WO1999022128A1 - Method for secondary treatment of exhaust in piston internal combustion engines with direct fuel injection - Google Patents

Method for secondary treatment of exhaust in piston internal combustion engines with direct fuel injection Download PDF

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Publication number
WO1999022128A1
WO1999022128A1 PCT/DE1998/003081 DE9803081W WO9922128A1 WO 1999022128 A1 WO1999022128 A1 WO 1999022128A1 DE 9803081 W DE9803081 W DE 9803081W WO 9922128 A1 WO9922128 A1 WO 9922128A1
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WO
WIPO (PCT)
Prior art keywords
fuel
exhaust gas
additional
injected
injection
Prior art date
Application number
PCT/DE1998/003081
Other languages
German (de)
French (fr)
Inventor
Gerhard Lepperhoff
Original Assignee
Fev Motorentechnik Gmbh & Co. Kommanditgesellschaft
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 Fev Motorentechnik Gmbh & Co. Kommanditgesellschaft filed Critical Fev Motorentechnik Gmbh & Co. Kommanditgesellschaft
Priority to DE19881622T priority Critical patent/DE19881622D2/en
Priority to JP52298399A priority patent/JP2001507103A/en
Publication of WO1999022128A1 publication Critical patent/WO1999022128A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9495—Controlling the catalytic process
    • 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
    • F01N3/0253—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 adding fuel to exhaust gases
    • 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
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3818—Common rail control systems for petrol engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • 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
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1493—Purging the reducing agent out of the conduits or nozzle
    • 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
    • F01N3/2066—Selective catalytic reduction [SCR]
    • 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
    • F01N3/36—Arrangements for supply of additional fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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

  • Direct-injection piston internal combustion engines both direct-injection diesel engines and direct-injection gasoline engines, are operated in the excess air range, that is to say in the lean range. Accordingly, the nitrogen oxides (NO x ) in the exhaust gas cannot be reduced due to the lack of a reducing agent.
  • SCR catalysts selected catalytic reduction
  • SCR catalysts selected catalytic reduction
  • reducing agents are, for example, ureas, ammonia or also hydrocarbons or hydrocarbon mixtures. These were previously mixed with the exhaust gas upstream of the catalytic converter through a separate nozzle in the exhaust system.
  • hydrocarbons are also added to the exhaust gas from the outside.
  • nitrogen oxide storage catalysts Another option for nitrogen oxide reduction is nitrogen oxide storage catalysts.
  • the nitrogen oxides are accumulated in a storage phase in the catalytic converter and regenerated in a regeneration phase by rich operation in the range of ⁇ ⁇ 0.95, through which the existing high concentrations of hydrocarbons, carbon monoxides and hydrogen are then regenerated.
  • the so-called enrichment is achieved in homogeneous gasoline engines by enriching the fuel-air mixture in the combustion chamber.
  • this technology leads to intolerable soot emissions in direct-injection internal combustion engines, which always have an inhomogeneous mixture in the combustion chamber.
  • the soot emission from diesel engines can be reduced by up to 90% with the help of soot filters.
  • the diesel soot filter must be regenerated periodically. This can be done thermally by an additional burner in the exhaust gas or by electrical ignition of the soot retained in the soot filter. There is also the option of using appropriate fuel additives to effect regeneration.
  • the aftertreatment device must be regenerated intermittently or continuously both for nitrogen oxide reduction in the exhaust gas of so-called lean-burn engines and for particle reduction in diesel engines, and that this requires a certain carbon-hydrogen content in the exhaust gas and accordingly hydrocarbons must be added to the exhaust gas.
  • the injection of additional fuel into the exhaust pipe represents a possibility, corresponding supply additional hydrocarbon narrow to the exhaust gas.
  • the disadvantage is that the nozzle in the hot exhaust gas stream tends to coke and that in addition to an additional nozzle, an additional control of this injection nozzle must be provided here.
  • the above-mentioned problems are solved by a method for operating a piston-type internal combustion engine, in which the amount of fuel required for the respective work cycle is dimensioned and injected directly into the individual cylinders by means of an engine control by means of an injection nozzle, and in which also after the injection of the for
  • an additional quantity of fuel is injected via the injection nozzle when the piston is turned during its expansion stroke is in the area of the bottom dead center position, and in which the exhaust gases emerging from the cylinder are passed through at least one mechanically, chemically and / or catalytically active exhaust gas treatment device for the removal of pollutant components.
  • Combustion phase is introduced. Depending on the operating conditions, this phase is reached at the end of the expansion stroke. Depending on the control and operating conditions, the additional fuel quantity can be introduced into the extension stroke.
  • the gas temperatures in the cylinder are in this range below the soot formation temperature of 1300 ° K.
  • the additional fuel quantity must be measured so that this temperature is not exceeded, neither in the cylinder nor in the exhaust gas duct.
  • the additional quantities of fuel injected are cracked and processed in the hot exhaust gas, so that hydrocarbons are available in the exhaust gas in the appropriate amounts and in a form that is required for the regeneration of nitrogen oxide catalysts or particle filters.
  • both the composition and the amount of hydrocarbons and of hydrogen can be adapted to the respective requirements become.
  • Another advantage is that the injection nozzle cannot coke, since it injects the respective much larger amount of fuel to adjust the engine load before the post-injection and the nozzle is freed of any coke residue by the increased amount of fuel.
  • the invention enables the additional quantity of fuel to be supplied to be adapted to the operating conditions applicable to the respective work cycle. Only a few 100 ppm of additional hydrocarbons are required for oxidation catalysts.
  • the required post-injection quantity can be regulated by appropriate exhaust gas sensors.
  • a map control is also possible, in which a corresponding post-injection quantity depending on the exhaust gas aftertreatment device is stored in the engine control for each load / speed point.
