EP1194683B1 - Verfahren zur steuerung eines arbeitsmodus einer verbrennungskraftmaschine - Google Patents

Verfahren zur steuerung eines arbeitsmodus einer verbrennungskraftmaschine Download PDF

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Publication number
EP1194683B1
EP1194683B1 EP00935153A EP00935153A EP1194683B1 EP 1194683 B1 EP1194683 B1 EP 1194683B1 EP 00935153 A EP00935153 A EP 00935153A EP 00935153 A EP00935153 A EP 00935153A EP 1194683 B1 EP1194683 B1 EP 1194683B1
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EP
European Patent Office
Prior art keywords
catalyst
temperature
combustion engine
cell
internal combustion
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
EP00935153A
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German (de)
English (en)
French (fr)
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EP1194683A1 (de
Inventor
Ekkehard Pott
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Volkswagen AG
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Volkswagen AG
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Filing date
Publication date
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Publication of EP1194683A1 publication Critical patent/EP1194683A1/de
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Publication of EP1194683B1 publication Critical patent/EP1194683B1/de
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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
    • 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
    • F02D41/021—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
    • F02D41/028—Desulfurisation of NOx traps or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/04—Sulfur or sulfur oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • 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
    • 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
    • F02D2200/0808—NOx storage capacity, i.e. maximum amount of NOx that can be 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
    • 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
    • F02D2200/0818—SOx storage amount, e.g. for SOx trap or NOx trap

