EP1422410A2 - Procédé de gestion du fonctionnement d'un moteur à combustion interne multi-cylindres avec catalysateur d'accumulation de NOx - Google Patents

Procédé de gestion du fonctionnement d'un moteur à combustion interne multi-cylindres avec catalysateur d'accumulation de NOx Download PDF

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Publication number
EP1422410A2
EP1422410A2 EP03015856A EP03015856A EP1422410A2 EP 1422410 A2 EP1422410 A2 EP 1422410A2 EP 03015856 A EP03015856 A EP 03015856A EP 03015856 A EP03015856 A EP 03015856A EP 1422410 A2 EP1422410 A2 EP 1422410A2
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EP
European Patent Office
Prior art keywords
lambda
fuel ratio
combustion engine
internal combustion
air
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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.)
Granted
Application number
EP03015856A
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German (de)
English (en)
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EP1422410A3 (fr
EP1422410B1 (fr
Inventor
Dirk Hartmann
Jens Wagner
Sujay Sirur
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP1422410A3 publication Critical patent/EP1422410A3/fr
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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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • 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
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • 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
    • 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
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • 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
    • F02D41/1454—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 oxygen content or concentration or the air-fuel ratio

Definitions

  • the present invention relates to a method for Operating a multi-cylinder internal combustion engine, in whose exhaust stream is a nitrogen oxide (NOx) storage catalyst is arranged. In the process, if necessary, from a Normal operation in a heating operation for heating the NOx storage catalyst passed. During heating operation is at least temporarily part of the cylinder Internal combustion engine with a lean or stoichiometric Air-fuel ratio and another part of the Cylinders with a rich air-fuel ratio operated.
  • NOx nitrogen oxide
  • the invention also relates to a control device for controlling and / or rules of a multi-cylinder internal combustion engine, the one in an exhaust stream of the internal combustion engine arranged nitrogen oxide (NOx) storage catalytic converter has.
  • the control unit transfers the internal combustion engine as needed from a normal operation to a heating operation for heating of the NOx storage catalyst. In the heating operation operates the control unit is a part of the cylinder Internal combustion engine with a lean or stoichiometric Air-fuel ratio and another part of the Cylinders with a rich air-fuel ratio.
  • the present invention also relates to a Computer program running on a computing device, in particular on a microprocessor, a controller for controlling and / or rules of a multi-cylinder internal combustion engine is executable.
  • NOx storage catalysts must be periodically desulfurized.
  • the active centers of the NOx storage catalysts have, in addition to their affinity for NOx, a high affinity for sulfur oxides (SOx). These also occur during combustion of the fuel and occupy primarily the active centers of the storage catalyst.
  • SOx sulfur oxides
  • the resulting sulfates are thermally stable so that they can not be released at normal operating temperature of the NOx storage catalyst.
  • the storage capacity of the catalyst for nitrogen oxides decreases with increasing sulfur loading. Only at an elevated temperature in the catalyst above 600 ° C and at the same time reducing conditions (lambda ⁇ 1), these sulfates are no longer thermodynamically stable and are released as hydrogen sulfide (H 2 S) and sulfur dioxide (SO 2 ).
  • the storage catalytic converter In order to maintain or restore the NOx storage capacity and to regenerate the catalyst, the storage catalytic converter has to be briefly operated at elevated temperatures (heating mode) at certain intervals. To do this, the storage catalytic converter must be heated to around 650 ° C while driving.
  • the process of desulfurization is described in detail in EP 0 911 499 A2, for example. This document is expressly incorporated by reference.
  • the internal combustion engine For heating the NOx storage catalytic converter during the Heating operation is the internal combustion engine in one operated so-called split-lambda operation. That means, that a part of the cylinder of the internal combustion engine with a lean or at least stoichiometric air-fuel ratio (Lambda) (so-called lean cylinder bank) and the remaining part of the cylinder with a rich air-fuel ratio is operated (so-called fat Cylinder bank).
