US20110289903A1 - Device and method for regenerating a particulate filter arranged in the exhaust section of an internal combustion engine - Google Patents

Device and method for regenerating a particulate filter arranged in the exhaust section of an internal combustion engine Download PDF

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US20110289903A1
US20110289903A1 US13/145,816 US201013145816A US2011289903A1 US 20110289903 A1 US20110289903 A1 US 20110289903A1 US 201013145816 A US201013145816 A US 201013145816A US 2011289903 A1 US2011289903 A1 US 2011289903A1
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exhaust
catalytic converter
particle filter
gas flow
oxidation catalytic
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US13/145,816
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Andreas Döring
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MAN Truck and Bus SE
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MAN Truck and Bus SE
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Priority claimed from DE102009005733A external-priority patent/DE102009005733A1/de
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Assigned to MAN TRUCK & BUS AG reassignment MAN TRUCK & BUS AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DOERING, ANDREAS
Abandoned legal-status Critical Current

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    • 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
    • F01N3/0231—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 using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • 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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • 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
    • F01N3/025—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 using fuel burner or by adding fuel to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—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
    • F01N3/027—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 using electric or magnetic heating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • 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
    • F01N2240/14—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 fuel burner
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/16—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an electric heater, i.e. a resistance heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
    • F01N2410/04—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device during regeneration period, e.g. of particle filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/14—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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
    • F01N3/30—Arrangements for supply of additional air
    • 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 invention relates to a device for regenerating a particle filter arranged in the exhaust tract of an internal combustion engine, as per the preamble of claim 1 , and to a method for regenerating a particle filter arranged in the exhaust tract of an internal combustion engine, as per the preamble of claim 8 .
  • the invention relates in particular to a method and a device for regenerating particle filters in the case of internal combustion engines operated with an excess of air, such as diesel engines or gasoline engines with direct injection, such as are used for example in motor vehicles or utility vehicles.
  • particle separators or particle filters are conventionally used in vehicles.
  • a typical particle separator arrangement in vehicles is known for example from EP 10 727 65 A2.
  • particle separators differ from particle filters in that the exhaust-gas flow is conducted along the separating structures, whereas in the case of particle filters, the exhaust gas must flow through the filter medium.
  • particle filters tend to become blocked, which increases exhaust-gas back pressure, that is to say causes an undesired pressure increase at the exhaust-gas outlet of an internal combustion engine, which in turn reduces engine power and results in increased fuel consumption of the internal combustion engine.
  • An example of such a particle filter arrangement is known from EP 03 418 32 A2.
  • an oxidation catalytic converter arranged upstream of the particle separator or of the particle filter oxidizes the nitrogen monoxide (NO) in the exhaust gas, by means of the residual oxygen (O 2 ) likewise contained therein, to form nitrogen dioxide (NO 2 ), specifically according to the following equation:
  • the NO 2 is in turn converted in the particle filter with the hydrocarbon-containing superfine particles to form CO, CO 2 , N 2 and NO.
  • a continuous removal of the accumulated fine matter particles therefore takes place by means of the powerful oxidizing agent NO 2 , such that regeneration cycles, such as must be carried out in cumbersome fashion in other arrangements, may be dispensed with.
  • passive regeneration is referred to, as per the following equations:
  • SO 3 is also formed from sulfur contained in the fuel and/or engine oil.
  • the SO 3 and NO 2 condense at cold points in the exhaust tract to form highly corrosive sulfuric and nitric acid, such that the exhaust system leading up to the particle filters must be formed from high-grade steel in order to prevent corrosion.
  • particle filters are increasingly provided with a catalytic coating for the oxidation of NO (EP 03 418 32 A2). These are specifically platinum-containing catalysts.
  • the disadvantage of said method is however that the NO 2 formed on the particle filter can serve only for the oxidation of particles which have been deposited downstream of the catalytically active coating for NO oxidation, that is to say therefore within the filter medium.
  • the particle-filter-side NO oxidation catalytic converter thus lies downstream of the filter cake, such that the soot particles deposited there cannot be oxidized by means of NO 2 from the NO oxidation catalyst applied to the particle filter.
