EP1463880A1 - Method and apparatus for a combustion engine having a catalyzer and diesel engine - Google Patents

Method and apparatus for a combustion engine having a catalyzer and diesel engine

Info

Publication number
EP1463880A1
EP1463880A1 EP02791146A EP02791146A EP1463880A1 EP 1463880 A1 EP1463880 A1 EP 1463880A1 EP 02791146 A EP02791146 A EP 02791146A EP 02791146 A EP02791146 A EP 02791146A EP 1463880 A1 EP1463880 A1 EP 1463880A1
Authority
EP
European Patent Office
Prior art keywords
engine
exhaust gases
inlet
uncooled
exhaust
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.)
Withdrawn
Application number
EP02791146A
Other languages
German (de)
French (fr)
Inventor
Tommy Bertilsson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scania CV AB
Original Assignee
Scania CV AB
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Scania CV AB filed Critical Scania CV AB
Publication of EP1463880A1 publication Critical patent/EP1463880A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2046—Periodically cooling catalytic reactors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/33—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage controlling the temperature of the recirculated gases
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method and an apparatus for a combustion engine with a catalyst which is designed to clean engine exhaust gases.
  • the invention also relates to a diesel engine for a heavy vehicle which incorporates such an apparatus.
  • Catalysts are commonly used in today's vehicle engines with the object of reducing various kinds of harmful components in exhaust gases.
  • a problem of today's catalysts for vehicle engines is that they function best within a limited temperature range which constitutes their working range and that they cannot work optimally at temperatures outside that working range. This means that if the catalyst is designed to work within a certain temperature range, its effectiveness will be reduced at temperatures outside that range, thereby leading to increased emissions of harmful substances from the engine.
  • the catalyst will work with reduced effectiveness during those parts of the driving cycle in which the exhaust temperature is such that the working temperature of the catalyst is outside the working range. During those parts of the driving cycle, the discharge of various harmful substances will therefore be increased.
  • Attempts to deal with this problem have inter alia involved devices for providing the catalyst with a separate heating device to ensure that the catalyst works as far as possible within a stated prescribed operating temperature range.
  • that solution entails a relatively expensive device which is sensitive to operational disturbances resulting in increased cost and in sensitivity to operational disturbances.
  • Another solution involves driving with heightened exhaust back-pressure, i.e. by setting an exhaust damper, resulting in increased application of power even when operating at low load, at the cost of causing the vehicle to consume more fuel.
  • One object of the present invention is to indicate a method and a device whereby the problems of the state of the art are eliminated or at least reduced.
  • a particular object of the invention is to provide an economic and operationally reliable solution whereby the catalyst is allowed to work within its working range.
  • the invention is combined advantageously with cooled exhaust gas feedback, which is particularly relevant in high-power driving.
  • a preferred arrangement for making this possible is to incorporate an exhaust cooler which is connected or bypassed respectively to supply cooled or uncooled gases to the engine's inlet. Such an arrangement allows easy and reliable regulation with a minimum of ductwork and valve devices to be adjusted.
  • Fig. 1 depicts schematically a combustion engine with equipment for exhaust gas feedback
  • Fig. 2 depicts a flowchart of a method for exhaust gas feedback.
  • ref. 1 denotes a multi-cylinder turbocharged combustion engine of diesel type, with an exhaust manifold 2 and an inlet manifold 3.
  • the exhaust gases from the exhaust manifold 2 are led via an exhaust line 4 to a catalyst 5 before being discharged to the environment.
  • the engine may for example be intended to power a heavy vehicle.
  • the exhaust gases Upstream from the catalyst 5, the exhaust gases pass through a turbo unit incorporating a turbine 6 which drives a compressor 7 situated in an air inlet line 8 to provide supercharging of the engine.
