EP1694952B1 - System zur desulfatisierung einer nox-falle - Google Patents

System zur desulfatisierung einer nox-falle Download PDF

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Publication number
EP1694952B1
EP1694952B1 EP04791477A EP04791477A EP1694952B1 EP 1694952 B1 EP1694952 B1 EP 1694952B1 EP 04791477 A EP04791477 A EP 04791477A EP 04791477 A EP04791477 A EP 04791477A EP 1694952 B1 EP1694952 B1 EP 1694952B1
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EP
European Patent Office
Prior art keywords
level
strategy
engine
time
period
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Not-in-force
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EP04791477A
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English (en)
French (fr)
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EP1694952A1 (de
Inventor
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 power supply means and this supervisor are adapted to define four strategies for controlling the operation of the lean-burn engine, the first 11 called the normal strategy corresponding to the normal operation of the engine, the second, called the level 1 strategy, 12 , the third, so-called level 2 strategy, 13 and the fourth, so-called level 2 supercalibrated strategy, 14.
  • 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 with different temperature sensors, for example 16, 17 and 17. 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 are activated, the fourth level 2 strategy overcalculated 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 means of monitoring the operation of the engine are adapted to control an operation of this engine in lean mixture according to the level strategy 2 at 29, after a third predetermined period of time from the test at 26, operation of the lean-burn engine according to the fourth level 2 strategy overscaled to 30, if the thermal level in the exhaust line drops below a predetermined low temperature threshold for a fourth period of time starting from the test at 28, or operation of the lean-burn engine according to the second level 1 strategy at 31, if the thermal level in the line d exhaust 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 supercalibrated in 30, level 2 in 29, level 1 in 31 or normal in 34, as defined previously, during a ninth period of time. time at 36 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, loops this engine control from a rich mixing operation at 25, until the detection of a desulfation stop request at 37, by the supervisor 8.
  • the high and low threshold temperatures are safety devices which, for the high temperature threshold, make it possible not to age the trap thermally, this aging resulting in a decrease in the efficiency of NOx conversions, 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)
  • Treating Waste Gases (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (6)

