Classifications

• • 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
  • F02D41/029—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 particulate filter
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
  • F02D33/02—Controlling delivery of fuel or combustion-air, not otherwise provided for of combustion-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
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
• • 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
  • F02D41/0002—Controlling intake air
• • 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
  • F02D41/04—Introducing corrections for particular operating conditions
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
• • 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
  • F02D41/0002—Controlling intake air
  • F02D2041/001—Controlling intake air for engines with variable valve actuation
• • 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
  • F02D41/0002—Controlling intake air
  • F02D2041/0022—Controlling intake air for diesel engines by throttle control
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
  • F02D41/402—Multiple injections
  • F02D41/405—Multiple injections with post injections
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the regeneration of the diesel particulate filter takes place discontinuously, for example as a function of the exhaust backpressure.
• the exhaust gas and filter temperature necessary for an oxidation process for the regeneration of the filter is generally above about 600 ° C., assuming a sufficient oxidation rate. Since this is expected without additional measures only in the upper Mitteid jerk- / speed map of the internal combustion engine, by means of post-injection of diesel fuel into the combustion chamber or in the exhaust tract, utilizing the heat of reaction released thereby set an exhaust temperature increase, which is required for the regeneration of the filter ,
• the regeneration of diesel particulate filters can, in addition to post-injection also by additional burner in the exhaust full or secondary exhaust stream, temperature-increasing engine process interventions, by means of additional electrical energy or
• the regeneration by means of fuel additive is problematic in terms of the long-term stability of the diesel particulate filter, since there is an entry of metal ash, which leads to a shortening of the service life of the diesel particulate filter.
• the method according to the invention with the features of independent claim 1 enables a regeneration of the filter without a significant increase in consumption of the internal combustion engine. Due to the reduction of the air flow rate through at least one combustion chamber of the internal combustion engine, a significant increase is achieved with virtually the same fuel consumption the Gemischmores and thus an increase in the exhaust gas temperature, which is required for the regeneration of the filter achieved.
• the predefinable operating phase in which the regeneration of the filter takes place is preferably a partial load range of the internal combustion engine.
• the reduction of the air flow through the at least one combustion chamber of the internal combustion engine can be realized purely in principle in various ways.
• An advantageous embodiment provides to realize the reduction of the air flow rate through the at least one combustion chamber of the internal combustion engine by closing at least one inlet valve of at least one combustion chamber analogously to the Miller method.
• the present invention is intended to mean the early shifting of this intake valve. This can be done in one or more combustion chambers, depending on the number of cylinders and the power stroke of these cylinders of the internal combustion engine.
• the early shifting of both intake valves in one or more combustion chambers is to be understood as analogous to the Miller method.
• this exhaust valve is closed earlier in at least one combustion chamber.
• these two exhaust valves are closed earlier in at least one combustion chamber.
• FIG. 1 shows schematically and by way of example a combustion chamber 100 of an internal combustion engine, in which a piston 105 moves upwards and downwards in a manner known per se.
• the combustion chamber 100 has an inlet channel 110 and an outlet channel 120.
• the outlet channel 120 opens into an exhaust gas line 122, in which an exhaust gas purification system comprising an oxidation catalytic converter 130 and a particle filter 140 is arranged.
• an exhaust gas purification system comprising an oxidation catalytic converter 130 and a particle filter 140 is arranged.
• Oxidation reaction inducing oxidation catalyst 130 and a particulate filter 140 may also be a known so-called CSF (Catalytic Soot Filter) be provided, ie a coated particulate filter, the catalytic layer causes an oxidation reaction, in particular an oxidation of nitrogen oxide NO to nitrogen dioxide NO2.
• CSF Catalytic Soot Filter
• the intake passage 110 is connectable to the combustion chamber 100 through an intake valve 112.
• the exhaust passage 120 may be connected to the combustion chamber through an exhaust valve 122.
• Both the inlet valve 112 and the outlet valve 122 can be actuated by a variable valve drive, so as to change the inlet and outlet control times within predefinable limits.
• the intake valve 112 and the exhaust valve 122 may be driven by, for example, an electro-hydraulic valve control or the like.
• the control can be done by means of an engine control unit 150.
• the loading of the particulate filter 140 is detected in a manner known per se, for example by a differential pressure sensor 145, which detects the pressure difference of the exhaust gas in the exhaust gas flow direction in front of and behind the filter 140.
