EP1307639B1 - Procede et organe de commande de fonctionnement d'un catalyseur accumulateur d'oxydes d'azote (nox) - Google Patents

Procede et organe de commande de fonctionnement d'un catalyseur accumulateur d'oxydes d'azote (nox) Download PDF

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Publication number
EP1307639B1
EP1307639B1 EP01956310A EP01956310A EP1307639B1 EP 1307639 B1 EP1307639 B1 EP 1307639B1 EP 01956310 A EP01956310 A EP 01956310A EP 01956310 A EP01956310 A EP 01956310A EP 1307639 B1 EP1307639 B1 EP 1307639B1
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EP
European Patent Office
Prior art keywords
nox
msnonk
catalytic converter
storage catalytic
internal combustion
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EP01956310A
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German (de)
English (en)
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EP1307639A1 (fr
Inventor
Eberhard Schnaibel
Klaus Winkler
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • 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
    • F01N3/0828—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
    • F01N3/0864—Oxygen
    • 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
    • F02D41/146—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
    • 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
    • F02D41/1465—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 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
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1402—Adaptive control
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode

Definitions

  • the present invention relates to a method for operating a nitrogen oxide (NOx) storage catalytic converter of an internal combustion engine, in particular of a motor vehicle, according to claim 1, part 1.
  • nitrogen oxides generated by the internal combustion engine are stored in the storage catalytic converter in a first operating phase and nitrogen oxides stored in the storage catalytic converter are stored out of the storage catalytic converter in a second operating phase.
  • the beginning of the second operating phase is determined on the basis of a nitrogen oxide (NOx) level of the NOx storage catalytic converter wherein the NOx level is modeled using a nitrogen oxide (NOx) storage model.
  • the invention also relates to a control device for an internal combustion engine, in particular of a motor vehicle, according to claim 7, part 1.
  • the internal combustion engine can be switched back and forth by the control unit between a first operating phase, in which nitrogen oxides produced by the internal combustion engine are stored in the nitrogen oxide (NOx) storage catalytic converter, and a second operating phase, in which stored nitrogen oxides are expelled from the NOx storage catalytic converter become.
  • the control unit has first means for determining the start of the second operating phase on the basis of a nitrogen oxide (NOx) level modeled by means of a nitrogen oxide (NOx) storage model of the NOx storage catalyst on.
  • the present invention relates to a control, in particular a read-only memory or a flash memory, for such a control device.
  • the present invention relates to an internal combustion engine, in particular a motor vehicle according to the first part of claim 8.
  • the internal combustion engine has a control unit and a nitrogen oxide (NOx) storage catalytic converter.
  • the internal combustion engine can be switched back and forth by the control unit between a first operating phase, in which nitrogen oxides generated by the internal combustion engine are stored in the NOx storage catalytic converter, and a second operating phase, in which stored nitrogen oxides are expelled from the NOx storage catalytic converter.
  • the internal combustion engine has first means for determining the start of the second operating phase on the basis of a nitrogen oxide (NOx) level of the NOx storage catalytic converter modeled by means of a nitrogen oxide (NOx) storage model.
  • the invention relates to a control according to claim 6.
  • nitrogen oxide (NOx) storage catalysts are used to store the nitrogen oxide (NOx) emissions emitted by the internal combustion engine during a first operating phase (lean operation) .
  • This first operating phase of the NOx storage catalyst is also referred to as Ein untilphase.
  • Ein Grandephase With increasing duration of Ein Grandephase the efficiency of the NOx storage catalyst decreases, which leads to an increase in NOx emissions downstream of the NOx storage catalyst.