  1. System zur Desulfatisierung einer NOx-Falle (1), gekoppelt mit einen Oxidationskatalysator (2) bildenden Mitteln und integriert in eine Abgasleitung eines Kraftfahrzeug-Dieselmotors, in dem der Motor mit auf gemeinsamer Rampe basierenden Mitteln zur Kraftstoffversorgung der Zylinder des Motors verbunden ist, durch Änderung der Regelungsparameter des Motorbetriebs angepasst, um den Motor zwischen Betrieb mit magerem Gemisch (9) und fettem Gemisch (10) umzuschalten, dadurch gekennzeichnet, dass die Versorgungsmittel (7, 8) für die Definition von vier Steuerungsstrategien des Motorbetriebs bei magerem Gemisch (11, 12, 13, 14) angepasst sind, die erste (11), normale Strategie genannte, einem normalen Motorbetrieb entsprechend, die zweite (12), Strategie des Niveau 1 genannte, die dritte (13), Strategie des Niveau 2 genannte, und die vierte (14), Strategie des Niveau 2 überkalibriert genannte, um verschiedene thermische Niveaus in der Abgasleitung zu erhalten, wobei das durch Anwendung der vierten Strategie des Niveau 2 überkalibriert erhaltene thermische Niveau größer sei als das durch Anwendung der dritten Strategie des Niveau 2 erhaltene, das durch Anwendung der dritten Strategie des Niveau 2 erhaltene thermische Niveau sei größer als das durch Anwendung der zweiten Strategie des Niveau 1 erhaltene, welches selbst größer ist als das durch Anwendung der ersten normalen Strategie, und wobei die Versorgungsmittel (7) angeschlossen sind an:
    - Erkennungsmittel (8) einer Desulfatisierungsabfrage, um die Versorgungsmittel (7) zu steuern, um einen Motorbetrieb gemäß der zweiten Strategie des Niveau 1 (in 21) auszulösen;
    - Überwachungsmittel (8, 17, 18) des Zustands der Ansteuerung der den Katalysator (2) bildenden Mittel, um die vierte Strategie des Niveau 2 überkalibriert (in 23) einzuschalten;
    - Mittel (8, 16) zur Erfassung des thermischen Niveaus in der Abgasleitung (3), um den Motorbetrieb bei fettem Gemisch einzuschalten (in 25), wenn dieses thermische Niveau während einer vorherbestimmten ersten Zeitspanne eine vorherbestimmte Zieltemperatur überschreitet oder um die Desulfatisierung abzuschalten (in 24a), wenn diese Temperatur nicht vor dem Ablauf einer zweiten vorherbestimmten maximalen Zeitspanne erreicht worden ist;
    - Überwachungsmittel (8) des Motorbetriebs bei fettem Gemisch, um:
    * einen Motorbetrieb mit armem Gemisch gemäß der dritten Strategie des Niveaus 2 am Ende einer dritten vorherbestimmten Zeitperiode zu steuern (in 29);
    * einen Motorbetrieb mit magerem Gemisch gemäß der vierten Strategie des Niveaus 2 überkalibriert zu steuern (in 30), wenn das thermische Niveau in der Abgasleitung unter eine Schwelle niedriger, während einer vierten Zeitspanne vorherbestimmten Temperatur fällt;
    * einen Motorbetrieb mit fettem Gemisch gemäß der zweiten Strategie des Niveaus 1 zu steuern (in 31), wenn das thermische Niveau in der Auspuffleitung eine Schwelle hoher Temperatur überschreitet, die während einer fünften Zeitspanne vorherbestimmt wurde;
    * diesen Motorbetrieb aufrechtzuerhalten (in 33), gemäß dieser zweiten Strategie des Niveaus 1 während einer sechsten vorbestimmter Zwangszeitspanne (in 32) oder bis zu dem Moment, in dem das thermische Niveau in der Auspuffleitung wieder unterhalb der Schwelle hoher Temperatur absinkt, abzüglich einer Hysterese-Abweichung während einer siebten Zeitspanne;
    * einen Motorbetrieb mit magerem Gemisch zu steuern (in 34), gemäß der ersten normalen Strategie im Fall einer nicht erfolgten Absenkung des thermischen Niveaus in der Auspuffleitung unterhalb der Schwelle der hohen Temperatur abzüglich der Hysterese-Abweichung am Ende einer achten maximalen Zeitperiode der Abkühlung, bis zum Rückgang des thermischen Niveaus in der Auspuffleitung unter diese hohe Temperaturschwelle, abzüglich der Hysterese-Abweichung während der siebten Zeitperiode;
    * den Motorbetrieb im mageren Modus gemäß einer der Strategien des Niveaus 2 überkalibriert, des Niveaus 2, des Niveaus 1 oder normal, aufrechtzuerhalten (in 36), so wie vorher festgelegt, während einer neunten Zeitspanne; und
    * die Steuerung des Motors bei Abschluss dieser neunten Zeitspanne, wenn das thermische Niveau in der Auspuffleitung zwischen der vorherbestimmten Zieltemperatur und der Schwelle der hohen Temperatur liegt, wieder zurückzusetzen auf Betrieb mit fettem Gemisch (25), bis zur Erfassung (in 37) der Abfrage des Abschlusses der Desulfatisierung mittels der entsprechenden Erfassungsmittel (8).
  2. System gemäß dem Anspruch 1, dadurch gekennzeichnet, dass die Schwellentemperaturen kalibrierbar sind.
  3. System gemäß dem Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Zeitspannen kalibrierbar sind.
  4. System gemäß einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass es Übertragungsmittel (15) der Abfrage der Desulfatisierung und des Abschlusses derselben enthält.
  5. System gemäß einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Mittel für die Überwachung des Ansteuerungszustands der den Katalysator bildenden Mittel und die Erfassung des thermischen Niveaus in der Abgasleitung Temperaturfühler (16, 17, 18) umfassen.
  6. System gemäß einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Versorgungsmittel angepasst sind, um der Alterung der Falle Rechnung zu tragen.
EP04791477A 2003-11-25 2004-10-06 System zur desulfatisierung einer nox-falle Not-in-force EP1694952B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0313825A FR2862702B1 (fr) 2003-11-25 2003-11-25 Systeme de desulfatation d'un piege a nox
PCT/FR2004/002523 WO2005064140A1 (fr) 2003-11-25 2004-10-06 Systeme de desulfatation d’un piege a nox

