DE10105075A1 - Controlling soot burn-off in diesel engine, involves initiating burn-off by raising exhaust gas temperature into filter at least to reaction level of additive-free exhaust gas with deposited soot - Google Patents

Controlling soot burn-off in diesel engine, involves initiating burn-off by raising exhaust gas temperature into filter at least to reaction level of additive-free exhaust gas with deposited soot

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Publication number
DE10105075A1
DE10105075A1 DE2001105075 DE10105075A DE10105075A1 DE 10105075 A1 DE10105075 A1 DE 10105075A1 DE 2001105075 DE2001105075 DE 2001105075 DE 10105075 A DE10105075 A DE 10105075A DE 10105075 A1 DE10105075 A1 DE 10105075A1
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Germany
Prior art keywords
soot
exhaust gas
air
burn
filter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
DE2001105075
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German (de)
Inventor
Oskar Schatz
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Schatz Thermo Engineering GmbH
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Schatz Thermo Engineering GmbH
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Publication date
Application filed by Schatz Thermo Engineering GmbH filed Critical Schatz Thermo Engineering GmbH
Priority to DE2001105075 priority Critical patent/DE10105075A1/en
Publication of DE10105075A1 publication Critical patent/DE10105075A1/en
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • 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
    • 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
    • F01N3/0235—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 using exhaust gas throttling means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • F02B29/08—Modifying distribution valve timing for charging purposes
    • F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D41/027—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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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

Abstract

The method involves initiating soot burn-off if the soot filter charge exceeds a specified threshold. This is achieved by raising the temperature of the exhaust gases entering the filter at least to the reaction level of the additive-free exhaust gas with deposited soot. The level is then held at least until the burn-off starts, reducing the temperature to give adequate oxygen and limiting the mass flow of oxygen into exhaust gas taking into account maximum burn rate. Independent claims are also included for the following: an arrangement for implementing the method and a diesel engine with such a device.

Description

Bei einem Common Rail-Dieselmotor (CR DI) sind trotz hohem Brenn­ stoff-Druck und feiner Brennstoff-Zerstäubung sowie einem nachgeschalteten Oxy­ dationskatalysator im Leerlauf und Teillastbetrieb des Motors die Abgastemperatu­ ren zu niedrig, um den Rußausstoß des Motors in akzeptablen Grenzen zu halten. Deshalb ist dem Oxydationskatalysator ein Rußfilter nachgeschaltet, der den größ­ ten Teil des entstehenden Rußes zurückhält. Wenn sich zu viel Ruß ansammelt, steigt der Durchflusswiderstand für die Abgase des Motors. Der angesammelte Ruß im Filter muss nunmehr abgebrannt werden. Hierzu existiert eine Vorrichtung zum Messen des Beladungszustands des Rußfilters und eine Motorsteuerung zur be­ darfsgerechten Verbrennung des Rußes. Die Motorsteuerung aktiviert im Bedarfs­ fall die Nacheinspritzung von Brennstoff in die Brennkammer und gleichzeitig die Beimengung eines Additivs zum Brennstoff.With a common rail diesel engine (CR DI), despite high combustion fabric pressure and fine fuel atomization as well as a downstream oxy dationskatalyst in idle and part-load operation of the engine, the exhaust gas temperature too low to keep the engine's soot emissions within acceptable limits. Therefore, a soot filter is connected downstream of the oxidation catalyst, which is the largest holds back part of the soot. If too much soot accumulates, the flow resistance for the exhaust gases of the engine increases. The accumulated soot the filter must now be burned down. For this purpose there is a device for Measuring the loading condition of the soot filter and an engine control for loading proper combustion of the soot. The engine control activates when required the post-injection of fuel into the combustion chamber and at the same time Addition of an additive to the fuel.

Die Nacheinspritzung von Brennstoff dient zur Anhebung der Abgastemperatur in der Brennkammer und zur Brennstoffanreicherung im Abgas, um zusätzliche Verbrennung im nachgeschalteten Oxydationskatalysator und die weitere Temperaturerhöhung der Abgase zu bewirken. Die Abgase beheizen den abgelagerten Ruß, und weil durch die vorangegangene Additivbeimengung zum Brennstoff die Zündtemperatur des Rußes gesunken ist, reagiert die überschüssige Luft im Abgas mit dem erhitzten Ruß, der Rußabbrand im beladenen Filter beginnt.The post-injection of fuel serves to raise the Exhaust gas temperature in the combustion chamber and for fuel enrichment in the exhaust gas, for additional combustion in the downstream oxidation catalytic converter and the cause a further increase in temperature of the exhaust gases. The exhaust gases heat the deposited soot, and because of the previous additive admixture to If the ignition temperature of the soot has dropped, the excess reacts Air in the exhaust gas with the heated soot, the soot burn-off in the loaded filter begins.

Wenn die Messvorrichtung den Leerzustand des Filters anzeigt, schaltet die Steuerung sofort auf normalen Motorbetrieb.When the measuring device shows the empty state of the filter, the Control immediately on normal engine operation.

Das Ergebnis ist die nahezu vollständige Verbrennung des Rußes im Filter. Menge und Größe der den Filter verlassenden Rußpartikel im Abgas sind nahe an der Nachweisgrenze.The result is the almost complete combustion of the soot in the filter. The amount and size of the soot particles leaving the filter in the exhaust gas are close to the detection limit.

Problemeissues

Die Kosten und der Platzbedarf der Additivanlage samt Leitungsverlegung sind sehr hoch. Das zusätzliche Tanken von Additiv ist für den Fahrer unangenehm und erfordert eine aufwendige weitverzweigte Logistik. The costs and space requirements of the additive system including the laying of the cables are very high. Additive refueling is uncomfortable for the driver and requires complex, complex logistics.  

Dieses Verfahren der Filterregenerierung ist technisch auf Dieselmotoren mit Common Rail-Einspritzverfahren begrenzt. Wegen seiner hohen Kosten ist der breitgefächerte Einsatz bei Fahrzeugen der mittleren und unteren Preisklassen ge­ fährdet.This method of filter regeneration is technical on diesel engines limited with common rail injection. Because of its high cost, the Wide range of uses for vehicles in the middle and lower price categories jeopardized.

Bei Motoren mit anderen Verfahren der Brennstoffeinspritzung sind keine kommerziell einsetzbaren Maßnahmen für eine vergleichbare hohe Reduzierung des Rußes bekannt.In engines with other methods of fuel injection there are none commercially usable measures for a comparable high reduction of Soot known.

Generell zeigen alle modernen Dieselmotoren sehr schlechte Leistung der Kabinenheizung.Generally, all modern diesel engines show very poor performance Cab heating.

Aufgabetask

Leicht regenerierbare Rußfilter sollen bei allen Fahrzeugen mit Dieselmoto­ ren kurzfristig und kostengünstig realisierbar werden, insbesondere bei bereits in Entwicklung und Serienfertigung befindlichen Motorbaureihen.Easily regenerable soot filters should be used in all vehicles with a diesel engine ren can be realized quickly and inexpensively, especially with already in Development and series production of existing engine series.

Bei Regenerierungsbedarf soll die Zündung der Rußverbrennung möglichst schnell erfolgen, und danach ist ein ausreichender Luftanteil in den dem Filter zu­ fließenden Abgasen zu sichern. Unkontrollierte Abbrände sind zu vermeiden.If regeneration is required, the soot combustion should be ignited as far as possible done quickly, and then there is a sufficient amount of air in the filter to secure flowing exhaust gases. Uncontrolled burns must be avoided.

Der niedrige Brennstoffverbrauch und das gute Fahrverhalten moderner Dieselmotoren sollen erhalten bzw. ausgebaut und die Kabinenheizung soll verbes­ sert werden.The low fuel consumption and the good driving behavior more modern Diesel engines should be maintained or expanded and the cabin heating should improve be tested.

Lösungsolution

Zur Einleitung des Rußabbrandes wird die Temperatur der in den Filter ein­ tretenden Motorabgase mindestens auf das Reaktionsniveau der additivfreien Ab­ gase mit dem abgelagerten Ruß angehoben, bis die Rußoberfläche genügend auf­ geheizt ist. Zur Zündung der Rußverbrennung wird die Abgastemperatur gegebe­ nenfalls zugunsten eines ausreichenden Sauerstoffanteils reduziert. Während des folgenden Rußabbrandes ist der Massenstrom des Sauerstoffs in den Abgasen des Motors unter Berücksichtigung der maximal zulässigen Brennrate begrenzbar.To initiate the soot burn-up, the temperature is entered into the filter occurring engine exhaust gases at least to the reaction level of the additive-free exhaust Gases with the deposited soot are raised until the soot surface is sufficiently open is heated. The exhaust gas temperature is given to ignite the soot combustion if necessary, reduced in favor of a sufficient proportion of oxygen. During the following soot burnup is the mass flow of oxygen in the exhaust gases of the Motor can be limited taking into account the maximum permissible burning rate.

Bei Motoren mit Nacheinspritzung oder Späteinspritzung von Brennstoff und zusätzlicher Verbrennung von überschüssigem Brennstoff in einem nachge­ schalteten Oxydationskatalysator wird die Abgastemperatur durch die Erhitzung der Brennluft des Motors vor Beginn der Kolbenverdichtung erhöht oder durch die Drosselung der Abgase.For engines with post-injection or late injection of fuel and additional combustion of excess fuel in one post switched oxidation catalyst, the exhaust gas temperature by heating the  Combustion air of the engine increased before the start of piston compression or by the Throttling the exhaust gases.

Bei Motoren ohne Nacheinspritzung oder Späteinspritzung von Brennstoff wird die Brennluft des Motors vor Beginn der Kolbenverdichtung erhitzt und die Abgase werden gedrosselt.For engines without post-injection or late injection of fuel the combustion air of the engine is heated before the piston compression begins and the Exhaust gases are throttled.

Wahlweise werden die Abgastemperaturen durch Zylinderabschaltung, zylinderselektive Abgasrückführung und Luftmengenreduzierung erhöht.Optionally, the exhaust gas temperatures through cylinder deactivation, Cylinder-selective exhaust gas recirculation and air volume reduction increased.

Brennlufterhitzung durch sequentielle Lufteinbringung, z. B. durch Wärmeladung mit einem Lufttaktventil (LTV), hat den Vorteil, dass Abgastempe­ ratur und Luftdurchsatz schnell und unabhängig voneinander gesteuert werden kön­ nen.Combustion air heating by sequential air introduction, e.g. B. by Heat charging with an air cycle valve (LTV) has the advantage that exhaust temp temperature and air flow can be controlled quickly and independently of each other NEN.

Zur Erzielung maximaler Abgastemperaturen während der Aufheizphase des Luftfilters kann das Brennstoff/Luft-Verhältnis im Motor bis in den Rußbereich angehoben werden, wobei der Motor durch z. B. Wärmeladung und Abgasdrosse­ lung entsprechend belastet wird.To achieve maximum exhaust gas temperatures during the heating phase of the air filter can increase the fuel / air ratio in the engine to the soot area be raised, the engine by z. B. heat charge and exhaust pipe lung is charged accordingly.

Die Abgasdrosselung kann auch zur Verbesserung der Kabinenheizung angesteuert werden und Wärme im Abgas kann stromab vom Rußfilter durch Wär­ metausch mit dem Kühlmittel des Motors entzogen und der Kabinenheizung zuge­ führt werden.Exhaust throttling can also improve cabin heating can be controlled and heat in the exhaust gas can downstream from the soot filter by heat exchanged with the coolant of the engine and removed the cabin heating leads.

Zeichnungdrawing

Die Zeichnung veranschaulicht in schematischer Weise die Steuerung des Rußabbrandes eines Rußfilters in einem Dieselmotor.The drawing schematically illustrates the control of the Soot burn-off in a soot filter in a diesel engine.

Stromauf des Dieselmotors (Motor) ist eine Drosselklappe angeordnet. Zwi­ schen der Drosselklappe und jedem Zylinder des Motors ist ein Lufttaktventil (LTV) angeordnet, das eine Wärmeladung (Impulsaufladung) ermöglicht, wie sie in älteren Veröffentlichungen der Anmelderin (z. B. DE 41 41 482) beschrieben wird.A throttle valve is arranged upstream of the diesel engine (engine). Zwi Between the throttle valve and each cylinder of the engine is an air cycle valve (LTV) arranged, which enables thermal charging (pulse charging), as in older publications of the applicant (z. B. DE 41 41 482) is described.

Stromab des Motors ist ein Oxydationskatalysator, ein Rußfilter, eine Abgasdrossel und ein Schalldämpfer angeordnet. Die Zeichnung erwähnt ferner mögliche Maßnahmen zum Erhöhen der Temperatur der in den Rußfilter eintreten­ den Abgase (sowie die zugehörigen Abgastemperaturen).Downstream of the engine is an oxidation catalyst, a soot filter, a Exhaust throttle and a silencer arranged. The drawing also mentions possible measures to increase the temperature of entering the soot filter the exhaust gases (as well as the associated exhaust gas temperatures).

Claims (14)

1. Verfahren zum Steuern des Rußabbrandes in einem Dieselmotor mit ei­ nem nachgeschalteten Rußfilter, einer Messeinrichtung zum Erkennen des Bela­ dungszustandes des Rußfilters sowie einer Steuereinrichtung zum Steuern der Ab­ gastemperatur bei Teillast des Motors, wobei der Rußabbrand eingeleitet wird, so­ bald der Beladungszustand des Rußfilters eine in der Motorsteuerung vorgegebene Schwelle überschreitet, dadurch gekennzeichnet, dass zur Einleitung des Rußab­ brandes die Temperatur der in den Rußfilter eintretenden Abgase mindestens auf das Reaktionsniveau der additivfreien Abgase mit dem abgelagerten Ruß angehoben und zumindest bis zum Beginn des Rußabbrandes auf dem angehobenen Niveau gehalten wird, bis die Rußoberfläche genügend aufgeheizt ist, dass zur Zündung der Rußverbrennung die Abgastemperatur gegebenenfalls zugunsten eines ausreichen­ den Sauerstoffanteils reduziert wird, und dass während des folgenden Rußabbrandes der Massenstrom des Sauerstoffs in den Abgasen des Motors unter Berücksichti­ gung der maximal zulässigen Brennrate begrenzt wird.1. A method for controlling the soot burn-up in a diesel engine with a downstream soot filter, a measuring device for detecting the loading condition of the soot filter and a control device for controlling the exhaust gas temperature at partial load of the engine, the soot burn-up being initiated as soon as the loading condition of the soot filter exceeds a predefined threshold in the engine control system, characterized in that, in order to initiate the soot fire, the temperature of the exhaust gases entering the soot filter is raised to at least the reaction level of the additive-free exhaust gases with the deposited soot and is maintained at the elevated level at least until the soot burn-off begins until the surface of the soot is sufficiently heated that, in order to ignite the soot combustion, the exhaust gas temperature may be reduced in favor of a sufficient proportion of oxygen, and that during the subsequent soot combustion the mass flow of oxygen into the exhaust gas of the engine is limited taking into account the maximum permissible burn rate. 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass zur Erzielung maximaler Abgastemperaturen während der Aufheizphase des Luftfilters das Brennstoff/Luft-Verhältnis im Motor bis in den Rußbereich angehoben wird, wobei der Motor durch z. B. Wärmeladung und/oder Abgasdrosselung entsprechend be­ lastet wird.2. The method according to claim 1, characterized in that to achieve maximum exhaust gas temperatures during the heating phase of the air filter Fuel / air ratio in the engine is increased to the soot area, whereby the engine by z. B. heat charging and / or exhaust gas throttling accordingly is burdened. 3. Verfahren nach Anspruch 1, bei dem bei der Einleitung und Aufrechter­ haltung des Rußabbrandes Brennstoff in die Brennkammer nacheingespritzt wird, dadurch gekennzeichnet, dass gleichzeitig die Abgase gedrosselt werden.3. The method according to claim 1, in which the initiation and maintenance maintenance of the soot burn-off, fuel is injected into the combustion chamber, characterized in that the exhaust gases are throttled at the same time. 4. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass zur Einleitung und Aufrechterhaltung des Rußabbrandes die Brennluft vor Beginn der Kolbenver­ dichtung erhitzt wird und gleichzeitig die Abgase gedrosselt werden.4. The method according to claim 1, characterized in that for initiation and maintaining the soot burn-off the combustion air before the piston starts seal is heated and the exhaust gases are throttled at the same time. 5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, dass die Brennluft im Brennraum durch sequentielle Lufteinbringung und/oder Wärmeladung mit Lufttaktventil erhitzt wird. 5. The method according to claim 4, characterized in that the combustion air in the combustion chamber by sequential air introduction and / or heat charging Air cycle valve is heated.   6. Verfahren nach Anspruch 4, dadurch gekennzeichnet, dass die Brennluft im Brennraum durch sequentielle Lufteinbringung und/oder Wärmeladung mit vari­ ablem Einlassventil erhitzt wird.6. The method according to claim 4, characterized in that the combustion air in the combustion chamber through sequential air introduction and / or heat charging with vari Ablem inlet valve is heated. 7. Verfahren nach Anspruch 5 oder 6, dadurch gekennzeichnet, dass zur weiteren Erhöhung der Abgastemperatur die Wärmeladung mit verkürzter Einlass­ dauer durchgeführt wird.7. The method according to claim 5 or 6, characterized in that for further increase the exhaust gas temperature the heat charge with a shorter inlet duration is carried out. 8. Verfahren nach Anspruch 7, dadurch gekennzeichnet, dass der Luftein­ lass im unteren Totpunkt geöffnet wird, aber die Einströmung abgebrochen wird, bevor eine Strömungsumkehr erfolgt, indem bei Verwendung eines vollvariablen Einlassventils die Öffnungsdauer des Einlassventils verkürzt wird oder bei Verwen­ dung eines zusätzlichen Lufttaktventils die Öffnungsphase des Lufttaktventils ge­ genüber der Öffnungsphase des Einlaßventils so verschoben wird, dass das Luft­ taktventil seine Öffnungsphase erst kurz bevor das Einlassventil fast geschlossen ist, beginnt.8. The method according to claim 7, characterized in that the air inlet let open at bottom dead center, but the inflow is stopped, before a flow reversal occurs by using a fully variable Intake valve the opening time of the intake valve is shortened or when used an additional air stroke valve, the opening phase of the air stroke valve is shifted relative to the opening phase of the intake valve so that the air cycle valve only opens shortly before the inlet valve is almost closed, starts. 9. Verfahren nach Anspruch 4, dadurch gekennzeichnet, dass die Brennluft vor ihrem Eintritt in den Brennraum erhitzt wird.9. The method according to claim 4, characterized in that the combustion air is heated before entering the combustion chamber. 10. Verfahren nach Anspruch 4, dadurch gekennzeichnet, dass die Brenn­ luft im Brennraum elektrisch erhitzt wird.10. The method according to claim 4, characterized in that the burning air in the combustion chamber is heated electrically. 11. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekenn­ zeichnet, dass die Abgase stromab vom Rußfilter gedrosselt werden.11. The method according to any one of the preceding claims, characterized indicates that the exhaust gases are throttled downstream of the soot filter. 12. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekenn­ zeichnet, dass die Abgastemperatur zusätzlich oder alternativ durch Zylinderab­ schaltung und/oder zylinderselektive Abgasrückführung und/oder Luftmengenredu­ zierung erhöht wird.12. The method according to any one of the preceding claims, characterized indicates that the exhaust gas temperature additionally or alternatively by cylinder circuit and / or cylinder-selective exhaust gas recirculation and / or air volume reduction ornament is increased. 13. Vorrichtung zum Durchführen des Verfahrens nach einem der vorherge­ henden Ansprüche.13. Device for performing the method according to one of the preceding claims. 14. Dieselmotor mit einer Vorrichtung nach Anspruch 13.14. Diesel engine with a device according to claim 13.
DE2001105075 2001-02-05 2001-02-05 Controlling soot burn-off in diesel engine, involves initiating burn-off by raising exhaust gas temperature into filter at least to reaction level of additive-free exhaust gas with deposited soot Withdrawn DE10105075A1 (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2853348A1 (en) * 2003-04-07 2004-10-08 Renault Sa Motorization system, has catalyzer receiving exhaust gas from diesel engine, and logic controller controlling variable distribution system to vary quantity of gas admitted in cylinder to increase exhaust gas temperature
DE10359693B4 (en) * 2002-12-19 2006-04-27 General Motors Corp. (N.D.Ges.D. Staates Delaware), Detroit exhaust aftertreatment
DE102004013603B4 (en) * 2003-03-25 2008-12-11 Mitsubishi Fuso Truck And Bus Corp. Emission control system and regeneration end determination method
CN110307068A (en) * 2018-03-27 2019-10-08 Fev欧洲有限责任公司 It calculates the method for the amount of soot in particulate filter, control method, exhaust after treatment system and the computer product of amount of soot

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DE4325004A1 (en) * 1992-07-24 1994-02-03 Klaus Juergen Nord Method of periodically attaining the ignition temp. of soot in the exhaust of an IC engine - requires soot filter with heater and flap in front to control back pressure, depending on temp.
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DE10359693B4 (en) * 2002-12-19 2006-04-27 General Motors Corp. (N.D.Ges.D. Staates Delaware), Detroit exhaust aftertreatment
DE102004013603B4 (en) * 2003-03-25 2008-12-11 Mitsubishi Fuso Truck And Bus Corp. Emission control system and regeneration end determination method
FR2853348A1 (en) * 2003-04-07 2004-10-08 Renault Sa Motorization system, has catalyzer receiving exhaust gas from diesel engine, and logic controller controlling variable distribution system to vary quantity of gas admitted in cylinder to increase exhaust gas temperature
CN110307068A (en) * 2018-03-27 2019-10-08 Fev欧洲有限责任公司 It calculates the method for the amount of soot in particulate filter, control method, exhaust after treatment system and the computer product of amount of soot
CN110307068B (en) * 2018-03-27 2023-10-31 Fev欧洲有限责任公司 Method for calculating the amount of soot in a particulate filter and method for controlling the amount of soot

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