EP2699771A1 - Procédé de fonctionnement d'un moteur diesel de véhicule automobile équipé d'un système de dépollution des gaz d'échappement - Google Patents

Procédé de fonctionnement d'un moteur diesel de véhicule automobile équipé d'un système de dépollution des gaz d'échappement

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Publication number
EP2699771A1
EP2699771A1 EP11804641.6A EP11804641A EP2699771A1 EP 2699771 A1 EP2699771 A1 EP 2699771A1 EP 11804641 A EP11804641 A EP 11804641A EP 2699771 A1 EP2699771 A1 EP 2699771A1
Authority
EP
European Patent Office
Prior art keywords
air
exhaust gas
fuel ratio
nox
way catalyst
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Withdrawn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
EP11804641.6A
Other languages
German (de)
English (en)
Inventor
Ortwin Balthes
Berthold Keppeler
Siegfried Müller
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of EP2699771A1 publication Critical patent/EP2699771A1/fr
Withdrawn legal-status Critical Current

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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
    • 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
    • F01N3/033—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 in combination with other devices
    • F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • 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
    • F01N3/18—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 methods of operation; Control
    • F01N3/20—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 methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • 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
    • F01N3/18—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 methods of operation; Control
    • F01N3/20—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 methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • 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
    • F02D41/02—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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature 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
    • F02D41/02—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
    • F02D41/146—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 an NOx content or concentration
    • F02D41/1461—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 an NOx content or concentration of the exhaust gases emitted by the engine
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • 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
    • 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
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • 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
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/16—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an electric heater, i.e. a resistance heater
    • 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
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
    • F01N2430/085—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing at least a part of the injection taking place during expansion or exhaust stroke
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0412—Methods of control or diagnosing using pre-calibrated maps, tables or charts
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1402—Exhaust gas composition
    • 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
    • F01N3/101—Three-way catalysts
    • 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
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment 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
    • F02D41/02—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
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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

Definitions

  • Output signal of an exhaust gas sensor arranged downstream of the three-way catalyst in the exhaust gas purification system, which provides an output signal correlating with a NOx concentration of the exhaust gas, can thus obtain information about the air-fuel ratio and set this.
  • the ⁇ -value characterizing the air / fuel ratio is, as usual, to be understood as a ratio of the amount of oxygen actually present in the combustion air / fuel mixture to the theoretically minimum required oxygen quantity for complete combustion of the fuel.
  • a lean air-fuel mixture with an excess of air therefore has a ⁇ -value of greater than one.
  • a rich air-fuel mixture with a fuel surplus however, has a ⁇ -value of less than one.
  • the lambda value in the exhaust gas (exhaust ⁇ ) corresponds to the
  • Lambda value of the air-fuel mixture (combustion ⁇ ) with which the engine is operated is operated.
  • ⁇ Lambda value of the air-fuel mixture
  • the three-way catalyst may also be a classic (diesel) oxidation catalyst containing a catalyst material with the said three-way properties.
  • NOx are summarized at least the nitrogen oxides NO and N0 2 understood.
  • the SCR catalyst is a catalyst which can selectively and continuously reduce NOx under oxidizing conditions, ie at ⁇ > 1, 0, by means of ammonia (NH 3 ). Between the three-way catalyst and the SCR catalyst, a particulate filter is preferably arranged.
  • the exhaust gas sensor is preferably a NOx sensor. However, this does not rule out that this sensor except with the NOx concentration of the exhaust gas correlating output signal one or more other output signals can be provided, which correlate with the concentration of another exhaust gas component such as oxygen or with an exhaust gas state parameter such as the exhaust gas temperature.
  • This minimum temperature is preferably a catalyst temperature which is typical for a predefinable NO x conversion and which correlates with or corresponds to the so-called light-off temperature.
  • the catalyst temperature is measured directly or determined from an exhaust gas temperature determined or calculated before and / or after the catalytic converter, or equated to this.
  • Embodiment of the invention provided that from the correlating with the NOx concentration output of the exhaust gas sensor, a NOx lst conversion of the three-way catalyst is determined and an engine supplied amount of air and / or fuel quantity are changed until the NOx lst Turnover reaches a predetermined target NOx-conversion at least approximately.
