WO2000028200A1 - PROCEDE POUR DETERMINER L'EMISSION BRUTE DE NOx D'UN MOTEUR A COMBUSTION INTERNE POUVANT FONCTIONNER AVEC UN EXCEDENT D'AIR - Google Patents

PROCEDE POUR DETERMINER L'EMISSION BRUTE DE NOx D'UN MOTEUR A COMBUSTION INTERNE POUVANT FONCTIONNER AVEC UN EXCEDENT D'AIR Download PDF

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Publication number
WO2000028200A1
WO2000028200A1 PCT/DE1999/003515 DE9903515W WO0028200A1 WO 2000028200 A1 WO2000028200 A1 WO 2000028200A1 DE 9903515 W DE9903515 W DE 9903515W WO 0028200 A1 WO0028200 A1 WO 0028200A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
nox
fac
exhaust gas
Prior art date
Application number
PCT/DE1999/003515
Other languages
German (de)
English (en)
Inventor
Hong Zhang
Corinna Pfleger
Wolfgang Ludwig
Original Assignee
Siemens Aktiengesellschaft
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Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2000028200A1 publication Critical patent/WO2000028200A1/fr

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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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • 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
    • F02D41/1461—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 of the exhaust gases emitted by the engine
    • F02D41/1462—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 of the exhaust gases emitted by the engine with determination means using an estimation
    • 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
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0806—NOx storage amount, i.e. amount of NOx stored on NOx trap
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • 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
    • F02D41/1454—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 oxygen content or concentration or the air-fuel ratio
    • F02D41/1456—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 oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M2026/001—Arrangements; Control features; Details
    • F02M2026/004—EGR valve controlled by a temperature signal or an air/fuel ratio (lambda) signal
    • 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 method for determining the raw NOx emission of an internal combustion engine that can be operated with excess air, according to the preamble of patent claim 1.
  • the internal combustion engine In the upper load range, the internal combustion engine is operated with a homogeneous cylinder charge. The injection takes place during the intake process in order to obtain a good mixture of fuel and air. The intake air mass is adjusted according to the driver's torque request via a throttle valve. The required injection quantity is calculated from the air mass and the speed and corrected via the lambda control.
  • NOx storage catalytic converters are used for this. Due to their coating, these NOx storage catalytic converters are able to remove NOx compounds from the storage during a storage phase, also known as the loading phase Adsorb exhaust gas that arises from lean combustion. During a regeneration phase, the adsorbed or stored NOx compounds are converted into harmless compounds with the addition of a reducing agent. CO, H 2 and HC (hydrocarbons) can be used as reducing agents for lean-burn gasoline internal combustion engines. These are generated by briefly operating the internal combustion engine with a rich mixture and made available to the NOx storage catalytic converter as exhaust gas components, as a result of which the stored NOx compounds in the catalytic converter are broken down.
  • the storage efficiency of such a NOx storage catalytic converter depends on numerous influencing variables described in the literature.
  • the degree of catalyst loading is a primary influencing variable. With increasing lean phase duration and the resulting storage of NOx, the storage efficiency decreases continuously, so that, taking into account the exhaust gas limit values or other operating conditions, a switchover to the rich - i.e. in the regeneration mode is necessary.
  • the NOx storage catalytic converter is preferably loaded up to a specified loading quantity. This amount can be calculated from the raw NOx emission in the raw exhaust gas. To do this, it is necessary to determine this raw NOx emission as precisely as possible.
  • the raw NOx emission can be determined using a calculation model.
  • EP 0 597 106 AI discloses a method for regenerating a NOx storage catalytic converter, in which the amount of NOx compounds adsorbed by the NOx storage catalytic converter is calculated as a function of operating data of the internal combustion engine. When a predetermined limit of NOx stored in the NOx storage catalytic converter is exceeded, a regeneration phase is initiated. In this way, however, reliable compliance with the exhaust gas emission limit values is not always guaranteed.
  • the invention is based on the object of specifying a method with which the raw NOx emission of an internal combustion engine which can be operated with excess air can be determined in a stratified charge mode in a simple manner.
