CN111734517B - 用于内燃机的废气后处理的装置和方法 - Google Patents
用于内燃机的废气后处理的装置和方法 Download PDFInfo
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- 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
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- 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
- F01N3/023—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 using means for regenerating the filters, e.g. by burning trapped particles
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- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
- F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
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Abstract
本发明涉及一种用于内燃机的废气后处理的装置和方法。该装置可与内燃机的排出口连接。该装置包括带有废气通道的废气设备,在废气通道中布置有三元催化器。该装置另外包括废气燃烧器,利用其可在三元催化器的上游的导入部位处将用于加热三元催化器的热的燃烧器废气导入废气通道中。三元催化器实施为Lambda探测器催化器并且包括第一催化器体积和第二催化器体积,其中,在第一催化器体积下游且在第二催化器体积的上游布置有Lambda探测器,其中,第一催化器体积具有比第二催化器体积更小的氧储存能力。
Description
技术领域
本发明涉及一种用于内燃机的废气后处理的装置,以及一种用于内燃机的废气后处理的方法。
背景技术
当前的并且未来变得越来越严苛的废气法规对发动机未处理排放和内燃机的废气后处理提出较高要求。在此,直接在内燃机的冷起动之后的时间段在排放方面特别重要,因为在该阶段中应将废气后处理部件尽可能快地加热到其运行温度上,以便使有效的废气后处理成为可能。在汽油机中,尤其加热(靠近发动机)的三元催化器对于机动车的排放是决定性的。由现有技术已知带有二次空气系统(Sekundaerluftsystem)的内燃机,在其中为了加热三元催化器将二次空气在内燃机的排出口下游且在三元催化器上游引入废气设备中。此外,已知带有废气燃烧器(Abgasbrenner)的废气后处理系统,在其中将废气燃烧器的热的废气导入废气设备中,以便将三元催化器加热到其运行温度上。通过废气燃烧器,也可将在底部位置(Unterbodenlage)中的三元催化器直接在内燃机的冷起动之后加热到其运行温度上,因为可将热的燃烧器气体在相应的部位处导入废气设备中并且以此使能够基本上独立于内燃机的废气气流加热三元催化器。
由文件DE 195 08 013 A1已知一种用于内燃机的废气后处理系统,在其中设置有带有二次空气系统的废气燃烧器,利用其将热的燃烧器废气在三元催化器上游导入内燃机的废气通道中,以便将三元催化器尽可能快地加热到其运行温度上。
文件DE 10 2010 027 984 A1公开了一种用于运行内燃机的废气设备的方法,在其中通过废气探测器(Abgassonde)来检测在内燃机的废气通道中流动的废气的至少一个参数。在此,在内燃机的运行状态(在该状态中无燃料被喷入内燃机的燃烧室中)期间,二次空气被吹入废气通道中并且在二次空气的吹入期间或之后来平衡废气探测器。
由文件DE 10 2010 062 257已知一种用于内燃机的废气后处理的装置,在其中设置有燃烧器,利用其可提高在内燃机的排出口下游且在废气后处理部件上游的废气温度。
发明内容
本发明现在目的在于使能够在冷起动阶段中尽可能快速地加热三元催化器并且在三元催化器的加热期间将排放保持得尽可能少。
根据本发明,该目的通过一种用于内燃机的废气后处理的装置来实现,其可与内燃机的排出口连接,其中,该装置包括带有废气通道的废气设备,在废气通道中布置有三元催化器。该装置此外包括废气燃烧器,其中,在废气通道处在三元催化器上游设置有用于废气燃烧器的燃烧器废气的导入部位(Einleitstelle)。设置成,三元催化器实施为Lambda探测器催化器(Lambdasondekatalysator),其中,在三元催化器的第一催化器体积下游且在三元催化器的第二催化器体积上游布置有Lambda探测器。在此,第一催化器体积具有比第二催化器体积更小的氧储存能力。废气燃烧器与Lambda探测器催化器的组合实现使在三元催化器的加热阶段期间的排放最小化。在此,将由内燃机的废气和燃烧器废气构成的混合Lambda(Mischlambda)借助于Lambda探测器催化器的Lambda探测器调整到化学计量的废气上。三元催化器具有氧储存能力(OSC-Oxygen Storage Capacity)。该氧储存能力导致时间延迟地识别在Lambda探测器催化器的Lambda探测器处的Lambda信号的偏差。由于该原因,Lambda探测器相比排出口更靠近三元催化器的进入口定位,使得第二催化器体积的氧储存能力大于第一催化器体积的氧储存能力。因此可利用三元催化器的第二催化器体积以避免浓燃突破(Fettdurchbruch)或稀燃突破(Magerdurchbruch)。此外,三元催化器的功能可利用Lambda探测器来诊断,而在诊断期间不出现Lambda突破。
