SE523514C2 - Method and apparatus for a combustion engine with catalytic converter and diesel engine - Google Patents

Method and apparatus for a combustion engine with catalytic converter and diesel engine

Info

Publication number
SE523514C2
SE523514C2 SE0104037A SE0104037A SE523514C2 SE 523514 C2 SE523514 C2 SE 523514C2 SE 0104037 A SE0104037 A SE 0104037A SE 0104037 A SE0104037 A SE 0104037A SE 523514 C2 SE523514 C2 SE 523514C2
Authority
SE
Sweden
Prior art keywords
engine
exhaust gases
exhaust
uncooled
inlet
Prior art date
Application number
SE0104037A
Other languages
Swedish (sv)
Other versions
SE0104037L (en
Inventor
Tommy Bertilsson
Original Assignee
Scania Cv Ab
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 Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE0104037A priority Critical patent/SE523514C2/en
Priority to JP2003547767A priority patent/JP2005510652A/en
Priority to PCT/SE2002/002178 priority patent/WO2003046354A1/en
Priority to EP02791146A priority patent/EP1463880A1/en
Priority to AU2002365540A priority patent/AU2002365540A1/en
Publication of SE0104037L publication Critical patent/SE0104037L/en
Publication of SE523514C2 publication Critical patent/SE523514C2/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • 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
    • F01N3/2046—Periodically cooling catalytic reactors
    • 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
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • 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
    • F02M26/13—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
    • F02M26/33—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 controlling the temperature of the recirculated gases
    • 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

Abstract

A method and an apparatus for a combustion engine (1) with a catalyst (5) for cleaning the engine's exhaust gases, whereby, in operating situations in which low catalyst temperatures are expected or observed, uncooled exhaust gases are led (9) to the engine's inlet (3) with the object of limiting the mass flow through the engine. The invention also relates to a diesel engine for a heavy vehicle with incorporates such an apparatus.

Description

523 514 arbetstemperaturen hos katalysatorn hamnar utanför arbets- intervallet. Vid dessa delar av körcykeln kommer således ut- släppen av olika skadliga ämnen att vara förhöjda. 523 514 the working temperature of the catalyst falls outside the working range. In these parts of the driving cycle, emissions of various harmful substances will thus be increased.

Försök att komma till rätta med dessa problem har bl. a. omfattat anordningar för att förse katalysatorn med en separat uppvärmningsanordning, varvid tillförsäkras att katalysatorn i möjligaste mån arbetar vid ett angivet, föreskrivet driftstem- peraturintervall. Denna lösning förutsätter emellertid en relativt kostsam och driftsstörningskänslig anordning, vilket resulterar i ökad kostnad samt känslighet mot driftsstör- ningar.Attempts to solve these problems have, among other things. a. comprises devices for supplying the catalyst with a separate heating device, whereby it is ensured that the catalyst operates as far as possible at a specified, prescribed operating temperature range. However, this solution requires a relatively costly and malfunction-sensitive device, which results in increased cost and sensitivity to malfunctions.

En annan lösning innebär körning med förhöjt avgasmottryck, t. ex. genom reglering av ett avgasspjäll, vilket resulterar i förhöjt gaspådrag även vid drift med låg belastning, vilket emellertid förorsakar förhöjd bränsleförbrukning för fordonet.Another solution involves driving with elevated exhaust back pressure, e.g. by regulating an exhaust damper, which results in increased throttle even during low load operation, which, however, causes increased fuel consumption for the vehicle.

UPPFINNINGENS ÄNDAMÅL OCH VIKTIGASTE KÄNNETECKEN Det är ett ändamål med föreliggande uppfinning att anvisa ett förfarande och en anordning, vid vilka problemen med den kända tekniken elimineras eller åtminstone reduceras. I synnerhet är det ett ändamål med uppfinningen att tillhandahålla en ekono- misk och driftsäker lösning, varvid katalysatorn tillåts arbeta inom sitt arbetsområde.OBJECTS AND MOST IMPORTANT CHARACTERISTICS OF THE INVENTION It is an object of the present invention to provide a method and an apparatus in which the problems of the prior art are eliminated or at least reduced. In particular, it is an object of the invention to provide an economical and reliable solution, whereby the catalyst is allowed to work within its working range.

