US20200232364A1 - Method and device for exhaust gas aftertreatment in an internal combustion engine - Google Patents

Method and device for exhaust gas aftertreatment in an internal combustion engine Download PDF

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Publication number
US20200232364A1
US20200232364A1 US16/750,326 US202016750326A US2020232364A1 US 20200232364 A1 US20200232364 A1 US 20200232364A1 US 202016750326 A US202016750326 A US 202016750326A US 2020232364 A1 US2020232364 A1 US 2020232364A1
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Prior art keywords
exhaust gas
catalytic converter
way catalytic
gas burner
catalyst volume
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Abandoned
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US16/750,326
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English (en)
Inventor
Falk-Christian Baron von Ceumern-Lindenstjerna
Stefan PAUKNER
Michael Kaack
Sebastian Hemminger
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Dr Ing HCF Porsche AG
Volkswagen AG
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Dr Ing HCF Porsche AG
Volkswagen AG
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Assigned to VOLKSWAGEN AKTIENGESELLSCHAFT, DR. ING. H.C. F. PORSCHE AKTIENGESELLSCHAFT reassignment VOLKSWAGEN AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Hemminger, Sebastian, BARON VON CEUMERN-LINDENSTJERNA, Falk-Christian, KAACK, MICHAEL, PAUKNER, STEFAN
Publication of US20200232364A1 publication Critical patent/US20200232364A1/en
Priority to US17/825,445 priority Critical patent/US11668217B2/en
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
    • F01N3/08—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
    • 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
    • F01N13/008—Mounting or arrangement of exhaust sensors in or on 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
    • F01N13/0093—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 the purifying devices are of the same type
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/101—Three-way catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
    • 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
    • F01N9/00—Electrical control of exhaust gas treating 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
    • 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
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/06—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses characterised by the arrangement of the exhaust apparatus relative to the turbine of a turbocharger
    • 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
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1402—Exhaust gas composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1624—Catalyst oxygen storage capacity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1626—Catalyst activation temperature
    • 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 invention relates to a device for exhaust gas aftertreatment in an internal combustion engine as well as to a method for exhaust gas aftertreatment in an internal combustion engine.
  • the state of the art discloses internal combustion engines that have a secondary air system, wherein, in order to heat up the three-way catalytic converter, secondary air is introduced into the exhaust gas system downstream from an outlet of the internal combustion engine and upstream from the three-way catalytic converter.
  • exhaust gas aftertreatment systems having an exhaust gas burner are known, wherein a hot exhaust gas from the exhaust gas burner is fed into the exhaust gas system in order to heat the three-way catalytic converter up to its operating temperature.
  • a three-way catalytic converter situated in the undercarriage of the motor vehicle can also be heated up to its operating temperature immediately after a cold start of the internal combustion engine since the hot burner gases can be fed into the exhaust gas system at an appropriate place, thereby allowing the three-way catalytic converter to be heated up, essentially independently of the exhaust gas stream from the internal combustion engine.
  • German patent application DE 195 08 013 A1 discloses an exhaust gas aftertreatment system for an internal combustion engine that comprises an exhaust gas burner with a secondary air system with which a hot burner exhaust gas is fed into the exhaust gas channel of the internal combustion engine upstream from a three-way catalytic converter in order to heat the three-way catalytic converter up to its operating temperature as quickly as possible.
  • German patent application DE 10 2010 027 984 A1 discloses a method for operating an exhaust gas system of an internal combustion engine in which at least one parameter of the exhaust gas that is flowing in an exhaust gas channel of the internal combustion engine is detected by an exhaust gas probe.
  • an exhaust gas probe In this process, during an operating state of the internal combustion engine in which no fuel is being injected into the combustion chambers of the internal combustion engine, secondary air is blown into the exhaust gas channel and the exhaust gas probe is adjusted while the secondary air is being blown in or else thereafter.
  • German patent application DE 10 2010 062 257 A1 discloses a device for exhaust gas aftertreatment in an internal combustion engine, wherein a burner is provided with which the exhaust gas temperature can be raised downstream from an outlet of the internal combustion engine and upstream from an exhaust gas aftertreatment component.