  • the catalyst coating applied on the untreated gas side contributes to the performance of the system, because the NO 2 catalytically formed on the clean gas side can no longer come into contact with the soot deposited on the untreated gas side and within the filter material.
  • a further problem of the coating of the particle filter consists in that the geometric surface areas of the filter are considerably smaller than those of conventionally used catalytic converter substrates.
  • the filters require relatively large free cross sections and therefore free volume on the untreated gas side in order to store soot and engine oil ashes. If use is made of ceramic filter substrates, this is realized by means of a low cell density of 50 cpsi to 200 cpsi.
  • pure catalytic converters are conventionally formed with cell densities of 400 cpsi to 900 cpsi. The increase from 50 cpsi to 900 cpsi yields an increase in the geometric surface area from 1 m 2 /l to 4 m 2 /l, as a result of which considerable increases in conversion on the catalytic converters are possible.
  • these catalytic converters usually contain palladium as an active component.
  • Palladium has no NO oxidation activity and furthermore reduces the NO oxidation activity of any platinum contained in the catalytic converters.
  • HC oxidation catalytic converters have considerably lower NO oxidation activity than pure NO oxidation catalytic converters.
  • a further problem in contrast to passive regeneration is the high carbon monoxide emissions during the regeneration, the formation of which carbon monoxide is described in equation 7. For this reason, a further catalytic converter for the oxidation of the carbon monoxide formed during the regeneration must be attached to the particle filter and/or downstream of the particle filter in order to prevent the discharge of said carbon monoxide to the environment.
  • NO oxidation catalytic converters are significantly less stable with regard to thermal damage than catalytic converters for hydrocarbon oxidation, because irreversible sintering of the active components, and therefore a decrease in NO oxidation activity, occurs at temperatures of over 550° C.
  • upstream of the particle filter in addition to the at least one NO oxidation catalytic converter there is also provided at least one heating device by means of which an exhaust-gas flow conducted to the particle filter can be heated as a function of defined regeneration parameters, in particular can be heated to a defined temperature as a function of a degree of loading of the particle filter and/or a regeneration efficiency or regeneration work of an NO 2 regeneration of the particle filter by means of an NO 2 quantity formed on the at least one NO oxidation catalytic converter.
  • the temperature at the particle filter can be increased, wherein at the same time high quantities of NO 2 are still available from the NO oxidation catalytic converter because, in the region of the NO oxidation catalytic converter, no temperature increase takes place which has an adverse effect on NO 2 formation, and no increased hydrocarbon concentrations are present which lead to a decrease in NO oxidation activity.
  • Said temperature increase of the exhaust-gas flow upstream of the particle filter therefore takes place in a part of the exhaust tract which lies downstream of the NO oxidation catalytic converter and/or parallel to the NO oxidation catalytic converter and upstream of the particle filter.
  • the particle filter regeneration is realized exclusively by means of the NO 2 quantity, wherein if required, the temperature at the particle filter is shifted into the optimum temperature window for the respectively desired reaction by means of an electronic monitoring unit designed as a control and/or regulating device. That is to say, by means of the at least one heating device, the exhaust-gas flow conducted to the particle filter is merely heated, at predefined times and/or in predefined operating states of the internal combustion engine and/or of the aftertreatment system, to a temperature which lies below the regeneration temperature of a pure active particle filter regeneration by means of the metered addition of hydrocarbons to the exhaust-gas flow.
  • said exhaust-gas flow conducted to the particle filter is preferably heated to a temperature of less than 600° C., preferably of less than or equal to approximately 550° C., most preferably of less than or equal to approximately 450° C.
  • the temperatures particularly preferably lie in a temperature window from 300° C. to 550° C., most preferably in a temperature window from 350° C. to 450° C.
  • the temperature of the exhaust-gas flow conducted to the particle filter is particularly preferably predefined, as a function of an NO 2 concentration and/or of the loading state of the particle filter with carbon-containing particles, in a defined region of at least one exhaust-gas flow, specifically with the aid of a control and/or regulating device as an electronic monitoring device.
  • the mass ratio between carbon and nitrogen dioxide contained in the exhaust gas is at least 1:4, preferably at least 1:8.
  • Said regeneration mode is characterized in particular by a defined increase in the exhaust-gas temperature upstream of the particle filter.