  • the throttle valve is fully open in stratified charge mode.
  • the intake air must be tightened. This change in the throttle valve angle affects the cylinder charge and the raw NOx emission.
  • the intake air temperature also influences the raw NOx emission due to its temperature-dependent density by changing the cylinder charge.
  • the throttling and the intake air temperature are taken into account quantitatively within a calculation model for determining the raw NOx emission.
  • the basic raw NOx emission in stratified charge mode of the internal combustion engine is obtained from a map as a function of the fuel mass and the engine speed. This basic value is corrected with a correction value which is determined as a function of the intake air temperature. The value thus obtained is in turn corrected with a correction value as a function of the engine speed and the exhaust gas recirculation rate.
  • the throttling in stratified charge mode is taken into account by a further correction factor which is determined as a function of the relationship between the actual intake air mass and a reference intake air mass. The actual intake air mass is measured, the reference intake air mass corresponds to the intake air mass, which can be measured under defined environmental conditions and with the throttle valve fully open. It is still dependent on the engine speed.
  • the value for the raw NOx emission can be determined with high accuracy, which in turn e.g. enables an exact determination of the degree of loading of the NOx storage catalytic converter.
  • FIG. 1 shows a schematic illustration of an internal combustion engine with a NOx storage catalytic converter
  • FIG. 2 shows a block diagram for determining the raw NOx emission in stratified charge operation of the internal combustion engine
  • Internal combustion engine with gasoline direct injection depending on operating parameters with both a homogeneous mixture can also be operated with stratified charge and has a device for exhaust gas recirculation. For reasons of clarity, only those parts are drawn which are necessary for understanding the invention. In particular, only one cylinder of a multi-cylinder internal combustion engine is shown.
  • Reference number 10 denotes a piston which delimits a combustion chamber 12 in a cylinder 11.
  • An intake duct 13 opens into the combustion chamber 12, through which the combustion air flows into the cylinder 11, controlled by an inlet valve 14.
  • an exhaust duct 16 branches off from the combustion chamber 12, in the further course of which an oxygen sensor in the form of a broadband (linear) lambda probe 17 and a NOx storage catalytic converter 18 are arranged.
  • the air ratio is regulated in accordance with the setpoint values in the various operating ranges of the internal combustion engine.
  • This function is performed by a lambda control device known per se, which is preferably integrated in a control device 21 of the internal combustion engine.
  • the signal from an oxygen sensor 32 arranged after the NOx storage catalytic converter 18 is required as a guide probe.
  • a binary lambda probe (2-point sensor) is preferably used as the oxygen sensor 32.
  • This probe signal from the lambda probe 32 arranged after the NOx storage catalytic converter 18 is also used to control the storage regeneration and to adapt model variables such as the oxygen or NOx storage capacity.
  • Alternative to that as a leadership probe NOx sensor 32 can also be used a NOx sensor.
  • the temperature of the NOx storage catalytic converter 18, which is required for the consumption and emission-optimal control of the exhaust gas aftertreatment system, is calculated using a temperature model from the sensor signal of a temperature sensor 33. Based on this measurement signal, catalyst heating or catalyst protection measures are also initiated. Alternatively, the temperature of the NOx storage catalytic converter 15 can also be measured directly by arranging a temperature sensor directly in the housing thereof.
  • the NOx storage catalytic converter is used to comply with the required exhaust gas limit values in operating areas with lean combustion. Due to its coating, it adsorbs the NOx compounds generated in the exhaust gas during lean combustion.
  • An exhaust gas recirculation device is provided in order to reduce the NOx emissions of the internal combustion engine that occur especially in internal combustion engines with direct injection and stratified charge operation. By adding exhaust gas to the fresh air drawn in, the peak combustion temperature is reduced, which reduces the temperature-dependent nitrogen oxide emission.
  • an exhaust gas recirculation line 19 branches off from the exhaust gas duct 16 in the flow direction of the exhaust gas, in front of the NOx storage catalytic converter 18
  • Throttle valve 20 opens into the intake duct 13.