  • the invention is based on the objective of permitting the three-way catalytic converter to be heated up as quickly as possible during the cold start phase and keeping the emissions as low as possible during the heating up of the three-way catalytic converter.
  • a device for exhaust gas aftertreatment in an internal combustion engine that can be connected to an outlet of the internal combustion engine, whereby the device comprises an exhaust gas system with an exhaust gas channel in which a three-way catalytic converter is arranged.
  • the device also comprises an exhaust gas burner, whereby, on the exhaust gas channel upstream from the three-way catalytic converter, there is a feed point for the burner exhaust gases from the exhaust gas burner.
  • the three-way catalytic converter to be configured as a lambda probe catalytic converter, whereby a lambda probe is arranged downstream from a first catalyst volume of the three-way catalytic converter and upstream from a second catalyst volume of the three-way catalytic converter.
  • the first catalyst volume has a lower oxygen storage capacity than the second catalyst volume.
  • the combination of an exhaust gas burner with a lambda probe catalytic converter makes it possible to minimize the emissions during the heating phase of the three-way catalytic converter.
  • the mixed lambda value from the exhaust gas of the internal combustion engine and from the burner exhaust gas is regulated by means of the lambda probe of the lambda probe catalytic converter so as to obtain a stoichiometric exhaust gas.
  • the three-way catalytic converter has an oxygen storage capacity (OSC).
  • This oxygen storage capacity causes any deviation of the lambda signal at the lambda probe of the lambda probe catalytic converter to be detected with a time delay. For this reason, the lambda probe is positioned closer to the inlet of the three-way catalytic converter than to the outlet, so that the oxygen storage capacity of the second catalyst volume is greater than the oxygen storage capacity of the first catalyst volume. Consequently, the second catalyst volume of the three-way catalytic converter can be used to avoid a rich blow-out or a lean blow-out. Moreover, the functionality of the three-way catalytic converter can be diagnosed with the lambda probe without a lambda blow-out occurring during the diagnosis.
  • the first catalyst volume to make up 15% to 35% of the total volume of the three-way catalytic converter and for the second catalyst volume to make up 65% to 85% of the total volume of the three-way catalytic converter.
  • An appropriate distribution of the catalyst volumes can ensure that, during sub-stoichiometric or super-stoichiometric operation of the exhaust gas burner, there is always a sufficient oxygen storage capacity available in the second catalyst volume so that a rich blow-out or a lean blow-out through the three-way catalytic converter can be prevented in an operationally reliable manner.
  • the lambda probe is configured as a step change sensor.
  • a step change sensor can very easily detect the change-over between a sub-stoichiometric and a super-stoichiometric exhaust gas at the lambda probe. Consequently, the air-fuel ratio of the exhaust gas burner can be adapted by adapting the quantity of fuel accordingly in order to initiate a change between sub-stoichiometric and super-stoichiometric operation.
  • the lambda probe is advantageously provided for the lambda probe to be configured as a broadband probe.
  • the lambda value in the exhaust gas can also be determined by means of a broadband probe.
  • a broadband probe offers the possibility to detect the lambda value not only qualitatively but also quantitatively.
  • the exhaust gas channel in another improvement of the invention, it is provided for the exhaust gas channel to be configured without a lambda probe downstream from the feed point and upstream from the three-way catalytic converter. Since additional lambda probes can be dispensed with, the costs incurred for the exhaust gas aftertreatment system can be reduced. Another lambda probe is not absolutely necessary either since the air-fuel ratio of the exhaust gas burner is not regulated directly, but rather by means of a pilot control with an appropriately variable amplitude.
  • another lambda probe can also be arranged in the exhaust gas channel upstream from the feed point so that the air-fuel ratio of the internal combustion engine can be regulated more precisely.
