EP1687520B1 - System for desulfating a nox-trap for a motor vehicle engine - Google Patents

System for desulfating a nox-trap for a motor vehicle engine Download PDF

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Publication number
EP1687520B1
EP1687520B1 EP04805448A EP04805448A EP1687520B1 EP 1687520 B1 EP1687520 B1 EP 1687520B1 EP 04805448 A EP04805448 A EP 04805448A EP 04805448 A EP04805448 A EP 04805448A EP 1687520 B1 EP1687520 B1 EP 1687520B1
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Prior art keywords
level
engine
strategy
time
period
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EP04805448A
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German (de)
French (fr)
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EP1687520A1 (en
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Christophe Colignon
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F02D41/028—Desulfurisation of NOx traps or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D41/1446—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 exhaust temperatures
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems

Definitions

  • the present invention relates to a desulfation system of a NOx trap associated with oxidation catalyst means, and integrated into an exhaust line of a motor vehicle engine.
  • the invention relates to such a system in which the engine is associated with common rail fuel supply means of the cylinders of this engine, adapted by modifying engine operation control parameters, to make switch the engine between operations in lean mixture and rich mixture.
  • One way to reduce nitrogen oxides is to use a NOx trap.
  • this trap contains storage elements, for example barium, on which the nitrogen oxides are fixed in the form of nitrates.
  • Exposure of the SO 2 trap formed from the sulfur contained in the fuel and engine lubricating oil causes the formation of sulfates, for example barium sulphate, which are more stable compounds than nitrates.
  • Regeneration of the NOx trap then converts the nitrogen oxides, but does not remove the sulfates.
  • the trap thus gradually saturates with sulphates, which has the effect of reducing the catalytic performance of the trap (NOx conversion, but also CO and HC).
  • Desulfation of a NOx trap can only be effective under specific conditions of temperature and gas composition.
  • the sulphates are destocked essentially in the form of H 2 S or SO 2 , the other compounds such as COS being emitted in a much smaller quantity.
  • the sulphates will preferably be desorbed in the form of H 2 S (poorly odorous gas) when the medium is deficient in oxygen. This is particularly the case when the engine runs in rich mixture.
  • the formulation of a NOx trap may contain so-called "OSC” oxygen storage elements that release oxygen when the medium is poor in oxidative species.
  • the OSC releases oxygen.
  • the object of the invention is therefore to propose a system which makes it possible to maintain the NOx trap in a thermal window of maximum efficiency, while minimizing the risk of aging of the catalytic impregnation and by limiting as much as possible the gaseous emissions of H 2 S during desulfation.
  • FIG. 1 has in fact illustrated a system for desulfating a NOx trap designated by the general reference 1 in this figure, associated with means forming an oxidation catalyst, designated by the general reference 2, and integrated into an exhaust line 3 of a diesel engine of a motor vehicle.
  • This engine is designated by the general reference 4 and is for example associated with a turbocharger whose turbine portion 5 is disposed in the exhaust line and the compressor portion 6 is disposed upstream of the engine.
  • the engine is associated with means 7 common rail fuel supply of the engine cylinders, adapted by changing the engine operation control parameters, to switch the engine between lean and rich mix operations.
  • these supply means and this supervisor are adapted to define three strategies for controlling the operation of the lean-burn engine, the first 11 said normal strategy corresponding to the normal operation of the engine, the second, said level 1 strategy, 12 , and the third, so-called level 2 strategy, 13.
  • the supervisor 8 is also connected to means for sending a request for desulfation of the NOx trap or for stopping it, designated by the general reference 15 and different temperature sensors, for example 16, 17 and 18, distributed in the exhaust line to acquire thermal levels therein, as will be described in more detail later.
  • the temperature sensor 16 is adapted to acquire the thermal level in the exhaust line, while the sensors 17 and 18 placed on either side of the catalyst means make it possible, for example, to determine the starting state of the these, in a classic way.
  • FIG. 2 The operation of this system is illustrated in FIG. 2 and begins with the reception by the supervisor 8 of the supply means of a desulfation request at 20.
  • the supply means 7,8 are adapted to engage an operation of the engine according to the second level 1 strategy, at 21.
  • the supervisor then monitors the priming state of the catalyst means at 22, to switch on as soon as the catalyst means is activated, the third level 2 strategy at 23.
  • the supervisor monitors at 24, the thermal level in the exhaust line 3 of the engine to engage the rich mode operation of the engine, at 25, when the thermal level exceeds a predetermined target temperature during a first period of time predetermined.
  • this supervisor 8 is also adapted to cut desulfation at 24a, if this objective temperature has not been reached before the expiry of a second predetermined maximum period of time.
  • the supervisor 8 is adapted to monitor the rich mixture operation of the engine and detect the passage conditions of three tests at 26, 27 and 28 respectively.
  • the engine operation monitoring means are adapted to control an operation of this lean-burn engine according to the level 2 strategy at 29, after a third period of time. predetermined time from the test at 26, operation of the lean-burn engine according to the third level 2 strategy at 29, if the thermal level in the exhaust line drops below a predetermined low temperature threshold during a fourth period of time from the test in 28, or engine operation in a lean mixture according to the second level 1 strategy at 31, if the thermal level in the exhaust line exceeds a predetermined high temperature threshold for a fifth period of time, from the test at 27.
  • the supervisor 8 then maintains this operation of the engine according to this second level 1 strategy, at 31, during a sixth period of predetermined forcing time, at 32, or until the thermal level in the exhaust line has come down again. , at 33, below the high temperature threshold minus a hysteresis gap, during a seventh time period.
  • the supervisor is adapted to control a lean burn engine operation, at 34, according to the first normal strategy in the case where the thermal level in the exhaust line has not fallen back down. below the high temperature threshold minus a hysteresis gap after an eighth maximum cooling time period, until the thermal level in the exhaust line has fallen below this high temperature threshold less hysteresis gap during the seventh time period, as illustrated in 35.
  • the supervisor then maintains the operation of the engine in lean mode according to one of the strategies of level 2 in 29, level 1 in 31 or normal in 34, as defined previously, during a ninth period of time in 36 and in expiration of this ninth period of time, if the thermal level in the exhaust line is between the predetermined target temperature and the high temperature threshold, loops back this motor control from a high-temperature mixing operation. , until the detection of a desulfation stop request at 37, by the supervisor 8.
  • the time counter is triggered as soon as one goes back to the lean mode and it is the accumulated time spent in level 2 plus possibly in level 1 plus possibly in normal poor which counts in this comparison.
  • the high and low threshold temperatures are safety devices which, for the high temperature threshold, make it possible not to age too much.
  • the thermal trap this aging resulting in a decrease in the efficiency of conversions of NOx, CO and HC, while the low threshold temperature represents the minimum temperature below which the desulfation process is too slow .
  • the phenomenon of aging of the trap resulting in a decrease in the catalytic activity thereof can also be taken into account by adapting the target richness rich mode of operation of the engine.
  • the oxidation catalyst means and the NOx trap can be integrated into a single element, in particular on the same substrate.
  • NOx trap incorporating such an oxidation function can also be envisaged, whether or not it is additive.
  • This oxidation function and / or NOx trap can be filled for example by an additive mixed with the fuel.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Centrifugal Separators (AREA)
  • Motor Or Generator Frames (AREA)