  • the additional quantities of fuel can also be injected in such a way that these additional quantities of fuel burn in the expansion phase during the push-out process and thus bring about the temperature increase necessary for the thermal regeneration of the soot filter. In this way it can be avoided that the additional quantity of fuel still burns in the cylinder. Rather, it is ensured that this additional fuel quantity is only cracked and corresponding hydrocarbons and hydrogen are accordingly discharged into the exhaust gas treatment device with the exhaust gas stream.
  • This choice of the injection timing ensures that the additional quantity of fuel introduced into the cylinder is also completely discharged with the exhaust gas into the exhaust pipe and thus to the exhaust gas treatment device.
  • the method according to the invention in its various configurations enables the supply of hydrocarbon / fuel by injection of additional fuel quantities at the end of the expansion phase into the push-out phase.
  • the drawing schematically shows two cylinders I, II of a four-stroke cylinder internal combustion engine with spark ignition. Accordingly, the individual cylinders are each provided with at least one gas inlet channel 1 and at least one gas outlet channel 2.
  • the gas inlet channel 1 is through a gas inlet valve 3 and the gas outlet channel 2 can be closed by a gas outlet valve 4.
  • the gas inlet valves 3 and gas outlet valves 4 of each cylinder are connected to a correspondingly controllable drive, for example a camshaft or an electromagnetic actuator, by means of which the opening and closing times of the individual valves can be controlled in a freely variable manner via a motor controller 5.
  • the amount of fuel required for the respective operation is supplied by the corresponding actuation of the injection valve 7 via the electronic engine control 5 in accordance with the predetermined load request (for example by the accelerator pedal 8).
  • the predetermined load request for example by the accelerator pedal 8
  • other information required for operation is also taken into account in the engine control, for example the crankshaft speeds, the engine temperature, etc., which, in addition to the load specification of the accelerator pedal 8 when fuel is measured via the injection valves 7 are taken into account.
  • the ignition device 6 of the individual cylinders is also controlled via the engine control 5.
  • the exhaust pipes 2 of the individual cylinders which are only indicated for further cylinders, are combined to form an exhaust duct 9, to which at least one exhaust gas treatment device 10 is assigned.
  • this is a particle filter.
  • this is a storage catalytic converter or an SCR catalytic converter and possibly also a downstream oxidation catalytic converter 11.
  • the ratio of the additional amount of fuel to be injected to the amount of fuel supplied to the cylinder in the respective work cycle and required for the working stroke can now be predefined via the engine control.
  • it is also possible to record the actual content of nitrogen oxides in the exhaust gas by arranging a nitrogen oxide probe 12 in the exhaust gas duct 9 in front of the exhaust gas treatment device 10, so that both the injection timing and the injection duration and thus also the injection quantity are no longer dependent on the engine control 5 of the amount of fuel required for operation is additionally injected, but only such an additional amount of fuel that is required for regeneration of the downstream exhaust gas treatment device 10 in
  • any map are adapted accordingly to the diesel process.

Abstract

The invention relates to a method for operating a piston internal combustion engine in which the required fuel quantity for the respective combustion cycle is measured by a motor control (5) according to the load requirement and is directly injected into each individual cylinder (I, II) by means of an injection nozzle (7). After additional injection of the fuel quantity via the injection nozzle, said fuel quantity being measured for the combustion cycle, an additional fuel quantity is injected after completion of the combustion phase when the piston is respectively located in the area of the low dead center position during the expansion stroke thereof. According to the invention, the exhaust exiting the cylinders is guided through at least one mechanical, chemical and/or catalytic operative exhaust treatment device (10, 11) for removing pollutant parts.

Description

Bezeichnung: Verfahren zur Abgasnachbehandlung beiName: Process for exhaust gas aftertreatment at
Kolbenbrennkraftmaschinen mit Kraftstoff- DirekteinspritzungPiston engines with direct fuel injection
Beschreibungdescription
Direkteinspritzende Kolbenbrennkraftmaschinen, und zwar sowohl direkteinspritzende Dieselmotoren als auch direkteinspritzende Ottomotoren werden im Luftüberschußbereich, d. h. also im mageren Bereich betrieben. Dementsprechend können die im Abgas befindlichen Stickoxide (NOx) infolge eines fehlenden Reduktionsmittels nicht reduziert werden.Direct-injection piston internal combustion engines, both direct-injection diesel engines and direct-injection gasoline engines, are operated in the excess air range, that is to say in the lean range. Accordingly, the nitrogen oxides (NO x ) in the exhaust gas cannot be reduced due to the lack of a reducing agent.
Die Drei-Wege-Katalysatortechnik beruht darauf, daß im Abgas bei einem Luftverhältnis λ = 1 in einem schmalen Luftverhältnisbereich Konzentrationen an Kohlenwasserstoff (HC) und an Kohlenmonxid (CO) sowie an Stickoxiden in einem solchen Verhältnis miteinander vorliegen, daß die Stickoxide durch die vorhandenen Kohlenwasserstoffe und das Kohlenmonoxid redu- ziert werden können und gleichzeitig die Kohlenwasserstoffe bzw. das Kohlenmonoxid so weit oxidiert werden, daß der Umsetzungsgrad für alle Komponenten etwa 90% und mehr beträgt.The three-way catalyst technology is based on the fact that in the exhaust gas with an air ratio λ = 1 in a narrow air ratio range, concentrations of hydrocarbon (HC) and carbon monoxide (CO) as well as nitrogen oxides are present in such a ratio that the nitrogen oxides are present due to the existing ones Hydrocarbons and carbon monoxide can be reduced and at the same time the hydrocarbons or carbon monoxide are oxidized to such an extent that the degree of conversion for all components is about 90% and more.
