CN1714229A - 用于清洁微粒过滤器的方法以及使用上述方法的车辆 - Google Patents
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- F01N3/033—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 in combination with other devices
- F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
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- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
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- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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Abstract
本发明涉及一种微粒过滤器(15)的再生方法,该微粒过滤器布置为热邻近于排气管(10)中的催化剂单元(16),该排气管连接到内燃机(2)。所述微粒过滤器位于用来调节穿过排气管的废气流的可调整的废气压力调节器(20)的下游。当内燃机在低的发动机负荷下工作时,废气压力调节器(20)用预定的调节压力启动。然后依靠喷射单元将燃料供应给排气管(10),上述催化剂单元(16)暴露在上述的被氧化的燃料中,微粒过滤器(15)被加热到烟灰微粒与上述废气流中包含的氧气反应而转变成二氧化碳的温度。
Description
技术领域
本发明涉及依据专利权利要求1的前序部分的一种用于微粒过滤器再生的方法,该微粒过滤器布置为热邻近连接到内燃机的排气管中的催化剂单元,和依据专利权利要求6的前序部分的一种车辆。
背景技术
在柴油机内部的燃烧过程中,除了水蒸气、氮氧化合物和二氧化碳以外,还形成有烟灰微粒。少量的不燃烧的碳氢化合物和一氧化碳也出现了。设置有微粒过滤器的柴油机大大的降低了微粒的散发。然而,微粒过滤器必须或多或少的持续再生,使其不变满,并且不导致穿过排气系统的高压的下降。为了使微粒过滤器能自动的自我再生,需要废气温度在至少250℃并且硫含量少的燃料小于30ppm。然而,当柴油机在低的负载水平和(或)低的环境温度下运转的时候,废气的温度通常低于250℃,这将导致在微粒过滤器中烟灰堆积。如果这种工况被允许持续一段相对较长的时间,那么在微粒过滤器中烟灰的堆积可能达到有害的水平。这里描述的有害水平意思是,如果工况随后发生改变,过滤器开始再生,那么将有危急的过热的危险,结果导致对过滤器的永久损害。此外,还有废气背压大小威胁到发动机功能的危险。
例如,EP 341832说明了一个包含过滤器的系统,在其中烟灰微粒被吸收。然后,烟灰微粒在二氧化氮环境中燃烧。二氧化氮是从废气中,从布置在过滤器上游的氧化催化剂中的一氧化氮中形成的。EP341832中说明的系统有个问题是,在废气处于低温的工况下,将烟灰颗粒转化为二氧化碳的能力较低。在这一点上,微粒过滤器的再生需要太多的时间,这种情况是不适当的,结果,随着压力加速下降,过滤器逐渐变得阻塞。这又导致了不得不频繁的保养过滤器。
发明内容
因而本发明的一个目标就是提供一种方法,使微粒过滤器可能有效的再生,并且更加容易的应用于内燃机。通过依据发明权利要求1的特征部分的方法来达到这个目标。
根据提出的方法,当发动机在较低的发动机负荷下工作,然后布置在排气系统中的废气压力调节器开始起作用的时候,分配到内燃机的喷射单元不时地向连接到发动机的排气系统供给燃料。布置在热邻近微粒过滤器的排气管中的催化剂单元暴露在供给的被氧化的燃料中。在这一点上,微粒过滤器被加热到这样一个温度,使得烟灰微粒与包含在上述废气中的氧气反应而转变成二氧化碳。喷射单元可以由位于排气管内拥有一个喷射器的独立单元组成,或者由内燃机中存在的喷射系统组成。
为了增大排气系统中的背压,背压可以增加废气流的温度,本发明利用了废气压力调节器能够在较低的负荷下使用的事实。
在优选实施例中,通过分配到发动机燃烧室的喷射器供给燃料。在这种情况下,当发动机在较低的负荷下工作,废气压力调节器起作用,并且在燃料处于不燃烧或仅仅部分燃烧状态时被允许穿越燃烧室进入排气管这样一个阶段的时候,燃料采用上述方式供给。这可以通过在相对于正常喷射器的延迟曲柄角位置,也就是在膨胀或排气行程,供给燃料来达到。
本发明也涉及采用上述方法的车辆。
附图说明
参考附图,将非常详细的说明本发明,其中
图1是包括装备有采用依据本发明方法再生的微粒过滤器的内燃机的车辆示意图;