通过在下文中所列举的特征,上文所说明的用于废气后处理的装置的有利的改善和重要的改进是可能的。
在本发明的一优选实施形式中设置成第一催化器体积相应于三元催化器的总体积的15-35%而第二催化器体积相应于其总体积的65-85%。通过催化器体积的相应划分可保证,在废气燃烧器的亚化学计量的或过化学计量的运行中在第二催化器体积中始终存在足够的氧储存能力,以便运行可靠地防止由三元催化器引起的浓燃突破或稀燃突破。
在该装置的一有利实施形式中设置成,Lambda探测器实施为跳跃探测器(Sprungsonde)。通过跳跃探测器能够特别简单地在Lambda探测器处来探测在亚化学计量的废气与过化学计量的废气之间的突变(Umschlag)。因此,废气燃烧器的燃烧空气比(Verbrennungsluftverhaeltnis)能够通过燃料量的适配相应地来适配,以便导入在过化学计量的运行与亚化学计量的运行之间的变换。
备选地有利地设置成,Lambda探测器实施为宽带探测器(Breitbandsonde)。备选地,在废气中的Lambda也可通过宽带探测器来确定。然而宽带探测器通常比跳跃探测器更贵并且在突变点(λ=1)附近没那么敏感。然而宽带探测器提供不仅定性地、而且定量地检测Lambda的可能性。
在本发明的另一改进方案中设置成,废气通道在导入部位下游且在三元催化器上游无Lambda探测器地来实施。通过取消另外的Lambda探测器,可降低废气后处理系统的成本。另外的Lambda探测器也不是强制必需的,因为废气燃烧器的燃烧空气比不直接地被调节,而是经由预控制以相应地变换的振幅实现。
备选地,在废气通道中在导入部位上游也可布置有另外的Lambda探测器,以便能够更精确地调节内燃机的燃烧空气比。
在该装置的一优选实施形式中设置成,废气燃烧器关联有二次空气系统用于控制输送给废气燃烧器的新鲜空气量。通过二次空气系统可精确地来调整输送给废气燃烧器的新鲜空气量,由此能够以较小的波动宽度(Schwankungsbreite)来调整废气燃烧器的燃烧空气比。
另外有利地设置成,废气燃烧器包括燃料喷射器,利用其可将燃料引入废气燃烧器的燃烧腔中。通过燃料喷射器能够以简单的方式来调节废气燃烧器的燃烧空气比。在此尤其选择恒定的新鲜空气量并且通过提高或降低借助于燃料喷射器喷入的燃料量来适配废气燃烧器的燃烧空气比。
在本发明的一优选实施形式中,在废气设备中在三元催化器上游布置有废气涡轮增压器的涡轮。在本发明的一优选实施形式中,内燃机实施为借助于废气涡轮增压器增压的内燃机,其中,在废气通道中在排出口下游且在催化器上游布置有废气涡轮增压器的涡轮。通过废气涡轮增压器的涡轮将热的燃烧器废气与内燃机的废气混合,由此实现带有未燃烧废气成分的均匀分布或燃烧器废气中的剩余氧气的匀质废气。由此可将未燃烧废气成分与二次空气供应中的氧气在催化器的起催化作用的表面上转化,由此三元催化器的温度进一步提升。
备选地,然而内燃机也可作为抽吸发动机(Saugmotor)来实施,因为在废气设备中的涡轮不是强制性的前提条件。
根据本发明提出一种用于利用根据本发明的用于废气后处理的装置进行内燃机的废气后处理的方法,其包括以下步骤:
- 激活废气燃烧器,其中,预控制输送给废气燃烧器的燃料量,
- 检测在三元催化器的第一催化器体积下游且在其第二催化器体积上游的燃烧空气比,
- 当在Lambda探测器处探测到浓燃突破或稀燃突破时,改变燃料量。
所提出的方法使能够将内燃机的燃烧空气比调节成使得在加热效果最大的情况下实现最佳排放。对此,在催化器的加热阶段期间来测定废气混合Lambda并且将与化学计量的燃烧空气比的偏差转换成用于修正燃料混合物的值。因此,该修正可通过被喷入内燃机的燃烧室中的燃料量的适配来执行,其与引入的燃烧器废气相结合提供排放中性的为1的废气混合Lambda、即化学计量的废气。在此,通过Lambda探测器及时地识别浓燃-或稀燃突破,从而得可通过在Lambda探测器下游的第二催化器体积来补偿并且运行可靠地避免由三元催化器引起的Lambda突破。
如果输送给废气燃烧器的空气质量流被保持恒定并且废气燃烧器的燃烧空气比的适配通过喷入废气燃烧器的燃烧腔中的燃料量的适配实现,在此是特别优选的。由此,废气燃烧器的燃烧空气比的特别简单的且精确的预控制是可能的。
在该方法的一有利实施形式中设置成,废气燃烧器的燃料量在废气燃烧器的第一运行状态中被预控制成使得废气燃烧器以亚化学计量的燃烧空气比来运行而在第二运行状态中被预控制成使得废气燃烧器以过化学计量的燃烧空气比来运行。通过在亚化学计量的燃烧空气比与过化学计量的燃烧空气比之间的变换可保证,不仅未燃烧的废气成分(尤其一氧化碳)、未燃烧的碳氢化合物和氢气被氧化而且氮氧化物减少。因此可使在三元催化器的加热阶段期间的排放最小化。