Diese Technik ist zur Verminderung des Stickoxidanteils ist infolge des Luftüberschusses im Abgas bei mager betriebenen Motoren, vor allen Dingen bei direkteinspritzenden Kolben- brennkraftmaschinen nicht möglich.This technique, to reduce the nitrogen oxide content, is not possible due to the excess air in the exhaust gas in lean-burn engines, especially in the case of direct-injection piston internal combustion engines.
Zur Verminderung der Stickoxide im Abgas werden hierbei soge- nannte SCR-Katalysatoren (selected catalytic reduction) eingesetzt, die mit Hilfe eines in das Abgas eingedüsten Reduktionsmittels die Stickoxide selektiv vermindert. Als Reduktionsmittel kommen hierbei in Frage beispielsweise Harnstoffe, Ammoniak oder auch Kohlenwasserstoffe bzw. Kohlenwasserstoff- gemische. Diese wurden bisher dem Abgas vor dem Katalysator durch eine gesonderte Düse im Abgassystem zugemischt. Zur Sicherstellung von NOx-Reduktionsgraden größer 15% mußte vor allem bei direkteinspritzenden Verbrennungsmotoren auch Kohlenwasserstoff dem Abgas von außen zugemischt werden.To reduce the nitrogen oxides in the exhaust gas, so-called SCR catalysts (selected catalytic reduction) are used, which selectively reduce the nitrogen oxides with the help of a reducing agent injected into the exhaust gas. Possible reducing agents here are, for example, ureas, ammonia or also hydrocarbons or hydrocarbon mixtures. These were previously mixed with the exhaust gas upstream of the catalytic converter through a separate nozzle in the exhaust system. To ensure NO x reduction levels greater than 15% had to Especially in direct-injection internal combustion engines, hydrocarbons are also added to the exhaust gas from the outside.
Eine weitere Möglichkeit der Stickoxidverminderung sind die Stickoxid-Speicherkatalysatoren. Hierbei werden die Stickoxide in einer Speicherphase im Katalysator angesammelt und in einer Regenerationsphase durch einen fetten Betrieb im Bereich von λ < 0,95 durch die dann im Abgas die bestehenden hohen Konzentrationen an Kohlenwasserstoffen, Kohlenmonoxiden und Wasserstoff wieder regeneriert. Die sogenannte Anfettung wird bei homogenen Ottomotoren durch Anfettung des Brennstoff-Luft-Gemisches im Brennraum erreicht. Diese Technik führt jedoch bei direkteinspritzenden Verbrennungsmotoren, die im Brennraum immer ein inhomogenes Gemisch vorliegen ha- ben, zu nicht tolerierbaren Rußemissionen.Another option for nitrogen oxide reduction is nitrogen oxide storage catalysts. Here, the nitrogen oxides are accumulated in a storage phase in the catalytic converter and regenerated in a regeneration phase by rich operation in the range of λ <0.95, through which the existing high concentrations of hydrocarbons, carbon monoxides and hydrogen are then regenerated. The so-called enrichment is achieved in homogeneous gasoline engines by enriching the fuel-air mixture in the combustion chamber. However, this technology leads to intolerable soot emissions in direct-injection internal combustion engines, which always have an inhomogeneous mixture in the combustion chamber.
Die Rußemission von Dieselmotoren kann mit Hilfe von Rußfiltern um bis zu 90% vermindert werden. Der Diesel-Rußfilter muß jedoch periodisch regeneriert werden. Dies kann thermisch durch einen Zusatzbrenner im Abgas erfolgen oder durch eine elektrische Zündung des im Rußfilter zurückgehaltenen Rußes. Es gibt auch die Möglichkeit, durch entsprechende Kraftstoffadditive die Regenerierung zu bewirken. Von Bedeutung ist jedoch für die Zündung und die Verbrennung des vom Ruß- filter zurückgehaltenen Rußes, daß der Ruß eine genügend hohe adsorbierte Kohlenwasserstoffmenge hat, die zu einer einfachen Zündung und zu einer verbesserten Flammenstabilität des brennenden Rußes im Filter notwendig ist.The soot emission from diesel engines can be reduced by up to 90% with the help of soot filters. However, the diesel soot filter must be regenerated periodically. This can be done thermally by an additional burner in the exhaust gas or by electrical ignition of the soot retained in the soot filter. There is also the option of using appropriate fuel additives to effect regeneration. However, it is important for the ignition and combustion of the soot retained by the soot filter that the soot has a sufficiently high amount of adsorbed hydrocarbon, which is necessary for simple ignition and for improved flame stability of the burning soot in the filter.
Zusammenfassend kann also festgestellt werden, daß sowohl zur Stickoxidverminderung im Abgas sogenannter Magermotoren als auch zur Partikelverminderung bei Dieselmotoren die Nachbehandlungseinrichtung intermittierend oder auch kontinuierlich regeneriert werden muß und daß hierzu ein bestimmter Kohlen- Wasserstoffgehalt im Abgas erforderlich ist und dementsprechend Kohlenwasserstoffe dem Abgas zugeführt werden müssen. Die bereits erwähnte Eindüsung von zusätzlichem Kraftstoff in die Abgasleitung stellt eine Möglichkeit dar, entsprechende zusätzliche Kohlenwasserstoff engen dem Abgas zuzuführen. Der Nachteil besteht jedoch darin, daß die im heißen Abgasstrom liegende Düse zu Verkokungen neigt und daß hier neben einer zusätzlichen Düse auch eine zusätzliche Ansteuerung dieser Einspritzdüse vorgesehen werden muß.In summary, it can be stated that the aftertreatment device must be regenerated intermittently or continuously both for nitrogen oxide reduction in the exhaust gas of so-called lean-burn engines and for particle reduction in diesel engines, and that this requires a certain carbon-hydrogen content in the exhaust gas and accordingly hydrocarbons must be added to the exhaust gas. The injection of additional fuel into the exhaust pipe, as already mentioned, represents a possibility, corresponding supply additional hydrocarbon narrow to the exhaust gas. The disadvantage, however, is that the nozzle in the hot exhaust gas stream tends to coke and that in addition to an additional nozzle, an additional control of this injection nozzle must be provided here.
