US20080155967A1 - Method for Operating a Particle Trap and Device for Carrying Out the Method - Google Patents

Method for Operating a Particle Trap and Device for Carrying Out the Method Download PDF

Info

Publication number
US20080155967A1
US20080155967A1 US11/963,901 US96390107A US2008155967A1 US 20080155967 A1 US20080155967 A1 US 20080155967A1 US 96390107 A US96390107 A US 96390107A US 2008155967 A1 US2008155967 A1 US 2008155967A1
Authority
US
United States
Prior art keywords
exhaust gas
particle trap
internal combustion
combustion engine
effectiveness
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.)
Abandoned
Application number
US11/963,901
Other languages
English (en)
Inventor
Wolfgang Maus
Rolf Bruck
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vitesco Technologies Lohmar Verwaltungs GmbH
Toyota Motor Corp
Original Assignee
Emitec Gesellschaft fuer Emissionstechnologie mbH
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Emitec Gesellschaft fuer Emissionstechnologie mbH, Toyota Motor Corp filed Critical Emitec Gesellschaft fuer Emissionstechnologie mbH
Publication of US20080155967A1 publication Critical patent/US20080155967A1/en
Abandoned legal-status Critical Current

Links

Images

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
    • F01N3/24—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 constructional aspects of converting apparatus
    • F01N3/28—Construction of catalytic reactors
    • 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
    • F01N3/023—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 using means for regenerating the filters, e.g. by burning trapped particles
    • 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
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F01N2240/20—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 a flow director or deflector
    • 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
    • F01N2250/00—Combinations of different methods of purification
    • F01N2250/02—Combinations of different methods of purification filtering and catalytic conversion
    • 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
    • F01N2330/00—Structure of catalyst support or particle filter
    • F01N2330/30—Honeycomb supports characterised by their structural details
    • F01N2330/38—Honeycomb supports characterised by their structural details flow channels with means to enhance flow mixing,(e.g. protrusions or projections)
    • 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
    • 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
    • F01N2550/04—Filtering activity of particulate filters
    • 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
    • F02D2200/0812—Particle filter loading
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for operating a particle trap, in particular an open particle trap, in an exhaust gas system of an internal combustion engine.
  • a device for carrying out the method is also described.
  • the method and the device preferably find application in the automotive industry.
  • the exhaust gas produced by an internal combustion engine in addition to gaseous components, in many cases also contains solid particles having emissions to the environment which are prohibited or limited.
  • a filter wherein the particles contained in the exhaust gas are retained, at least temporarily, in a porous wall structure.
  • filters In order to prevent the wall structure from becoming completely clogged, such filters must be repeatedly regenerated.
  • the soot particles are combusted during such a regeneration.
  • temperatures above approximately 600° C. must be provided. That may be achieved by temporarily raising the temperature of the filter or of the exhaust gas, and/or by the addition of additives.
  • the effectiveness is primarily determined by pressure conditions in the interior and surroundings of the particle trap.
  • particles collect in or on the filter material with increasing operating time, so that the pores or cavities of the filter material through which exhaust gas can flow become at least reduced or diminished in size. This causes a pressure differential between adjoining channels to rise, with the result that for extended operating times the inflowing particles increasingly select the open flow paths to the outside and are no longer trapped, thereby lowering the effectiveness.
  • a method for operating a particle trap, in particular an open particle trap, in an exhaust gas system of an internal combustion engine comprises:
  • a first point in time is determined, in which the effectiveness of the particle trap falls below a first limiting value.
  • This first effectiveness limiting value is not the same for all applications but, rather, depends on the type of internal combustion engine and the construction of the particle trap itself, for example, in particular on the geometry or alignment of the flow paths in the particle trap.
  • the previously described open particle traps generally have an effectiveness of approximately 80% when new. After a certain operating time, due to embedded particles, the effectiveness fluctuates in an approximate range of 60% for trucks and 30% for passenger vehicles, which is still sufficient to meet regulatory emissions limits over the next few decades. Particular environmental conditions must be present for the conversion of the particles that flow through or become embedded in the particle trap, but typically do not permanently prevail during operation.
  • the driving cycle of the vehicle operator is not suitable for ensuring these external conditions.
  • This includes short trips and city driving. During such trips an increased number of particles are generally entrained in the exhaust gas, and they may be present at temperatures that do not support conversion of soot, for example, into gaseous components. As a result, a relatively large quantity of particles accumulates on or in the filter material in the open particle trap, which normally leads to a drop in effectiveness. However, as soon as the effectiveness has fallen below a first effectiveness limiting value, an increase in effectiveness is initiated according to step b) of the invention.