Definitions

  • the invention relates to a method for controlling a working mode Internal combustion engine with those mentioned in the preamble of claim 1 Features.
  • gaseous pollutants are produced in varying proportions, which can act on the one hand as a reducing agent and on the other hand as an oxidizing agent.
  • Reducing agents such as CO, HC or H 2 , arise to an increasing extent under conditions in which a ratio of oxygen to a fuel is sub-stoichiometric or stoichiometric ( ⁇ ⁇ 1; regeneration mode). If, on the other hand, the oxygen in the air-fuel mixture predominates, the internal combustion engine is in lean operation ( ⁇ > 1) and a proportion of the reducing agents in the exhaust gas decrease.
  • oxidizing agents such as NO x and SO x are also formed during a combustion process. These are reduced on the storage catalytic converter in the regeneration mode by the reducing agents. In a lean operation, this is no longer possible to a sufficient degree, but under such conditions the oxidizing agents are stored in the storage catalytic converter. NO X absorption takes place until a NO X desorption temperature is reached or until the storage catalytic converter has no NO X storage capacity. Prior to this time, therefore, a change in the regeneration operation has to take place to a NO x emission downstream of the storage catalytic converter to reduce.
  • EP 0 867 604 A describes a method for controlling regeneration intervals of NO x stores as a function of a calculated or measured temperature of the store and its NO x loading. A locally differentiated temperature calculation of the NO x storage is proposed, for which local temperatures are calculated at different positions within the storage and an average storage temperature is calculated from these.
  • the storage catalytic converter must be heated to a minimum operating temperature in order to ensure sufficient NO x storage capacity. It is known to operate the internal combustion engine in regeneration mode until a predeterminable minimum temperature is reached. In such an operation, an exhaust gas temperature is generally higher than in lean operation. However, additional fuel consumption must be accepted. To reduce fuel consumption, it is therefore necessary to keep the duration of the regeneration operation as short as possible.
  • the invention has for its object to provide a method that in allows an inhomogeneous temperature curve in a particularly simple and flexible manner within the storage catalytic converter in controlling the working mode of the internal combustion engine to consider. This should go hand in hand with fuel consumption be reduced.
  • the lower limit temperature is selected such that the minimum operating temperature is exceeded and there is an overall sufficient NO x storage capacity of the storage catalytic converter.
  • the upper limit temperature is below the NO X desorption temperature. The lean operation of the internal combustion engine can therefore still be maintained if the mean catalyst temperature has already exceeded the upper limit temperature, but is still at least one catalyst cell below the predefinable upper limit temperature, and the internal combustion engine can already start lean operation in at least one catalyst cell after the minimum operating temperature has been exceeded be switched, even if the mean catalyst temperature is below the minimum operating temperature.
  • the NO x storage capacity can be used as a further criterion for maintaining lean operation.
  • a cumulative raw NO x emission of the internal combustion engine over a predefinable period and the NO x desorption of each catalyst cell can be calculated over the same period.
  • a cumulative NO x emission downstream of the storage catalytic converter can be calculated. If the calculated cumulative NO x emission exceeds a predeterminable threshold value, the regeneration operation of the internal combustion engine is also set.
  • the desulfurization is initiated when the cell temperature is exceeded in at least one catalyst cell above the minimum desulfurization temperature.
  • the desulfurization can also be made dependent on a predefinable threshold value for the SO X loading state. In this way, it is possible to initiate the desulfurization even before an average minimum desulfurization temperature is exceeded, thus shortening a heating-up phase.
  • a duration of the heating phase to reach the minimum desulfurization temperature in Catalyst cells located further downstream can depend on the cell temperature
  • Catalyst cells located further upstream are calculated since these are their Excess heat (difference between the cell temperature and the minimum desulfurization temperature) pass downstream during desulfurization. So that becomes a Desulphurization time is shortened and an additional consumption due to desulphurization reduced.
  • a storage catalyst model for a spatial extension, a temperature profile, a profile of a regeneration speed, a profile of the NO x storage capacity, a profile of the NO x -, SO x - or O 2 -load condition or a combination thereof.
  • FIG. 1 shows a schematic representation of an arrangement 10 with a NO x storage catalytic converter 12 in an exhaust gas duct 14 of an internal combustion engine 16.
  • the arrangement 10 is only a greatly simplified exemplary embodiment, and additional NO x storage catalytic converters or precatalysts can also be used in the area of the exhaust duct 14 are arranged. Such arrangements are known and will not be explained in more detail here.
  • sensors are arranged in the exhaust gas channel, which allow a conclusion to be drawn about a current catalytic converter condition, for example by detecting a content of a gas component in an exhaust gas or a temperature.
  • a gas sensor 18 and a temperature sensor 20 are shown in the arrangement 10, which are located downstream of the NO x storage catalytic converter 12.
  • the sensors 18, 20 deliver signals that can be evaluated within an engine control unit 22.
  • means 24 are assigned to the internal combustion engine 16, which enable at least a temporary influencing of at least one operating parameter of the internal combustion engine 16. In this way, an exhaust gas temperature, a working mode of the internal combustion engine 16 and / or the proportion of the individual gas components in the exhaust gas can be varied. Such influencing of the operating parameters of the internal combustion engine 16 is known and will not be explained in more detail in this context.
  • reducing agents such as CO, HC and H 2
  • oxidizing agents such as NO x and SO x
  • a working mode with ⁇ 1 1 rich or stoichiometric atmosphere, regeneration mode
  • a fuel fraction outweighs an oxygen fraction in the air / fuel mixture or these are in stoichiometric ratios.
  • reducing agents are formed to an increased degree.
  • the working mode changes in a range with ⁇ > 1 (lean atmosphere, lean operation)
  • the proportion of reducing agents in the exhaust gas decreases.
  • the reducing agents are oxidized with oxygen. A reduction in a reducing agent emission is therefore always possible to a sufficient extent if an oxygen concentration in the NO x storage catalytic converter 12 is correspondingly high.
  • the oxidizing agents are converted in the NO x storage catalytic converter 12 by the reducing agents. To a sufficient degree, this can only be done in a working mode with ⁇ ⁇ 1.
