EP2347111A1 - Procédé et dispositif pour faire fonctionner un moteur à combustion interne - Google Patents

Procédé et dispositif pour faire fonctionner un moteur à combustion interne

Info

Publication number
EP2347111A1
EP2347111A1 EP09751891A EP09751891A EP2347111A1 EP 2347111 A1 EP2347111 A1 EP 2347111A1 EP 09751891 A EP09751891 A EP 09751891A EP 09751891 A EP09751891 A EP 09751891A EP 2347111 A1 EP2347111 A1 EP 2347111A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
exhaust gas
hydrocarbon concentration
predetermined
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.)
Withdrawn
Application number
EP09751891A
Other languages
German (de)
English (en)
Inventor
Tino Arlt
Rolf BRÜCK
Gerd RÖSEL
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.)
Vitesco Technologies GmbH
Original Assignee
Emitec Gesellschaft fuer Emissionstechnologie mbH
Continental Automotive GmbH
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 Emitec Gesellschaft fuer Emissionstechnologie mbH, Continental Automotive GmbH filed Critical Emitec Gesellschaft fuer Emissionstechnologie mbH
Publication of EP2347111A1 publication Critical patent/EP2347111A1/fr
Withdrawn legal-status Critical Current

Links

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
    • 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
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1459—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a hydrocarbon content or concentration
    • 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 invention relates to a method and a device for operating an internal combustion engine, in particular an Ottooder diesel internal combustion engine of a motor vehicle.
  • an exhaust gas purification system which comprises, for example, at least one catalytic converter and optionally a particle filter.
  • the object of the invention is to provide a method and a device for operating an internal combustion engine, which enables a low-emission operation of the internal combustion engine.
  • the invention is characterized by a method and a corresponding device for operating an internal combustion engine.
  • a minimum hydrocarbon concentration of a combustion chamber exhaust gas of the internal combustion engine is determined. determined, which is required for compliance with the predetermined particle number emission limit value.
  • An operation of the internal combustion engine is predetermined for obtaining a hydrocarbon concentration of the combustion chamber exhaust gas that is at least as large as the determined minimum hydrocarbon concentration.
  • the invention is based on the recognition that a high hydrocarbon concentration that is at least as high as the minimum hydrocarbon concentration, a lower
  • Particle number in the exhaust gas of the internal combustion engine may result, as at a lower hydrocarbon concentration below the minimum hydrocarbon concentration. This is possible, for example, by the fact that particles and in particular small particles, which essentially consist of incompletely burned hydrocarbons, aggregate to form a larger particle in the presence of unburned hydrocarbons, thereby reducing the number of particles present in the exhaust gas unchanged total mass of the particles.
  • small particles are meant, for example, particles in the order of about 20 nm - 80 nm, while the term “larger particles” are understood to mean, for example, particles in the order of about 200 nm - 400 nm , The higher the hydrocarbon concentration in the exhaust gas, the higher the probability that particles will meet and aggregate to form a larger particle.
  • the hydrocarbon concentration and the minimum hydrocarbon concentration refer to a number of hydrocarbon particles within a given volume and are reported, for example, in parts per million, that is, hydrocarbon particles per million particles within the given volume.
  • the hydrocarbon concentration and the minimum hydrocarbon concentration may be specified otherwise.
  • the hydrocarbon concentration and the minimum concentration of hydrocarbons do not relate to a mass of individual hydrocarbon particles or the total mass of the hydrocarbon particles.
  • presetting the operation of the internal combustion engine to obtain the hydrocarbon concentration comprises a predetermined injection strategy for injecting fuel.
  • the predetermined injection strategy may in particular include a time and / or a frequency of injection and / or include an injection quantity.
  • the predetermined injection strategy can, for example, also include measures for influencing spray formation.
  • the predetermined injection strategy is designed and provided for increasing the hydrocarbon concentration in the combustion chamber exhaust gas.
  • the predefined injection strategy comprises at least one post-injection of fuel into at least one combustion chamber of the internal combustion engine and / or into a combustion chamber exhaust gas of the internal combustion engine downstream of the at least one combustion chamber of the internal combustion engine such that the subsequently injected fuel is Fuel remains substantially unburned.
  • the advantage is that the hydrocarbon concentration can be increased very simply and reliably by such post-injection of fuel.
