CN112771263A - Method for improving exhaust gas treatment function through sliding spray stopping strategy and gasoline engine assembly - Google Patents
Method for improving exhaust gas treatment function through sliding spray stopping strategy and gasoline engine assembly Download PDFInfo
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- CN112771263A CN112771263A CN201980061337.4A CN201980061337A CN112771263A CN 112771263 A CN112771263 A CN 112771263A CN 201980061337 A CN201980061337 A CN 201980061337A CN 112771263 A CN112771263 A CN 112771263A
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- 238000000034 method Methods 0.000 title claims abstract description 48
- 239000007921 spray Substances 0.000 title description 2
- 239000007789 gas Substances 0.000 claims abstract description 457
- 239000003054 catalyst Substances 0.000 claims abstract description 443
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims abstract description 150
- 239000001301 oxygen Substances 0.000 claims abstract description 150
- 229910052760 oxygen Inorganic materials 0.000 claims abstract description 150
- 230000007704 transition Effects 0.000 claims abstract description 60
- 239000003380 propellant Substances 0.000 claims abstract description 7
- 230000003647 oxidation Effects 0.000 claims description 52
- 238000007254 oxidation reaction Methods 0.000 claims description 52
- 230000003197 catalytic effect Effects 0.000 claims description 50
- 239000011248 coating agent Substances 0.000 claims description 36
- 238000000576 coating method Methods 0.000 claims description 36
- 239000000446 fuel Substances 0.000 claims description 36
- 239000003570 air Substances 0.000 claims description 35
- 229910002089 NOx Inorganic materials 0.000 claims description 31
- 238000002485 combustion reaction Methods 0.000 claims description 28
- 238000010438 heat treatment Methods 0.000 claims description 24
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 claims description 24
- 238000006243 chemical reaction Methods 0.000 claims description 13
- 230000001105 regulatory effect Effects 0.000 claims description 10
- 239000012080 ambient air Substances 0.000 claims description 8
- 230000000694 effects Effects 0.000 claims description 8
- 239000012041 precatalyst Substances 0.000 claims description 8
- 230000008929 regeneration Effects 0.000 claims description 8
- 238000011069 regeneration method Methods 0.000 claims description 8
- 239000003638 chemical reducing agent Substances 0.000 claims description 6
- JCXJVPUVTGWSNB-UHFFFAOYSA-N nitrogen dioxide Inorganic materials O=[N]=O JCXJVPUVTGWSNB-UHFFFAOYSA-N 0.000 claims description 6
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 claims description 4
- 238000011144 upstream manufacturing Methods 0.000 claims description 4
- RJIWZDNTCBHXAL-UHFFFAOYSA-N nitroxoline Chemical compound C1=CN=C2C(O)=CC=C([N+]([O-])=O)C2=C1 RJIWZDNTCBHXAL-UHFFFAOYSA-N 0.000 claims description 3
- MGWGWNFMUOTEHG-UHFFFAOYSA-N 4-(3,5-dimethylphenyl)-1,3-thiazol-2-amine Chemical compound CC1=CC(C)=CC(C=2N=C(N)SC=2)=C1 MGWGWNFMUOTEHG-UHFFFAOYSA-N 0.000 claims description 2
- 229910021529 ammonia Inorganic materials 0.000 claims description 2
- 229910000069 nitrogen hydride Inorganic materials 0.000 claims description 2
- 239000003344 environmental pollutant Substances 0.000 description 15
- 231100000719 pollutant Toxicity 0.000 description 15
- 239000002245 particle Substances 0.000 description 11
- 230000000712 assembly Effects 0.000 description 3
- 238000000429 assembly Methods 0.000 description 3
- 238000007796 conventional method Methods 0.000 description 3
- 238000007562 laser obscuration time method Methods 0.000 description 3
- 230000001771 impaired effect Effects 0.000 description 2
- 231100001143 noxa Toxicity 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 238000004140 cleaning Methods 0.000 description 1
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Images
Classifications
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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
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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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
- F01N3/02—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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- 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
- F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
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- 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
- F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
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- 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
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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
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0814—Oxygen storage amount
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0816—Oxygen storage capacity
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- 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
- F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
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- 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
- F02D41/1454—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 oxygen content or concentration or the air-fuel ratio
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- 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
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
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- 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
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- 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
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention relates to a method and a gasoline engine assembly, wherein a gasoline engine (1) is operated in an operating phase comprising a normal operating phase and an idling phase, wherein in the normal operating phase exhaust gas is generated in the gasoline engine (1) by reacting a propellant and air, wherein the gasoline engine (1) is operated in the normal operating phase preferably within a lambda window of about 1, wherein the idling phase is formed by an unfired idling phase and/or an ignited idling phase, wherein in the ignited idling phase the gas flowing through at least one main catalyst (3) contains a small amount of oxygen, in particular essentially no oxygen, wherein in the unfired idling phase exhaust gas which has been generated in the gasoline engine (1) before or during the transition from the normal operating phase to the unfired idling phase is supplied to the gasoline engine (1) via an exhaust gas recirculation line (9), or wherein exhaust gases which have been generated in the gasoline engine (1) before or during the transition from the ignition coasting phase to the misfire coasting phase are supplied to the gasoline engine (1) via the exhaust gas recirculation line (9) in the misfire coasting phase.
Description
Technical Field
The present invention relates to a method and a gasoline engine assembly according to the preambles of the independent claims.
Background
Different methods of operating gasoline engines are known from the prior art.
For example, methods are known in which a portion of the exhaust gas present is added to a gasoline engine on the intake side by means of an exhaust gas recirculation system in order to reduce the power fuel consumption or to reduce the combustion temperature.
Methods are also known in which the supply of motive fuel to a gasoline engine is intentionally temporarily interrupted by a so-called coast stop (Schubabschaltung) when the gasoline engine should not output power. The method is used for saving power fuel and reducing CO in inertia running2Emissions, also commonly referred to as engine braking.
In particular in the inertia phase or in the load gap, the exhaust gas treatment device is swept by the air pumped by the gasoline engine. As a result, thermal stresses may occur in the exhaust gas treatment components of the exhaust gas treatment device. On the other hand, oxygen may be enriched in the catalytic layer of the exhaust gas treatment component, whereby the efficiency of the exhaust gas treatment component sensitive to oxygen, in particular the efficiency of the three-way catalyst, is influenced. In order to avoid emission peaks, gasoline engines according to the prior art are first operated substoichiometric or rich when the combustion is restarted, whereby oxygen enriched in the exhaust gas treatment components can be oxidized. Rich operation of gasoline engines can result in a temporarily increased power fuel consumption, which in turn is to some extent disadvantageous for savings during coast stops. Rich operation of gasoline engines can cause sometimes harmful local hot spots and temporarily elevated power fuel consumption in the catalyst.
In addition, in conventional methods, the efficiency of the exhaust gas treatment system, and in particular of the three-way catalyst, is only temporarily reduced when, for example, it is swept by air in the inertia phase.
Disclosure of Invention
The object of the invention is to overcome the disadvantages of the prior art. The object of the invention is, in particular, to provide a method and a gasoline engine assembly which allow low fuel consumption and minimum emission of pollutants, in particular in relation to the daily life of the consumer. In addition, the object of the invention is, in particular, to reduce or, preferably, to eliminate the situation-dependent potential cross-effects of the target parameters (i.e., fuel consumption and pollutant emissions). In addition, the task of the present invention is to approach the so-called "zero-impulse-emissions" vision, in order on the one hand to provide the end customer with a gasoline engine assembly that saves on the consumption of power fuel, and on the other hand to protect the environment by preferably maximally lowering the harmful emissions legislation set by the legislator.
The object of the invention is achieved, inter alia, by the features of the independent claims.
The invention relates to a method for operating a gasoline engine assembly in an operating phase comprising a normal operating phase and an overrun phase, wherein the gasoline engine assembly comprises a gasoline engine and an exhaust gas treatment system having at least one main catalytic converter, wherein in the normal operating phase exhaust gas is generated in the gasoline engine by reacting fuel and air, wherein the gasoline engine is operated and/or regulated in the normal operating phase preferably within a lambda window of around lambda 1, wherein the overrun phase is formed by at least one unfired overrun phase and/or at least one fired overrun phase, and wherein in the fired overrun phase the gas flowing through the main catalytic converter contains a small amount of oxygen, in particular essentially no oxygen, and is in particular combusted in stoichiometric or substoichiometric amounts, Especially exhaust gases produced by staged sub-stoichiometric combustion.
The invention provides that the exhaust gas which is generated in the gasoline engine before or during the transition from the normal operating phase to the non-ignition coasting operating phase is supplied to the gasoline engine via the exhaust gas recirculation line in the non-ignition coasting operating phase, or the exhaust gas which is generated in the gasoline engine before or during the transition from the ignition coasting operating phase to the non-ignition coasting operating phase is supplied to the gasoline engine via the exhaust gas recirculation line in the non-ignition coasting operating phase. That is, the exhaust gas is recirculated through the exhaust gas recirculation line so that, in particular, the main catalyst is maintained within a preset window. The oxygen-free exhaust gas is recirculated through the exhaust gas recirculation line, as in the entire non-ignition coasting phase. This will be done until the gasoline engine is burned again and thus an oxygen-free exhaust gas is emitted. This has the advantage that the main catalytic converter remains within the effective lambda window of around 1 lambda during the entire process.
The gasoline engine assembly may be a gasoline engine assembly of an internal combustion engine, in particular of a motor vehicle.
The gasoline engine is preferably operated and/or regulated during normal operating phases with a lambda window around 1. That is, the gasoline engine may be operated and/or regulated in a floating manner around a lambda value equal to 1.0 and with a lambda value in the range of 0.9-1.1, preferably 0.95-1.05. It can be provided that the gasoline engine is operated and/or regulated in stages or permanently in substoichiometric or superstoichiometric manner or in a rich or lean manner in its normal operating phase. The exhaust-gas treatment components of the gasoline engine assembly allow a sufficiently high, in particular best possible, untreated emission conversion under the stated conditions.