如果废气燃烧器交替地以亚化学计量的燃烧空气比和以过化学计量的燃烧空气比来运行,在此是特别优选的。通过交替的运行可在加热阶段中避免Lambda突破,其中,保证三元催化器的有效加热和同时末端管排放的最小化。
在此有利地设置成,将亚化学计量的燃烧空气比预控制在0.93-0.98的范围中。通过在0.93-0.98之间的Lambda范围中的亚化学计量的燃烧器废气来保证三元催化器的氧储存器的缓慢清空。在此清空足够缓慢地进行,从而既不导致提高的二次排放也不导致由三元催化器引起的稀燃突破。
此外有利地设置成,将过化学计量的燃烧空气比预控制在1.02-1.07的范围中。通过在1.02-1.07的范围中的过化学计量的燃烧空气比实现三元催化器的氧储存器的缓慢填充。在此保证,运行可靠地避免稀燃突破和与此相联系的氮氧化物排放的上升。同时存在足够多的氧气,以便将未燃烧的废气成分尤其未燃烧的碳氢化合物、一氧化碳和氢气氧化并且因此使排放最小化。
在本发明的另外优选的设计方案中设置成,当三元催化器达到临界温度(Schwellentemperatur)时,将废气燃烧器解除激活。由此可在达到临界温度时变换到带有内燃机的提高的效率和更少的未处理排放的运行状态上。由此可在时间上限制催化器的加热运行并且提升内燃机的燃料效率。
如果临界温度是催化器的起三元催化作用的覆层的起燃温度(Light-Off-Temperatur),在此是特别优选的。从起燃温度起可保证在内燃机的废气中的有害物质通过催化器的有效转化。在此,可通过在催化器的起催化作用的表面上未燃烧的废气成分、尤其未燃烧的碳氢化合物和一氧化碳的放热转化实现进一步的加热。
本发明的在该申请中所提及的不同实施形式(只要未在单个情况中另外地来实施)可有利地互相组合。
附图说明
接下来在实施例中根据附图来阐述本发明。相同的构件或带有相同功能的构件在此在不同的图中以相同的附图标记来表示。其中:
图1示出了带有根据本发明的用于废气后处理的装置的示意性示出的内燃机的第一实施例;
图2示出了带有根据本发明的用于废气后处理的装置的内燃机的第二实施例;以及
图3示出了在执行根据本发明的用于内燃机的废气后处理的方法时废气燃烧器的燃烧空气比的时间进程的图表。
附图标记清单:
10 内燃机
12 燃烧室
14 火花塞
16 燃料喷射器
18 排出口
20 废气设备
22 废气通道
24 涡轮
26 三元催化器
28 Lambda探测器催化器
30 废气燃烧器
32 导入部位
34 Lambda探测器
36 跳跃探测器
38 第一催化器体积
40 第二催化器体积
42 第一催化器体积的氧储存器
44 第二催化器体积的氧储存器
46 二次空气系统
48 燃料喷射器
50 发动机控制器
52 宽带探测器
54 废气涡轮增压器
56 燃烧腔
λB 废气燃烧器的燃烧空气比
λE 内燃机的燃烧空气比
λm 在导入部位下游的废气空气比
λS 在Lambda探测器处的废气空气比
t 时间。
具体实施方式
图1示出带有多个燃烧室12的内燃机10,其以其排出口18与废气设备20相连接。内燃机10实施为直喷式汽油发动机。在燃烧室12中的每个处相应布置有火花塞14和燃料喷射器16,以便将燃料喷入相应的燃烧室12中并且点燃燃料-空气混合物。废气设备20包括废气通道22,在其中在内燃机10的废气通过废气通道10的流动方向上布置有废气涡轮增压器54的涡轮24并且在涡轮24下游布置有三元催化器26。三元催化器26实施为Lambda探测器催化器28。对此,三元催化器26具有第一催化器体积38和布置在第一催化器体积38下游的第二催化器体积40,其中,在三元催化器26的壳体中在第一催化器体积38下游且在第二催化器体积40的上游布置有Lambda探测器34。Lambda探测器34优选地如在图1中所示实施为跳跃探测器36并且因此可探测在亚化学计量的废气与过化学计量的废气之间的突变。第一催化器体积38的氧储存器42小于第二催化器体积40的氧储存器44,使得第二催化器体积40具有比第一催化器体积38更大的氧储存能力。Lambda探测器34布置在三元催化器26的前部区段中,其中,第一催化器体积38包含三元催化器26的整个催化器体积的大约三分之一而第二催化器体积40包含大约三分之二。
废气设备20此外包括废气燃烧器30,其经由二次空气系统46被供应以新鲜空气而经由燃料管路被供应以燃料。废气燃烧器30包括燃烧腔56,借助于燃料喷射器48可将可燃烧的燃料引入其中。优选地,废气燃烧器30的燃料喷射器48和内燃机10的燃料喷射器16由共同的箱来供应以燃料。在排出口18下游且在三元催化器26上游在废气通道22处构造有导入部位32,在其处将废气燃烧器30的热的燃烧器废气导入废气通道22中,以便将三元催化器26在内燃机10的冷起动之后加热到其运行温度上。在导入部位32上游或在三元催化器26下游可布置有另外的催化器。内燃机10此外关联有发动机控制器50,利用其可来调节喷入燃烧室12中的燃料的燃料量。此外,废气燃烧器30可通过发动机控制器50来控制。