  • the effectiveness is increased by adjusting at least one specific operating parameter of the internal combustion engine.
  • the internal combustion engine changes from its normal mode to another mode which results in conditions that are favorable for conversion in the particle trap. This is preferably achieved in such a way that no significant additional fuel consumption is detectable, and the temperature of the exhaust gas in the vicinity of the particle trap remains below the limiting temperature required for thermal regeneration.
  • the exhaust gas in the vicinity of the particle trap does not exceed a temperature of 500° C., and very particularly preferably a temperature of 400° C.
  • the specific operating parameters of the internal combustion engine that may be varied in this case to achieve this increase in effectiveness of the particle trap are further discussed in detail below.
  • the increase in effectiveness causes more particles to be converted or retained, as would be the case during normal operation of the internal combustion engine. Preferably, so many particles are converted that the first effectiveness limiting value is again exceeded.
  • a second point in time for the particle trap is then determined in which the particle trap exceeds a second effectiveness limiting value.
  • the second effectiveness limiting value preferably is greater than the first effectiveness limiting value, optionally even greater than the effectiveness of the particle trap during normal operation.
  • this second effectiveness limiting value is exceeded, the normal operation of the internal combustion engine is then activated according to step d).
  • soot mass flow (m soot) in the exhaust gas system produced by the internal combustion engine is expressed with respect to its behavior in an open particle trap, namely, the soot mass flow that is regenerated ( ⁇ dot over (m) ⁇ regenerated ), the soot mass flow that is embedded in the filter material (m embedded), and the soot mass flow that bypasses the filter material and is emitted to the surroundings ( ⁇ dot over (m) ⁇ bypass ).
  • step a) includes determining an instantaneous loading state of the particle trap with particles.
  • this is understood to mean that information is obtained on the quantity of particles stored inside the particle trap.
  • particles are understood to mean the following solids in particular: soot particles, ash and combustion products adhering to these solids.
  • Step a) is preferably carried out continuously, at least during normal operation of the internal combustion engine, but a determination at short time intervals may also be practical.
  • the exhaust gas composition for example, in particular the nitrogen oxides formation, and its effect on particle removal is taken into account.
  • specific conversion rates are achieved by reduction of nitrogen dioxide.
  • this conversion of soot particles by nitrogen dioxide is considered in greater detail below.
  • reaction rate may be expressed by the following relationships:
  • soot particle which is composed of the configuration of the dispersed soot particle on the surface of the particle trap (A particle trap or the filter material of the particle trap A fleece ), the soot particle loading in the particle trap (k soot ), and a mass-specific soot particle surface (A′ specific : specific surface of the particle itself: for soot, approximately 350 m 2 /kg).
  • A′ specific specific surface of the particle itself: for soot, approximately 350 m 2 /kg.
  • the mass-specific soot particle surface itself is ordinarily a function of the soot particle loading in the particle trap, since with increasing loading the soot particles are superimposed and the mass-specific soot particle surface decreases.
  • soot particle surface (A) that depends on the loading and construction, and that may vary, for example, between a maximum value (corresponding to a maximum dispersion of the soot particles, linear increase in the absolute surface of the soot particle with a linear increase in the soot particles embedded in the particle trap) and a minimum value (constant absolute surface of the soot particles despite increasing embedding of soot particles in the particle trap).
  • Equation (2) also specifies the rate constant ( ⁇ ′), which may be described as follows:
  • ⁇ ′ 1 4 ⁇ 8 ⁇ R ⁇ T ⁇ ⁇ M NO 2 ⁇ 1.1 ⁇ 10 4 ⁇ exp ⁇ ( - 49800 R ⁇ T ) ⁇ [ m s ] , ( 4 )
  • Equation (2) If the information from Equations (3) and (4) is used in Equation (2), the following relationship is obtained for the mass-dependent reaction run number for soot:
  • a mass balance may be set up which allows the soot loading in the particle trap present at any point in time to be determined relatively accurately, taking into consideration the boundary conditions of the engine (particle concentration, temperature, nitrogen dioxide concentration, exhaust gas flow rate) and the boundary conditions of the particle trap (length, diameter, cell density, filter area, filter thickness, permeability, filter geometry).
  • the reaction sequences have been described with special attention to the NO 2 conversion.
  • the soot burnoff resulting from a high engine load, for example
  • a method using very simple equipment is proposed for determining the point in time for increasing the effectiveness of the particle trap.
  • the behavior of the particle trap may be characterized relatively accurately, so that when the necessary information or actual values are provided for the exhaust gas system and/or the internal combustion engine, the quantity of particles produced and converted may be determined at any point in time.
  • the loading state may also be determined from this information.
  • a method using very simple equipment is proposed for determining the point in time for increasing the effectiveness of the particle trap.
  • the instantaneous loading state based on a pressure differential in the exhaust gas system between a first position upstream of the particle trap and a second position downstream of the particle trap.
  • “Upstream” and “downstream” of the particle trap are understood to refer to a position relative to the direction of extension of the exhaust gas.