  • a secondary air system to be associated with the exhaust gas burner in order to control the quantity of fresh air that is fed to the exhaust gas burner. Thanks to a secondary air system, the quantity of fresh air that is fed to the exhaust gas burner can be precisely regulated, as a result of which the air-fuel ratio of the exhaust gas burner can be adjusted so as to have a small fluctuation range.
  • the exhaust gas burner comprises a fuel injector with which fuel can be introduced into a combustion chamber of the exhaust gas burner.
  • a fuel injector can serve to set the air-fuel ratio of the exhaust gas burner in a very simple manner. In this process, in particular, a constant quantity of fresh air is selected and the air-fuel ratio of the exhaust gas burner is adapted by increasing or decreasing the quantity of fuel injected by means of the fuel injector.
  • a turbine of an exhaust gas turbocharger is arranged in the exhaust gas system upstream from the three-way catalytic converter.
  • the internal combustion engine is configured as an internal combustion engine that is charged by means of an exhaust gas turbocharger, whereby a turbine of the exhaust gas turbocharger is arranged in the exhaust gas channel downstream from the outlet and upstream from the catalytic converter.
  • the turbine of the exhaust gas turbocharger mixes the hot burner exhaust gas with the exhaust gas from the internal combustion engine, thereby achieving a homogeneous exhaust gas with a uniform distribution of the unburned exhaust gas components or the residual oxygen stemming from the burner exhaust gas. Consequently, the unburned exhaust gas components can be reacted with the oxygen from the secondary air feed on the catalytically active surface of the catalytic converter, as a result of which the temperature of the three-way catalytic converter rises further.
  • the internal combustion engine can also be configured as a naturally aspirated engine since a turbine in the exhaust gas system is not an absolutely necessary prerequisite.
  • a method for exhaust gas aftertreatment in an internal combustion engine having a device according to the invention for exhaust gas aftertreatment comprising the following steps:
  • the proposed method makes it possible to regulate the air-fuel ratio of the internal combustion engine in such a way that an emission optimum is achieved along with a maximum heating effect.
  • the exhaust gas mixed lambda value is ascertained during the heating phase of the catalytic converter and any deviation from a stoichiometric air-fuel ratio is transformed into a value to correct the fuel mixture.
  • the correction can be made by adapting the quantity of fuel which is injected into the combustion chambers of the internal combustion engine and which, in conjunction with the introduced burner exhaust gas, yields the emission-neutral exhaust gas mixed lambda value of 1, in other words, a stoichiometric exhaust gas.
  • the lambda probe identifies the rich or lean blow-outs in a timely fashion, so that these can be compensated for by the second catalyst volume downstream from the lambda probe, and lambda blow-outs through the three-way catalytic converter can be prevented in an operationally reliable manner.
  • the air mass flow fed to the exhaust gas burner is kept constant and for the adaptation of the air-fuel ratio of the exhaust gas burner to be effectuated by adapting the quantity of fuel that is injected into the combustion chamber of the exhaust gas burner.
  • the quantity of fuel of the exhaust gas burner is pilot-controlled in such a way that the exhaust gas burner is operated with a sub-stoichiometric air-fuel ratio and, in a second operating state, it is pilot-controlled in such a way that the exhaust gas burner is operated with a super-stoichiometric air-fuel ratio.
  • a change between a sub-stoichiometric air-fuel ratio and a super-stoichiometric air-fuel ratio can ensure that unburned exhaust gas components, especially carbon monoxide, unburned hydrocarbons and hydrogen, are oxidized and nitrogen oxides are reduced. In this manner, the emissions during the heating phase of the three-way catalytic converter can be minimized.
  • the exhaust gas burner is especially preferred for the exhaust gas burner to be operated alternately with a sub-stoichiometric air-fuel ratio and with a super-stoichiometric air-fuel ratio. Thanks to this alternating operation, lambda blow-outs during the heating phase can be avoided, thereby ensuring an effective heating of the three-way catalytic converter and a simultaneous minimization of the tailpipe emissions.
  • the sub-stoichiometric air-fuel ratio is pilot-controlled in the range from 0.93 to 0.98.