  • the heating device is preferably arranged in parallel, in terms of flow, with the NO oxidation catalytic converter.
  • the heating device and NO oxidation catalytic converter are hereby decoupled in terms of flow such that the heating device and the NO oxidation catalytic converter are traversed by in each case one exhaust gas or gas flow.
  • a branch line from a supply line leading to the NO oxidation catalytic converter it is possible for this purpose for a branch line from a supply line leading to the NO oxidation catalytic converter to be branched off upstream of the NO oxidation catalytic converter, the branch line then opening into a discharge line, which leads from the NO oxidation catalytic converter to the particle filter, downstream of the NO oxidation catalytic converter.
  • the heating device should then be arranged in the region of the branch line.
  • a structural design is also possible in which the NO oxidation catalytic converter encloses or surrounds the heating device at least in regions. In this way, in particular, cooling of the heating device is advantageously prevented.
  • a shut-off device for example a flap or the like, which is coupled by means of a control and/or regulating device and by means of which the quantity of the gas flow conducted via the NO oxidation catalytic converter and/or of the gas flow conducted via the heating device can be controlled or regulated as a function of defined operating or shut-off parameters.
  • At least one NO oxidation catalytic converter and at least one heating device it may also be provided that these are arranged in series with one another in terms of flow and are traversed by one exhaust-gas flow.
  • the heating device should then be arranged downstream of the NO oxidation catalytic converter and upstream of the particle filter.
  • the heating device itself is preferably formed by a heating catalytic converter which in turn is preferably designed as an oxidation catalytic converter. It is also particularly preferable for a dosing device to be provided by means of which a reducing agent for an exothermic reaction is dosed to the exhaust-gas flow upstream of the heating catalytic converter at predefined times and in predefined quantities as a function of defined dosing parameters. Here, the dosing takes place in particular periodically.
  • the heating catalytic converter is an HC oxidation catalytic converter
  • the reducing agent preferably takes the form of hydrocarbons.
  • the hydrocarbons preferably take the form of fuel. It is particularly preferable for the added hydrocarbons to be dosed by means of a separate dosing device, for example an injection nozzle or the like, which is provided in the exhaust tract. Said dosing then takes place upstream of the heating catalytic converter by virtue of a predefined quantity of hydrocarbons being dosed or injected into the exhaust-gas flow at predefined times. Particularly preferable here, as already mentioned above, is a dosing which takes place, by means of an electronic control unit, corresponding to predefined control and/or regulating parameters, and which is for example periodically repeated.
  • the exhaust-gas flow to be heated can be conducted over the heating device, which is designed preferably as an HC oxidation catalytic converter, as a result of which the exhaust-gas flow is heated.
  • the heating power to be obtained in this way is however limited by the available oxygen quantity. This is because, if the lambda value, that is to say the ratio of oxygen quantity to fuel quantity, reaches the value 1, oxidation of the hydrocarbons is no longer possible.
  • Said optional fresh-air supply causes an increase in the lambda value and therefore also an increase in the maximum possible heating power.
  • the fresh air may generally be branched off on the charge-air side of the internal combustion engine, specifically for example also upstream and/or downstream of an opening of an exhaust-gas recirculation line into a charge-air line of the internal combustion engine.
  • the use of a blower or compressor for the delivery of fresh air is also conceivable.
  • An alternative possibility for increasing the exhaust-gas temperature consists in using a burner, which is operated preferably with fuel, as a heating device.
  • a burner which is operated preferably with fuel, as a heating device.
  • the heating device in particular the heating catalytic converter, may basically be arranged outside the exhaust tract, that is to say such that the exhaust gas does not flow around said heating catalytic converter. This however leads to relatively rapid cooling of said heating device, in particular of the heating catalytic converter. It is therefore more expedient for the heating device, in particular the heating catalytic converter, to be arranged in the exhaust tract such that the exhaust gas flows at least partially around said heating catalytic converter, as a result of which the heat losses to the environment are reduced.
  • the HC oxidation catalytic converter for example, as a heating catalytic converter to be surrounded by the NO oxidation catalytic converter.
  • a common substrate to be used for the NO oxidation catalytic converter and for the HC oxidation catalytic converter, for example, to be used as a heating catalytic converter, which common substrate has different catalytic coatings in different regions.
