WO2000061931A1 - Procede pour effectuer la desorption d'un adsorbant d'oxyde d'azote d'un systeme d'epuration de gaz d'echappement - Google Patents

Procede pour effectuer la desorption d'un adsorbant d'oxyde d'azote d'un systeme d'epuration de gaz d'echappement Download PDF

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Publication number
WO2000061931A1
WO2000061931A1 PCT/EP2000/001297 EP0001297W WO0061931A1 WO 2000061931 A1 WO2000061931 A1 WO 2000061931A1 EP 0001297 W EP0001297 W EP 0001297W WO 0061931 A1 WO0061931 A1 WO 0061931A1
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WO
WIPO (PCT)
Prior art keywords
desorption
exhaust gas
nitrogen oxide
air ratio
value
Prior art date
Application number
PCT/EP2000/001297
Other languages
German (de)
English (en)
Inventor
Nicholas Fekete
Andreas Hertzberg
Dirk Voigtländer
Original Assignee
Daimlerchrysler Ag
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 Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2000061931A1 publication Critical patent/WO2000061931A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters

Definitions

  • the invention relates to a method for performing desorption operating phases in a nitrogen oxide adsorber of an exhaust gas cleaning system, the air ratio of the exhaust gas supplied to the nitrogen oxide adsorber being kept in the rich range during the respective desorption operating phase.
  • Such a method can be used in particular for exhaust gas purification systems of lean-operated motor vehicle internal combustion engines which contain a nitrogen oxide adsorber in order to temporarily store the nitrogen oxides present in the exhaust gas during the lean operating phases and thereby to reduce the nitrogen oxide emissions.
  • the nitrogen oxides are primarily bound as nitrate by the nitrogen oxide adsorber, the adsorber usually containing a catalytically active material and in this case also being referred to as a nitrogen oxide adsorber catalyst. Since its nitrogen oxide storage capacity is limited, it is necessary from time to time to carry out regeneration phases, here called desorption operating phases, during which the nitrogen oxides adsorbed in nitrate form are desorbed again.
  • the main problem with the present type of desorption of the nitrogen oxide adsorber is that there are so-called nitrogen oxide breakthroughs at the beginning of the desorption operation phase, if the desorption operation is not started with a sufficient amount of reducing agent in good time, and undesired reducing agent slip can occur at the end of the desorption .
  • the latter represents an undesirable emission of reducing agents with the exhaust gas if the desorption operation is not stopped in time, during which such reducing agents e.g. are present in the form of unburned hydrocarbons and carbon monoxide or of urea or ammonia added externally to the exhaust line.
  • the reducing agent slip affects both the fuel consumption for the combustion source and the pollutant emissions negatively. It becomes greater the longer the desorption operating phase extends beyond the actually necessary duration and the smaller the exhaust air ratio in this period of the desorption operating phase.
  • the invention is based on the technical problem of providing a desorption process of the type mentioned at the outset, with which the nitrogen oxide adsorber can be regenerated with relatively little nitrogen oxide breakthrough and reducing agent slip phenomena.
  • the invention solves this problem by providing a desorption method with the features of claim 1.
  • the exhaust gas air ratio is set to a predeterminable minimum initial fat value at the beginning of the desorption operating phase and from there to a predeterminable, at the latest towards the end of, during the course of the desorption operating phase
  • Desorption operating phase Final fat level increased. This means that the final fat value in the rich, ie low-oxygen lambda value range is closer to the stoichiometric value one than the initial fat value.
  • the initial setting of a relatively rich exhaust gas air ratio has the desired consequence that when changing from adsorption to regeneration mode, as much reducing agent is provided as quickly as possible, as a result of which nitrogen oxide breakthrough phenomena, ie undesirable nitrogen oxide emissions due to the provision of sufficient reducing agent too slowly when the full nitrogen oxide is reached - Reduce the load of the nitrogen oxide adsorber or have it avoided altogether.
  • the transition to a less rich exhaust gas air ratio at the latest towards the end of the desorption operating phase has the advantage that undesired slippage of reducing agent during the transition to the next adsorption operating phase can be minimized or avoided entirely.
  • the initial fat value is variably specified as a function of the operating state of the combustion source emitting the exhaust gas to be cleaned. This can e.g. the setting of a too rich exhaust gas air ratio in the given operating state of the combustion source can be avoided, which could otherwise impair the smooth running of an internal combustion engine and cause soot formation.
  • This procedure takes into account the fact that such a power-neutral change in the exhaust air ratio, which as a rule requires a corresponding change in the operating parameters of the combustion source, is not possible instantaneously, but rather the aforementioned power readjustment period is required for this.