  • the post-injection may also be referred to as late injection, wherein injection with respect to one cycle of the internal combustion engine occurs so late that the post-injected fuel remains substantially unburned, that is, at least a portion of the post-injected fuel remains unburned, that is, not inflamed and thereby no longer takes part in the combustion.
  • the minimum hydrocarbon concentration in the case of a cold internal combustion engine is about 4000 to 5000 parts per million and in the case of a warm internal combustion engine at least 2500 parts per million.
  • At least one catalytic converter is provided downstream of the at least one combustion chamber of the internal combustion engine. At least one of the at least one catalytic converter is brought to at least its operating temperature for the conversion of hydrocarbon within a predetermined period of time. During the predetermined period of time, the operation of the internal combustion engine is predetermined to comply with a predetermined hydrocarbon emission limit value. After the predetermined period of time, the operation of the internal combustion engine is given to obtain the hydrocarbon concentration of the combustion chamber exhaust gas, which is at least as large as the determined minimum hydrocarbon concentration.
  • the predetermined time duration is predetermined depending on a temperature of the at least one catalytic converter and / or an exhaust gas temperature and / or an exhaust gas mass flow and / or a particle number in the combustion chamber exhaust gas and / or the specified particle number emission limit value.
  • the advantage is that in this way the predetermined period of time can be selected as long as necessary and as short as possible in order to be able to increase the hydrocarbon concentration in the combustion chamber exhaust gas as early as possible in order to reduce the particle number, but without the prescribed hydrocarbon emission limit value To exceed.
  • the predetermined period of time can also be set to zero if the catalytic converter already has its operating temperature.
  • the predetermined time duration can be set the shorter, the higher the exhaust gas temperature and / or the exhaust gas mass flow.
  • the predetermined time period can also be set to zero or short, if in the current operating state of the internal combustion engine, the particle number in the combustion chamber exhaust gas is so low that the predetermined particle number emission limit without or by only slightly increasing the hydrocarbon concentration in the combustion chamber exhaust gas for reduction the particle number can be maintained.
  • the predetermined period of time is a maximum of 20 seconds.
  • the operation of the internal combustion engine is predetermined to obtain an air ratio of one on the inlet side of the at least one catalytic converter.
  • FIG. 1 shows an internal combustion engine with an exhaust gas tract
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the intake tract 1 preferably comprises a throttle valve 5, a collector 6 and an intake manifold 7 which leads to at least one cylinder Z1 -Z4 is guided via an inlet channel into a combustion chamber 9 of the engine block 2.
  • the engine block 2 comprises a crankshaft 8, which is coupled via a connecting rod 10 with the piston 11 of the cylinder Z1-Z4.
  • the internal combustion engine is preferably arranged in a motor vehicle.
  • the cylinder head 3 comprises a valve drive with at least one gas inlet valve 12, at least one gas outlet valve 13 and valve drives 14, 15.
  • the cylinder head 3 further comprises an injection valve 22 and possibly a spark plug 23.
  • the injection valve 22 may also be arranged in the intake manifold 7.
  • the exhaust gas tract 4 comprises at least one catalytic converter 24, which is preferably designed as a three-way catalytic converter and which belongs to an exhaust gas purification system or emission reduction system of the internal combustion engine.
  • the catalytic converter 24 is particularly suitable for storing and discharging oxygen as a function of an oxygen loading level of the catalytic converter 24. If the degree of oxygen loading is maximum, no further oxygen can be taken up by the catalytic converter 24. If the degree of oxygen loading is minimal, then the catalytic converter 24 can not release any oxygen.
  • the exhaust gas purification or emission reduction system in particular in a diesel internal combustion engine, a particulate filter for filtering in particular large, that is, high-mass particles from the exhaust gas and / or recirculation of exhaust gases from the exhaust system 4 and / or the combustion chamber 9 in the intake tract 1 and the combustion chamber 9 include.
  • an exhaust gas recirculation rate may be set, for example, by a valve overlap phase in which the gas inlet valve 12 and the gas outlet valve 13 are simultaneously opened.
  • the recirculation of the exhaust gases for example, causes a lower combustion temperature in a combustion process in the combustion chamber 9 than without the recirculation of the exhaust gases.
  • the lower combustion temperature may result in lower pollutant production in the combustion process than at a higher combustion temperature.
