RU2708173C2 - Method and electronic system for regeneration planning of depleted nitrogen oxides trap - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: method of scheduling regeneration of a nitrogen oxide accumulator (OA) of a lean mixture involves using at least one cleaning schedule for scheduling regeneration of an OA accumulator of the lean mixture. When the parameter indicating one of the following: the lifetime of accumulator OA of the depleted mixture and the emission coefficient exceeds a predetermined level, the first cleaning schedule is used to purify the accumulator OA of the depleted mixture. First schedule of cleaning is based on relationship between content of OA in exhaust gases at outlet of exhaust pipe and one of following: engine operating time between cleaning events and distance travelled between cleaning events, to predict engine running time or distance travelled between cleaning events, which will lead to minimum amount of OA in exhaust gases. When a parameter indicating one of the following: the lifetime of accumulator OA of the depleted mixture and the emission coefficient below a predetermined level, a second purification schedule is used to purify the accumulator OA of the lean mixture, wherein second cleaning schedule minimizes conversion coefficient of OA compared to CO₂, engine-generated.

EFFECT: invention relates to purification of internal combustion engine exhaust gases.

12 cl, 5 dwg

Description

FIELD OF THE INVENTION

The present invention relates to the regeneration of a depleted nitrogen oxide (OA) storage device in an automobile engine, and in particular, to a method and apparatus for planning cleaning of an OA depleted nitrogen oxide storage (OA) device during an automobile operation.

BACKGROUND AND SUMMARY OF THE INVENTION

NOA is an exhaust aftertreatment device for lean lean engines. NOA should be cleaned periodically to release and convert nitrogen oxides (OA) accumulated in NOA during engine lean operation. To perform cleaning, the engine is transferred to work on an air-fuel mixture with an increased stoichiometric ratio of components. As a result of working on the enriched mixture, a significant amount of carbon monoxide (CO) and hydrocarbons (HC) is generated to convert the accumulated OA. Typically, the cleaning mode is activated based on the estimated load of the NOA. That is, when the estimated mass of OA accumulated in the NOA exceeds a predetermined threshold value, the transition to the cleaning mode is started. The enrichment operation will continue for several seconds until the NOA is cleared of accumulated OA, after which the cleaning mode is terminated and the normal engine operation on the lean mixture is resumed.

Since the engine must run on a mixture with enrichment relative to the stoichiometric ratio during the cleaning process, cleaning will have a significant negative impact on fuel economy compared to fuel economy in lean mode and therefore it is common practice to optimize the cleaning time to reduce losses while saving fuel.

It is further known that since the regeneration of the HOA post-treatment device requires the engine to run on a rich mixture, this leads to a certain mixing of the fuel with the oil used to lubricate the engine, and thus to dilute the oil. Therefore, it is common practice to delay the regeneration of the NOA until the level of OA accumulated in the NOA reaches a predetermined high level in order to accumulate the maximum amount of OA in the NOA and reduce the number of necessary regeneration operations in order to reduce fuel dilution.

The inventors came to the conclusion that the disadvantage of the known technical solutions is that as the NLA is filled with OA, the leakage of OA from the NLA increases. When the NOA almost does not contain accumulated OA, even significant changes in engine operation, for example, a sudden need to increase torque, will not lead to a significant leak of OA from the NOA. However, when the NOA is filled with OA, the NOA's resistance to OA leakage decreases, and therefore, as the filling reaches a level close to that at which regeneration usually begins, even small changes in engine operation can lead to significant leakage of OA from the NOA .

Leakage of OA from the NOA will lead to a sharp increase in OA emissions from the car engine, which is undesirable. In addition, an instant increase in OA in the exhaust gas due to an increase in OA emissions will also have a negative effect on the total OA emissions of the car engine.

With stricter emission standards, especially for OA, any increase in total OA emissions can lead to a car being deemed inappropriate for OA leakage, although during normal operation of the car the level of OA in the exhaust pipe is quite consistent with the limits established by the legislative level.

One example of stricter regulation in Europe is the introduction of an exhaust gas analysis in real-world traffic conditions (ORE) into the exhaust gas reporting through a portable exhaust gas control system (PSOG) in real-world driving conditions on public roads.

An object of the present invention is a method for planning regeneration of a lean-nitrogen mixture of oxides of nitrogen that minimizes the OA content of an automobile exhaust gas in an exhaust pipe.