图2是采用依据图1的微粒过滤器的涡轮增压柴油机的详细示意图,和
图3是再生发生时在正常工况下和低的发动机负荷下燃料喷射量的体积流量曲线图。
具体实施方式
图1显示了装备有内燃机2和联接到发动机的变速箱3的车辆1。变速箱有一个输出驱动轴4,该输出驱动轴4通过传动轴5驱动至少一对驱动轮6。在传统的方式中,车辆1围绕车架7构建,该车架由上述的驱动轮6和优选的一组转向轮8支撑。车辆最好包含驾驶室9。
在传统的方式中,内燃机装备有排气系统10,该排气系统包含连接到发动机排出口的排气管11。涡轮12最好布置在排气系统10中,形成涡轮增压单元13的一部分,从而机械的联接到布置在发动机进气侧(图中未示)的压缩机14。也可以有一个涡轮,该涡轮机械地联接回涡轮增压复合系统中的内燃机的驱动轴。
发动机是柴油机类型,这是指烟灰微粒是在燃烧过程中形成的。因此,排气系统装备有微粒过滤器15。氧化催化剂16布置为热邻近微粒过滤器。“热邻近”意思是发生在氧化催化剂中的反应能够加热微粒过滤器。为了这个目的,氧化催化剂通常布置在微粒过滤器的上游和直接邻近的部分,但是也有可能在催化物质遍布过滤体的地方,在共用的轴承结构上将微粒过滤器和氧化催化剂合为一体。
氧化催化剂和微粒过滤器最好设计成如EP 341832或EP 835684中所述的。烟灰微粒在微粒过滤器13中被捕获。在有利的条件下,在氧化催化剂中持续的将一氧化氮NO转化为二氧化氮NO2。然后,在二氧化氮环境中发生烟灰微粒的氧化,烟灰微粒在一个、几个或所有的 , 或者 过程中氧化形成二氧化碳。
由于NOx的含量相对较低,尤其是NO2,然而,为了在发动机处于低温和(或)低的负荷时完全再生过滤器,这些过程非常缓慢。NO2生成的中断,比如由于硫化中毒,也会导致削弱的烟灰燃烧。
烟灰微粒也可以直接与柴油机废气中存在的多余的氧气O2反应,但是这样做的先决条件是温度超过大约600℃。这种反应比NO2与烟灰反应要快十的几次方,因为保留在柴油机废气中的氧气O2的浓度大约比NO2的浓度大十的三次方。如果这个温度用于烟灰过滤器的再生,整个再生可以限制在几分钟之内。
图2详细描述了内燃机2,该内燃机布置成用于本发明微粒过滤器的再生。内燃机最好组成用于卡车或公共汽车的驱动单元的一部分。发动机是直喷式柴油机是有利的,其中带有布置在蜗杆上的由废气驱动的涡轮12和压缩机14的涡轮增压单元13用于压缩和提供燃烧所用空气。进入的气体从空气滤清器17供应给增压器用于压缩,之后,被压缩的空气当经过中间冷却器18时被冷却,然后被压缩的空气被供应给发动机的进气歧管19。
发动机的废气以常规的方式在排气歧管11中收集起来,然后传递给增压器13的涡轮12,用于驱动压缩机14。然后,废气经过废气压力调节器20向前传递给带有微粒过滤器15的消声器单元21。
废气压力调节器20本质上可以是一种已知类型,包含一个带有气动控制的活塞22的活塞阀和一个安装在杆的相对端的阀盘23。调节的空气压力经过连接到车辆中包含的空气压缩系统的压缩空气路线(图中未示)作用在活塞22上,用来产生用于车辆中附属设备的动力。
控制单元24,合适的是一个微处理器,经过压缩空气路线25连接到废气压力调节器20,用于依据输入数据控制调节压力。这些输入数据经过比如路线26提供给微粒过滤器15。废气压力调节器可以通过比如检测到微粒过滤器中的微粒数量已经达到了某个水平来起作用(启动)。另一种选择是,起作用可以在检测到微粒过滤器中的压力下降已经达到某个水平时发生。另一个变化例是检测发动机是否已经在低负荷下工作了一定的时间。依靠控制单元24,阀盘因此可以设置在全开度位置和有效位置之间,在这个位置,通过阀门与流经其中的气体相互作用确定一个给定的废气压力。
可以依据废气热的程度,以不同程度使废气压力调节器20起作用。在这一点上,可以测量废气温度,控制废气压力调节器,直到获得想要的温度。另一种选择是,利用与当前操作点结合的已知的环境温度,发动机的控制单元可以计算废气温度,然后控制废气压力调节器,直到获得想要的废气温度。
图3是再生过程中在正常操作和低的发动机负荷下燃料喷射量的体积流量示意图。以一种专家熟知的方式通过控制单元24控制喷射发生时的燃料喷射量和曲轴的角度位置的调节。在SAE J1939/71,1996中给出了一个用于车辆的控制单元的实例。曲线图显示了作为曲柄角位置的函数的体积流量,曲柄角位置用活塞的上止点和下止点表示作为参考点。内燃机的四个行程沿x轴显示,进气行程在0°和180°之间,压缩行程在180°和360°之间,膨胀行程在360°和540°之间,排气行程在540°和720°之间。
曲线A表示当发动机在正常负荷下工作时在这个工况下供应的燃料量。然后在压缩行程和膨胀行程之间转变的时候,在3到30度之间的曲柄角度范围内供应燃料。