  • the filter material and the flow paths or channels in the particle trap represent a flow resistance for the exhaust gas, resulting in a pressure drop. It is possible to obtain information on the loading state by monitoring the pressure differential over the particle trap. It is noted that such monitoring of the pressure differential is not necessary particularly when the calculation method under all conditions provides a sufficiently accurate instantaneous loading state for the method according to the invention. For the case in which the pressure differential is nevertheless monitored, for example as a check, this is preferably carried out continuously.
  • step b) the effectiveness of the particle trap with respect to particles contained in the exhaust gas is increased by at least 20% compared to normal operation of the internal combustion engine. It is very particularly preferred for the increase in effectiveness in the particle trap during step b) to range from 20% to 30%.
  • the time period over which the increase in effectiveness takes place is substantially determined by the external environmental conditions or the operating mode of the internal combustion engine (the driving cycle, for example). It is not uncommon for step b) to be maintained over a time period of several minutes, longer than 10 or 30 minutes, for example, and if necessary, even longer than 60 minutes.
  • the effectiveness is increased until sufficient free filter area is once again available, so that the ratio of the prevailing pressure difference between the flow through the filter material and the unfiltered discharge to the surroundings is sufficiently low.
  • step b) it is proposed to determine the duration of step b) as a function of the underlying loading state. This is understood in particular to mean that the increase in effectiveness according to step b) lasts for different periods of time, depending on the quantity of particles stored in the particle trap. In particular, this means that for a larger quantity of particles in the particle trap, step b) is carried out over a longer period of time.
  • step b) it is likewise advantageous to determine the duration of step b) as a function of the exhaust gas temperature during the effectiveness increase. Even if a temperature for thermal regeneration of the particles is not reached in the method proposed herein, the influence of the exhaust gas temperature is still of considerable importance. If, for example, one considers the conversion of soot using nitrogen dioxide, minimum temperatures of approximately 200° to 230° C., for example, must be provided. If the temperature at least temporarily falls below this value in the course of step b), the process of the effectiveness increase is generally extended. A reaction in the range of the above-referenced limiting temperature is not as “willing” or dynamic, so to speak, as at temperatures of approximately 300° C., for example.
  • step b) it is advantageous to select the duration of step b) as a function of the exhaust gas temperature.
  • the temperature of the exhaust gas may be determined in a known manner, for example by integrating at least one temperature sensor into the exhaust gas system of the internal combustion engine and/or into the particle trap.
  • step b) it is also proposed to determine the duration of step b) as a function of the nitrogen dioxide concentration in the exhaust gas during the effectiveness increase.
  • the nitrogen dioxide concentration in the exhaust gas is calculated or monitored during step b), and the duration is varied depending on this nitrogen dioxide concentration.
  • the duration may be shortened, since a greater number of reactants are supplied for the particles.
  • step b) it is also advantageous to determine the duration of step b) as a function of the concentration of water in the exhaust gas during the efficiency increase.
  • This is understood to mean, among other things, that the water or water vapor concentration in the exhaust gas is monitored or determined.
  • the water concentration has a considerable influence on the conversion characteristics of soot, whereby the effectiveness of the particle trap increases with increasing water concentration, in particular in a concentration range of up to 5% water in the exhaust gas.
  • the duration of step b) is determined as a function of the concentration of ozone in the exhaust gas during the effectiveness increase. It has been shown that specifically at relatively low temperatures (up to approximately 300° C., for example), the presence of ozone has an effect on the soot conversion similar to that of nitrogen dioxide. Thus, it is particularly advantageous (especially for temperatures up to 300° C.) to provide an increased ozone concentration.
  • the at least one operating parameter of the internal combustion engine is adjusted during step b) so as to increase the nitrogen dioxide concentration in the exhaust gas produced.
  • the internal combustion engine may be operated in such a way, for example, that an increased nitric oxide concentration is generated.
  • This exhaust gas enriched with nitric oxide (NO) is then led over an oxidation catalytic converter so that increased nitrogen dioxide (NO 2 ) is formed by reaction with the oxygen (O 2 ) contained in the exhaust gas. It is also conceivable to appropriately modify an exhaust gas recirculation system to achieve the objective described herein.
  • the at least one operating parameter of the internal combustion engine is adjusted during step b) so as to increase the oxygen concentration in the exhaust gas produced.
  • the presence of oxygen has a critical effect on the conversion characteristics of soot, or for the conversion of nitric oxide to nitrogen dioxide. For this reason it is advantageous to supply as much oxygen as possible.
  • the proportion of the recirculated exhaust gas is advantageously kept as low as possible so that an increased oxygen concentration greater than that for normal operation is present during step b).
  • the at least one operating parameter of the internal combustion engine is adjusted during step b) so as to increase the temperature of the produced exhaust gas by a maximum of 50° C. in the vicinity of the particle trap.