According to a first aspect of the invention, there is provided a method for planning a regeneration of a lean-nitrogen mixture (OA) storage device adapted to receive exhaust gases from a lean-burn car engine, the method comprising using at least one cleaning schedule for planning regeneration of an OA storage device depleted mixture, while when the parameter indicating one of the following: the operating time of the drive OA depleted mixture and the emission factor exceeds a predetermined the first level, use the first cleaning schedule to clean the lean OA drive, while the first cleaning schedule is based on the relationship between the OA content in the exhaust gas at the exhaust outlet and one of the following: engine running time between cleaning events and the distance traveled between cleaning events , in order to predict the running time of the engine or the distance traveled between cleaning events, which will lead to a minimum amount of OA lean mixture in the exhaust gases generated by the engine by the body, at the outlet of the exhaust pipe, and for the implementation of cleaning the OA accumulator of the lean mixture at the predicted engine running time or at the predicted distance traveled in order to minimize the OA content in the exhaust gases generated by the engine at the exhaust outlet and, when a parameter indicating one of of the following: the operating time of the lean OA drive and the emission factor below a predetermined level, use the second cleaning schedule to clean the lean OA drive, the second schedule The run minimizes the OA conversion coefficient compared to the CO ₂ generated by the engine.

The method may further comprise creating a lean lean OA storage model and using a lean lean OA storage model to predict the leakage time of OA in order to minimize OA in the exhaust gas at the exhaust outlet.

The storage model of the lean OA accumulator, provides an estimate of the OA accumulated in the lean OA accumulator as a function of the simulated temperature of the lean OA accumulator and the simulated exhaust gas flow. According to another embodiment of the invention, the lean OA storage model provides an estimate of the OA accumulated in the lean OA store based on the OA measured at the input of the lean OA store and a simulated exhaust gas flow.

In accordance with another embodiment of the invention, the method may further comprise using an OA sensor upstream of the lean mixture OA and an OA sensor downstream of the lean mixture OA to directly measure OA and using measurement results of these sensors located upstream and downstream to predict the OA leakage time in order to minimize the OA content in the exhaust gas at the exhaust outlet.

The method may further comprise using an OA sensor located downstream of the lean OA drive to directly measure OA and using measurement results from an OA sensor downstream to directly measure OA leakage for use in scheduling planning to minimize content OA in the exhaust gas at the exhaust outlet.

A passive catalytic selective reduction catalyst is installed downstream of the lean OA drive, and the first purification schedule is selectively modified to maximize ammonia (NH3) production for use in the downstream selective reduction catalyst.

According to a second aspect of the invention, there is provided an electronic cleaning planning system for a lean mixture storage OA configured to receive exhaust gases from a lean engine, wherein the electronic system is configured to create at least one cleaning schedule for planning cleaning of a lean OA drive mixture, while when the parameter indicating one of the following: the operating time of the drive OA lean mixture and the emission factor exceeds a predetermined level, the electronic system is configured to create and use the first cleaning schedule based on the relationship between the OA content in the exhaust gas at the exhaust outlet and one of the following: engine running time between cleaning events and the distance traveled between cleaning events to predict engine running time or the distance traveled between cleaning events that will result in a minimum amount of OA lean mixture in the exhaust gas generated by the engine at the outlet e of the exhaust pipe, and the electronic system is also configured to use the first cleaning schedule to implement the cleaning of the lean mixture drive OA at the predicted engine operating time or at the predicted distance traveled in order to minimize the OA content in the exhaust gases generated by the engine at the exhaust outlet and when a parameter indicating one of the following: the operating time of the OA accumulator of the lean mixture and the emission factor is lower than a predetermined level, the electronic Nena to generate and use a second chart purification to minimize transform coefficient OA, developed an engine, compared with the CO ₂ generated engine.

The electronic system may comprise a central processor, and the central processor is configured to create a first cleaning schedule.

The central processor can be used to control the engine to clean the OA drive in accordance with the first cleaning schedule.

The electronic system may comprise a central processor, and the central processor is configured to create a second cleaning schedule.

The electronic system may comprise a central processor, and the central processor is configured to control the engine to clean the OA in accordance with a second cleaning schedule.