Preferably, the gas flowing through the main catalytic converter during normal operation contains a small amount of oxygen, in particular essentially no oxygen.
This may mean that a sufficiently high, preferably maximum possible, pollutant conversion rate by means of the exhaust gas treatment component should be ensured overall both in the normal operating phase and in the coasting operating phase. In this way, a sufficiently high pollutant reduction can be achieved during or after the coasting phase, in particular during the ignition coasting phase. In particular, it is provided that at any time the pollutant emission conversion rate of the exhaust gas treatment system is not below a pollutant emission conversion rate threshold below which a sufficiently high reduction in pollutant emissions no longer occurs. It may be provided that the threshold value for the conversion of the pollutant emissions is as maximum as possible, in particular in the range of as close to 100% as possible.
The exhaust-gas treatment device comprises at least one main catalytic converter, in particular a catalytic converter as a three-way catalytic converter. In particular, exhaust gas generated in a gasoline engine flows through a main catalyst of an exhaust gas treatment device.
Unlike known solutions that involve only diesel engine assemblies, it is necessary in gasoline engine assemblies to try to keep the main catalyst, which is designed in particular as a three-way catalyst, as close as possible to λ ═ 1 in order for it to be effective. In contrast, diesel catalysts work at roughly λ >1, and therefore, solutions from diesel exhaust treatment cannot be applied to gasoline engines. The conventional inertia run phase in gasoline engines typically results in a float around λ > 1. The method of the present invention takes such contradictions into consideration, and therefore the catalyst can be effectively operated in the exhaust gas treatment device of the gasoline engine.
Further, the exhaust gas treatment apparatus may include: the master/mastersCatalyst and possibly one or more pre-catalysts and/or one or more secondary catalysts and in particular one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heated catalysts and/or one or more gasoline engine particulate filters, in particular coated with a gaseous exhaust gas treatment effect coating and/or one or more NOxStorage catalyst and/or one or more containing NOxAn exhaust treatment component storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust treatment components containing an SCR coating and/or a secondary air injector.
In addition, the exhaust gas treatment device can be formed by the main catalyst/s and/or one or more pre-catalysts and/or one or more secondary catalysts, in particular one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particulate filters, in particular coated with a gaseous exhaust gas treatment effect coating and/or one or more NOxStorage catalyst and/or one or more containing NOxAn exhaust gas treatment component storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust gas treatment components comprising an SCR coating and/or a secondary air injector.
In an operating phase comprising said normal operating phase and coasting operating phase, the gasoline engine assembly is in operation. In the normal operating phase, the propellant and air can be fed into the combustion chamber of the cylinder of the gasoline engine and converted by combustion into exhaust gases.
During the coasting phase, the gasoline engine can be coasting by the moving mass of the internal combustion engine. The inertia phases may include at least one unfired inertia phase and/or at least one fired inertia phase.
During the period of non-ignition coasting, the supply of motive fuel to the gasoline engine is typically interrupted and air is pumped by the gasoline engine. The air pumped by the gasoline engine flows through the exhaust-gas treatment device, as a result of which, on the one hand, the power fuel consumption can be reduced, but, on the other hand, the main catalyst can have a temporarily reduced conversion rate after the misfire coasting phase, since in particular its oxygen reservoir is full.
In the ignition coasting phase, the supply of motive fuel to the gasoline engine is only reduced and, for example, only the amount of motive fuel required for converting the amount of oxygen fed in by means of air into an exhaust gas containing a small amount of oxygen, in particular substantially no oxygen, is fed into the combustion chamber of the gasoline engine. Especially during the ignition coast-down phase, stoichiometric or sub-stoichiometric combustion occurs within the gasoline engine combustion chamber. Thus, while it is possible on the one hand to prevent and/or reduce the adverse effect of oxygen enrichment on oxygen-sensitive exhaust gas treatment components of an exhaust gas treatment system, on the other hand, power fuel is also consumed in overrun mode and the CO is thereby discharged2。
In order to solve the above-mentioned conflict between low average fuel consumption and minimum pollutant emissions, in particular in daily association with customers, and to reduce or preferably eliminate the possible cross-effects of the target parameters, according to the invention, the gasoline engine is supplied with a low-oxygen-content, substantially oxygen-free exhaust gas, which is generated before or during the transition to the unfired coasting phase, during the unfired coasting phase. The exhaust gas containing a small amount of oxygen, substantially no oxygen, may be generated in advance in the normal operation stage or the ignition inertia operation stage. In particular, exhaust gas containing a small amount of oxygen, substantially no oxygen, which is generated before or during the transition to the unfired coasting phase, is pumped cyclically through the crankshaft-driven cylinder of the gasoline engine during the unfired coasting phase.
This preferably means that the exhaust gas produced, which contains a small amount of oxygen and is substantially free of oxygen, flows through the gasoline engine during the non-ignition coasting phase, then possibly through an exhaust gas treatment device, in particular a main catalyst, and is then supplied to the gasoline engine again via the exhaust gas recirculation line.
Since the gasoline engine is operated in the non-ignition coasting phase (in which exhaust gas containing a small amount of oxygen and substantially no oxygen is recirculated), it is possible to reduce both the power fuel consumption and the pollutant emissions. In particular, it is thereby possible to consume substantially no fuel during the misfire inertia phase, while still maintaining a low oxygen content in the main catalyst of the exhaust gas treatment device.
The method of the present invention can be utilized to resolve the above-described conflict of objectives.
Within the scope of the present invention, the at least one main catalyst or the main catalyst means one or more catalysts, in particular a plurality of main catalysts, which have substantially the same function and/or function. The at least one main catalyst may comprise one or more catalysts, in particular one or more pre-catalysts or secondary catalysts, and/or one or more heating catalysts. The at least one main catalyst may be formed by one or more catalysts, in particular by one or more pre-catalysts or secondary catalysts, and/or by one or more heating catalysts. Preferably, at least one of the above-mentioned catalysts is coated with a ternary coating.
It may be provided that the method is carried out automatically, in particular by control and/or regulation in and/or by means of a motor vehicle controller.
It may be provided that during the non-fired coasting phase, the power fuel supply is to be stopped or is to be stopped.
The power fuel consumption can thereby be reduced substantially to zero during the non-ignition coasting phase.
It may be provided that during normal operation phases and/or during ignition coasting operation phases, the exhaust gas of the gasoline engine is supplied to the main catalyst and the main catalyst is designed or used as a three-way catalyst.
In particular, it can be provided that the exhaust gas of the gasoline engine, which is produced by the combustion of the propellant during the normal operating phase and/or the ignition-inertia operating phase, flows through the exhaust gas treatment device, in particular the main catalyst, and is subsequently released into the environment and/or into the exhaust gas recirculation line.
It may be provided that the oxygen content of the exhaust gas flowing through the exhaust gas treatment device or the oxygen content of the exhaust gas located in the exhaust gas treatment device during the coasting phase, in particular during the misfire coasting phase, substantially corresponds to the oxygen content of the exhaust gas flowing through the exhaust gas treatment device during the normal operating phase or the ignition coasting phase.
It may be provided that the exhaust gas oxygen content in the main catalyst or the exhaust gas oxygen content flowing through the main catalyst during the non-ignition coasting phase substantially corresponds to the exhaust gas oxygen content flowing through the main catalyst during the normal operating phase or the ignition coasting phase.
That is, the exhaust gas produced by the combustion of the propellant in the combustion chamber of the cylinder of the gasoline engine during the normal operating phase or during the ignition coasting phase is recirculated during the misfire coasting phase, possibly before or during the transition to the misfire coasting phase.
In particular, the exhaust gas supplied to the gasoline engine during the non-ignition coasting phase flows first through the exhaust gas recirculation line, then the gasoline engine and then possibly through an exhaust gas treatment device, in particular a main catalyst. Exhaust gas may be recirculated for as long as the misfire inertia run period continues. That is, perhaps the exhaust gas can be pumped through the exhaust gas recirculation line, the gasoline engine and perhaps the exhaust gas treatment device, especially the main catalyst, multiple times or continuously.
In one embodiment, it is provided that the exhaust gas generated before or during the transition to the unfired coasting phase is fed into the gasoline engine via an exhaust gas recirculation line and subsequently into the exhaust gas recirculation line in order to supply the generated exhaust gas to the gasoline engine.
In one exemplary embodiment, it is provided that the exhaust gas generated before or during the transition to the unfired coasting phase is fed to the gasoline engine via an exhaust gas recirculation line, subsequently to an exhaust gas treatment device, in particular a main catalyst, and subsequently to the exhaust gas recirculation line for supplying the generated exhaust gas to the gasoline engine.
It may be provided that the exhaust gas oxygen content in the main catalyst is less than 5% by volume or substantially zero during the normal operation phase and/or the coasting phase, in particular the misfire coasting phase, or that the exhaust gas oxygen content in at least one further catalyst of the main catalyst and the exhaust gas treatment device is less than 5% by volume or substantially zero during the normal operation phase and/or the coasting phase, in particular the misfire coasting phase, or that the exhaust gas oxygen content in all further catalysts of the main catalyst and the exhaust gas treatment device is less than 5% by volume or substantially zero during the normal operation phase and/or the coasting phase, in particular the misfire coasting phase.
It may be provided that the oxygen content of the exhaust gas flowing through the main catalyst is less than 5% by volume or substantially zero during the normal operating phase and/or during the coasting operating phase, in particular during the misfire coasting operating phase.
It may be provided that the oxygen content of the exhaust gas flowing through the main catalyst and at least one further catalyst of the exhaust gas treatment device is less than 5% by volume or substantially zero during the normal operating phase and/or during the coasting operating phase, in particular during the misfire coasting operating phase.
It may be provided that the oxygen content of the exhaust gas flowing through the main catalyst and all other catalysts of the exhaust gas treatment system is less than 5% by volume or substantially zero during the normal operating phase and/or during the coasting phase, in particular during the misfire coasting phase.