  • the temperature increase is even much less than this value, such as 20° C., for example.
  • the temperature increase is particularly advantageous when, before step b) is initiated, the exhaust gas temperature in the vicinity of the particle trap is below the temperature for a chemical reaction of nitrogen dioxide with soot, i.e., below 230° C., for example. If the temperature in the vicinity of the particle trap is already greatly above this limiting temperature, preferably other specific operating parameters of the internal combustion engine should be modified.
  • the above-referenced specific operating parameters of the internal combustion engine may be easily carried out by an appropriate modification of the characteristic map of the internal combustion engine through the use of a so-called engine control.
  • the device comprises a vehicle having an internal combustion engine and an exhaust gas system.
  • An engine control operates the internal combustion engine.
  • At least one, in particular open, particle trap is disposed in the exhaust gas system.
  • a device determines an effectiveness of the at least one particle trap according to the invention.
  • the vehicle preferably is a ground transportation vehicle such as a passenger vehicle or truck, for example.
  • These vehicles typically have a spark ignition or diesel engine as an internal combustion engine.
  • the exhaust gas produced thereby is emitted to the surroundings through (at least) one exhaust gas system.
  • an engine control which, for example, varies the quantities of air and/or fuel supplied, the ignition points of the fuel-air mixture, the pressures in the internal combustion engine, and many other specific operating parameters as a function of the load state of the internal combustion engine.
  • the engine control or operation of the internal combustion engine in normal operation is determined starting from a predetermined driving cycle (for example, the so-called NEFZ cycle for Europe, or the FTP cycle for the United States, both of which are known to those skilled in the art in this field), so that for specified load states the engine control also typically regulates the same operating parameters in a corresponding manner.
  • a predetermined driving cycle for example, the so-called NEFZ cycle for Europe, or the FTP cycle for the United States, both of which are known to those skilled in the art in this field
  • the exhaust gas system may also include additional components for exhaust gas treatment, such as for example an oxidation catalytic converter, mixer, addition of additives, filter, adsorber, etc.
  • additional components for exhaust gas treatment such as for example an oxidation catalytic converter, mixer, addition of additives, filter, adsorber, etc.
  • a device for determining the effectiveness of the at least one particle trap is also provided by the device.
  • the device may be a part of the engine control, or separate sensors, or the like.
  • the device is preferably integrated into the engine control as a computer program. This computer program causes a deviation from normal operation of the internal combustion engine during step b), with the at least one specific operating parameter of the internal combustion engine being adjusted so that the effectiveness of the particle trap is increased.
  • the device in this regard it is particularly advantageous for the device to be equipped with an exhaust gas system that includes exhaust gas recirculation.
  • an exhaust gas recirculation device enables specific operating parameters of the internal combustion engine to be influenced in a relatively simple manner, so that the desired increase in effectiveness occurs.
  • the recirculated exhaust gas stream Preferably, it is possible for the recirculated exhaust gas stream to be variably adjustable by the engine control.
  • FIG. 1 is a diagrammatic, perspective view of a motor vehicle having an exhaust gas system
  • FIG. 2 is an enlarged, perspective view of a portion of an open particle trap
  • FIG. 3 is a further enlarged, longitudinal-sectional view of an open particle trap
  • FIG. 4 is a graph showing an effectiveness curve for a particle trap
  • FIG. 5 is a graph showing a variation of a specific operating parameter of the internal combustion engine.
  • FIG. 6 is a graph showing an effect of nitrogen dioxide concentration on a soot conversion rate.
  • FIG. 1 there is seen a diagrammatic, perspective illustration of a vehicle 5 that has an internal combustion engine 3 .
  • the exhaust gas produced by the internal combustion engine 3 flows through an exhaust gas system 2 to the ambient surroundings, with the pollutants present therein having been previously treated inside the exhaust gas system 2 .
  • the internal combustion engine 3 is operated by an engine control or management system 6 which, for example, regulates ignition characteristics of the internal combustion engine as well as a proportion of exhaust gas that is recirculated through an exhaust gas recirculation device 7 of the internal combustion engine 3 .
  • the exhaust gas first impinges on a catalytic converter 8 , for example a catalytic converter 8 that is suitable for forming nitrogen dioxide (oxidation catalytic converter).
  • the exhaust gas enriched with nitrogen dioxide then flows further to a particle trap 1 .
  • the exhaust gas system 2 is equipped with non-illustrated pressure sensors at a first position P 1 and a second position P 2 , thus enabling a pressure difference over the particle trap 1 to be determined.
  • the measured values obtained from the sensors in the exhaust gas system preferably are provided to the engine control or engine timing or speed control 6 .
  • the pressure difference may be used, for example, as a measure of an effectiveness of the particle trap 1 .
  • FIG. 2 diagrammatically shows the structure of an embodiment variant of an open particle trap 1 .
  • the particle trap 1 includes a plurality of channels 11 aligned substantially in parallel.
  • the channels 11 are formed by an alternating configuration of at least one smooth or flat layer 9 and at least one corrugated layer 10 .