  • Lambda lean or at least stoichiometric air-fuel ratio
  • fat Cylinder bank fat Cylinder bank
  • the Heating of the NOx storage catalyst is then carried out by means the exothermic reaction of fuel and oxygen in the catalyst.
  • split lambda mode the Temperature of the NOx storage catalyst to over 620 ° C. heated. At about 750 ° C, however, with a thermal Destruction of the catalyst to be expected.
  • split lambda mode So are the split requirements constantly varies so that the temperature of the catalyst in moved to the specified temperature window.
  • the split lambda mode an internal combustion engine is described in detail in the DE 195 22 165 A1. Regarding the process and how the split lambda operation works expressly referred to this document.
  • the Total exhaust lambda that is the sum or the Arithmetic means of exhaust lambras with fat Mixture operated cylinder and the lean mixture operated cylinder, is stoichiometric or light skinny. The exhaust gas mixture then reacts in the front part of the NOx storage catalyst.
  • the stored sulfur can be discharged from the catalytic converter under reducing conditions (exhaust lambda ⁇ 1).
  • exhaust lambda reducing conditions
  • the NOx storage catalytic converter is supplied with constant rich exhaust gas mixture as a reducing agent during desulfurization, sulfur-hydrogen (H 2 S) is formed. This has an unpleasant odor, and for persons who are exposed to the exhaust gas, in particular inhale the exhaust gas, there is a risk of sulfur poisoning.
  • the total air-fuel ratio may be subject to continuous fluctuations to periodically store unburned oxygen into the catalyst (so-called wobbly exhaust lambda).
  • Torque Due to the different lambda efficiencies in the Normal operation and in heating mode, it can when switching between the two operating modes to clear Variations of a given by the internal combustion engine Torque come that is both subjective and also objectively extremely disturbing on the drivability of a with the Internal combustion engine equipped vehicle.
  • the Torque fluctuations are as disturbing jerking the Internal combustion engine noticeable.
  • the torque fluctuations occur especially with changes in the lean air-fuel ratio on.
  • the present invention is therefore the task Basically, when operating an internal combustion engine with a NOx storage catalyst when switching from one Normal operation in a heating mode and vice versa, in particular with dynamic variation of the cylinder lambda, unwanted fluctuations of one of the To reduce internal combustion engine output torque.
  • the present invention proposes starting from the method of the type mentioned, that a lambda efficiency of having a lean or operated stoichiometric air-fuel ratio Cylinder of the internal combustion engine during the transition from Normal operation in the heating mode or by the Heating operation in normal operation a predetermined Gradient does not exceed.
  • These changes are caused by the changing ones Air-fuel ratios in the individual cylinders, there the total air-fuel ratio of all cylinders should remain as constant as possible.
  • a change the air-fuel ratio of lean Air-fuel ratio operated cylinder affects strong on the lambda efficiency and thus on the Output from the internal combustion engine torque.
  • the course of the lambda efficiency at least for the duration of the transition between normal operation and split lambda operation be specified.
  • the Course of at least one size which is indirect or directly affects lambda efficiency, is given.
  • Such a size is for example the Air-fuel ratio or the air-filling of the operated a lean air-fuel ratio Cylinder.
  • the gradients are chosen so that the Changes in lambda efficiency within specifiable Move boundaries.
  • the courses of the Lambda efficiency easy on predefinable thresholds to limit.
  • the air-fuel ratio of having a lean or stoichiometric air-fuel ratio (lambda ⁇ 1) operated cylinder of the internal combustion engine can for example, depending on a load and speed-dependent operating state of the internal combustion engine be specified. It can be operating states in which the Air-fuel ratio leaner and others Operating conditions are defined in which the air-fuel ratio is a bit fatter, but still in the lean or at least in the stoichiometric range.
  • the air-fuel ratio the lean-burn cylinder can for example, based on a model or a model Map of the engine speed and load requirements be determined by the driver.