In particular, it is provided that the oxygen content of the exhaust gas produced during the normal operating phase and during the ignition inertia operating phase is low, in particular less than 5% by volume.
It may be provided that the amount of oxygen in the exhaust gas flowing through the main catalyst during the unfired coasting phase is less than or equal to the oxygen storage capacity of the main catalyst, or the amount of oxygen in the exhaust gas flowing through the main catalyst and at least one further catalyst of the exhaust gas treatment device during the unfired coasting phase is less than or equal to the oxygen storage capacity of the main catalyst and at least one further catalyst, or the amount of oxygen in the exhaust gas flowing through the main catalyst and all further catalysts of the exhaust gas treatment device during the unfired coasting phase is less than or equal to the oxygen storage capacity of the main catalyst and all further catalysts.
It may be provided that the amount of exhaust gas oxygen present in the main catalyst during the non-ignition coasting phase is less than or equal to the oxygen storage capacity of the main catalyst.
It may be provided that the exhaust gas oxygen amount in the main catalyst and in at least one further catalyst of the exhaust gas treatment device during the non-ignition coasting phase is less than or equal to the oxygen storage capacity of the main catalyst and of the at least one further catalyst.
It may be provided that the exhaust gas oxygen quantity in the main catalyst and in all other catalysts of the exhaust gas treatment device during the non-ignition coasting phase is less than or equal to the oxygen storage capacity of the main catalyst and of all other catalysts.
In particular, it is provided that the oxygen content of the exhaust gas flowing through the exhaust gas treatment device, in particular the main catalyst, is kept low during the non-ignition coasting phase to such an extent that it is within the oxygen storage capacity of the exhaust gas treatment component of the exhaust gas treatment device, in particular within the oxygen storage capacity of the main catalyst.
It may thus be possible that the efficiency of the main catalyst or catalysts, in particular as three-way catalysts, is not substantially affected during the inertia phase. In particular, the three-way catalytic converter and possibly all other exhaust-gas treatment components, in particular as a three-way catalytic converter, can be kept as optimally as possible for converting the pollutant components, so that the efficiency is kept at the highest possible level at all times. The efficiency of the exhaust gas treatment device can thereby be increased even during transients, in order to approach the so-called "zero-impulse-emissions" vision, compared to conventional gasoline engine assemblies. In particular, it is provided that the pollutant emission conversion rate of the exhaust gas treatment system is always not lower than a pollutant emission conversion rate threshold below which a sufficiently high reduction in pollutant emissions no longer occurs.
In particular, it is provided that the exhaust gas oxygen quantity flowing through the main catalytic converter in the misfire coasting phase is kept low to such an extent that the efficiency of the main catalytic converter, in particular of the main catalytic converter as a three-way catalytic converter, is not influenced, or the exhaust gas oxygen quantity flowing through the main catalytic converter and at least one further catalytic converter of the exhaust gas treatment device in the misfire coasting phase is kept low to such an extent that the efficiency of the main catalytic converter, in particular of the main catalytic converter as a three-way catalytic converter and of the at least one further catalytic converter is not influenced, so that in particular the overall efficiency of the exhaust gas treatment device consisting of a plurality of components is not substantially influenced, or the exhaust gas oxygen quantity flowing through the main catalytic converter and all further catalytic converters of the exhaust gas treatment device in the misfire coasting phase is kept low to such an extent that the efficiency of the main catalytic converter, in particular of the main catalytic converter as a three-way catalytic converter and of all further catalytic converters is not influenced, so that in particular the overall efficiency of the exhaust-gas treatment device composed of a plurality of components is not substantially affected.
It may be provided that the exhaust gas oxygen quantity in the main catalyst during the non-ignition coasting phase is kept low to such an extent that the efficiency of the main catalyst, in particular as a three-way catalyst, is not affected.
It may be provided that the exhaust gas oxygen quantity in the main catalyst and in the at least one further catalyst of the exhaust gas treatment device during the non-ignition coasting phase is kept low to such an extent that the efficiency of the main catalyst, in particular of the main catalyst as a three-way catalyst, and of the at least one further catalyst is not affected.
It may be provided that the exhaust gas oxygen quantity in the main catalyst and in all other catalysts of the exhaust gas treatment device during the non-ignition coasting phase is kept low to such an extent that the efficiency of the main catalyst, and in particular of the main catalyst as a three-way catalyst and of all other catalysts, is not affected.
In particular, it is provided that the oxygen content of the exhaust gas flowing through the exhaust gas treatment device, in particular the main catalyst, is kept low during the misfire inertia phase to such an extent that no active strategy for emptying the oxygen reservoir has to be followed in order to achieve a sufficiently high efficiency, in particular a three-way conversion capability.
It may be provided that the quantity of exhaust gas oxygen flowing through the main catalyst in the unfired coasting phase is kept low to the extent that the mode of operation of the main catalyst, in particular of the three-way catalyst, is produced by the gasoline engine rich operation taking place during the transition from the coasting phase to the normal operating phase, or the quantity of exhaust gas oxygen flowing through the main catalyst and at least one further catalyst of the exhaust gas treatment device in the unfired coasting phase is kept low to the extent that the mode of operation of the main catalyst, in particular of the main catalyst of the three-way catalyst and the at least one further catalyst, is produced by the gasoline engine rich operation taking place during the transition from the coasting phase to the normal operating phase, or the quantity of exhaust gas oxygen flowing through the main catalyst and all further catalysts of the exhaust gas treatment device in the unfired coasting phase is kept low to the extent that, that is, the mode of operation of the main catalyst, and in particular the main catalyst as a three-way catalyst and all other catalysts, is generated by the occurrence of rich operation of the gasoline engine when transitioning from the inertia-running phase to the normal-running phase.
It may be provided that the oxygen content of the exhaust gas in the main catalyst during the non-ignition coasting phase is kept low to such an extent that the operating mode of the main catalyst, in particular as a three-way catalyst, is produced by the rich operation of the gasoline engine taking place during the transition from the coasting phase to the normal operating phase.
It may be provided that the exhaust gas oxygen quantity in the main catalyst and in the at least one further catalyst of the exhaust gas treatment device in the non-ignition coasting phase is kept low to the extent that the mode of operation of the main catalyst, in particular of the main catalyst as a three-way catalyst and of the at least one further catalyst, is produced by the gasoline engine rich operation taking place at the time of the transition from the coasting phase to the normal operation phase.
It may be provided that the exhaust gas oxygen quantity in the main catalyst and in all other catalysts of the exhaust gas treatment system during the non-ignition coasting phase is kept low to the extent that the mode of operation of the main catalyst, in particular of the main catalyst as a three-way catalyst and of all other catalysts mentioned above, is produced by the gasoline engine rich operation taking place during the transition from the coasting phase to the normal operation phase.
In particular, it is provided that the oxygen content of the exhaust gas flowing through the exhaust gas treatment device, in particular the main catalyst, is kept low during the misfire inertia run phase to such an extent that a restart strategy with at least one short substoichiometric combustion process is sufficient to again generate or ensure a three-way conversion capability.
It may be provided that the air supply to the gasoline engine is stopped or is stopped during the transition to the non-ignited coasting phase, wherein the air supply to the gasoline engine is stopped in particular by closing a throttle valve arranged upstream of the gasoline engine.
By closing the throttle valve, the air supply to the gasoline engine can be stopped. In this way, it is possible to suck in the exhaust gas generated before or during the transition to the unfired coasting phase by the movement of the cylinders via the exhaust gas recirculation line in the unfired coasting phase. By means of the intake, the exhaust gases produced before or during the transition to the unfired coasting phase can be recirculated or pumped during the unfired coasting phase.
It may be provided that, during the transition to the unfired coasting phase, the exhaust gas recirculation line is opened or held open, wherein the opening of the exhaust gas recirculation line is carried out in particular by opening the exhaust gas recirculation valve.
Through the exhaust gas recirculation line, the exhaust gas generated before or at the transition to the unfired coasting phase is supplied to the gasoline engine during the unfired coasting phase. It can be provided that the exhaust gas recirculation line is closed during the normal operating phase and during the ignition coast.
It may be provided that only the exhaust gas which has been generated in the gasoline engine before or during the transition from the normal operating phase to the unfired coasting operating phase is supplied to the gasoline engine via the exhaust gas recirculation line in the unfired coasting operating phase, or that only the exhaust gas which has been generated in the gasoline engine before or during the transition from the fired coasting operating phase to the unfired coasting operating phase is supplied to the gasoline engine via the exhaust gas recirculation line in the unfired coasting operating phase.
It may be provided that the exhaust gas which has been generated in the gasoline engine before or during the transition from the normal operating phase to the unfired coasting phase or before or during the transition from the ignited coasting phase to the unfired coasting phase is supplied to the gasoline engine via the exhaust gas recirculation line throughout the unfired coasting phase.
It may be provided that the gas delivered by the gasoline engine in the unfired coasting phase has an oxygen content of less than 5% by volume or substantially zero, and/or that the quantity of exhaust gas oxygen flowing through the gasoline engine in the unfired coasting phase is less than or equal to the oxygen storage capacity of the main catalyst, of at least one further catalyst of the exhaust gas treatment device and/or of all catalysts of the exhaust gas treatment device, and/or that the quantity of exhaust gas oxygen flowing through the gasoline engine in the unfired coasting phase is kept low to such an extent that the efficiency of the main catalyst, in particular of the main catalyst as a three-way catalyst, of the at least one further catalyst of the exhaust gas treatment device and/or of all catalysts of the exhaust gas treatment device, is not impaired, and/or that the quantity of exhaust gas oxygen flowing through the gasoline engine in the unfired coasting phase is kept low to such an extent that, in other words, the operating mode of the main catalytic converter, in particular as the main catalytic converter of the three-way catalytic converter, of the at least one further catalytic converter of the exhaust gas treatment device and/or of all catalytic converters of the exhaust gas treatment device, is generated by the rich operation of the gasoline engine occurring during the transition from the overrun phase to the normal operating phase.
