EP1734240A1 - Procédé de fonctionnement d'un système de purification de gaz d'échappement - Google Patents

Procédé de fonctionnement d'un système de purification de gaz d'échappement Download PDF

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Publication number
EP1734240A1
EP1734240A1 EP05105379A EP05105379A EP1734240A1 EP 1734240 A1 EP1734240 A1 EP 1734240A1 EP 05105379 A EP05105379 A EP 05105379A EP 05105379 A EP05105379 A EP 05105379A EP 1734240 A1 EP1734240 A1 EP 1734240A1
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EP
European Patent Office
Prior art keywords
exhaust gas
adsorbing unit
engine
conditions
storage capacity
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.)
Granted
Application number
EP05105379A
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German (de)
English (en)
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EP1734240B1 (fr
Inventor
Claes Östberg
Roger Tengblad
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
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Priority to AT05105379T priority Critical patent/ATE394589T1/de
Priority to DE602005006545T priority patent/DE602005006545D1/de
Priority to EP05105379A priority patent/EP1734240B1/fr
Publication of EP1734240A1 publication Critical patent/EP1734240A1/fr
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Publication of EP1734240B1 publication Critical patent/EP1734240B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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

Definitions

  • the invention relates to a method for operating an exhaust gas purification system comprising an internal combustion engine, in particular, a diesel engine.
  • Purification of exhaust gas emanating from internal combustion engines is generally a matter of converting hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NO x ) and/or particulate matter (PM) into less hazardous compounds.
  • HC hydrocarbons
  • CO carbon monoxide
  • NO x nitrogen oxides
  • PM particulate matter
  • NO x -traps In order to convert NO x in engines operating at a high air-to-fuel ratio (A) so-called NO x -traps, or NO x -adsorbents, have been developed.
  • a NO x -trap is a device comprising a catalytic material such as precious metals and a NO x -storing compound such as barium which device is capable of storing NO x during oxygen-rich, i.e. lean, conditions and reducing NO x into N 2 during rich or stoichiometric conditions.
  • a NO x -trap has a certain NO x storage capacity which can be expressed in e.g. gram NO x storable.
  • NO x storage capacity which can be expressed in e.g. gram NO x storable.
  • the storage capacity is mainly dependent on the temperature and decreases considerably above around 450°C.
  • NO x -traps Under normal conditions NO x -traps generally work well and are efficiently regenerated. However, NO x -traps, or exhaust gas purification systems including NO x -traps, have not yet been optimized for more special conditions, such as high-load situations with a high NO x mass flow and high exhaust temperatures.
  • An object of this invention is to provide a method for operating an exhaust gas purification system that reduces the emissions of hazardous compounds in situations where the temperature of the system is high, e.g. in situations where the engine load is high. This object is achieved by the technical features contained in claim 1.
  • the dependent claims contain advantageous embodiments, further developments and variants of the invention.
  • the invention concerns a method for operating an exhaust gas purification system, said system comprising a controllable internal combustion engine adapted to predominantly operate under lean conditions, and a NO x -adsorbing unit capable of storing NO x during lean conditions and converting NO x into N 2 during rich or stoichiometric conditions, said system having a capability of oxidizing HC and CO and reducing NO x under stoichiometric conditions.
  • the invention is characterized in that the method comprises the steps of: determining a representation of a mass flow of NO x in the exhaust gas and a current storage capacity of the NO x -adsorbing unit, and switching engine operation mode between lean conditions and stoichiometric conditions depending on the representation of the NO x mass flow in the exhaust gas and the current storage capacity.
  • the first step one determines a representation of two main parameters or of a relation between two main parameters
  • the second step one uses the determined value or values as a basis for a decision on whether to switch engine operation mode.
  • a representation of the main parameter values, or their relation form an indicator on whether the NO x -emissions are, or will get, inadmissibly high in the tailpipe at the present conditions, i.e. with a certain mass flow of NO x in the exhaust gas, and a certain current storage capacity of the NO x -adsorbing unit. If, for example, a ratio between the two values reach a certain limit the engine operation mode can be switched to stoichiometric conditions so that the catalytic converter can work as a three-way catalyst and thereby continuously and simultaneously reduce the amounts of NO x , HC and CO in the exhaust gas.
  • a representation of the main parameter values, or their relation form an indicator on whether the predicted NO x -emissions are sufficiently low for switching to the normal lean operation mode.
  • An advantageous effect of the method according to the invention is that one can avoid a very frequent regeneration of the NO x -adsorbing unit that conventionally is required when the NO x mass flow is high and the temperature of the NO x -adsorbing unit is close to a maximum storage temperature, i.e. when the current storage capacity is relatively small. Frequent regeneration events lead to increased fuel penalty and increased emissions of HC and CO which thus is avoided by the method according to the invention.
  • An example of a situation where the inventive method is very useful is when the engine is operated at high load which typically leads to both an increased total exhaust gas mass flow and an increased concentration of NO x in the exhaust gas flow. It also leads to an increased exhaust gas temperature which heats up the NO x -adsorbing unit and in turn reduces its NO x storage capacity.