In der Veröffentlichung von Hiromitsu Ando et al in AVL- Tagung "Motor und Umwelt" '97, Seiten 55 bis 69, ist ein Verfahren beschrieben, bei dem nach der Einspritzung der für den Arbeitstakt benötigten Kraftstoffmenge eine zusätzliche Kraftstoffmenge eingespritzt wird. Die Einspritzung wird hierbei jedoch so früh vorgenommen, daß die eingespritzten Kraftstoffmengen während des Expansionshubes im Zylinderraum verbrennen, um so die Abgastemperatur zu erhöhen und eine schnellere Aufwärmung der nachgeschalteten Abgasbehandlungseinrichtung während der Startphase zu erreichen. Da jedoch diese zusätzliche Kraftstoffmenge noch verbrannt wird, steht sie nicht als Reduktionsmittel für die nachgeschalteten Abgasbehandlungseinrichtungen zur Verfügung, so daß ein Einsatz dieses Verfahrens für den Dauerbetrieb mit dem Ziel derIn the publication by Hiromitsu Ando et al in AVL conference "Motor und Umwelt" '97, pages 55 to 69, a method is described in which an additional quantity of fuel is injected after the injection of the quantity of fuel required for the work cycle. However, the injection is carried out so early that the injected fuel quantities burn in the cylinder chamber during the expansion stroke, so as to increase the exhaust gas temperature and to achieve a faster warm-up of the downstream exhaust gas treatment device during the starting phase. However, since this additional quantity of fuel is still being burned, it is not available as a reducing agent for the downstream exhaust gas treatment devices, so that this method can be used for continuous operation with the aim of
Schadstoffreduzierung ungeeignet ist. Diese bekannte Technik ist abgeleitet aus den in der Praxis eingesetzten Katalysatoraufheizungen im Kaltstart, bei denen durch Nachoxidation im Brennraum (späte Zündung) bzw. im Abgassystem die Kataly- satortemperatur in kurzer Zeit auf die Katalysatoranspringtemperatur gebracht wird. Ziel ist die ausschließliche Verminderung aller Schadstoffe (N0x+HC+C0) beim Motorkaltstart.Pollutant reduction is unsuitable. This known technology is derived from the catalyst heaters used in practice during cold starts, in which the catalyst temperature is brought up to the catalyst starting temperature in a short time by post-oxidation in the combustion chamber (late ignition) or in the exhaust system. The goal is the exclusive reduction of all pollutants (N0 x + HC + C0) when starting the engine cold.
Erfindungsgemäß werden die vorstehend genannten Probleme ge- löst durch ein Verfahren zum Betrieb einer Kolbenbrennkraftmaschine, bei der in die einzelnen Zylinder jeweils mittels einer Einspritzdüse die für den jeweiligen Arbeitstakt benötigte Kraftstoffmenge in Abhängigkeit von der Lastanforderung über eine Motorsteuerung bemessen und direkt eingespritzt wird, und bei dem ferner nach der Einspritzung der für denAccording to the invention, the above-mentioned problems are solved by a method for operating a piston-type internal combustion engine, in which the amount of fuel required for the respective work cycle is dimensioned and injected directly into the individual cylinders by means of an engine control by means of an injection nozzle, and in which also after the injection of the for
Arbeitstakt bemessenen Kraftstoffmenge über die Einspritzdüse nach Abschluß der Verbrennungsphase eine zusätzliche Kraft- stoffmenge eingespritzt wird, wenn der Kolben sich jeweils bei seinem Expansionshub im Bereich der unteren Totpunktstellung befindet, und bei dem die aus dem Zylinder austretenden Abgase durch wenigstens eine mechanisch, chemisch und/oder katalytisch wirkende Abgasbehandlungseinrichtung zur Beseiti- gung von Schadstoffanteilen hindurchgeleitet werden.After the combustion phase, an additional quantity of fuel is injected via the injection nozzle when the piston is turned during its expansion stroke is in the area of the bottom dead center position, and in which the exhaust gases emerging from the cylinder are passed through at least one mechanically, chemically and / or catalytically active exhaust gas treatment device for the removal of pollutant components.
