DE10016219A1 - Control of hot regeneration stage in engine exhaust purification system, determines temperatures, flow rate and composition, to control total energy input - Google Patents

Abstract

Exhaust flow rate of through the purification system (12) is measured or modeled. Actual temperature is measured or modeled in selected regions of the system (12), and compared with a desired temperature value, forming a temperature difference. As a function of this and the flow rate, a desired energy input into the system is determined. Parameters characterizing the heating stage are so set and imposed, that the required energy input is supplied, at least approximately. The required energy input is controlled as a function of exhaust gas composition. An independent claim is made for corresponding equipment.

Description

The invention relates to a method for controlling a heating measure in a Exhaust gas purification system of internal combustion engines with those mentioned in claim 1 Features as well as a device with which the control can be carried out with the features mentioned in claim 16.

It is known to arrange exhaust gas purification systems in the exhaust line of internal combustion engines, which make it possible to reduce the emission of environmentally relevant components of the exhaust gas, such as soot particles, carbon monoxide CO, incompletely burned hydrocarbons HC and nitrogen oxides NO _x . For this purpose, such exhaust gas purification systems include particle filters and / or catalyst systems. The latter include, among other things, catalysts that promote oxidation of CO and HC with atmospheric oxygen (oxidation catalysts) and / or catalysts that catalyze a reduction of NO _x to nitrogen (reduction catalysts). Furthermore, such catalyst systems include specific absorbers for selected exhaust gas components - for example, HC or NO _x stores.

For optimal operation of the components of the exhaust gas cleaning system mentioned, in particular operating parameters such as an exhaust gas composition, an exhaust gas mass flow and a temperature must be monitored and, if necessary, influenced. The latter parameter in particular has proven to be particularly important in the operation of catalyst systems, since a catalytic activity and an absorption behavior of the storage components are strongly temperature-dependent. To ensure optimal functionality, it is therefore necessary, at least temporarily, to regulate the temperature in the area of the components in a given temperature window. In this case, a plurality of temperature windows can also be provided for a single component of the exhaust gas cleaning system, the activation of which is dependent in each case on the current operating conditions. For example, temperature windows for desulfurization, NO _x regeneration or homogeneous operation can be specified for a NO _x storage catalytic converter.

The temperatures prevailing in the exhaust system are often not sufficient to achieve a to achieve optimal results for the operating situation. It is therefore known Initiate heating measures. For example, through a targeted Reduction in efficiency of the combustion process in the engine - for example through a Late ignition - the temperature can be increased. This leads to a predominantly or exclusively thermal heating of the exhaust gas and subsequently the components the emission control system.

Furthermore, it is known to carry out post-injection during or after the end of combustion in phases of lean operation of the internal combustion engine. With such a procedure, the exhaust gas temperatures remain approximately the same, but the increase in the pollutant emissions and their catalytic conversion on the catalytic converters enable them to be heated. A disadvantage of the known method is that the temperature is only regulated in the previous method in such a way that an actual temperature is compared with a target temperature and the heating measure is maintained until the target temperature is reached. However, this often leads to undesired overheating of the exhaust gas cleaning system. Another disadvantage is that the post-injection in the lean operation of the internal combustion engine allows a good HC and CO conversion, but only an insufficiently low NO _x conversion. From the point of view of tightening regulations with regard to tolerable exhaust gas limit values, there is a need for action in order to be able to continue using the inherently favorable post-injection as a heating measure.

The object of the present invention is to provide an apparatus and a method for To provide control of the heating measure in the exhaust gas cleaning system, with which the described disadvantages of the prior art are overcome can. In particular, the post-injection should also be as emission-neutral as possible be performed.