Abstract

The exhaust system for an automobile internal combustion engine (4) has a NOx trap (1) working with a catalyst (2) integrated in the exhaust pipe (3). The engine has a control system (7,8) to deliver a lean fuel mixture (9) or a rich fuel mixture (10), and define three fuel mixture strategies (11-13) to hold the trap within a thermal window of maximum efficiency with desulfation.

Description

La présente invention concerne un système de désulfatation d'un piège à NOx associé à des moyens formant catalyseur d'oxydation, et intégrés dans une ligne d'échappement d'un moteur de véhicule automobile.The present invention relates to a desulfation system of a NOx trap associated with oxidation catalyst means, and integrated into an exhaust line of a motor vehicle engine.

Plus particulièrement, l'invention se rapporte à un tel système dans lequel le moteur est associé à des moyens à rampe commune d'alimentation en carburant des cylindres de ce moteur, adaptés, par modification de paramètres de contrôle du fonctionnement du moteur, pour faire basculer le moteur entre des fonctionnements en mélange pauvre et en mélange riche.More particularly, the invention relates to such a system in which the engine is associated with common rail fuel supply means of the cylinders of this engine, adapted by modifying engine operation control parameters, to make switch the engine between operations in lean mixture and rich mixture.

On sait en effet que pour traiter les émissions polluantes de façon réglementaire pour les véhicules à moteur Diesel notamment, différents types de fonctions sont nécessaires, à savoir une fonction d'oxydation pour le traitement du CO et des HC, une fonction de réduction des oxydes d'azote et une fonction de filtration associée à une fonction de combustion des particules.It is known that in order to treat pollutant emissions in a regulatory manner for diesel vehicles in particular, various types of functions are required, namely an oxidation function for the treatment of CO and HC, an oxide reduction function. nitrogen and a filtration function associated with a combustion function of the particles.

L'un des moyens pour réduire les oxydes d'azote, est d'utiliser un piège à NOx.One way to reduce nitrogen oxides is to use a NOx trap.

L'imprégnation de ce piège contient alors des éléments de stockage, du baryum par exemple, sur lesquels les oxydes d'azote se fixent, sous forme de nitrates.The impregnation of this trap then contains storage elements, for example barium, on which the nitrogen oxides are fixed in the form of nitrates.

L'exposition du piège au SO2 formé à partir du soufre contenu dans le carburant et l'huile de lubrification du moteur, engendre la formation de sulfates, par exemple de sulfate de baryum, qui sont des composés plus stables que les nitrates.Exposure of the SO 2 trap formed from the sulfur contained in the fuel and engine lubricating oil causes the formation of sulfates, for example barium sulphate, which are more stable compounds than nitrates.

La régénération du piège à NOx convertit alors les oxydes d'azote, mais n'élimine pas les sulfates. Le piège se sature ainsi progressivement en sulfates, ce qui a pour effet de réduire les performances catalytiques du piège (conversion NOx, mais également CO et HC).Regeneration of the NOx trap then converts the nitrogen oxides, but does not remove the sulfates. The trap thus gradually saturates with sulphates, which has the effect of reducing the catalytic performance of the trap (NOx conversion, but also CO and HC).