Dessa ändamål uppnås genom uppfinningen såsom den anges i patentkravet 1 resp. 5. Härigenom uppnås med enkla medel att avgaser, som tillförs katalysatorn även vid drift på låg effekt, såsom vid tomgångskörning och lågeffektkörning, liksom vid motorbromsning, kommer att hålla en högre temperatur än som annars skulle vara fallet, vilket medför att katalysatorns temperatur kan hållas på en sådan nivå att optimal renings- 7l08lb.doc; 2004-01-26 lO 523 514 effekt möjliggörs. Orsaken till detta är att massflödet av friskluft genom motorn kan reduceras vid sådana driftfall, vilket medför att mindre massa behöver uppvärmas, varigenom kylningseffekten på avgaserna väsentligt reduceras.These objects are achieved by the invention as set out in claim 1 resp. 5. In this way, it is achieved by simple means that exhaust gases which are supplied to the catalyst even during low-power operation, such as during idling and low-power driving, as well as during engine braking, will maintain a higher temperature than would otherwise be the case, which means that the catalyst temperature can be maintained at such a level that optimal purification- 7l08lb.doc; 2004-01-26 lO 523 514 effect is made possible. The reason for this is that the mass flow of fresh air through the engine can be reduced in such operating cases, which means that less mass needs to be heated, whereby the cooling effect on the exhaust gases is significantly reduced.

Genom att möjliggöra att mängden okylda gaser, som leds till motorn inlopp kan regleras som svar på motorns drifttillstånd ges ytterligare optimeringsmöjligheter för anpassning till förevarande drift. Denna reglering kan göras som svar på sig- naler indikativa av olika driftparametrar, såsom (men inte uteslutande) gaspedalläge och motorvarvtal.By enabling the amount of uncooled gases that are led to the engine inlet to be regulated in response to the engine's operating condition, additional optimization options are provided for adaptation to the present operation. This control can be made in response to signals indicative of various operating parameters, such as (but not exclusively) accelerator pedal position and engine speed.

Det utesluts inte att regleringen görs som svar på avkänd avgastemperatur, men eftersom det anses vara olämpligt att införa en temperatursond i detta läge är denna lösning inte föredragen.It is not excluded that the regulation is made in response to sensed exhaust temperature, but since it is considered inappropriate to insert a temperature probe in this position, this solution is not preferred.

Genom att möjliggöra att såväl okylda som även kylda avgaser, eller EGR-gaser, ska kunna ledas till motorns inlopp, kombine- ras på ett fördelaktigt sätt uppfinningen med kyld avgasàter- föring, vilket i synnerhet är aktuellt vid körning på hög effekt. För att möjliggöra detta är inrättad en avgaskylare, vilken inkopplas respektive förbikopplas för tillhandahållande av kylda resp. okylda gaser till motorns inlopp. Ett sådant arrangemang medger enkel och driftsäker reglering med ett minimum av kanaldragning och ventilanordningar att reglera.By enabling both uncooled and also cooled exhaust gases, or EGR gases, to be led to the engine inlet, the invention is advantageously combined with cooled exhaust gas recirculation, which is particularly relevant when driving at high power. To enable this, an exhaust cooler is set up, which is connected and bypassed respectively to provide cooled resp. uncooled gases to the engine inlet. Such an arrangement allows simple and reliable regulation with a minimum of ductwork and valve devices to regulate.

Ytterligare fördelar uppnås genom olika aspekter av uppfin- ningen och kommer att framgå av följande detaljbeskrivning. 7lO8lb.doc; 2004-01-26 ansv .n BJ U1 to cnsvo u n n. u. n n u o nu o; ~ n .a o; a 1523 514 KORTFATTAD BESKRIVNING AV RITNINGARNA Uppfinningen ska nu närmare beskrivas med ledning av utfö- ringsexempel och med hänvisning till bifogade ritningar, på vilka: Fig 1 schematiskt visar en förbränningsmotor med utrustning för àterföring av avgaser, och Fig 2 visar ett flödesschema över ett förfarande för àterfö- ring av avgaser.Additional advantages are achieved through various aspects of the invention and will be apparent from the following detailed description. 7lO8lb.doc; 2004-01-26 ansv .n BJ U1 to cnsvo u n n. U. N n u o nu o; ~ n .a o; A 1523 514 BRIEF DESCRIPTION OF THE DRAWINGS The invention will now be described in more detail with reference to exemplary embodiments and with reference to the accompanying drawings, in which: Fig. 1 schematically shows an internal combustion engine with exhaust gas recirculation equipment, and Fig. 2 shows a flow chart of a process for exhaust gas recirculation.