  • the process developed in this way allows the initial, most rich exhaust gas air ratio to be maintained for as long as possible, which keeps the total time required for the desorption of the nitrogen oxide adsorber short without, on the other hand, the risk that the desorption operation with this rich exhaust gas air ratio threatens is maintained too long and causes a noticeable reduction agent slip. This is because the desorption mode with the most rich, initial exhaust air ratio is only for the theoretical
  • a safety period is provided according to claim 5, by which the exhaust gas air ratio earlier than according to the theoretical minimum Desorption duration and the power readjustment period is increased from the minimum initial fat value to ensure that when the final fat value is reached, desorbed nitrogen oxides to be reduced are still present, so that there is no appreciable slippage of reducing agent.
  • the safety period is preferably chosen to be variable depending on the operating state of the combustion source, so that the desorption operation can run optimally for the respective operating state in terms of fuel consumption.
  • FIG. 2 shows a diagram of the exhaust gas air ratio as a function of time to illustrate a desorption process while maintaining the initial rich exhaust gas air ratio for a calculated period of time
  • FIGS. 1 to 6 various method implementations for carrying out desorption operating phases in a nitrogen oxide adsorber of an exhaust gas cleaning system are illustrated, which are particularly temporal
  • the combustion source for example a motor vehicle internal combustion engine
  • the time t e at the end of this desorption operating phase so that a correspondingly lean one Exhaust gas air ratio is present, which is above the stoichiometric value one.
  • the nitrogen oxide adsorber is in adsorption mode, in which it temporarily stores the nitrogen oxides that accumulate in the exhaust gas, mostly in nitrate form.
  • the exhaust air ratio ⁇ is reduced from this lean value to a certain minimum initial rich value ⁇ n.
  • This lambda jump is implemented in a conventional manner, for example by appropriately enriching the air / fuel mixture burned by the combustion source and / or by reducing agent injection into the exhaust tract upstream of the nitrogen oxide adsorber. Then during a corresponding period of time the desorption operation is carried out during which the exhaust air ratio ⁇ is kept in the rich range, ie below the stoichiometric value one. Then the normal lean operation of the combustion source and consequently from the desorption to the adsorption operation of the nitrogen oxide adsorber are switched over again.
  • the exhaust gas air ratio ⁇ is raised from the initial minimum fat value mm to a final fat value ⁇ end , which is at the latest at the end time t e of the desorption operating phase and is still in the rich range, but is significantly closer to the stoichiometric value one than the initial one minimum fat value min-
  • the greatest possible reduction in the exhaust gas air ratio ie the provision of as much reducing agent as possible, is desired in order to avoid any nitrogen oxide breakthroughs during the switchover to avoid from adsorption to desorption operation.
  • the lowering of the exhaust air ratio is limited by the fact that an excessive lowering creates the risk of soot formation and, in the case of an internal combustion engine, impairs its smoothness.
  • the initial minimum value in fat is therefore selected in dependence on the specific characteristics of the given combustion source and the instantaneous operating point, whereby it is shown that the minimum fat value is preferably in the range between about 0.6 and about 0.7.
  • a very quick setting of this minimum air ratio ⁇ me leads to a large reducing agent flow and in this way to the desired minimization of possible nitrogen oxide breakthroughs.
  • the further selection of the exhaust air ratio after the desorption operation has started is based on the following considerations. On the one hand, maintaining the minimum fat value in regeneration of the nitrogen oxide adsorber as quickly as possible during desorption operation and results in minimal additional fuel consumption. On the other hand, if the desorption operation lasts too long for control-technical reasons, in particular due to process-related idle times, the reducing agent slip which occurs is large if the exhaust gas air ratio at this point in time is still strongly in the rich range. The reducing agent slip has a negative effect on the total emissions, since, for example, unburned hydrocarbons and carbon monoxide are emitted as pollutants.
  • the final fat value e n d is in any case chosen so that it is still far enough from the stoichiometric value one in the rich range to add enough reducing agent to the nitrogen oxide adsorber and to allow the regeneration to proceed completely and quickly. It can be seen that a final fat value e n d in the range between approximately 0.85 and approximately 0.95 leads to particularly satisfactory results, although smaller or larger final fat values ⁇ end are also suitable in principle.
  • FIG. 2 illustrates a strategy for adjusting the exhaust air ratio ⁇ during the desorption operating phase, in which the exhaust gas air ratio in the direction of the end-fet does not become the minimum exhaust gas air as early as in the example of FIG. 1 maintained for a longer period of time, which keeps the additional fuel consumption comparatively low.