  • a diesel engine is conventionally operated in a lean combustion mode regardless of the load conditions; typically prior art diesel engines operate with an air-to-fuel ratio in the range 1.2 - 1.4 in high load situations.
  • a diesel engine operated according to the inventive method is thus in clear contrast to such a prior art diesel engine.
  • a further advantageous effect of the inventive method is that one can avoid instantaneous NO x break-through emissions, i.e. one can avoid that most or all of the NO x flows straight through the NO x -adsorbing unit, when the storage capacity of the NO x -adsorbing unit is very small or zero.
  • the two main parameters i.e. the mass flow of NO x in the exhaust gas and the current storage capacity of the NO x -adsorbing unit
  • it is sufficient to determine a representation of a "true" value.
  • the current storage capacity of the NO x -adsorbing unit may be determined by measuring the temperature of the unit and, using a predefined function that describes the dependency of the storage capacity on the temperature, calculating a value in terms of storage capacity in percentage of a nominal, low-temperature storage capacity. Such a calculated value is a "determination of a representation of the current storage capacity of the NO x -adsorbing unit" with the interpretation that should be used here.
  • the method comprises the steps of determining a value of a function F, wherein F is a function of at least the mass flow of NO x in the exhaust gas and the current storage capacity of the NO x -adsorbing unit, and comparing the value with a predetermined threshold value.
  • the method also comprises the step of switching engine operation mode between lean conditions and stoichiometric conditions depending on the relationship between the value of the function F and the threshold value.
  • the function F may be calculated in different ways; the point is to use a function that depends on the two main parameters given above, which main parameters in turn may be determined from a number of measured or calculated sub-parameters, and let a calculated value of this function form a part of the input data used for controlling the engine.
  • FIG. 1 shows, in a schematic view, an example of an exhaust gas purification system 1 to which the inventive method can be applied.
  • the system comprises a controllable internal combustion engine 3 adapted to predominantly operate under lean conditions, such as a diesel engine; a combined NO x -adsorbing unit/catalytic converter 5 capable of storing NO x during lean conditions and converting NO x into N2 during rich or stoichiometric conditions, and with a capability of oxidizing HC and CO and reducing NO x under stoichiometric conditions; a particulate filter 7 and a control unit 8.
  • a controllable internal combustion engine 3 adapted to predominantly operate under lean conditions, such as a diesel engine
  • a combined NO x -adsorbing unit/catalytic converter 5 capable of storing NO x during lean conditions and converting NO x into N2 during rich or stoichiometric conditions, and with a capability of oxidizing HC and CO and reducing NO x under
  • An exhaust gas conduit 4 leads exhaust gas from the engine 3 downstream via the combined NO x -adsorbing unit/catalytic converter 5 and the particulate filter 7 to the tailpipe 4'.
  • the control unit 8 receives input data from the system, such as engine load, engine speed, status of exhaust gas recirculation (EGR) circuit, air intake, fuel consumption, and temperatures of the NO x -adsorbing unit 5, the particulate filter 7 and at various positions along the exhaust conduit 4.
  • the system may further comprise NO x and/or lambda sensors located at various positions in the system. Signals from such sensors are preferably also transmitted to the control unit 8.
  • the control unit 8 is further adapted to process selected input data, such as the air-to-fuel ratio (lambda) at a certain position in the system, and control the operation of the engine 3.
  • selected input data such as the air-to-fuel ratio (lambda) at a certain position in the system.
  • This type of engine controlling is in principle well known to a person skilled in the art. It may be noted that all input data mentioned above is not required for applying the inventive method as will be further described below.
  • the air-to-fuel ratio (lambda) is close to 1.0, i.e. the ratio may be a few hundredths below or above 1.
  • the exhaust aftertreatment system 1 has a three-way catalyst capability, i.e. that the system is capable of oxidizing HC and CO and reducing NO x under stoichiometric conditions.
  • This capability can be arranged in a separate catalytic converter but, preferably, the NO x -adsorbing unit 5 is capable of operating as a catalytic converter as exemplified in figure 1. Most conventional NO x -traps have this capability.
  • a first example is when the temperature of the NO x -trap 5 is relatively close to a maximum storage temperature of the NO x -trap. Typically, this example would refer to a temperature of approximately 400-450°C for conventional NO x -traps.
  • the NO x storage capacity is reduced, i.e. the current storage capacity is low, which leads to frequent NO x regeneration events, in particular if the NO x mass flow is high.
  • Each regeneration leads to a slip of a certain amount of NO x , HC and CO which amount increases with increasing load. Frequent regeneration leads to increased fuel penalty and increased NO x , HC and CO break-through.
  • the tailpipe emissions integrated over a certain time period, get so high that it is favourable to switch engine operation mode from the normal lean lambda (i.e. air-to-fuel ratio) strategy, which for a conventional diesel engine means that lambda is approximately 1.3, to a lambda-1 strategy, i.e. stoichiometric conditions.
  • the regeneration frequency is a function of the mass flow of NO x in the exhaust gas and the current storage capacity of the NO x -adsorbing unit this point on the regeneration frequency scale can be determined from these two main parameters.
  • the inventive method to the conditions of this example the NO x emissions can be decreased because of the three-way catalyst capability and HC/CO emissions can be decreased because of fewer NO x regeneration events.