BESKRIVNING AV UTFÖRINGSEXEMPEL I den schematiska skissen i fig 1 avser hänvisningsbeteckning 1 en flercylindrig turboladdad förbränningsmotor av dieseltyp, med en avgassamlare 2 och ett inloppsgrenrör 3. Från avgassam- laren 2 leds avgaserna via en avgasledning 4 till en katalysa- tor 5, för att därefter ledas ut till omgivningen. Motorn kan exempelvis vara avsedd som drivmotor för ett tungt fordon.DESCRIPTION OF EMBODIMENTS In the schematic sketch in Fig. 1, reference numeral 1 refers to a multi-cylinder turbocharged diesel-type internal combustion engine, with an exhaust manifold 2 and an inlet manifold 3. From the exhaust manifold 2, the exhaust gases are led via a catalyst exhaust line 5 to led out to the surroundings. The engine can, for example, be intended as a drive motor for a heavy vehicle.

Uppströms katalysatorn 5 passerar avgaserna ett turboaggregat inkluderande en turbin 6, som driver en kompressor 7 belägen i en inloppsluftsledning 8 för att tillhandahålla överladdning av motorn.Upstream of the catalyst 5, the exhaust gases pass a turbocharger including a turbine 6, which drives a compressor 7 located in an inlet air line 8 to provide supercharging of the engine.

Mellan avgasledningen 4 och inloppsluftsledningen 8 är inrät- tad en överföringsledning 9 för överföring av avgaser till motorns inloppssida. I överföringsledningen 9 är inrättad en by-pass ledning 15, som innehåller en avgaskylare 10 för kyl- ning av de överförda gaserna till motorn. Därutöver innehåller ledningen 9 ett avsnitt 9a, vilket är sidoordnat avgaskylaren , och genom vilket avgaser kan passera fràn motorn avgassida till motorns inloppssida utan att passera avgaskylaren 10.Between the exhaust line 4 and the inlet air line 8, a transfer line 9 is arranged for the transfer of exhaust gases to the inlet side of the engine. A bypass line 15 is provided in the transfer line 9, which contains an exhaust cooler 10 for cooling the transferred gases to the engine. In addition, the line 9 contains a section 9a, which is arranged laterally of the exhaust cooler, and through which exhaust gases can pass from the engine exhaust side to the engine inlet side without passing the exhaust cooler 10.

Detta avsnitt, i vilket är inrättad en styrbar ventil 11, möj- 71081; 01-11-30 n. u. u n a p 4 - . n» a a n. . o. - u o u a. 4 n o ~ n » a . fl nur v Q a ~ . a p . u Q . n. . - n n . . - ~ a u . n u. - . o ~ . a a.. - . ~ . u» .- .- liggör därmed överföring av okylda avgaser till motorn inloppssida. Överföringsledningen 9 innehåller även en andra ventil 12, vilken är styrbar för att reglera total överförd avgasmängd mellan avgassidan och inloppssidan hos motorn 1.This section, in which a controllable valve 11 is arranged, enables 71081; 01-11-30 n. U. U n a p 4 -. n »a a n.. o. - u o u a. 4 n o ~ n »a. fl nur v Q a ~. a p. u Q. n. - n n. . - ~ a u. now. - . o ~. a a .. -. ~. u ».- .- thus facilitates the transfer of uncooled exhaust gases to the engine inlet side. The transfer line 9 also contains a second valve 12, which is controllable to regulate the total amount of exhaust gas transferred between the exhaust side and the inlet side of the engine 1.

En styrenhet 13, vilken i praktiken kan utgöras av en integre~ rad del av en styrenhet för en motor inkluderande en anordning enligt uppfinningen, är inrättad att reglera ventilerna 11 och 12 i beroende av uppmätt, beräknad eller uppskattad avgastem- peratur, och därmed arbetsförhållandena för katalysatorn 5. En temperaturmätare 20 för avgaser kan i förekommande fall lämp~ ligen vara insatt i avgasledningen 4 nedströms turbinen 6.A control unit 13, which in practice can be an integral part of a control unit for an engine including a device according to the invention, is arranged to regulate the valves 11 and 12 in dependence on measured, calculated or estimated exhaust gas temperature, and thus the operating conditions. for the catalyst 5. An exhaust gas temperature gauge 20 may, if applicable, be suitably inserted in the exhaust line 4 downstream of the turbine 6.