  • the smooth layer 9 and the corrugated layer 10 may be subsequently joined or wound together, thereby forming the particle trap 1 .
  • the smooth layer 9 preferably is composed of a filter material such as a metallic non-woven fleece, for example.
  • the exhaust gas inside the channels 11 which is to be cleaned, is diverted toward this filter material by providing projections 12 (provided only in the corrugated layers 10 in this case, although that need not be the case) that extend into the channels 11 .
  • These projections 12 partially close off the channels 11 while still allowing the exhaust gas to flow through.
  • the exhaust gas now flows in a flow direction 13 into the channels 11 , and is diverted at least in some locations by the projections 12 to the smooth layer 9 composed of filter material.
  • the smooth layer 9 and/or the corrugated layer 10 may be provided with openings 14 to improve the flow exchange in adjoining channels 11 .
  • FIG. 3 shows adjoining channels 11 of a particle trap 1 in detail, in order to illustrate the flow direction 13 of the exhaust gas and/or the flow characteristics inside the particle trap 1 .
  • the smooth layer 9 is represented herein by hatched lines, and is intended to include a filter material.
  • the corrugated layer 10 is formed by a metal foil, for example, having a plurality of projections 12 that are produced, for example, by pressing sections of the metal foil into the channel 11 , or by punching out guide vanes from the metal foil.
  • the projections 12 are shaped so as to form a bypass 15 for the flowing exhaust gas.
  • the orientation of the projections 12 may be adapted to the particular application. In principle, materials used in the construction of the particle trap 1 should be resistant to high temperatures and corrosion.
  • the exhaust gas containing particles 4 is forced through the bypass 15 or the smooth layer 9 including the filter material (as indicated by arrows).
  • the flow resistances necessary for this purpose are illustrated by a pressure difference shown in the right-hand section of FIG. 3 .
  • the bypass pressure change ⁇ p 2 When the exhaust gas flows through the bypass 15 , the partial exhaust gas stream is subjected to a bypass pressure change ⁇ p 2 .
  • a filter pressure change ⁇ p 1 is observed when the exhaust gas flows through the smooth layer 9 including the filter material.
  • Increasing loading of the filter material causes the value ⁇ p 1 to rise, thereby increasing the tendency for the partial exhaust gas streams to flow through the bypass 15 instead of through the smooth layer 9 . This is associated with a drop in effectiveness, which may at least be significantly limited by the method according to the invention.
  • FIG. 4 diagrammatically shows a curve of effectiveness E for an open particle trap.
  • the effectiveness E of the particle trap fluctuates about an average effectiveness value Em when conditions are sufficient for the conversion of soot.
  • Em average effectiveness value
  • the low exhaust gas temperature and the intensified soot formation cause increased embedding of soot particles in the filter material, thus increasingly impeding the flow of exhaust gas.
  • This causes the effectiveness E of the particle trap to drop.
  • a first point in time t 1 is reached in the particle trap at which the effectiveness reaches or falls below a first effectiveness limiting value E 1 , an effectiveness increase for the particle trap is carried out.
  • FIG. 4 shows a “normal” curve of the effectiveness E, without the intervention according to the invention, as a dashed-dotted line.
  • the effectiveness E of the particle trap is initially maintained, and ultimately may even be increased to a second effectiveness limiting value E 2 .
  • the second effectiveness limiting value E 2 is reached at a second point in time t 2 , the normal operation of the internal combustion engine is re-activated and the effectiveness E of the particle trap fluctuates about the average effectiveness value Em.
  • FIG. 5 likewise diagrammatically illustrates a curve of an operating parameter B during normal operation (Bn) over time t.
  • the operating parameter B is modified at a point in time t 1 , i.e. when the effectiveness increase is begun (see curve Be).
  • the second effectiveness limiting value E 2 is reached at a second point in time t 2 .
  • the curve Be need not be constant, and may have a variable value even during the effectiveness increase.
  • this diagrammatic illustration of a specific operating parameter B is not to be construed in such a way that only one operating parameter B is always modified. Rather, it is possible to modify multiple operating parameters B, simultaneously or staggered over time, for an effectiveness increase of the particle trap.
  • FIG. 6 diagrammatically shows the effect of a nitrogen dioxide concentration N on a converted particle mass M at identical time intervals. It can be seen that as the value of the nitrogen dioxide concentration (see N 1 , N 2 , N 3 ) rises, the quantity of converted particles increases (see ⁇ M 1 , ⁇ M 2 , ⁇ M 3 ). Use is made of this effect in the effectiveness increase so that, for example, for a high loading, i.e. a large quantity of soot particles embedded in the particle trap, the nitrogen dioxide supply may be selected in such a way that at a predetermined time interval the particle trap is freed of embedded soot particles, accompanied by a certain adjustment of the exhaust gas recirculation, etc.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Separating Particles In Gases By Inertia (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
US11/963,901 2005-06-24 2007-12-24 Method for Operating a Particle Trap and Device for Carrying Out the Method Abandoned US20080155967A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DEDE102005029338.7 2005-06-24
DE102005029338A DE102005029338A1 (de) 2005-06-24 2005-06-24 Verfahren zum Betrieb einer Partikelfalle sowie Vorrichtung zur Durchführung des Verfahrens
PCT/EP2006/006054 WO2006136431A1 (de) 2005-06-24 2006-06-23 Verfahren zum betrieb einer partikelfalle sowie vorrichtung zur durchführung des verfahrens