Brief Description of the Drawings

The present invention is further illustrated by way of example with reference to the accompanying drawing, in which: -

FIG. 1 is a schematic plan view of a vehicle in accordance with a third aspect of the invention equipped with a PLA regeneration planning system in accordance with a second aspect of the invention;

FIG. 2 is a block diagram of the system depicted in FIG. 1, showing in more detail the various functional components of the system;

FIG. 3 is a diagram of a first embodiment of an engine exhaust system;

FIG. 4 is a diagram of a second exemplary embodiment of an engine exhaust system; and

FIG. 5 is a graph of dependencies between CO ₂ , fuel in oil, OA content in exhaust gases, including cleaning, and the ratio of the suppression of nitrogen oxides to the proportion of CO ₂ depending on the distance to purification.

Disclosure of invention

In particular, in FIG. Figures 1 and 2 show a vehicle 1 with a lean-running engine in the form of a diesel engine 2. Vehicle 1 in this case has four driving wheels 5, 6, of which two front driving wheels 5 are driven by engine 2 using a drive system 3 , consisting of a multi-stage transmission, differential and a pair of half shafts. The forward movement of the vehicle 1 is indicated by the arrow F in FIG. one.

The engine 2 is connected to the exhaust system 7 through an exhaust manifold 8, which may include a turbocharger (not shown). The exhaust gases from the engine 2 through the manifold 8 to the exhaust system 7 and pass through the lean OA drive 10 (OA), the passive catalytic converter 11 selective catalytic reduction (SSCR) and the muffler 12, before entering the atmosphere through the exhaust pipe 9. Specialists in this area, it will become apparent that the exhaust system 8 may include additional exhaust aftertreatment devices or more than one muffler, and thus is not limited to the exact configuration shown in FIG. one.

An electronic system 20 is installed to monitor the operation of the engine 2 and to plan the regeneration or purification of the HOA 10.

The electronic system 20 comprises a central processor 21 for receiving an input signal 22 indicating the nature of the exhaust gas passing through the exhaust system 7 from one or more exhaust gas sensors and an input signal 23 indicating the operation of the engine 2 and / or vehicle 1 .

In this case, the central processor 21 comprises a central processor unit capable of executing a computer program, and several storage devices in which one or more programs and operating instructions of the central processor unit are stored.

The Central processor 21 and, in particular, the Central processor unit is designed to process the signals received from the inputs 22, 23, and supply the output signal to the engine control unit 25, used to control the operation mode of the engine 2.

As regards the present invention, the electronic system 20 operates to schedule the regeneration of the HOA 10 in accordance with the method for planning the regeneration of the lean mixture accumulator OA of the present invention. However, it will also become apparent that the electronic system 20 and, in particular, the engine control unit 25 can also control the operation of the engine 2 during normal operation of the engine 2.

In FIG. 3 and 4 show two exemplary embodiments of the invention and, in particular, various sensors generating an input signal 22 in FIG. 2, along with one of the sensors generating the input signal 23 in FIG. 2.

In FIG. 3 shows an exhaust system 7 in more detail. The central processor 21 is connected to a series of exhaust gas sensors that form an input 22. The exhaust gas sensors include an air-fuel ratio sensor or lambda sensor 22a, a first exhaust gas temperature sensor 22d, a second exhaust gas temperature sensor 22d and a third exhaust temperature sensor 22e gases.

In FIG. Figure 3 shows one mass air flow (MRI) sensor 23a, which is part of the input 23, however, it will be understood by those skilled in the art that several other sensors can be installed as part of the input 23 — for example, and without any limitation — the engine speed sensor , accelerator position sensor, vehicle speed sensor, distance traveled sensor and a sensor or other device for indicating fuel consumption.

The electronic system 20 operates as follows. The MRV sensor 23a measures the mass of the incoming air flow, the air-fuel ratio of the exhaust gases at the outlet of the engine 2 is measured by the lambda sensor 22a, and the first and second exhaust gas temperature sensors 22c and 22d provide the values of the temperature of the exhaust gases upstream and downstream from NLA 10. Using the data input from sensors 22a, 22c, 22d and 23a allows the central processor 21 to calculate the generation of OA in the engine and storage of these OA in the NLA.

The simulated OA inlets in the feed gas, obtained using inputs 22 and 23, are introduced into the model for the storage of NOA. The NLA storage model provides an estimate of the OA stored in the NLA 10 as a function of the simulated NLA temperature and the simulated gas flow. The simulated HOA storage is then used to predict when OA will leak due to low levels of HOA stocks 10.