  • the heating device in particular the heating catalytic converter, and the NO oxidation catalytic converter to be accommodated in a common housing.
  • the heating catalytic converter designed preferably as an HC oxidation catalytic converter, to additionally be provided with NO oxidation activity, as a result of which the NO 2 fractions are increased in non-regeneration operation and thereby the oxidation of the particles by means of the passive regeneration is improved.
  • the heating catalytic converter should be designed to be thermally more stable than the pure NO oxidation catalytic converter. Said heating catalytic converter conventionally has lower NO oxidation activity than pure NO oxidation catalytic converters, as has already been mentioned above.
  • a catalyst for the oxidation of hydrocarbons may be provided with a catalyst for the oxidation of hydrocarbons. It is also conceivable for a catalyst with hydrocarbon oxidation activity to be applied or arranged upstream and/or downstream of the particle filter.
  • active components consideration is given inter alia to vanadium oxide, cerium, zeolites and elements of the platinum metal group.
  • the activity of the two catalytic converter types may be additionally increased for example through the use of zeolites.
  • the regeneration may also optionally be improved by increasing the NO 2 availability. This may be achieved by increasing the NO x untreated emissions. This may be done by varying engine operating parameters such as injection pressure, exhaust-gas recirculation rates, start of injection, number of injections, intake throttle position etc. As a result of the higher NO x availability, the NO 2 quantity formed on the NO oxidation catalytic converters is simultaneously increased.
  • a further option is for the NO 2 quantity formed to be increased by improving the NO oxidation on the NO oxidation catalytic converters. This is conventionally possible by increasing the residence time, in particular by reducing the exhaust-gas quantity conducted over the catalytic converters, and/or by increasing the temperature of the NO oxidation catalytic converters. To achieve this, it is possible inter alia to use the measures already described above for increasing the NOx untreated emissions.
  • catalytic converters for NO x reduction such as for example at least one NO x storage catalytic converter and/or at least one SCR catalytic converter, to additionally be provided in the exhaust tract or exhaust section.
  • the NOx storage catalytic converters may be arranged downstream of the oxidation catalytic converters and/or downstream of the particle filter, whereas the SCR catalytic converters may also conceivably be positioned upstream of the oxidation catalytic converters.
  • platinum and/or barium and/or calcium are preferably used as active components.
  • tungsten-oxide-stabilized vanadium pentoxide preferably based on titanium dioxide, or iron zeolites or copper zeolites or cobalt zeolites or zirconium oxide is expedient.
  • the installation space of such a system for the reduction of nitrogen oxides and particles can be reduced by virtue of the at least one particle filter and the at least one SCR catalytic converter and/or the at least one NO x trap catalytic converter forming a structural unit, wherein the particle filter may be provided with an SCR catalyst and/or NO x storage catalyst coating.
  • the solution according to the invention is associated with considerably lower thermal loading of the particle filter, in particular of the diesel particle filter, and of any downstream exhaust-gas aftertreatment components.
  • a further significant advantage is that the regeneration can take place very uniformly, as a result of which the risk of so-called soot clusters and burn-through of the particle filter is reduced.
  • a further significant advantage can be considered to be that the platinum requirement and therefore the costs for producing the exhaust-gas aftertreatment system are considerably lower than those of pure HCl regeneration systems (HydroCarbon Injection), that is to say of pure active regeneration systems, since smaller quantities of hydrocarbons must be oxidized, and an oxidation of carbon monoxide formed during the active regeneration is not required.
  • the heat losses to the environment are lower than in the case of the pure active particle filter regeneration, as a result of which less expenditure is required for insulation and material etc.