曲线B1-B3表示在低的发动机负荷下供应的燃料量,用于布置在排气管中的氧化催化剂下游的微粒过滤器的再生。最好在膨胀行程或排气行程期间,在压缩行程和膨胀行程之间的上止点之后的30°到90°范围内供应燃料。在压缩行程和膨胀行程之间的上止点之后的0°到360°的更大范围是有可能的,那就是说,在膨胀行程和排气行程期间。
在示例性实施例B1和B2中,在压缩行程和膨胀行程之间的上止点之后的30°到180°之间供应燃料。
在示例性实施例B3中,在上止点之后的270°供应燃料。
本发明被认为并不局限于上述的示例性实施例,而是在专利权利要求书的范围内可以想到大量的更进一步的变化和修改。
Claims (10)
1.一种用于微粒过滤器(15)的再生方法,该微粒过滤器布置为热邻近排气管(10)中的催化剂单元(16),该排气管连接到内燃机(2),所述微粒过滤器位于用来调节穿过排气管的废气流的可调整的废气压力调节器(20)的下游,其特征在于,包括以下步骤,
依靠控制单元(24)确定内燃机在低的发动机负荷下被驱动,
以预定的调节压力使废气压力调节器(20)起作用,和
依靠喷射单元将燃料供应给排气管(10),上述催化剂单元(16)暴露在上述的被氧化的燃料中,所述微粒过滤器(15)被加热到烟灰微粒与上述废气流中包含的氧气反应而转变成二氧化碳的温度。
2.如权利要求1所述的再生方法,其特征在于,在燃料被允许在不燃烧或部分燃烧的状态下穿过燃烧室进入排气管(10)这样的内燃机工作循环阶段,上述的喷射单元将燃料供应给布置在内燃机(2)中的燃烧室,上述不燃烧或部分燃烧的燃料接触到催化剂单元(16)时被氧化,所述微粒过滤器(15)被加热到烟灰微粒与上述废气流中包含的氧气反应而转变成一氧化碳的温度。
3.如权利要求2所述的再生方法,其特征在于,在内燃机的膨胀行程或排气行程中供应上述燃料。
4.如权利要求1所述的再生方法,其特征在于,燃料通过分配到排气管(10)的喷射单元直接供给到排气管(10)。
5.如上述任何一个权利要求所述的再生方法,其特征在于,在低负荷并且废气压力调节器被启动时微粒过滤器(15)的废气温度为至少250℃的情况下,供应燃料。
6.一种车辆(1),该车辆包含内燃机(2)和热邻近于连接到内燃机的排气管(10)中的催化剂单元(16)的微粒过滤器(15),该微粒过滤器位于用来调节穿过排气管的废气流的可调整的废气压力调节器(20)的下游,其特征在于,分配到上述车辆的喷射系统布置成,当微粒过滤器(15)需要再生的时候,在启动废气压力调节器(20)的同时向排气管(10)供给燃料,所述催化剂单元(16)暴露在上述的被氧化的燃料中,所述微粒过滤器被加热到烟灰微粒与上述废气流中包含的氧气反应而转变成二氧化碳的温度。
7.如权利要求6所述的车辆,其特征在于,所述喷射系统布置成,在燃料被允许在不燃烧或部分燃烧的状态下穿过燃烧室进入排气管(10)这样的内燃机工作循环阶段,上述的喷射单元将燃料供应给布置在内燃机(2)中的燃烧室。
8.如权利要求7所述的车辆,其特征在于,所述喷射系统布置成,在内燃机的膨胀行程或排气行程中供应燃料。
9.如权利要求6所述的车辆,其特征在于,所述车辆包含分配到排气管(10)的喷射单元,该喷射单元布置成直接向排气管供应燃料。
10.如权利要求6-9中任何一个所述的车辆,其特征在于,所述废气压力调节器(20)包含一个连接到阀盘(23)的气动活塞(22),当该阀盘(23)沿底座方向移动时,形成用于发动机废气流的节流阀。
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EP1561015A1 (en) | 2005-08-10 |
EP1561015B1 (en) | 2009-07-01 |
BR0315827A (pt) | 2005-09-13 |
SE0203250D0 (sv) | 2002-11-05 |
US20070006576A1 (en) | 2007-01-11 |
DE60328217D1 (de) | 2009-08-13 |
JP2006505738A (ja) | 2006-02-16 |
SE0203250L (sv) | 2004-05-06 |
ATE435361T1 (de) | 2009-07-15 |
CN100365253C (zh) | 2008-01-30 |
SE524181C2 (sv) | 2004-07-06 |
AU2003273119A1 (en) | 2004-06-07 |
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WO2004042206A1 (en) | 2004-05-21 |
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