According to the invention, this object is achieved by the method for controlling the heating measure in the exhaust gas cleaning system of the internal combustion engine with the features mentioned in claim 1 and the device necessary for this with the features mentioned in claim 16. After the procedure

• a) an exhaust gas mass flow through the exhaust gas purification system is measured or modeled,  
• b) an actual temperature in selected areas of the exhaust gas cleaning system measured or modeled and compared with a target temperature (Temperature difference),
• c) depending on the temperature difference and the exhaust gas mass flow Determined target energy input in the exhaust gas cleaning system,
• d) the parameters characterizing the heating measure are set in such a way and specified that the heating measure at least approximately the target Energy input delivers and
• e) the target entry is regulated depending on the exhaust gas composition.

For the first time, the scope of the heating measure is based on that actually required target energy input to achieve the target temperature and thus a Overheating of the exhaust gas cleaning system and its components prevented.

For this purpose, the device comprises means with which the aforementioned method steps can be carried out. These means preferably comprise a sensor system for detecting temperatures and / or exhaust gas composition and / or exhaust gas components at selected measuring points of the exhaust gas cleaning system. Lambda probes, temperature sensors and measuring gas-specific sensors, which are arranged in a manner known per se in the exhaust system of the internal combustion engine, are particularly preferred. The exhaust gas cleaning system preferably comprises particle filters and / or a catalyst system, which in particular contains a NO _x storage catalyst.

Furthermore, these means preferably comprise an injection system Internal combustion engine with which, in particular, the post-injection can be carried out in a controllable manner is. In addition, the device includes a control unit in which a procedure for Regulation of the heating measure is stored in digitized form. The control unit can can be implemented as an independent computing unit or in most cases existing engine control unit can be integrated.

In a preferred embodiment of the method, the heating measure Post-injection of fuel is introduced into the internal combustion engine. This will preferably an injection quantity is first calculated for the heating measure. It has  proved to be advantageous, the injection quantity to a maximum limit to limit, the limit value being chosen such that a thermal Damage to the components of the exhaust gas cleaning system as a result of the heating measure is prevented.

In a further preferred embodiment of the latter method, a Number of cylinders in which the post-injection should take place according to certain Criteria set. The number of cylinders is initially less than or equal to one Total number of cylinders of the internal combustion engine. It must also have one Exceed the minimum number of cylinders in which the post-injection is to take place. The minimum number can be adapted to the specific company or else be specified and is at least 1.

Furthermore, in the case of post-injection, it is preferred that for each cylinder in which the post-injection is to take place, a total injection quantity is calculated, which is about the cylinder is to be injected during the post-injection. It turned out to be proven to increase the injection quantity as a function of an injection duration consider.

In a further preferred embodiment of the aforementioned method, the post-injection is influenced in such a way that

• a) the injection duration initially over all cylinders in which the post-injection should take place, is calculated (provisional injection duration per cylinder) and
• b) the number of cylinders in which the post-injection is to take place, as long as is decreased until the preliminary injection duration in the remaining cylinders exceeds a predetermined minimum duration.

Such a procedure has the advantage that by appropriately defining the Minimum duration of post-injection with the necessary precision outside of a ballistic area can be performed. Preferably a Safety distance to the ballistic area of at least 10%, in particular at least 20%, taken into account when determining the injection parameters.

Alternatively or in combination with the latter procedure, a further preferred embodiment of the method can be used

• a) the number of work cycles per injection time is initially set to a = 1 be and
• b) the number of work cycles a be increased to a ≧ 2 until the provisional Injection duration exceeds the specified minimum duration.

This measure also makes the injection duration of the post-injection extended until it is outside the ballistic range.

It is further preferred that based on a desired mixture composition (Lambda value) an air requirement for the post-injection is calculated. This opens up in particular the possibility of post-injection largely torque-neutral perform. Accordingly, there is an effect of the post-injection on the Moment by influencing the injection parameters in a manner known per se during of the entire combustion process in the cylinder is compensated.