  • the default air-fuel ratio can for example a lambda control supplied as a setpoint, which then a Lambda actual value for the lean-operated cylinder on the regulated setpoint.
  • the maximum lean exhaust lambda will depend on the current speed and that given by the driver Desired moment determined. Depending on a measured or modeled temperature, this lean exhaust lambda can on to the stoichiometric air-fuel ratio be moved. This makes it possible to get one desired temperature range for the NOx storage catalyst observed.
  • the air-fuel ratio of having a rich air-fuel ratio operated cylinder the Internal combustion engine is dependent on the given lean air-fuel ratio operated cylinder and of a predetermined total air-fuel ratio all cylinders of the internal combustion engine (so-called total lambda) given.
  • the air filling of all cylinders is through the Throttle valve adjusted so that the moment of all Cylinder on average to the desired torque given by the driver equivalent.
  • the rich air-fuel ratio must be correspondingly leaps and bounds change, so the resulting total lambda on average remains equal to 1.
  • the split lambda operation is not just for heating the NOx storage catalyst before desulfurization, but also for keeping the NOx storage catalytic converter warm during desulfurization can be used. That's it required that the total exhaust lambda in time Medium is slightly fat.
  • the lambda efficiency that with a lean or stoichiometric air-fuel ratio operated cylinder the Internal combustion engine during the transition from the Normal operation in the heating mode or from the heating mode in normal operation falls linearly over time or increases.
  • the gradient of lambda efficiency can be simple Be limited.
  • the lambda efficiency of the cylinder of the internal combustion engine operated with a lean or stoichiometric air-fuel ratio during the transition from the normal operation to the heating operation or from the heating operation to the normal operation decreases or increases in a time-dependent manner along a sigmoid function
  • a sigmoid function has the equation (1 + e -cx ) -1 , whereby the factor c can be used to specify the steepness of the sigmoid function.
  • the lambda efficiency that with a lean or stoichiometric air-fuel ratio operated cylinder the Internal combustion engine during the transition from the Normal operation in the heating mode or from the heating mode in normal operation as a function of a speed of Internal combustion engine and / or of a predetermined desired torque linear decreases or increases.
  • the lambda efficiency that with a lean or stoichiometric air-fuel ratio operated cylinder the Internal combustion engine during the transition from the Normal operation in the heating mode or from the heating mode in normal operation as a function of a speed of Internal combustion engine and / or of a predetermined desired torque along a sigmoid function drops or increases.
  • the air-fuel ratio the one with a lean or operated stoichiometric air-fuel ratio Cylinder of the internal combustion engine time-dependent during the Transition from normal operation to heating mode initially rises steeply from an initial value and then slowly approaches a final value or during the Transition from heating to normal operation in reverse direction from the final value slowly and towards the end of the transition drops steeply to the initial value.
  • the air-fuel ratio approaches the final value slow, but it reaches very well after one finite time.
  • the final value is in the lean range (Lambda> 1) and corresponds to the air-fuel ratio after or before the transition.
  • the air-fuel ratio the one with a lean or stoichiometric Air-fuel ratio operated cylinder the Internal combustion engine as a function of a speed of Internal combustion engine and / or from a predefinable desired torque during the transition from normal operation to the heating operation starting from an initial value first rises steeply and then slowly approaches a final value or during the transition from the heating operation in the Normal operation in the opposite direction from the End value slowly and towards the end of the transition steeply on the Initial value drops.
  • This embodiment in which the Air-fuel ratio speed-dependent and / or is determined depending on the torque, is for such cases thought that during the transition of the Internal combustion engine also a speed change and / or Desired torque change takes place.
  • the inventive method at constant or slow varying predetermined desired torque of Internal combustion engine (stationary or quasi-stationary Case) is executed.
