EP1770252B1 - Procédé et dispositif de réduction catalytique de NOx de gaz d'échappement dans la ligne d'échappement d'un moteur à combustion interne - Google Patents

Procédé et dispositif de réduction catalytique de NOx de gaz d'échappement dans la ligne d'échappement d'un moteur à combustion interne Download PDF

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Publication number
EP1770252B1
EP1770252B1 EP05109065.2A EP05109065A EP1770252B1 EP 1770252 B1 EP1770252 B1 EP 1770252B1 EP 05109065 A EP05109065 A EP 05109065A EP 1770252 B1 EP1770252 B1 EP 1770252B1
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EP
European Patent Office
Prior art keywords
egr valve
engine
additional pipe
manifold
exhaust manifold
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
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EP05109065.2A
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German (de)
English (en)
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EP1770252A1 (fr
Inventor
Urs Christen
Yasser Mohammed Sayed Yacoub
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication of EP1770252A1 publication Critical patent/EP1770252A1/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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • 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
    • 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
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F01N3/0878—Bypassing absorbents or adsorbents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission

Definitions

  • the present invention relates to a turbocharged direct injection internal combustion engine comprising an intake air manifold in order to feed the engine with fresh air, an exhaust manifold to evacuate the exhaust gases, at least one turbocharger including a turbine and a compressor and at least one NO x storage catalyst used as exhaust emission aftertreatment device for reducing nitrogen oxides (NO x ) emissions and disposed in said exhaust manifold downstream said turbine.
  • a turbocharged direct injection internal combustion engine comprising an intake air manifold in order to feed the engine with fresh air, an exhaust manifold to evacuate the exhaust gases, at least one turbocharger including a turbine and a compressor and at least one NO x storage catalyst used as exhaust emission aftertreatment device for reducing nitrogen oxides (NO x ) emissions and disposed in said exhaust manifold downstream said turbine.
  • FIG. 1 A conventional engine arrangement, i.e., a conventional engine setup using an engine 100 of the above mentioned kind is shown in Figure 1 .
  • this engine is provided with an exhaust gas recirculation (EGR) 106 comprising an EGR valve 108 for determining the recirculated exhaust gas mass flow and a throttle 105 arranged downstream the compressor 102 in the intake manifold 109 for controlling the air mass flow fed to the engine 100.
  • the pipe for recirculation 107 branchs off upstream the turbine 101 and leads into the intake manifold 109 downstream the compressor 102 and downstream said throttle 105.
  • a cooler 104 is disposed downstream the compressor 102 in order to reduce the temperature of the air charge and by doing this to improve the quality of the gas exchange by increasing the air mass.
  • a NO x storage catalyst 103 used as exhaust emission aftertreatment device for reducing nitrogen oxides (NO x ) emissions is disposed in the exhaust manifold 110 downstream said turbine 101.
  • Another example of an exhaust gas purifying device is disclosed in JP-2003 343 245 .
  • the invention relates to a method for controlling such an engine.
  • Internal combustion engines are provided with various types of aftertreatment devices for purifying exhaust gas generated by the combustion and emitted from combustion chambers into the exhaust pipe, i.e., exhaust manifold.
  • aftertreatment devices for purifying exhaust gas generated by the combustion and emitted from combustion chambers into the exhaust pipe, i.e., exhaust manifold.
  • devices to filter and trapped the soot particulates contained in the exhaust gas are also known as diesel particulates filter (abbreviated DPF - D iesel P articulate F ilter).
  • DPF - D iesel P articulate F ilter diesel particulates filter
  • the particulate filter is regenerated and the trapped particulates are burned by increasing the exhaust gas temperature.
  • additives could be added to the exhaust gas for promoting the combustion of the trapped particulates.
  • NO x storage catalyst For reducing nitrogen oxides (NO x ) emissions of an internal combustion engine a NO x storage catalyst could be disposed in the exhaust pipe. Such a catalyst is also known as NO x trap or lean NO x trap (abbreviated LNT - Lean NO x Trap).