Der Vorteil dieser Verfahrensweise besteht zum einen darin, daß die Einführung zusätzlicher Kohlenwasserstoffe für die Abgasnachbehandlung nicht über eine zusätzliche Einspritzdüse sondern über die ohnehin vorhandene Einspritzdüse unter entsprechender Ansteuerung über die vorhandene Motorsteuerung erfolgt. Ein weiterer Vorteil besteht dann darin, daß die zusätzlichen Kraftstoffmengen taktweise, d. h. im Ausstoßtakt eines Zylinders im Abgas zugeführt werden, so daß hier auch die Möglichkeit besteht, die einzuspritzenden zusätzlichenThe advantage of this procedure is, on the one hand, that the introduction of additional hydrocarbons for the exhaust gas aftertreatment does not take place via an additional injection nozzle but via the already existing injection nozzle with appropriate control via the existing engine control. Another advantage is then that the additional amounts of fuel in cycles, i. H. in the exhaust stroke of a cylinder in the exhaust gas, so that there is also the possibility of the additional injected
Kraftstoffmengen jeweils an die für den Betrieb im jeweiligen Arbeitstakt zugemessenen Kraftstoffmengen anzupassen, so daß hier eine sehr viel genauere Dosierung möglich ist. Ein weiterer Vorteil des erfindungsgemäßen Verfahrens besteht darin, daß die zusätzlich zuzuführende Kraftstoffmenge erst nach derAdjust fuel quantities to the fuel quantities metered for operation in the respective work cycle, so that a much more precise metering is possible here. Another advantage of the method according to the invention is that the additional amount of fuel to be supplied only after
Verbrennungsphase eingeführt wird. Diese Phase ist je nach den Betriebsbedingungen zum Ende des Expansionshubes erreicht. Je nach Ansteuerung und Betriebsbedingungen kann noch bis in den Ausschubhub die zusätzliche Kraftstoffmenge einge- führt werden. Die Gastemperaturen im Zylinder liegen in diesem Bereich unterhalb der Rußbildungstemperatur von 1300° K. Die zusätzliche Kraftstoffmenge muß so bemessen werden, daß diese Temperatur nicht überschritten wird, und zwar weder im Zylinder noch im Abgaskanal. Die zusätzlich eingespritzten Kraftstoffmengen werden hierbei im heißen Abgas gecrakt und aufbereitet, so daß im Abgas Kohlenwasserstoffe in entsprechenden Mengen und in einer Form zur Verfügung stehen, wie sie zur Regeneration von Stickoxidkatalysatoren oder von Partikelfiltern benötigt werden. Durch eine Beeinflussung des Einspritzzeitpunktes in bezug auf die Expansionsphase und die Ausschiebephase sowie durch die Einspritzdauer kann sowohl die Zusammensetzung wie auch die Menge an Kohlenwasserstoffen und an Wasserstoffen den jeweiligen Erfordernissen angepaßt werden. Ein weiterer Vorteil besteht darin, daß die Einspritzdüse nicht verkoken kann, da sie vor der Nacheinspritzung die jeweilige viel größere Kraftstoffmenge zur Motorlasteinstellung einspritzt und dadurch bei jedem Arbeitstakt die Düse durch die erhöhte Kraftstoffmenge von etwaigen Koksrückständen befreit wird.Combustion phase is introduced. Depending on the operating conditions, this phase is reached at the end of the expansion stroke. Depending on the control and operating conditions, the additional fuel quantity can be introduced into the extension stroke. The gas temperatures in the cylinder are in this range below the soot formation temperature of 1300 ° K. The additional fuel quantity must be measured so that this temperature is not exceeded, neither in the cylinder nor in the exhaust gas duct. The additional quantities of fuel injected are cracked and processed in the hot exhaust gas, so that hydrocarbons are available in the exhaust gas in the appropriate amounts and in a form that is required for the regeneration of nitrogen oxide catalysts or particle filters. By influencing the injection time in relation to the expansion phase and the push-out phase, as well as by the injection duration, both the composition and the amount of hydrocarbons and of hydrogen can be adapted to the respective requirements become. Another advantage is that the injection nozzle cannot coke, since it injects the respective much larger amount of fuel to adjust the engine load before the post-injection and the nozzle is freed of any coke residue by the increased amount of fuel.
Da für die Zuführung der zusätzlichen Kraftstoffmengen die ohnehin für jeden Zylinder vorhandene Einspritzdüse verwendet wird und die für den Arbeitstakt benötigten Kraftstoffmengen durch die Motorsteuerung vorgegeben werden, gibt die Erfindung die Möglichkeit, die zusätzlich zuzuführende Kraftstoffmenge an die für den jeweiligen Arbeitstakt geltenden Betriebsbedingungen anzupassen. Für Oxidationskatalysatoren werden hierbei nur wenige 100 ppm an zusätzlichem Kohlenwasserstoffen benötigt.Since the injection nozzle already present for each cylinder is used to supply the additional fuel quantities and the fuel quantities required for the work cycle are specified by the engine control system, the invention enables the additional quantity of fuel to be supplied to be adapted to the operating conditions applicable to the respective work cycle. Only a few 100 ppm of additional hydrocarbons are required for oxidation catalysts.
Für die Regeneration von Speicherkatalysatoren muß über die Einspritzung einer größeren Menge an zusätzlichem Kraftstoff ein Gesamt-λ von < 0,95 eingestellt werden, aber unter derFor the regeneration of storage catalytic converters, a total λ of <0.95 must be set by injecting a large amount of additional fuel, but below that
Randbedingung, daß die Nacheinspritzmenge so gesteuert wird, daß die Gas-/Abgastemperatur < 1300 K bleibt. Bei DeNOx- Katalysatoren mit kontinuierlicher NOx-Reduktion durch Kohlenwasserstoffe wird die Nacheinspritzmenge so eingestellt, daß das Kohlenwasserstoff-/NOx-Verhältnis ausgedrückt durch die äquivalente Ci-Menge der Gesamtkohlenwasserstoffe größer/gleich 2 ist. Für die Dieselfilterregeneration ist die Nacheinspritzmenge so zu bemessen, daß die Abgastemperatur vor dem Filter 900° C nicht übersteigt.Boundary condition that the post-injection quantity is controlled so that the gas / exhaust gas temperature remains <1300 K. In the case of DeNO x catalysts with continuous NO x reduction by hydrocarbons, the post-injection quantity is adjusted so that the hydrocarbon / NO x ratio, expressed by the equivalent Ci quantity of the total hydrocarbons, is greater than or equal to 2. For the diesel filter regeneration, the post-injection quantity must be dimensioned so that the exhaust gas temperature before the filter does not exceed 900 ° C.