  • the NO X is absorbed as nitrate and the SO X as sulfate until a NO X desorption temperature is reached or a NO X storage capacity is exhausted. Accordingly, at least one NO x regeneration must be carried out before this point in time.
  • SO X regeneration (desulfurization) generally does not take place during NO X regeneration.
  • the regeneration parameters can be set in a known manner by influencing the operating parameters of the internal combustion engine 16. It is also known to determine a need for regeneration of the NO x storage catalytic converter 12. This will not be explained in more detail in this context.
  • FIG. 2 schematically shows a division of the storage catalytic converter 12 into any number of catalytic converter cells using a predeterminable matrix.
  • the matrix for dividing the storage catalytic converter 12 into the catalyst cells can be determined using a storage catalytic converter model.
  • This model can include, for example, a spatial extension of the storage catalytic converter 12, a temperature profile or a profile of a regeneration speed within the storage catalytic converter 12. It is also conceivable to use a course of the NO x storage capacity and a course of a loading state for NO x , SO x or O 2 within the storage catalytic converter 12.
  • the loading state is a measure of an absorbed NO X , SO X or O 2 mass of a catalyst cell.
  • the storage catalytic converter 12 has been divided into a total of six catalyst cells Z 1 to Z 6 (zones), the cell Z 1 being arranged on a side facing the internal combustion engine 16.
  • FIG. 3 shows a course of the lambda value during the regeneration of the storage catalytic converter 12 (dashed line).
  • a curve of the lambda value according to a conventional method is also shown for clarification.
  • the internal combustion engine 16 is initially in a lean mode for a phase t m1 .
  • the regeneration mode is set in a phase t f1 , at least until the threshold temperature is again fallen below.
  • Lean operation is then started again in a phase t m2 .
  • the course of the lambda value (dashed line) is significantly different.
  • the regeneration operation can be started later on the one hand and ended earlier on the other hand.
  • the mean catalyst temperature may occasionally be above the limit temperature that can be specified using the conventional method, but the temperature in selected catalyst cells (cell temperature) can still be low enough to ensure sufficient NO x storage capacity , The type of control will be explained in more detail below.
  • FIG. 4 shows a course of the lambda value during a heating phase of the storage catalytic converter 12 (dashed line). Again, a solid line shows the course of the lambda value according to a conventional method.
  • a rich or stoichiometric exhaust gas ( ⁇ 1 1) is initially applied to it for a phase t f2 , since the exhaust gas temperatures are generally significantly increased here.
  • the regeneration operation is maintained until the average catalyst temperature has exceeded a minimum temperature.
  • a phase t f2 ' is shortened in the process according to the invention, and lean operation can already be started when selected catalyst cells have exceeded the minimum temperature.
  • FIG. 5 is a flow chart for controlling the working mode of the Internal combustion engine 16 shown.
  • a step S1 Storage catalytic converter 12 in any number according to the predeterminable matrix divided by catalyst cells.
  • a step S2 Cell temperature determined for each catalyst cell. The cell temperature will either measured directly, for example using additional temperature sensors, or it is calculated using known models.
  • a step S3 it is determined whether the cell temperature in a selected number of catalytic converter cells, which is dependent on exhaust gas mass flow and lambda and NOx raw emissions, lies between a predeterminable lower limit temperature G 1 and a predefinable upper limit temperature G 2 .
  • the lower limit temperature G 1 represents the minimum operating temperature of the storage catalytic converter 12, which is necessary in order to allow sufficient NO x storage capacity at all.
  • the upper limit temperature G 2 is selected such that it lies below the NO X desorption temperature so that NO X emissions downstream of the storage catalytic converter 12 are avoided.
  • a heating measure can be initiated in a step S4, for example by changing to regeneration mode.
  • a cooling measure can optionally be carried out in step S4 by influencing the operating parameters of the internal combustion engine 16 in a known manner.
  • step S5 the NO x storage capacity of selected catalyst cells is determined. This can in turn be carried out using known storage catalytic converter models for the NO x , SO x or O 2 loading state. If the NO x storage capacity does not reach a predefinable threshold value S 1 (step S6), the regeneration operation is started in a step S7.
  • a cumulative NO x emission downstream of the storage catalytic converter is calculated in a predeterminable period of time.
  • the catalyst cells shown in Figure 2 Z 4 to Z 6, the downstream further need are arranged in the exhaust passage 14, possibly also accommodate addition to the heat generated by the internal combustion engine 16 NO X -Rohemission NO X that by NO X desorption in earlier lying catalyst cells (Z 1 to Z 3 ) is released.
  • the regeneration operation is started again (step S7). If this is not the case, the internal combustion engine 16 remains in the lean operation or is adjusted to the lean operation (step S10).
  • FIG. 6 shows a flow chart for controlling the operating mode of the internal combustion engine 16 during the desulfurization.
  • steps S1 and S2 - as already explained - the storage catalytic converter 12 is first divided into individual catalytic converter cells and the cell temperature of selected catalytic converter cells is recorded. If the cell temperature in the selected catalyst cells is below a minimum desulfurization temperature (step S11), no further action is taken (step S12). Otherwise it is checked in a step S13 whether the SO X loading state exceeds a predeterminable threshold value S 3 . If necessary, a duration of the heating phase for the desulfurization is then determined in a step S14.
  • the duration of the heating phase for reaching the minimum desulfurization temperature in further downstream catalyst cells can be determined as a function of the cell temperature in further upstream catalyst cells (for example the catalyst cells Z 1 to Z 3 in FIG. 2) become.
  • a heat flow can also take place within the storage catalytic converter 12 between the individual catalyst cells. in general, the further upstream catalyst cells have a higher cell temperature. Overall, the regeneration time during desulfurization can be significantly reduced in this way.
  • the desulfurization is then carried out in a step S15.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
EP00935153A 1999-06-25 2000-05-31 Verfahren zur steuerung eines arbeitsmodus einer verbrennungskraftmaschine Expired - Lifetime EP1194683B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19929292 1999-06-25
DE19929292A DE19929292A1 (de) 1999-06-25 1999-06-25 Verfahren zur Steuerung eines Arbeitsmodus einer Verbrennungskraftmaschine
PCT/EP2000/004978 WO2001000972A1 (de) 1999-06-25 2000-05-31 Verfahren zur steuerung eines arbeitsmodus einer verbrennungskraftmaschine