  • a diesel lean NO x trap absorbs and stores emissions of nitrogen oxides (NO x ) during the lean operation of the internal combustion engine. When saturated with NO x molecules, a rich operation phase is required to purge the trap. This allows the release of the stored NO x molecules and its reduction into non-polluting components, mainly nitrogen (N 2 ), carbon dioxide (CO 2 ) and water vapor (H 2 O The frequency of this purging action is determined by the engine out NO x emissions and the storage capacity of the LNT which depends on the temperature of the exhaust gas.
  • a close-coupled brick is disposed in the exhaust gas pipe near to the exhaust gas outlet of the combustion engine and an under-floor brick is disposed in the exhaust gas pipe downstream the close-coupled brick, i.e., catalyst.
  • the closed-coupled catalyst is smaller in size than the under-floor catalyst.
  • the close-coupled catalyst Because of its close proximity to the engine exhaust gas outlet and its small size, the close-coupled catalyst will reach the temperature window for high conversion efficiency much faster than the under-floor catalyst.
  • the closed-coupled LNT Under high engine load, the closed-coupled LNT will suffer low conversion of NO x because of reaching higher temperatures than its optimal conversion temperature window and quite high space velocities because of its small size.
  • the under-floor LNT Under high load conditions, the under-floor LNT will be within its optimal conversion window since the exhaust gas cools down in the exhaust gas piping.
  • the under-floor LNT is sized large enough to ensure lower space velocity and consequently proper conversion of NO x emissions under high emission rates (i.e. high exhaust gas masses).
  • the storage capacity of the under-floor LNT is large enough to store high amounts of NO x under operation with high emission rates and therefore this high storage capacity keep the purging fuel consumption penalty caused by the purging of the trap within acceptable limits.
  • the regeneration i.e. the purging of the LNT requires rich operation mode of the engine as mentioned above, the purging frequency influences the fuel consumption and engine emissions directly.
  • an exhaust gas guide mechanism could be disposed in the exhaust pipe upstream the catalysts in such a manner, that by switching the guide mechanism between two operating positions either in a first operating position the first catalyst is disposed upstream the second catalyst or in a second operating position said second catalyst is disposed upstream said first catalyst.
  • the ability to purge the trap should be guaranteed under all operating conditions during steady state as well as on transient operation.
  • the rich engine operation mode (rich mode) is limited by several boundary conditions which have to take into account during engine control.
  • smoke emission could be considered as the most critical drawback with respect to operate the engine in rich mode.
  • Smoke emission leads to a restriction to fuel quantity injected into the combustion chambers and limits rich operation mode.
  • rich mode limitation consists in the increase of the exhaust gas temperature which should not exceed the admissable temperature for turbine material. This limits the allowable rich pulse duration and negatively influencing the NO x conversion especially for typically high engine out NO x emissions.
  • NO x conversion by means of LNT is limited by temperature limitation at high engine loads, high engine speeds, and accumulated HC emissions at mid to high engine loads and high engine speeds.
  • an object of the present invention to provide an engine according to the preamble of claim 1, which overcomes the above described problems, in particular an engine which is enabled to elevate the NO x conversion and limit the HC emissions under the mid to high engine loads and high engine speeds.
  • Another object of the present invention is to provide a method for controlling such an engine.
  • a turbocharged direct injection internal combustion engine comprising an intake air manifold in order to feed the engine with fresh air, an exhaust manifold to evacuate the exhaust gases, at least one turbocharger including a turbine and a compressor and at least one NO x storage catalyst used as exhaust emission aftertreatment device for reducing nitrogen oxides (NO x ) emissions and disposed in said exhaust manifold downstream said turbine, and which is characterized in that a first additional pipe is arranged which enables a connection between said intake air manifold and said exhaust manifold in such a manner, that said first additional pipe leads into the exhaust manifold downstream said at least one NO x storage catalyst and a predetermined amount of intake air can be guided into said exhaust manifold by means of a control valve disposed in said first additional pipe bypassing the engine.