  • FIG. 1 schematically shows a diagram which shows by way of example the improvement in soot oxidation as a result of the increase in temperature
  • FIG. 2 schematically shows a diagram illustrating the improvement in soot oxidation as a result of an increase in NO 2 availability and temperature
  • FIG. 3 shows a first embodiment of a parallel arrangement of an NO oxidation catalytic converter and of a heating catalytic converter, designed as an HC oxidation catalytic converter, upstream of a particle filter;
  • FIG. 4 schematically shows an alternative embodiment of a parallel arrangement of an NO oxidation catalytic converter and of a heating catalytic converter, designed as an HC oxidation catalytic converter, upstream of a particle filter;
  • FIG. 5 schematically shows a further alternative refinement of a device according to the invention for regenerating a particle filter arranged in the exhaust tract of an internal combustion engine, with a serial arrangement of an NO oxidation catalytic converter and an HC oxidation catalytic converter upstream of a particle filter;
  • FIG. 6 schematically shows an alternative embodiment to
  • FIG. 5 in which a burner is used instead of a heating catalytic converter.
  • FIG. 3 shows a first exemplary embodiment according to the invention, in which, in the exhaust tract 1 of an internal combustion engine not illustrated here, in particular of a diesel internal combustion engine, an exhaust-gas flow 2 is conducted by means of a supply line 3 to an NO oxidation catalytic converter 4 .
  • a discharge line 5 leads from said NO oxidation catalytic converter 4 to a particle filter 6 .
  • a branch line 7 branches off from the supply line 3 and opens into the discharge line 5 downstream of the NO oxidation catalytic converter 4 .
  • An HC oxidation catalytic converter 8 as a heating device is arranged in said branch line 7 . Furthermore, a nozzle 9 is arranged in the branch line 7 upstream of the HC oxidation catalytic converter 8 , by means of which nozzle 9 fuel 10 as reducing agent can be injected into the branch line 7 upstream of the HC oxidation catalytic converter 8 .
  • the nozzle 9 is a constituent part of a dosing device 11 which, aside from the nozzle 9 , also has a fuel tank 12 and a control and/or regulating device 13 which controls and/or regulates the dosing.
  • a shut-off element 14 is optionally arranged in the branch line 7 upstream of the nozzle 9 , which shut-off element 14 may likewise be coupled to an electronic monitoring unit, which is however not illustrated here, in order to branch off a defined exhaust-gas quantity from the exhaust-gas flow 2 at predefined times, such that a first exhaust-gas flow 2 ′ flows through the NO oxidation catalytic converter 4 and a second exhaust-gas flow 2 ′′ flows through the branch line 7 . Said two exhaust-gas flows are then merged again downstream of the NO oxidation catalytic converter 4 and downstream of the HC oxidation catalytic converter 8 , and supplied as exhaust-gas flow 2 ′′′′ to the particle filter 6 .
  • the NO oxidation catalytic converter 4 is designed and dimensioned to be significantly larger than the HC oxidation catalytic converter 8 , the reason for this being that the particle filter regeneration should be carried out substantially as NO 2 -based particle filter regeneration, that is to say by means of the NO 2 formed in the NO oxidation catalytic converter 4 . Only in the event that the regeneration work of the NO 2 formed in or on the NO oxidation catalytic converter 4 is not sufficient is fuel 10 dosed into the branch line 7 via the nozzle 9 in a manner correspondingly controlled or regulated by means of the control and/or regulating device 13 .
  • a corresponding exhaust-gas mass flow as a second exhaust-gas flow 2 ′′ is conducted via the branch line 7 in order to supply an exhaust-gas flow enriched with hydrocarbons to the HC oxidation catalytic converter 8 , as a result of which an exothermic reaction takes place in the HC oxidation catalytic converter, which exothermic reaction generates a hot second exhaust-gas flow 2 ′′ which is mixed with the first exhaust-gas flow 2 ′ downstream of the NO oxidation catalytic converter 4 , such that said first exhaust-gas flow 2 ′, which as before is enriched with NO 2 , is raised to a higher temperature level, as a result of which the NO 2 -based soot oxidation in the particle filter 6 takes place in an optimized manner, as schematically illustrated in FIG.
  • the temperature level is raised to the upper temperature range 17 in order to make more effective, and optimize, the soot burn-off.
  • the exhaust-gas flow conducted to the particle filter 6 it is for example sufficient for the exhaust-gas flow conducted to the particle filter 6 to be raised to a temperature level which lies preferably in the range from 370° C. to 400° C.
  • the regeneration capability can be additionally improved in relation to the pure increase in exhaust-gas temperature.