  • the NOx actual conversion is determined by offsetting a raw NOx emission of the engine with the NOx content in the exhaust gas determined by means of the exhaust gas sensor downstream of the three-way catalytic converter.
  • recourse is preferably made to stored characteristic curves which represent a raw NOx emission of the engine for the respective operating conditions.
  • the raw NOx emission can also be determined metrologically by means of a suitable sensor upstream of the three-way catalyst.
  • a target value for the air-fuel ratio lying within a predefinable target range is set in the first operating range.
  • a range of about 0.95 ⁇ ⁇ 1.05 is preferred.
  • Target ranges with 0.97 ⁇ ⁇ 1, 0 or 0.98 ⁇ ⁇ 1.05 are particularly preferred.
  • an oscillating within the target range target value for the air-fuel ratio is set.
  • the oscillation frequency is preferably about 5 Hz to about 1 Hz. In this way, a good conversion performance of the three-way catalyst is ensured for both CO and HC and for NOx.
  • a pre-control value for the air-fuel ratio is set pilot-controlled by delivery of a required for a requested engine load fuel injection amount and at least approximately the amount of air required for their combustion and for setting the target value for the air-fuel ratio of the pilot value by at least one of the engine load At least approximately unaffected late post fuel injection is reduced.
  • the setting of the air volume provided for the ⁇ precontrol value is preferably carried out by setting a throttle valve arranged in the intake air line of the engine in conjunction with a charge pressure regulation and an inert gas or exhaust gas recirculation quantity setting to predeterminable pilot control values.
  • the fuel injection quantity required for setting the engine load can take place via one or more pre-injections made before top dead center, via a main injection made at about top dead center and optionally one or more post-injections, in particular torque-effective.
  • Provided is preferably at least one subsequent to the main injection post-injection.
  • the precontrol value for the air-fuel ratio is preferably lean. Particularly preferred is a precontrol value of
  • the at least one late post-injection used to set the exact ⁇ target value is not or at most low-torque effective. For this purpose, this is preferably done at crank angles of greater than 80 ° after top dead center, wherein preferably the amount of air and inert gas supplied to the engine remains unchanged.
  • the target range for the air-fuel ratio is predetermined by assigned desired NOx conversion values of the three-way catalyst, wherein for the assignment of air-fuel ratio values to desired NOx conversion values to a stored NOx conversion characteristic is used, which represents a dependence of the NOx conversion of the air-fuel ratio for the three-way catalyst.
  • This characteristic is preferably determined in advance and stored in a control unit for controlling the engine operation and / or the operation of the exhaust gas purification system. It is preferred if NOx conversion characteristics are provided for a wide variety of conditions, so that the current conversion behavior of the three-way catalyst can always be considered as known. It is advantageous to estimate an aging occurring over time and, if appropriate, to adapt the NOx conversion characteristic to an aging-related change in the NOx conversion behavior.
  • Also available in the control unit is preferably a map, which provides the current NOx raw emissions of the engine.
  • the correction values are preferably written in a characteristic map to be used for all relevant operating conditions of the first operating range for the ⁇ setting.
  • a setting of an air-fuel ratio of about 1.0 which takes place in connection with a subsequent engine start or warm-up, is thus made possible in an improved and more accurate manner.
  • the adaptation is carried out directly or at least for a short time before a thermal regeneration of a particle filter to be carried out. For such a reduced air-fuel ratio and an increased exhaust gas temperature are adjusted anyway, so that on the one hand reliable operation of the exhaust gas sensor is ensured and on the other hand practically no additional increased fuel consumption results.
  • the diesel engine is operated in the first operating range within a particular first temperature range for the three-way catalyst with a Schubrenn compiler with excess air.
  • a Schubrenn compiler with excess air.
  • the temperature of the three-way catalyst is preferably an exhaust gas temperature measured in front of or behind the three-way catalyst or a temperature determined in the catalyst bed itself
  • a further acceleration of the heating of the emission control system can be achieved if in a further embodiment of the invention in the first operating range within a particular second temperature range for the three-way catalyst, a three-way catalytic converter upstream electrical heating element is energized.
  • a heating element here is preferably a so-called E-Kat in question, which is connected as a disk-shaped, optionally catalytically coated and electrically heatable metal support element immediately upstream of the three-way catalyst. It is particularly preferred if, in a further embodiment of the invention, a starting of the electric heating element is started before performing an engine start.
