方法100在许多方面和先前描述的一样，只是其中，代替使用由发动机产生的NOx的直接测量值来控制电机扭矩辅助的应用，NOx排出预测模型被用于预测何时将产生瞬时NOx峰值。
在该示例的情况下，NOx排出预测模型被控制器20使用以控制来自集成起动机-发电机16的扭矩辅助的应用以防止峰值出现。NOx排出预测模型的使用具有克服如果使用实际的NOx传感器测量值可能发生的延迟的优点。该延迟是由于NOx必须在NOx传感器27可以将该指示提供至电子控制器20之前上升的事实。如果NOx排出预测模型被使用，则可能产生NOx峰值的条件在它已实际上发生之前可以被用于预测NOx峰值的出现，从而提供将集成起动机-发电机16切换到马达模式的额外的时间。NOx排出预测模型通常将由发动机产生的NOx的水平与发动机转速、发动机扭矩和进气λ的函数相关联。
也就是说：NOx水平＝f(n,TQ,fman)
其中：
n＝发动机转速；TQ＝发动机扭矩；以及
fman＝进气λ。
该方法开始于框110，在框110中，NOx模型预测NOx峰值可能出现。然后，该方法前进到框120，在框120中，确定请求防止由发动机10产生的NOx的量超过LNT 15的最大NOx吸附速率所需的发动机扭矩的降低。
可以领会的是，本发明不限于使用NOx后处理装置并且可以被用于降低来自任何发动机而不考虑它是否有NOx后处理装置的NOx排放量的峰值。因此，请求的发动机扭矩的降低是防止或降低NOx峰值所需的降低。
也就是说，当预测到来自发动机的不可接受地高水平的NOx排放物时，NOx峰值，在安装有NOx后处理装置的发动机的情况下的水平，将超过被设置成接收来自发动机的排气的NOx后处理装置的瞬时NOx处理容量从而导致NOx突增，请求附加扭矩以便防止或大大减小该NOx突增。
在NOx后处理装置不存在的情况下，来自发动机的NOx排放物的不可接受地高水平是超过预定NOx输出水平的NOx排放物的水平。
然后，计算来自车辆5的驾驶员的实际扭矩需求(T)和防止NOx突增所需的发动机扭矩(Te)之间的差以为驾驶员提供用于集成起动-发电机控制器的[(T-Te)＝(Ta)]。
然后，在框130，集成起动机-发电机16被切换到马达模式以施加所需的扭矩辅助，并且在框140，发动机扭矩倾斜上升速率被降低到防止NOx突增所需的速率。扭矩辅助的量由集成起动机-发电机控制器来设置，在这种情况下，集成起动机-发电机控制器形成电子控制器20的一部分，但也可以是单独的控制器。
如框150所表明的，结果是，NOx峰值被降低到在安装NOx后处理装置的情况下它将不产生NOx突增的水平或小于在不具有NOx后处理装置的发动机的情况下将原本可能的水平的水平。
该方法从框150前进到框160，在框160中，扭矩辅助被降低并且发动机设定点匹配驾驶员的需求。
然后，在框170，该方法结束，NOx峰值被消除或显著降低。
参照图4，以理想化的形式示出了根据本发明的方法被用于降低NOx峰值的时间段期间时间和驾驶员需求(DD)、发动机扭矩(Te)、电机扭矩(Tm)以及电池17的荷电状态(SOC)之间的关系。
可以看出，发动机扭矩Te从表示恒定发动机运行的基线水平增加的速率相比于由虚线T’e表示的增加的速率被降低，由虚线T’e表示的增加的速率是在不使用电机扭矩辅助的情况下发动机扭矩将增加的速率。在扭矩辅助的时间段期间，由电机16提供的扭矩从零扭矩Tz上升到Ta，并且然后再次倾斜下降至零。
在所示的示例的情况下，电池17的再充电跟随导致扭矩发生器负荷Tg被施加到发动机10的扭矩辅助的利用。使用集成起动机-发电机16作为发电机以便将电池17的荷电状态SOC返回至提供扭矩辅助之前的大体上相同的水平。然而，可以领会的是，这不必是这种情况，并且再充电可以被延迟，直到当再生能量捕获可以被用于给电池17再充电或最小化与给电池17再充电相关联的燃料损失时的时间。
总之，将通常导致扭矩需求的突然增加的发动机输出扭矩的迅速增加的速率将导致低效的新鲜进气和排气再循环混合以及NOx产量的间接峰值。根据本发明通过使用来自电机的扭矩辅助降低发动机扭矩必须被增加的速率并且因此NOx峰值被消除或被显着降低。
虽然本发明已经参照轻度混合动力车辆进行了描述，但是可以领会的是，它也可以被有益地应用于具有电机的其他车辆，电机具有足够的扭矩容量以产生所需的扭矩辅助以降低发动机输出扭矩以便防止NOx峰值出现从而防止NOx突增或跟随请求来自发动机的显著更多的扭矩的请求将NOx产量降低到低于所需水平。
可以领会的是，电机不必直接供应扭矩至发动机，仅需要扭矩辅助被供应到车辆的传动系统的一部分，这具有允许来自发动机的扭矩被降低的效果。例如但不限于，电机可以是电子后轴驱动(ERAD)或串联混合动力车辆的驱动马达。
可以领会的是，本发明可适用于产生NOx的柴油和其他内燃发动机。
本领域技术人员可以领会的是，虽然本发明已经通过举例的方式参照一个或多个实施例进行了描述，但是它并不限于所公开的实施例并且在不脱离由所附权利要求所限定的本发明的范围的前提下替代实施例可以被构造。

Claims (17)

1.一种减少加速事件期间由机动车辆的发动机产生的NOx的方法，所述方法包含识别来自所述机动车辆的用户的扭矩需求将产生来自所述发动机的不可接受地高水平的NOx排放物，并且响应于所述识别，使用电机来施加扭矩至所述机动车辆的传动系统使得来自所述用户的所述扭矩需求通过由所述电机供应的所述扭矩和由所述发动机供应的扭矩的组合来满足，并且降低发动机扭矩设定点以补偿由所述电机供应的附加扭矩，其中降低所述发动机的所述发动机扭矩设定点导致供应至所述发动机的燃料的速率降低并且被所述发动机燃烧的混合物的空气/燃料比增加。
2.根据权利要求1所述的方法，其中所述加速事件期间供应的燃料的量小于在所述电机不供应扭矩的情况下满足所述扭矩需求所需的燃料的量。
3.根据权利要求1或权利要求2所述的方法，其中所述发动机扭矩设定点跟随来自所述驾驶员的所述扭矩需求被逐渐增加，直到所述发动机扭矩设定点达到等于来自所述驾驶员的所述扭矩需求的水平。
4.根据权利要求1至3中的任一项所述的方法，其中所述电机是被驱动地连接到所述发动机的集成起动机-发电机，并且由所述电机供应的所述扭矩是由所述集成起动机-发电机供应至所述发动机的扭矩辅助。
5.根据权利要求1-4中的任一项所述的方法，其中来自所述发动机的NOx排放物的不可接受地高水平是超过被设置为接收来自所述发动机的排气的NOx后处理装置的瞬时NOx处理容量的水平。
6.根据权利要求1至5中的任一项所述的方法，其中识别来自所述机动车辆的用户的扭矩需求将产生来自所述发动机的NOx排放物的不可接受地高水平包含测量来自所述发动机的NOx排放物和使用所述NOx测量值来识别所述NOx排放物何时是不可接受地高。
7.根据权利要求1至5中的任一项所述的方法，其中识别来自所述机动车辆的所述用户的所述扭矩需求将产生来自所述发动机的不可接受地高水平的NOx排放物包含使用发动机排出NOx模型来识别所述NOx排放物何时将是不可接受地高。
8.一种机动车辆，所述机动车辆具有发动机、被驱动地连接到所述车辆的传动系统的电机、被连接到所述电机的电能存储装置、被设置为接收来自所述发动机的排气的NOx后处理装置以及电子控制器，所述电子控制器被设置为控制所述发动机和所述电机，并且所述电子控制器被设置为当所述电子控制器识别出来自所述机动车辆的用户的扭矩需求将产生来自所述发动机的不可接受地高水平的NOx排放物时，响应于所述识别，使用所述电机来施加扭矩至所述机动车辆的所述传动系统使得来自所述用户的所述扭矩需求通过由所述电机供应的所述扭矩和由所述发动机供应的扭矩的组合来满足，并且被进一步设置为降低发动机扭矩设定点以补偿由所述电机供应的附加扭矩，其中降低所述发动机扭矩设定点导致供应至所述发动机的燃料的速率降低和被所述发动机燃烧的混合物的空气/燃料比增加。
9.根据权利要求8所述的车辆，其中加速事件期间供应的燃料的量小于在所述电机不供应扭矩的情况下满足所述扭矩需求所需的燃料的量。
10.根据权利要求8或权利要求9所述的方法，其中所述发动机扭矩设定点跟随来自驾驶员的所述扭矩需求被所述电子控制器逐渐增加，直到所述发动机扭矩设定点达到等于来自所述驾驶员的所述扭矩需求的水平。
11.根据权利要求8至10中的任一项所述的车辆，其中所述电机是被驱动地连接到所述发动机的集成起动机-发电机，并且由所述电机供应至所述传动系统的所述扭矩是由所述集成起动机-发电机供应至所述发动机的扭矩辅助。
12.根据权利要求8-11中的任一项所述的车辆，其中来自所述发动机的NOx排放物的不可接受地高水平是超过所述NOx后处理装置的瞬时NOx处理容量的NOx排放物的水平。
13.根据权利要求8至12中的任一项所述的车辆，其中所述车辆包括NOx传感器，所述NOx传感器被定位在所述发动机和所述NOx后处理装置之间以提供表示NOx排放物的信号至所述电子控制器，并且识别来自所述机动车辆的用户的当前扭矩需求将产生来自所述发动机的不可接受地高水平的NOx排放物包含使用来自NOx传感器的所述信号来识别所述NOx排放物何时是不可接受地高。
14.根据权利要求8至12中的任一项所述的车辆，其中所述电子控制器包括发动机NOx排出模型，并且识别来自所述机动车辆的用户的扭矩需求将产生来自所述发动机的不可接受地高水平的NOx排放物包含使用所述发动机排出NOx模型来识别所述NOx排放物何时将是不可接受地高。
15.根据权利要求8至14中的任一项所述的车辆，其中所述NOx后处理装置是稀NOx捕集器和选择性还原催化剂之一。
16.一种大体上如本文中参照附图所描述的减少加速事件期间由机动车辆的柴油发动机产生的NOx的方法。
17.一种大体上如本文中参照附图所描述的机动车辆。
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