  • a sub-stoichiometric burner exhaust gas in a lambda range between 0.93 and 0.98 ensures a slow clearing out of the oxygen storage means of the three-way catalytic converter. The clearing out is slow enough that neither elevated secondary emissions nor a lean blow-out through the three-way catalytic converter occurs.
  • the super-stoichiometric air-fuel ratio is pilot-controlled in the range from 1.02 to 1.07. Owing to a super-stoichiometric air-fuel ratio in the range from 1.02 to 1.07, the oxygen storage means of the three-way catalytic converter is filled slowly. This ensures that a lean blow-out and an associated increase in the nitrogen oxide emissions are prevented in an operationally reliable manner. At the same time, there is sufficient oxygen to oxidize the unburned exhaust gas components, especially unburned hydrocarbons, carbon monoxide and hydrogen, thereby minimizing the emissions.
  • the exhaust gas burner is deactivated once the three-way catalytic converter has reached a threshold temperature.
  • a threshold temperature once the threshold temperature has been reached, it is possible to change over to an operating state with lower raw emissions and a greater efficiency of the internal combustion engine.
  • the duration of the heating operation of the catalytic converter can be limited and the fuel efficiency of the internal combustion engine can be increased.
  • the threshold temperature is especially preferable for the threshold temperature to be the light-off temperature of a three-way catalytically active coating of the catalytic converter. Above the light-off temperature, an efficient conversion of pollutants in the exhaust gas of the internal combustion engine can be ensured by means of the catalytic converter. In this context, further heating due to the exothermic conversion of unburned exhaust gas components, especially unburned hydrocarbons and carbon monoxide, can take place on the catalytically active surface of the catalytic converter.
  • FIG. 1 is a first embodiment of a schematically depicted internal combustion engine with a device according to the invention for exhaust gas aftertreatment;
  • FIG. 2 is a second embodiment of an internal combustion engine with a device according to the invention for exhaust gas aftertreatment
  • FIG. 3 is a diagram showing the course over time of the air-fuel ratio of the exhaust gas burner while a method according to the invention for exhaust gas aftertreatment is being carried out.
  • FIG. 1 shows an internal combustion engine 10 which has several combustion chambers 12 and whose outlet 18 is connected to an exhaust gas system 20 .
  • the internal combustion engine 10 is configured as a direct-injection gasoline engine.
  • Each of the combustion chambers 12 has a spark plug 14 and a fuel injector 16 for purposes of injecting fuel into the appertaining combustion chamber 12 and igniting the fuel-air mixture.
  • the exhaust gas system 20 comprises an exhaust gas channel 22 in which a turbine 24 of an exhaust gas turbocharger 54 and, downstream from the turbine 24 , a three-way catalytic converter 26 are arranged in the direction in which exhaust gas from the internal combustion engine 10 flows through the exhaust gas channel.
  • the three-way catalytic converter 26 is configured as a lambda probe catalytic converter 28 .
  • the three-way catalytic converter 26 has a first catalyst volume 38 and a second catalyst volume 40 arranged downstream from the first catalyst volume 38 , whereby a lambda probe 34 is arranged in the housing of the three-way catalytic converter 26 downstream from the first catalyst volume 38 and upstream from the second catalyst volume 40 .
  • the lambda probe 34 is preferably configured as a step change sensor 36 and can thus detect a change-over between a sub-stoichiometric and a super-stoichiometric exhaust gas.
  • the oxygen storage means 42 of the first catalyst volume 38 is smaller than the oxygen storage means 44 of the second catalyst volume 40 , so that the second catalyst volume 40 has a greater oxygen storage capacity than the first catalyst volume 38 .
  • the lambda probe 34 is arranged in the front section of the three-way catalytic converter 26 , whereby the first catalyst volume 38 comprises about one-third while the second catalyst volume 40 comprises about two-thirds of the total catalyst volume of the three-way catalytic converter 26 .
  • the exhaust gas system 20 also comprises an exhaust gas burner 30 that is supplied with fresh air via a secondary air system 46 and with fuel via a fuel line.