  • the present invention proposes that the air-fuel ratio the one with a rich air-fuel ratio operated cylinder of the internal combustion engine in Dependence on the given air-fuel ratio the one with a lean or stoichiometric Air-fuel ratio operated cylinder and one Total air-fuel ratio of all cylinders determined becomes.
  • a regeneration operation activated, in which a total air-fuel ratio all cylinders between rich and lean back and forth is switched, wherein the time average of the total air-fuel ratio is fat.
  • the total lambda the cylinder of the internal combustion engine can, for example be changed periodically.
  • the total air-fuel ratio all cylinders through a variation of the air-fuel ratio the one with a rich air-fuel ratio operated cylinder of the internal combustion engine between slightly fat and slightly lean back and forth is switched.
  • a variation of the air-fuel ratio the rich cylinder during lambda split operation an internal combustion engine affects much less on that of the internal combustion engine output torque as a variation of the lean ones Cylinder. In this way, the total lambda can be between bold and lean switched back and forth, the resulting torque fluctuations to a minimum reduced and with little effort by appropriate measures can be reduced or even compensated.
  • control unit the Internal combustion engine during the transition from the Normal operation in the heating mode or from the heating mode in normal operation so controls and / or regulates that a Lambda efficiency of having a lean or operated stoichiometric air-fuel ratio Cylinder of the internal combustion engine a predefinable Gradient does not exceed.
  • control device means of execution of the method according to the invention.
  • the computer program is on one Computing device, in particular on a microprocessor, executable and for the execution of the invention Suitable method.
  • the Invention realized by the computer program, so that this computer program in the same way the invention represents how the method to perform the Computer program is suitable.
  • the computer program is preferably stored on a memory element.
  • Memory element may in particular an electrical Storage medium are used, for example, a Random access memory (RAM), a read only memory (ROM) or a flash memory.
  • FIG. 1 shows an internal combustion engine according to the invention of a motor vehicle in its entirety with the Reference numeral 1 denotes.
  • the internal combustion engine 1 has four cylinders 2, 3, 4, 5 on.
  • the Internal combustion engine 1 also a different number of cylinders, for example, two, three, five, six, eight, ten or twelve.
  • the internal combustion engine 1 can be used as a be formed direct injection internal combustion engine, at the fuel via injectors (not shown) directly into combustion chambers of the cylinders 2, 3, 4, 5 is injected. In the combustion chambers, the mixes injected fuel with air that is over (not shown) inlet channels into the combustion chambers of the cylinder 2, 3, 4, 5 passes.
  • the internal combustion engine 1 can also as an internal combustion engine with intake manifold injection be formed at the fuel in inlet channels of the Cylinder 2, 3, 4, 5 is injected.
  • the fuel-air mixture then passes from the inlet channels in the Combustion chambers of cylinders 2, 3, 4, 5.
  • the total cylinder of the internal combustion engine 1 are at two split so-called cylinder banks.
  • the Pre-catalysts 8, 9 are, for example, as three-way catalysts educated.
  • In the flow direction behind the Both pre-catalysts 8, 9 are each a lambda probe 10, 11 arranged in the exhaust stream to the air-fuel ratio (Lambda) in the exhaust behind the To detect pre-catalysts 8, 9.
  • a control unit 13 which a control and / or regulation of the internal combustion engine. 1 allows.
  • the control unit 13 receives via input signals 14 Information about the operating status of the Internal combustion engine 1 or other components of Motor vehicle.
  • the input signals 14 are from suitable sensors measured, for example, the lambda probes 10, 11, or are from other available sizes modeled.
  • Input signals 14 include signals about the torque request of the driver Mw, the example.
  • About the position of an accelerator pedal is recorded, signals about the engine speed n, which via a example.
  • At Crankshaft 6 is arranged arranged speed sensor, or signals over the sucked air, over one Air mass meter are recorded.
  • an electrical storage element 15 is provided which for example, is designed as a flash memory.