It is further preferred that the injection quantity during the post-injection in Dependence on a desired lambda value in the exhaust gas cleaning system is set. The heating measure can also be controlled in this way stoichiometric or rich operating conditions of the internal combustion engine be performed. To grant the greatest possible reduction in emissions can Operation under rich conditions exhaust gas up to 1 in front of the catalytic converter system Air supply can be regulated using a secondary air pump.

Further advantageous refinements of the invention result from the other, in the features mentioned in the subclaims.

The invention is described in an exemplary embodiment based on the associated Drawings explained in more detail. Show it:

Figure 1 is a schematic representation of an internal combustion engine with an exhaust gas purification system.

Figure 2 is a flow chart for controlling a heating measure, divided into 10 sub-steps.

Fig. 3 is a detailed partial section of the flowchart of Fig. 2 in the area of the step 3 and

Fig. 4 is a detailed partial section of the flowchart of Fig. 2 in the partial steps 4 to 6.

The Fig. 1 discloses a schematic view of an internal combustion engine 10 with an exhaust gas purification system 12. The exhaust gas purification system 12 comprises a catalytic converter system, which consists of a pre-catalytic converter 14 and an NO _x storage catalytic converter 16 . Both catalysts 14 , 16 enable the greatest possible reduction in emissions in stoichiometric operation, that is to say they contain catalyst components which on the one hand promote oxidation of carbon monoxide CO and incompletely burned hydrocarbons HC and on the other hand a reduction of nitrogen oxides NO _x . The NO _x storage catalytic converter 16 further has a storage medium for NO _x, that is, it allows for storage of NO _x during periods of lean operation of the internal combustion engine 10 degrees. The structure and method for operating the catalysts 14 , 16 are known and are therefore not explained in more detail here.

The exhaust gas purification system 12 also includes a sensor system that makes it possible to record temperatures, exhaust gas compositions and individual exhaust gas components at selected measurement points. The lambda probes 18 , 20 and the temperature sensors 22 , 24 and a NO _x sensor 26 are used for this purpose. With the help of suitable models - which are mostly based on the signals provided by the sensors - the described operating parameters can also be calculated in other partial areas of an exhaust line 28 of the internal combustion engine 10 . Such models can be found in the prior art.

Furthermore, an engine control unit 30 is assigned to the internal combustion engine 10 . The signals from the sensors and further parameters of the internal combustion engine 10 are read into the engine control unit 30 . The operation of the internal combustion engine 10 can be controlled on the basis of the signals and the procedures stored there. For example, a mixture composition can take place by regulating an exhaust gas recirculation rate of an exhaust gas recirculation device 32 and / or a throttle valve 34 in an intake pipe 36 of the internal combustion engine 10 . Furthermore, injection quantities, injection duration and ignition angle during the combustion can be influenced by an injection system, which is not differentiated here and is integrated in the internal combustion engine 10 . The measures mentioned are also sufficiently known from the prior art.

Furthermore, a control unit 38 is assigned to the internal combustion engine 10 , which can be implemented as an independent unit or - as shown here - is also integrated into the engine control unit 30 . The control unit 38 contains a procedure for controlling a heating measure in the area of the exhaust gas cleaning system 12 .

In FIG. 2 is a schematic flow diagram is shown for controlling the heating measures. The heating measure here includes post-injection, since this measure has proven to be particularly favorable in terms of energy. However, the method shown is not only limited to this heating measure, but other heating measures can also be taken in combination or separately from this. The only thing that is decisive is that the parameters characterizing the heating measure are defined and specified in such a way that the heating measures deliver a target energy input which is explained in more detail.

First, the catalyst temperatures of the catalysts 14 , 16 are determined in a step S1. For this purpose, a signal from the temperature sensors 22 , 24 can be used, among other things. In combination, models are known with which the temperatures of the catalysts 14 , 16 can be calculated. After the actual temperatures are available, these are compared with the desired temperatures and provide a temperature difference. The target temperatures are to be selected in such a way that they lie in a desired temperature window for the respectively necessary operating situation of the exhaust gas cleaning system 12 . For example, a relatively high target temperature in the area of the NO _x storage catalytic converter 16 is necessary if it is to be desulfurized. On the other hand, in phases of "normal operation", a significantly lower temperature is necessary in order to ensure a sufficiently high catalytic activity or a sufficiently high NO _x storage capacity.