Die jeweilig benötigte Nacheinspritzmenge kann durch entsprechende Abgassensoren geregelt werden. Es ist aber auch eine Kennfeldsteuerung möglich, bei der in der Motorsteuerung für jeden Last-/Drehzahlpunkt eine entsprechende Nacheinspritz- menge in Abhängigkeit von der Abgasnachbehandlungseinrichtung abgespeichert ist. Bei Dieselmotoren kann die Einspritzung der zusätzlichen Kraftstoffmengen auch derart erfolgen, daß diese zusätzlichen Kraftstoffmengen in der Expansionsphase während des Ausschiebevorganges verbrennen und somit zur thermischen Regeneration des Rußfilters die nötige Temperaturerhöhung bewirken. Hierdurch kann vermieden werden, daß die zusätzliche Kraftstoff- menge noch im Zylinder verbrennt. Es ist vielmehr sichergestellt, daß diese zusätzliche Kraftstoffmenge nur gecrakt wird und dementsprechend entsprechende Kohlenwasserstoffe und Wasserstoffe mit dem Abgasstrom in die Abgasbehandlungseinrichtung ausgetragen werden. Durch diese Wahl des Einspritzzeitpunktes ist sichergestellt, daß die in den Zylinder eingeführte zusätzliche Kraftstoffmenge auch vollständig mit dem Abgas in die Abgasleitung und damit zur Abgasbehandlungsein- richtung ausgetragen wird.The required post-injection quantity can be regulated by appropriate exhaust gas sensors. However, a map control is also possible, in which a corresponding post-injection quantity depending on the exhaust gas aftertreatment device is stored in the engine control for each load / speed point. In the case of diesel engines, the additional quantities of fuel can also be injected in such a way that these additional quantities of fuel burn in the expansion phase during the push-out process and thus bring about the temperature increase necessary for the thermal regeneration of the soot filter. In this way it can be avoided that the additional quantity of fuel still burns in the cylinder. Rather, it is ensured that this additional fuel quantity is only cracked and corresponding hydrocarbons and hydrogen are accordingly discharged into the exhaust gas treatment device with the exhaust gas stream. This choice of the injection timing ensures that the additional quantity of fuel introduced into the cylinder is also completely discharged with the exhaust gas into the exhaust pipe and thus to the exhaust gas treatment device.
Das erfindungsgemäße Verfahren in seinen verschiedenen Ausgestaltungen ermöglicht durch die Einspritzung von zusätzlichen Kraftstoffmengen zum Ende der Expansionsphase bis in die Aus- Schiebephase eine Bereitstellung von Kohlenwasserstoff/The method according to the invention in its various configurations enables the supply of hydrocarbon / fuel by injection of additional fuel quantities at the end of the expansion phase into the push-out phase.
Wasserstoffgemischen im Abgas. Diese Gemische im Abgas lassen sich somit für die unterschiedlichsten Formen von Abgasbehandlungseinrichtungen verwenden, so zur intermittierenden Regeneration von Stickoxid-Speicherkatalysatoren, zur konti- nuierlichen Reduktion von Stickoxiden in SCR-Katalysatoren (SCR = selected catalytic reduction) , zur thermischen und/oder katalytischen Regeneration von Partikelfiltern, ebenso wie zur Unterstützung der Regeneration von Partikelfiltern mit Hilfe von Fremdenergie.Hydrogen mixtures in the exhaust gas. These mixtures in the exhaust gas can thus be used for the most diverse forms of exhaust gas treatment devices, for example for the intermittent regeneration of nitrogen oxide storage catalysts, for the continuous reduction of nitrogen oxides in SCR catalysts (SCR = selected catalytic reduction), for thermal and / or catalytic regeneration of particle filters, as well as to support the regeneration of particle filters with the help of external energy.
Die Erfindung wird anhand eines Fließschemas näher erläutert.The invention is explained in more detail with the aid of a flow diagram.
In der Zeichnung sind schematisch zwei Zylinder I, II einer Zylinder-Viertakt-Kolbenbrennkraftmaschine mit Fremdzündung dargestellt. Die einzelnen Zylinder sind dementsprechend jeweils mit wenigstens einem Gaseinlaßkanal 1 und wenigstens einem Gasauslaßkanal 2 versehen. Der Gaseinlaßkanal 1 ist hierbei durch ein Gaseinlaßventil 3 und der Gasauslaßkanal 2 durch ein Gasauslaßventil 4 verschließbar. Die Gaseinlaßventile 3 und Gasauslaßventile 4 eines jeden Zylinders sind hierbei mit einem entsprechend steuerbaren Antrieb verbunden, beispielsweise einer Nockenwelle oder auch einem elektroma- gnetischen Aktuator, über den die Öffnungs- und Schließzeit der einzelnen Ventile frei variabel über eine Motorsteuerung 5 angesteuert werden kann.The drawing schematically shows two cylinders I, II of a four-stroke cylinder internal combustion engine with spark ignition. Accordingly, the individual cylinders are each provided with at least one gas inlet channel 1 and at least one gas outlet channel 2. The gas inlet channel 1 is through a gas inlet valve 3 and the gas outlet channel 2 can be closed by a gas outlet valve 4. The gas inlet valves 3 and gas outlet valves 4 of each cylinder are connected to a correspondingly controllable drive, for example a camshaft or an electromagnetic actuator, by means of which the opening and closing times of the individual valves can be controlled in a freely variable manner via a motor controller 5.
Jeder Zylinder weist ferner eine Zündeinrichtung 6 sowie eine als ansteuerbares Ventil ausgebildete Einspritzdüse 7 auf, deren Stellantrieb mit der Motorsteuerung 5 in Verbindung steht.Each cylinder also has an ignition device 6 and an injection nozzle 7 designed as a controllable valve, the actuator of which is connected to the engine control 5.
