Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
  • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
  • F01N3/101—Three-way catalysts
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
  • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
• • 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
  • F01N9/00—Electrical control of exhaust gas treating apparatus
  • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
• • 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
  • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
  • F01N2550/02—Catalytic activity of catalytic converters
• • 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
  • F01N2560/07—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas flow rate or velocity meter or sensor, intake flow meters only when exclusively used to determine exhaust gas parameters
• • 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
  • F01N2900/0418—Methods of control or diagnosing using integration or an accumulated value within an elapsed period
• • 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
  • F01N2900/0601—Parameters used for exhaust control or diagnosing being estimated
• • 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
  • F01N2900/1404—Exhaust gas temperature
• • 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
  • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
  • F01N2900/1621—Catalyst conversion efficiency
• • 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

• the invention relates to a method for controlling the ignition of a spark-ignition type internal combustion engine (gasoline-powered) combustion engine. It finds an advantageous use in motor vehicles equipped with such an engine.
• a 3-way catalyst on petrol engines has become mandatory. Indeed, it allows to treat the 3 main pollutants, namely unburned hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx), with an efficiency greater than 98% on average.
• HC unburned hydrocarbons
• CO carbon monoxide
• NOx nitrogen oxides
• the catalyst becomes effective only when it has reached a certain temperature, the so-called priming temperature.
• EP-B1-0639708 discloses a method of controlling an internal combustion engine for rapidly heating a catalyst to its operating temperature.
• the flow rate of the air mass fed to the engine is increased in combination with an adjustment of the fuel mass, and the ignition angle is shifted as far as possible in the direction of the delay.
• This means makes it possible to increase the flow rate of the mass of exhaust gas and thus the temperature of the exhaust gases while maintaining the engine torque: this corresponds to an increase in the enthalpy flow of the exhaust gases, allowing a rapid heating of the catalyst.
• such a process is unclear because there is no measurement or control of the amount of heat supplied.
• a method for controlling the initiation of a catalyst according to the invention makes it possible to achieve the catalyst ignition temperature in a safe and precise manner, in order to stop the MEA at the most opportune moment.
• the subject of the invention is a method for managing the priming of a 3-way catalyst placed in an exhaust line of a gasoline engine, said engine comprising cylinders each equipped with at least one exhaust valve. .
• a management method comprises the following steps:
• a method according to the invention therefore proposes a most accurate approach possible, taking into account the physicochemical phenomena involved during the interaction between the exhaust gas and the catalyst.
• a management method is controlled by a computer embedded in the vehicle and having a program capable of performing the main steps of such a method.
• the calculation of the enthalpy is made from the following time integral, the integration starting at the start of the motor:
• the heat capacity of the exhaust gases is a constant, and that the mass flow rate of exhaust gas and the temperature of the exhaust valve gases are two parameters that can either be measured with the adapted sensors, to be deduced from previously established maps.
• the mass flow rate of exhaust gas is determined by means of a flow meter. It can also be deduced, in a manner known per se, from an open position of an engine gas intake valve and a pressure value and a temperature value in an engine intake manifold.
• the temperature of the gases at the exhaust valves is modeled beforehand by an estimator derived from a cartographic model which is a function of the torque and the engine speed, and which is corrected by the temperature T ° of the engine water, by the ignition advance and the richness in the cylinder.
• the temperature of the exhaust gas can be deduced from the temperature of the exhaust gas at a point of the exhaust system located near the exhaust valves, for example a point of the exhaust manifold of the exhaust system. engine.
• the value of the threshold enthalpy S is a function of the engine water temperature at startup and the aging state of the catalyst. In this way, the higher the temperature of the water at startup, the less calories must be supplied to heat the catalyst. Likewise, the newer the catalyst is, the less time it takes to heat the catalyst to its starting temperature, since the starting temperature of a new catalyst is lower than that of an aged catalyst.
• the value of the threshold enthalpy S is equal to the product of a first factor which is a decreasing function of the water temperature at the start of the engine, and a second factor of between a positive value close to 0. and a value close to 1 and which depends on the aging state of the catalyst.
