EP2192293A1 - Strategie zur Aufbereitung eines Partikelfilters - Google Patents

Strategie zur Aufbereitung eines Partikelfilters Download PDF

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Publication number
EP2192293A1
EP2192293A1 EP09173503A EP09173503A EP2192293A1 EP 2192293 A1 EP2192293 A1 EP 2192293A1 EP 09173503 A EP09173503 A EP 09173503A EP 09173503 A EP09173503 A EP 09173503A EP 2192293 A1 EP2192293 A1 EP 2192293A1
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EP
European Patent Office
Prior art keywords
fuel
strategy
engine
injected
strategy according
Prior art date
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Granted
Application number
EP09173503A
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English (en)
French (fr)
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EP2192293B1 (de
Inventor
Pascal Folliot
Arnold Singer
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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Publication of EP2192293A1 publication Critical patent/EP2192293A1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—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
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration

Definitions

  • the invention relates to the field of the depollution of exhaust gases from a combustion engine, and more specifically to the regeneration of a soot particle filter used in the pollution of exhaust gases.
  • Pollutant emission levels for motor vehicles are regulated, including the level of particulate emissions.
  • One of the proposed solutions for achieving regulatory PM levels is to provide vehicles with a particulate filter.
  • This filter is disposed in the exhaust circuit of the gases from the combustion of a fuel mixture in the engine.
  • This filter may consist of various materials having a certain porosity, in order to allow efficient trapping of the particles.
  • the trapped particles are periodically removed by oxidation. By bringing the particles above a certain temperature, they are oxidized and the filter is regenerated.
  • the temperature of the exhaust gas at idle of a diesel engine comprising a turbocharger is of the order of 150 ° C. at the turbine outlet, while the oxidation temperature of the particles is of the order of 550 ° C. C (and may optionally be lowered to around 450 ° C with a suitable additive).
  • the additional energy to be added to the exhaust during the regeneration phases of the filter is provided by a degradation of the combustion and can be assisted by using the post injection, that is to say the fuel injection in the combustion chamber at the end of the combustion cycle, or at the end of relaxation or at the beginning of the exhaust phase.
  • oxidation catalyst positioned in the exhaust line upstream of the particulate filter is heated. For this, it degrades the combustion in the engine cylinders by sub-stalling the main fuel injection, and vannant the intake of air into the engine.
  • late fuel injections are made in the cylinders (post-injection).
  • the fuel injected late may burn completely or partially in the engine, thus generating an increase in the temperature of the exhaust gas or causing an increase in emissions of carbon monoxide and unburned hydrocarbons to the exhaust that will oxidize on the oxidation catalyst, previously heated, and thus creating an increase in heat.
  • the fuel of the post injection as performed in the prior art, is mainly burned in the combustion chamber.
  • the residue is treated by the oxidation catalyst, generating an exotherm to bring the exhaust gas to a temperature sufficient to oxidize the soot present in the particulate filter.
  • the fuel injected late and does not burn in the combustion chamber may cause the formation of a liquid fuel film on the inner walls of the engine cylinders.
  • a portion of fuel can pass under the piston and mix with the engine lubricating oil.
  • Such dilution adversely affects the lubricating properties of the oil, and can be detrimental to engine reliability, resulting in premature wear.
  • frequent draining of the engine lubrication system is necessary.
  • level 2 regeneration In order to improve the compromise between the efficiency of exhaust gas heating and the dilution of the engine lubricant with fuel, a strategy has recently been developed, namely to massively use post-injection particularly late in the cycle. motor, with a typical phasing between 160 ° and 180 °.
  • This strategy is employed in the second stage of the regeneration, referred to as level 2 regeneration, when the oxidation catalyst positioned upstream of the particle filter is primed, that is to say hot enough to treat the unburned hydrocarbons by the engine, thus generating the exotherm for the heating of the exhaust gases allowing the oxidation of soot in the particulate filter.
  • This lack of oxygen is related to a delay of the air loop inherent in the overall dynamics of the latter as well as to the performance of the actuators (metering device, actuator of a turbocharger with variable geometry, etc.).
  • these untreated hydrocarbons in the catalyst represent a "shortfall" in the exhaust gas temperature at the inlet of the particulate filter. that is to say that they were introduced in pure loss and do not participate in the expected extent to the heating of the exhaust gas.
  • the solution to these problems is to provide a particular strategy for late fuel post-injections during the regeneration of a particulate filter.
  • the invention therefore relates to a regeneration strategy of a particulate filter fitted to the exhaust line of a combustion engine, said line further comprising at least one oxidation catalyst upstream of the particulate filter said filter being regenerated periodically by heating the exhaust gases by late post-injections into the engine cylinders, wherein a basic set of fuel volume to be injected is determined during a late post-injection, and characterized in that the amount of available oxygen at the inlet of the oxidation catalyst immediately preceding the filter and the quantity of fuel capable of being burned with this quantity of oxygen, and that a revised setpoint equal to the basic instruction capped at the amount of fuel capable of being burned.