  • a transfer line 9 for transferring exhaust gases to the inlet side of the engine is situated between the exhaust line 4 and the air inlet line 8.
  • the transfer line 9 is provided with a bypass line 15 which incorporates an exhaust cooler 10 for cooling the gases transferred to the engine, h addition, the line 9 incorporates a section 9a which is situated beside the exhaust cooler 10 and through which exhaust gases can pass from the engine's exhaust side to the engine's inlet side without passing through the exhaust cooler 10.
  • This section which incorporates a controllable valve 11, thus makes it possible to transfer uncooled exhaust gases to the engine's inlet side.
  • the transfer line 9 also incorporates a second valve 12 which is controllable to regulate the whole exhaust gas quantity transferred between the exhaust side and the inlet side of the engine 1.
  • a control unit 13 which in practice may take the form of an integrated part of a control unit for an engine which incorporates an apparatus according to the invention, is designed to regulate the valves 11 and 12 on the basis of measured, calculated or estimated exhaust temperature, and hence the working conditions for the catalyst 5.
  • an exhaust temperature gauge 20 may with advantage be incorporated in the exhaust line 4 downstream from the turbine 6.
  • the control unit 13 has sensors connected to it which deliver signals representative of exhaust temperature 20, accelerator pedal position 21 and engine speed 22. The possibility of other sensors being connected to the control unit 13 is not excluded.
  • Fig.2 illustrates a sequence of a method for regulating the valves 11 and 12 which is performed under the control of the control unit 13:
  • the exhaust temperature is calculated from a value of said momentary fuel quantity.
  • other parameters may also be taken into account, e.g. outside temperature, vehicle speed etc.
  • the exhaust temperature calculated at 16 is compared with a prescribed exhaust temperature range within which a catalyst forming part of the system exhibits optimum or at least good operation. If the exhaust temperature calculated at 16 is found to be below the prescribed range, a control system (13 in Fig. 1) is activated at 18 to supply uncooled exhaust gases to the engine's inlet side.
  • the extent of the exhaust gas temperature range within which the catalyst works well depends on the type of catalyst, how it is dimensioned and how attuned it is to expected operating situations. In the case of diesel engines, particularly those intended for motor vehicles, the exhaust gas temperature during normal miscellaneous operation may range far beyond what a normal catalyst can reasonably be expected to handle with good cleaning results. A normal range typically covers about 200°C for a conventional catalyst for a combustion engine of a heavy vehicle. Exhaust temperatures below or above that range entail impaired effectiveness. Exhaust temperatures above the range may also damage the catalyst, so it is very important that the latter be designed to cope reliably with operating situations in which particularly high exhaust temperatures may be expected.
  • Ref. 19 denotes the end of the sequence.
  • Fig. 2 may be supplemented so that the guidance of exhaust gases to the engine's inlet side can ensure that cooled gases can be transferred in operating conditions which entail high engine load and problems of smoke in exhaust gases, or when necessary for other reasons.
  • valves 11 and 12 are preferably such that the respective valve is either fully open or fully closed, since this type of operation is simpler than the control of proportional valves. According to the invention, however, the possibility of the valves 11 and/or 12 being variably controllable, whether in certain steps or steplessly between fully open and fully closed, is not excluded.
  • catalysts of the kind here intended work optimally within a certain temperature range. This means that their effectiveness is reduced at catalyst temperatures outside that temperature range. Preventing the catalyst being exposed to too high exhaust temperatures is taken care of according to one aspect of the invention by sufficient cooled gases being transferred to the inlet side of the engine to bring the temperature down to the intended level. A function to this effect may also be added to the flowchart in Fig. 2.