In a step S2, the target energy input into the exhaust gas cleaning system 12 is determined as a function of the temperature difference and a modeled or measured exhaust gas mass flow. If the calorific value of the fuel used is known, an injection quantity m _NE can be calculated for the post-injection. The injection quantity m _NE is limited in a step S3 to a maximum limit value m _{NE, max} . The limit value m _{NE, max} is used in particular to prevent partial overheating of the catalysts 14 , 16 and subsequent thermal damage to the same. Of course, the maximum limit m _{NE, max} depends on the catalyst design, i.e. its position, support design, size, volume, number of cells, wall thickness and coating.

FIG. 3 is shown in a detailed representation of the procedure during the step S3. Accordingly, the injection quantity m _{NE is first} determined and subsequently compared in size with the limit value m _{NE, max} . If the injection quantity m _{NE is} greater than the limit value m _{NE, max} , the injection quantity m _{NE is} limited to the limit value m _{NE, max} .

After the injection quantity m _{NE has been} determined, the injection parameters - namely a provisional injection duration of the post-injection and the injection quantity and the ignition timing of the main injection - are calculated in a step S4. The injection quantity m _NE can be replaced by the injection duration Δt _NE with constant fuel input during the post-injection.

In order to prevent the injectors from being injected with such short injection durations Δt _NE in the case of smaller energy inputs that they operate in the imprecise ballistic range, the necessity is checked in a step S5, in the case of an n-cylinder engine the post-injection is only applied to 1 to n-1 Cylinders, preferably n / 2 cylinders to perform. This increases the injection duration Δt _{NE of} the remaining post-injection cylinders. If the injection time Δt _{NE is} also close to the ballistic range if the post-injection is carried out on only one cylinder, the post-injection is carried out on this one cylinder in every a-th cycle of the engine with a Dabei 2. The post-injection must be from cycle to cycle do not necessarily run on the same or the same cylinders. The entire decision strategy takes into account a safety distance from the ballistic area of at least 10%, preferably at least 20%.

In a step S6, the number of post-injecting cylinders and the start of injection of the post-injection, the provisional post-injection duration and thus the Define preliminary post-injection quantity.

FIG. 4 is given to illustrate again the procedure in the steps S4 to S6 in a slightly different manner. Following step S3, a number n _NE of cylinders in which the post-injection is to take place is first defined. The number n _NE is less than or equal to a total number n of cylinders of the internal combustion engine 10 . However, it exceeds a predefinable minimum number n _{NE, min} . The minimum number n _{NE, min} is ≧ 1 and can be specified for the specific engine or company. Without going into more detail at this point, the number a of work cycles per injection time t _{NE is} initially set to a = 1.

In the following, a total injection quantity m _{NE, ges is} calculated for every n _NE- th cylinder. The total injection quantity m _{NE, ges} represents the quantity that is to be injected via this cylinder during the post-injection. Furthermore, a point in time of the start of the post-injection t _{NE ′ is} determined on the basis of the engine speed and the ignition point and the main injection quantity, which point is definitely after the end of the main injection.

The total injection quantity m _{NE, ges} can be represented in a simple manner as a function of the injection duration Δt _NE , provided the fuel pressure is largely constant during the post-injection. The injection duration Δt _NE at the beginning of the described routine accordingly corresponds to the provisional injection duration per cylinder on the n _NE cylinders of the internal combustion engine 10 .