Il est donc nécessaire de désulfater régulièrement le piège afin d'éliminer les sulfates qui y sont stockés.It is therefore necessary to desulfate the trap regularly in order to eliminate the sulphates stored therein.

La désulfatation d'un piège à NOx ne peut se faire de façon efficace que dans des conditions bien précises de température et de composition de gaz.Desulfation of a NOx trap can only be effective under specific conditions of temperature and gas composition.

Il faut en effet un milieu riche en réducteurs et donc un fonctionnement en mode riche du moteur et une température élevée, les sulfates étant des composés très stables thermodynamiquement. (Voir document US 5 778 666 .)It is indeed a medium rich in reducers and therefore a mode rich operation of the engine and a high temperature, the sulfates being very stable compounds thermodynamically. (See document US 5,778,666 .)

Deux problèmes se posent alors pour l'obtention d'une désulfatation efficace.Two problems then arise for obtaining an effective desulfation.

D'une part, plus la température est élevée, plus la désorption est efficace, mais aussi plus le vieillissement du piège est accéléré, ce qui se traduit par une moindre efficacité catalytique.On the one hand, the higher the temperature, the better the desorption, but also the aging of the trap is accelerated, which results in a lower catalytic efficiency.

Il est donc nécessaire de ne pas trop chauffer le piège afin de maintenir les performances de celui-ci sur la durée de vie du véhicule.It is therefore necessary not to overheat the trap to maintain the performance of it over the life of the vehicle.

D'autre part, les sulfates se déstockent essentiellement sous forme de H2S ou de SO2, les autres composés comme le COS étant émis en quantité bien moins importante.On the other hand, the sulphates are destocked essentially in the form of H 2 S or SO 2 , the other compounds such as COS being emitted in a much smaller quantity.

Les sulfates seront préférentiellement désorbés sous forme de H2S (gaz mal odorant) lorsque le milieu est en déficit d'oxygène. C'est notamment le cas lorsque le moteur fonctionne en mélange riche.The sulphates will preferably be desorbed in the form of H 2 S (poorly odorous gas) when the medium is deficient in oxygen. This is particularly the case when the engine runs in rich mixture.

Cependant, la formulation d'un piège à NOx peut contenir des éléments de stockage d'oxygène dit « OSC » qui libèrent de l'oxygène lorsque le milieu est pauvre en espèces oxydantes.However, the formulation of a NOx trap may contain so-called "OSC" oxygen storage elements that release oxygen when the medium is poor in oxidative species.

C'est ainsi que lorsque le moteur passe d'un fonctionnement en mode riche en mode pauvre, l'OSC libère de l'oxygène.Thus, when the motor switches from a mode rich mode to a lean mode, the OSC releases oxygen.

Malheureusement l'OSC n'est pas un réservoir infini d'oxygène et, au bout d'un certain temps, il est épuisé. C'est ainsi que lors d'une désulfatation, lorsque la température est suffisante pour pouvoir déstocker les sulfates, ceux-ci sont d'abord désorbés sous forme de SO2, puis, lorsqu'il n'y a plus assez d'oxygène dans les gaz (réservoir OSC vide par exemple), sous forme de H2S.Unfortunately the OSC is not an infinite reservoir of oxygen and, after a while, it is exhausted. Thus, during desulfation, when the temperature is sufficient to be able to destock the sulphates, they are first desorbed as SO 2 , then, when there is not enough oxygen in gases (empty OSC tank for example), in the form of H 2 S.

Le but de l'invention est donc de proposer un système qui permette de maintenir le piège à NOx dans une fenêtre thermique d'efficacité maximale, tout en minimisant le risque de vieillissement de l'imprégnation catalytique et en limitant au maximum les émissions gazeuses d'H2S lors d'une désulfatation.The object of the invention is therefore to propose a system which makes it possible to maintain the NOx trap in a thermal window of maximum efficiency, while minimizing the risk of aging of the catalytic impregnation and by limiting as much as possible the gaseous emissions of H 2 S during desulfation.

A cet effet, l'invention a pour objet un système de désulfatation d'un piège à NOx associé à des moyens formant catalyseur d'oxydation, et intégrés dans une ligne d'échappement d'un moteur Diesel de véhicule automobile, dans lequel le moteur est associé à des moyens à rampe commune d'alimentation en carburant des cylindres du moteur, adaptés, par modification de paramètres de contrôle du fonctionnement du moteur, pour faire basculer le moteur entre des fonctionnements en mélange pauvre et en mélange riche, caractérisé en ce que les moyens d'alimentation sont adaptés pour définir trois stratégies de pilotage du fonctionnement du moteur en mélange pauvre, la première dite stratégie normale correspondant à un fonctionnement normal du moteur, la deuxième dite stratégie de niveau 1, et la troisième dite stratégie de niveau 2, pour obtenir des niveaux thermiques différents dans la ligne d'échappement, le niveau thermique obtenu par application de la troisième stratégie de niveau 2 étant supérieur à celui obtenu par application de la deuxième stratégie de niveau 1, qui est lui-même supérieur à celui obtenu par application de la première stratégie normale, et en ce que les moyens d'alimentation sont raccordés à :