• the second factor tends to a value close to 0 when the catalyst is new and tends to a value close to 1 when the catalyst is very aged.
• the aging state of the catalyst is determined from the damping of the amplitude of a richness signal downstream of the catalyst with respect to the amplitude of an upstream richness signal.
• said catalyst which characterizes its oxygen storage capacity, also known as OSC (acronym for: Oxygen Storage Capacity).
• OSC oxygen storage capacity
• a method of management according to the invention has the advantage of proposing a concrete and realistic solution to stop the activation of the catalyst, thus avoiding having a catalyst that is not very efficient if the supply of calories has been interrupted before it 'reaches its priming temperature, or over-consumption of fuel if the supply of calories continues even if it has already reached its priming temperature.
• the catalyst will still be effective regardless of the start-up water temperature and the aging state of the catalyst.
• FIG. 1 is a diagram of the catalyst temperature as a function of time, illustrating catalyst shutdowns as a function of several configurations, incorporating in four different cases a particular driving style and catalyst aging condition.
• the principle of a management method according to the invention is to estimate the amount of heat or the number of calories to be sent to the catalyst to stop its implementation at the most convenient time. It is assumed that this management method is implemented by a computer embedded in a vehicle having a gasoline engine, said engine comprising cylinders each equipped with at least one intake valve and at least one valve. exhaust.
• the detection of catalyst initiation is carried out by monitoring the enthalpy H exhaust gas, which is calculated from the following time integral, integration starting at the start of the engine:
• Tavt the gas temperature at the exhaust valves [K].
• This temperature can be modeled beforehand by an estimator from a cartographic model which is a function of the engine speed and torque, corrected by the T ° of the engine water, by the ignition advance and by the wealth in the cylinder. As a reminder, wealth is the ratio of the amount of fuel divided by the amount of air.
• This temperature of the throttle valves will therefore depend on the driving style of the driver, which may for example be a sporty driving or a flexible driving.
• This threshold enthalpy is a function of two parameters, which are the water temperature at startup and the state of aging of the catalyst.
• the threshold enthalpy S is equal to the product:
• the aging of the catalyst which corresponds to its loss of efficiency, can for example be determined from the damping of the amplitude of a richness signal downstream of the catalyst, measured by a downstream oxygen probe. of the catalyst, relative to the amplitude of an upstream catalyst signal of the catalyst, measured by an oxygen probe upstream of the catalyst. Any other diagnostic method known to those skilled in the art, such as for example a calculation of the maximum oxygen storage capacity, can also be used to determine the aging state of the catalyst.
• FIG. 1 which illustrates the evolution of the catalyst temperature as a function of the duration of activation of said catalyst, for a given type of rolling of the vehicle, and for a given aging state of the catalyst
• curve 1 relates to a sporty taxi
• curve 2 relates to a slower taxi.
• the temperature corresponding to a sporty ride increases faster than that which corresponds to a slower running due to the evacuation of a greater number of calories to the exhaust of the engine.
• the necessary duration of activation is therefore lower in the case of a sporty driving than in the case of slower running.
• the starting temperature of a new catalyst Tamo nine is lower than the initiation temperature of an aged catalyst Tamo, vieim as it is visible on the ordinate axis of the diagram of the figure 1.
• the necessary duration of action is therefore lower in the case of a new catalyst than in the case of an aged catalyst.
• Case A duration of action; case of a new catalyst for a sporty driving
• Case B duration of action te; case of an aged catalyst for the same sporty running as in case A
• Case C duration of action te; case of the same new catalyst as in case A for a slow taxi
• Case D duration of action to; case of the same aged catalyst as in case A, for the same slow rolling as in case C

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Materials Engineering (AREA)
• Health & Medical Sciences (AREA)
• Toxicology (AREA)
• Analytical Chemistry (AREA)
• Exhaust Gas After Treatment (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=62875016

Family Applications (1)

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Family Cites Families (10)

• 2018
  • 2018-05-29 FR FR1854587A patent/FR3081918B1/fr active Active
• 2019
  • 2019-05-28 EP EP19726697.6A patent/EP3803072A1/de active Pending
  • 2019-05-28 JP JP2020565971A patent/JP7387647B2/ja active Active
  • 2019-05-28 CN CN201980035200.1A patent/CN112219017B/zh active Active
  • 2019-05-28 US US17/058,732 patent/US11193409B2/en active Active
  • 2019-05-28 KR KR1020207036534A patent/KR20210013711A/ko not_active Application Discontinuation
  • 2019-05-28 WO PCT/EP2019/063732 patent/WO2019229027A1/fr unknown

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