Results in a subsequent query that the injection duration .DELTA.t _{NE exceeds} a minimum duration .DELTA.t _{NE min,} then a much more close to explanatory step S7 connects. Otherwise, a further query first determines whether the number n _{NE of} the cylinders in which the post-injection is to take place has already reached a minimum number n _{NE, min} . If this is not the case, the number n _NE is reduced by 1. If the minimum number n _{NE, min has} already been reached, an attempt is made to extend the injection duration Δt _NE by influencing the number a of the work cycles of the internal combustion engine 10 per injection time t _NE . For this purpose, the number a is increased by 1 if there is not already a maximum number a _max of work cycles. If this is the case, the routine is terminated in a step S11 and the required heating measure must be carried out in a different way.

After the parameters of the post-injection are known, one turns on in step S7 Air mass flow for post-injection and also for main injection calculated. A mixture composition can thus be defined as a ratio of the air mass flows for main and post-injection based on the Main injection quantity.  

In a step S8, an ignition timing for engine operation under lean is first Conditions determined. One follows for the post-injection in the cylinder Torque correction by changing the ignition angle, which may result Power output of the post-injection and an evaporation of the provisional after the amount of fuel injected.

In a step S9, the main injection is carried out taking into account the ignition timing from step S8. If necessary, the provisional post-injection quantity can then be corrected in a step S10 as a function of a deviation of the exhaust gas values measured via the lambda probes 18 , 20 from the predetermined target value by newly defining the injection times t _NE . Because of the previously performed calculation of the preliminary post-injection, small deviations from the actual injection quantity can be expected. The safety distances to the ballistic area described above are thus not exceeded and the error in the moment correction in step S8 is below a fault threshold.

LIST OF REFERENCE NUMBERS

10

Internal combustion engine

12

emission control system

14

precatalyzer

16

NO _x

storage catalyst

18

lambda probe

20

lambda probe

22

temperature sensor

24

temperature sensor

26

NO _x

-Sensor

28

exhaust gas line

30

Engine control unit

32

Exhaust gas recirculation device

34

throttle

36

intake

38

control unit
a Number of work cycles of the internal combustion engine per injection time t _NE

a _max

maximum number of work cycles
m _NE

Injection quantity of post-injection
m _{NE, max}

maximum injection quantity
m _{NE, total}

Total injection quantity of the post-injection
n Number of cylinders
n _NE

Number of cylinders with post-injection
n _{NE, min}

Minimum number of cylinders with post-injection
t _NE

Time of start of post-injection
Δt _NE

Injection duration of the post-injection
Δt _{NE, min}

Minimum injection duration of the post-injection

Claims (22)

1. A method for controlling a heating measure in an exhaust gas cleaning system of internal combustion engines, in which

• a) an exhaust gas mass flow through the exhaust gas cleaning system ( 12 ) is measured or modeled,
• b) an actual temperature in selected areas of the exhaust gas cleaning system ( 12 ) is measured or modeled and compared with a target temperature (temperature difference),
• c) depending on the temperature difference and the exhaust gas mass flow, a target energy input into the exhaust gas cleaning system ( 12 ) is determined,
• d) the parameters characterizing the heating measure are determined and specified in such a way that the heating measure delivers at least approximately the target energy input and
• e) the target energy input is regulated depending on the exhaust gas composition.

2. The method according to claim 1, characterized in that the heating measure comprises post-injection of fuel into the internal combustion engine ( 10 ) after the end of the main injection by an injection system. 3. The method according to claim 2, characterized in that an injection quantity (m _NE ) is calculated for the heating measure. 4. The method according to claim 3, characterized in that the injection quantity (m _NE ) is limited to a maximum limit value (m _{NE, max} ), the limit value (m _{NE, max} ) being selected such that thermal damage to the components of the Emission control system ( 12 ) is prevented due to the heating measure. 5. The method according to any one of claims 2 to 4, characterized in that a number (n _NE ) of cylinders in which the post-injection is to take place is determined, the following being valid for the number (n _NE ):
n _{NE, min} ≦ n _NE ≦ n,
with a total number (n) of cylinders of the internal combustion engine ( 10 ) and a minimum number n _{NE, min} ≧ 1 of cylinders in which the post-injection is to take place. 6. The method according to any one of claims 2 to 5, characterized in that a total injection quantity (m _{NE, tot} ) is calculated for each n _NE- th cylinder, which is to be injected via this cylinder during the post-injection. 7. The method according to claim 6, characterized in that the total injection quantity (m _{NE, ges} ) is taken into account as a function of an injection duration (Δt _NE ). 8. The method according to claim 7, characterized in that