  • the cause of the decrease in efficiency is the increase in the nitrogen oxide (NOx) level of the NOx storage catalyst.
  • the NOx level can be monitored and after exceeding a predetermined threshold, the second phase of operation of the NOx storage catalyst (Aus Grande Listephase) are initiated.
  • a nitrogen oxide (NOx) storage model can be used for determining the NOx level of the NOx storage catalytic converter.
  • a reducing agent is added to the exhaust gas of the internal combustion engine, which reduces stored nitrogen oxides to nitrogen and oxygen.
  • the reducing agent for example, hydrocarbon (HC) and / or carbon monoxide (CO) can be used, which can be generated by a rich adjustment of the fuel / air mixture in the exhaust gas.
  • urea may also be added to the exhaust gas as the reducing agent. It is used to reduce the nitrogen oxide to oxygen and nitrogen ammonia from the urea. The ammonia can be obtained by hydrolysis from a urea solution.
  • the NOx level of the NOx storage catalyst depending on, inter alia, the NOx mass flow upstream of the NOx storage catalytic converter, the NOx mass flow downstream of the NOx storage catalytic converter and the temperature of the NOx storage catalytic converter. From these quantities, an efficiency of the NOx storage catalytic converter is determined, which multiplied by the NOx mass flow upstream of the NOx storage catalytic converter integrally supplies the current NOx level. As soon as the NOx level exceeds the predefinable threshold value, the second operating phase is initiated. The efficiency of the NOx storage catalyst decreases at constant boundary conditions with increasing NOx level.
  • the amount of stored NOx is regulated in a storage catalytic converter 5 of an internal combustion engine, wherein a storage model is provided with a controlled parameter Alpha.
  • This parameter alpha is integrally changed with a controller when the measured (oxygen) sensor voltage V downstream of the memory 5 during the emptying of the memory 5 at a time t ⁇ t3 (not) reaches the threshold for a rich mixture.
  • the present invention has for its object to be able to determine the NOx level of a NOx storage catalytic converter with the help of a NOx Ein headingmodells and thus the beginning and end of the second phase of operation (Aus emergephase) as accurately and reliably as possible to ensure optimum exhaust quality.
  • This object is achieved with the features according to the independent claims.
  • the invention it is therefore proposed to correct the NOx injection model by a measured value. From the measured value, a correction factor for the NOx injection model can be obtained, which can be used for diagnostic purposes. Due to the measured value of the NOx level, the with
  • the NOx injection model modeled NOx level corrected and thus the beginning and the end of the second phase of operation can be determined with a much higher accuracy. This in turn allows to go to the limit of the storage capacity of the NOx storage catalyst, d. H. make full use of the storage capacity of the NOx storage tank without exceeding it, which leads to a significantly improved exhaust gas quality.
  • the NOx storage model or the start and the end of the second operating phase are adapted to the actual emissions of the internal combustion engine.
  • the first value of the NOx mass flow downstream of the NOx storage catalytic converter be measured by means of a NOx sensor.
  • a second value of the NOx mass flow downstream of the NOx storage catalytic converter is taken from the NOx storage model and the NOx storage model is corrected as a function of the two values of the NOx mass flow.
  • a difference between the two values of the NOx mass flows is formed and the NOx injection model is corrected as a function of the difference.
  • the NOx level is determined by integrating the product of the NOx mass flow upstream of the NOx storage catalyst and an efficiency of the NOx storage catalyst in the NOx storage model.
  • the efficiency of the NOx storage catalytic converter becomes, for example, dependent on the NOx mass flow upstream of the NOx storage catalytic converter and on the temperature of the NOx storage catalytic converter determined.
  • the difference between the two values of the NOx mass flow downstream of the NOx storage catalytic converter is supplied to a controller and the NOx storage model is corrected as a function of a control variable of the controller.
  • the controller is preferably designed as an integrating (I) controller.