在内燃机10的冷起动之后,废气燃烧器30由发动机控制器50激活,以便将三元催化器26尽可能快速地加热到三元催化器26的对于高转化率必需的起燃温度上。在该主动的加热阶段期间,Lambda调节被实施成使得内燃机10的气态排放尽可能少,直到三元催化器26达到其起燃温度。为了在主动的加热阶段中示出尽可能少的气态排放,需要将由内燃机10的废气和废气燃烧器30的燃烧器废气构成的混合Lambda调节到化学计量比上。该调节经由在Lambda探测器催化器28中的Lambda探测器34实现。为了使能够通过在Lambda探测器催化器28中的Lambda探测器34相应地调节燃烧空气比,废气通道22在导入部位32下游且在Lambda探测器催化器28上游无另外的催化器地来实施。三元催化器26具有氧储存能力(OSC)。该氧储存能力导致,时间延迟地由Lambda探测器34识别Lambda信号向过化学计量或亚化学计量方向的偏差。由于该原因,第一催化器体积38实施成小于第二催化器体积40。因此可利用第二催化器体积以避免向“浓燃”或“稀燃”方向的突破。此外,三元催化器26的功能可利用Lambda探测器34来诊断,而在Lambda探测器34的诊断期间不出现浓燃-或稀燃突破。
因为废气通道22在三元催化器26上游无另外的Lambda探测器地来实施,不能直接调节废气燃烧器30的燃烧器混合物。废气燃烧器30被预控制并且以受迫振幅(Zwangsamplitude)来加载。在此,废气燃烧器30的Lambda的预控制经由配给到燃烧腔56中的燃料量实现。受迫振幅例如以相对于化学计量的燃烧空气比相应5%的差距来选择,从而交替地在废气燃烧器30以0.95的亚化学计量的Lambda与1.05的过化学计量的Lambda的运行之间来变换。一旦在废气燃烧器30的亚化学计量的运行期间第一催化器体积38的氧储存器42被清空,Lambda探测器34识别出浓燃突破。在该时刻,将受迫振幅调节到过化学计量的稀燃运行。从该时刻起,第一催化器体积38的氧储存器42又被填充并且Lambda探测器34探测化学计量的废气。一旦第一催化器体积38的氧储存器42完全充填,Lambda探测器34识别出稀燃突破并且受迫振幅又被调节到废气燃烧器30的亚化学计量的运行上。在此,进行在废气燃烧器30的亚化学计量的与过化学计量的燃烧空气比之间的交替变换,一直到废气燃烧器30又被解除激活。当三元催化器26达到其起燃温度时,这最早地实现。
在图2中示出带有废气设备20的内燃机10的备选的实施例。在实施成与图1大致相同的结构的情况下,接下来仅讨论区别。在该实施例中,内燃机10实施为抽吸发动机,从而取消废气涡轮增压器54的涡轮24。此外,Lambda探测器34在该实施例中实施为宽带探测器52,使得在三元催化器26中废气Lambda的定量确定是可能的。此外在该实施例中废气设备20包括温度传感器58,利用其可至少间接地来测定三元催化器26的温度。
用于加热三元催化器26的方法类似于对于图1所说明的方法实现。一旦由模型或温度传感器58所提供的催化器26的温度达到或超过临界值,结束该方法。
在图3中示出废气燃烧器30的燃烧空气比λB以及在Lambda探测器34处的废气空气比λS。在此,废气燃烧器30的燃烧空气比在亚化学计量的燃烧空气比与过化学计量的燃烧空气比之间交替地变换。在此,将三元催化器26的第一催化器体积38的氧储存器42充填和清空,从而在第一催化器体积38下游在Lambda探测器34处建立在整个加热阶段期间化学计量的废气λS=1。
通过所提出的用于废气后处理的方法可实现在内燃机10的冷起动阶段中三元催化器26的加热,其中,使在加热三元催化器26时的排放最小化。在三元催化器26的加热阶段期间,Lambda调节被实施成使得内燃机10的气态的排放最小化,直到三元催化器26达到其起燃温度并且保证由三元催化器26引起的气态排放的有效转化。
Claims (4)
1.一种用于利用用于废气后处理的装置进行内燃机(10)的废气后处理的方法,该装置与所述内燃机(10)的排出口(18)连接,其中,所述装置包括带有废气通道(22)的废气设备(20),在所述废气通道中布置有三元催化器(26),以及带有废气燃烧器(30),其中,在所述废气通道(22)处在所述三元催化器(26)上游设置有用于所述废气燃烧器(30)的燃烧器废气的导入部位(32),其中,所述三元催化器(26)实施为Lambda探测器催化器(28),其中,在所述三元催化器(26)的第一催化器体积(38)下游且在第二催化器体积(40)上游布置有Lambda探测器(34),并且其中,所述第一催化器体积(38)具有比所述第二催化器体积(40)更小的氧储存能力,其中所述方法包括以下步骤:
- 激活所述废气燃烧器(30),其中,预控制输送给所述废气燃烧器(30)的燃料量和/或输送给所述废气燃烧器(30)的新鲜空气量,
- 检测在所述三元催化器(26)的第一催化器体积(38)下游且在其第二催化器体积(40)上游的燃烧空气比,
- 当在所述Lambda探测器(34)处探测到浓燃突破或稀燃突破时,改变燃料量和/或新鲜空气量,