  • des moyens de détection d'une requête de désulfatation pour piloter les moyens d'alimentation afin d'enclencher un fonctionnement du moteur selon la deuxième stratégie de niveau 1 ;
  • des moyens de surveillance de l'état d'amorçage des moyens formant catalyseur pour enclencher la troisième stratégie de niveau 2 ;
  • des moyens d'acquisition du niveau thermique dans la ligne d'échappement pour enclencher le fonctionnement en mélange riche du moteur lorsque ce niveau thermique dépasse une température d'objectif prédéterminée pendant une première période de temps prédéterminée ou pour couper la désulfatation si cette température n'a pas été atteinte avant l'expiration d'une seconde période de temps maximale prédéterminée ;
  • des moyens de surveillance du fonctionnement en mélange riche du moteur pour :
    • * piloter un fonctionnement du moteur en mélange pauvre selon la troisième stratégie de niveau 2 au bout d'une troisième période de temps prédéterminée ;
    • * piloter un fonctionnement du moteur en mélange pauvre selon la troisième stratégie de niveau 2, si le niveau thermique dans la ligne d'échappement descend en-dessous d'un seuil de température basse prédéterminé pendant une quatrième période de temps ;
    • * piloter un fonctionnement du moteur en mélange pauvre selon la deuxième stratégie de niveau 1 si le niveau thermique dans la ligne d'échappement dépasse un seuil de température haute prédéterminé pendant une cinquième période de temps ;
    • * maintenir ce fonctionnement du moteur selon cette deuxième stratégie de niveau 1 pendant une sixième période de temps de forçage prédéterminé ou jusqu'au moment où le niveau thermique dans la ligne d'échappement est redescendu en-dessous du seuil de température haute moins un écart d'hystérésis pendant une septième période de temps ;
    • * piloter un fonctionnement du moteur en mélange pauvre selon la première stratégie normale dans le cas où le niveau thermique dans la ligne d'échappement n'est pas redescendu en-dessous du seuil de température haute moins l'écart d'hystérésis au bout d'une huitième période de temps maximale de refroidissement, jusqu'à ce que le niveau thermique dans la ligne d'échappement soit redescendu sous ce seuil de température haute moins l'écart d'hystérésis pendant la septième période de temps ;
    • * maintenir le fonctionnement du moteur en mode pauvre selon l'une des stratégies de niveau 2, de niveau 1 ou normale, telles que définies précédemment, pendant une neuvième période de temps ; et
    • * à l'expiration de cette neuvième période de temps, si le niveau thermique dans la ligne d'échappement est compris entre la température d'objectif prédéterminée et le seuil de température haute, reboucler ce pilotage du moteur à partir d'un fonctionnement en mélange riche, jusqu'à détection d'une requête d'arrêt de désulfatation par des moyens de détection correspondants.
For this purpose, the subject of the invention is a system for desulfating a NOx trap associated with means forming an oxidation catalyst and integrated in an exhaust line of a motor vehicle diesel engine, in which the engine is associated with common-rail means for supplying fuel to the engine cylinders, adapted, by modifying engine operation control parameters, to switch the engine between operating in lean mixture and rich mixture, characterized in that the supply means are adapted to define three strategies for controlling the operation of the engine in lean mixture, the first said normal strategy corresponding to a normal operation of the engine, the so-called second level 1 strategy, and the third level 2 strategy, to obtain different thermal levels in the exhaust line, the thermal level obtained by application of the third level 2 strategy being higher than that obtained by application of the second level 2 strategy, level 1 strategy, which itself is superior to that obtained by applying the first normal strategy, and in that the supply means are connected to:
  • means for detecting a desulphation request for controlling the supply means in order to initiate operation of the engine according to the second level 1 strategy;
  • means for monitoring the starting state of the catalyst means for starting the third level 2 strategy;
  • means for acquiring the thermal level in the exhaust line to activate the rich mixture operation of the engine when this thermal level exceeds a predetermined target temperature for a first predetermined period of time or to cut the desulfation if this temperature does not exceed has not been reached before the expiry of a second predetermined maximum period of time;
  • means for monitoring the engine's rich mixture operation for:
    • driving a lean burn engine operation according to the third level 2 strategy after a third predetermined period of time;
    • driving lean burn engine operation according to the third level 2 strategy, if the thermal level in the exhaust line drops below a predetermined low temperature threshold for a fourth period of time;
    • * control a lean burn engine operation according to the second level 1 strategy if the thermal level in the exhaust line exceeds a predetermined high temperature threshold for a fifth period of time;
    • maintain this engine operation according to this second level 1 strategy during a sixth period of predetermined forcing time or until the thermal level in the exhaust line has fallen below the high temperature threshold minus a gap hysteresis during a seventh time period;
    • * control a lean burn engine operation according to the first normal strategy in the case where the thermal level in the exhaust line has not fallen below the high temperature threshold minus the hysteresis difference after an eighth period of maximum cooling time, until the thermal level in the exhaust line has fallen below this high temperature threshold minus the hysteresis gap during the seventh time period;
    • * maintain the operation of the engine in lean mode according to one of the strategies of level 2, level 1 or normal, as defined previously, during a ninth period of time; and
    • at the expiration of this ninth period of time, if the thermal level in the exhaust line is between the predetermined target temperature and the high temperature threshold, loop back this control of the engine from a running operation. rich mixture, until detection of a desulfation stop request by corresponding detection means.