  • the engine according to the invention is modified by providing a first additional pipe which is used to form a direct connection between the intake air manifold and the exhaust manifold in order to guide more or less intake air directly into the exhaust manifold downstream said at least one NO x storage catalyst.
  • the air conducted through the additional pipe bypasses the engine.
  • the pressure ratio across the compressor is much lower than in the case of using conventional throttling.
  • the stability of intake manifold pressure control is improved. This is an advantage in particular during transition from normal engine operation mode, i.e., lean engine operation (lean mode) to rich mode caried out in order to purge the at least one NO x storage catalyst.
  • Another advantage is the simplicity of the inventive engine arrangement and the simplicity of the associated method for controlling the engine, in particular during engine transition.
  • An embodiment of the engine is characterized in that an exhaust gas recirculation (EGR) comprising an EGR valve for determining the recirculated exhaust gas mass flow is arranged in such a manner, that a pipe for recirculation branchs off upstream said at least one turbine.
  • EGR exhaust gas recirculation
  • the pipe for recirculation leads into the intake manifold downstream said at least one compressor.
  • An exhaust gas recirculation is an appropriate instrument to reduce emissions of nitrogen oxides (NO x ).
  • NO x nitrogen oxides
  • the usage of EGR enables further preferred embodiments of the inventive engine as can be seen below.
  • the EGR valve can be used as control valve.
  • a throttling element is arranged downstream said compressor in said intake manifold for controlling the air mass flow, i.e., the intake air pressure.
  • the pipe for recirculation preferably leads into the intake manifold downstream said throttling element.
  • a throttling element for example a throttle, can be used for influencing the intake manifold pressure upstream and downstream the throttling element.
  • a throttle is appropriate to control the pressure difference across the engine, i.e., the pressure difference between the exhaust gas manifold and the intake manifold. Consequently the throttle - beside the EGR valve - is useful for controlling the recirculated exhaust gas mass flow.
  • an exhaust gas recirculation embodiments which are characterized in that said first additional pipe leads to the EGR valve and said EGR valve is designed in such a manner, that by switching said EGR valve between two operating positions either in a first operating position said EGR valve is used to determine the recirculated exhaust gas mass flow or in a second operating position said EGR valve is used to guide a predetermined amount of intake air via said pipe for recirculation, said EGR valve and said first additional pipe into the exhaust manifold.
  • another embodiment is also preferred which is characterized in that said first additional pipe leads to the EGR valve, a second additional pipe is arranged which connects the intake air manifold with the EGR valve and said EGR valve is designed in such a manner, that by switching said EGR valve between two operating positions either in a first operating position said EGR valve is used to determine the recirculated exhaust gas mass flow or in a second operating position said EGR valve is used to guide a predetermined amount of intake air via said second additional pipe, said EGR valve and said first additional pipe into the exhaust manifold. If a throttling element is arranged in the intake manifold said second additional pipe preferably branchs off the intake manifold upstream this throttling element.
  • a second additional pipe instead of the recirculation pipe is used for bypassing the engine.
  • the bypassed air flow is taken upstream the throttle and is injected downstream the LNT.
  • the control strategy has to coordinate the throttle and the EGR valve to achieve the required flow direction, i.e., the throttle will have to be further closed to generate high pressure upstream the throttle and thus to achieve the required pressure difference between the intake manifold and the exhaust manifold.
  • the opening of the EGR valve can be controlled to achieve a desired pressure setpoint upstream the throttle or a required mass air flow to the exhaust manifold.
  • the advantage of this setup is the ability to control the fresh air flow at mid to low engine speeds and loads which are expected to be beneficial to reduce accumulated HC emissions when used in combination with a downstream oxidation device.