Till styrenheten 13 är anslutna givare som avger signaler representativa för avgastemperatur 20, för gaspedalläge 21 samt för motorvarvtal 22. Det utesluts inte att andra givare kan vara anslutna till styrenheten 13.Sensors are connected to the control unit 13 which emit signals representative of the exhaust temperature 20, of the accelerator pedal position 21 and of the engine speed 22. It is not excluded that other sensors may be connected to the control unit 13.

I fig 2 visas en sekvens av ett förfarande för reglering av ventilerna 11 och 12, och som sker genom styrenhetens 13 styr- ning: Start av sekvensen betecknas med 14.Fig. 2 shows a sequence of a method for controlling the valves 11 and 12, and which takes place through the control of the control unit 13: The start of the sequence is denoted by 14.

I positionen betecknad 15 beräknas momentan bränslemängd till- förd motorn med ledning av signaler indikativa av gaspedalläge samt motorvarvtal.In the position denoted 15, the instantaneous amount of fuel supplied to the engine is calculated on the basis of signals indicative of the accelerator pedal position and engine speed.

I position 16 beräknas avgastemperaturen utgående frän ett värde pà nämnda momentana bränslemängd. Eventuellt kan även 71081; 01-11-30 523 514 jš ~ -ïfïíš andra parametrar beaktas, sàsom t ex utomhustemperatur, for- donshastighet m m.In position 16, the exhaust gas temperature is calculated on the basis of a value of the said instantaneous fuel quantity. Possibly also 71081; 01-11-30 523 514 jš ~ -ïfïíš other parameters are taken into account, such as outdoor temperature, vehicle speed, etc.

I position 17 jämförs den i position 16 beräknade avgastempe- raturen med ett föregivet intervall för avgastemperatur, vid vilket en katalysator ingående i systemet uppvisar optimal eller àtminstone god drift. Om det konstateras att den i posi- tion 16 beräknade avgastemperaturen understiger det föregivna intervallet aktiveras ett styrsystem (13 i fig 1) i position 18 för tillförsel av okylda avgaser till motorns inloppssida.In position 17, the exhaust gas temperature calculated in position 16 is compared with a predicted range of exhaust gas temperature, at which a catalyst included in the system shows optimal or at least good operation. If it is found that the exhaust gas temperature calculated in position 16 is less than the predicted interval, a control system (13 in Fig. 1) is activated in position 18 to supply uncooled exhaust gases to the inlet side of the engine.

Om emellertid i position 17 den i position 16 beräknade avgas- temperaturen inte understiger det föregivna intervallet avslu- tas sekvensen direkt och kan därefter àterstartas omedelbart.However, if in position 17 the exhaust gas temperature calculated in position 16 does not fall below the predicted interval, the sequence is terminated immediately and can then be restarted immediately.

Beträffande storleken av avgastemperaturintervall, inom vilka god drift föreligger i en katalysator, beror denna storlek på typ av katalysator, hur den är dimensionerad och hur den är avstämd till förväntade driftfall. För dieselmotorer, i syn- nerhet avsedda för motorfordon, gäller att avgastemperaturen vid normal blandad drift kan variera lángt utöver vad som är realistiskt att förvänta att en normal katalysator kan klara av med gott reningsresultat. Ett normalt intervall omfattar emellertid typiskt cza 200 °C för en konventionell katalysator till en förbränningsmotor till ett tungt fordon. Avgastempera- turer under såväl som över detta intervall medför nedsatt funktion. Avgastemperaturer över intervallet kan för övrigt skada katalysatorn, varför det är mycket viktigt att denna ut- formas sà att den säkert klarar driftfall då särskilt höga avgastemperaturer kan förväntas.Regarding the size of exhaust temperature ranges, within which good operation exists in a catalyst, this size depends on the type of catalyst, how it is dimensioned and how it is matched to expected operating cases. For diesel engines, especially intended for motor vehicles, it applies that the exhaust gas temperature during normal mixed operation can vary far beyond what is realistic to expect a normal catalyst to be able to do with a good purification result. However, a normal range typically comprises about 200 ° C for a conventional catalyst for an internal combustion engine of a heavy vehicle. Exhaust temperatures during as well as above this interval result in impaired function. Exhaust temperatures over the interval can also damage the catalyst, which is why it is very important that it is designed so that it can safely withstand operating drops as particularly high exhaust temperatures can be expected.