其中所述废气燃烧器(30)的燃料量在所述废气燃烧器(30)的第一运行状态中被预控制成使得所述废气燃烧器(30)以亚化学计量的燃烧空气比(λB<1)来运行而在所述废气燃烧器(30)的第二运行状态中被预控制成使得所述废气燃烧器(30)以过化学计量的燃烧空气比(λB>1)来运行,且其中所述废气燃烧器(30)交替地以亚化学计量的燃烧空气比(λB<1)和以过化学计量的燃烧空气比(λB>1)来运行。
2.根据权利要求1所述的方法,其特征在于,所述亚化学计量的燃烧空气比(λB)被预控制在0.93-0.98的范围中。
3.根据权利要求1所述的方法,其特征在于,所述过化学计量的燃烧空气比(λB)被预控制在1.02-1.07的范围中。
4.根据权利要求1至3中任一项所述的方法,其特征在于,当所述三元催化器(26)已达到临界温度(TS)时,将所述废气燃烧器(30)解除激活。
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DE102020202136A1 (de) | 2020-02-19 | 2021-08-19 | Robert Bosch Gesellschaft mit beschränkter Haftung | Lambdakompensation mit Abgasbrenner |
DE102020125268A1 (de) | 2020-09-28 | 2022-03-31 | Audi Aktiengesellschaft | Verfahren zum Betreiben einer Antriebseinrichtung sowie entsprechende Antriebseinrichtung |
DE102020007366B4 (de) | 2020-12-03 | 2023-12-14 | Mercedes-Benz Group AG | Verbrennungskraftmaschine für ein Kraftfahrzeug, insbesondere für einen Kraftwagen, sowie Kraftfahrzeug |
CN112648059B (zh) * | 2020-12-23 | 2022-09-09 | 东风汽车集团有限公司 | 一种发动机冷启动阶段催化器快速起燃装置及控制方法 |
IT202100017252A1 (it) * | 2021-06-30 | 2022-12-30 | Marelli Europe Spa | Metodo di controllo di un bruciatore per un sistema di scarico di un motore a combustione interna |
IT202100021665A1 (it) | 2021-08-10 | 2023-02-10 | Marelli Europe Spa | Metodo di controllo di un sistema di post-trattamento dei gas di scarico per un impianto di scarico dei gas esausti di un motore a combustione interna |
US11739704B2 (en) * | 2021-10-28 | 2023-08-29 | Tenneco Automotive Operating Company Inc. | Systems and methods for burner use for lambda control with gasoline engine |
US11885251B2 (en) | 2022-05-25 | 2024-01-30 | Tenneco Automotive Operating Company Inc. | Selective catalytic reduction catalyst pre-heating burner assembly and method of controlling burner emissions |
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JPH0586845A (ja) * | 1991-09-30 | 1993-04-06 | Toyota Motor Corp | 内燃機関の排気浄化装置 |
DE4340613A1 (de) | 1993-11-29 | 1995-06-01 | Bayerische Motoren Werke Ag | Mehrflutige Brennkraftmaschinen-Abgasanlage mit einem Brenner |
DE19508013C1 (de) | 1995-03-07 | 1996-03-14 | Siemens Ag | Vorrichtung und Verfahren zum Aufheizen eines Abgaskatalysators für eine Brennkraftmaschine |
DE19746658A1 (de) | 1997-10-22 | 1999-04-29 | Emitec Emissionstechnologie | Verfahren und Vorrichtung zur Regelung des Temperaturbereiches eines NOx-Speichers in einer Abgasanlage eines Verbrennungsmotors |
DE19946044C1 (de) * | 1999-09-25 | 2001-01-25 | Daimler Chrysler Ag | Abgasreinigungsanlage |
US8341947B2 (en) | 2009-09-29 | 2013-01-01 | Ford Global Technologies, Llc | System and method for regenerating a particulate filter |
DE102010027984A1 (de) | 2010-04-20 | 2011-10-20 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Abgasanlage einer Brennkraftmaschine |
US8800265B2 (en) | 2010-09-22 | 2014-08-12 | GM Global Technology Operations LLC | Exhaust gas treatment system for an internal combustion engine |
DE102010062257A1 (de) | 2010-12-01 | 2012-06-06 | Robert Bosch Gmbh | Vorrichtung zur Abgasnachbehandlung einer Brennkraftmaschine |
DE102012021573A1 (de) * | 2012-11-02 | 2014-05-08 | Volkswagen Ag | Verfahren zum Betreiben eines Brenners sowie Abgasanlage mit einem derart betreibbaren Brenner |
DE102014000871B3 (de) * | 2014-01-23 | 2015-04-09 | Audi Ag | Verfahren zum Betreiben einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine |
FR3018310B1 (fr) * | 2014-03-04 | 2020-07-31 | Peugeot Citroen Automobiles Sa | Catalyseur trois voies |
DE102016206394B4 (de) * | 2016-04-15 | 2023-12-14 | Volkswagen Aktiengesellschaft | Verfahren und Vorrichtung zur Abgasnachbehandlung eines Verbrennungsmotors |
DE102017113366A1 (de) * | 2017-06-19 | 2018-12-20 | Volkswagen Aktiengesellschaft | Abgasnachbehandlungssystem sowie Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors |
DE102017130886A1 (de) * | 2017-12-21 | 2019-06-27 | Volkswagen Aktiengesellschaft | Abgasnachbehandlungssystem und Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors |
DE102018100240A1 (de) | 2018-01-08 | 2019-07-11 | Volkswagen Aktiengesellschaft | Abgasnachbehandlungssystem und Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors |
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DE102019101576A1 (de) | 2020-07-23 |
CN111734517A (zh) | 2020-10-02 |
US11668217B2 (en) | 2023-06-06 |
US20200232364A1 (en) | 2020-07-23 |
EP3686404B1 (de) | 2021-05-26 |
US20220282655A1 (en) | 2022-09-08 |
EP3686404A1 (de) | 2020-07-29 |
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