  • the output signal of the NOx sensor arranged downstream of the NOx storage catalytic converter is therefore not evaluated directly, for example via the absolute value, the gradient or the like, but serves to regulate the NOx injection model by means of the I controller.
  • the NOx injection model is corrected as a function of the efficiency of the NOx storage catalytic converter as the manipulated variable of the controller.
  • control element which is provided for a control unit of an internal combustion engine, in particular of a motor vehicle.
  • a program is stored on the control, which is executable on a computing device, in particular on a microprocessor, and suitable for carrying out the method according to the invention.
  • the invention is realized by a program stored on the control program, so that this provided with the program control in the same way is the invention as the method to whose execution the program is suitable.
  • an electrical storage medium can be used as the control, for example a read-only memory or a flash memory.
  • control unit proposes second means for detecting a first value of the nitrogen oxide (NOx) mass flow downstream of the NOx storage catalytic converter and third means for correcting the NOx storage model as a function of the detected first value having.
  • NOx nitrogen oxide
  • the internal combustion engine second means for detecting a first value of the nitrogen oxide (NOx) mass flow behind the NOx storage catalyst and third means for correcting the NOx Ein headingmodells in response to the detected first value.
  • NOx nitrogen oxide
  • FIG. 1 shows a direct-injection internal combustion engine 1 of a motor vehicle is shown, in which a piston 2 in a cylinder 3 back and forth.
  • the cylinder 3 is provided with a combustion chamber 4, which u.a. is limited by the piston 2, an inlet valve 5 and an outlet valve 6.
  • an intake valve 5 With the intake valve 5, an intake pipe 7 and the exhaust valve 6, an exhaust pipe 8 is coupled.
  • a fuel injection valve 9 and a spark plug 10 protrude in the combustion chamber 4. Via the injection valve 9, fuel can be injected into the combustion chamber 4. With the spark plug 10, the fuel in the combustion chamber 4 can be ignited.
  • a rotatable throttle valve 11 is housed, via which the intake pipe 7 air can be supplied.
  • the amount of air supplied is dependent on the angular position of the throttle valve 11.
  • a catalyst 12 is housed, which cleans the exhaust gases resulting from the combustion of the fuel.
  • the catalyst 12 is a nitrogen oxide (NOx) storage catalyst 12 'coupled to a 3-way catalyst 12 "as an oxygen storage.
  • NOx nitrogen oxide
  • a control unit 18 is acted upon by input signals 19, which represent operating variables of the internal combustion engine 1 measured by means of sensors.
  • the control unit 18 generates output signals 20 with which the behavior of the internal combustion engine 1 can be influenced via actuators or actuators.
  • the controller 18 is to intended to control the operating variables of the internal combustion engine 1 and / or to regulate.
  • the control unit 18 is provided with a microprocessor which has stored in a storage medium, in particular in a flash memory, a program which is adapted to perform said control and / or regulation.
  • a so-called homogeneous operation of the internal combustion engine 1 the throttle valve 11 is partially opened or closed depending on the desired torque.
  • the fuel is injected from the injection valve 9 during a suction phase caused by the piston 2 into the combustion chamber 4.
  • the throttle valve 11 air By simultaneously sucked on the throttle valve 11 air, the injected fuel is swirled and thus substantially uniformly distributed in the combustion chamber 4.
  • the fuel-air mixture is compressed during the compression phase to be ignited by the spark plug 10. Due to the expansion of the ignited fuel, the piston 2 is driven.
  • the resulting torque depends in homogeneous operation u.a. from the position of the throttle valve 11 from.
  • a so-called shift operation of the internal combustion engine 1 the throttle valve 11 is opened wide.
  • the fuel is injected from the injection valve 9 during a caused by the piston 2 compression phase in the combustion chamber 4, locally in the immediate vicinity of the spark plug 10 and in time at a suitable distance before the ignition.
  • we ignited with the help of the spark plug 10 of the fuel so that the piston 2 in the now following working phase by the expansion of the inflamed Fuel is driven.