Suivant d'autres caractéristiques :

  • les températures de seuil sont calibrables ;
  • les périodes de temps sont calibrables ;
  • il comporte des moyens d'émission de la requête de désulfatation et d'arrêt de celle-ci ;
  • les moyens de surveillance de l'état d'amorçage des moyens formant catalyseur et d'acquisition de niveau thermique dans la ligne d'échappement, comprennent des capteurs de température ;
  • les moyens d'alimentation sont adaptés pour prendre en compte le vieillissement du piège.
According to other characteristics:
  • threshold temperatures are calibrated;
  • time periods are calibrated;
  • it comprises means for transmitting the request for desulphating and stopping it;
  • the means for monitoring the starting state of the catalyst means and of the thermal level acquisition in the exhaust line comprise temperature sensors;
  • the feeding means are adapted to take into account the aging of the trap.

L'invention sera mieux comprise à la lecture de la description qui va suivre, donnée uniquement à titre d'exemple et faite en se référant aux dessins annexés, sur lesquels :

  • la Fig.1 représente un schéma synoptique illustrant la structure générale d'un système selon l'invention ; et
  • la Fig.2 représente un organigramme illustrant le fonctionnement de celui-ci.
The invention will be better understood on reading the description which follows, given solely by way of example and with reference to the appended drawings, in which:
  • Fig.1 shows a block diagram illustrating the general structure of a system according to the invention; and
  • Fig.2 shows a flowchart illustrating the operation thereof.

On a en effet illustré sur la figure 1, un système de désulfatation d'un piège à NOx désigné par la référence générale 1 sur cette figure, associé à des moyens formant catalyseur d'oxydation, désignés par la référence générale 2, et intégrés dans une ligne d'échappement 3 d'un moteur Diesel de véhicule automobile.FIG. 1 has in fact illustrated a system for desulfating a NOx trap designated by the general reference 1 in this figure, associated with means forming an oxidation catalyst, designated by the general reference 2, and integrated into an exhaust line 3 of a diesel engine of a motor vehicle.

Ce moteur est désigné par la référence générale 4 et est par exemple associé à un turbocompresseur dont la portion de turbine 5 est disposée dans la ligne d'échappement et dont la portion de compresseur 6 est disposée en amont du moteur.This engine is designated by the general reference 4 and is for example associated with a turbocharger whose turbine portion 5 is disposed in the exhaust line and the compressor portion 6 is disposed upstream of the engine.

Le moteur est associé à des moyens 7 à rampe commune d'alimentation en carburant des cylindres du moteur, adaptés, par modification des paramètres de contrôle du fonctionnement du moteur, pour faire basculer le moteur entre des fonctionnements à mélange pauvre et à mélange riche.The engine is associated with means 7 common rail fuel supply of the engine cylinders, adapted by changing the engine operation control parameters, to switch the engine between lean and rich mix operations.

Ceci se fait alors de façon classique sous le contrôle d'un superviseur, désigné par la référence générale 8, à partir de stratégies de contrôle du fonctionnement en mélange pauvre et en mélange riche, désignées par les références générales 9 et 10 respectivement.This is then done conventionally under the control of a supervisor, designated by the general reference 8, from control strategies of lean mixture and rich mixture operation, designated by general references 9 and 10 respectively.

En fait, ces moyens d'alimentation et ce superviseur sont adaptés pour définir trois stratégies de pilotage du fonctionnement du moteur à mélange pauvre, la première 11 dite stratégie normale correspondant au fonctionnement normal du moteur, la deuxième, dite stratégie de niveau 1, 12, et la troisième, dite stratégie de niveau 2, 13.In fact, these supply means and this supervisor are adapted to define three strategies for controlling the operation of the lean-burn engine, the first 11 said normal strategy corresponding to the normal operation of the engine, the second, said level 1 strategy, 12 , and the third, so-called level 2 strategy, 13.

Ceci permet alors par contrôle du fonctionnement du moteur, d'obtenir des niveaux thermiques différents dans la ligne d'échappement, le niveau thermique obtenu par application de la troisième stratégie de niveau 2, 13, étant supérieur à celui obtenu par application de la deuxième stratégie de niveau 1, 12, qui est lui-même supérieur à celui obtenu par application de la première stratégie normale 11.This then makes it possible, by controlling the operation of the engine, to obtain different thermal levels in the exhaust line, the thermal level obtained by applying the third level 2 strategy, 13, being greater than that obtained by applying the second Level 1 strategy, 12, which is itself superior to that obtained by applying the first normal strategy 11.

Le superviseur 8 est également relié à des moyens d'émission d'une requête de désulfatation du piège à NOx ou d'arrêt de celle-ci, désignés par la référence générale 15 et à différents capteurs de température, par exemple 16, 17 et 18, répartis dans la ligne d'échappement pour acquérir des niveaux thermiques dans celle-ci, comme cela sera décrit plus en détail par la suite.The supervisor 8 is also connected to means for sending a request for desulfation of the NOx trap or for stopping it, designated by the general reference 15 and different temperature sensors, for example 16, 17 and 18, distributed in the exhaust line to acquire thermal levels therein, as will be described in more detail later.