  • the amount of the recirculated exhaust gas is set by changing the duty cycle EGR_RATIO of a signal output by the electronic control device 21 for a controllable valve 22, generally referred to as an exhaust gas recirculation valve.
  • the fresh air necessary for combustion in the cylinder 11 flows through an air filter (not shown) and an air mass meter 23 into the intake tract 13 to the throttle valve 20.
  • This throttle valve 20 is an electric motor-controlled throttle element (E-gas system), the opening cross section of which in addition to being actuated by the driver (driver request), it can also be set independently of this via signals from the electronic control device 21.
  • E-gas system electric motor-controlled throttle element
  • this can reduce disturbing load change reactions of the vehicle when accelerating and decelerating, as well as torque jumps during the transition from operation with a homogeneous mixture to operation with stratified cargo and unrestricted air flow.
  • a signal for the position of the throttle valve 20 is output to the control device 21 for monitoring.
  • a temperature sensor 24 detects the temperature of the intake air in the intake duct 13 of the internal combustion engine and outputs a corresponding signal TIA to the control device 21.
  • the temperature sensor 24 can be integrated in the air mass meter 23.
  • a spark plug 25 and an injection valve 26 protrude into the combustion chamber 12 and can be used to inject fuel against the compression pressure in the combustion chamber 12.
  • the delivery and provision of the fuel for this injection valve 26 is carried out by a known fuel supply system for gasoline direct injection, with only one high-pressure reservoir 27 from the associated fuel circuit being shown, to which the individual injection valves are connected.
  • a temperature sensor 28 detects a signal corresponding to the temperature of the internal combustion engine, for example by measuring the coolant temperature.
  • the speed N of the internal combustion engine is scanned with the aid of markings on the crankshaft or a sensor wheel connected to it Sensor 29 detected. Both signals are fed to the control device 21 for further processing, inter alia for controlling the internal combustion engine with regard to the control strategy to be selected — homogeneous mixture or stratified mixture.
  • control parameters that are required for operating the internal combustion engine such as, for example, accelerator pedal position, throttle valve position, signals from knock sensors, battery voltage, driving dynamics requirements, etc., are likewise supplied to the control device 21 and are generally identified in the figure by the reference symbol 30.
  • the above-mentioned parameters are used in the control device 21 by processing stored control routines, among other things.
  • the load state of the internal combustion engine is recognized, the raw NOx emission of the internal combustion engine and the degree of loading of the NOx storage catalytic converter are determined.
  • the parameters are also processed and processed in such a way that, in certain operating states of the internal combustion engine, i.a. a switch from operation with a homogeneous mixture to operation with
  • control device 21 is connected to a storage device 31, in which, among other things, Various maps KF1-KF4, as well as values for a reference intake air mass LMM are stored, the respective meaning of which is explained in more detail with reference to the description of the following figure.
  • FIG. 2 uses a block diagram to illustrate the structure for determining the raw NOx emission of the internal combustion engine in stratified charge mode.
  • the fuel mass MFF and the speed N of the internal combustion engine characterize the current operating point of the internal combustion engine and are therefore input variables Map KF1. Depending on the values of these input variables, a base value for the raw NOx emission NOX_B, for example in the unit mg / s, is read out from the map KF1.
  • the fuel mass MFF can be derived from the values for the opening duration, the throughput and / or the pressure at the injection valve.
  • the speed N of the internal combustion engine is detected with the aid of the speed sensor 29.
  • the temperature level at which the combustion takes place in the cylinder of the internal combustion engine is essentially influenced by the intake air temperature, the exhaust gas recirculation rate and the air mass flow.
  • the basic value of the raw NOX emission NOX_B obtained from the map KF1 is therefore corrected with a first correction factor FAC_TIA, which is determined as a function of the intake air temperature TIA.
  • FAC_TIA a corresponding value for the correction factor FAC TIA is read from a map KF2 for the respective value of the intake air temperature TIA.
  • the intake air temperature TIA is detected by means of the temperature sensor 24 or derived from the value of the ambient temperature, for example via a model.
  • the corrected base value for the raw NOx emission obtained in this way is multiplied by a further correction factor FAC_EGR, which is read out from a map KF3.