  • Another example of the engine is characterized in that said first additional pipe branchs off said intake air manifold comprising a second valve for determining the amount of intake air bypassing the engine.
  • the second valve is used as control valve. If a throttling element is arranged in the intake manifold said first additional pipe preferably branchs off the intake manifold upstream this throttling element.
  • This example allows to operate the engine in rich mode in order to purge the at least one NO x storage catalyst while simultaneously exhaust gas recirculation can be applied. Contrary to that using the before described embodiments either the engine operates in rich mode or exhaust gas recirculation is applied while the engine is operating in normal (lean) engine operation mode.
  • oxidation catalyst is arranged in the exhaust manifold downstream where the first additional pipe flows into said exhaust manifold.
  • the oxidation catalyst is a low pressure difference aftertreatment device.
  • the routing of the fresh air in the exhaust manifold improves the oxidation of the exhaust gas, providing the potential to reduce HC emissions.
  • the brick i.e., the substrate used to form the catalyst determines if the catalyst belongs to the low pressure difference or to the high pressure difference aftertreatment device type.
  • High pressure difference aftertreatment devices i.e., aftertreatment devices which cause a pressure decrease across the catatlyst should be arranged upstream where the first additional pipe flows into the exhaust manifold, while low pressure difference aftertreatment devices could be arranged either upstream or downstream the additional pipe's port.
  • diesel particulate filter is arranged in the exhaust manifold upstream where the first additional pipe flows into said exhaust manifold.
  • diesel particulate filters are of the high pressure difference type because the exhaust gases have to flow through the walls of the used substrate resulting in a pressure decrease across the filter.
  • the NO x storage catalyst could be of the low pressure difference type or the high pressure difference type. Furthermore embodiments could be created in which the at least one NO x storage catalyst and the dieselparticulate filter form one component, i.e., one aftertreatment device.
  • said second additional pipe preferably is connected with the intake manifold upstream this throttling element.
  • the EGR valve and the throttling element are controlled in such a way that at low to mid engine loads the throttle is actuated closed looped to control the manifold pressure and the EGR valve is actuated to closed looped to control the recirculated exhaust gas flowing from exhaust to intake manifold as inferred from the measured fresh mass air.
  • a model-based approach can be used to drive the open loop (feed forward) set-point of the actuators meanwhile a known control approach is used to determine the closed loop correction.
  • the use of observer to estimate the percent exhaust gas re-circulated or to estimate the burnt mass fraction in the intake manifold can be utilized to improve the transient performance, for example, through dynamic adaptation of the steady state set point(s) during transients.
  • the proposed coordinated control method to operate the engine at rich mode is in such that the temperature upstream the turbine is controlled open looped by mapping the position of the control valve as a function of engine operation.
  • the control valve would be adapted closed looped to control the temperature to a predetermined maximum level, once exceeded.
  • the control valve can be adapted closed looped to control the pressure upstream the throttling element downstream the compressor, which is advantageous compared to the limited band width achievable when using slow response temperature sensor upstream the turbine.
  • Figure 2a shows schematically a first embodiment of the engine 10 in a first operating position, i.e., first operating mode.
  • Figure 2b shows schematically the same embodiment in a second operating position, i.e., second operating mode.
  • the combustion engine 10 comprises an intake air manifold 19 in order to feed the engine 10 with fresh air and an exhaust manifold 20 to evacuate the exhaust gases from the engine cylinder's combustion chambers.
  • the engine 10 is turbocharged by means of a turbocharger whose turbine 11 is disposed in the exhaust manifold 20 and whose compressor 12 is disposed in the intake manifold 19.
  • the engine 10 is equipped with an aftertreatment device for reducing nitrogen oxides (NO x ) emissions contained in the exhaust gas, i.e., with a NO x storage catalyst 13.
  • the catalyst 13 is disposed in the exhaust manifold 20 downstream the turbine 11.