Über die elektronische Motorsteuerung 5 wird entsprechend dem vorgegebenen Lastwunsch (beispielsweise durch das Gaspedal 8) die für den jeweiligen Betrieb benötigte Kraftstoffmenge durch entsprechende Betätigung des Einspritzventils 7 zugeführt. In der Motorsteuerung werden außer dem Lastwunsch durch das Gaspedal 8 üblicherweise noch weitere, für den Be- trieb benötigte Informationen berücksichtigt, so beispielsweise die Kurbelwellendrehzahlen, die Motortemperatur etc., die zusätzlich zur Lastvorgabe des Gaspedals 8 bei der Kraft- stoffbemessung über die Einspritzventile 7 mit berücksichtigt werden. Die Zündeinrichtung 6 der einzelnen Zylinder wird ebenfalls über die Motorsteuerung 5 angesteuert.The amount of fuel required for the respective operation is supplied by the corresponding actuation of the injection valve 7 via the electronic engine control 5 in accordance with the predetermined load request (for example by the accelerator pedal 8). In addition to the load request by the accelerator pedal 8, other information required for operation is also taken into account in the engine control, for example the crankshaft speeds, the engine temperature, etc., which, in addition to the load specification of the accelerator pedal 8 when fuel is measured via the injection valves 7 are taken into account. The ignition device 6 of the individual cylinders is also controlled via the engine control 5.
Die Abgasleitungen 2 der einzelnen Zylinder, die für weitere Zylinder nur angedeutet sind, werden zu einem Abgaskanal 9 zusammengefaßt, dem wenigstens eine Abgasbehandlungseinrich- tung 10 zugeordnet ist. Bei Dieselmotoren ist dies beispielsweise eine Partikelfilter. Bei Ottomotoren ist dies ein Speicherkatalysator oder ein SCR-Katalysator und ggf. zusätzlich ein nachgeschalteter Oxidationskatalysator 11.The exhaust pipes 2 of the individual cylinders, which are only indicated for further cylinders, are combined to form an exhaust duct 9, to which at least one exhaust gas treatment device 10 is assigned. In the case of diesel engines, for example, this is a particle filter. In the case of gasoline engines, this is a storage catalytic converter or an SCR catalytic converter and possibly also a downstream oxidation catalytic converter 11.
Um nun die für den Betrieb der Abgasbehandlungseinrichtung im Abgas benötigten Kohlenwasserstoffmenge zur Verfügung zu stellen, werden über die Motorsteuerung 5 die einzelnen Einspritzventile 7 eines jeden Zylinders oder auch nur selek- tierter einzelner Zylinder im Anschluß an den jeweiligen Arbeitstakt oder auch alternierend im Anschluß an jeden zweiten, dritten oder n-ten Arbeitstakt zusätzlich angesteuert, so daß eine zusätzliche Kraftstoffmenge in den jeweiligen Zy- linder eingespritzt wird. Diese zusätzliche Kraftstoffmenge wird, wie vorstehend ausführlich beschrieben, erst dann in den jeweiligen Zylinder eingespritzt, wenn der Kolben nahezu das Ende des Expansionshubes erreicht hat oder bereits den Ausschubhub beginnt. Damit gelangen entsprechend dem durch die Motorsteuerung 5 vorgegebenen Einspritztakt nach jedemIn order to make the amount of hydrocarbon required for the operation of the exhaust gas treatment device available in the exhaust gas, the individual injection valves 7 of each cylinder or even only selectively are tated individual cylinder after the respective work cycle or alternately after every second, third or nth work cycle additionally controlled so that an additional amount of fuel is injected into the respective cylinder. As described in detail above, this additional quantity of fuel is only injected into the respective cylinder when the piston has almost reached the end of the expansion stroke or the extension stroke has already begun. In this way, according to the injection cycle specified by the engine control unit 5, after each
Arbeitshub eines jeden Zylinders, oder in einer entsprechend anderen Verteilung vorgebbare Mengen an Kohlenwasserstoffen/Wasserstoff/Kohlenmonoxiden über die Abgasleitungen in den Abgaskanal 9, so daß sie zur Regeneration der nachge- schalteten Abgasbehandlungseinrichtung 10 zur Verfügung stehen.Working stroke of each cylinder, or amounts of hydrocarbons / hydrogen / carbon monoxides which can be predetermined in a correspondingly different distribution, via the exhaust gas lines into the exhaust gas channel 9, so that they are available for the regeneration of the downstream exhaust gas treatment device 10.
Das Verhältnis der zusätzlich einzuspritzenden Kraftstoffmenge zu der im jeweiligen Arbeitstakt dem Zylinder zugeführten, für den Arbeitshub benötigten Kraftstoffmenge kann nun über die Motorsteuerung fest vorgegeben werden. Es ist aber auch möglich, durch die Anordnung einer Stickoxidsonde 12 im Abgaskanal 9 vor der AbgasbehandlungseinrichtunglO den tatsächlichen Gehalt an Stickoxiden im Abgas zu erfassen, so daß über die Motorsteuerung 5 sowohl der Einspritzzeitpunkt als auch die Einspritzdauer und damit auch die Einspritzmenge nicht mehr in Abhängigkeit von der für den Betrieb benötigten Kraftstoffmenge zusätzlich eingespritzt wird, sondern nur noch eine solche zusätzliche Kraftstoffmenge, die zur Regene- ration der nachgeschalteten Abgasbehandlungseinrichtung 10 inThe ratio of the additional amount of fuel to be injected to the amount of fuel supplied to the cylinder in the respective work cycle and required for the working stroke can now be predefined via the engine control. However, it is also possible to record the actual content of nitrogen oxides in the exhaust gas by arranging a nitrogen oxide probe 12 in the exhaust gas duct 9 in front of the exhaust gas treatment device 10, so that both the injection timing and the injection duration and thus also the injection quantity are no longer dependent on the engine control 5 of the amount of fuel required for operation is additionally injected, but only such an additional amount of fuel that is required for regeneration of the downstream exhaust gas treatment device 10 in
Abhängigkeit vom erfaßten Stickoxidanteil im Abgas erforderlich ist. Dieses Verfahren ist insbesondere dann vorteilhaft, wenn als Abgasbehandlungseinrichtung ein SCR-Katalysator eingesetzt ist, der kontinuierlich arbeitet.Depending on the detected nitrogen oxide content in the exhaust gas is required. This method is particularly advantageous when an SCR catalytic converter is used as the exhaust gas treatment device, which works continuously.