  • the exhaust gas burner 30 comprises a combustion chamber 56 into which a combustible fuel can be introduced by means of a fuel injector 48 .
  • the fuel injector 48 of the exhaust gas burner 30 and the fuel injectors 16 of the internal combustion engine 10 are supplied with fuel from a shared tank. Downstream from the outlet 18 and upstream from the three-way catalytic converter 26 , there is a feed point 32 on the exhaust gas channel 22 where the hot burner exhaust gas of the exhaust gas burner 30 is fed into the exhaust gas channel 22 in order to heat the three-way catalytic converter 26 up to its operating temperature after a cold start of the internal combustion engine 10 .
  • the internal combustion engine 10 has an engine control unit 50 with which the quantity of fuel injected into the combustion chambers 12 can be regulated.
  • the exhaust gas burner 30 can be controlled by the engine control unit 50 .
  • the exhaust gas burner 30 is activated by the engine control unit 50 so that the three-way catalytic converter 26 can be heated up as quickly as possible to the light-off temperature of the three-way catalytic converter 26 that is needed for a high conversion rate.
  • the regulation of the lambda value is carried out in such a way that the gaseous emissions of the internal combustion engine 10 are as low as possible until the three-way catalytic converter 26 has reached its light-off temperature.
  • the mixed lambda value from the exhaust gas of the internal combustion engine 10 and from the burner exhaust gas of the exhaust gas burner 30 so as to obtain a stoichiometric ratio.
  • This regulation takes place via the lambda probe 34 in the lambda probe catalytic converter 28 .
  • the exhaust gas channel 22 is configured without an additional catalytic converter downstream from the feed point 32 and upstream from the lambda probe catalytic converter 28 .
  • the three-way catalytic converter 26 has an oxygen storage capacity (OSC).
  • This oxygen storage capacity causes the deviation of the lambda signal in the direction of sub-stoichiometric or super-stoichiometric to be detected by the lambda probe 34 with a time delay.
  • the first catalyst volume 38 is configured to be smaller than the second catalyst volume 40 . Consequently, the second catalyst volume can be used to prevent a blow-out in the direction of “rich” or “lean”.
  • the functionality of the three-way catalytic converter 26 can be diagnosed with the lambda probe 34 , without a rich blow-out or lean blow-out occurring during the diagnosis by means of the lambda probe 34 .
  • the exhaust gas burner 30 is pilot-controlled and impinged with a forced amplitude.
  • the lambda value of the exhaust gas burner 30 is pilot-controlled via the quantity of fuel metered into the combustion chamber 56 .
  • the forced amplitude is selected, for example, with a distance of 5% to a stoichiometric air-fuel ratio each time, so that the exhaust gas burner 30 alternates between operation at a sub-stoichiometric lambda value of 0.95 and a super-stoichiometric lambda value of 1.05.
  • the lambda probe 34 identifies a rich blow-out. At this point in time, the forced amplitude is adjusted to a super-stoichiometric lean operation. Starting at this point in time, the oxygen storage means 42 of the first catalyst volume 38 is filled up again and the lambda probe 34 detects a stoichiometric exhaust gas. As soon as the oxygen storage means 42 of the first catalyst volume 38 has been completely filled, the lambda probe 34 identifies a lean blow-out and the forced amplitude is once again adjusted to a sub-stoichiometric operation of the exhaust gas burner 30 .
  • FIG. 2 shows an alternative embodiment of an internal combustion engine 10 with an exhaust gas system 20 . Since this configuration is essentially the same as explained for FIG. 1 , only the differences will be elaborated upon below.
  • the internal combustion engine 10 is configured as a naturally aspirated engine, so that the turbine 24 of the exhaust gas turbocharger 54 has been dispensed with.
  • the lambda probe 34 is configured as a broadband probe 52 , so that a quantitative determination of the exhaust gas lambda value in the three-way catalytic converter 26 is possible.
  • the exhaust gas system 20 comprises a temperature sensor 58 with which the temperature of the three-way catalytic converter 26 can be determined at least indirectly.