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2006/006054 Continuation WO2006136431A1 (de) 2005-06-24 2006-06-23 Verfahren zum betrieb einer partikelfalle sowie vorrichtung zur durchführung des verfahrens

Publications (1)

Publication Number Publication Date
US20080155967A1 true US20080155967A1 (en) 2008-07-03

Family

ID=36764500

Family Applications (1)

Application Number Title Priority Date Filing Date
US11/963,901 Abandoned US20080155967A1 (en) 2005-06-24 2007-12-24 Method for Operating a Particle Trap and Device for Carrying Out the Method

Country Status (10)

Country Link
US (1) US20080155967A1 (de)
EP (1) EP1893853B1 (de)
JP (1) JP2008544149A (de)
KR (1) KR100918604B1 (de)
CN (1) CN101248258B (de)
DE (2) DE102005029338A1 (de)
ES (1) ES2336701T3 (de)
PL (1) PL1893853T3 (de)
RU (1) RU2008101806A (de)
WO (1) WO2006136431A1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100175371A1 (en) * 2007-07-13 2010-07-15 Emitec Gesellschaft Fur Emissionstechnologie Mbh Method for regenerating at least one particle agglomerator and motor vehicle including an exhaust gas after-treatment system
WO2011119331A3 (en) * 2010-03-25 2012-01-05 General Electric Company System and method for exhaust treatment
US8790448B2 (en) 2010-09-15 2014-07-29 Emitec Gesellschaft Fuer Emissionstechnologie Mbh Device for producing an electrical field in an exhaust gas system
US9893505B2 (en) 2010-09-15 2018-02-13 Emitec Gesellschaft Fuer Emissionstechnologie Mbh Configuration for a power supply of a component in an exhaust gas system

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009108809A (ja) * 2007-10-31 2009-05-21 Nissan Diesel Motor Co Ltd 排気浄化装置及び排気浄化方法
DE102010034250A1 (de) 2010-08-13 2012-02-16 Emitec Gesellschaft Für Emissionstechnologie Mbh Halterung für zumindest eine Elektrode in einer Abgasleitung
DE102010045508A1 (de) 2010-09-15 2012-03-15 Emitec Gesellschaft Für Emissionstechnologie Mbh Vorrichtung zur Behandlung von Rußpartikel enthaltendem Abgas
DE102010051655A1 (de) 2010-11-17 2012-05-24 Emitec Gesellschaft Für Emissionstechnologie Mbh Vorrichtung zur Behandlung von Rußpartikel enthaltendem Abgas
CN112990111B (zh) * 2021-04-20 2021-08-31 北京英视睿达科技有限公司 臭氧生成高值区的识别方法、装置、存储介质及设备

Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6367246B1 (en) * 1997-04-24 2002-04-09 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification device for internal combustion engine
US6568178B2 (en) * 2000-03-28 2003-05-27 Toyota Jidosha Kabushiki Kaisha Device for purifying the exhaust gas of an internal combustion engine
US20030106309A1 (en) * 2001-12-12 2003-06-12 Manabu Morimoto Exhaust emission control device
US6644022B2 (en) * 2000-03-29 2003-11-11 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification device of internal combustion engine
US20040013580A1 (en) * 2001-11-06 2004-01-22 Rolf Bruck Open filter body with improved flow properties
US20040035101A1 (en) * 2001-06-26 2004-02-26 Takehito Imai Regenerative control method for continuous regenerative diesel particulate filter device
US20040139852A1 (en) * 2003-01-10 2004-07-22 Nissan Motor Co., Ltd. Exhaust gas purifying system of internal combustion engine
US6843240B1 (en) * 1999-09-22 2005-01-18 Volkswagen Ag Method for monitoring the functioning of a NOx sensor arranged in an exhaust gas channel of an internal combustion engine
US20050072141A1 (en) * 2001-04-19 2005-04-07 Yasuhisa Kitahara Exhaust gas purification apparatus for internal combustion engine and method thereof
US20050115223A1 (en) * 2002-11-13 2005-06-02 Masao Kagenishi Exhaust emission control device of engine
US6941748B2 (en) * 1999-12-17 2005-09-13 Volkwagen Ag Method for desulfurization of an NOx storage accumulator-catalyst arranged in an exhaust system of an internal combustion engine
US6966179B2 (en) * 2003-09-03 2005-11-22 Isuzu Motors Limited Exhaust gas purifying system
US7059113B2 (en) * 2000-07-24 2006-06-13 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification device
US7367182B2 (en) * 2003-04-25 2008-05-06 Mitsubishi Fuso Truck And Bus Corporation Exhaust emission control device for an internal combustion engine

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10026696A1 (de) * 2000-05-30 2001-12-20 Emitec Emissionstechnologie Partikelfalle
JP2002119867A (ja) * 2000-10-17 2002-04-23 Toyota Motor Corp 排ガス浄化触媒構造体
JP2002147218A (ja) * 2000-11-08 2002-05-22 Matsumoto Giken Kk ディーゼルエンジン排ガスの粒子状物質除去装置
JP3747793B2 (ja) * 2001-03-15 2006-02-22 いすゞ自動車株式会社 燃料噴射制御方法と連続再生型ディーゼルパティキュレートフィルタシステムの再生制御方法
JP3911406B2 (ja) * 2001-11-21 2007-05-09 トヨタ自動車株式会社 内燃機関の排気浄化装置
DE10222762A1 (de) * 2002-05-23 2003-12-04 Volkswagen Ag Verfahren zum Betreiben eines Dieselmotors
JP3801135B2 (ja) * 2003-01-08 2006-07-26 日産自動車株式会社 エンジンの排気ガス浄化装置
JP2004293340A (ja) * 2003-03-25 2004-10-21 Mitsubishi Fuso Truck & Bus Corp 排ガス浄化装置
JP4225153B2 (ja) * 2003-07-30 2009-02-18 日産自動車株式会社 排気フィルタの再生制御装置

Patent Citations (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6367246B1 (en) * 1997-04-24 2002-04-09 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification device for internal combustion engine
US6843240B1 (en) * 1999-09-22 2005-01-18 Volkswagen Ag Method for monitoring the functioning of a NOx sensor arranged in an exhaust gas channel of an internal combustion engine
US6941748B2 (en) * 1999-12-17 2005-09-13 Volkwagen Ag Method for desulfurization of an NOx storage accumulator-catalyst arranged in an exhaust system of an internal combustion engine
US6568178B2 (en) * 2000-03-28 2003-05-27 Toyota Jidosha Kabushiki Kaisha Device for purifying the exhaust gas of an internal combustion engine
US6644022B2 (en) * 2000-03-29 2003-11-11 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification device of internal combustion engine
US7059113B2 (en) * 2000-07-24 2006-06-13 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification device
US20050072141A1 (en) * 2001-04-19 2005-04-07 Yasuhisa Kitahara Exhaust gas purification apparatus for internal combustion engine and method thereof
US6952918B2 (en) * 2001-06-26 2005-10-11 Isuzu Motors Limited Regenerative control method for continuous regenerative diesel particulate filter device
US20040035101A1 (en) * 2001-06-26 2004-02-26 Takehito Imai Regenerative control method for continuous regenerative diesel particulate filter device
US7086220B2 (en) * 2001-06-26 2006-08-08 Isuzu Motors Limited Regeneration control method for continuously regenerating diesel particulate filter device
US20040013580A1 (en) * 2001-11-06 2004-01-22 Rolf Bruck Open filter body with improved flow properties
US6708487B2 (en) * 2001-12-12 2004-03-23 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Exhaust emission control device
US20030106309A1 (en) * 2001-12-12 2003-06-12 Manabu Morimoto Exhaust emission control device
US20050115223A1 (en) * 2002-11-13 2005-06-02 Masao Kagenishi Exhaust emission control device of engine
US7000384B2 (en) * 2002-11-13 2006-02-21 Mitsubishi Fuso Truck And Bus Corporation Exhaust emission control device of engine
US20040139852A1 (en) * 2003-01-10 2004-07-22 Nissan Motor Co., Ltd. Exhaust gas purifying system of internal combustion engine
US7153342B2 (en) * 2003-01-10 2006-12-26 Nissan Motor Co., Ltd. Exhaust gas purifying system of internal combustion engine
US7367182B2 (en) * 2003-04-25 2008-05-06 Mitsubishi Fuso Truck And Bus Corporation Exhaust emission control device for an internal combustion engine
US6966179B2 (en) * 2003-09-03 2005-11-22 Isuzu Motors Limited Exhaust gas purifying system