• a) the injection duration (Δt _NE ) is first calculated over all n _NE cylinders of the internal combustion engine ( 10 ) (provisional injection duration per cylinder) and
• b) the number (n _NE ) of the cylinders is reduced until the preliminary injection duration of the remaining n _NE cylinders in which the post-injection is to take place exceeds a predetermined minimum duration (Δt _{NE, min} ).

9. The method according to any one of claims 6 to 8, characterized in that

• a) the number (a) of work cycles per injection time (t _NE ) is initially set to a = 1 and
• b) the number (a) of work cycles is increased to a ≧ 2 until the preliminary injection duration exceeds the predetermined minimum duration.

10. The method according to any one of claims 2 to 9, characterized in that an air mass flow for post-injection is calculated on the basis of a desired mixture composition (lambda value) for converting the total injection quantity (m _{NE, total} ). 11. The method according to claim 10, characterized in that an ignition timing so is chosen that the post-injection is largely torque-neutral. is carried out. 12. The method according to any one of claims 2 to 11, characterized in that the post-injection quantity (m _NE ) is determined as a heating measure as a function of a predeterminable lambda value in the exhaust gas cleaning system ( 12 ). 13. The method according to any one of claims 2 to 12, characterized in that the post-injection quantity (m _NE ) is controlled depending on the deviation of the predeterminable lambda value in the exhaust gas cleaning system ( 12 ) from the measured lambda value in the exhaust gas cleaning system ( 12 ). 14. The method according to claim 12 or 13, characterized in that the heating measure is carried out under stoichiometric or rich operating conditions of the internal combustion engine ( 10 ). 15. The method according to claim 14, characterized in that under fat Conditions the exhaust gas from the catalyst system to λ ≈ 1 by feeding of air is regulated by means of a secondary air pump. 16. Device for controlling a heating measure in an exhaust gas cleaning system of internal combustion engines, in which means are available with which

• a) an exhaust gas mass flow through the exhaust gas cleaning system ( 12 ) is measured or modeled,
• b) an actual temperature in selected areas of the exhaust gas cleaning system ( 12 ) is measured or modeled and compared with a target temperature (temperature difference),
• c) depending on the temperature difference and the exhaust gas mass flow, a target energy input into the exhaust gas cleaning system ( 12 ) is determined and
• d) the parameters characterizing the heating measure are determined and specified in such a way that the heating measure delivers the target energy input.

17. The apparatus according to claim 16, characterized in that the exhaust gas purification system ( 12 ) comprises a particle filter and / or a catalyst system, in particular a NO _x storage catalyst ( 16 ). 18. Device according to claims 16 or 17, characterized in that the exhaust gas cleaning system ( 12 ) is assigned a sensor system for detecting temperatures and / or exhaust gas compositions and / or exhaust gas components at selected measuring points. 19. The apparatus according to claim 18, characterized in that the sensor system Lambda sensors, temperature sensors and measuring gas-specific sensors. 20. Device according to one of claims 16 to 19, characterized in that the device comprises an injection system of the internal combustion engine ( 10 ). 21. Device according to one of claims 16 to 20, characterized in that the device comprises a control device ( 38 ), in which a procedure for controlling the heating measure is stored in digitized form. 22. The apparatus according to claim 21, characterized in that the control unit ( 38 ) is integrated in an engine control unit ( 30 ).