  • a control device 25 is provided which is associated with sensors which detect different measured variables and in each case determine the value of the measured variable.
  • Operating variables include the measured variables and variables derived therefrom of the internal combustion engine.
  • the control device 25 determines depending on at least one of the operating variables at least one manipulated variable, which are then converted into one or more actuating signals for controlling the actuators by means of corresponding actuators.
  • the control device 25 may also be referred to as an apparatus for operating the internal combustion engine.
  • the sensors are, for example, a pedal position sensor 26 that detects an accelerator pedal position of an accelerator pedal 27, an air mass sensor 28 that detects an air mass flow upstream of the throttle 5, a throttle position sensor 30 that detects an opening degree of the throttle 5, a first temperature sensor 32 that detects an intake air temperature , a second temperature sensor 33 detecting a cooling water temperature, a third temperature sensor 35 detecting an oil temperature, an intake manifold pressure sensor 34 detecting an intake manifold pressure in the accumulator 6, a crankshaft angle sensor 36 detecting a crankshaft angle then a speed is assigned.
  • a pedal position sensor 26 that detects an accelerator pedal position of an accelerator pedal 27, an air mass sensor 28 that detects an air mass flow upstream of the throttle 5, a throttle position sensor 30 that detects an opening degree of the throttle 5, a first temperature sensor 32 that detects an intake air temperature , a second temperature sensor 33 detecting a cooling water temperature, a third temperature sensor 35 detecting an oil temperature, an intake manifold pressure sensor 34 detecting an intake manif
  • an exhaust gas probe 40 is preferably arranged upstream of the exhaust gas catalytic converter 24 whose measurement signal is representative of an air / fuel ratio in the combustion chamber 9 or in a combustion chamber raw gas RA taking into account a gas transit time from the combustion chamber 9 to the exhaust gas end 40 directly downstream of the combustion chamber 9 or in a combustion chamber exhaust gas BA immediately upstream of the catalytic converter 24.
  • a further exhaust gas probe 42 may be provided downstream of the exhaust gas catalyst 24, through which, for example, the oxygen loading capability of the catalytic converter 24 Ü can be checked.
  • the exhaust gas probes 40, 42 upstream and / or downstream of the catalytic converter 24 are further elements of the exhaust gas purification or emission reduction system of the internal combustion engine. Depending on the embodiment of the invention, any subset of said sensors may be present, or additional sensors may be present.
  • the actuators are, for example, the throttle valve 5, the gas inlet and gas outlet valves 12, 13, the injection valve 22 and / or the spark plug 23.
  • cylinders Z2-Z4 are preferably provided, which are associated with corresponding actuators.
  • FIG. 2 shows a first flowchart of a program for operating the internal combustion engine, which is preferably executable in the control device 25.
  • the program begins with a step S1 in which, for example, preparations can be made and / or initializations can be carried out.
  • a current operating state BZ of the internal combustion engine is preferably determined.
  • the current operating state BZ can, for example, depend on the operating variables be determined, in particular depending on the cooling water temperature or the oil temperature, ie substantially a temperature of the internal combustion engine, and / or an exhaust gas temperature and / or a temperature of the at least one catalytic converter 24 and / or an exhaust gas mass flow and / or a current in the Combustion generated particle number N and / or a currently produced during combustion hydrocarbon concentration HCK.
  • the current operating state BZ can, however, also be determined as a function of other or further operating variables and / or other variables.
  • a minimum hydrocarbon concentration HCMK of the combustion chamber raw gas RA or combustion chamber exhaust gas BA of the internal combustion engine is determined, which is required to maintain the predetermined particle number emission limit value PE.
  • the minimum hydrocarbon concentration HCMK in the case of a cold engine for example, about 4000 to 5000 parts per million and is in the case of a warm engine at least 2500 parts per million.
  • the particles present in the exhaust gas consist essentially of hydrocarbons HC. If the hydrocarbon concentration HCK in the combustion chamber raw gas RA or combustion chamber exhaust gas BA is at least the minimum hydrocarbon concentration HCMK, then the hydrocarbon particles preferably concentrate to form larger particles. By aggregating several small particles into a few large particles, the particle number N in the exhaust gas is reduced. In order to achieve this, in a step S3, an operation B of the internal combustion engine is predetermined in order to obtain the hydrocarbon Concentration HCK of Brennraumrohabgases RA or the combustion chamber exhaust gas BA, which is at least as large as the determined minimum hydrocarbon concentration HCMK. The resulting larger particles can be removed from the exhaust gas, for example by means of particle filters.