  • This low-emission engine operation can be achieved very quickly or the pollutant emission during warm-up be kept particularly low. It is advantageous if, during the starting process itself, when electrical energy is required to crank the engine from a starter, the heating is temporarily deactivated.
  • Fig. 1 is a schematic diagram of a motor vehicle diesel engine with a
  • FIG. 2 shows a diagram with a schematic representation of operating ranges in which different operating conditions are provided
  • 3 is a graph showing an exemplary NOx conversion curve of the three-way catalyst.
  • the diesel engine 1 in this case has a two-stage supercharging and a two-stage exhaust gas recirculation and comprises an engine block 2 with working cylinders 3 with unspecified combustion chambers, wherein the working cylinders 3 and their respective combustion chamber by means of a high-pressure pump 4 fuel is supplied.
  • Combustion air can be supplied to the working cylinders 3 or their respective combustion chambers via an air supply system 5, and exhaust gas is removed from the working cylinders 3 via an exhaust gas tract 6.
  • an air filter 7 a first compressor 10 of a high-pressure exhaust gas turbocharger 11 formed first exhaust gas turbocharger, a second Compressor 8 arranged as a low-pressure exhaust gas turbocharger 9 second exhaust gas turbocharger, a charge air cooler 12 and a throttle valve 13 is arranged.
  • a first turbine 14 assigned to the high-pressure exhaust gas turbocharger 11, a second turbine 15 assigned to the low-pressure exhaust gas turbocharger 9 and an exhaust gas purification system 16 are arranged.
  • the emission control system 16 has a particle filter 35 for filtering out particles from the exhaust gas and an upstream three-way catalytic converter 34.
  • an unillustrated electric heating element is provided immediately before the three-way catalyst 34.
  • the three-way catalyst 34 is preferably formed as a so-called diesel oxidation catalyst with three-way catalyst function, in particular with metal foil support body.
  • the electric heating element is preferably designed as a coated metal foil carrier body (so-called E-Kat).
  • the particle filter 35 may be formed in sintered metal or as a wall-flowed filter unit in honeycomb construction.
  • a catalytic coating for example with an oxidation-catalytically active material and / or with an SCR catalyst material, is preferably provided for the particle filter 35.
  • an SCR catalytic converter 36 is arranged in the exhaust gas tract 6 downstream of the particle filter 35.
  • the SCR catalyst 36 is capable of reducing nitrogen oxides (NOx) with, in particular, ammonia as a selective reducing agent.
  • an adding device 38 is provided which can inject ammonia or an agent capable of splitting off ammonia reducing agent such as urea-water solution in the exhaust gas tract 6.
  • a downstream mixer not separately shown, can be arranged in the exhaust gas tract 6.
  • the addition device may also be provided upstream of the three-way catalyst 34 or between the three-way catalyst 34 and the particulate filter 35, or an additional NH 3 addition site may be provided there ,
  • a boost pressure of the engine 1 is controllable or at low speeds of the engine 1, in which the high-pressure turbocharger 11 is not yet operable due to low exhaust pressure, the first compressor 10 via the compressor bypass 18 bypassed.
  • bypasses 20, 21 are arranged, each having a
  • Turbine 14, 15 bypass namely a first turbine bypass 20, in which a first turbine bypass valve 22 is disposed and a second turbine bypass 21, in which a second turbine bypass valve 23 is arranged.
  • the first turbine bypass valve 22 can be controlled in this operating state such that an exhaust gas mass flow can be conducted past the first turbine bypass 14 via the first turbine bypass 20 and so completely usable for driving the second turbine 15 of the low-pressure exhaust gas turbocharger 9.
  • the exhaust gas pressure acting on the turbines 14, 15 of the exhaust-gas turbocharger 9, 11 is high, as a result of which they reach high rotational speeds.
  • the turbine bypass valves 22, 23 are controllable such that they partially open, for example, whereby a portion of the exhaust gas mass flow past the turbines 14, 15 passable and thereby acting on the turbines 14, 15 and this driving exhaust pressure can be reduced. This results in a lower
  • a power of the engine 1 can be optimized in different rotational speed ranges and a respective optimal boost pressure can be provided.