It may be provided that the gasoline engine assembly comprises a high-pressure AGR system with a high-pressure AGR line, and that the exhaust gas supplied to the gasoline engine during the non-ignition coasting phase is fed back to the gasoline engine via the high-pressure AGR line.
Perhaps the exhaust gas recirculation line is designed as a high pressure AGR line.
It may be provided that the exhaust gas supplied to the gasoline engine exits the high-pressure AGR line before the gasoline engine, and the exhaust gas supplied to the gasoline engine enters the high-pressure AGR line between the gasoline engine and the turbine of the gasoline engine turbocharger.
That is, perhaps during the unfired coast-down period of the gasoline engine, exhaust gas generated before or at the time of transition to the unfired coast-down period is supplied to the gasoline engine through the high-pressure AGR line. Thus, the generated exhaust gas may enter the high pressure AGR line between the gasoline engine and the turbine of the turbocharger and exit the high pressure AGR line before the gasoline engine.
In this case, in the non-ignition inertia running mode, the generated exhaust gas may flow through only the gasoline engine. It may be provided that, during the unfired coasting phase, exhaust gas which is located in the exhaust gas treatment device before or during the transition into the unfired coasting phase and which contains substantially no oxygen remains in the exhaust gas treatment device and in particular in the main catalyst even during the unfired coasting phase.
In the context of the present invention, "exhaust gas produced" may refer to exhaust gas produced before or during the transition to the unfired coasting phase, i.e. exhaust gas which is produced in the normal or fired coasting phase as a result of the combustion of a fuel in a gasoline engine and which contains a small amount of oxygen, in particular is substantially free of oxygen.
It may be provided that the gasoline engine assembly comprises a bypass line and that the exhaust gases supplied to the gasoline engine during the unfired coasting phase are fed back to the gasoline engine via the bypass line.
Perhaps, the exhaust gas recirculation line is designed as a bypass line.
It may be provided that the exhaust gas supplied to the gasoline engine flows out of a bypass line before the gasoline engine, wherein the exhaust gas supplied to the gasoline engine enters the bypass line between the gasoline engine and the turbine of the turbocharger of the gasoline engine, or wherein the exhaust gas supplied to the gasoline engine enters the bypass line between the main catalyst and a further catalyst, in particular an oxidation catalyst, or wherein the exhaust gas supplied to the gasoline engine enters the bypass line between the main catalyst or the oxidation catalyst and a further catalyst of the exhaust gas treatment device, or wherein the exhaust gas supplied to the gasoline engine enters the bypass line after the last catalyst of the exhaust gas treatment device.
Through the bypass line, the exhaust gases generated before or during the transition to the unfired coasting phase can be supplied to the gasoline engine in the unfired coasting phase and then preferably to the exhaust gas treatment device.
Depending on the embodiment, the exhaust gas produced can enter the bypass line immediately after the gasoline engine or after the exhaust gas treatment component of the exhaust gas treatment device in the misfire coasting phase. It is thereby possible to influence which components of the gasoline engine assembly, i.e. which exhaust-gas treatment components in addition to the gasoline engine, are flowed through by the generated exhaust gas which is substantially free of oxygen during the unfired coasting phase.
It may be provided that the gasoline engine assembly comprises a low-pressure AGR system with a low-pressure AGR line, and that the exhaust gas supplied to the gasoline engine during the unfired coasting phase is fed back to the gasoline engine via the low-pressure AGR line.
Perhaps the exhaust gas recirculation line is designed as a low pressure AGR line.
It may be provided that the exhaust gas supplied to the gasoline engine flows out of the low-pressure AGR line before the gasoline engine, wherein the exhaust gas supplied to the gasoline engine enters the low-pressure AGR line between the turbine of the turbocharger of the gasoline engine and the main catalyst, or wherein the exhaust gas supplied to the gasoline engine enters the low-pressure AGR line between the main catalyst and a further catalyst, in particular an oxidation catalyst, or wherein the exhaust gas supplied to the gasoline engine enters the low-pressure AGR line between the main catalyst or the oxidation catalyst and a further catalyst of the exhaust gas treatment device, or wherein the exhaust gas supplied to the gasoline engine enters the low-pressure AGR line after the last catalyst of the exhaust gas treatment device.
Through the low-pressure AGR line, the exhaust gases produced before or during the transition to the unfired coasting phase can be supplied to the gasoline engine in the unfired coasting phase and then preferably to an exhaust gas treatment device.
Depending on the embodiment, the exhaust gas produced can enter the low-pressure AGR line immediately after the gasoline engine or after the exhaust-gas treatment component of the exhaust-gas treatment device in the unfired coasting phase. It is thereby possible to influence which components of the gasoline engine assembly, i.e. which exhaust-gas treatment components in addition to the gasoline engine, are flowed through by the exhaust gas produced during the unfired coasting phase.
It may be provided that the exhaust gas treatment device comprises: the main catalyst/s and possibly one or more pre-catalysts and/or one or more secondary catalysts and especially one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particle filters especially coated with a gaseous exhaust gas treatment effect coating and/or one or more NOxStorage catalyst and/or one or more containing NOxIn the case of exhaust-gas treatment components and/or one or more SCR systems and/or one or more exhaust-gas treatment components and/or secondary air injectors which contain an SCR coating, or in the case of which the exhaust-gas treatment device is formed by the main catalyst/s and possibly one or more pre-catalysts and/or one or more secondary catalysts, in particular one or more oxidation catalysts containing an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particle filters, in particular coated with a coating for the treatment of gaseous exhaust gases, and/or one or more NOxStorage catalyst and/or one or more containing NOxAn exhaust gas treatment component storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust gas treatment components comprising an SCR coating and/or a secondary air injector.
It may be provided that during normal operation or ignition coasting operation, the exhaust gas resulting from the combustion of the propellant in the gasoline engine first flows through the main catalytic converter, then the oxidation catalytic converter, which may be provided, comprising the oxidation catalytic converter coating, the gasoline engine particulate filter, which may be provided, the SCR catalytic converter, which may be provided, and then the NO, which may be providedxThe catalyst is stored.
It may be provided that the exhaust-gas treatment device comprises at least one main catalyst designed and/or used as a three-way catalyst, a gasoline engine particle filter and/or NOxStorage catalysts, wherein, perhaps, the main catalystThe carburetor is arranged in front of the gasoline engine particle filter, and the gasoline engine particle filter is arranged in NOxBefore the storage catalyst, or if provision is made for the exhaust-gas treatment device to be formed by at least one main catalyst designed and/or used as a three-way catalyst, a gasoline engine particle filter and/or NOxA storage catalyst, wherein, if the main catalyst is arranged before the gasoline engine particle filter and the gasoline engine particle filter is arranged at NOxBefore the catalyst is stored.
It may be provided that the exhaust gas treatment device comprises at least one main catalyst and a gasoline engine particulate filter which is arranged downstream of the main catalyst and which is regenerable with oxygen and/or nitrogen dioxide, the exhaust gas treatment device comprising a supply line which opens into the exhaust gas treatment device and, in the regeneration mode, supplies oxygen, in particular air, preferably filtered ambient air, upstream of the gasoline engine particulate filter via one or the supply lines which open into the exhaust gas treatment device for the regeneration of the gasoline engine particulate filter, wherein the exhaust gas oxygen content flowing through the main catalyst or the exhaust gas oxygen content located in the main catalyst is less than 5% by volume or substantially zero in the regeneration mode, and/or wherein the exhaust gas oxygen content flowing through the main catalyst or the exhaust gas oxygen content located in the main catalyst is kept low to such an extent in the regeneration mode, i.e. without affecting the efficiency of the main catalyst.
It may be provided that the exhaust gas treatment device comprises NO downstream of the main catalyst and/or the particulate filter of the gasoline enginexA storage catalyst, the exhaust gas treatment device comprising a supply line leading into the exhaust gas treatment device, in NOxDuring storage operation of the storage catalyst, oxygen, in particular air, preferably filtered and/or compressed ambient air, is supplied to the NO via a supply line leading into the exhaust gas treatment devicexStorage catalyst, perhaps in the main catalyst with NOxAn oxidation catalyst is arranged between the storage catalysts and comprises an oxidation catalyst coating, wherein the exhaust gas oxygen content flowing through the main catalyst or the exhaust gas oxygen content located in the main catalystThe amount is less than 5% by volume or substantially zero during storage operation, and/or wherein the amount of exhaust gas oxygen flowing through the main catalyst or the amount of exhaust gas oxygen located in the main catalyst during storage operation is kept low to such an extent that the efficiency of the main catalyst is not affected.
It may be provided that the exhaust gas treatment device comprises an SCR catalyst, which may be arranged downstream of the main catalyst, the oxidation catalyst and/or the gasoline engine particle filter, which SCR catalyst may be arranged in the NOxBefore the storage catalyst, oxygen, in particular air, preferably optionally filtered or compressed ambient air, is supplied to the SCR catalyst via a supply line or the supply line to the exhaust gas treatment device in the reduction mode of the SCR catalyst in order to reduce the nitrogen oxides, wherein the oxygen content of the exhaust gas flowing through the main catalyst is less than 5% by volume or substantially zero in the reduction mode, and/or wherein the oxygen content of the exhaust gas flowing through the main catalyst in the reduction mode is kept low to such an extent that the efficiency of the main catalyst is not impaired.
Perhaps stipulated that the gasoline engine particulate filter, the oxidation catalyst and the NO are supplied by supply linesxThe storage catalyst and/or the SCR catalyst and/or the further catalyst are supplied with oxygen, in particular with ambient air.
Or to supply the gasoline engine with particulate filter, oxidation catalyst, NO via the supply lines which are inherent to the gasoline enginexThe storage catalyst and/or the SCR catalyst and/or the further catalyst are supplied with oxygen, in particular with ambient air.