  • On the memory element 15 is a computer program stored, which the control and / or regulating function of Controller 13, when it is on a computing device 16, which is designed in particular as a microprocessor, expires. For processing the computer program this is either by command or by section from the Memory element 15 via a data link 17 to the Calculator 16 transfer. Likewise, in reverse Direction results of calculations made in the context of Processing the computer program on the computing device 16 or received inputs 14 over the Data connection 17 transmitted to the memory element 15 and be stored there.
  • the data connection 17 is for example, formed as a data bus.
  • output signals 18 generates, for driving the internal combustion engine 1 at suitable actuators, for example, to a throttle valve in the intake ports for varying the intake air amount, on Intake valves or exhaust valves of the combustion chambers or on Injectors are guided.
  • NOx nitrogen oxides
  • the NOx storage catalyst 12 must be periodically desulfurized.
  • the active centers of the NOx storage catalyst 12 have, in addition to their affinity for NOx, a high affinity for sulfur oxides (SOx). These also arise during the combustion of the fuel and occupy primarily the active centers of the storage catalyst 12.
  • SOx sulfur oxides
  • the resulting sulfates are thermally stable so that they can not be released at normal operating temperature of the NOx storage catalyst 12.
  • the storage capacity of the catalyst 12 for nitrogen oxides decreases with increasing sulfur loading.
  • the Internal combustion engine 1 for heating the NOx storage catalytic converter 12 is the Internal combustion engine 1 in a so-called split lambda mode operated. That means' that part of the cylinder 2, 5 of the internal combustion engine 1 with a lean or at least stoichiometric air-fuel ratio (Lambda) and the remaining part of the cylinder 3, 4 with a rich air-fuel ratio is operated.
  • the Split lambda operation reaches the internal combustion engine 1 unburnt fuel and not burnt Oxygen in the NOx storage catalyst 12 and is there burned.
  • the heating of the NOx storage catalytic converter 12 then takes place by means of the exothermic reaction of fuel and oxygen in the catalyst 12.
  • split lambda mode the temperature of the NOx storage catalyst 12 heated to over 620 ° C.
  • split lambda mode so are constantly the Split requirements about the lean air-fuel ratio Lambda_1 and the rich air-fuel ratio Lambda_2 varies, so the temperature of the catalyst 12 in the indicated temperature window emotional.
  • the split lambda operation of an internal combustion engine is described in detail in DE 195 22 165 A1. Regarding the operation and operation of split lambda operation is expressly to this document Referenced.
  • the exhaust gas mixture then reacts in the front part of the NOx storage catalyst 12.
  • rich exhaust gas mixture (Lambda_ges ⁇ 1) is supplied as reducing agent to the NOx storage catalytic converter 12 during the desulfurization, sulfur-hydrogen (H 2 S) can form.
  • sulfur-hydrogen H 2 S
  • the total air-fuel ratio (Lambda_ges) may be subject to continuous, preferably periodic, fluctuations during operation of the internal combustion engine 1 (so-called wobbling exhaust lambda).
  • FIG. 5 shows a profile of a lambda efficiency ⁇ over time t.
  • Reference numeral 21 denotes the profile of the lambda efficiency ⁇ (lambda_2 ⁇ 1) for a rich air-fuel ratio.
  • the course of the lambda efficiency ⁇ (lambda_1> 1) for a lean air-fuel ratio is designated by reference numeral 22.
  • Reference numeral 23 denotes the profile of a mean lambda efficiency ⁇ (lambda) _kar, which results from the arithmetic mean of the two lambda efficiencies ⁇ (lambda_1) and ⁇ (lambda_2).
  • the output from the internal combustion engine 1 torque is dependent on the lambda efficiency ⁇ .
  • the split lambda mode is active, ie, the NOx storage catalytic converter 12 is heated.
  • split lambda is inactive, ie the internal combustion engine is in normal operation.
  • transition area C In between there is a transition area C, in which a transition is made between normal operation and heating operation.