  • a so-called turbo lag ie a lack of or low boost pressure and the resulting low power of such an engine 1 in low speed ranges preventable or at least significantly reduce this problem and thus, for example, a driving behavior and a fuel consumption of a driven by this engine 1 vehicle optimized.
  • a low-pressure exhaust gas recirculation (EGR) line 24 which opens upstream of the second compressor 8 of the low-pressure exhaust gas turbocharger 9 and downstream of the air filter 7 back into the air supply system 5.
  • EGR exhaust gas recirculation
  • the amount or the proportion of the low-pressure exhaust gas recirculation line 24 recirculated exhaust gas can be influenced.
  • the Abgasaufstauklappe 17 may also be arranged behind the SCR catalyst 36.
  • a low-pressure EGR cooler 25 and a low-pressure EGR valve 26 are arranged downstream of the branch from the exhaust gas tract 6 in the flow direction of a low-pressure EGR mass flow.
  • the low pressure EGR mass flow can be cooled by eliminating the low pressure EGR cooler 25 over the lengths of tubing or piping used. The cooling of the low-pressure EGR mass flow ensures that no excessively high temperatures occur at the compressors 8, 10 in the exhaust gas recirculation mode.
  • an unillustrated second SCR catalyst may be provided in the low pressure EGR passage 24, upstream of the low pressure EGR cooler 25, an unillustrated second SCR catalyst may be provided.
  • This makes it possible to reduce nitrogen oxide and / or ammonia or oxygen which may be present in the recirculated exhaust gas. This in turn deposits or corrosion phenomena are avoided or reduced and it is an improved sequence of taking place in the combustion chambers of the engine 1 fuel combustion possible.
  • the second SCR catalytic converter can assume a filter function, so that at least comparatively coarse particles are removed from the exhaust gas recirculated via the low-pressure path.
  • one or more further exhaust aftertreatment effective cleaning components such as another
  • Oxidation catalyst, an SCR catalyst and / or a nitrogen oxide storage catalyst may be arranged in the exhaust tract 6, which is not shown separately.
  • an oxidation-catalytically active Emission control component is arranged, by means of which an ammonia slip of the SCR catalyst 36 can be removed from the exhaust gas.
  • a high pressure EGR cooler 29 is disposed in the high pressure EGR passage 27, which may optionally be structurally and / or functionally associated with the low pressure EGR cooler 25.
  • cooling of the high-pressure EGR mass flow for example via a tube length of the high-pressure EGR line 27, can take place.
  • bypass lines can be provided, in particular with adjusting means for variable throughput adjustment, which is not shown separately.
  • the illustrated diesel engine 1 thus has an exhaust gas recirculation, in which the exhaust gas upstream of the turbine 14 of the high-pressure exhaust gas turbocharger 11 via a corresponding high-pressure path and downstream of the exhaust gas purification unit 16 via a corresponding low-pressure path the exhaust tract 6 can be removed and, optionally after cooling, upstream of the compressor. 8 the low-pressure exhaust gas turbocharger 9 and downstream of the throttle valve 3 of the air supply system 5 and thus the combustion chambers 3 can be fed.
  • the engine 1 is optionally operable without exhaust gas recirculation, with high-pressure exhaust gas recirculation or low-pressure exhaust gas recirculation or simultaneously with high-pressure exhaust gas recirculation and low-pressure exhaust gas recirculation with variable exhaust gas recirculation quantities.
  • a combustion gas can be supplied with a variable within wide limits exhaust gas recirculation rate with variable low pressure component and variable high pressure component.
  • This achieves a total clean exhaust gas recirculation mass flows, a better cooling of the exhaust gas recirculation mass flows, avoids sooting the Exhaust gas recirculation cooler 25, 29 and allows a good mixing of
  • Exhaust gas recirculation mass flows with fresh air in the air supply system 5. There are high exhaust gas recirculation rates possible and it is a homogeneous or at least partially homogeneous operation of the internal combustion engine 1 possible.