  • the operation B of the internal combustion engine for obtaining such a hydrocarbon concentration HCK preferably comprises a predetermined injection strategy ES, that is, injection of fuel is made or modified specifically for the purpose of increasing the hydrocarbon concentration HCK.
  • a predetermined injection strategy ES that is, injection of fuel is made or modified specifically for the purpose of increasing the hydrocarbon concentration HCK.
  • the given injection strategy ES contradicts efforts to keep the hydrocarbon concentration HCK in the exhaust gas as low as possible in order to be able to reliably comply with a predetermined hydrocarbon emission limit value HCE.
  • the predetermined injection strategy ES may in particular include a post-injection or late injection of fuel, wherein in particular an injection time or injection location are selected such that the post-injected fuel no longer participates in the combustion, that is not inflamed, but at least part of the nacheingespritzten Fuel unburned in Brennraumrohabgas RA o combustion chamber exhaust gas BA is maintained.
  • a further injection valve 38 may be provided downstream of the combustion chamber 9 and upstream of the at least one catalytic converter 24 for post-injection of fuel into the combustion chamber raw gas RA.
  • the program ends in a step S4 and is preferably executed repeatedly.
  • FIG. 3 shows a second flow diagram of the program, which is expanded compared to that shown in FIG. The
  • a step Sil can be provided to detect the temperature TEMP_KAT of the at least one catalytic converter 24 and in particular of a close-coupled catalytic converter and to check whether this at least one catalytic converter 24 already has its operating temperature TEMP KATB for the conversion of hydrocarbon HC. If this is not the case, this at least one catalytic converter 24 is brought to at least its operating temperature TEMP_KATB within a predetermined period of time T.
  • a step S12 may be provided for determining the required time duration and predetermining this determined time duration as the predetermined time duration T.
  • the predetermined time duration T is determined in particular and predetermined depending on the current temperature TEMP KAT of the at least one exhaust gas catalytic converter 24 and / or the exhaust gas temperature TEMP_BA and / or the exhaust gas mass flow MBAF and / or the particle number N in the combustion chamber raw gas RA or combustion chamber exhaust gas BA and / or the predetermined particle number emission limit value PE.
  • the predetermined period of time T is preferably at most twenty seconds.
  • a step S13 at least one of the at least one exhaust gas catalytic converter 24, in particular the exhaust gas catalytic converter 24 next to the engine, is brought to at least its operating temperature TEMP_KATB for the conversion of hydrocarbon HC within the predetermined period of time T.
  • the operating mode B of the internal combustion engine is predetermined to maintain the predetermined hydrocarbon emission limit value HCE, that is, the predetermined injection strategy ES for increasing the hydrocarbon concentration HCK is preferably not used during the predetermined period of time T.
  • the minimum hydrocarbon concentration HCMK is determined.
  • step S15 which essentially corresponds to step S3
  • the engine operation B is set to obtain the hydrocarbon concentration HCK of the combustion chamber raw gas RA or combustion chamber exhaust gas BA, which is at least as large as the determined hydrocarbon Minimum concentration HCMK.
  • the predetermined injection strategy ES is used in step S15.
  • the operation B of the internal combustion engine and in particular also the predefined injection strategy ES are predetermined such that on the input side of the at least one exhaust gas catalytic converter 24, ie immediately upstream of the at least one catalytic converter 24, an air ratio LAM of one prevails, that is to say that the air / Fuel ratio is stoichiometric.
  • the air ratio LAM is, for example, detectable as a lambda value by the exhaust gas probe 40. It can For example, be provided to perform the combustion in the combustion chamber 9 under excess oxygen or to supply oxygen after burning, for example by means of valve overlap or by secondary air injection.
  • the air / fuel ratio is then brought to a value of the air ratio LAM of one.
  • the hydrocarbon emission limit value can be maintained particularly reliably.
  • the air ratio LAM of one is achieved on average over time. For example, a periodic variation of the air ratio LAM by the value of one may be provided.
  • its oxygen storage capacity can be used for the reliable reduction of the hydrocarbons HC in the exhaust gas catalyst 24, for example.
  • the program ends in a step S16.
  • the steps S14 and S15 are preferably carried out repeatedly.
  • the steps S10 to S13 are preferably carried out at a start of operation of the internal combustion engine, in particular during a cold start.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