Bei einem Dieselmotor als sogenanntem Selbstzündungsmotor entfällt die Zündeinrichtung und die Motorsteuerung sowie ein etwaiges Kennfeld sind an den Dieselprozeß entsprechend angepaßt. In the case of a diesel engine as a so-called compression ignition engine, the ignition device and the engine control as well as one are omitted any map are adapted accordingly to the diesel process.

Claims

Ansprüche Expectations
1. Verfahren zum Betrieb einer Kolbenbrennkraftmaschine, bei dem in die einzelnen Zylinder jeweils mittels einer Einspritzdüse die für den jeweiligen Arbeitstakt benötigte Kraftstoffmenge in Abhängigkeit von der Lastanforderung über eine Motorsteuerung bemessen und direkt eingespritzt wird und bei dem ferner nach der Einspritzung der für den Arbeitstakt bemessenen Kraftstoffmenge über die Einspritzdüse nach Abschluß der Verbrennungsphase eine zusätzliche Kraftstoffmenge eingespritzt wird, wenn der Kolben sich jeweils bei seinem Expansionshub im Bereich der unteren Totpunktstellung befindet und bei dem die aus den Zylindern austretenden Abgase durch wenigstens eine mechanisch, chemisch und/oder katalytisch wirkende Abgasbehandlungseinrichtung zur Beseitigung von Schadstoffanteilen durchgeleitet werden.1. A method of operating a piston internal combustion engine in which the amount of fuel required for the respective work cycle is measured and injected directly into the individual cylinders by means of an engine control system by means of an injection nozzle and in which, after the injection, the quantity for the work cycle is dimensioned Fuel quantity via the injection nozzle after the completion of the combustion phase, an additional fuel quantity is injected when the piston is in the region of the bottom dead center position in each case during its expansion stroke and in which the exhaust gases emerging from the cylinders by at least one mechanically, chemically and / or catalytically active exhaust gas treatment device for Removal of pollutants are carried out.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die zusätzliche Kraftstoffmenge eingespritzt wird, wenn die mittlere Gastemperatur im Zylinder unterhalb der Rußbildungstemperatur von 1300 K liegt.2. The method according to claim 1, characterized in that the additional amount of fuel is injected when the average gas temperature in the cylinder is below the soot formation temperature of 1300 K.
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die zusätzliche Kraftstoffmenge zeitlich so bemessen wird, daß das Gas im Zylinder bzw. das Abgas nach dem Zylinder die Rußbildungstemperatur von 1300 K nicht erreicht.3. The method according to claim 1 or 2, characterized in that the additional amount of fuel is timed so that the gas in the cylinder or the exhaust gas after the cylinder does not reach the soot formation temperature of 1300 K.
4. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die zusätzliche Kraftstoffmenge spätestens eingespritzt wird, wenn der Kolben eine Stellung erreicht hat, die maximal 110° KW nach der unteren Totpunktstellung entspricht.4. The method according to claim 1 or 2, characterized in that the additional fuel quantity is injected at the latest when the piston has reached a position which corresponds to a maximum of 110 ° KW after the bottom dead center position.
5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch ge- kennzeichnet, daß die zusätzliche Kraftstoffmenge so bemessen ist, daß sie - bezogen auf ein ^-Äquivalent - mindestens der doppelten NOx-Konzentration im Abgas entspricht. 5. The method according to any one of claims 1 to 4, characterized in that the additional amount of fuel is dimensioned so that - based on a ^ equivalent - it corresponds to at least twice the NO x concentration in the exhaust gas.
6. Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die zusätzliche Kraftstoffmenge so bemessen ist, daß das mittlere Kraftstoff-Luftverhältnis im Abgas λ < 0,95 beträgt.6. The method according to any one of claims 1 to 5, characterized in that the additional amount of fuel is dimensioned such that the average fuel-air ratio in the exhaust gas is λ <0.95.
7. Verfahren nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß die zusätzliche Kraftstoffmenge so bemessen ist, daß die Abgastemperatur vor dem Rußfilter 850° C nicht überschreitet.7. The method according to any one of claims 1 to 6, characterized in that the additional amount of fuel is dimensioned so that the exhaust gas temperature before the soot filter does not exceed 850 ° C.
8. Verfahren nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß von den im Abgasstrom enthaltenen Schadstoffen zumindest der Gehalt an Stickoxiden vor der Abgasbehandlungseinrichtung erfaßt und in Abhängigkeit davon über die Motorsteuerung die zusätzlich einzuspritzende Kraftstoffmenge bemessen wird.8. The method according to any one of claims 1 to 7, characterized in that of the pollutants contained in the exhaust gas stream at least the content of nitrogen oxides is detected in front of the exhaust gas treatment device and the additional fuel quantity to be injected is dimensioned as a function thereof.
9. Verfahren nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß die zusätzlich einzuspritzende Kraftstoff- menge als Funktion der Abgasnachbehandlungseinrichtung für jeden Last/Drehzahlpunkt als Matrix in der Motorsteuerung abgelegt wird. 9. The method according to any one of claims 1 to 8, characterized in that the additional amount of fuel to be injected is stored as a function of the exhaust gas aftertreatment device for each load / speed point as a matrix in the engine control.
PCT/DE1998/003081 1997-10-23 1998-10-21 Method for secondary treatment of exhaust in piston internal combustion engines with direct fuel injection WO1999022128A1 (en)

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DE19746855A DE19746855A1 (en) 1997-10-23 1997-10-23 Operation of lean-burn fuel-injected diesel and petrol engines
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JP2001507104A (en) 2001-05-29
JP2001507103A (en) 2001-05-29

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