  • the resulting torque largely depends on the injected fuel mass during shift operation.
  • the stratified operation is provided for the idle operation and the partial load operation of the internal combustion engine 1.
  • lambda is usually> 1.
  • a first operating phase the internal combustion engine 1 is operated in stratified operation and the storage catalytic converter 12 'is charged with nitrogen oxides and the 3-way catalyst 12 "with oxygen (injection phase)
  • a second operating phase the storage catalytic converter 12' and the third Pathway catalyst 12 "discharged again so that they can again absorb nitrogen oxides or oxygen in a subsequent shift operation (Aus shallphase).
  • a reducing agent is added to the exhaust gas upstream of the catalyst 12.
  • the reducing agent for example, hydrocarbons (HC), carbon monoxide (CO) or urea can be used. Hydrocarbons and carbon monoxide are generated in the exhaust gas by a rich mixture adjustment (operation of the internal combustion engine in homogeneous operation).
  • Urea can be metered controlled from a reservoir to the exhaust gas.
  • the reducing agent reduces the stored nitrogen oxides to nitrogen and oxygen. These substances exit from the catalyst 12, so that there is an excess of oxygen behind the catalyst 12 during the regeneration phase, although the internal combustion engine 1 is operated with a rich fuel / air mixture (lack of oxygen).
  • an oxygen (02) sensor 13 and after the catalyst 12 a nitrogen (NOx) sensor 14 in the exhaust pipe 8 is arranged.
  • the O2 sensor 13 reacts virtually instantaneously. Due to the prevailing excess oxygen during the shift operation in the exhaust gas, the oxygen storage locations of the catalytic converter 12 are initially almost all occupied. After switching to lack of oxygen at the beginning of the regeneration phase, the oxygen storage sites are successively freed of oxygen, which then emerges from the catalyst 12. After the catalyst 12 therefore prevails after switching to the Regeneratonsphase initially further excess oxygen.
  • FIG. 2 schematically shows a NOx storage model 30.
  • the NOx mass flow msnovk upstream of the catalytic converter 12 and an efficiency eta_sp of the NOx storage catalytic converter 12 ' are applied to the NOx injection model 30.
  • the efficiency eta_sp is dependent on u.a. the NOx mass flow msnovk before the NOx storage catalytic converter 12 ', a NOx mass flow msnonk behind the NOx storage catalytic converter 12' and the temperature of the NOx storage catalytic converter 12 'determined.
  • the efficiency eta_sp is a non-linear function of the NOx filling level mnosp of the NOx storage catalytic converter 12 'and decreases as the NOx level increases.
  • a product mnsospe of the NOx mass flow msnovk and the efficiency eta_sp is formed.
  • the product mnsospe is stored in an integrator 32 integrated.
  • the integrator 32 supplies the NOx filling level mnosp of the NOx storage catalytic converter 12 '. This is compared in a comparator 33 with a predefinable threshold schw. If the NOx level mnosp exceeds the threshold value schw, the regeneration phase of the NOx storage catalytic converter 12 'is initiated by means of a regeneration signal B_denox.
  • FIG. 3 schematically shows a method according to the invention.
  • an output signal msnonk_s of the arranged behind the catalyst 12 NOx sensor 14 is used to control the NOx injection model 30.
  • the beginning and end of the second phase of operation (regeneration phase) of the NOx storage catalyst 12 ' can be determined much more accurate and reliable , which leads to a significantly improved exhaust quality.
  • a modeled NOx mass flow msnonk_m after the catalyst 12 is modeled.
  • the modeled NOx mass flow msnonk_m results from the difference of the NOx mass flow msnovk before the catalyst 12 and the product of the NOx mass flow msnovk and the efficiency eta_sp, d. H. from msnovk ⁇ (1 - eta_sp).
  • the NOx mass flow msnovk upstream of the catalyst 12 may be measured by a NOx sensor (not shown) or taken from the NOx model.
  • control difference 34 of the control circuit shown in Figure 3 is formed.
  • the control difference 34 is supplied to an integrating I-controller 35.
  • I-controller 35 any other suitable regulators can also be used.
  • a manipulated variable 36 of the I-controller 35 is passed to an actuator 37, which varies a manipulated variable 38 in order to act in a controlled manner on the NOx injection model 30.
  • the manipulated variable 38 is the efficiency eta_sp of the NOx storage catalytic converter 12 '.