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100175371A1 (en) * 2007-07-13 2010-07-15 Emitec Gesellschaft Fur Emissionstechnologie Mbh Method for regenerating at least one particle agglomerator and motor vehicle including an exhaust gas after-treatment system
WO2011119331A3 (en) * 2010-03-25 2012-01-05 General Electric Company System and method for exhaust treatment
US9784157B2 (en) 2010-03-25 2017-10-10 General Electric Company System and method for exhaust treatment
US8790448B2 (en) 2010-09-15 2014-07-29 Emitec Gesellschaft Fuer Emissionstechnologie Mbh Device for producing an electrical field in an exhaust gas system
US9893505B2 (en) 2010-09-15 2018-02-13 Emitec Gesellschaft Fuer Emissionstechnologie Mbh Configuration for a power supply of a component in an exhaust gas system

Also Published As

Publication number Publication date
RU2008101806A (ru) 2009-09-10
ES2336701T3 (es) 2010-04-15
KR20080019298A (ko) 2008-03-03
WO2006136431A1 (de) 2006-12-28
DE502006005351D1 (de) 2009-12-24
CN101248258B (zh) 2010-12-22
JP2008544149A (ja) 2008-12-04
EP1893853A1 (de) 2008-03-05
EP1893853B1 (de) 2009-11-11
KR100918604B1 (ko) 2009-09-25
PL1893853T3 (pl) 2010-06-30
CN101248258A (zh) 2008-08-20
DE102005029338A1 (de) 2007-02-08

Similar Documents

Publication Publication Date Title
US20080155967A1 (en) Method for Operating a Particle Trap and Device for Carrying Out the Method
US8612115B2 (en) Methods for controlling the operation of a particulate filter
US8069658B2 (en) Methods for estimating particulate load in a particulate filter, and related systems
Alkemade et al. Engines and exhaust after treatment systems for future automotive applications
US8516804B2 (en) Systems and methods for determining a particulate load in a particulate filter
US8701391B2 (en) Method for operating an exhaust-gas system with lambda control and motor vehicle having the system
JP4613962B2 (ja) 内燃機関の排気浄化装置
US8474248B2 (en) Model based method for selective catalyst reducer urea dosing strategy
US7707826B2 (en) System for controlling triggering of adsorber regeneration
EP2376750B1 (de) Scr-regelsystem
US20080264037A1 (en) Apparatus for deterioration diagnosis of an oxidizing catalyst
JP5093062B2 (ja) 内燃機関の排気浄化装置
US6502386B1 (en) Catalyst monitoring in a diesel engine
US20070084195A1 (en) System and method for determining a NOx storage capacity of catalytic device
JP2013503284A (ja) 同一の貯蔵機能を有する触媒コンバータの上流に貯蔵機能を有する触媒的に活性のある壁面流フィルターを有する排気ガスの後処理システム
US7451593B2 (en) Exhaust gas cleaning method and exhaust gas cleaning system
US8136346B2 (en) Internal combustion engine
US10047653B2 (en) Regeneration method for exhaust-gas aftertreatment systems
US10202879B2 (en) Reduced order selective catalytic reduction
JP2009513868A (ja) 自動車の排気ガスの酸化窒素を処理するための装置
JP2010180792A (ja) 内燃機関の排気浄化装置
EP3199776B1 (de) Abgasregelungssystem für einen verbrennungsmotor
US9084966B2 (en) Diesel oxidation catalyst aging level determination using NOX sensor NO2 interference
EP3401522B1 (de) Abgassteuerungssystem für einen verbrennungsmotor und verfahren zur steuerung des abgassteuerungssystems für einen verbrennungsmotor
US20120047878A1 (en) Exhaust purification system of internal combustion engine

Legal Events

Date Code Title Description
STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION