EP0903477B1 - Procédé de régénération d'un piège pour les oxydes d'azote dans le système d'échappement d'un moteur à combustion interne - Google Patents

Procédé de régénération d'un piège pour les oxydes d'azote dans le système d'échappement d'un moteur à combustion interne Download PDF

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Publication number
EP0903477B1
EP0903477B1 EP98113275A EP98113275A EP0903477B1 EP 0903477 B1 EP0903477 B1 EP 0903477B1 EP 98113275 A EP98113275 A EP 98113275A EP 98113275 A EP98113275 A EP 98113275A EP 0903477 B1 EP0903477 B1 EP 0903477B1
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EP
European Patent Office
Prior art keywords
regeneration
nitrogen oxide
area
lean
engine
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.)
Expired - Lifetime
Application number
EP98113275A
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German (de)
English (en)
Other versions
EP0903477A3 (fr
EP0903477A2 (fr
Inventor
Patrick Dr. Phlips
Klemens Grieser
Roland Erdmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
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Publication of EP0903477A3 publication Critical patent/EP0903477A3/fr
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Classifications

    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • 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
    • F02D41/0275—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 NOx trap or adsorbent
    • 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
    • F02D41/1446—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 exhaust temperatures
    • 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
    • F02D41/146—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 NOx content or concentration
    • F02D41/1461—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 NOx content or concentration of the exhaust gases emitted by the engine
    • F02D41/1462—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 NOx content or concentration of the exhaust gases emitted by the engine with determination means using an estimation
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D2200/0806—NOx storage amount, i.e. amount of NOx stored on NOx trap
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor

Definitions

  • the invention relates to a method for regeneration a nitrogen oxide trap in the exhaust system of an internal combustion engine with an electronic engine control, through which dependent determined by a variety of engine operating parameters is whether the engine is lean or essentially stoichiometric air / fuel mixture supplied and through the transition from lean to the stoichiometric operating mode a regeneration cycle the nitrogen oxide trap is triggered.
  • Such a nitrogen oxide trap is preferably used in conjunction with a conventional three-way catalytic converter in motor vehicles whose internal combustion engine is designed for lean operation (lean burn engine) in order to reduce the nitrogen oxide emissions which occur in particular in lean operation.
  • the nitrogen oxide molecules are attached to the coating of the trap and thus removed from the exhaust gas.
  • a regeneration cycle is required when a certain degree of saturation is reached.
  • a problem with known nitrogen oxide traps is that it occurs under certain operating conditions can that already bound nitrogen oxides unconverted from the Nitrogen oxide trap are released again. This occurs in particular then when lean of the engine in higher speed / torque ranges in one stoichiometric operation. if the Nitric oxide trap already at the time of this transition If there is a large amount of nitrogen oxide stored, it can Unconverted nitrogen oxides are released. Such uncontrolled release of nitrogen oxides can cause that strict exhaust gas tests in spite of satisfactory exhaust gas values stationary operation cannot be passed.
  • the invention is based on the object To create procedures of the type mentioned, with the Emission peaks at the transition from lean to stoichiometric with less Fuel consumption can be avoided while being guaranteed should be that the engine as large as possible Speed / torque range can be operated lean.
  • the current nitrogen oxide uptake rate of the nitrogen oxide trap as well as a the amount of nitrogen oxide absorbed by the nitrogen oxide trap corresponding amount of nitrogen oxide through time integration the determined recording rate approximately by the engine control it is determined that a basic regeneration cycle is triggered under the (first) condition that the Nitrogen oxide quantity value a first predetermined threshold value exceeds and that in a transition from the lean to the stoichiometric operating mode an additional regeneration cycle is triggered under the (second) condition that the Nitrogen oxide quantity value a second predetermined threshold value, which is lower than the first predetermined threshold, exceeds, after execution of a basic or additional regeneration cycle the nitrogen oxide quantity value is reset in each case becomes.
  • the regeneration cycles are preferred the invention, characterized in that the engine is a rich Air / fuel mixture is supplied.
  • Embodiment of the invention can be provided that during operation of the internal combustion engine with a lean mixture in a predetermined Speed / torque range an additional regeneration cycle on the condition that a transition is triggered from a specified subrange of the lean speed / torque range into stoichiometric engine operation he follows.
  • the partial area of the lean operating area is preferably located in a range of higher speeds or Torques.
  • a regeneration of the Nitric oxide trap requires a rich regeneration air / fuel ratio based on a functional relationship depending on the exhaust gas temperature in the range of Nitrogen oxide trap and the exhaust gas mass flow is determined.
  • the so certain regeneration air / fuel ratio can preferably both during the basic and during the Additional regeneration cycle are used.
  • Basic regeneration time for regeneration with the regeneration air / fuel ratio can preferably be based on a functional relationship depending on the exhaust gas temperature and the exhaust gas mass flow in the range of Nitrogen oxide trap can be determined.
  • additional regeneration time required can preferably by multiplying the basic regeneration time by the ratio of the current nitrogen oxide quantity value to the first Threshold are determined. This takes into account that the nitrogen oxide trap when performing the additional regeneration cycle generally less than saved in the case of the basic regeneration cycle, so that the regeneration time can be reduced accordingly can to minimize the fuel consumption.
  • a fixed offset value is added at the regeneration times determined in the manner described above. This takes into account the time that the fat peak from Internal combustion engine over a three-way catalyst needs to to get to the nitrogen oxide trap.
  • a multi-cylinder internal combustion engine 10 from an electronic engine controller 12 that has a variety of input signals 24, e.g. the current engine speed, a signal from an air / mass flow sensor 30 in the intake duct or get the current position of the accelerator pedal, controlled.
  • the engine control leads to algorithms Control of an electronic throttle valve 20, one Ignition system 18 and an injection system 26.
  • the air / fuel ratio ⁇ of the supplied to the cylinders Mixtures can be changed within wide limits, in particular may be lean under certain operating conditions Air / fuel ratio can be set.
  • the engine exhaust are supplied to an exhaust gas treatment arrangement 28. This consists of a three-way catalyst 14 and a nitrogen oxide trap 16.
  • a temperature sensor 22 becomes the exhaust gas temperature in close proximity to the exhaust treatment arrangement 28 measured.
  • FIG. 2 shows qualitatively the development over time of the nitrogen oxide trap value X taken up by the nitrogen oxide trap, the set air / fuel ratio ⁇ and a value NO x representing the nitrogen oxide emissions.
  • the motor control calculated at discrete time intervals the current nitric oxide uptake rate based on a functional relationship as a function of current engine speed, engine torque, air / fuel ratio and exhaust gas temperature and exhaust gas mass flow and integrated X. this rate to an amount of nitrogen oxide value If this exceeded a threshold value S 1 (60), is For a period of time T R1, a basic regeneration cycle with a regeneration air / fuel ratio of 0.75 was carried out and the nitrogen oxide quantity value was then reset to zero.
  • FIG. 3 A schematic engine torque / engine speed diagram is shown in FIG. 3.
  • the maximum engine torque M D depending on the speed n is given by the full load curve 46.
  • an area 42 lean operation of the internal combustion engine is initiated by the engine control; Above or to the right of this area, the motor is operated stoichiometrically in an area designated by 48. Uncontrolled releases of unconverted nitrogen oxides only occur during transitions from a partial area 50 of the lean area 42 (for example 52, 54). An additional regeneration cycle is therefore only triggered when the engine control system detects a transition from the subarea 50 to the area 48.
  • an implementation of a monitoring loop begins with the determination of the nitrogen oxide quantity value X (step 82).
  • step 84 X is compared to a first threshold value S 1 .
  • a basic regeneration cycle is triggered if this is exceeded.
  • an air / fuel ratio ⁇ R required for regeneration and the required basic regeneration time T R1 are determined in 86 as a function of the exhaust gas temperature and the exhaust gas mass flow in the area of the nitrogen oxide trap.
  • a basic regeneration cycle is then carried out at 88 and the nitrogen oxide quantity value X is reset to zero.
  • X is compared with a second, lower threshold value S 2 .
  • the engine controller If the engine controller detects a transition from the area 50 to the area 48 (FIG. 2) and the threshold value S 2 is exceeded, the engine controller triggers an additional regeneration cycle.
  • the additional regeneration time T R2 is reduced compared to T R1 by the ratio of the current nitrogen oxide quantity value X and the threshold value S 1 (step 94).
  • An additional regeneration cycle is then triggered at 96 and the nitrogen oxide quantity value X is reset to zero.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)

Claims (8)

  1. Procédé de régénération d'un piège à oxydes d'azote (16) dans le système d'échappement d'un moteur à combustion interne (10) équipé d'une commande électronique de moteur (12), par laquelle est déterminé, en fonction d'un certain nombre de paramètres d'exploitation du moteur, si un rapport de mélange air / carburant pauvre ou essentiellement stoechiométrique doit être amené dans le moteur à combustion interne, et par laquelle, en cas de passage d'un mode d'exploitation avec mélange pauvre à un mode d'exploitation avec mélange stoechiométrique, un cycle de régénération du piège à oxydes d'azote est déclenché, caractérisé
    en ce que le taux d'absorption courant d'oxydes d'azote du piège à oxydes d'azote (16), ainsi qu'une valeur de quantité d'oxydes d'azote (X) correspondant à la quantité d'oxydes d'azote absorbée par le piège à oxydes d'azote, sont déterminés approximativement par la commande du moteur, par une intégration temporelle des taux d'absorption enregistrés,
    en ce qu'un cycle de régénération de base est initié à la condition que la valeur de quantité d'oxydes d'azote dépasse une première valeur de seuil prédéfinie (S1) et
    en ce que, lors d'une transition d'un mode d'exploitation avec mélange pauvre vers le mode d'exploitation avec mélange stoechiométrique, un cycle de régénération supplémentaire est initié à la condition que la valeur de quantité d'oxydes d'azote dépasse une seconde valeur de seuil prédéfinie (S2), qui est inférieure à la première valeur de seuil prédéfinie, suite à quoi, après exécution d'un cycle de régénération de base ou d'un cycle de régénération supplémentaire, la valeur de quantité d'oxydes d'azote (X) est respectivement réinitialisée.
  2. Procédé selon la revendication 1, caractérisé en ce que, pendant les deux cycles de régénération, un rapport de mélange air/carburant riche est amené au moteur (10).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que la détermination approximative du taux d'absorption courant des oxydes d'azote est réalisée au moyen d'un rapport fonctionnel, en fonction du régime moteur courant, du couple moteur, du rapport de mélange air / carburant, ainsi que de la température des gaz d'échappement et du débit massique des gaz d'échappement dans la zone du piège à oxydes d'azote (16).
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que, lors de l'exploitation du moteur à combustion interne avec un mélange pauvre dans une gamme de régimes / couples prédéfinie (42), un cycle de régénération supplémentaire est initié à la condition qu'une transition se produise d'une zone ou gamme partielle prédéfinie (50) de la gamme de régime / couple avec mélange pauvre vers une exploitation du moteur avec un mélange stoechiométrique (48).
  5. Procédé selon la revendication 4, caractérisé en ce que la gamme ou zone partielle (50) de la gamme ou zone d'exploitation avec mélange pauvre (42) se situe dans une gamme plus élevée de régimes et de couples.
  6. Procédé selon l'une des revendications 1 à 5, caractérisé en ce qu'un rapport de mélange air / carburant de régénération riche ou surenrichi, nécessaire à la régénération du piège à oxydes d'azote, est déterminé au moyen d'un rapport fonctionnel, qui dépend de la température des gaz d'échappement dans la zone du piège à oxydes d'azote et du débit massique des gaz d'échappement.
  7. Procédé selon la revendication 6, caractérisé en ce qu'une durée de régénération de base (TR1), nécessaire à la réalisation d'un cycle de régénération de base avec le rapport de mélange air / carburant de régénération, est déterminée au moyen d'un rapport fonctionnel, en fonction de la température des gaz d'échappement et du débit massique des gaz d'échappement dans la zone du piège à oxydes d'azote.
  8. Procédé selon la revendication 7, caractérisé en ce qu'une durée de régénération supplémentaire, nécessaire à la réalisation d'un cycle de régénération supplémentaire avec le rapport de mélange air / carburant de régénération, est déterminée par multiplication de la durée de régénération de base (TR2) par le rapport entre la valeur de quantité d'oxydes d'azote courante (X) et une première valeur de seuil (S1), et l'ajout au produit d'une durée de décalage prédéfinie.
EP98113275A 1997-09-18 1998-07-16 Procédé de régénération d'un piège pour les oxydes d'azote dans le système d'échappement d'un moteur à combustion interne Expired - Lifetime EP0903477B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19741079 1997-09-18
DE19741079A DE19741079C2 (de) 1997-09-18 1997-09-18 Verfahren zur Regeneration einer Stickoxidfalle im Abgassystem eines Verbrennungsmotors