  • the Abgasaufstauklappe 17 and the low-pressure EGR valve 26 are present actuators of a designed as a pilot control exhaust gas recirculation control. Both the low-pressure EGR valve 26 and the exhaust gas flap 17 are preferably continuously adjustable. With the help of the Abgasaufstauklappe 17 and the low-pressure AG R valve 26 in front of the compressor 8, the low-pressure component of the total exhaust gas recirculation mass flow is adjustable and the latter thus also influenced. As long as there is a sufficient pressure gradient to promote the low-pressure exhaust gas recirculation mass flow, it is initially adjustable exclusively via the low-pressure EGR valve 26. If this is no longer the case, in addition the exhaust gas flap 17 is slightly adjustable to increase the pressure drop across the low pressure EGR valve 26.
  • the charge air cooler 12 immediate charge air cooler bypass 30 in the air supply system 5 a sooting of the charge air cooler 12 can be avoided.
  • the risk of so-called sooting exists, for example, when a water vapor and optionally a particle-containing gas mixture in the charge air cooler 12 is cooled below the dew point and condensate formation occurs.
  • the entire fresh-air exhaust gas mixture or only a part thereof via the intercooler bypass 30, which upstream of the charge air cooler 12 branches, can be passed to the intercooler 12 over, whereby it is not cooled by the intercooler 12 and therefore the temperature does not drop below the dew point.
  • a temperature sensor 31 is arranged downstream of the compressor 8, 10 and upstream of the charge air cooler 12 in the air supply system 5, so that upon reaching a predetermined temperature arranged in the charge air cooler bypass 30 intercooler bypass valve 32 is controlled accordingly and then this intercooler bypass valve 32, for example, completely opens or completely closes or partially opens in another embodiment.
  • further sensors are preferably provided in the exhaust tract 6 and in the air supply system 5, which is not shown in greater detail for the sake of clarity.
  • On the output side of the SCR catalyst 36, input and / or output side of the air filter 7, the input and output side of the compressor 8, 10 be arranged in the exhaust gas recirculation lines 24, 27 and optionally at other locations to detect the temperature and pressure conditions.
  • an air mass flow sensor is provided downstream of the air filter 7 in order to detect the fresh air mass flow.
  • exhaust gas sensors in the exhaust gas tract 6, such as a lambda probe in the exhaust manifold 33 and before and / or after the three-way catalytic converter 34 or the particle filter 35 are preferably provided.
  • an exhaust gas sensor preferably designed as a NOx sensor, is provided between the particle filter and the adding device 38 or the branching off of the low-pressure EGR line 24.
  • the NOx sensor may be correlated with a NOx concentration of the exhaust gas
  • a NOx sensor which is likewise not shown separately, may be provided on the output side of the SCR catalytic converter.
  • the signals of the existing sensors are processed by a control unit, not shown, which generally based on the signals and stored characteristics and maps operating conditions of the engine 1, in particular in the exhaust system 6 and in the
  • the operating ranges denoted by A to G are defined by values for a temperature T as well as for an engine load M related to a rated load, for example given as effective mean pressure p me .
  • the temperature T is a temperature occurring immediately downstream of the three-way catalytic converter 34 in the exhaust gas tract 6, which is preferably detected by means of a temperature sensor and considered to be decisive for the temperature of the three-way catalyst 34.
  • the operating ranges indicated by A to G are taken in alphabetical order starting from an engine cold start at temperatures of the engine 1 and the exhaust gas purifier 16 of 30 ° C or lower. It is further assumed that, apart from the operating range G, a temperature of the SCR catalytic converter 36 or an exhaust gas temperature 200 ° C. that can be measured directly in front of or behind the SCR catalytic converter 36 has not yet been exceeded.
  • the exhaust gas cleaning system 16 After a cold engine start the exhaust gas cleaning system 16 is still cold and warms up only by heat absorption due to flow with exhaust gas more or less elevated temperature.
  • a temperature T ⁇ 150 ° C and the entire load range covering engine load area A is for rapid heating of the exhaust gas cleaning system 16 and in particular of the three-way catalyst 34, the immediately on the input side of the three-way catalyst 34 arranged electric heating element energized.
  • the energization can be started with the beginning of a self-sufficient motor self-running. However, it is preferred if the
  • Energization is already started before the engine is started.
  • a trigger for this purpose can be provided a detection of a door lock operation or a driver seat occupancy or a buckle lock.
  • Engine 1 diesel-typically with excess air, but operated with a special Schusternnvon, which has an increased exhaust gas temperature compared to the normal diesel engine operation.