  • the method for heating up the three-way catalytic converter 26 is carried out analogously to the method described for FIG. 1 .
  • the method is ended as soon as the temperature of the catalytic converter 26 indicated by a model or by a temperature sensor 58 has reached or exceeded a threshold value.
  • FIG. 3 shows the air-fuel ratio ⁇ B of the exhaust gas burner 30 as well as the exhaust-gas air ratio ⁇ S at the lambda probe 34 .
  • the air-fuel ratio of the exhaust gas burner 30 alternates between a sub-stoichiometric air-fuel ratio and a super-stoichiometric air-fuel ratio.
  • the three-way catalytic converter 26 can be heated up during the cold start phase of the internal combustion engine 10 , a process in which the emissions are minimized during the heating of the three-way catalytic converter 26 .
  • the lambda regulation is carried out in such a way that the gaseous emissions of the internal combustion engine 10 are minimized until the three-way catalytic converter 26 has reached its light-off temperature and an efficient conversion of the gaseous emissions by the three-way catalytic converter 26 is ensured.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Materials Engineering (AREA)
  • Analytical Chemistry (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US16/750,326 2019-01-23 2020-01-23 Method and device for exhaust gas aftertreatment in an internal combustion engine Abandoned US20200232364A1 (en)

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US11339697B2 (en) * 2020-02-19 2022-05-24 Robert Bosch Gmbh Lambda compensation with exhaust-gas burner
US20230134097A1 (en) * 2021-10-28 2023-05-04 Tenneco Automotive Operating Company Inc. Systems and methods for burner use for lambda control with gasoline engine
US11686233B2 (en) 2021-06-30 2023-06-27 Marelli Europe S.P.A. Method to control a burner for an exhaust system of an internal combustion engine
US11753978B2 (en) 2021-08-10 2023-09-12 Marelli Europe S.P.A. Method to control an exhaust gas after-treatment system for an exhaust gas system of an internal combustion engine
US11885251B2 (en) 2022-05-25 2024-01-30 Tenneco Automotive Operating Company Inc. Selective catalytic reduction catalyst pre-heating burner assembly and method of controlling burner emissions
US20240133328A1 (en) * 2022-10-19 2024-04-25 Robert Bosch Gmbh Verfahren, recheneinheit und computerprogramm zum betreiben eines brenners

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Publication number Priority date Publication date Assignee Title
US11339697B2 (en) * 2020-02-19 2022-05-24 Robert Bosch Gmbh Lambda compensation with exhaust-gas burner
CN112648059A (zh) * 2020-12-23 2021-04-13 东风汽车集团有限公司 一种发动机冷启动阶段催化器快速起燃装置及控制方法
US11686233B2 (en) 2021-06-30 2023-06-27 Marelli Europe S.P.A. Method to control a burner for an exhaust system of an internal combustion engine
US11753978B2 (en) 2021-08-10 2023-09-12 Marelli Europe S.P.A. Method to control an exhaust gas after-treatment system for an exhaust gas system of an internal combustion engine
US20230134097A1 (en) * 2021-10-28 2023-05-04 Tenneco Automotive Operating Company Inc. Systems and methods for burner use for lambda control with gasoline engine
US11739704B2 (en) * 2021-10-28 2023-08-29 Tenneco Automotive Operating Company Inc. Systems and methods for burner use for lambda control with gasoline engine
US11885251B2 (en) 2022-05-25 2024-01-30 Tenneco Automotive Operating Company Inc. Selective catalytic reduction catalyst pre-heating burner assembly and method of controlling burner emissions
US20240133328A1 (en) * 2022-10-19 2024-04-25 Robert Bosch Gmbh Verfahren, recheneinheit und computerprogramm zum betreiben eines brenners

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DE102019101576A1 (de) 2020-07-23
EP3686404A1 (fr) 2020-07-29
US20220282655A1 (en) 2022-09-08
EP3686404B1 (fr) 2021-05-26
CN111734517A (zh) 2020-10-02
US11668217B2 (en) 2023-06-06

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