Publications (3)

Publication Number Publication Date
EP0903477A2 EP0903477A2 (fr) 1999-03-24
EP0903477A3 EP0903477A3 (fr) 2000-03-08
EP0903477B1 true EP0903477B1 (fr) 2002-03-20

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EP98113275A Expired - Lifetime EP0903477B1 (fr) 1997-09-18 1998-07-16 Procédé de régénération d'un piège pour les oxydes d'azote dans le système d'échappement d'un moteur à combustion interne

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EP (1) EP0903477B1 (fr)
JP (1) JP4099272B2 (fr)
DE (2) DE19741079C2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004002896B4 (de) * 2003-01-27 2008-04-10 Ford Global Technologies, LLC, Dearborn Motorsteuerung für ein mit einer Abgasreinigungsvorrichtung ausgestattetes Fahrzeug

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JP3259711B2 (ja) * 1999-05-18 2002-02-25 トヨタ自動車株式会社 内燃機関の制御装置
DE10020789C2 (de) * 1999-05-19 2003-05-08 Ford Global Tech Inc Verfahren und System für den Übergang zwischen magerem und stöchiometrischem Kraftstoff-Luft-Verhältnis in einem mit magerer Verbrennung betriebenen Motor
JP3854013B2 (ja) * 1999-06-10 2006-12-06 三菱電機株式会社 内燃機関の排出ガス浄化装置
DE19932301A1 (de) * 1999-07-10 2001-01-11 Volkswagen Ag Verfahren zur Regelung einer Regeneration eines in einem Abgaskanal einer Verbrennungskraftmaschine angeordneten Speicherkatalysators
DE19942270A1 (de) * 1999-09-04 2001-03-15 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
JP2001082135A (ja) * 1999-09-09 2001-03-27 Toyota Motor Corp 内燃機関の排気浄化装置
DE19963938A1 (de) * 1999-12-31 2001-07-12 Bosch Gmbh Robert Verfahren zum Betreiben eines Dreiwegekatalysators einer Brennkraftmaschine
DE10054005A1 (de) 2000-11-01 2002-05-08 Daimler Chrysler Ag Verfahren zum Betrieb einer Abgasreinigungsanlage mit Stickoxidspeicher
RU2598968C2 (ru) * 2012-04-10 2016-10-10 Вольво Ластвагнар Аб Способ автоматической диагностики системы селективного каталитического восстановления
DE202013008389U1 (de) * 2013-09-21 2014-12-22 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Steueranordnung zum Steuern einer Brennkraftmaschine eines Kraftfahrzeugs
JP6248978B2 (ja) 2015-05-11 2017-12-20 トヨタ自動車株式会社 内燃機関の制御装置

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US5437153A (en) * 1992-06-12 1995-08-01 Toyota Jidosha Kabushiki Kaisha Exhaust purification device of internal combustion engine
WO1993025805A1 (fr) * 1992-06-12 1993-12-23 Toyota Jidosha Kabushiki Kaisha Systeme de limitation d'emission de gaz d'echappement pour moteur a combustion interne
JP2692530B2 (ja) * 1992-09-02 1997-12-17 トヨタ自動車株式会社 内燃機関
DE19626835A1 (de) * 1995-07-08 1997-01-09 Volkswagen Ag Dieselbrennkraftmaschine mit NOx-Speicher
DE19607151C1 (de) * 1996-02-26 1997-07-10 Siemens Ag Verfahren zur Regeneration eines NOx-Speicherkatalysators

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004002896B4 (de) * 2003-01-27 2008-04-10 Ford Global Technologies, LLC, Dearborn Motorsteuerung für ein mit einer Abgasreinigungsvorrichtung ausgestattetes Fahrzeug

Also Published As

Publication number Publication date
DE59803414D1 (de) 2002-04-25
EP0903477A3 (fr) 2000-03-08
DE19741079A1 (de) 1999-04-01
JPH11148338A (ja) 1999-06-02
JP4099272B2 (ja) 2008-06-11
EP0903477A2 (fr) 1999-03-24
DE19741079C2 (de) 2001-10-18

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