En fonction d'un état de fonctionnement actuel (BZ) d'un moteur à combustion interne et/ou d'une valeur limite d'émission de particules (PE) prédéfinie, une concentration minimale en hydrocarbures (HCMK) des gaz d'échappement du moteur à combustion interne est déterminée, concentration minimale qui est nécessaire pour maintenir la valeur limite d'émission de particules prédéfinie. Un fonctionnement (B) du moteur à combustion interne est prédéfini pour obtenir une concentration en hydrocarbures (HCK) des gaz d'échappement qui est au moins aussi importante que la concentration minimale en hydrocarbures (HCMK) déterminée.
EP09751891A 2008-11-19 2009-11-06 Procédé et dispositif pour faire fonctionner un moteur à combustion interne Withdrawn EP2347111A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008058010.4A DE102008058010B4 (de) 2008-11-19 2008-11-19 Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
PCT/EP2009/064780 WO2010057788A1 (fr) 2008-11-19 2009-11-06 Procédé et dispositif pour faire fonctionner un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2347111A1 true EP2347111A1 (fr) 2011-07-27

Family

ID=41666471

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09751891A Withdrawn EP2347111A1 (fr) 2008-11-19 2009-11-06 Procédé et dispositif pour faire fonctionner un moteur à combustion interne

Country Status (5)

Country Link
US (1) US20110231079A1 (fr)
EP (1) EP2347111A1 (fr)
JP (1) JP5091356B2 (fr)
DE (1) DE102008058010B4 (fr)
WO (1) WO2010057788A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016004820A1 (de) * 2016-04-21 2017-10-26 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Steuern einer Brennkraftmaschine

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Also Published As

Publication number Publication date
WO2010057788A1 (fr) 2010-05-27
JP5091356B2 (ja) 2012-12-05
US20110231079A1 (en) 2011-09-22
JP2012509431A (ja) 2012-04-19
DE102008058010B4 (de) 2015-03-12
DE102008058010A1 (de) 2010-05-20

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