  • the engine 10 is provided with an exhaust gas recirculation (EGR) 16 comprising an EGR valve 18 for determining the recirculated exhaust gas mass flow and an EGR-cooler to lower the temperature of the refed exhaust gases.
  • EGR exhaust gas recirculation
  • a throttle 15 is arranged downstream the compressor 12 in the intake manifold 19 for controlling the air mass flow fed to the engine 10.
  • the pipe for recirculation 17 branchs off upstream the turbine 11 and leads into the intake manifold 19 downstream the throttle 15.
  • a cooler 14 is disposed downstream the compressor 12 and upstream the throttle 15 reducing the temperature of the air charge.
  • the engine 10 is provided with a first additional pipe 24 which connects the EGR valve 18 with the exhaust manifold 20 in such a way, that the first additional pipe 24 flows into the exhaust manifold 20 downstream the NO x storage catalyst 13.
  • the EGR valve 18 By switching the EGR valve 18 between two operating positions either in a first operating position - see Figure 2a - the EGR valve 18 is used to determine the recirculated exhaust gas mass flow (indicated by arrows) or in a second operating position - see Figure 2b - the EGR valve 18 is used as control valve, i.e., to guide a predetermined amount of intake air via the recirculation pipe 17, the EGR valve 18 and the first additional pipe 24 into the exhaust manifold 20 during bypassing the engine 10 (indicated by arrows).
  • the engine 10 illustrated in the Figures 2a,2b is equipped with a second aftertreatment device, namley an oxidation catalyst 22 which is arranged in the exhaust manifold 20 downstream where the first additional pipe 24 flows into the exhaust manifold 20. Consequently the oxidation catalyst 22 has to be a low pressure difference aftertreatment device 23 in order to guarantee a low pressure downstream the LNT 13 and upstream the oxidation catalyst 22.
  • the routing of fresh air via the first additional pipe 24 into the exhaust manifold 20 during rich engine operation mode, i.e., during purging the LNT 13 improves the oxidation of the exhaust gases, in particular the oxidation of unburnt hydrocarbons (HC).
  • Figure 3a shows schematically a second embodiment of the engine 10 in a second operating position, i.e., in the LNT-purging mode.
  • the EGR valve 18 In a first operating position the EGR valve 18 is used to determine the recirculated exhaust gas mass flow whereas in a second operating position said EGR valve 18 is used as control valve to guide a predetermined amount of intake air via the second additional pipe 25, the EGR valve 18 and the first additional pipe 24 into the exhaust manifold 20 (indicated by arrows).
  • Figure 3b shows schematically an example of the engine 10.
  • the first additional pipe 24 branchs off upstream the throttle 15 comprising a second valve 26 for determining the amount of intake air bypassing the engine 10. This allows the engine 10 to operate in the rich engine operation mode in order to purge the NO x storage catalyst 13 while simultaneously exhaust gas recirculation 16 can be applied.