• the output signal of the differential pressure sensor 145 is also supplied to the controller 150.
• Various operating states of the internal combustion engine are detected by suitable sensors, for example by a sensor for detecting the rotational speed, a sensor for detecting the combustion temperature and the like. Representing this plurality of sensors, a sensor 160 is shown in FIG. 1, the output signal of which is fed to the control unit 150.
• a throttle valve 170 may be arranged in the intake passage 110, the position of which is determined in the control device 150 and which is electrically controllable.
• the basic idea of the invention is to control the air flow rate through the combustion chamber 100 of the internal combustion engine in predetermined operating phases, namely in particular
• Partial load range of the internal combustion engine to reduce is based on the consideration that in partial load ranges with high excess air by a reduction of the air flow rate through the combustion chamber 100, a significant increase in the Gemischmores and thus the exhaust gas temperature can be effected.
• the exhaust gas temperature can be increased so that a passive, continuous regeneration of the particulate filter 140 is possible.
• a first step 210 it is first checked whether the operating phase required for the regeneration, ie the partial load range, is present. If this is the case, it is checked in step 220 whether the boundary conditions described in more detail below, in particular a desired ratio of nitrogen dioxide NO 2 to
• step 230 the air flow through the combustion chamber is reduced. This can be done, for example, by closing the inlet valve 112 sooner, that is, by shifting the closing time of the inlet valve 112 to an earlier crankshaft angle.
• the shift of the closing time to "early" is analogous to the Miller method, but unlike the Miller method, the reduced air flow due to the early closing of the inlet valve is not caused by a higher pressure in the exhaust gas turbocharger, compressor or the like
• Inlet channel 110 balanced. According to the invention, it is precisely by means of the early closing of the inlet valve 112 that less ballasty air is allowed into the combustion chamber 100 in the partial load area of interest here, in which there is already a high excess of air, thus allowing a significant increase in the mixture heating value and thus the one required for regeneration
• the reduction of the air throughput through the combustion chamber 100 can also be achieved by an earlier closing of the outlet valve 122 analogously to the Miller process by residual gas compression.
• a reduction of the air flow through the combustion chamber 100 can also be done alternatively or additionally by a corresponding control of the throttle valve 170.
• the advantage of the method described above is that only small excess consumption occurs during the throttling of the fresh gas mass and that the exhaust-gas temperature increase results in a continuous, passive regeneration of the particulate filter 140.
• the quality of the raw emissions in the exhaust duct improves
• This regeneration is advantageously carried out continuously during the entire operating phase, that is, in the entire partial load range.
• the continuous regeneration takes place in the manner described below.
• nitrogen monoxide NO present in the exhaust gas is oxidized to nitrogen dioxide NO 2, since the oxidation of carbon black, ie carbon C to carbon monoxide CO or carbon dioxide CO 2, is now achieved with nitrogen dioxide NO 2 at substantially lower temperatures which can be achieved as described above takes place as with molecular oxygen 02. It is therefore necessary that the oxidation catalyst 130 constantly generates so much nitrogen dioxide NO 2 that the co-produced soot is oxidized and it is possible not to an undesirable accumulation of soot and thus pressure losses in the particulate filter 140.
• the oxidation of soot is essentially dependent on the ratio of
• the above-described method for continuous regeneration of the arranged in the exhaust gas particulate filter 140 requires only a small excess consumption during Regenerierphase because no high pressure losses can occur on the particulate filter 140 or the time intervals to a forced regeneration, which are made for example by post-injections clearly extend and thereby the fuel consumption is significantly reduced. It is also very advantageous that, due to the earlier closing of the inlet valve, a better mixture homogenization can be achieved with a simultaneously reduced charge temperature before the start of combustion. In this way, the soot emission in the raw exhaust gas can be significantly reduced.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Processes For Solid Components From Exhaust (AREA)
• Filtering Of Dispersed Particles In Gases (AREA)
• Exhaust Gas After Treatment (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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• 2006
  • 2006-06-21 DE DE102006028436A patent/DE102006028436A1/de not_active Withdrawn
• 2007
  • 2007-06-04 WO PCT/EP2007/055440 patent/WO2007147720A1/de active Application Filing
  • 2007-06-04 US US12/301,578 patent/US20090241519A1/en not_active Abandoned
  • 2007-06-04 KR KR1020087030906A patent/KR20090028718A/ko not_active Application Discontinuation
  • 2007-06-04 EP EP07729828A patent/EP2035674A1/de not_active Withdrawn
  • 2007-06-04 JP JP2009514745A patent/JP2009540208A/ja not_active Abandoned

Non-Patent Citations (1)

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