  • the revised setpoint is also capped at the maximum amount of fuel that can be injected as a function of the catalyst temperature so that the fuel injected does not cause the exceeding of a predetermined threshold of the temperature of the gases. exhaust.
  • a flow map of late post-injection depending on the flow of the exhaust gas and the temperature upstream of the particle filter ensures that the exotherm generated by the KTA does not exceed a critical value.
  • the revised setpoint is also capped at the maximum allowable amount as a function of the operating point of the engine so that the dilution of the engine lubricant with fuel is contained at a predefined maximum value.
  • the revised setpoint is also set to zero if the quantity of fuel to be injected is less than the minimum quantity that the injection means can dose with the desired precision.
  • the revised setpoint is so low that it could not be precisely metered, this could lead to the injection of a small amount of fuel that could not be processed by the catalyst due to lack of oxygen or that would lead to a dreaded phenomenon, such as overheating of the line or excessive dilution of the lubricant. To avoid this, it is better not to inject fuel.
  • the difference between the basic setpoint and the revised setpoint is stored.
  • This storage can be done through a conventional electronic architecture, or directly in the engine control system equipping the engine to which we will apply the strategy.
  • This storage will allow the subsequent use of the non-injected quantity of fuel with respect to the setpoint of based.
  • This difference may result from a lack of oxygen in the exhaust gas, adverse thermal conditions, or an inability to dose a set of instructions that has become too small.
  • the basic setpoint is modified by adding the difference stored in memory.
  • the fuel that could not be injected during the previous late post-injection can then be injected, if the conditions are favorable, that is to say if the conditions that will be evaluated according to the strategy according to the The invention will be fulfilled, namely the presence of sufficient oxygen in the exhaust gas, adequate thermal conditions, and the fact of not causing a problem of dilution of the lubricant with fuel.
  • the difference stored in memory is limited to a predefined maximum value. This limitation makes it possible not to accumulate in memory a too large quantity of fuel, which would be long to destock afterwards, and would upset the calibration of the predefined regeneration strategies.
  • the difference stored in memory is reset at the exit of a regeneration phase involving late post-injections of fuel.
  • the strategy aims to optimize the regeneration phases of the filter by improving the use of fuel injected late during regeneration, or even a particular phase of a regeneration during which post-injections are used. particularly late. There is no reason to postpone the amount of fuel that could not be injected during regeneration on the next one.
  • the invention also relates to the application of a regeneration strategy of a particulate filter as described above to an engine control device, said engine control being further provided with means for applying a protection strategy thermal of an exhaust line and / or protection against the dilution of the engine lubricating oil, characterized in that the thermal protection strategy and / or the protection strategy against the dilution of the lubricating oil the engine has priority over the regeneration strategy as previously described.
  • a protection strategy thermal of an exhaust line and / or protection against the dilution of the lubricating oil characterized in that the thermal protection strategy and / or the protection strategy against the dilution of the lubricating oil the engine has priority over the regeneration strategy as previously described.
  • the figure 1 represents on a temporal graph the temperature upstream of the filter and the unburned hydrocarbon emissions, with and without the developed strategy.
  • the figure 2 represents on a temporal graph the quantities of fuel injected during late post-injections, in different configurations.
  • the figure 3 presents in the form of a logic diagram a strategy according to the invention, in a particular embodiment.
  • Curve A represents the input temperature of the particle filter over time, when a strategy in accordance with the invention is involved.
  • Curve B represents the input temperature of the particle filter over time, over time. the same rolling cycle, in the absence of a strategy according to the invention.
  • Curve C shows the concentration of unburned hydrocarbons in the exhaust gas when a strategy according to the invention is involved.
  • the curve D shows the unburned hydrocarbon concentration in the exhaust gas in the absence of a strategy according to the invention.
  • the observed cycle is an essentially urban cycle, traveled by a vehicle of the M1 segment and equipped with a 1.6L diesel engine of displacement.
  • the average temperature is not altered, and even slightly increased by the application of the strategy, while unburned hydrocarbon emissions are greatly reduced, and are more than divided by 2 in this particular case.
  • the figure 2 makes it possible to understand the contribution of the memorization of the quantities of non-injected fuel in the developed strategy.
  • the time in seconds flowing during the studied cycle is presented on the abscissa.
  • On the ordinate are two separate scales.
  • the scale on the left corresponds to the cumulative mass, in grams, of fuel injected during late post-injections during the cycle under consideration.
  • On the right the scale corresponds to the speed in kilometers per hour of the vehicle considered running through the cycle. Note that this cycle is identical to that shown on the figure 1 , that is, an essentially urban cycle.
  • the speed throughout the cycle is represented by the curve H.
  • Curve E represents the cumulative mass of fuel injected in the context of late post-injections during the cycle, in the absence of a specific strategy such as described in the invention.