  • a second example is when the temperature of the NO x -trap 5 rises above the maximum storage temperature of the NO x -trap, i.e. approximately > 450-500°C for conventional NO x -traps. In this situation most of the NO x emissions will pass through the NO x -trap.
  • a three-way catalyst function can be obtained. This has the effect that NO x -emissions will decrease due to catalytic conversion.
  • a third example is when the system is equipped with a diesel particulate filter (DPF) 7 and the exhaust gas has such a high temperature that the DPF reaches its soot ignition temperature, which for conventional catalytic DPFs is approximately 580°C. Also in this situation the NO x emissions will pass through the NO x trap. Again, by switching over from the normal engine operation mode, e.g. a conventional lean diesel lambda strategy of around 1.3, to a lambda-1 strategy a three-way catalyst function can be obtained. This has again the effect that NO x emissions will decrease due to catalytic conversion. In addition, the decreased content of oxygen will result in a well controlled regeneration of the DPF lowering the risk of damaging the DPF due to overheating.
  • DPF diesel particulate filter
  • a further advantage of this third example is that the high temperature of the exhaust gas is utilized for regeneration of the DPF which means that the number of conventional regenerations of the DPF, i.e. regenerations where the exhaust gas temperature is actively increased by feeding additional fuel to the engine, is reduced. Thereby the fuel consumption is reduced.
  • the desired value of lambda used for controlling the engine may correspond to different positions in the exhaust gas purification system.
  • the lambda value referred to is preferably a value measured or calculated downstream the DPF.
  • FIG. 2 shows a flow chart that schematically describes a first preferred embodiment of the invention.
  • a starting position 10 the engine is operated in a normal lean mode with ⁇ > 1.
  • a function F is calculated.
  • F is a function of x and y, i.e. F depends on, at least, x and y, wherein x denotes the mass flow of NO x in the exhaust gas and y denotes the current storage capacity of the NO x -adsorbing unit.
  • the calculated value of F is compared with a first threshold value v 1 .
  • the function F can be formulated and calculated in a number of ways.
  • x i.e. the mass flow of NO x in the exhaust gas
  • EGR exhaust gas recirculation
  • a NO x -sensor if a NO x -sensor is used the exhaust gas concentration of NO x can be included in the calculations.
  • a NO x -sensor positioned upstream the NO x -adsorbing unit together with an air intake sensor makes it possible to calculate the mass flow of NO x , but an estimation from a mathematical model based on e.g. air and fuel can also be used.
  • the other main parameter y i.e. the current storage capacity of the NO x -adsorbing unit
  • the other main parameter y can be calculated using various system data such as exhaust gas temperature, temperature of NO x -adsorbing unit, degree of sulphur contamination of the NO x -adsorbing unit, time elapsed since last regeneration of the NO x -adsorbing unit, and regeneration frequency, which data may be combined with engine data in the calculations.
  • the exhaust gas concentration of NO x obtained from a NO x -sensor may be used.
  • a calculated value may be related to a nominal, low-temperature storage capacity.
  • one may include the actual or remaining storage capacity of the NO x -adsorbing unit in the calculations, i.e. one takes the amount of NO x already stored into account.
  • One example on how to express the function F is to form a ratio between a first function corresponding to the mass flow of NO x in the exhaust gas and a second function corresponding to the current storage capacity of the NO x -adsorbing unit. In such a case the first and second functions could be calculated separately from each other.
  • Another example on how to express F is to include a sub-parameter that itself depends on both the mass flow of NO x in the exhaust gas and the current storage capacity of the NO x -adsorbing unit. An example of such a sub-parameter is the regeneration frequency.
  • the regeneration frequency as the controlling parameter it is not necessary to calculate x and y separately; instead one may provide the system with a NO x -sensor located downstream the NO x -adsorbing unit and use the signal from this sensor to control the regeneration frequency and, thus, a value of the function F.
  • the threshold values that should be used depends of course on how the function F is expressed, but also on the NO x emissions, the fuel consumption trade-off and the emission legislation. Preferably, slightly different threshold values are used in steps 12 and 15 to create a hysteresis type function and avoid oscillations in the control system.
  • the inventive method is capable of decreasing the fuel consumption depending on driving conditions etc.
  • the general advantages of the invention may be summarized as: 1) less need for NO x -trap and DPF regeneration actions, 2) smaller amounts of NO x , CO and HC in tailpipe emissions and 3) possible decrease in fuel consumption.
  • a return to lean engine operation may be initiated when the predicted NO x -emissions in a lean mode falls below a certain level.
  • the method according to the invention may be applied to any internal combustion engine adapted to predominantly operate under lean conditions, such as diesel engines, running on diesel, natural gas, DME or other fuel, or Otto lean-burn engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP05105379A 2005-06-17 2005-06-17 Procédé de fonctionnement d'un système de purification de gaz d'échappement Not-in-force EP1734240B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AT05105379T ATE394589T1 (de) 2005-06-17 2005-06-17 Verfahren zum betrieb eines abgasreinigungssystem
DE602005006545T DE602005006545D1 (de) 2005-06-17 2005-06-17 Verfahren zum Betrieb eines Abgasreinigungssystem
EP05105379A EP1734240B1 (fr) 2005-06-17 2005-06-17 Procédé de fonctionnement d'un système de purification de gaz d'échappement