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

Abstract

L'invention concerne un procédé de fonctionnement d'un catalyseur accumulateur d'oxydes d'azote (NOx) (12') situé dans un moteur à combustion interne (1), en particulier un véhicule automobile. Selon ce procédé, les oxydes d'azote (NOx) produits par le moteur à combustion interne (1) sont accumulés au cours d'une première phase de fonctionnement dans le catalyseur accumulateur (12') et les oxydes d'azote accumulés dans le catalyseur accumulateur sont retirés du catalyseur accumulateur (12') dans une seconde phase de fonctionnement. Le début de la seconde phase de fonctionnement est déterminé à partir d'un niveau (mnosp) d'oxydes d'azote du catalyseur accumulateur de NOx (12'), lequel est modelé sur la base d'un modèle d'accumulation (30) d'oxydes d'azote. Afin de pouvoir déterminer le début et la fin de la seconde phase de fonctionnement, de la manière la plus précise et la plus fiable possible, une première valeur du débit massique (msnonk s) d'oxydes d'azote est enregistrée en aval du catalyseur accumulateur de NOx (12') et le modèle d'accumulation de NOx (30) est corrigé en fonction de cette première valeur enregistrée (msnonk s).

Claims (8)

  1. Procédé de fonctionnement d'un catalyseur de stockage (12'), d'oxyde d'azote (NOx) d'un moteur à combustion interne (1), en particulier dans un véhicule automobile, les oxydes d'azote (NOx) produits par le moteur à combustion interne (1) étant stockés, au cours d'une première phase de fonctionnement, dans le catalyseur de stockage de NOx (12') et les oxydes d'azote stockés dans le catalyseur de stockage de NOx (12') étant sont, au cours d'une seconde phase de fonctionnement, extraits de ce catalyseur de stockage de NOx (12'), le début de la seconde phase de fonctionnement étant défini à l'aide d'un niveau de remplissage (mnosp) d'oxyde d'azote (NOx) du catalyseur de stockage de NOx (12'), en modélisant le niveau de remplissage de NOx (mnosp) au moyen d'un modèle de stockage (30) d'oxyde d'azote (NOx), en saisissant une première valeur d'un débit massique (msnonk_s) d'oxyde d'azote (NOx) derrière le catalyseur de stockage de NOx (12') et en corrigeant, le modèle de stockage de NOx (30) en fonction de la première valeur saisie,
    caractérisé en ce qu'
    on extrait du modèle de stockage de NOx (30)une seconde valeur du débit massique de NOx (msnonk_m) derrière le catalyseur de stockage de NOx (12'), on forme une différence entre les deux valeurs des débits massiques de NOx (msnonk_m - msnonk_s) et on corrige le modèle de stockage de NOx (30) en fonction de cette différence (msnonk_m - msnonk_s).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la différence (msnonk_m - msnonk_s) des deux valeurs (msnonk_m, msnonk_s) est acheminée vers un régulateur (35) et le modèle de stockage de NOx (30) est corrigé en fonction d'une grandeur de commande (38) du régulateur (35).
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que
    le niveau de remplissage de NOx (mnosp) est déterminé par intégration du produit du débit massique de NOx (msnovk) avant le catalyseur de stockage de NOx (12') et d'un rendement (eta_sp) du catalyseur de stockage de NOx (12') dans le modèle de stockage de NOx (30).
  4. Procédé selon la revendication 2 ou 3,
    caractérisé en ce que
    le modèle de stockage de NOx (30) est corrigé en fonction du rendement (eta_sp) du catalyseur de stockage de NOx (12') sous la forme de la grandeur de commande (38) du régulateur (35).
  5. Procédé selon l'une des revendications 1 à 4,
    caractérisé en ce que
    la première valeur du débit massique de NOx (msnonk_s) derrière le catalyseur de stockage de NOx (12') est mesurée au moyen d'un capteur de NOx (14).
  6. Élément de commande, en particulier mémoire morte (RAM) ou mémoire flash (flash memory), pour un appareil de commande (18) d'un moteur à combustion interne (1), en particulier dans un véhicule automobile, sur lequel est enregistré un programme capable de fonctionner sur un calculateur, en particulier sur un microprocesseur, et destiné à exécuter un procédé selon l'une des revendications 1 à 5.