In particular, it is provided that the fuel is a fuel, in particular so-called
Is fed from a metering device to the exhaust gas treatment system upstream of the SCR catalytic converter, in particular downstream of the oxidation catalytic converter, wherein the propellant contains a reducing agent for reducing nitrogen oxides or can be converted into a reducing agent for reducing nitrogen oxides and/or a reducing agent for reducing nitrogen oxides, in particular ammonia NH3Is generated by a main catalyst, in particular by a three-way catalyst, in the normal operating range of the gasoline engine and/orThis is brought about by a possible temporary adjustment of the operating temperature of the gasoline engine, in particular by operating the gasoline engine at sub-stoichiometric levels.
The invention relates in particular to a gasoline engine assembly, wherein the gasoline engine assembly comprises a gasoline engine and an exhaust gas treatment device having at least one main catalyst, wherein the gasoline engine is operable in an operating phase comprising a normal operating phase and an overrun phase, wherein the gasoline engine in the normal operating phase reacts a kinetic fuel with air to form exhaust gases, wherein the gasoline engine in the normal operating phase is preferably operated and/or regulated within a lambda window around lambda 1, wherein the overrun phase is formed by at least one unfired overrun phase and/or at least one fired overrun phase, and wherein in the fired overrun phase the gas flowing through the main catalyst contains a small amount of oxygen, in particular essentially no oxygen, and in particular is combusted in stoichiometric or substoichiometric amounts, In particular, the exhaust gas produced by staged substoichiometric combustion is characterized in that an exhaust gas recirculation line is provided which, in the unfired coasting phase, supplies the exhaust gas which has been produced in the gasoline engine before or during the transition from the normal operating phase to the unfired coasting phase to the gasoline engine, or an exhaust gas recirculation line is provided which, in the unfired coasting phase, supplies the exhaust gas which has been produced in the gasoline engine before or during the transition from the fired coasting phase to the unfired coasting phase to the gasoline engine.
It may be provided that the power fuel supply is stopped during the misfire coasting phase.
It may be provided that the coasting phase is formed by at least one unfired coasting phase and/or at least one fired coasting phase, and that in the fired coasting phase the gas flowing through the main catalyst is substantially oxygen-free and in particular is the exhaust gas resulting from stoichiometric or substoichiometric combustion.
It may be provided that the exhaust gas recirculation line can be used to empty the exhaust gas during normal operationNO with gas, especially oxygen, supplied to an exhaust gas treatment devicexStorage catalyst whereby the NOxThe storage catalyst may be operated in its normal storage mode of operation.
It may be provided that the gasoline engine assembly is set up to carry out the method according to the invention.
It may be provided that an oxidation catalyst coated with an oxidation catalyst coating is arranged between the main catalyst and the one or the gasoline engine particulate filter, or that the one or the gasoline engine particulate filter has an oxidation catalyst coating at least in its front region, the oxidation catalyst coating being provided for reacting NO with O2Reaction to form NO2。
It may be provided that, after the gasoline engine and before the main catalyst, in particular in the front region of the main catalyst, a heating element, in particular catalytically coated, is provided for heating the main catalyst, and/or that, after the gasoline engine and in particular after the main catalyst and before the oxidation catalyst, in particular in the front region of the oxidation catalyst, a heating element, in particular catalytically coated, is provided for heating the oxidation catalyst, and/or that, after the gasoline engine and in particular after the oxidation catalyst and before the gasoline engine particulate filter, in particular in the front region of the gasoline engine particulate filter, a heating element, in particular catalytically coated, is provided for heating the gasoline engine particulate filter, and/or that, after the gasoline engine and in particular after the gasoline engine particulate filter and before the NO engine particulate filter, in particular in the front region of the gasoline engine particulate filterxBefore storage of the catalyst, in particular in NOxIn the front region of the storage catalyst, a particularly catalytically coated heating device for heating NO is providedxThe heating element of the catalyst is stored.
Perhaps provided, the gasoline engine assembly includes a gasoline engine and has at least the main catalyst, the gasoline engine particulate filter, and NOxExhaust gas treatment device with storage catalyst, which is designed or used as a three-way catalyst, downstream of which a gasoline engine particle filter, which may be used as a four-way catalyst, is arranged, downstream of which the NO is arrangedxStorage catalysisAnd in NOxThe storage catalyst may be preceded by a or the oxidation catalyst.
Perhaps stipulated that NOxThe storage catalyst is the last catalyst of the exhaust gas treatment device in the exhaust gas flow direction.
Other inventive features may be derived from the claims, the description of the embodiments and the figures.
Drawings
The invention will now be further illustrated by way of examples, which are illustrative rather than exclusive and/or non-limiting.
Figure 1 shows a schematic representation of a first embodiment of a gasoline engine assembly of the present invention,
figures 2a, 2b and 2c show schematic representations of different variants of the second embodiment of the gasoline engine assembly of the present invention,
fig. 3a, 3b and 3c show schematic representations of different variants of a third embodiment of the gasoline engine assembly of the present invention.
Unless otherwise specified, the reference numerals correspond to the following constituent elements:
1: gasoline engine, 2: exhaust gas treatment apparatus, 3: main catalyst, 4: other exhaust gas treatment components, 5: turbocharger, 6: throttle valve, 7: compressor, 8: turbine, 9: an exhaust gas recirculation line.
Detailed Description
The other exhaust gas treatment components 4 may optionally comprise three-way and/or four-way catalysts and/or NOxStorage catalyst, or three-way catalyst and/or four-way catalyst and/or NOxA storage catalyst.
In particular, the exhaust gas treatment device 2 comprises a main catalytic converter 3 and a quaternary catalytic converter.
In particular, the exhaust-gas treatment device 2 comprises a main catalytic converter 3, an oxidation catalytic converter and a quaternary catalytic converter.
In particular, the exhaust gas treatment device 2 comprises a main catalytic converter 3, an oxidation catalytic converter, a quaternary catalytic converter and NOxThe catalyst is stored.
In particular, exhaust gasThe treatment apparatus 2 includes a main catalyst 3, a quaternary catalyst, and NOxThe catalyst is stored.
Fig. 1 shows a schematic representation of a first embodiment of a gasoline engine assembly of the present invention, which is suitable and/or set up for carrying out the method of the present invention.
In this embodiment, the gasoline engine assembly includes a gasoline engine 1 and an exhaust gas treatment device 2. The exhaust gas treatment device 2 includes a main catalyst 3 and an exhaust gas treatment component 4 provided downstream of the main catalyst 3. In this embodiment, the main catalyst 3 is designed as a three-way catalyst and is arranged immediately after the turbine 8 of the turbocharger 5, in particular close to the engine. The further exhaust-gas treatment component 4 is designed as a gasoline engine particle filter in one variant embodiment of the first embodiment of the gasoline engine assembly of the invention and as a quaternary catalyst in another variant embodiment of the first embodiment of the gasoline engine assembly of the invention.
Further, the gasoline engine assembly includes a turbocharger 5 and a throttle valve 6. The turbocharger 5 includes a compressor 7 and a turbine 8.
The gasoline engine assembly operates in an operating phase that includes a normal operating phase and an inertia operating phase. The gasoline engine 1 is supplied with the motive fuel in the normal operation stage. The motive fuel reacts with air during normal operation to produce exhaust. During the normal operating phase, the gasoline engine 1 is operated and/or regulated within a λ window around λ ═ 1. That is, the gasoline engine 1 is operated and/or regulated in a range of λ 0.9 to 1.1, preferably λ 0.95 to 1.05 while floating around a λ value equal to 1.0. According to this embodiment, it can be provided that the gasoline engine 1 is operated and/or regulated in a staged or permanently rich manner during its normal operating phase.
In the coasting phase, the gasoline engine 1 is coasting by means of its moving mass. The inertia phases include at least one unfired inertia phase and/or at least one fired inertia phase.
In the ignition coast phase, the power fuel supply to the gasoline engine 1 is only reduced, or only the power fuel amount required for converting the amount of oxygen input through the air into the exhaust gas substantially free of oxygen is fed into the combustion chamber of the gasoline engine 1. In particular, stoichiometric combustion or sub-stoichiometric combustion occurs in the combustion chamber of the gasoline engine 1 during the ignition coast down period.
The exhaust gases generated in the gasoline engine 1 during the normal operating phase and the ignition inertia operating phase flow first through the turbine 8 of the turbocharger 5, then the main catalyst 3 and then the other exhaust gas treatment components 4, and then flow out to the environment.
During the non-ignition inertia running phase, the supply of the motive fuel to the gasoline engine 1 is interrupted. Unlike the usual method, in which air is pumped through the gasoline engine 1 in the unfired coasting phase, according to this embodiment, the exhaust gases generated before or at the transition to the unfired coasting phase are cyclically pumped. That is, the exhaust gas produced before or at the transition to the non-ignition coasting phase enters the exhaust gas recirculation line 9 after the gasoline engine 1 and leaves the exhaust gas recirculation line 9 before the gasoline engine 1, in particular on the intake side. In addition, substantially oxygen-free exhaust gases remain in the exhaust gas treatment device 2, in particular in the main catalyst 3 and the other exhaust gas treatment components 4, during the non-ignited inertia phase of operation.
The substantially oxygen-free exhaust gas is generated during a normal operation phase or an ignition inertia operation phase. In particular, substantially oxygen-free exhaust gas generated before or at the transition to the unfired coasting phase is pumped through the crankshaft-driven cylinders of the gasoline engine 1 during the unfired coasting phase.
The exhaust gas oxygen content in the exhaust gas treatment device 2, in particular in the main catalyst 3, thus corresponds substantially to the exhaust gas oxygen content flowing through the exhaust gas treatment device 2 in the normal operating phase or in the ignition coast-down phase in the non-ignition coast-down phase. Unlike conventional methods, the exhaust gas treatment device 2 is not flowed through and/or swept by oxygen-containing exhaust gas during the unfired coast-down phase.