Abstract

A method and an apparatus for a combustion engine (1) with a catalyst (5) for cleaning the engine's exhaust gases, whereby, in operating situations in which low catalyst temperatures are expected or observed, uncooled exhaust gases are led (9) to the engine's inlet (3) with the object of limiting the mass flow through the engine. The invention also relates to a diesel engine for a heavy vehicle with incorporates such an apparatus.

Description

Method and apparatus for a combustion engine having a catalyzer and diesel engine
TECHNICAL FIELD
The invention relates to a method and an apparatus for a combustion engine with a catalyst which is designed to clean engine exhaust gases. The invention also relates to a diesel engine for a heavy vehicle which incorporates such an apparatus.
STATE OF THE ART
Catalysts are commonly used in today's vehicle engines with the object of reducing various kinds of harmful components in exhaust gases. A dynamic driving cycle involving a variety of operating situations, particularly no-load driving, low-power driving and high-power driving, entails corresponding different operating conditions for the catalyst because the temperature of the engine's exhaust gases varies across different operating situations.
A problem of today's catalysts for vehicle engines is that they function best within a limited temperature range which constitutes their working range and that they cannot work optimally at temperatures outside that working range. This means that if the catalyst is designed to work within a certain temperature range, its effectiveness will be reduced at temperatures outside that range, thereby leading to increased emissions of harmful substances from the engine.
As the working range is normally smaller than the range of temperatures of the exhaust gases which occurs during a normal dynamic driving cycle, the catalyst will work with reduced effectiveness during those parts of the driving cycle in which the exhaust temperature is such that the working temperature of the catalyst is outside the working range. During those parts of the driving cycle, the discharge of various harmful substances will therefore be increased. Attempts to deal with this problem have inter alia involved devices for providing the catalyst with a separate heating device to ensure that the catalyst works as far as possible within a stated prescribed operating temperature range. However, that solution entails a relatively expensive device which is sensitive to operational disturbances resulting in increased cost and in sensitivity to operational disturbances.
Another solution involves driving with heightened exhaust back-pressure, i.e. by setting an exhaust damper, resulting in increased application of power even when operating at low load, at the cost of causing the vehicle to consume more fuel.
OBJECTS AND MOST IMPORTANT CHARACTERISTICS OF THE INVENTION
One object of the present invention is to indicate a method and a device whereby the problems of the state of the art are eliminated or at least reduced. A particular object of the invention is to provide an economic and operationally reliable solution whereby the catalyst is allowed to work within its working range.
These objects are achieved by the invention as indicated in claims 1 and 7 respectively. Simple means are used to ensure that exhaust gases supplied to the catalyst even during low-power operation, e.g. in no-load and low-power driving, as also during engine braking, maintain a higher temperature than would otherwise be the case, which means that the temperature of the catalyst can be maintained at such a level as to enable optimum cleaning performance. The reason for this is that the mass flow of fresh air through the engine can be reduced in such operating situations, which means that a smaller mass need be heated, thereby substantially reducing the cooling power applied to the exhaust gases.
Making it possible for the amount of uncooled gases led to the engine inlet to be regulated in response to the engine's operating state creates further optimisation potential for adaptation to current operation. Such regulation may be applied in response to signals indicative of various operating parameters such as (but not exclusively) accelerator pedal position and engine speed. The possibility of regulation in response to detected exhaust temperature is not excluded, but as it is regarded as disadvantageous to introduce a temperature probe in this situation, that solution is not preferred.
By making it possible for both uncooled and also cooled exhaust gases, or EGR gases, to be led to the engine's inlet, the invention is combined advantageously with cooled exhaust gas feedback, which is particularly relevant in high-power driving. A preferred arrangement for making this possible is to incorporate an exhaust cooler which is connected or bypassed respectively to supply cooled or uncooled gases to the engine's inlet. Such an arrangement allows easy and reliable regulation with a minimum of ductwork and valve devices to be adjusted.
Further advantages are achieved by various aspects of the invention and are indicated in the following detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will now be described in more detail on the basis of an embodiment with reference to the attached drawings, in which: Fig. 1 depicts schematically a combustion engine with equipment for exhaust gas feedback, and Fig. 2 depicts a flowchart of a method for exhaust gas feedback.
