EP1252419B1 - Verfahren und vorrichtung zur steuerung einer entschwefelung eines in einem abgaskanal einer verbrennungskraftmaschine angeordneten nox-speicherkatalysators - Google Patents

Verfahren und vorrichtung zur steuerung einer entschwefelung eines in einem abgaskanal einer verbrennungskraftmaschine angeordneten nox-speicherkatalysators Download PDF

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Publication number
EP1252419B1
EP1252419B1 EP01902302A EP01902302A EP1252419B1 EP 1252419 B1 EP1252419 B1 EP 1252419B1 EP 01902302 A EP01902302 A EP 01902302A EP 01902302 A EP01902302 A EP 01902302A EP 1252419 B1 EP1252419 B1 EP 1252419B1
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EP
European Patent Office
Prior art keywords
desulphurization
catalytic converter
storage catalytic
activity
parameters
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
EP01902302A
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German (de)
English (en)
French (fr)
Other versions
EP1252419A1 (de
Inventor
Ekkehard Pott
Hermann Hahn
Sören HINZE
Michael Zillmer
Axel Lang
Frank Schulze
Jens DRÜCKHAMMER
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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 EP1252419A1 publication Critical patent/EP1252419A1/de
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Publication of EP1252419B1 publication Critical patent/EP1252419B1/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
    • 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
    • F01N3/0885—Regeneration of deteriorated absorbents or adsorbents, e.g. desulfurization of NOx traps
    • 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
    • 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
    • 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
    • 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
    • F02D41/1463—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 downstream of exhaust gas treatment apparatus
    • 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
    • F02D2200/0811—NOx storage efficiency