  • the main fuel injection is shifted to about 3 ° KWnOT to 7 ° KWnOT (control start) late and reduced the main injection quantity in favor of the amount of post-injection.
  • a reduction of the injection pressure can be provided.
  • one or two pilot injections are provided before top dead center. Characteristically, incomplete post-injection incineration is avoided to avoid increased HC / CO emissions that would result from temperature-induced lack of activity of the three-way catalyst 34.
  • the operating region B is characterized by a temperature in the range 150 ° C. T ⁇ 250 ° C and covering the entire load range engine load M marked.
  • a more or less strong HC conversion of the three-way catalyst 34 is already possible. As a result of the released heat of reaction, this heats up quickly and the activity therefore also increases rapidly.
  • the operating ranges C and D are reached, depending on the engine load M.
  • the operating range C is additionally characterized by an engine load M of less than 20% and the operating range D by an engine load M of more than 20% of the rated load.
  • the energization of the electric heating element preferably remains active.
  • a target value for the air-fuel ratio ⁇ oscillating in a target range between a lower and an upper limit value is set.
  • a combustion ⁇ of 0.97 and in the operating range D of 0.98 is provided as the lower limit.
  • the upper limits are 1, 0 and 1, 05 in the operating range C and D, respectively.
  • a CH 4 or N 2 O emission is advantageously reduced there.
  • the procedure provided according to the invention for setting the combustion ⁇ of approximately 1.0 will be explained in more detail below. For this purpose, reference is made to a NOx conversion curve of the three-way catalyst 34 shown schematically in FIG.
  • a ⁇ target range ⁇ in of 0.98 ⁇ ⁇ 1, 05 is entered. In the present case, this corresponds to a target range for the NOx conversion between 43% and 94%.
  • the throttle valve is closed at values between 70% and 95%, a charge pressure flap at values between 5% to 45% and a wastegate at values between 25% and 45%.
  • the high pressure EGR valve 28 is fully closed and the exhaust gas recirculation amount
  • Actuation of the low-pressure exhaust gas recirculation valve 26 and the Abgasaufstauklappe 17 is set. By settling a calculated pilot quantity of a late, non-torque-effective post-injection at a crank angle of> 80 ° nOT, enrichment to achieve the ⁇ target value takes place. Its exact value is through
  • the settings made here correspond to those of operating region C.
  • the laughing gas and / or methane formation at the three-way is slightly fainter compared to operating region D. Catalyst 34 largely avoidable.

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Abstract

L'invention concerne un procédé de fonctionnement d'un moteur Diesel de véhicule automobile équipé d'un système de dépollution des gaz d'échappement comportant un pot catalytique à trois voies (34) et un catalyseur SCR (36) montés l'un derrière l'autre dans le sens du flux des gaz d'échappement. Dans le procédé selon l'invention, le moteur Diesel (1) fonctionne au moins par moments avec un rapport air-carburant d'environ λ = 1,0 sur une première plage de fonctionnement (C, D, E, F) dans laquelle la température du catalyseur SCR (36) passe sous un seuil de température minimum pouvant être prédéfini. Dans une deuxième plage de fonctionnement (G) dans laquelle le catalyseur SCR (36) dépasse le seuil de température minimum pouvant être prédéfini, le moteur Diesel (1) fonctionne avec un excès d'air typique pour un fonctionnement normal d'un moteur Diesel. Selon l'invention, le rapport air-carburant (λ) dans la première plage de fonctionnement (C, D, E, F) est régulé à partir d'un signal de sortie d'un capteur de gaz d'échappement situé en aval du pot catalytique à trois voies (34), en corrélation avec une concentration en NOx du gaz d'échappement.
EP11804641.6A 2011-04-19 2011-12-07 Procédé de fonctionnement d'un moteur diesel de véhicule automobile équipé d'un système de dépollution des gaz d'échappement Withdrawn EP2699771A1 (fr)

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DE102011017486A DE102011017486A1 (de) 2011-04-19 2011-04-19 Betriebsverfahren für einen Kraftfahrzeug-Dieselmotor mit einer Abgasreinigungsanlage
PCT/EP2011/006123 WO2012143025A1 (fr) 2011-04-19 2011-12-07 Procédé de fonctionnement d'un moteur diesel de véhicule automobile équipé d'un système de dépollution des gaz d'échappement

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