  • Curve F represents the cumulative mass of fuel injected in the context of late post-injections during the cycle, when a strategy according to the invention is put into play.
  • Curve G represents the cumulative mass of fuel injected in the context of late post-injections during the cycle, when a strategy of limiting the quantity of fuel injected according to the oxygen available in the exhaust line is put into play. upstream of the last catalyst preceding the particulate filter, but without storing the amount of fuel not injected due to the limitation.
  • the amount of fuel introduced in the context of the strategy developed is substantially equivalent to that which would be without the strategy (curve E). This indicates that there is not a significant shortfall in the amount of fuel injected, which could result in less heating of the exhaust gases.
  • the fuel injected when the strategy is applied optimally in that all the fuel injected will actually participate in the warming of the exhaust gas, the temperature obtained is equivalent or slightly higher with the application of a strategy according to the invention.
  • the late fuel post-injections can be temporally shifted by the strategy (time shift between the variations of the curve E and of the curve F).
  • the difference in mass injected in the end can be related to several phenomena, according to the variant of the applied invention.
  • the quantity of non-injected fuel stored in memory may have reached a predefined maximum, according to one of the variants of the invention. Once this maximum is reached, new quantities of non-injected fuel can not be accumulated in memory.
  • the vehicle is released, one or more times during the cycle, regeneration phases of the filter involving late post-injections, or it has left completely a phase of regeneration of the filter. In such cases, and according to the variant of the invention applied, the amount of unadjected fuel stored in memory can be reset.
  • the curve G makes it possible to understand the importance of storing the non-injected quantities due to an insufficient amount of oxygen in the exhaust gas.
  • the late injection setpoint is limited when the running conditions do not allow the catalyst to convert all unburned hydrocarbons.
  • the quantity of non-injected diesel is stored and then reinjected when the conditions are better, while respecting the dilution and thermal in the exhaust line. If it were sufficient to limit the injection without subsequently injecting the non-injected fuel due to the limitation, it would be possible under certain conditions to achieve the quantity of fuel injected during the late post-injections represented by the curve G. In this case, In specific cases, the cumulative lack of injected fuel is important, and would result in a weakness of the temperature increase of the exhaust gases.
  • the figure 3 presents in the form of a logic diagram the course of a strategy according to the invention, in a particular embodiment in which, in addition to the maximum fuel volume injectable as a function of the oxygen available to the exhaust, account is taken of the minimum volume that can be metered by the injection system, the temperature of the catalyst, and the phenomenon of dilution of the engine lubricant with fuel.
  • a basic setpoint Q0 of the quantity to be injected during a late post-injection participating in the regeneration of a particle filter is established, according to a predefined calculation method or cartography.
  • the basic setpoint is modified according to modalities that will be discussed later to obtain a modified base setpoint Q1.
  • Q1 is equal to Q0.
  • a first phase E1 the maximum fuel volume Qmax 02 that can be introduced to the exhaust during late post-injections as a function of the quantity of oxygen available to the exhaust is calculated, in particular so that unburned hydrocarbons thus introduced may be burned or treated with an oxidation catalyst present in the exhaust line upstream of the particulate filter.
  • the basic reference volume 01 is compared with the volume Qmax 02.
  • a revised reference volume Q2 is defined equal to Q1 if Q1 is less than Qmax 02 and equal to Qmax 02 if Q1 is greater than Qmax 02. In the latter case, the difference between Q1 and Qmax 02 is added in the memory of an accumulator A.
  • a second phase E2 the minimum fuel volume Qinj min that can be introduced to the exhaust during the late post-injections according to the metering accuracy of the fuel injection means in the engine.
  • the volume Q2 is compared with the volume Qinj min.
  • Q2 is added to the memory of the accumulator A.
  • a third phase E3 the maximum fuel volume Qmax Kta that can be introduced to the exhaust during late post-injections as a function of the temperature of the catalyst positioned upstream of the particulate filter, and the influence that will have this injection on the catalyst temperature.
  • the volume Q3 is compared with the volume Qmax Kta.
  • a fourth volume Q4 equal to Q3 if Q3 is less than Qmax Kta, and equal to Qmax Kta if Q3 is greater than Qmax Kta.
  • the difference between Q3 and Qmax Kata is added to the memory of the accumulator A.
  • a fourth phase E4 the maximum fuel volume Qmax Dil that can be introduced to the exhaust during late post-injections is calculated as a function of the dilution of the engine lubricant with the fuel that would be induced by the late post-injections.
  • the volume Q4 is compared with the volume Qmax Dil.
  • a second volume Q5 is defined, equal to Q4 if Q4 is less than Qmax Dil, and equal to Qmax Dil if Q4 is greater than Qmax Dil. In the latter case, the difference between Q4 and Qmax Dil is added to the memory of the accumulator A.
  • the revised and capped set volume taking into account the aforementioned factors Q5 is then injected into an INJ injection step.
  • the amount of fuel stored, corresponding to the difference between the accumulator A is added to the set volume.
  • the invention makes it possible to reduce the peaks of emission of unburned hydrocarbons , and to limit the late post-injections carried out in pure loss.
  • the overconsumption of the motor associated with the regeneration of the filter is limited, and the phenomenon of dilution of the lubricating oil with fuel is reduced.