  • the determination of the NO 2 quantity and/or of the regeneration capability and/or of the degree of loading of the particle filter may be carried out for example by means of mathematical models and/or characteristic maps and/or by means of exhaust-gas sensors, in particular pressure sensors, NO 2 sensors, NO x sensors, temperature sensors and/or sensors for determining the particle or soot quantity.
  • the fuel 10 is dosed only to the HC oxidation catalytic converter 8 .
  • flow guiding elements for example a guide element 18 illustrated merely schematically in FIG. 3 .
  • a shut-off element may also be provided in the region of said guide element 18 , which shut-off element controls and/or regulates the quantity or generally the inflow of an exhaust-gas flow to the HC oxidation catalytic converter 8 , as has already been described above in conjunction with the shut-off element 14 and the branch line 7 .
  • the NO oxidation catalytic converter 4 and the HC oxidation catalytic converter 8 are applied to a common catalytic converter substrate.
  • those regions which, during the regeneration, are impinged on by hydrocarbons from the supply unit, designed in this case for example as a nozzle 9 are formed, in particular coated, as an HC oxidation catalytic converter 8 , whereas the remaining regions are formed, in particular coated, as NO oxidation catalytic converters 4 .
  • the different regions usually vary over the cross section, that is to say perpendicular to the flow direction.
  • FIG. 4 also shows merely schematically a NO x reduction catalytic converter 21 which is likewise arranged in the exhaust tract 1 and which is designed for example as a NO x storage catalytic converter or SCR catalytic converter.
  • FIG. 5 shows an embodiment in which the NO oxidation catalytic converter 4 and the HC oxidation catalytic converter 8 are not connected in parallel but rather are arranged in series.
  • the dosing of the fuel 10 as reducing agent then takes place here likewise such that said fuel cannot pass into the NO oxidation catalytic converter 4 , by virtue of the dosing taking place downstream of the NO oxidation catalytic converter 4 and upstream of the HC oxidation catalytic converter 8 .
  • the method implementation and the mode of operation otherwise correspond to those already explained in more detail above in conjunction with FIGS.
  • FIG. 6 finally shows an alternative embodiment to that shown in FIG. 5 , in which, instead of an HC oxidation catalytic converter 8 as a heating device, use is made of a burner 19 operated with fuel.
  • a burner 19 operated with fuel.
  • the use of such a burner is always possible in particular also in connection with the embodiments mentioned above, in particular in connection with the embodiment according to FIG. 3 .
  • the design of FIG. 6 otherwise corresponds to that of FIG. 5 , such that in order to avoid repetitions, reference is made to the statements made above.
  • the exhaust-gas flow or a partial exhaust-gas flow is conducted over a heating device.
  • the heating power to be attained in this way is however limited, as already described above, by the available oxygen quantity.
  • fresh air for example a fresh-air flow branched off at the charge-air side, to be supplied to the exhaust-gas flow to be heated after a predefined temperature and/or a predefined time is reached and/or when a predefined lambda or oxygen value is undershot.
  • the fresh air supply 20 is illustrated merely highly schematically by an arrow in FIGS. 3 , 5 and 6 .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
US13/145,816 2009-01-22 2010-01-11 Device and method for regenerating a particulate filter arranged in the exhaust section of an internal combustion engine Abandoned US20110289903A1 (en)

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DE102009005733.1 2009-01-22
DE102009005733A DE102009005733A1 (de) 2009-01-22 2009-01-22 Vorrichtung und Verfahren zur Regeneration eines im Abgastrakt einer Brennkraftmaschine angeordneten Partikelfilters
EP09015450 2009-12-14
EP09015450 2009-12-14
PCT/EP2010/000084 WO2010083944A1 (de) 2009-01-22 2010-01-11 Vorrichtung und verfahren zur regeneration eines im abgastrakt einer brennkraftmaschine angeordneten partikelfilters

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RU2011134878A (ru) 2013-02-27
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BRPI1004925A2 (pt) 2016-08-23
CN102301101A (zh) 2011-12-28
EP2379851B1 (de) 2015-12-16
CN102301101B (zh) 2014-07-16
WO2010083944A1 (de) 2010-07-29
BRPI1004925B1 (pt) 2020-06-16
US10240498B2 (en) 2019-03-26
US20150275722A1 (en) 2015-10-01

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