Publications (2)

Publication Number Publication Date
EP1194683A1 EP1194683A1 (de) 2002-04-10
EP1194683B1 true EP1194683B1 (de) 2004-04-21

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EP00935153A Expired - Lifetime EP1194683B1 (de) 1999-06-25 2000-05-31 Verfahren zur steuerung eines arbeitsmodus einer verbrennungskraftmaschine

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EP (1) EP1194683B1 (enExample)
JP (1) JP4707292B2 (enExample)
CN (1) CN1185407C (enExample)
DE (2) DE19929292A1 (enExample)
WO (1) WO2001000972A1 (enExample)

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DE10115962B4 (de) * 2001-03-27 2009-03-05 Volkswagen Ag Verfahren zur Entschwefelung eines im Abgasstrang einer Verbrennungskraftmaschine angeordneten NOx-Speicherkatalysators
DE10117434A1 (de) 2001-04-03 2002-10-10 Volkswagen Ag Verfahren zur Steuerung eines Betriebsmodus einer magerlauffähigen Verbrennungskraftmaschine
US6860101B2 (en) * 2001-10-15 2005-03-01 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification system for internal combustion engine
DE10221568A1 (de) * 2002-05-08 2003-12-04 Volkswagen Ag Verfahren zur Steuerung eines NO¶x¶-Speicherkatalysators
JP3855920B2 (ja) * 2002-11-29 2006-12-13 トヨタ自動車株式会社 内燃機関の排気浄化装置
DE10305451A1 (de) * 2002-12-31 2004-07-29 Volkswagen Ag Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
US8122044B2 (en) 2003-03-12 2012-02-21 Microsoft Corporation Generation of business intelligence entities from a dimensional model
FR2856741B1 (fr) * 2003-06-30 2005-09-30 Renault Sa Procede et dispositif d'estimation d'une masse d'oxydes d'azote stockee dans un dispositif de piegeage catalytique de vehicule automobile
US7363758B2 (en) * 2004-11-09 2008-04-29 Ford Global Technologies, Llc Lean burn engine control NOx purging based on positional loading of oxidants in emission control device
US7673445B2 (en) * 2004-11-09 2010-03-09 Ford Global Technologies, Llc Mechanical apparatus having a catalytic NOx storage and conversion device
US7565799B2 (en) * 2005-02-09 2009-07-28 Gm Global Technology Operations, Inc. Controlling lean NOx trap (LNT) catalyst performance
JP4615001B2 (ja) * 2007-11-05 2011-01-19 トヨタ自動車株式会社 内燃機関の排気浄化装置
WO2011118095A1 (ja) * 2010-03-25 2011-09-29 Ｕｄトラックス株式会社 エンジンの排気浄化装置及びエンジンの排気浄化方法
CN102207015B (zh) * 2011-05-20 2015-02-25 潍柴动力股份有限公司 一种scr催化器的温度预测装置和方法
JP5849858B2 (ja) 2012-06-01 2016-02-03 トヨタ自動車株式会社 内燃機関の触媒保護装置
JP6065870B2 (ja) * 2014-03-28 2017-01-25 マツダ株式会社 排気ガス浄化装置の劣化診断方法及び装置
CN110284952A (zh) * 2019-06-28 2019-09-27 潍柴动力股份有限公司 一种柴油机后处理系统催化剂硫中毒的处理方法和装置
CN112065541B (zh) * 2020-09-14 2021-11-09 安徽江淮汽车集团股份有限公司 一种nsc对于氮氧化物的解吸附控制方法

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WO2001000972A1 (de) 2001-01-04
DE50006166D1 (de) 2004-05-27
EP1194683A1 (de) 2002-04-10
CN1358254A (zh) 2002-07-10
JP4707292B2 (ja) 2011-06-22
CN1185407C (zh) 2005-01-19
JP2003503622A (ja) 2003-01-28
DE19929292A1 (de) 2000-12-28

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