Definitions

  • the invention relates to a method and a device for controlling a desulfurization of an arranged in an exhaust passage of an internal combustion engine NO x storage catalytic converter with the features mentioned in the independent claims.
  • NO x storage catalytic converters It is known to operate a post-treatment of exhaust gases of internal combustion engines, which are at least temporarily operated in a lean operating mode, with the aid of NO x storage catalytic converters.
  • the NO x storage catalyst stores nitrogen oxides NO x , which in this phase are present in excess in the exhaust gas compared to reducing exhaust gas constituents, such as carbon monoxide or unburned hydrocarbons, and therefore can not be completely converted, in the form of nitrate.
  • the storage catalytic converter is subjected to a NO x regeneration, for which purpose it is charged with a rich exhaust gas atmosphere and a minimum catalyst temperature is set.
  • EP 0 858 837 A1 discloses a process for the desulphurisation of a NO x storage catalytic converter, in which a predetermined time of desulfurization is determined by a calculated sulfur loading, taking into account thermal aging of the storage catalytic converter.
  • the thermal aging is modeled as a function of a "thermal history" of the storage catalytic converter, that is to say of its operating time and its operating temperature during this time.
  • the invention has for its object to provide a method for controlling a desulfurization of a NO x storage catalytic converter, with the aid of an irreversible damage to the NO x storage catalytic converter can be detected and tracked with great accuracy.
  • this object is achieved by a method and a device for controlling a desulfurization of a NO x storage catalytic converter with the features mentioned in the independent claims.
  • a NO x -Speichermeditician the NO x storage determined from a downstream of the NO x storage catalytic measured NO x concentration and falls below a predeterminable threshold value for the NO x storage catalytic activity of the NO x desulphurization with first predetermined desulphurisation introduced.
  • an irreversible damage to the NO x storage catalytic converter is tracked on the basis of a desulphurisation result, and hard desulphurization with second desulphurisation parameters is initiated when a predetermined damage limit value is exceeded, at least one of the second desulphurisation parameters being selected in accordance with a higher desulphurisation efficiency.
  • Another mode of operation of the internal combustion engine is dependent on the level of recovered after the hard desulfurization NO x starting activity made dependent.
  • the performance of hard desulphurisation ensures a quantitative discharge of sulfur, even if previous standard desulphurisation should be incomplete.
  • the recovered after the hard desulfurization NO x storage activity can be correlated directly with a present irreversible damage to the NO x storage catalyst. Consequently, a no longer tolerable permanent damage to the NO x storage catalytic converter can be detected.
  • the invention allows for different process variants for specifying the damage limit value.
  • the threshold below which desulfurization triggers after each desulfurization newly set so that it is proportional to a recovered after completion of the desulfurization NO x -Afangfangtechnik the NO x storage catalytic converter is.
  • the damage threshold represents a non-negligible minimum NO x storage activity threshold, which threshold is greater than the damage threshold.
  • the threshold below which desulfurization is triggered does not vary.
  • a desulfurization frequency increases with increasing irreversible damage to the catalyst, so that a predetermined maximum desulfurization frequency serves as the damage threshold.
  • the threshold value is also constant, the damage limit value is given as a lower limit of a NO x initial activity recovered after desulfurization.
  • a desulfurization in particular a hard desulfurization
  • the performance of a desulfurization is associated with a higher fuel consumption and may possibly affect the performance of a vehicle.
  • the method according to the present invention provides for the continued operation of the internal combustion engine after a hard desulphurization of the Entschwefelungsterrorism, that is, the height of a recovered after desulfurization NO x -Anfangs protesttician to be addictive.
  • a preferred embodiment provides that, if after the completion of a hard desulphurization a regenerated NO x -Anfangs protesttician almost completely or in at least a predetermined amount of a sulfur-free, NO x -free and undamaged NO x storage catalytic converter corresponds to a lean operation of the internal combustion engine continues to is allowed.
  • the device comprises means, for example a control unit, in which a procedure for controlling the method steps of the desulfurization of a NO x storage catalytic converter is stored in digital form.
  • a control unit can advantageously be integrated into a mostly existing engine control unit.
  • FIG. 1 schematically shows an internal combustion engine 10 with a downstream exhaust gas line 12.
  • a primary catalytic converter 16 and an NO x storage catalytic converter 18 are arranged in an exhaust gas channel 14 of the exhaust line 12.
  • the exhaust duct 14 also houses various instruments for detecting selected operating parameters.
  • the gas sensors 20, 22 detect a concentration of a gas component in the exhaust gas.
  • configured as a lambda probe gas probe 20 is used to detect an oxygen content after the internal combustion engine 10 and before the catalyst components 16, 18, while the NO x probe 22 measures a NO x concentration behind the NO x storage catalyst 18.
  • the arranged upstream and downstream of the NO x storage 18 temperature sensors 24, 26 are used to determine a catalyst temperature.
  • one or even both temperature sensors 24, 26 can be dispensed with and a temperature of the NO x storage catalytic converter can be derived empirically. All signals detected by the gas probes 20, 22 and the temperature sensors 24, 26 are input to an engine control unit 28, where they are first digitized and then further processed to control an operating mode of the internal combustion engine 10.
  • the engine control unit 28 regulates, for example, an air-fuel mixture to be fed into the internal combustion engine 10 by influencing a position of a throttle valve 30 in an intake pipe 32 and / or an exhaust gas recirculation device 34.
  • the actuators 30, 34 shown by way of example can have a lean or set a rich mode for the internal combustion engine 10.
  • a control unit 36 is further integrated, in which a procedure for controlling the desulfurization of the NO x storage catalytic converter 18, which is explained in more detail below, is stored.
  • the control unit 36 can also be realized independently of the engine control unit 28.
  • FIG. 2 shows the time profile of a relative NO x activity NOA rel of an NO x storage catalytic converter 18.
  • the relative NO x activity NOA rel indicates the ratio of the NO x activity NOA of the present NO x storage catalytic converter 18 to FIG NO x activity of a NO x - and sulfur-free and undamaged NO x storage catalyst .
  • the NO x activity NOA itself is here as the ratio of the measured behind the NO x storage 18 with the NO x probe 22 NO x concentration to defined before the NO x storage 18 present NO x concentration.
  • the NO x concentration in front of the NO x storage catalytic converter 18, that is to say the NO x raw emission, is preferably calculated by the engine control unit 28 on the basis of current operating parameters of the internal combustion engine 10. Alternatively, it can also be measured with a NO x sensor arranged in front of the NO x storage catalytic converter 18 in the exhaust gas line 14.