According to this embodiment, the exhaust gas recirculation line 9 is designed as a high-pressure AGR line of a high-pressure AGR system of a gasoline engine assembly.
When transitioning to the non-ignition coasting period, the air supply to the gasoline engine 1 is stopped with the throttle valve 6 closed. Furthermore, the exhaust gas recirculation line 9 remains open or is opened as a result of the exhaust gas recirculation valve opening.
That is, only the exhaust gas generated before or at the time of transition to the non-ignition coasting phase is supplied to the gasoline engine 1 during the non-ignition coasting phase.
The above-mentioned object is thereby solved and a method and a gasoline engine assembly are provided which allow low consumption of fuel and low pollutant emissions.
In other words, the air supply of the exhaust gas treatment device 2 (so-called air enrichment) which is carried out in conventional methods during a load gap or coasting can be avoided and/or reduced in this way, together with the negative consequences on the exhaust gas cleaning function and the thermomechanical load of the exhaust gas treatment device 2. Provision is preferably made for the throttle flap 6 to be completely closed or to be kept closed during the unfired coasting phase and for the exhaust gas recirculation line 9 connecting the intake side and the exhaust side of the gasoline engine 1 to be opened or kept open. Thus, even in dynamic engine operation, relatively hot and substantially oxygen-free engine exhaust gas remains in the cycle. This prevents oxygen from possibly becoming enriched in the main catalyst 3 and the other exhaust-gas treatment components 4 and consequently the gasoline engine 1 from running rich. In addition, only small or no thermal gradients occur in the exhaust gas treatment device 2 as a result.
That is, according to the method for operating the gasoline engine assembly in the unfired coasting phase, the exhaust gas that has been generated in the gasoline engine 1 before or at the time of transition from the normal operating phase to the unfired coasting phase is supplied to the gasoline engine 1 again. The exhaust gas supplied to the gasoline engine 1 in the non-ignition inertia running phase is generated by combustion of the power fuel with air in the ignition inertia running phase or the normal running phase, and is substantially free of oxygen.
Fig. 2a, 2b and 2c show schematic representations of different variants of a second embodiment of the gasoline engine assembly of the present invention, which are suitable and/or set up for carrying out the method of the present invention. The features of the embodiments according to 2a, 2b and 2c may preferably correspond to the features of the embodiment according to fig. 1.
Unlike the first embodiment shown in fig. 1, the exhaust gas recirculation line 9 is designed as a bypass line.
In fig. 2a, the exhaust gases produced before or during the transition to the non-ignited coasting phase enter the bypass line after the gasoline engine 1 and exit the bypass line before the gasoline engine 1. In this embodiment, therefore, the substantially oxygen-free exhaust gas which is produced before or during the transition to the unfired coasting phase flows only through the gasoline engine 1 and the bypass line in the unfired coasting phase.
In fig. 2b, the exhaust gases produced before or during the transition to the non-ignited-inertia-run phase enter the bypass line after the main catalyst 3 and exit the bypass line before the gasoline engine 1. In this embodiment, therefore, the substantially oxygen-free exhaust gas which is produced before or during the transition to the unfired coasting phase flows through the gasoline engine 1, the turbine 8 of the turbocharger 5, the main catalyst 3 and the bypass line in the unfired coasting phase.
In fig. 2c, the exhaust gases produced before or during the transition to the unfired coasting phase enter the bypass line after the other main catalyst 3 and exit the bypass line before the gasoline engine 1. In this embodiment, therefore, the substantially oxygen-free exhaust gas which is produced before or during the transition to the unfired coasting phase flows through the gasoline engine 1, the turbine 8 of the turbocharger 5, the main catalyst 3 and the further exhaust gas treatment component 4 and the bypass line in the unfired coasting phase.
In a not shown embodiment, the exhaust gases produced before or during the transition to the unfired coasting phase enter the bypass line after the last catalytic converter of the exhaust-gas treatment device 2 and exit the bypass line before the gasoline engine 1. In this embodiment, therefore, the substantially oxygen-free exhaust gas which is produced before or during the transition to the unfired coasting phase flows through the gasoline engine 1, the turbine 8 of the turbocharger 5, all the exhaust gas treatment components 4 of the exhaust gas treatment device 2 and the bypass line in the unfired coasting phase.
Fig. 3a, 3b and 3c show schematic representations of different variants of a third embodiment of the gasoline engine assembly of the present invention, which are suitable and/or set up for carrying out the method of the present invention. The features of the embodiments according to fig. 3a, 3b and 3c may preferably correspond to the features of the embodiments according to fig. 1, 2a, 2b and/or 2 c.
Unlike the first embodiment shown in fig. 1, the exhaust gas recirculation line 9 is designed as a low-pressure AGR line of a low-pressure AGR system of a gasoline engine assembly.
In fig. 3a, the exhaust gases produced before or during the transition to the non-ignited-coasting phase enter the low-pressure AGR line after the turbine 8 of the turbocharger 5 and flow out of the low-pressure AGR line before the gasoline engine 1. In this embodiment, therefore, the substantially oxygen-free exhaust gas produced before or during the transition to the unfired coasting phase flows only through the gasoline engine 1, the turbine 8 of the turbocharger 5 and the low-pressure AGR line in the unfired coasting phase.
In fig. 3b, the exhaust gas generated before or at the transition to the non-ignition coasting phase enters the low-pressure AGR line after the main catalyst 3 and exits the low-pressure AGR line before the gasoline engine 1. In this embodiment, therefore, the substantially oxygen-free exhaust gas produced before or at the transition to the unfired coasting phase flows through the gasoline engine 1, the turbine 8 of the turbocharger 5, the main catalyst 3 and the low-pressure AGR line in the unfired coasting phase.
In fig. 3c, the exhaust gases produced before or during the transition to the non-ignited coasting phase enter the low-pressure AGR line after the other exhaust-gas treatment components 4 and exit the low-pressure AGR line before the gasoline engine 1. In this embodiment, therefore, the substantially oxygen-free exhaust gas produced before or during the transition to the unfired coasting phase flows through the gasoline engine 1, the turbine 8 of the turbocharger 5, the main catalyst 3, the other exhaust gas treatment components 4 and the low-pressure AGR line in the unfired coasting phase.
In a not shown embodiment, the exhaust gases produced before or during the transition to the unfired coasting phase enter the low-pressure AGR line after the last exhaust-gas treatment component 4 of the exhaust-gas treatment device 2 and flow out of the low-pressure AGR line before the gasoline engine 1. In this embodiment, therefore, the substantially oxygen-free exhaust gas produced before or during the transition to the unfired coasting phase flows through the gasoline engine 1, the turbine 8 of the turbocharger 5, all exhaust gas treatment components 4 of the exhaust gas treatment device 2 and the low-pressure AGR line in the unfired coasting phase.
The present invention is not limited to the embodiments shown, but encompasses any method and any gasoline engine assembly according to the claims below.
Claims (34)
1. A method for operating a gasoline engine assembly in operating phases, which comprise a normal operating phase and an inertia operating phase,
-wherein the gasoline engine assembly comprises a gasoline engine (1) and an exhaust gas treatment device (2) having at least one main catalyst (3),
-wherein in said normal operation phase exhaust gases are generated in the gasoline engine (1) from the reaction of the propellant and air,
-wherein the gasoline engine (1) is operated and/or regulated during the normal operating phase preferably within a lambda window around lambda-1,
-wherein the coasting phase consists of at least one non-fired coasting phase and/or at least one fired coasting phase, and
-wherein, in said ignition coast-down phase, the gas flowing through the main catalyst (3) contains a small amount of oxygen, in particular essentially no oxygen, and in particular the exhaust gas resulting from stoichiometric or sub-stoichiometric combustion, in particular staged sub-stoichiometric combustion,
it is characterized in that the utility model is characterized in that,
-supplying the gasoline engine (1) with exhaust gases which have been generated in the gasoline engine (1) before or at the transition from the normal operation phase to the non-ignited coasting operation phase in the non-ignited coasting operation phase via an exhaust gas recirculation line (9), or
-supplying the gasoline engine (1) with exhaust gases which have been generated in the gasoline engine (1) before or at the transition from the ignition coast-down phase to the non-ignition coast-down phase through an exhaust gas recirculation line (9) in the non-ignition coast-down phase.
2. The method of claim 1 wherein power fuel supply is stopped or ceased during the misfire coast-down period.
3. The method according to claim 1 or 2,
-the exhaust gases of the gasoline engine (1) are supplied to the main catalyst (3) during said normal operating phase and/or said ignition inertia operating phase, and
-the main catalyst (3) is designed or used as a three-way catalyst.
4. Method according to one of the preceding claims, characterized in that the oxygen content of the exhaust gas flowing through the exhaust gas treatment device (2) or the oxygen content of the exhaust gas located in the exhaust gas treatment device (2) during the coasting phase, in particular during the non-ignition coasting phase, substantially corresponds to the oxygen content of the exhaust gas flowing through the exhaust gas treatment device (2) during the normal operating phase or during the ignition coasting phase.
5. A method according to any one of the preceding claims, characterized in that the exhaust gas oxygen content in the main catalyst (3) or the exhaust gas oxygen content flowing through the main catalyst (3) in the non-ignited inertia phase of operation substantially corresponds to the exhaust gas oxygen content flowing through the main catalyst (3) in the normal phase of operation or the ignited inertia phase of operation.
6. The method according to one of the preceding claims,
-the exhaust gas oxygen content in the main catalyst (3) or the exhaust gas oxygen content flowing through the main catalyst (3) is below 5 vol.% or substantially zero, or
-the oxygen content of the exhaust gas in the main catalyst (3) and at least one further catalyst of the exhaust gas treatment device (2) or the oxygen content of the exhaust gas flowing through the main catalyst (3) and at least one further catalyst of the exhaust gas treatment device (2) is less than 5% by volume or substantially equal to zero, or
-the exhaust gas oxygen content in the main catalyst (3) and all other catalysts or the exhaust gas oxygen content flowing through the main catalyst (3) and all other catalysts of the exhaust gas treatment device (2) is below 5 vol.% or substantially zero during said normal operation phase and/or said inertia-up phase, in particular said misfire inertia-up phase.