Le capteur de température 16 est adapté pour acquérir le niveau thermique dans la ligne d'échappement, tandis que les capteurs 17 et 18 placés de part et d'autre des moyens formant catalyseur, permettent de déterminer par exemple l'état d'amorçage de ceux-ci, de façon classique.The temperature sensor 16 is adapted to acquire the thermal level in the exhaust line, while the sensors 17 and 18 placed on either side of the catalyst means make it possible, for example, to determine the starting state of the these, in a classic way.

Le fonctionnement de ce système est illustré sur la figure 2 et débute par la réception par le superviseur 8 des moyens d'alimentation, d'une requête de désulfatation en 20.The operation of this system is illustrated in FIG. 2 and begins with the reception by the supervisor 8 of the supply means of a desulfation request at 20.

A la détection de cette requête de désulfatation, les moyens d'alimentation 7,8 sont adaptés pour enclencher un fonctionnement du moteur selon la deuxième stratégie de niveau 1, en 21.Upon detection of this desulfation request, the supply means 7,8 are adapted to engage an operation of the engine according to the second level 1 strategy, at 21.

Le superviseur surveille alors l'état d'amorçage des moyens formant catalyseur en 22, pour enclencher dès que les moyens formant catalyseur sont activés, la troisième stratégie de niveau 2 en 23.The supervisor then monitors the priming state of the catalyst means at 22, to switch on as soon as the catalyst means is activated, the third level 2 strategy at 23.

Puis, le superviseur surveille en 24, le niveau thermique dans la ligne d'échappement 3 du moteur pour enclencher le fonctionnement en mode riche du moteur, en 25, lorsque ce niveau thermique dépasse une température d'objectif prédéterminée pendant une première période de temps prédéterminée.Then, the supervisor monitors at 24, the thermal level in the exhaust line 3 of the engine to engage the rich mode operation of the engine, at 25, when the thermal level exceeds a predetermined target temperature during a first period of time predetermined.

Par contre, ce superviseur 8 est également adapté pour couper la désulfatation en 24a, si cette température d'objectif n'a pas été atteinte avant l'expiration d'une seconde période de temps maximale prédéterminée.By cons, this supervisor 8 is also adapted to cut desulfation at 24a, if this objective temperature has not been reached before the expiry of a second predetermined maximum period of time.

Si le test en 24 est positif, le superviseur 8 est adapté pour surveiller le fonctionnement en mélange riche du moteur et détecter les conditions de passage de trois tests en 26, 27 et 28 respectivement.If the test at 24 is positive, the supervisor 8 is adapted to monitor the rich mixture operation of the engine and detect the passage conditions of three tests at 26, 27 and 28 respectively.

En effet, à partir du fonctionnement en mélange riche du moteur, les moyens de surveillance du fonctionnement du moteur sont adaptés pour piloter un fonctionnement de ce moteur en mélange pauvre selon la stratégie de niveau 2 en 29, au bout d'une troisième période de temps prédéterminée à partir du test en 26, un fonctionnement du moteur en mélange pauvre selon la troisième stratégie de niveau 2 en 29, si le niveau thermique dans la ligne d'échappement descend en-dessous d'un seuil de température basse prédéterminé pendant une quatrième période de temps à partir du test en 28, ou un fonctionnement du moteur en mélange pauvre selon la deuxième stratégie de niveau 1 en 31, si le niveau thermique dans la ligne d'échappement dépasse un seuil de température haute prédéterminé pendant une cinquième période de temps, à partir du test en 27.Indeed, from the rich mixture operation of the engine, the engine operation monitoring means are adapted to control an operation of this lean-burn engine according to the level 2 strategy at 29, after a third period of time. predetermined time from the test at 26, operation of the lean-burn engine according to the third level 2 strategy at 29, if the thermal level in the exhaust line drops below a predetermined low temperature threshold during a fourth period of time from the test in 28, or engine operation in a lean mixture according to the second level 1 strategy at 31, if the thermal level in the exhaust line exceeds a predetermined high temperature threshold for a fifth period of time, from the test at 27.

Le superviseur 8 maintient alors ce fonctionnement du moteur selon cette deuxième stratégie de niveau 1,en 31, pendant une sixième période de temps de forçage prédéterminée, en 32, ou jusqu'au moment où le niveau thermique dans la ligne d'échappement est redescendu, en 33, en-dessous du seuil de température haute moins un écart d'hystérésis, pendant une septième période de temps.The supervisor 8 then maintains this operation of the engine according to this second level 1 strategy, at 31, during a sixth period of predetermined forcing time, at 32, or until the thermal level in the exhaust line has come down again. , at 33, below the high temperature threshold minus a hysteresis gap, during a seventh time period.

Si ce n'est pas le cas, le superviseur est adapté pour piloter un fonctionnement du moteur en mélange pauvre, en 34, selon la première stratégie normale dans le cas où le niveau thermique dans la ligne d'échappement n'est pas redescendu en-dessous du seuil de température haute moins un écart d'hystérésis au bout d'une huitième période de temps maximale de refroidissement, jusqu'à ce que le niveau thermique dans la ligne d'échappement soit redescendu sous ce seuil de température haute moins l'écart d'hystérésis pendant la septième période de temps, comme cela est illustré en 35.If this is not the case, the supervisor is adapted to control a lean burn engine operation, at 34, according to the first normal strategy in the case where the thermal level in the exhaust line has not fallen back down. below the high temperature threshold minus a hysteresis gap after an eighth maximum cooling time period, until the thermal level in the exhaust line has fallen below this high temperature threshold less hysteresis gap during the seventh time period, as illustrated in 35.