  • the calculation of the NO x activity NOA or the relative NO x activity NOA rel is carried out in the engine control unit 28, in which also the NO x activity of the NO x - and sulfur-free undamaged NO x storage catalytic converter is stored.
  • the NO x storage catalyst 18 has the NO x activity NOA similar to that of a fresh catalyst, so that the relative NO x activity NOA rel first assumes a value near "1". In the following course, there is an increasing sulfurization of the catalyst 18, so that the relative NO x activity NOA rel decreases increasingly.
  • the undershooting of a first threshold value SW for the relative NO x activity triggers a first desulfurization 40 of the NO x storage catalytic converter 18 at the time t 1 .
  • a minimum temperature of the catalyst necessary for the desulphurization is set and the internal combustion engine 10 is operated over a predetermined or controlled desulphurisation time in a rich operating mode in accordance with a lambda presetting.
  • a switching frequency or a position of the rich / lean switching thresholds can be predetermined after the NO x storage catalytic converter 18.
  • the location of the threshold SW is reset by the control unit 36 in accordance with a recovered relative NO x initial activity NOAMX, the threshold SW preferably being proportional to the recovered NO x initial activity NOAMX.
  • the NO x starting activity NOAMX present after the end of desulphurization corresponds with progressing the operating time t to that of a fresh NO x storage catalytic converter and decreases as the catalyst ages. Causes for this are, for example, incomplete desulphurisation and / or irreversible thermal damage to the NO x storage catalytic converter 18.
  • the threshold value SW below which desulfurization is triggered is progressively reduced further.
  • the cycles of the sulfurization 38 and desulfurization 40 are repeated until the NO x activity NOA a not lower than the lower threshold, the Damage threshold SW IR , reached at time t 5 .
  • the drop below the damage threshold SW IR initially leads to a switching of the internal combustion engine 10 from a lean operating mode to a stoichiometric or rich operating mode to minimize the NO x emissions.
  • the hard desulphurisation is advantageously only initiated when predetermined boundary conditions, for example a minimum temperature of the NO x storage catalytic converter 18 and / or a minimum vehicle speed maintained over a minimum period, are present. In this way, the fuel consumption for the energetically extremely demanding hard desulfurization can be kept relatively low.
  • the hard desulfurization 42 differs from the previous desulfurization 40 by selecting at least one of said desulfurization parameters (eg, catalyst temperature, lambda, timing) corresponding to a higher desulfurization efficiency.
  • desulfurization parameters eg, catalyst temperature, lambda, timing
  • an extended desulfurization time and / or a lower lambda grease specification may be provided.
  • NOAMX NO x starting activities
  • a scenario designated 44 the recovered NO x activity NOAMX approximates that of a sulfur-free undamaged catalyst.
  • the catalyst 18 has virtually no permanent damage and the previous loss of activity is due to incomplete, previous desulfurization 40.
  • hard desulfurization 42 does not completely but substantially restore the original NO x activity. This points to the presence of irreversible damage to the catalyst but also to incompletely expired desulphurisation 40.
  • both scenarios 44, 46 a lean operation of the internal combustion engine 10 is still permitted, wherein a lower threshold can be specified for the NO x starting activity NOAMX to be recovered.
  • the desulfurization parameters for subsequent desulphurizations are adaptively corrected such that improved subsequent desulphurisation results can be expected.
  • the correction of the desulfurization parameters is the more important, the lower the irreversible damage to the NO x storage catalytic converter 18 and the higher the recovered NO x activity NOAMX after the hard desulfurization 42.
  • scenario 48 hard desulfurization 42 is virtually without success run.
  • an extensive irreversible damage to the storage catalytic converter 18 must be inferred.
  • the lean operation of the internal combustion engine 10 is finally blocked in this case.
  • a warning display can also be provided, which informs a driver of the condition of the catalytic converter or indicates a maintenance that becomes necessary.
  • FIG. 1 A profile of the relative NO x activity NOA rel according to another preferred embodiment of the invention is shown in FIG.
  • the threshold value SW for the NO x activity NOA is kept constant throughout the vehicle operation.
  • the NO x initial activity NOAMX recovered after desulfurization 40 decreases.
  • the time interval ⁇ , where the NO x storing catalyst 18 intercalates in the lean-burn mode of the internal combustion engine 10 to reach the threshold of SW sulfur ever shorter. In other words, a frequency increases with which desulfurization 40 becomes necessary.
  • a criterion for recognizing the need for hard desulfurization 42 may be a predetermined maximum desulfurization frequency, or may be a lower threshold of NO x -activity NOAMX recovered after desulfurization. All other process features of this embodiment of the invention correspond to the features shown in Figure 2 and will not be explained again here.
  • FIG. 4 shows a flow chart for explaining the embodiment of the method illustrated in FIG.
  • the process begins with the step S1, in which the internal combustion engine 10 with a lean atmosphere, that is, with a lambda value> 1, is applied.
  • step S2 the calculation of the NO x activity NOA made on the basis of the measured NO x from the NO probe 22 x concentration downstream of the NO x storing catalyst 18.
  • the NO x -Speichermeditician NOA is compared in step S3 with the threshold value SW , If the NO x activity NOA is above the threshold value SW, the process proceeds to step S1, and the internal combustion engine 10 continues to operate in the lean mode.
  • step S3 If, on the other hand, it is determined in step S3 that the threshold value SW has been reached or undershot, the NO x activity NOA is compared with the damage threshold value SW IR in step S4. If the damage threshold SW IR has not yet been reached or undershot, desulphurisation with the prescribed desulphurisation parameters is initiated in step S5. After completion of the Desulfurization is determined in step S6, the recovered NO x activity NOAMX and recalculated the threshold SW depending on the determined initial activity NOAMX. If, on the other hand, it is determined in step S4 that the NO x activity NOA has reached or fallen below the damage threshold value SW IR , then in step S7 a hard desulfurization is initiated.
  • step S8 After completion of the hard desulfurization, the query is made in step S8 whether the recovered NO x activity NOAMX is less than a predetermined threshold value SWMX. If this question is answered in the negative, the calculation of a new threshold SW as a function of the NO x initial activity NOAMX takes place in step S6, whereupon the lean operation is again permitted in step S1. If, on the other hand, the desulfurization success can not be determined in step S8, the lean operation is finally blocked in step S9.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP01902302A 2000-01-15 2001-01-11 Verfahren und vorrichtung zur steuerung einer entschwefelung eines in einem abgaskanal einer verbrennungskraftmaschine angeordneten nox-speicherkatalysators Expired - Lifetime EP1252419B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10001432 2000-01-15
DE2000101432 DE10001432A1 (de) 2000-01-15 2000-01-15 Verfahren und Vorrichtung zur Steuerung einer Entschwefelung eines in einem Abgaskanal einer Verbrennungskraftmaschine angeordneten NO¶x¶-Speicherkatalysators
PCT/EP2001/000249 WO2001051779A1 (de) 2000-01-15 2001-01-11 VERFAHREN UND VORRICHTUNG ZUR STEUERUNG EINER ENTSCHWEFELUNG EINES IN EINEM ABGASKANAL EINER VERBRENNUNGSKRAFTMASCHINE ANGEORDNETEN NOx-SPEICHERKATALYSATORS