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05105379A EP1734240B1 (fr) 2005-06-17 2005-06-17 Procédé de fonctionnement d'un système de purification de gaz d'échappement

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EP1734240A1 true EP1734240A1 (fr) 2006-12-20
EP1734240B1 EP1734240B1 (fr) 2008-05-07

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EP (1) EP1734240B1 (fr)
AT (1) ATE394589T1 (fr)
DE (1) DE602005006545D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2927119A1 (fr) * 2008-02-04 2009-08-07 Renault Sas Procede de gestion d'un dispositif de post-traitement des gaz d'echappement d'un moteur, incluant un mode basse frequence et un mode haute frequence d'alternance des phases de stockage et de purge.
WO2016017154A1 (fr) * 2014-07-28 2016-02-04 Toyota Jidosha Kabushiki Kaisha Système de commande de moteur à combustion interne

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030093988A1 (en) * 2001-11-19 2003-05-22 Gopichandra Surnilla Nox trap efficiency
US20040031261A1 (en) * 2002-08-13 2004-02-19 Jing Sun System and method for lean NOx trap control and diagnosis
DE10241499A1 (de) * 2002-09-07 2004-03-18 Audi Ag Verfahren zur Ermittlung des Alterungsgrades eines Stickoxid-Speicherkatalysators einer Brennkraftmaschine insbesondere eines Kraftfahrzeuges
DE10318116A1 (de) * 2003-04-22 2004-11-11 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030093988A1 (en) * 2001-11-19 2003-05-22 Gopichandra Surnilla Nox trap efficiency
US20040031261A1 (en) * 2002-08-13 2004-02-19 Jing Sun System and method for lean NOx trap control and diagnosis
DE10241499A1 (de) * 2002-09-07 2004-03-18 Audi Ag Verfahren zur Ermittlung des Alterungsgrades eines Stickoxid-Speicherkatalysators einer Brennkraftmaschine insbesondere eines Kraftfahrzeuges
DE10318116A1 (de) * 2003-04-22 2004-11-11 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2927119A1 (fr) * 2008-02-04 2009-08-07 Renault Sas Procede de gestion d'un dispositif de post-traitement des gaz d'echappement d'un moteur, incluant un mode basse frequence et un mode haute frequence d'alternance des phases de stockage et de purge.
WO2009098419A2 (fr) * 2008-02-04 2009-08-13 Renault S.A.S Procede de gestion d'un dispositif de post traitement des gaz d'echappement d'un moteur, incluant un mode basse frequence et un mode haute frequence d'alternance des phases de stockage et de purge
WO2009098419A3 (fr) * 2008-02-04 2009-10-01 Renault S.A.S Procede de gestion d'un dispositif de post traitement des gaz d'echappement d'un moteur, incluant un mode basse frequence et un mode haute frequence d'alternance des phases de stockage et de purge
WO2016017154A1 (fr) * 2014-07-28 2016-02-04 Toyota Jidosha Kabushiki Kaisha Système de commande de moteur à combustion interne
CN106574565A (zh) * 2014-07-28 2017-04-19 丰田自动车株式会社 内燃机的控制系统
CN106574565B (zh) * 2014-07-28 2019-10-18 丰田自动车株式会社 内燃机的控制系统

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Publication number Publication date
EP1734240B1 (fr) 2008-05-07
ATE394589T1 (de) 2008-05-15
DE602005006545D1 (de) 2008-06-19

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