Le superviseur maintient alors le fonctionnement du moteur en mode pauvre selon l'une des stratégies de niveau 2 en 29, de niveau 1 en 31 ou normal en 34, tels que définis précédemment, pendant une neuvième période de temps en 36 et à l'expiration de cette neuvième période de temps, si le niveau thermique dans la ligne d'échappement est compris entre la température d'objectif prédéterminée et le seuil de température haute, reboucle ce pilotage du moteur à partir d'un fonctionnement à mélange riche en 25, jusqu'à la détection d'une requête d'arrêt de désulfatation en 37, par le superviseur 8.The supervisor then maintains the operation of the engine in lean mode according to one of the strategies of level 2 in 29, level 1 in 31 or normal in 34, as defined previously, during a ninth period of time in 36 and in expiration of this ninth period of time, if the thermal level in the exhaust line is between the predetermined target temperature and the high temperature threshold, loops back this motor control from a high-temperature mixing operation. , until the detection of a desulfation stop request at 37, by the supervisor 8.

Dans ce cas, on déclenche le compteur de temps dès que l'on repasse en mode pauvre et c'est le temps cumulé passé en niveau 2 plus éventuellement en niveau 1 plus éventuellement en pauvre normal qui compte dans cette comparaison.In this case, the time counter is triggered as soon as one goes back to the lean mode and it is the accumulated time spent in level 2 plus possibly in level 1 plus possibly in normal poor which counts in this comparison.

Bien entendu, les différentes températures de seuil et les périodes de temps mentionnées précédemment peuvent être calibrables.Of course, the different threshold temperatures and the periods of time mentioned above can be calibrated.

Ainsi par exemple, les températures de seuil haute et basse, sont des sécurités qui, pour le seuil de température haute, permettent de ne pas trop vieillir le- piège thermiquement, ce vieillissement se traduisant par une baisse de l'efficacité des conversions des NOx, du CO et des HC, tandis que la température de seuil basse représente la température minimale en-dessous de laquelle le processus de désulfatation est trop lent.For example, the high and low threshold temperatures are safety devices which, for the high temperature threshold, make it possible not to age too much. the thermal trap, this aging resulting in a decrease in the efficiency of conversions of NOx, CO and HC, while the low threshold temperature represents the minimum temperature below which the desulfation process is too slow .

Le phénomène de vieillissement du piège se traduisant par une baisse de l'activité catalytique de celui-ci, peut également être pris en compte en adaptant la richesse cible en mode riche de fonctionnement du moteur.The phenomenon of aging of the trap resulting in a decrease in the catalytic activity thereof, can also be taken into account by adapting the target richness rich mode of operation of the engine.

Par exemple, pour un piège neuf, on peut utiliser une richesse de 1,11 (λ=0,9) et on diminue progressivement la richesse au fur et à mesure que le piège vieillit.For example, for a new trap, a richness of 1.11 (λ = 0.9) can be used and the wealth is progressively reduced as the trap ages.

Typiquement, cette richesse sera de 1,04 (λ=0,96), pour un piège ayant parcouru 100.000 kilomètres.Typically, this wealth will be 1.04 (λ = 0.96), for a trap that has traveled 100,000 kilometers.

Par ailleurs, la durée de la désulfatation sera progressivement allongée.Moreover, the duration of the desulfation will be progressively lengthened.

Plusieurs solutions sont envisageables pour prendre en compte ce vieillissement, en fonction notamment du kilométrage, de la quantité de soufre calculée vue par le piège, de l'efficacité de conversion des NOx mesurée par des capteurs NOx placés en amont et en aval du piège, des niveaux thermiques vus par le piège et mesurés soit dans le piège, soit en aval du piège, etc..Several solutions are possible to take into account this aging, depending in particular on the mileage, the amount of sulfur calculated by the trap, the NOx conversion efficiency measured by NOx sensors placed upstream and downstream of the trap, thermal levels seen by the trap and measured either in the trap or downstream of the trap, etc.

Un tel contrôle du fonctionnement du moteur permet alors de maintenir le piège dans une fenêtre d'efficacité thermique maximale tout en limitant au maximum les émissions nuisibles et en adaptant les stratégies en fonction du vieillissement du piège.Such a control of the operation of the engine then makes it possible to maintain the trap in a window of maximum thermal efficiency while limiting as much as possible the harmful emissions and by adapting the strategies according to the aging of the trap.

Bien entendu, d'autres modes de réalisation peuvent être envisagés.Of course, other embodiments can be envisaged.

Ainsi par exemple, les moyens formant catalyseur d'oxydation et le piège à NOx peuvent être intégrés dans un seul et même élément notamment sur un même substrat.For example, the oxidation catalyst means and the NOx trap can be integrated into a single element, in particular on the same substrate.

Par ailleurs, un filtre à particules intégrant la fonction d'oxydation peut être envisagé.Furthermore, a particulate filter incorporating the oxidation function can be envisaged.

De même, un piège à NOx intégrant une telle fonction d'oxydation peut également être envisagé, que celui-ci soit additivé ou non.Similarly, a NOx trap incorporating such an oxidation function can also be envisaged, whether or not it is additive.