  • FIG. 6 shows the course of the air-fuel ratio (lambda) over time t.
  • the time profile of the lean air-fuel ratio (lambda> 1) is designated by the reference numeral 25.
  • the reference numeral 26 denotes the time course of the rich air-fuel ratio (lambda ⁇ 1).
  • FIG. 7 shows the course of the filling of the combustion chambers of the internal combustion engine 1 with air over the time t.
  • FIG. 8 shows the relationship between the lambda efficiency ⁇ (lambda) and the air-fuel ratio lambda.
  • the lambda efficiency ⁇ (lambda) of the cylinders 2, 5 of the internal combustion engine 1 operated with a lean or stoichiometric air-fuel ratio lambda_1 is prevented exceeds a predetermined gradient.
  • the profile 22 of the lambda efficiency ⁇ (lambda_1) of the cylinders 2, 5 operated with a lean or stoichiometric air-fuel ratio lambda_1 drops in the transitional region C in a time-dependent continuous and substantially ramp-shaped linear manner.
  • the curve 22 of the lambda efficiency ⁇ (lambda_1> 1) of the lean air-fuel ratio lambda_1 is specified, because changes in the air-fuel ratio there have a particularly pronounced effect on the lambda efficiency ⁇ and thus on the output torque ,
  • the resulting curve 25 of the air-fuel ratio Lambda_1 is shown in FIG.
  • the profile 25 of the resulting air-fuel ratio can be determined on the basis of the relationships from FIG. 8 or using a characteristic diagram.
  • the time axis t is traversed from left to right.
  • the lambda efficiencies ⁇ (lambda_1> 1), ⁇ (lambda_2 ⁇ 1) and thus also ⁇ (lambda) _kar have a substantially horizontal course, that is to say they are essentially constant.
  • the internal combustion engine 1 is in a stationary or quasi-stationary state.
  • the lambda efficiency ⁇ (lambda_1) on the lean cylinder bank 2, 5 is continuously driven to 100% after aborting the operating mode lambda split.
  • the aim is to limit the change in efficiency for the lean-operated cylinder 2, 5 to a specific gradient and to obtain a substantially constant desired torque.
  • the profile 22 in the transition region C can also be made sigmoidal.
  • a sigmoid function has the equation (1 + e -cx ) -1 , whereby the factor c can be used to specify the steepness of the sigmoid function.
  • the sigmoid function is shown in dashed lines in FIG. 5 and designated by the reference numeral 22 '. Apart from the ramp-like and the sigmoid-like course 22 in the area C, a large number of other courses are conceivable. Decisive for the choice of the course 22 in the transition region C is that a predeterminable gradient is not exceeded.
  • the course 22 of Lambda efficiency ⁇ (Lambda_1) becomes a characteristic map taken as in Figure 9 and in Figures 10 and 11 is shown in section.
  • the lambda efficiency ⁇ (lambda_1) is then 100%.
  • n and at a mean desired torque Mw is the Lambda efficiency ⁇ (lambda_1), however, particularly low ( ⁇ (lambda_1) «100%).
  • the resulting air-fuel ratio Lambda_1 is very lean (Lambda_1 >> 1).
  • the lambda efficiency continue towards 100% lambda efficiency shifted to the catalyst 12 in the to maintain the desired temperature window.
  • the speed and torque dependent transition between the Heating and normal operation can be linear (solid line in Figures 10 and 11). But it is also possible that the transition along a Sigmoid function (dashed line in FIGS. 10 and 11) or any other function.
  • the History 25 of the air-fuel ratio Lambda_1 is taken from a map, as shown in Figure 2 and in the Figures 3 and 4 is shown in section.
  • the speed and torque dependent transition between the Heating operation and normal operation can be done along in the Figures 3 and 4 drawn by solid line. But it is also conceivable that the transition along a steeper or flatter line (dashed lines in the FIGS. 3 and 4).
