EP1734240B1 - Verfahren zum Betrieb eines Abgasreinigungssystem - Google Patents

Verfahren zum Betrieb eines Abgasreinigungssystem Download PDF

Info

Publication number
EP1734240B1
EP1734240B1 EP05105379A EP05105379A EP1734240B1 EP 1734240 B1 EP1734240 B1 EP 1734240B1 EP 05105379 A EP05105379 A EP 05105379A EP 05105379 A EP05105379 A EP 05105379A EP 1734240 B1 EP1734240 B1 EP 1734240B1
Authority
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.)
Not-in-force
Application number
EP05105379A
Other languages
English (en)
French (fr)
Other versions
EP1734240A1 (de
Inventor
Claes Östberg
Roger Tengblad
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to AT05105379T priority Critical patent/ATE394589T1/de
Priority to DE602005006545T priority patent/DE602005006545D1/de
Priority to EP05105379A priority patent/EP1734240B1/de
Publication of EP1734240A1 publication Critical patent/EP1734240A1/de
Application granted granted Critical
Publication of EP1734240B1 publication Critical patent/EP1734240B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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.

Landscapes

  • 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)

Claims (10)

  1. Verfahren zum Betreiben eines Abgasreinigungssystems (1), wobei das System aufweist:
    - einen steuerbaren Verbrennungsmotor (3), der geeignet ist, vorwiegend unter mageren Bedingungen zu arbeiten, und
    - eine NOx-Adsorptionseinheit (5), die NOx im Verlauf von mageren Bedingungen speichern und NOx in N2 im Verlauf von fetten oder stöchiometrischen Bedingungen umwandeln kann,
    wobei das System die Fähigkeit zum Oxidieren von HC und CO und Reduzieren von NOx unter stöchiometrischen Bedingungen hat,
    wobei der steuerbare Verbrennungsmotor (3) in einem ersten Modus betrieben wird, in dem er vorwiegend unter mageren Bedingungen arbeitet, wobei im Verlauf des ersten Modus die NOx-Adsorptionseinheit (5) Regenerationsereignissen unterzogen wird,
    dadurch gekennzeichnet,
    daß das Verfahren die Schritte aufweist:
    - Bestimmen einer Darstellung eines Massenstroms von NOx im Abgas und einer aktuellen Speicherkapazität der NOx-Adsorptionseinheit (5), und
    - Umschalten des Motorbetriebsmodus vom ersten Modus auf einen zweiten Modus, in dem der Verbrennungsmotor (3) unter stöchiometrischen Bedingungen betrieben wird, wobei die Modusumschaltung in Abhängigkeit von der Darstellung des NOx-Massenstroms im Abgas und der aktuellen Speicherkapazität der NOx-Adsorptionseinheit (5) durchgeführt wird.
  2. Verfahren nach Anspruch 1,
    dadurch gekennzeichnet,
    daß es ferner die Schritte aufweist:
    - Bestimmen eines Werts einer Funktion F, wobei F eine Funktion mindestens des Massenstroms von NOx im Abgas und der aktuellen Speicherkapazität der NOx-Adsorptionseinheit ist, und
    - Vergleichen des Werts mit einem vorbestimmten Schwellwert.
  3. Verfahren nach Anspruch 2,
    dadurch gekennzeichnet,
    daß es ferner den Schritt aufweist:
    - Umschalten des Motorbetriebsmodus zwischen mageren Bedingungen und stöchiometrischen Bedingungen in Abhängigkeit von der Beziehung zwischen dem Wert der Funktion F und dem Schwellwert.
  4. Verfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet,
    daß es ferner den Schritt aufweist:
    - Überwachen der Abgaskonzentration von NOx mit Hilfe eines NOx-Sensors.
  5. Verfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet,
    daß der Massenstrom von NOx im Abgas mit Hilfe eines oder mehrerer der folgenden Parameter berechnet wird: Motorlast, Kraftstoff/Luft-Bedingung des Motors, Motordrehzahl, Abgasrückführ- (AGR-) Zustand, Motortemperatur und Abgaskonzentration von NOx.
  6. Verfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet,
    daß die aktuelle Speicherkapazität der NOx-Absorptionseinheit mit Hilfe eines oder mehrerer der folgenden Parameter berechnet wird: Abgastemperatur vor der NOx-Absorptionseinheit, Temperatur der NOx-Absorptionseinheit, Abgastemperatur nach der NOx-Absorptionseinheit, Abgaskonzentration von NOx, Grad der Schwefelverunreinigung der NOx-Absorptionseinheit, abgelaufene Zeit seit der letzten Regeneration der NOx-Absorptionseinheit und Regenerationshäufigkeit.
  7. Verfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet,
    daß die NOx-Absorptionseinheit unter stöchiometrischen Bedingungen HC und CO oxidieren und NOx reduzieren kann.
  8. Verfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet,
    daß es den Schritt aufweist:
    - Steuern des Motors, so daß die stöchiometrischen Bedingungen nach einem Partikelfilter erreicht werden, das nach der NOx-Absorptionseinheit positioniert oder in die NOx-Absorptionseinheit zu einer einzigen Einheit integriert ist.
  9. Verfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet,
    daß der Motor ein Dieselmotor ist.
  10. Abgasreinigungssystem mit
    - einem steuerbaren Verbrennungsmotor, der geeignet ist, vorwiegend unter mageren Bedingungen zu arbeiten, und
    - einer NOx-Adsorptionseinheit, die NOx im Verlauf von mageren Bedingungen speichern und NOx in N2 im Verlauf von fetten oder stöchiometrischen Bedingungen umwandeln kann,
    wobei das System die Fähigkeit zum Oxidieren von HC und CO und Reduzieren von NOx unter stöchiometrischen Bedingungen hat,
    dadurch gekennzeichnet,
    daß das System so konfiguriert ist, daß es durch ein Verfahren nach einem der Ansprüche 1 bis 9 betrieben wird.
EP05105379A 2005-06-17 2005-06-17 Verfahren zum Betrieb eines Abgasreinigungssystem Not-in-force EP1734240B1 (de)