  • FAC_EGR further correction factor
  • the influence of the exhaust gas recirculation rate for a given value for the exhaust gas recirculation rate EGR_RATIO is not constant above the speed N. For this reason, the influence of the speed is taken into account when reading from the map KF3.
  • the value for the exhaust gas recirculation rate EGR_RATIO can be derived from the position of the opening element of the exhaust gas recirculation valve 22.
  • the throttling in stratified charge mode is taken into account by means of a further correction factor FAC_LM which, depending on the ratio between the actual intake air mass LM and a reference intake air mass LMM is communicated.
  • the actual intake air mass LM is measured by means of the air mass meter 23, the reference intake air mass LMM corresponds to the intake air mass which is determined under defined ambient conditions and with the throttle valve 20 fully open.
  • the values for the reference intake air mass LMM, which are dependent in particular on the speed N, are also stored in the storage device 31.
  • the relationship between the actual intake air mass LM and the reference intake air mass LMM is determined as follows:
  • This ratio FAC is the input variable for a map KF4, in which the relationship between this ratio FAC and the correction factor FAC_LM is stored.
  • This correction factor FAC_LM is also taken into account multiplicatively when modeling the raw NOx emission.
  • FAC_GES FAC_TIA * FAC_EGR * FAC_LM.
  • NOX_COR is available for the NOX_ raw emission, which can be used, for example, to determine the degree of loading of the NOx storage catalytic converter 18 precisely.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Biomedical Technology (AREA)
  • Health & Medical Sciences (AREA)
  • Environmental & Geological Engineering (AREA)
  • Analytical Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un procédé selon lequel en mode de fonctionnement à charge stratifiée, il est prévu de déterminer une valeur de base pour l'émission brute de NOx, en fonction du volume de carburant (MFF) injecté dans les cylindres du moteur à combustion interne, ainsi que la vitesse (N) dudit moteur à combustion interne. La valeur de base est sollicitée avec le facteur de correction qui tient compte du taux de recyclage des gaz d'échappement (EGR_RATIO), de la température de l'air d'admission (TIA) et la position du dispositif d'étranglement (20) en mode de fonctionnement à charge stratifiée.
PCT/DE1999/003515 1998-11-06 1999-11-03 PROCEDE POUR DETERMINER L'EMISSION BRUTE DE NOx D'UN MOTEUR A COMBUSTION INTERNE POUVANT FONCTIONNER AVEC UN EXCEDENT D'AIR WO2000028200A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19851319.4 1998-11-06
DE19851319A DE19851319C2 (de) 1998-11-06 1998-11-06 Verfahren zum Bestimmen der NOx-Rohemission einer mit Luftüberschuß betreibbaren Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2000028200A1 true WO2000028200A1 (fr) 2000-05-18

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DE (1) DE19851319C2 (fr)
WO (1) WO2000028200A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2381872A (en) * 2001-10-02 2003-05-14 Daimler Chrysler Ag Exhaust emission control system of an internal combustion engine
CN106837571A (zh) * 2015-12-07 2017-06-13 现代自动车株式会社 通过分析车辆的行驶模式提高燃料效率的方法

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10005909A1 (de) * 2000-02-10 2001-08-16 Audi Ag Vorrichtung zum Regenerieren, Heizen und Entschwefeln des NOx-Speicherkatalysators einer Brennkraftmaschine
DE10010031B4 (de) * 2000-03-02 2011-06-09 Volkswagen Ag Verfahren und Vorrichtung zur Durchführung einer NOx-Regeneration eines in einem Abgaskanal einer Verbrennungskraftmaschine angeordneten NOx-Speicherkatalysators
DE10043690A1 (de) 2000-09-04 2002-03-14 Bosch Gmbh Robert Verfahren zur NOx-Massenstrombestimmung aus Kennfelddaten bei variabler Lufteinlass- und Motortemperatur
DE10051012A1 (de) * 2000-10-14 2002-04-18 Bayerische Motoren Werke Ag Verfahren und Vorrichtung zum Diagnostizieren der Speichereigenschaften eines NOx-Speicherkatalysators
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