DESCRIPTION OF AN EMBODIMENT
In the schematic diagram in Fig.l, ref. 1 denotes a multi-cylinder turbocharged combustion engine of diesel type, with an exhaust manifold 2 and an inlet manifold 3. The exhaust gases from the exhaust manifold 2 are led via an exhaust line 4 to a catalyst 5 before being discharged to the environment. The engine may for example be intended to power a heavy vehicle. Upstream from the catalyst 5, the exhaust gases pass through a turbo unit incorporating a turbine 6 which drives a compressor 7 situated in an air inlet line 8 to provide supercharging of the engine.
A transfer line 9 for transferring exhaust gases to the inlet side of the engine is situated between the exhaust line 4 and the air inlet line 8. The transfer line 9 is provided with a bypass line 15 which incorporates an exhaust cooler 10 for cooling the gases transferred to the engine, h addition, the line 9 incorporates a section 9a which is situated beside the exhaust cooler 10 and through which exhaust gases can pass from the engine's exhaust side to the engine's inlet side without passing through the exhaust cooler 10. This section, which incorporates a controllable valve 11, thus makes it possible to transfer uncooled exhaust gases to the engine's inlet side.
The transfer line 9 also incorporates a second valve 12 which is controllable to regulate the whole exhaust gas quantity transferred between the exhaust side and the inlet side of the engine 1.
A control unit 13, which in practice may take the form of an integrated part of a control unit for an engine which incorporates an apparatus according to the invention, is designed to regulate the valves 11 and 12 on the basis of measured, calculated or estimated exhaust temperature, and hence the working conditions for the catalyst 5. Where appropriate, an exhaust temperature gauge 20 may with advantage be incorporated in the exhaust line 4 downstream from the turbine 6.
The control unit 13 has sensors connected to it which deliver signals representative of exhaust temperature 20, accelerator pedal position 21 and engine speed 22. The possibility of other sensors being connected to the control unit 13 is not excluded.
Fig.2 illustrates a sequence of a method for regulating the valves 11 and 12 which is performed under the control of the control unit 13:
The beginning of the sequence is denoted by ref. 14. At 15, the momentary fuel quantity supplied to the engine is calculated on the basis of signals which indicate the accelerator pedal position and the engine speed.
At 16, the exhaust temperature is calculated from a value of said momentary fuel quantity. Where applicable, other parameters may also be taken into account, e.g. outside temperature, vehicle speed etc.
At 17, the exhaust temperature calculated at 16 is compared with a prescribed exhaust temperature range within which a catalyst forming part of the system exhibits optimum or at least good operation. If the exhaust temperature calculated at 16 is found to be below the prescribed range, a control system (13 in Fig. 1) is activated at 18 to supply uncooled exhaust gases to the engine's inlet side.
If on the contrary the exhaust temperature calculated at 16 is not below the prescribed range, the sequence is immediately terminated at 17 and can thereafter be started again immediately.
The extent of the exhaust gas temperature range within which the catalyst works well depends on the type of catalyst, how it is dimensioned and how attuned it is to expected operating situations. In the case of diesel engines, particularly those intended for motor vehicles, the exhaust gas temperature during normal miscellaneous operation may range far beyond what a normal catalyst can reasonably be expected to handle with good cleaning results. A normal range typically covers about 200°C for a conventional catalyst for a combustion engine of a heavy vehicle. Exhaust temperatures below or above that range entail impaired effectiveness. Exhaust temperatures above the range may also damage the catalyst, so it is very important that the latter be designed to cope reliably with operating situations in which particularly high exhaust temperatures may be expected.
Ref. 19 denotes the end of the sequence.
The sequence in Fig. 2 may be supplemented so that the guidance of exhaust gases to the engine's inlet side can ensure that cooled gases can be transferred in operating conditions which entail high engine load and problems of smoke in exhaust gases, or when necessary for other reasons.
The control of the valves 11 and 12 is preferably such that the respective valve is either fully open or fully closed, since this type of operation is simpler than the control of proportional valves. According to the invention, however, the possibility of the valves 11 and/or 12 being variably controllable, whether in certain steps or steplessly between fully open and fully closed, is not excluded.
As previously mentioned, catalysts of the kind here intended work optimally within a certain temperature range. This means that their effectiveness is reduced at catalyst temperatures outside that temperature range. Preventing the catalyst being exposed to too high exhaust temperatures is taken care of according to one aspect of the invention by sufficient cooled gases being transferred to the inlet side of the engine to bring the temperature down to the intended level. A function to this effect may also be added to the flowchart in Fig. 2.