The stock level information is then used to schedule the cleaning of the NLA to return the NLA 10 to low OA and high storage conditions. Prediction of OA leakage from HOA 10 is used to trigger early cleaning of HOA 10 and thereby reduce OA leakage. The optimal conversion point of the HOA 10 is also modeled with the aim of shifting the scavenging plan to the point of maximum OA efficiency or maximum OA conversion. The conversion efficiency of accumulated OA is modeled as a function of simulated HOA temperature, simulated gas flow, simulated storage of OA and lambda during cleaning.

In the presence of KNSSW 11 downstream in the exhaust system 7, purification planning can also be modified to maximize the production of NH3 by CO ₂ in order to improve OA conversion in the passive KNSSW 11, in which NH3 is used as a reducing agent.

The simulated conversion efficiency can also be used to move the NOA purifications to the maximum conversion of accumulated OA for a minimum fuel / CO ₂ consumption.

Mapped fuel economy in connection with NOA cleaning can also be used to run NOA cleanings in order to minimize fuel / CO ₂ costs.

In some embodiments of the invention, the electronic system 20 uses more than one cleaning schedule depending on the state of the HOA 10 or other requirements, for example, standardizing the composition of automobile emissions.

In this case, the first purification schedule is used to offset the purification of the HOA 10 to minimize the OA content in the exhaust gas, and the second purification schedule is used to minimize the conversion rate of OA compared to the generated CO ₂ .

It should be understood that there are numerous provisions for the regulation of motor vehicle emissions that must be observed, and that in some cases, in order to comply with these provisions, it is necessary to adjust the purification of NOA 10 so as to reduce the OA content in the exhaust gases. For example, there may be a requirement to limit the OA mass per km to a given level. For example, Euro 6 emission standards require that for diesel engines the OA in the exhaust gas is less than 0.08 g / km and less than 0.06 g / km OA for gasoline engines. Thus, if the OA emissions exceed the emission factor E _f equal to the actual OA emission of the car divided by the OA emissions permitted by the standard, that is, if E _f > 1.0, then the emission standards will be violated. Therefore, to prevent this from happening, it is possible to set a given level of the emission factor, for example, 0.85 and, if E _f > 0.85, then use the first cleaning schedule, and if E _f <0.85, then use the second cleaning schedule.

Similarly, depending on the reporting requirements of the European Exhaust Emission Standards for the real cycle of movement, the correspondence coefficient between the real emissions during movement and the limits set for the regulated New European Cycle of Movement (NECD) should be calculated, and this coefficient should be less declared limit; if the operation of the vehicle shows that the predicted value of the emission factor when using the second graph will be higher than the coefficient or slightly lower than this coefficient, then the first graph can be used.

However, in cases where OA emissions by a car are in full compliance with the required standards, it is preferable to use the second schedule, as this optimizes the increased fuel consumption / CO ₂ , since this schedule will not only reduce the operating costs of the vehicle, but also reduce the dilution of oil by fuel.

It is also obvious that as the NLA's service life increases, its storage efficiency decreases compared to the new OA. Therefore, if the NOA is new, then you can use the second cleaning schedule, since there is no risk that the exhaust gases will exceed the established limit values, but as the NOA is used up, it can only meet these standards if you use the first cleaning schedule. Therefore, by setting a parameter such as the equivalent service life, indicating the estimated thermal aging of the NOA, and by setting the limit service life, you can go from the second cleaning schedule to the first cleaning schedule based on whether the current value of the limit service life parameter is higher or lower . For example, if the similar service life is higher than the maximum service life, then the first cleaning schedule is applied, otherwise, the second cleaning schedule is used.

In FIG. 4 shows a variant of the invention shown in FIG. 3, which is in many respects similar to the first embodiment of the invention.

The central processor 21 is connected, as before, to a series of exhaust gas sensors that form the input 22, but in this case, in addition to the air-fuel ratio sensor or lambda sensor 22a, the first exhaust gas temperature sensor 22, the second exhaust gas temperature sensor 22d and the third the exhaust gas temperature sensor 22e also has a first OA sensor 22b upstream of the HOA 10 and a second OA sensor 22f downstream of the passive KNCCW 11, for direct sensing of OA emissions from the exhaust pipe 9.

As before, in FIG. Figure 4 shows one mass air flow (MRI) sensor 23a, which is part of the input 23, however, it will be understood by those skilled in the art that some other sensors can be installed as part of the input 23 — for example, and without any limitation — the engine speed sensor , accelerator position sensor, vehicle speed sensor, distance traveled sensor and a sensor or other device for indicating fuel consumption.

The electronic system 20 operates as follows. The MRV sensor 23a measures the mass of the incoming air stream, the air-fuel ratio of the exhaust gases at the outlet of the engine 2 is measured by the lambda sensor 22a, and the first and second exhaust gas temperature sensors 22c and 22d provide the values of the exhaust gas temperatures upstream and downstream from NLA 10. Using the data input from sensors 22a, 22s, 22d and 23a allows the central processor 21 to calculate the generation of OA in the engine and the storage of these OA in the NLA.

The upstream OA 22b sensor provides direct measurement of OA in the HOA 10, and therefore a model of the OA content in the feed gas is not required.

The exhaust gas OA sensor 22f is used in this case to provide, in combination with the upstream OA sensor 22b, the direct measurement of OA stored in the HOA 10 without the need for a model. It should be understood that the OA stored in the HOA 10 is the difference between the OA content measured by the OA sensor 22b at the inlet to the HOA 10 and the OA content measured by the OA sensor 22f at the outlet of the exhaust pipe 9 if there is no passive downstream of the HOA 10 KNSKV 11.

I.e:

Storage of OA in the NOA = OA content in the feed gas — OA content at the outlet of the exhaust pipe.

In the case where the passive KNSSW 11, as shown in FIG. 4 is installed between the upstream OA sensor 22b and the exhaust pipe sensor 22f OA, then the OAs stored in the HOA 10 are the difference between the OA content measured by the OA sensor 22b at the inlet of the HOA 10 and the OA content measured by the OA sensor 22e at the exit of the exhaust pipe 9 minus OA, removed by a passive KNSSK.

Thus, for the case where the passive SSCV is installed downstream of the NLA:

Storage of OA in the NOA = (OA content in the feed gas - the amount of OA removed in the passive KNSCW) - OA content of the exhaust pipe outlet.

OA recovery in passive SSCCV can be modeled.

In addition, the OA sensor 22f at the exhaust outlet can also be used to directly measure OA leakage, and this can be used to start cleaning the HOA 10.

By using the second embodiment of the invention shown in FIG. 4, planning reliability can be improved by using the upstream OA sensor 22b and the exhaust pipe sensor 22f OA, which provide actual measurements of OA entering the HOA 10 and OA leakage from the HOA 10 rather than using predictions based on system models.

As before, the optimal conversion point of the NOA 10 can also be modeled to shift the purification planning to the point of maximum OA efficiency or maximum OA conversion. The conversion efficiency of the accumulated OA can be modeled as a function of the measured NOA temperature, gas flow from the MRI sensor 23a, the estimated storage of OA by two OA sensors 22b and 22f, and the air-fuel ratio measured by the lambda sensor 22a during cleaning.

As before, with a passive KNSSW 11 downstream in the exhaust system 7, purification planning can also be modified to maximize the production of NH3 by CO ₂ in order to improve OA conversion in the passive KNSS 11, which uses NH3 as reducing agent.

Like a wound, conversion efficiency can also be used to bias the NLA purifications to the maximum conversion of accumulated OA in order to achieve a minimum fuel / CO ₂ consumption.

As previously, mapped fuel consumption in connection with the cleaning of HOA can also be used to run HOA cleanings to minimize fuel / CO ₂ consumption.

The electronic system 20 may, as previously mentioned, be used with more than one cleaning schedule.

For example, a first cleaning schedule may exist to bias the cleaning of the NOA 10 in order to minimize exhaust pipe OA; a second purification schedule to offset the purification of the NOA 10 to minimize the ration of the conversion of OA to CO ₂ ; and a third purification schedule to modify the purification schedule to maximize the production of NH3 due to CO ₂ .

In FIG. Figure 5 shows examples of key relationships with respect to the distance traveled by a car between events: regeneration of the NOA and purification of the NOA (reduction in the concentration of nitrogen oxides (NCOA)).

It should be understood that instead of the distance traveled between cleaning events, key relationships can be linked to the duration of the engine between cleanings.

The first relationship is the dependence of CO ₂ on the distance between the cleaning events, and the second is the relationship between the amount of fuel transferred to the engine oil relative to the distance between the cleaning events. Since both of these dependences have the same characteristic, they are shown by a separate curve, although the actual values will, of course, be different.

You can see that as the distance between the cleaning events increases, the amount of CO ₂ and fuel in the oil decreases. This is not surprising, since both CO ₂ and fuel in oil are tied to the additional fuel used to clean the PLA by using an engine running on an enriched mixture (Lambda <1). Therefore, if the only requirement is to reduce fuel in oil or CO ₂ , then it is advisable to increase the distance between the cleaning events to the maximum possible distance.

A third relationship exists between the OA content at the outlet of the exhaust pipe and the distance traveled between the cleaning events. The curve is mostly U-shaped, with the minimum value indicated by the arrow “a”. Point “a” corresponds to the distance used in the first cleaning schedule.

For distances between cleaning events less than the optimal point “a”, the amount of OA at the exhaust outlet increases because the distance is reduced due to the influence of an increased frequency of cleaning events and their negative effect, the OA content at the exhaust outlet due to engine operation on a re-enriched mixture (Lambda <1) during cleaning.

For distances greater than the optimum point “a”, the amount of OA at the exhaust outlet increases due to an increase in OA leakage in combination with the OA generated during the cleaning process, both effects negatively affect the OA content at the exhaust outlet.

The fourth relationship is the G ratio between OA suppression and CO ₂ production, taking into account the distance traveled between the cleaning events.

In this case, the dependence decreases as the distance traveled between the cleaning events increases, until at the distance indicated by the arrow “b” it reaches a minimum. From the minimum point “o”, it starts to grow again, since the distance between the cleaning events increases more and more because the OA leak has a negative effect on the OA suppression, and because the effect of such an OA leak is so significant that it outweighs decrease in CO ₂ level as the distance between cleaning events increases. Point “b” represents the minimum fuel / CO ₂ consumption approach to the planning of NOA treatment, whereby the cleaning process begins when ratio 6 is at a minimum.

OA at the exhaust outlet = Function (FG NOx + NOx _slip + NOx _purge + NOx _conv% )

Where:

FG NOx = OA in the feed gas

NOx _slip = OA as a result of leakage;

NOx _purge = OA after purification; and

NOx _conv% = OA due to the NOA neutralization coefficient.

If the method includes more than one cleaning schedule, point “b” corresponds to the distance used before the second cleaning schedule, and the method switches from cleaning at point “a” to cleaning at point “b”, as described above.

However, according to FIG. 5, it can be seen that if cleaning is delayed until this distance has been covered since the last cleaning, then the OA level at the exhaust outlet, taking into account any cleaning event and OA leakage, is significantly higher than the optimum point “a”, as shown in FIG. 5 point "P".

The inventors, therefore, realized that with increasingly stringent OA suppression tasks, the method that optimizes the OA at the exhaust outlet, as indicated by point “a”, will allow the car to comply with the legal limit, which otherwise would not have happened. For example, if the OA level at the exhaust outlet, which must be maintained in order to meet the regulatory level, is set to L, then a car using the method of the present invention will meet this requirement, while the same car optimized for the ratio ∈ will not work , since the point P exceeds the limit "L".

Therefore, as a result, the conventional diesel NOA control strategy is based on the OA of the supplied fuel, the storage of the NOA, the suppression of the OA in the NOA, and the minimization of the costs associated with cleaning the fuel. This requires the use of a significant amount of NLA storage in order to reduce the number of purifications and the costs of these purifications. The result of this strategy is that NOA try to fill up to a high level of its capacity, about 90-100%, and this increases the frequency and occurrence of slip, release or leakage of OA due to exhaust gas temperature and flow rate changes. In other words, the OA emissions from the exhaust pipe are not reduced due to leakage or leakage of OA from the NOA. In accordance with the present invention, purification is not planned, as was done previously in legacy systems when the PLA is actually full, and instead, it is planned to achieve a minimum OA content at the outlet of the exhaust pipe. This is achieved by cleaning frequency (by reducing the distance between the cleaning) to initiate cleaning when the PLA is only partially filled. This approach maximizes the NOA stock level and actual eliminates the risk of OA leakage from the NOA.

Those skilled in the art will understand that, although the invention has been described as an example with reference to several embodiments, it is not limited to the disclosed embodiments, but only to the scope of the claims in accordance with the appended claims.