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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)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Claims (7)

  1. Moteur à combustion interne (10) à injection directe turbocompressé comprenant un collecteur (19) d'air d'admission afin d'alimenter le moteur (10) en air extérieur, un collecteur (20) d'échappement pour évacuer les gaz d'échappement, au moins un turbocompresseur comprenant une turbine (11) et un compresseur (12) et au moins un catalyseur (13) de stockage des NOx utilisé comme dispositif de post-traitement des émissions d'échappement pour réduire les émissions d'oxydes d'azote (NOx) et disposé dans ledit collecteur (20) d'échappement en aval de ladite turbine (11), dans lequel
    un recyclage (16) des gaz d'échappement comprenant une soupape de commande RGE (18) pour déterminer le débit massique des gaz d'échappement recyclés est agencé de telle manière qu'un tuyau (17) de recyclage bifurque en amont de ladite turbine (11), et
    un premier tuyau supplémentaire (24) qui habilite un raccordement entre ladite soupape de commande RGE (18) et ledit collecteur (20) d'échappement est agencé d'une manière telle que ledit premier tuyau supplémentaire (24) débouche dans le collecteur (20) d'échappement en aval dudit catalyseur (13) de stockage des NOx et une quantité prédéterminée d'air d'admission peut être guidée dans ledit collecteur (20) d'échappement au moyen de ladite soupape de commande RGE (18) disposée dans ledit premier tuyau supplémentaire (24) sans passer par le moteur (10), caractérisé en ce que ledit premier tuyau supplémentaire (24) mène à la soupape de commande RGE (18) et ladite soupape de commande RGE (18) est conçue de telle manière que, en commutant ladite soupape de commande RGE (18) entre deux positions de fonctionnement, soit dans une première position de fonctionnement dans laquelle ladite soupape de commande RGE (18) sert à déterminer le débit massique des gaz d'échappement recyclés, soit dans une seconde position de fonctionnement dans laquelle ladite soupape de commande RGE (18) sert de soupape de commande pour guider une quantité prédéterminée d'air d'admission dans le collecteur (20) d'échappement via ledit tuyau (17) de recyclage, ladite soupape de commande RGE (18) et ledit premier tuyau supplémentaire (24).
  2. Moteur à combustion interne (10) à injection directe turbocompressé selon la revendication 1, caractérisé en ce qu'un organe d'étranglement (15) est disposé en aval dudit compresseur (12) dans ledit collecteur d'échappement et commande (19) le débit massique d'air, c.-à-d. la pression d'air d'admission.
  3. Moteur à combustion interne (10) à injection directe turbocompressé selon la revendication 2 ou 3, caractérisé en ce que ledit premier tuyau supplémentaire (24) mène à la soupape de commande RGE (18), un second tuyau supplémentaire (25) est agencé pour raccorder le collecteur (19) d'air d'admission avec la soupape de commande RGE (18) et ladite soupape de commande RGE (18) est conçue de telle manière que, en commutant ladite soupape de commande RGE (18) entre deux positions de fonctionnement, soit dans une première position de fonctionnement ladite soupape de commande RGE (18) sert à déterminer le débit massique des gaz d'échappement recyclés, soit dans une seconde position de fonctionnement ladite soupape de commande RGE (18) sert de soupape de commande pour guider une quantité prédéterminée d'air d'admission dans le collecteur (20) d'échappement via ledit second tuyau supplémentaire (25), ladite soupape de commande RGE (18) et ledit premier tuyau supplémentaire (24).
  4. Moteur à combustion interne (10) à injection directe turbocompressé selon l'une quelconque des revendications précédentes, comprenant un convertisseur catalytique à oxydation (22), caractérisé en ce que ledit convertisseur catalytique à oxydation (22) est disposé dans le collecteur (20) d'échappement en aval de l'endroit où le premier tuyau supplémentaire (24) débouche dans ledit collecteur (20) d'échappement.
  5. Moteur à combustion interne (10) à injection directe turbocompressé selon l'une quelconque des revendications précédentes, comprenant un filtre à particules pour diesel, caractérisé en ce que ledit filtre à particules pour diesel est disposé dans le collecteur (20) d'échappement en amont de l'endroit où le premier tuyau supplémentaire (24) débouche dans ledit collecteur (20) d'échappement.