Claims

1. A method for a combustion engine (1) with a catalyst (5) for cleaning the engine's exhaust gases, characterised in that in operating situations in which low catalyst temperature is expected or observed, uncooled exhaust gases are led (9) to the engine's inlet (3) with the object of limiting the mass flow through the engine.
2. A method according to claim 1, characterised in that the quantity of uncooled exhaust gases led (9) to the engine's inlet (3) is regulated (13) in response to the engine's operating state.
3. A method according to claim 1 or 2, characterised in that uncooled and/or cooled exhaust gases are led (9) to the engine's inlet (3).
4. A method according to claim 3, characterised in that an exhaust cooler (10) is connected or bypassed respectively to supply cooled or uncooled exhaust gases to the engine's inlet (3).
5. A method according to any one of the foregoing claims, characterised in that uncooled exhaust gases are led to the engine's inlet (3) during no-load driving or low loading of the engine (1).
6. A method according to any one of the foregoing claims, characterised in that the line (9) carrying uncooled exhaust gases to the engine's inlet is disconnected during high loading of the engine.
7. An apparatus for a combustion engine (1) with a catalyst (5) for cleaning the engine's exhaust gases, characterised by means (9) for leading uncooled exhaust gases to the engine's inlet (3) with the object of limiting the mass flow through the engine (1) in operating situations in which low catalyst temperature is expected or observed.
8. An apparatus according to claim 7, characterised by control means (13) for regulating the quantity of uncooled exhaust gases led to the engine's inlet (3) in response to the operating state of the engine (1).
5 9. An apparatus according to claim 7 or 8, characterised by means (9) for leading uncooled and/or cooled exhaust gases to the engine's inlet (3).
10. An apparatus according to claim 9, characterised by means (11) for connecting or bypassing respectively an exhaust cooler (10) in order to supply cooled or uncooled
10 exhaust gases to the engine's inlet (3).
11. An apparatus according to any one of claims 7 - 10, characterised in that means for leading uncooled exhaust gases to the engine's inlet are arranged to be active during no- load driving or low loading of the engine.
15
12. An apparatus according to any one of claims 7 - 11, characterised in that means for leading uncooled exhaust gases to the engine's inlet are arranged to be inactive during high loading of the engine.
20 13. A diesel engine for a heavy vehicle which incorporates a device according to any one of claims 7 - 12.
EP02791146A 2001-11-30 2002-11-27 Method and apparatus for a combustion engine having a catalyzer and diesel engine Withdrawn EP1463880A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE0104037A SE523514C2 (en) 2001-11-30 2001-11-30 Method and apparatus for a combustion engine with catalytic converter and diesel engine
SE0104037 2001-11-30
PCT/SE2002/002178 WO2003046354A1 (en) 2001-11-30 2002-11-27 Method and apparatus for a combustion engine having a catalyzer and diesel engine

Publications (1)

Publication Number Publication Date
EP1463880A1 true EP1463880A1 (en) 2004-10-06

Family

ID=20286168

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02791146A Withdrawn EP1463880A1 (en) 2001-11-30 2002-11-27 Method and apparatus for a combustion engine having a catalyzer and diesel engine

Country Status (5)

Country Link
EP (1) EP1463880A1 (en)
JP (1) JP2005510652A (en)
AU (1) AU2002365540A1 (en)
SE (1) SE523514C2 (en)
WO (1) WO2003046354A1 (en)

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EP2131022B1 (en) * 2008-06-04 2011-07-13 Iveco Motorenforschung AG Thermal management of the after treatment system
WO2010110700A1 (en) * 2009-03-24 2010-09-30 Volvo Lastvagnar Ab Method for controlling an exhaust gas temperature
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CN106232204A (en) 2014-02-28 2016-12-14 卡明斯公司 Starting period management after-treatment components efficiency
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JP2005510652A (en) 2005-04-21
SE523514C2 (en) 2004-04-27
AU2002365540A1 (en) 2003-06-10
WO2003046354A1 (en) 2003-06-05
SE0104037L (en) 2003-05-31

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