  7. Appareil de commande (18) pour un moteur à combustion interne (1), en particulier dans un véhicule automobile, le moteur à combustion interne (1) pouvant être activé alternativement par l'appareil de commande (18) entre une première phase de fonctionnement, dans laquelle les oxydes d'azote (NOx) produits par le moteur à combustion interne (1) sont stockés dans le catalyseur de stockage (12') d'oxyde d'azote (NOx), et une seconde phase de fonctionnement, dans laquelle les oxydes d'azote stockés sont extraits du catalyseur de stockage de NOx (12'), l'appareil de commande (18) présentant des premiers moyens pour définir le début de la seconde phase de fonctionnement à l'aide d'un niveau de remplissage (mnosp) d'oxyde d'azote (NOx) du catalyseur de stockage (12') modélisé au moyen d'un modèle de stockage (30) d'oxyde d'azote (NOx), des seconds moyens (14) pour saisir une première valeur du débit massique (msnonk_s) d'oxyde d'azote (NOx) derrière le catalyseur de stockage de NOx (12') et des troisièmes moyens pour corriger le modèle de stockage de NOx (30) en fonction de la première valeur saisie (msnonk_s),
    caractérisé en ce que
    l'appareil de commande (18) présente des quatrièmes moyens pour extraire du modèle de stockage de NOx (30) une seconde valeur du débit massique de NOx (msnonk_m) derrière le catalyseur de stockage de NOx (12') et des cinquièmes moyens pour former une différence des deux valeurs de débits massiques de NOx (msnonk_m - msnonk_s), et les troisièmes moyens corrigent le modèle de stockage de NOx (30) en fonction de cette différence (msnonk_m - msnonk_s).
  8. Moteur à combustion interne (1), en particulier dans un véhicule automobile, ce moteur à combustion interne (1) présentant un appareil de commande (18) et un catalyseur de stockage (12') d'oxyde d'azote (NOx), et pouvant être activé alternativement par l'appareil de commande (18) entre une première phase de fonctionnement, dans laquelle les oxydes d'azote (NOx) produits par le moteur à combustion interne (1) sont stockés dans le catalyseur de stockage de NOx (12'), et une seconde phase de fonctionnement, dans laquelle les oxydes d'azote stockés sont extraits du catalyseur de stockage de NOx (12'), avec des premiers moyens pour définir le début de la seconde phase de fonctionnement à l'aide d'un niveau de remplissage (mnosp) d'oxyde d'azote (NOx) du catalyseur de stockage de NOx (12') modélisé au moyen d'un modèle de stockage (30) d'oxyde d'azote (NOx), des seconds moyens (14) pour saisir une première valeur du débit massique (msnonk_s) d'oxyde d'azote (NOx) derrière le catalyseur de stockage de NOx (12') et des troisièmes moyens pour corriger le modèle de stockage de NOx (30) en fonction de la première valeur saisir (msnonk_s),
    caractérisé en ce que
    le moteur à combustion interne (1) présente des quatrièmes moyens pour prélever du modèle de stockage de NOx (30) une seconde valeur du débit massique de NOx (msnonk_m) derrière le catalyseur de stockage de NOx (12') et des cinquièmes moyens pour former une différence des deux valeurs de débits massiques de NOx (msnonk_m - msnonk_s), et les troisièmes moyens corrigent le modèle de stockage de NOx (30) en fonction de cette différence (msnonk_m - msnonk_s).
EP01956310A 2000-07-26 2001-07-11 Procede et organe de commande de fonctionnement d'un catalyseur accumulateur d'oxydes d'azote (nox) Expired - Lifetime EP1307639B1 (fr)

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DE10036453A DE10036453A1 (de) 2000-07-26 2000-07-26 Verfahren und Steuergerät zum Betreiben eines Stickoxid (NOx)-Speicherkatalysators
DE10036453 2000-07-26
PCT/DE2001/002594 WO2002008582A1 (fr) 2000-07-26 2001-07-11 Procede et organe de commande de fonctionnement d'un catalyseur accumulateur d'oxydes d'azote (nox)

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US6889497B2 (en) 2005-05-10
EP1307639A1 (fr) 2003-05-07
DE50109223D1 (de) 2006-05-11
JP5220258B2 (ja) 2013-06-26
DE10036453A1 (de) 2002-02-14
US20030163987A1 (en) 2003-09-04
JP2004504539A (ja) 2004-02-12
WO2002008582A1 (fr) 2002-01-31

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