  • the maximum value for the particularly lean air-fuel ratio (Lambda_1 >> 1) is preferably in the range of the burning limit of Fuel-air mixture in which the mixture just barely can be safely inflamed and completely burned.
  • the air-fuel ratio Lambda_2 with a rich air-fuel ratio operated cylinder 3, 4 the internal combustion engine 1 is a function of the Temperature of the NOx storage catalyst 12 and the given air-fuel ratio Lambda_1 with the a lean or stoichiometric air-fuel ratio operated cylinder 2, 5 and a predetermined Total air-fuel ratio (lambda_ges) of all Cylinders 2, 3, 4, 5 determined.
  • the present invention provides in the form of a Feedforward control setpoint values for a downstream lambda control.
  • the transition to and realized from the mode lambda split such that the desired driver request torque implemented as a target torque can be and thus undesirable torque changes and Consequently, a jerking of the internal combustion engine 1 prevented can be.
  • a constant torque be set.
  • the stored sulfur can be discharged from the catalytic converter 12 under reducing conditions (Lambda_ges on average over time ⁇ 1).
  • reducing conditions Libda_ges on average over time ⁇ 1
  • sulfur-hydrogen H 2 S
  • the total air-fuel ratio Lambda_ges may be subject to continuous fluctuations to periodically store unburned oxygen into the catalytic converter 12 (so-called wobbly exhaust lambda).
  • the wobble of the total exhaust lambda (Lambda_ges) was generated by periodically changing all cylinder lambda.
  • a lambda change will be pre-controlled only for the cylinders 3, 4 operated with a rich air-fuel ratio Lambda_2. Since the efficiency curve for a rich air-fuel ratio Lambda_2 has a significantly lower gradient, this can limit the gradient of the efficiency change.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP03015856.2A 2002-11-22 2003-07-11 Procédé de gestion du fonctionnement d'un moteur à combustion interne multi-cylindres avec catalysateur d'accumulation de nox Expired - Lifetime EP1422410B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10254683 2002-11-22
DE2002154683 DE10254683A1 (de) 2002-11-22 2002-11-22 Verfahren zum Betreiben einer mehrzylindrigen Brennkraftmaschine mit einem NOx-Speicherkatalysator

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EP1422410A2 true EP1422410A2 (fr) 2004-05-26
EP1422410A3 EP1422410A3 (fr) 2004-12-15
EP1422410B1 EP1422410B1 (fr) 2019-05-22

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EP1630388A1 (fr) * 2004-08-31 2006-03-01 Renault Procédé de controle d'un moteur de véhicule équipé d'un pot catalytique
WO2007023380A1 (fr) * 2005-08-22 2007-03-01 Toyota Jidosha Kabushiki Kaisha Appareil de purification d'echappement d'un moteur a combustion interne et procede de commande de celui-ci
EP1852582A1 (fr) * 2006-05-05 2007-11-07 MAN Nutzfahrzeuge Österreich AG Moteur à combustion multicylindre avec plusieurs catalyseurs dans le système d'échappement
WO2007141624A1 (fr) * 2006-06-07 2007-12-13 Toyota Jidosha Kabushiki Kaisha Appareil de commande des papillons des gaz d'un moteur à combustion interne
EP1939420A1 (fr) * 2006-12-30 2008-07-02 Umicore AG & Co. KG Méthode de désulfurisation des catalyseurs à accumulation d'oxyde d'azote d'un système d'échappement pour un moteur à mélange pauvre
WO2013056944A1 (fr) * 2011-10-17 2013-04-25 Robert Bosch Gmbh Procédé de commande d'un moteur à combustion interne