7. The method according to one of the preceding claims,
-the amount of exhaust gas oxygen flowing through the main catalyst (3) in said non-ignited inertia phase of operation is less than or equal to the oxygen storage capacity of the main catalyst (3), or
-the amount of exhaust gas oxygen flowing through the main catalyst (3) and at least one further catalyst of the exhaust gas treatment device (2) in said non-ignited inertia phase of operation is less than or equal to the oxygen storage capacity of the main catalyst (3) and said at least one further catalyst, or
-the amount of exhaust gas oxygen flowing through the main catalyst (3) and all other catalysts of the exhaust gas treatment device (2) in said non-ignited inertia phase of operation is less than or equal to the oxygen storage capacity of the main catalyst (3) and said all other catalysts.
8. The method according to one of the preceding claims,
-the amount of exhaust gas oxygen flowing through the main catalyst (3) in said non-ignited inertia-running phase is kept low to such an extent that the efficiency of the main catalyst (3), in particular the main catalyst (3) as a three-way catalyst, is not affected, or
-the amount of exhaust gas oxygen flowing through the main catalyst (3) and at least one further catalyst of the exhaust gas treatment device (2) in the non-ignited inertia phase is kept low to such an extent that the efficiency of the main catalyst (3), in particular of the main catalyst (3) and of the at least one further catalyst as a three-way catalyst, is not influenced, so that in particular the overall efficiency of the exhaust gas treatment device (2) consisting of a plurality of components is not substantially influenced, or
-the amount of exhaust gas oxygen flowing through the main catalyst (3) and all other catalysts of the exhaust gas treatment device (2) in the non-ignited inertia phase is kept low to such an extent that the efficiency of the main catalyst (3), in particular of the main catalyst (3) as a three-way catalyst and of all other catalysts, is not affected, so that in particular the overall efficiency of the exhaust gas treatment device (2) consisting of a plurality of components is not substantially affected.
9. The method according to one of the preceding claims,
-the amount of exhaust gas oxygen flowing through the main catalyst (3) in the non-ignited inertia phase is kept low to such an extent that the mode of operation of the main catalyst (3), in particular the main catalyst (3) as a three-way catalyst, is produced by the gasoline engine (1) running rich when transitioning from the inertia phase to the normal phase, or
-the amount of exhaust gas oxygen flowing through the main catalyst (3) and at least one further catalyst of the exhaust gas treatment device (2) in the non-ignited inertia phase of operation is kept low to such an extent that the operating mode of the main catalyst (3), in particular of the main catalyst (3) and of the at least one further catalyst as a three-way catalyst, is generated by the gasoline engine (1) running rich when transitioning from the inertia phase of operation to the normal phase of operation, or
-the amount of exhaust gas oxygen flowing through the main catalyst (3) and all other catalysts of the exhaust gas treatment device (2) in said non-ignited inertia phase of operation is kept low to such an extent that the operating mode of the main catalyst (3), in particular of the main catalyst (3) and of all other catalysts as three-way catalysts, is generated by the occurrence of a rich operation of the gasoline engine (1) upon transition from said inertia phase of operation to said normal phase of operation.
10. The method according to one of the preceding claims,
-the air supply to the gasoline engine (1) is to be stopped or is stopped at the transition to said non-ignited inertia running phase,
-wherein the stopping of the air supply to the gasoline engine (1) is performed in particular by closing a throttle valve (6) arranged upstream of the gasoline engine (1).
11. The method according to one of the preceding claims,
-the exhaust gas recirculation line (9) is to be opened or kept open upon transition to said non-ignited coasting phase,
-wherein the opening of the exhaust gas recirculation line (9) is in particular performed by opening an exhaust gas recirculation valve.
12. The method according to one of the preceding claims,
-in said non-ignited inertia phase, only exhaust gases which have been generated in the gasoline engine (1) before or at the transition from said normal operation phase to said non-ignited inertia phase are supplied to the gasoline engine (1) via the exhaust gas recirculation line (9), or
-in said non-ignited coasting phase, only exhaust gases which have been generated in the gasoline engine (1) before or at the transition from said ignited coasting phase to said non-ignited coasting phase are supplied to the gasoline engine (1) through the exhaust gas recirculation line (9).
13. Method according to one of the preceding claims, characterized in that, throughout the unfired coasting phase, the gasoline engine (1) is supplied via the exhaust gas recirculation line (9) with exhaust gases which have been generated in the gasoline engine (1) before or during the transition from the normal operating phase to the unfired coasting phase or before or during the transition from the fired coasting phase to the unfired coasting phase.
14. The method according to one of the preceding claims,
-the gas delivered by the gasoline engine (1) in said non-ignited inertia phase of operation has an oxygen content lower than 5% by volume or substantially zero, and/or
-the amount of oxygen in the exhaust gas flowing through the gasoline engine (1) in said non-ignited inertia phase of operation is less than or equal to the oxygen storage capacity of the main catalyst (3), at least one further catalyst of the exhaust gas treatment device (2) and/or all catalysts of the exhaust gas treatment device (2), and/or
-the amount of exhaust gas oxygen flowing through the gasoline engine (1) in said non-ignited inertia-running phase is kept low to such an extent that the efficiency of the main catalyst (3), in particular the main catalyst (3) as a three-way catalyst, of at least one further catalyst of the exhaust gas treatment device (2) and/or of all catalysts (3) of the exhaust gas treatment device (2), and/or of
-the amount of exhaust gas oxygen flowing through the gasoline engine (1) in said non-ignited inertia run phase is kept low to the extent that the operating mode of the main catalyst (3), in particular of the main catalyst (3) as a three-way catalyst, of at least one further catalyst of the exhaust gas treatment device (2) and/or of all catalysts (3) of the exhaust gas treatment device (2), is generated by the gasoline engine (1) running rich when transitioning from said inertia run phase to said normal run phase.
15. The method according to one of the preceding claims,
the gasoline engine assembly comprises a high pressure AGR system having a high pressure AGR line, and
-the exhaust gases supplied to the gasoline engine (1) in said non-ignited inertia phase are fed back to the gasoline engine (1) through the high-pressure AGR line.
16. The method as set forth in claim 15,
-the exhaust gas supplied to the gasoline engine (1) flows out of the high-pressure AGR line before the gasoline engine (1), and
-the exhaust gases supplied to the gasoline engine (1) enter the high-pressure AGR line between the gasoline engine (1) and the turbine (8) of the turbocharger (5) of the gasoline engine (1).
17. The method according to one of the preceding claims,
the gasoline engine assembly comprises a bypass line, and
-the exhaust gases supplied to the gasoline engine (1) in said non-ignited inertia phase are fed back to the gasoline engine (1) through the bypass line.
18. The method as set forth in claim 17,
-the exhaust gases supplied to the gasoline engine (1) flow out of the bypass line before the gasoline engine (1),
-wherein the exhaust gas supplied to the gasoline engine (1) enters the bypass line between the gasoline engine (1) and the turbine (8) of the turbocharger (5) of the gasoline engine (1), or
-wherein the exhaust gas supplied to the gasoline engine (1) enters the bypass line between the main catalyst (3) and another catalyst, in particular an oxidation catalyst, or
-wherein the exhaust gas supplied to the gasoline engine (1) enters the bypass line between the main catalyst or the oxidation catalyst and the other catalyst of the exhaust gas treatment device (2), or
-wherein the exhaust gas supplied to the gasoline engine (1) enters the bypass line after the last catalyst (3) of the exhaust gas treatment device (2).
19. The method according to one of the preceding claims,
the gasoline engine assembly comprises a low pressure AGR system having a low pressure AGR line, and
-the exhaust gases supplied to the gasoline engine (1) in said non-ignited inertia phase are fed back to the gasoline engine (1) through the low-pressure AGR line.
20. The method as set forth in claim 19,
-the exhaust gases supplied to the gasoline engine (1) flow out of a low pressure AGR line before the gasoline engine (1),
-wherein the exhaust gas supplied to the gasoline engine (1) enters the low pressure AGR line between the turbine (8) of the turbocharger (5) of the gasoline engine (1) and the main catalyst (3), or
-wherein the exhaust gas supplied to the gasoline engine (1) enters the low pressure AGR line between the main catalyst (3) and another catalyst, in particular an oxidation catalyst, or
-wherein the exhaust gas supplied to the gasoline engine (1) enters the low pressure AGR line between the main catalyst or the oxidation catalyst and the other catalyst of the exhaust gas treatment device (2), or
-wherein the exhaust gas supplied to the gasoline engine (1) enters the low pressure AGR line after the last catalyst (3) of the exhaust gas treatment device (2).
21. The method according to one of the preceding claims,
-the exhaust gas treatment device (2) comprises: the main catalyst(s) (3) and possibly one or more pre-catalysts and/or one or more secondary catalysts and in particular one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more gasoline engine particulate filters, in particular coated with a gaseous exhaust gas treatment effect coating and/or one or more NOxStorage catalyst and/or one or more containing NOxAn exhaust gas treatment component (4) storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust gas treatment components (4) comprising an SCR coating and/or a secondary air injector, or
-the exhaust gas treatment device (2) is formed by the main catalyst(s) (3) and/or by one or more pre-catalysts and/or one or more secondary catalysts, and in particular by one or more oxidation catalysts comprising an oxidation catalyst coating and/or one or more heating catalysts and/or one or more, in particular one or more, gasoline engine particulate filters coated with a gaseous exhaust gas treatment effect coating and/or one or more NO' sxStorage catalyst and/or one or more containing NOxAn exhaust gas treatment component (4) storing a catalyst coating and/or one or more SCR systems and/or one or more exhaust gas treatment components (4) comprising an SCR coating and/or a secondary air injector.