Claims (13)

1. A method for planning a regeneration of a lean-nitrogen mixture (OA) of a lean mixture configured to receive exhaust gases from an engine of a lean-leaning vehicle, the method comprising using at least one purification schedule to schedule regeneration of a lean-burn OA drive, when a parameter indicating one of the following: the operating time of the OA accumulator of the lean mixture and the emission factor exceeds a predetermined level, use the first cleaning schedule for of cleaning the OA drive of the lean mixture, wherein the first cleaning schedule is based on the relationship between the OA content in the exhaust gas at the exhaust outlet and one of the following: engine running time between cleaning events and the distance traveled between cleaning events to predict engine running time or distance traversed between cleaning events that will lead to a minimum amount of OA in the exhaust gases generated by the engine at the outlet of the exhaust pipe, and to implement storage cleaning eating OA lean mixture at the predicted running time of the engine or at the predicted distance traveled in order to minimize the OA content in the exhaust gases generated by the engine at the exhaust outlet and, when a parameter indicating one of the following: the operating time of the OA drive lean mixture and the emission factor below a predetermined level, a second cleaning schedule is used to clean the lean mixture OA, while a second cleaning schedule minimizes the OA conversion coefficient compared to CO ₂ generated by the engine. 2. The method according to p. 1, characterized in that it further provides for the creation of a storage model of an OA lean mixture storage device and the use of a storage model of an OA lean mixture storage device for predicting the moment of OA leakage in order to minimize the OA content in the exhaust gas at the exhaust outlet. 3. The method according to claim 2, characterized in that the storage model of the OA accumulator in the lean mixture provides an estimate of the OA accumulated in the OA accumulator in the lean mixture as a function of the simulated temperature of the OA accumulator in the lean mixture and the simulated exhaust gas flow. 4. The method according to claim 2, characterized in that the storage model of the OA accumulator of the lean mixture provides an estimate of the OA accumulated in the OA accumulator of the lean mixture based on the measurement of OA entering the input of the OA accumulator of the lean mixture and the simulated exhaust gas flow. 5. The method according to p. 1, characterized in that the method further comprises the use of an OA sensor located upstream of the lean mixture OA and an OA sensor located downstream of the lean mixture OA for directly measuring OA the measurement results of these sensors located upstream and downstream to predict the moment of OA leakage in order to minimize the OA content in the exhaust gases at the exhaust outlet. 6. The method according to p. 1, characterized in that the method further comprises the use of an OA sensor located downstream of the OA lean mixture for direct measurement of OA and the use of measurement results from an OA sensor located downstream for direct measurement of leakage OA for the purpose of their use in cleaning planning to minimize the OA content in the exhaust gas at the exhaust outlet. 7. The method according to claim 1, characterized in that a passive catalytic converter for selective reduction is installed downstream of the OA accumulator of the lean mixture, and the first purification schedule is selectively modified to maximize the production of ammonia (NH3) for use in a passive catalytic converter for selective reduction, located downstream. 8. An electronic scheduling system for cleaning an OA lean mixture storage device configured to receive exhaust gases from an engine running on a lean mixture, wherein the electronic system is configured to create at least one cleaning schedule for scheduling the cleaning of an OA drive lean mixture, wherein when a parameter indicating one of the following: the operating time of the OA accumulator of the lean mixture and the emission factor exceeds a predetermined level, the electronic system is configured to The creation and use of the first cleaning schedule based on the relationship between the OA content in the exhaust gas at the exhaust outlet and one of the following: engine running time between cleaning events and the distance traveled between cleaning events to predict the engine running time or the distance traveled between events purification, which will lead to a minimum amount of OA in the exhaust gases generated by the engine, at the outlet of the exhaust pipe, and the electronic system is also made with possibly The first use of the cleaning schedule for cleaning the lean OA drive at the predicted engine runtime or at the predicted distance traveled to minimize the OA content in the exhaust gas generated by the engine at the exhaust outlet, and when a parameter indicates one of the following: the operating time of the OA lean mixture and the emission factor below a predetermined level, the electronic system is configured to create and use a second cleaning schedule ki in order to minimize the conversion coefficient of OA produced by the engine compared to the CO2 generated by the engine. 9. The system of claim. 8, wherein the electronic system comprises a central processor configured to create a first cleaning schedule. 10. The system according to p. 8, characterized in that the electronic system comprises a central processor configured to control engine to clean the OA lean mixture according to the first cleaning schedule. 11. The system of claim 8, wherein the electronic system comprises a central processor configured to create a second cleaning schedule. 12. The system of claim 8, wherein the electronic system comprises a central processor configured to control the engine to clean the lean charge accumulator OA in accordance with a second cleaning schedule.

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