KR20140075739A (ko) * 2011-10-17 2014-06-19 로베르트 보쉬 게엠베하 내연 기관의 작동 방법과 연산 유닛

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US7797929B2 (en) 2007-05-21 2010-09-21 Ford Global Technologies, Llc Low temperature emission control
DE102019101138A1 (de) * 2019-01-17 2020-07-23 Bayerische Motoren Werke Aktiengesellschaft Fremd gezündete Brennkraftmaschine und Verfahren zum Betreiben der Brennkraftmaschine

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EP1205648A2 (fr) * 2000-11-10 2002-05-15 Volkswagen Aktiengesellschaft Procédé et dispositif pour le chauffage d'un catalysateur
DE10131880A1 (de) * 2000-07-12 2002-05-16 Ford Global Tech Inc Verfahren zur Steuerung des Übersetzungsverhältnisses und der Betriebsart bei Magerverbrennungsmotoren
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DE10005954A1 (de) * 2000-02-09 2001-08-16 Bosch Gmbh Robert Entschwefelung eines Speicherkatalysators durch Aufheizen
DE10131880A1 (de) * 2000-07-12 2002-05-16 Ford Global Tech Inc Verfahren zur Steuerung des Übersetzungsverhältnisses und der Betriebsart bei Magerverbrennungsmotoren
EP1205648A2 (fr) * 2000-11-10 2002-05-15 Volkswagen Aktiengesellschaft Procédé et dispositif pour le chauffage d'un catalysateur
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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1630388A1 (fr) * 2004-08-31 2006-03-01 Renault Procédé de controle d'un moteur de véhicule équipé d'un pot catalytique
US7975471B2 (en) 2005-08-22 2011-07-12 Toyota Jidosha Kabushiki Kaisha Exhaust purification apparatus of internal combustion engine and control method thereof
WO2007023380A1 (fr) * 2005-08-22 2007-03-01 Toyota Jidosha Kabushiki Kaisha Appareil de purification d'echappement d'un moteur a combustion interne et procede de commande de celui-ci
US8151561B2 (en) 2006-05-05 2012-04-10 MAN Truck & Bus Österreich AG Multi-cylinder internal combustion engine
EP1852582A1 (fr) * 2006-05-05 2007-11-07 MAN Nutzfahrzeuge Österreich AG Moteur à combustion multicylindre avec plusieurs catalyseurs dans le système d'échappement
WO2007141624A1 (fr) * 2006-06-07 2007-12-13 Toyota Jidosha Kabushiki Kaisha Appareil de commande des papillons des gaz d'un moteur à combustion interne
US8051833B2 (en) 2006-06-07 2011-11-08 Toyota Jidosha Kabushiki Kaisha Throttle valve control apparatus of an internal combustion engine
CN101405498B (zh) * 2006-06-07 2012-02-29 丰田自动车株式会社 内燃机的节流阀控制装置
EP1939420A1 (fr) * 2006-12-30 2008-07-02 Umicore AG & Co. KG Méthode de désulfurisation des catalyseurs à accumulation d'oxyde d'azote d'un système d'échappement pour un moteur à mélange pauvre
WO2008080559A1 (fr) * 2006-12-30 2008-07-10 Umicore Ag & Co. Kg Procédé pour désulfurer des catalyseurs à accumulation d'oxydes d'azote dans le système d'échappement d'un moteur à mélange pauvre
WO2013056944A1 (fr) * 2011-10-17 2013-04-25 Robert Bosch Gmbh Procédé de commande d'un moteur à combustion interne
CN103874840A (zh) * 2011-10-17 2014-06-18 罗伯特·博世有限公司 用于控制内燃机的方法
KR20140075738A (ko) * 2011-10-17 2014-06-19 로베르트 보쉬 게엠베하 내연 기관의 작동 방법과 연산 유닛
KR20140075739A (ko) * 2011-10-17 2014-06-19 로베르트 보쉬 게엠베하 내연 기관의 작동 방법과 연산 유닛
CN103874840B (zh) * 2011-10-17 2017-03-01 罗伯特·博世有限公司 用于控制内燃机的方法

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EP1422410B1 (fr) 2019-05-22
DE10254683A1 (de) 2004-06-03

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