22. The method according to one of the preceding claims,
-the exhaust gas treatment device (2) comprises at least one main catalyst (3) and a gasoline engine particulate filter arranged downstream of the main catalyst (3) and capable of being regenerated with oxygen and/or nitrogen dioxide,
-the exhaust gas treatment device (2) comprises a supply line leading into the exhaust gas treatment device (2),
-in regeneration operation, oxygen and in particular air, preferably filtered ambient air, is supplied before the gasoline engine particulate filter via a supply line leading into the exhaust gas treatment device (2) for regeneration of the gasoline engine particulate filter,
-wherein the exhaust gas oxygen content flowing through the main catalyst (3) or the exhaust gas oxygen content located within the main catalyst (3) is below 5 vol.% or substantially zero in the regeneration operation, and/or
-wherein the amount of exhaust gas oxygen flowing through the main catalyst (3) or the amount of exhaust gas oxygen located within the main catalyst (3) in the regeneration operation is kept low to such an extent that the efficiency of the main catalyst (3) is not affected.
23. The method according to one of the preceding claims,
-the exhaust gas treatment device (2) comprises NO arranged downstream of the main catalyst (3) and/or perhaps the gasoline engine particulate filterxThe storage catalyst is used for the purpose of storing the catalyst,
-the exhaust gas treatment device (2) comprises a supply line leading into the exhaust gas treatment device (2),
in the NOxDuring storage operation of the storage catalyst, oxygen, in particular air, preferably filtered and/or compressed ambient air, is supplied to the NO via a supply line leading into the exhaust gas treatment device (2)xThe storage catalyst is used for the purpose of storing the catalyst,
-optionally in the main catalyst (3) and the NOxAn oxidation catalyst is arranged between the storage catalysts and comprises an oxidation catalyst coating,
-wherein the exhaust gas oxygen content flowing through the main catalyst (3) or the exhaust gas oxygen content located within the main catalyst (3) is below 5 vol.% or substantially zero in the storage operation, and/or
-wherein the amount of exhaust gas oxygen flowing through the main catalyst (3) or the amount of exhaust gas oxygen located within the main catalyst (3) in said storage operation is kept low to such an extent that the efficiency of the main catalyst (3) is not affected.
24. The method according to one of the preceding claims,
-the exhaust gas treatment device (2) comprises an SCR catalyst arranged downstream of the main catalyst (3), the oxidation catalyst and/or the gasoline engine particulate filter,
the SCR catalyst may be arranged in the NOxBefore the storage of the catalyst, the catalyst is stored,
-the exhaust gas treatment device (2) comprises a supply line leading into the exhaust gas treatment device (2),
-in the reduction mode of the SCR catalyst, oxygen, in particular air, preferably ambient air, and possibly filtered or compressed, is supplied to the SCR catalyst via a supply line leading into the exhaust-gas treatment device (2) in order to reduce nitrogen oxides,
-wherein the oxygen content of the exhaust gas flowing through the main catalyst (3) is below 5 vol.% or essentially zero in the reduction operation, and/or
-wherein the amount of exhaust gas oxygen flowing through the main catalyst (3) in said reduction operation is kept low to such an extent that the efficiency of the main catalyst (3) is not affected.
25. The method according to one of the preceding claims,
power fuels, especially so-called
Is fed by a metering device into the exhaust gas treatment device (2) before the SCR catalyst, in particular after the oxidation catalyst,
-wherein the power fuel contains a reducing agent for nitrogen oxide reduction or can be converted into a reducing agent for nitrogen oxide reduction, and/or
Reducing agents for nitrogen oxide reduction, in particular ammonia NH3Is generated by the main catalyst (3), in particular by the three-way catalyst, in the normal operating range of the gasoline engine and/or by, in particular, operating the gasoline engine (1) sub-stoichiometrically, possibly temporarily adjusting the operating temperature of the gasoline engine (1).
26. A kind of gasoline engine assembly is disclosed,
-wherein the gasoline engine assembly comprises a gasoline engine (1) and an exhaust gas treatment device (2) having at least one main catalyst (3),
-wherein the gasoline engine (1) is operable in an operating phase comprising a normal operating phase and an inertia operating phase,
-wherein the gasoline engine (1) reacts power fuel and air to generate exhaust gases in said normal operation phase,
-wherein the gasoline engine (1) is operated and/or regulated during the normal operating phase preferably within a lambda window around lambda-1,
-wherein the coasting phase consists of at least one non-fired coasting phase and/or at least one fired coasting phase, and
-wherein, in said ignition coast-down phase, the gas flowing through the main catalyst (3) contains a small amount of oxygen, in particular essentially no oxygen, and in particular the exhaust gas resulting from stoichiometric or sub-stoichiometric combustion, in particular staged sub-stoichiometric combustion,
it is characterized in that the utility model is characterized in that,
-an exhaust gas recirculation line (9) is provided which supplies the gasoline engine (1) with exhaust gases which have been generated in the gasoline engine (1) before or at the transition from the normal operating phase to the non-ignited coasting operating phase in the non-ignited coasting operating phase, or
-an exhaust gas recirculation line (9) is provided which supplies the gasoline engine (1) with exhaust gases which have been generated in the gasoline engine (1) before or at the transition from the ignition inertia running phase to the non-ignition inertia running phase in the non-ignition inertia running phase.
27. The gasoline engine assembly of claim 26, wherein power fuel supply is stopped during the misfire inertia run phase.
28. The gasoline engine assembly as set forth in claim 26 or 27,
the coasting phase is formed by at least one unfired coasting phase and/or at least one fired coasting phase, and
-the gas flowing through the main catalyst (3) in said ignition coast-down phase is substantially oxygen-free and in particular is the exhaust gas resulting from stoichiometric or sub-stoichiometric combustion.
29. Gasoline engine assembly according to one of the claims 26 to 28, characterized in that NO can be supplied to the exhaust gas treatment device (2) via the exhaust gas recirculation line (9) during the normal operating phasexThe storage catalyst is supplied with air, in particular oxygen, whereby the NOxThe storage catalyst is capable of operating during its normal storage operation.
30. The gasoline engine assembly as claimed in one of claims 26 to 29, which is set up for carrying out the method as claimed in one of claims 1 to 25.
31. The gasoline engine assembly as recited in any one of claims 26 to 30,
-an oxidation catalyst coated with an oxidation catalyst coating is provided between the main catalyst (3) and one or more gasoline engine particulate filters, or
-one or the gasoline engine particulate filter has an oxidation catalyst coating at least in its front region,
-wherein the oxidation catalyst coating is set up for reacting NO with O2Reaction to form NO2。
32. The gasoline engine assembly as recited in any one of claims 26 to 31,
-after the gasoline engine (1) and before the main catalyst (3), in particular in the front region of the main catalyst (3), a heating element, in particular with a catalytic coating, is provided for heating the main catalyst (3), and/or
-after the gasoline engine (1) and in particular after the main catalyst (3) and before the oxidation catalyst, in particular in the front region of the oxidation catalyst, a heating element, in particular with a catalytic coating, is provided for heating the oxidation catalyst, and/or
-after the gasoline engine (1) and in particular after the oxidation catalyst and before the gasoline engine particulate filter, in particular in the front region of the gasoline engine particulate filter, a heating element, in particular with a catalytic coating, is provided for heating the gasoline engine particulate filter, and/or
-after the gasoline engine (1) and in particular after the gasoline engine particulate filter and in NOxBefore storage of the catalyst, in particular in the NOxIn the front region of the storage catalyst, a catalyst layer is provided for heating the NOxThe heating element of the catalyst is stored.
33. The gasoline engine assembly as recited in any one of claims 26 to 32,
-the gasoline engine assembly comprises a gasoline engine (1) and has at least the main catalyst (3), the gasoline engine particulate filter and NOxAn exhaust-gas treatment device (2) which stores a catalyst,
the main catalyst (3) is designed or used as a three-way catalyst,
-the gasoline engine particulate filter, possibly acting as a quaternary catalyst, is arranged downstream of the main catalyst (3),
-the NO is provided downstream of the gasoline engine particulate filterxStore the catalyst, and
in the NOxThe storage catalyst may be preceded by a or the oxidation catalyst.
34. A gasoline engine assembly according to any of claims 26 to 33 wherein the NO isxStorage catalyst in the exhaust gas flow directionIs the last catalytic converter of the exhaust-gas treatment device (2).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ATA50856/2018 | 2018-10-05 | ||
| ATA50856/2018A AT521758B1 (en) | 2018-10-05 | 2018-10-05 | Method and arrangement of a gasoline engine with an improved exhaust aftertreatment by means of an overrun fuel cut-off strategy |
| PCT/AT2019/060330 WO2020069550A1 (en) | 2018-10-05 | 2019-10-04 | Method and petrol engine arrangement having improved exhaust gas aftertreatment by means of an overrun cut-off strategy |
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| CN112771263A true CN112771263A (en) | 2021-05-07 |
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| CN201980061337.4A Pending CN112771263A (en) | 2018-10-05 | 2019-10-04 | Method for improving exhaust gas treatment function through sliding spray stopping strategy and gasoline engine assembly |
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| Country | Link |
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| CN (1) | CN112771263A (en) |
| AT (1) | AT521758B1 (en) |
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| DE102021107008A1 (en) | 2021-03-22 | 2022-10-13 | Volkswagen Aktiengesellschaft | Heating of an exhaust gas recirculation line during overrun operation of an internal combustion engine |
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| GB2560758A (en) * | 2017-03-24 | 2018-09-26 | Gm Global Tech Operations Llc | A method of thermal protecting a particulate filter of an internal combustion engine |
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| US10066575B2 (en) * | 2016-07-15 | 2018-09-04 | Ford Global Technologies, Llc | Method and system for gasoline particulate filter operations |
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Also Published As
| Publication number | Publication date |
|---|---|
| DE112019004982A5 (en) | 2021-06-24 |
| AT521758A1 (en) | 2020-04-15 |
| AT521758B1 (en) | 2023-07-15 |
| WO2020069550A1 (en) | 2020-04-09 |
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