  6. Procédé pour commander un moteur (10) selon l'une quelconque des revendications précédentes, qui comprend les étapes consistant à :
    (a) disposer un premier tuyau supplémentaire (24) qui débouche dans le collecteur (20) d'échappement en aval dudit catalyseur (24) de stockage des NOx de telle manière que ledit collecteur (20) d'échappement peut être raccordé audit collecteur (19) d'air d'admission,
    (b) équiper ledit premier tuyau supplémentaire (24) d'une soupape de commande RGE (18) afin de guider une quantité prédéterminée d'air d'admission dans ledit collecteur (20) d'échappement sans passer par le moteur (10) pour purger ledit catalyseur de stockage des NOx pendant le mode de fonctionnement riche du moteur,
    (c) raccorder ledit premier tuyau supplémentaire (24) à ladite soupape de commande RGE (18), et
    (d) concevoir la soupape de commande RGE (18) de telle manière que, en commutant la soupape de commande RGE (18) entre deux positions de fonctionnement, soit dans une première position de fonctionnement ladite soupape de commande RGE (18) sert à déterminer le débit massique des gaz d'échappement recyclés, soit dans une seconde position de fonctionnement ladite soupape de commande RGE (18) sert à guider une quantité prédéterminée d'air d'admission dans le collecteur (20) d'échappement via ledit tuyau (17) de recyclage, ladite soupape de commande RGE (18) et ledit premier tuyau supplémentaire (24).
  7. Procédé selon la revendication 6 pour commander un moteur (10) selon l'une quelconque des revendications 3 à 5, caractérisé par les opérations suivantes :
    (e) raccorder ledit premier tuyau supplémentaire (24) à la soupape RGE (18),
    (f) disposer un second tuyau supplémentaire (25) qui raccorde le collecteur (19) d'air d'admission à ladite soupape RGE (18),
    (g) concevoir ladite soupape RGE (18) de telle manière que, en commutant ladite soupape RGE (18) entre deux positions de fonctionnement, soit dans une première position de fonctionnement ladite soupape RGE (18) sert à déterminer le débit massique des gaz d'échappement recyclés, soit dans une seconde position de fonctionnement ladite soupape RGE (18) sert à guider une quantité prédéterminée d'air d'admission dans le collecteur (20) d'échappement via ledit tuyau (17) de recyclage, ladite soupape RGE (18) et ledit premier tuyau supplémentaire (24).
EP05109065.2A 2005-09-30 2005-09-30 Procédé et dispositif de réduction catalytique de NOx de gaz d'échappement dans la ligne d'échappement d'un moteur à combustion interne Not-in-force EP1770252B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP05109065.2A EP1770252B1 (fr) 2005-09-30 2005-09-30 Procédé et dispositif de réduction catalytique de NOx de gaz d'échappement dans la ligne d'échappement d'un moteur à combustion interne

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EP05109065.2A EP1770252B1 (fr) 2005-09-30 2005-09-30 Procédé et dispositif de réduction catalytique de NOx de gaz d'échappement dans la ligne d'échappement d'un moteur à combustion interne

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EP1770252B1 true EP1770252B1 (fr) 2016-04-06

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003343245A (ja) * 2002-05-29 2003-12-03 Toyota Motor Corp 内燃機関の排気浄化装置
EP1486647A2 (fr) * 2003-06-13 2004-12-15 DaimlerChrysler AG Procédé de régénération d'un catalyseur accumulateur de Nox dans le système d'échappement d'un moteur essence à injection directe

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3699683A (en) * 1971-04-05 1972-10-24 Chemical Construction Corp Engine exhaust emission control system
JPS5929738A (ja) * 1982-08-11 1984-02-17 Tokyo Roki Kk 排気ガス浄化装置
JPS6149116A (ja) * 1984-08-13 1986-03-11 Mitsubishi Motors Corp ディーゼルエンジンにおける排圧検出センサ用フィルタ装置の排気堆積物パージ装置
US20050166883A1 (en) * 2002-09-06 2005-08-04 Normann Freisinger Internal combustion engine and method for the operation thereof
EP1464799A1 (fr) * 2003-03-31 2004-10-06 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Procédé de démarrage d'un moteur à combustion interne

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003343245A (ja) * 2002-05-29 2003-12-03 Toyota Motor Corp 内燃機関の排気浄化装置
EP1486647A2 (fr) * 2003-06-13 2004-12-15 DaimlerChrysler AG Procédé de régénération d'un catalyseur accumulateur de Nox dans le système d'échappement d'un moteur essence à injection directe

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