Position 19 indikerar slut pà sekvensen. 71081; 01-11-30 .... n. 1523 514 u . - . _; Sekvensen i fig 2 kan kompletteras så att styrningen av avga- ser till motorns inloppssida kan tillse att kylda avgaser kan överföras när driften är sådan att det föreligger hög motor- last och det föreligger problem med rök i avgaserna eller när det annars kan vara motiverat.Position 19 indicates the end of the sequence. 71081; 01-11-30 .... No. 1523 514 u. -. _; The sequence in Fig. 2 can be supplemented so that the control of exhaust gases to the inlet side of the engine can ensure that cooled exhaust gases can be transferred when the operation is such that there is a high engine load and there are problems with smoke in the exhaust gases or when it may otherwise be justified.

Styrningen av ventilerna 11 och 12 sker företrädesvis sà att ifrågavarande ventil antingen är helt öppen eller helt stängd, eftersom detta slag av styrning är enklare än styrning av proportionella ventiler. Enligt uppfinningen utesluts emeller- tid inte att ventilerna 11 och/eller 12 är varierbart styr- bara, antingen med vissa steg eller steglöst mellan helt öppna och helt stängda.The control of the valves 11 and 12 preferably takes place in such a way that the valve in question is either completely open or completely closed, since this type of control is simpler than control of proportional valves. According to the invention, however, it is not excluded that the valves 11 and / or 12 are variably controllable, either with certain steps or steplessly between fully open and fully closed.

Som nämnts arbetar katalysatorer av här avsett slag optimalt inom ett visst temperaturintervall. Funktionen är således reducerad vid temperaturer i katalysator utanför detta tempe- raturintervall. För att undvika att katalysatorn utsätts för för höga avgastemperaturer tillses enligt en aspekt av uppfin- ningen att tillräckligt med kylda avgaser överförs till inloppssidan av motorn för att nedbringa temperaturen till avsedd nivå. Även en funktion med denna innebörd kan tilläggas flödesschemat i fig. 2. anna» 71081; 01-11-30As mentioned, catalysts of the type referred to here operate optimally within a certain temperature range. The function is thus reduced at temperatures in catalyst outside this temperature range. In order to avoid that the catalyst is exposed to too high exhaust gas temperatures, it is ensured according to one aspect of the invention that sufficient cooled exhaust gases are transferred to the inlet side of the engine to reduce the temperature to the intended level. A function with this meaning can also be added to the flow chart in Fig. 2. anna »71081; 01-11-30

Claims (9)