Cette fonction d'oxydation et/ou de piège à NOx peut être remplie par exemple par un additif mélangé au carburant.This oxidation function and / or NOx trap can be filled for example by an additive mixed with the fuel.

Claims (6)

  1. A system for desulphating an NOx trap (1) associated with means which form an oxidation catalyst (2) and which are integrated into an exhaust duct (3) of a Diesel engine (4) of an automotive vehicle, in which the engine is associated with common rail means for supplying fuel to the engine cylinders, and which are adapted by modifying the engine operation control parameters to cause the engine to swing between lean mixture operation (9) and rich mixture operation (10), characterised in that the supply means (7,8) are adapted to define three strategies (11,12,13) for controlling the lean mixture operation of the engine, the first strategy (11), known as normal strategy, corresponding to normal engine operation, the second strategy (12), known as level 1 strategy, and the third strategy (13), known as level 2 strategy, so as to obtain different thermal levels in the exhaust duct, the thermal level obtained by application of the third level 2 strategy being higher than that obtained by application of the second level 1 strategy which itself is higher than that obtained by application of the first normal strategy, and in that the supply means (7) are connected to:
    - means (8) for detecting a desulphating request for controlling the supply means (7) so as to trigger an engine operation in accordance with the second level 1 strategy (at 21) ;
    - means (8,17,18) for monitoring the starting condition of the catalyst-forming means (2) so as to trigger the third level 2 strategy (23);
    - means (8,16) for acquiring the thermal level in the exhaust duct (3) so as to trigger the rich mixture operation (at 25) of the engine when this thermal level exceeds a predetermined target temperature during a first period of predetermined time or to cut off (at 24a) the desulphating if this temperature has not been reached before the expiry of the second period of predetermined maximum time;
    - means (8) for monitoring the rich mixture operation of the engine so as to:
    * control (at 29) a lean mixture operation of the engine in accordance with the third level 2 strategy at the end of a third predetermined period of time;
    * to control (at 29) a lean mixture operation of the engine in accordance with the third level 2 strategy if the thermal level in the exhaust duct falls below a predetermined low temperature threshold during a fourth period of time;
    * to control (at 31) a lean mixture operation of the engine in accordance with the second level 1 strategy if the thermal level in the exhaust duct exceeds a predetermined high temperature threshold during a fifth period of time;
    * to maintain this engine operation in accordance with this second level 1 strategy during a predetermined sixth override period of time (at 32) or until the moment at which the thermal level in the exhaust duct has fallen back below the high temperature threshold less a hysteresis deviation during a seventh period of time (at 33);
    * to control (at 34) a lean mixture operation of the engine in accordance with the first normal strategy, in the event that the thermal level in the exhaust duct has not fallen back below the high temperature threshold less the hysteresis deviation at the end of an eighth maximum cooling period of time, until this thermal level in the exhaust duct has fallen back below this high temperature threshold less the hysteresis deviation during the seventh period of time;
    * to maintain (at 36) the engine operation in lean mode in accordance with one of the level 2, level 1 or normal strategies, as defined above, during a ninth period of time, and
    * at the expiration of this ninth period of time, if the thermal level in the exhaust duct is between the predetermined target temperature and the high threshold temperature, to reconnect this control operation of the engine starting from a rich-mixture operation (at 25) until the detection (at 37) of a request to stop desulphating by corresponding detection means (8).
  2. A system according to claim 1, characterised in that the threshold temperatures can be calibrated.
  3. A system according to claim 1 or 2, characterised in that the periods of time can be calibrated.
  4. A system according to any one of the preceding claims, characterised in that it comprises means (15) for sending the request for desulphating and the stopping thereof.
  5. A system according to any one of the preceding claims, characterised in that the means of monitoring the starting condition of the catalyst-forming means and acquiring the thermal level in the exhaust duct comprise temperature sensors (16,17,18).
  6. A system according to any one of the preceding claims, characterised in that the supply means are adapted to take into account the ageing of the trap.
EP04805448A 2003-11-25 2004-11-12 System for desulfating a nox-trap for a motor vehicle engine Not-in-force EP1687520B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0313827A FR2862703B1 (en) 2003-11-25 2003-11-25 A NOX TRAP DESULFATATION SYSTEM FOR MOTOR VEHICLE ENGINE
PCT/FR2004/002908 WO2005064142A1 (en) 2003-11-25 2004-11-12 System for desulfating a nox-trap for a motor vehicle engine

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EP1687520A1 EP1687520A1 (en) 2006-08-09
EP1687520B1 true EP1687520B1 (en) 2008-01-23

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EP (1) EP1687520B1 (en)
JP (1) JP2007512466A (en)
AT (1) ATE384865T1 (en)
DE (1) DE602004011556T2 (en)
FR (1) FR2862703B1 (en)
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FR2862703B1 (en) 2006-02-24
FR2862703A1 (en) 2005-05-27
US20070125068A1 (en) 2007-06-07
JP2007512466A (en) 2007-05-17
WO2005064142A1 (en) 2005-07-14
DE602004011556D1 (en) 2008-03-13
ATE384865T1 (en) 2008-02-15
DE602004011556T2 (en) 2009-01-29
EP1687520A1 (en) 2006-08-09
US7581388B2 (en) 2009-09-01

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