Publications (2)

Publication Number Publication Date
EP1694952A1 EP1694952A1 (de) 2006-08-30
EP1694952B1 true EP1694952B1 (de) 2008-01-09

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EP04791477A Not-in-force EP1694952B1 (de) 2003-11-25 2004-10-06 System zur desulfatisierung einer nox-falle

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US (1) US7343737B2 (de)
EP (1) EP1694952B1 (de)
JP (1) JP4546484B2 (de)
AT (1) ATE383507T1 (de)
DE (1) DE602004011261T2 (de)
FR (1) FR2862702B1 (de)
WO (1) WO2005064140A1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2862703B1 (fr) * 2003-11-25 2006-02-24 Peugeot Citroen Automobiles Sa Systeme de desulfatation d'un piege a nox, pour moteur de vehicule automobile
US20180058286A1 (en) * 2016-08-31 2018-03-01 GM Global Technology Operations LLC METHOD AND APPARATUS TO MINIMIZE DEACTIVATION OF A LOW TEMPERATURE NOx ADSORBER IN AN EXHAUST AFTERTREATMENT SYSTEM

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0447115A (ja) * 1990-06-13 1992-02-17 Nissan Motor Co Ltd 内燃機関の排気処理装置
US5704339A (en) * 1996-04-26 1998-01-06 Ford Global Technologies, Inc. method and apparatus for improving vehicle fuel economy
US5722236A (en) * 1996-12-13 1998-03-03 Ford Global Technologies, Inc. Adaptive exhaust temperature estimation and control
DE59807160D1 (de) * 1997-07-19 2003-03-20 Volkswagen Ag Verfahren und Vorrichtung zur Überwachung der De-Sulfatierung bei NOx-Speicherkatalysatoren
JP3525708B2 (ja) * 1997-11-10 2004-05-10 三菱自動車工業株式会社 希薄燃焼内燃機関
DE69816939T2 (de) * 1997-11-10 2004-06-03 Mitsubishi Jidosha Kogyo K.K. Vorrichtung zur Abgasreinigung für eine Brennkraftmaschine
US6205773B1 (en) * 1998-07-07 2001-03-27 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification device for an internal combustion engine
JP3514218B2 (ja) * 2000-07-24 2004-03-31 トヨタ自動車株式会社 内燃機関の排気浄化装置
DE10054005A1 (de) * 2000-11-01 2002-05-08 Daimler Chrysler Ag Verfahren zum Betrieb einer Abgasreinigungsanlage mit Stickoxidspeicher
US6615577B2 (en) * 2001-06-19 2003-09-09 Ford Global Technologies, Llc Method and system for controlling a regeneration cycle of an emission control device
DE10142669B4 (de) * 2001-08-31 2004-04-15 Bayerische Motoren Werke Ag Motorsteuerung und Verfahren zum Reinigen eines Katalysators in einer Abgasanlage einer Mehrzylinderbrennkraftmaschine
US7152397B2 (en) * 2003-11-07 2006-12-26 Peugeot Citroen Automobiles Sa Additional system for assisting regeneration of pollution control means of a motor vehicle

Also Published As

Publication number Publication date
US7343737B2 (en) 2008-03-18
FR2862702A1 (fr) 2005-05-27
WO2005064140A1 (fr) 2005-07-14
US20070113545A1 (en) 2007-05-24
ATE383507T1 (de) 2008-01-15
EP1694952A1 (de) 2006-08-30
JP4546484B2 (ja) 2010-09-15
FR2862702B1 (fr) 2006-02-24
JP2007512465A (ja) 2007-05-17
DE602004011261T2 (de) 2008-12-24
DE602004011261D1 (de) 2008-02-21

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