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 (de) 2005-06-17 2005-06-17 Verfahren zum Betrieb eines Abgasreinigungssystem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05105379A EP1734240B1 (de) 2005-06-17 2005-06-17 Verfahren zum Betrieb eines Abgasreinigungssystem

Publications (2)

Publication Number Publication Date
EP1734240A1 EP1734240A1 (de) 2006-12-20
EP1734240B1 true EP1734240B1 (de) 2008-05-07

Family

ID=35376975

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05105379A Not-in-force EP1734240B1 (de) 2005-06-17 2005-06-17 Verfahren zum Betrieb eines Abgasreinigungssystem

Country Status (3)

Country Link
EP (1) EP1734240B1 (de)
AT (1) ATE394589T1 (de)
DE (1) DE602005006545D1 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2927119B1 (fr) * 2008-02-04 2010-03-05 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.
JP6156278B2 (ja) * 2014-07-28 2017-07-05 トヨタ自動車株式会社 内燃機関の制御装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6829885B2 (en) * 2001-11-19 2004-12-14 Ford Global Technologies, Llc Nox trap efficiency
US20040031261A1 (en) * 2002-08-13 2004-02-19 Jing Sun System and method for lean NOx trap control and diagnosis
DE10241499B4 (de) * 2002-09-07 2004-09-09 Audi Ag Verfahren zur Ermittlung des Alterungsgrades eines Stickoxid-Speicherkatalysators einer Brennkraftmaschine insbesondere eines Kraftfahrzeuges
DE10318116B4 (de) * 2003-04-22 2012-02-23 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, insbesondere eines Kraftfahrzeugs, Computerprogramm, Steuergerät und Brennkraftmaschine

Also Published As

Publication number Publication date
EP1734240A1 (de) 2006-12-20
DE602005006545D1 (de) 2008-06-19
ATE394589T1 (de) 2008-05-15

Similar Documents

Publication Publication Date Title
US7104051B2 (en) Exhaust gas purification device
KR100658818B1 (ko) 내연기관의 배기 정화 장치 및 배기 정화 방법
JP5738249B2 (ja) 内燃機関の排気浄化システム
US6370868B1 (en) Method and system for purge cycle management of a lean NOx trap
EP1350934A1 (de) Verfahren und Vorrichtung zur Reinigung von Abgas für eine Brennkraftmaschine
JP4270155B2 (ja) 排気浄化触媒の熱劣化状態検出装置
US7073324B2 (en) Device and method for determining the need for regeneration in a NOx storage catalyst
US6823843B1 (en) System and method to minimize the amount of NOx released from a NOx trap
US7827783B2 (en) Exhaust gas purifying apparatus for internal combustion engine
EP1515017B1 (de) Katalysatorsteuergerät einer Brennkraftmaschine
US7946108B2 (en) Method for regenerating a nitrogen oxide storage catalytic converter
US8028518B2 (en) Sulfur purge control device for an internal combustion engine
EP1734240B1 (de) Verfahren zum Betrieb eines Abgasreinigungssystem
EP1510679B1 (de) Verfahren und Vorrichtung zur Schwefelentfernung eines Abgaskatalysators
EP2224117B1 (de) Verfahren zur Wiederherstellung eines Abgases nach der Behandlungsvorrichtung
JP3888115B2 (ja) 内燃機関の制御装置
EP1887202B1 (de) Schwefelreinigungssteuerungsvorrichtung für einen Verbrennungsmotor
JP6244626B2 (ja) ディーゼルエンジンの排気後処理装置
KR102394630B1 (ko) 엔진온도 연계방식 촉매퍼지제어 방법 및 차량
JP2004504527A (ja) ＮＯｘ蓄積触媒に対して触媒温度基準範囲を適応させるための方法
US11808226B2 (en) Method, processing unit, and computer program for operating an exhaust gas system
EP1469180B1 (de) Verfahren zur Regelung eines NOx-Speicherkatalysators
US20220186643A1 (en) Exhaust purification system of internal combustion engine
JP3528812B2 (ja) 内燃機関の制御装置
JP6051850B2 (ja) ディーゼルエンジンの排気後処理装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR LV MK YU

17P Request for examination filed

Effective date: 20070516

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

REF Corresponds to:

Ref document number: 602005006545

Country of ref document: DE

Date of ref document: 20080619

Kind code of ref document: P

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080818

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080907

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080630

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

Ref country code: BE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20081007

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20090210

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080617

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080807

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090630

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080617

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20081108

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080507

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080808

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20110729

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080707

REG Reference to a national code

Ref country code: GB

Ref legal event code: 732E

Free format text: REGISTERED BETWEEN 20111020 AND 20111025

REG Reference to a national code

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005006545

Country of ref document: DE

Representative=s name: VOSSIUS & PARTNER, DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 602005006545

Country of ref document: DE

Owner name: VOLVO CAR CORPORATION, SE

Free format text: FORMER OWNER: FORD GLOBAL TECHNOLOGIES, LLC, DEARBORN, MICH., US

Effective date: 20120207

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005006545

Country of ref document: DE

Representative=s name: VOSSIUS & PARTNER PATENTANWAELTE RECHTSANWAELT, DE

Effective date: 20120207

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20140619

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20140627

Year of fee payment: 10

REG Reference to a national code

Ref country code: SE

Ref legal event code: EUG

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20150617

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150618

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150617

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20220518

Year of fee payment: 18

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602005006545

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20240103