Publications (2)

Publication Number Publication Date
EP1252419A1 EP1252419A1 (de) 2002-10-30
EP1252419B1 true EP1252419B1 (de) 2006-01-11

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EP01902302A Expired - Lifetime EP1252419B1 (de) 2000-01-15 2001-01-11 Verfahren und vorrichtung zur steuerung einer entschwefelung eines in einem abgaskanal einer verbrennungskraftmaschine angeordneten nox-speicherkatalysators

Country Status (7)

Country Link
EP (1) EP1252419B1 (es)
JP (1) JP4619603B2 (es)
CN (1) CN1185405C (es)
AU (1) AU2001230174A1 (es)
DE (2) DE10001432A1 (es)
ES (1) ES2256197T3 (es)
WO (1) WO2001051779A1 (es)

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FR2897103B1 (fr) * 2006-02-09 2011-06-10 Peugeot Citroen Automobiles Sa Systeme et procede d'elimination de sox (oxyde de soufre), module d'arret pour ce systeme
JP4404073B2 (ja) * 2006-06-30 2010-01-27 トヨタ自動車株式会社 内燃機関の排気浄化装置
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AU2001230174A1 (en) 2001-07-24
ES2256197T3 (es) 2006-07-16
JP2003519744A (ja) 2003-06-24
EP1252419A1 (de) 2002-10-30
WO2001051779A1 (de) 2001-07-19
DE10001432A1 (de) 2001-08-16
CN1395648A (zh) 2003-02-05
JP4619603B2 (ja) 2011-01-26
CN1185405C (zh) 2005-01-19
DE50108667D1 (de) 2006-04-06

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