10 l5 20 25 30 (523 514 Patentkrav:10 l5 20 25 30 (523 514 Patent claims: 1. l. Förfarande vid en förbränningsmotor (l) med en katalysator (5) för att rena motorns avgaser, varvid avgaser återleds till motorns inlopp (3) för att höja avgastemperaturen i driftfall med låg katalysatortemperatur, kännetecknat av - att en avgaskylare (10) förbikopplas för att tillhandahålla okylda avgaser till motorns inlopp (3) i ändamål att begränsa massflödet genom motorn när låg katalysatortemperatur förväntas eller konstateras, och - att avgaskylaren inkopplas för att tillhandahålla kylda avgaser i andra driftfall.1. A process for an internal combustion engine (1) with a catalyst (5) for purifying the engine exhaust gases, exhaust gases being returned to the engine inlet (3) for raising the exhaust gas temperature in operating conditions with low catalyst temperature, characterized in that - an exhaust cooler (10 ) bypassed to supply uncooled exhaust gases to the engine inlet (3) for the purpose of limiting the mass flow through the engine when low catalyst temperature is expected or detected, and - the exhaust gas cooler is switched on to supply cooled exhaust gases in other operating cases. 2. Förfarande enligt kravet 1, kännetecknat av att mängden okylda avgaser, som leds till motorns inlopp (3), regleras som svar på motorns driftstillstånd.Method according to Claim 1, characterized in that the amount of uncooled exhaust gases which is led to the engine inlet (3) is regulated in response to the operating condition of the engine. 3. Förfarande enligt något av föregående krav, kännetecknat av att okylda avgaser leds till motorns inlopp (3) vid tomgångskörning eller låg belastning hos motorn (1).Method according to one of the preceding claims, characterized in that uncooled exhaust gases are led to the engine inlet (3) during idling or low load on the engine (1). 4. Förfarande enligt något av föregående krav, kännetecknat av att en ledning (9) av okylda avgaser till motorns inlopp avbryts vid hög belastning hos motorn.Method according to one of the preceding claims, characterized in that a line (9) of uncooled exhaust gases to the engine inlet is interrupted at a high load on the engine. 5. Anordning vid en förbränningsmotor (l) med en katalysator (5) för att rena motorns avgaser, innefattande organ (9) för att leda avgaser till motorns inlopp (3) för att höja avgastemperaturen i driftfall med låg katalysatortemperatur, kànnetecknad av - organ (9) för att leda okylda och/eller kylda avgaser till motorns inlopp (3), - organ (ll) för att förbikoppla en avgaskylare (10) för att 7lO8lb.d0C; 2004-01-26 10 l5 523 5,14 tillhandahålla okylda avgaser till motorns inlopp (3) i ändamål att begränsa massflödet genom motorn (1) när låg katalysatortemperatur förväntas eller konstateras, och för att inkoppla avgaskylaren för att tillhandahålla kylda avgaser i andra driftfall.Device of an internal combustion engine (1) with a catalyst (5) for purifying the exhaust gases of the engine, comprising means (9) for directing exhaust gases to the engine inlet (3) for raising the exhaust gas temperature in operating cases with low catalyst temperature, characterized by - means (9) for directing uncooled and / or cooled exhaust gases to the engine inlet (3), means (11) for bypassing an exhaust cooler (10) to 7108lb.d0C; 2004-01-26 10 l5 523 5,14 provide uncooled exhaust gases to the engine inlet (3) for the purpose of limiting the mass flow through the engine (1) when low catalyst temperature is expected or ascertained, and to switch on the exhaust cooler to supply cooled exhaust gases in other operating cases . 6. Anordning enligt kravet 5, kännetecknad av styrorgan (13) för att reglera mängden okylda avgaser, som leds till motorns inlopp (3), som svar på motorns (1) driftstillstànd.Device according to claim 5, characterized by control means (13) for controlling the amount of uncooled exhaust gases led to the engine inlet (3) in response to the operating condition of the engine (1). 7. Anordning enligt något av kraven 5 - 6, kännetecknad av organen för att leda okylda avgaser till motorns inlopp är anordnade att vara verksamma vid tomgångskörning eller låg belastning hos motorn.Device according to any one of claims 5 - 6, characterized by the means for directing uncooled exhaust gases to the engine inlet are arranged to be operative at idling or low load of the engine. 8. Anordning enligt något av kraven 5 - 7, kännetecknad av organen för att leda okylda avgaser till motorns inlopp är anordnade att vara overksamma vid hög belastning hos motorn.Device according to any one of claims 5 - 7, characterized by the means for directing uncooled exhaust gases to the engine inlet are arranged to be inactive at high load on the engine. 9. Dieselmotor för ett tungt fordon inkluderande en anordning enligt något av kraven 5 - 8. 7lO8lb.doC; 2004-01-26Diesel engine for a heavy vehicle including a device according to any one of claims 5 - 8. 7108lb.doC; 2004-01-26
SE0104037A 2001-11-30 2001-11-30 Method and apparatus for a combustion engine with catalytic converter and diesel engine SE523514C2 (en)

Priority Applications (5)

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SE0104037A SE523514C2 (en) 2001-11-30 2001-11-30 Method and apparatus for a combustion engine with catalytic converter and diesel engine
JP2003547767A JP2005510652A (en) 2001-11-30 2002-11-27 Method and apparatus for a combustion engine having a catalyst and a diesel engine
PCT/SE2002/002178 WO2003046354A1 (en) 2001-11-30 2002-11-27 Method and apparatus for a combustion engine having a catalyzer and diesel engine
EP02791146A EP1463880A1 (en) 2001-11-30 2002-11-27 Method and apparatus for a combustion engine having a catalyzer and diesel engine
AU2002365540A AU2002365540A1 (en) 2001-11-30 2002-11-27 Method and apparatus for a combustion engine having a catalyzer and diesel engine

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SE0104037A SE523514C2 (en) 2001-11-30 2001-11-30 Method and apparatus for a combustion engine with catalytic converter and diesel engine

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CN102365442B (en) * 2009-03-24 2016-06-29 沃尔沃拉斯特瓦格纳公司 For the method controlling delivery temperature
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WO2003046354A1 (en) 2003-06-05

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