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  • 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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
EP20090173503 2008-11-27 2009-10-20 Strategie zur Aufbereitung eines Partikelfilters Active EP2192293B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0858040A FR2938876A1 (fr) 2008-11-27 2008-11-27 Strategie de regeneration d'un filtre a particules

Publications (2)

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EP2192293A1 true EP2192293A1 (de) 2010-06-02
EP2192293B1 EP2192293B1 (de) 2013-01-02

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2519165A (en) * 2013-10-14 2015-04-15 Gm Global Tech Operations Inc Method of controlling a late fuel injection in an internal combustion engine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1245814A2 (de) * 2001-03-27 2002-10-02 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Abgasemissions-Steuerungssystem für eine Brennkraftmaschine
DE102004019660A1 (de) * 2003-04-22 2005-01-27 Mitsubishi Jidosha Kogyo K.K. Abgasreinigungsvorrichtung für einen Verbrennungsmotor
EP1568865A1 (de) * 2004-02-27 2005-08-31 Nissan Motor Co., Ltd. Regeneration eines Dieselpartikelfilters
US20050252198A1 (en) 2004-05-12 2005-11-17 Denso Corporation Exhaust gas cleaning device for internal combustion engine
EP1722087A2 (de) * 2005-05-13 2006-11-15 HONDA MOTOR CO., Ltd. Abgasreinigungsanlage für Verbrennungskraftmaschine
FR2921685A1 (fr) * 2007-09-27 2009-04-03 Peugeot Citroen Automobiles Sa Procede et dispositif de traitement de gaz d'echappement d'un moteur a combustion interne.

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1245814A2 (de) * 2001-03-27 2002-10-02 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Abgasemissions-Steuerungssystem für eine Brennkraftmaschine
DE102004019660A1 (de) * 2003-04-22 2005-01-27 Mitsubishi Jidosha Kogyo K.K. Abgasreinigungsvorrichtung für einen Verbrennungsmotor
EP1568865A1 (de) * 2004-02-27 2005-08-31 Nissan Motor Co., Ltd. Regeneration eines Dieselpartikelfilters
US20050252198A1 (en) 2004-05-12 2005-11-17 Denso Corporation Exhaust gas cleaning device for internal combustion engine
EP1722087A2 (de) * 2005-05-13 2006-11-15 HONDA MOTOR CO., Ltd. Abgasreinigungsanlage für Verbrennungskraftmaschine
FR2921685A1 (fr) * 2007-09-27 2009-04-03 Peugeot Citroen Automobiles Sa Procede et dispositif de traitement de gaz d'echappement d'un moteur a combustion interne.

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2519165A (en) * 2013-10-14 2015-04-15 Gm Global Tech Operations Inc Method of controlling a late fuel injection in an internal combustion engine

Also Published As

Publication number Publication date
FR2938876A1 (fr) 2010-05-28
EP2192293B1 (de) 2013-01-02

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