  • This procedure is based on the calculation of a theoretical minimum regeneration period t m / ie depending on the chosen course of the
  • exhaust air ratio ⁇ at least the expected period of time until the nitrogen oxide adsorber is essentially completely regenerated.
  • This calculation of the theoretical minimum regeneration duration can be carried out in one of the ways familiar to the person skilled in the art, as described, for example, in the prior art mentioned at the beginning. It is possible, for example, by modeling the raw nitrogen oxide emissions from the combustion source and the adsorption and desorption behavior of the nitrogen oxide adsorber used. If necessary The end of the respective desorption operating phase can be determined by measurement, for example on the basis of the signal from a lambda probe arranged downstream of the nitrogen oxide adsorber, and thus an adaptation of the computing model used to the actually measured conditions can be provided.
  • the minimum air ratio is therefore maintained for the change of charge at most for the theoretically necessary minimum regeneration duration t tm minus this power readjustment duration t reg . If the air ratio ⁇ changes during desorption compared to the assumptions made when calculating the theoretical minimum regeneration time t tm , the latter is continuously adjusted by means of appropriate recalculation. The course of the exhaust gas air ratio resulting from this procedure during the desorption operating phase is represented in FIG. 2 by a characteristic curve.
  • the desorption operation is continued for a certain period of time t s , during which it can be checked whether the desorption of the nitrogen oxide adsorber has actually been completed before the desorption operation phase by transition to lean operation the combustion source is ended and the nitrogen oxide adsorber works again in the adsorption mode.
  • a safety time period t c ie the minimum air ratio m in will for a period of time maintained, which corresponds to the calculated minimum regeneration period t tm minus the performance readjustment period t reg and minus the safety period t c .
  • the safety time period t c is specified as an applicable quantity, which can be selected variably depending on the specific conditions of the combustion source, for a motor vehicle engine, for example, depending on the engine conditions and the driving state.
  • Characteristic curve 3 represents.
  • the exhaust gas air ratio ⁇ is increased in several stages in accordance with a multi-stage staircase function ⁇ 5 until it has reached the final fat value e n d at a certain point in time t 2 and has been maintained there until the end of the desorption operation becomes.
  • Fig. 5 illustrates an example of a method in which the
  • Exhaust air ratio ⁇ is increased linearly from the minimum initial fat value ⁇ mln to the final fat value nd according to a straight line.
  • FIG. 6 shows a method example in which the exhaust gas air ratio ⁇ during the desorption operating phase according to a convex curve 7 from the initial rich value in to the final rich value is raised.
  • a nitrogen oxide adsorber can be regenerated in a distributed manner by the process according to the invention, by rapidly reducing the exhaust gas air ratio to a minimum fat value at the beginning of the desorption process, so that sufficient reductant is immediately available to break through nitrogen oxide to avoid, and in the further course of the desorption operating phase, the air ratio is raised to a final value closer to the stoichiometric value one end, so that even if the desorption time which is actually necessary is exceeded slightly, no significant reduction agent slippage occurs.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un procédé pour réaliser des phases opérationnelles de désorption d'un adsorbant d'oxyde d'azote d'un système d'épuration de gaz d'échappement. Selon ce procédé, le rapport entre l'air et les gaz d'échappement acheminés à l'absorbant d'oxyde d'azote est maintenu dans la plage de fonctionnement en mode mélange riche, pendant la phase opérationnelle de désorption. Selon l'invention, le rapport entre l'air et les gaz d'échappement est réglé au début de la phase opérationnelle de désorption sur une valeur initiale de mélange riche, minimale, pouvant être prédéterminée, puis est augmenté au cours de la phase opérationnelle de désorption pour atteindre une valeur finale de mélange riche, pouvant être prédéterminée, obtenue au plus tard à la fin de la phase opérationnelle de désorption. Ce procédé peut être mis en oeuvre par exemple pour effectuer la désorption d'un adsorbant d'oxyde d'azote d'un système d'épuration de gaz d'échappement d'un moteur à combustion interne de véhicule automobile, fonctionnant en mode mélange pauvre.
PCT/EP2000/001297 1999-04-08 2000-02-17 Procede pour effectuer la desorption d'un adsorbant d'oxyde d'azote d'un systeme d'epuration de gaz d'echappement WO2000061931A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19915793.6 1999-04-08
DE19915793A DE19915793A1 (de) 1999-04-08 1999-04-08 Verfahren zur Desorption eines Stickoxidadsorbers einer Abgasreinigungsanlage

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WO2000061931A1 true WO2000061931A1 (fr) 2000-10-19

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Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10054005A1 (de) 2000-11-01 2002-05-08 Daimler Chrysler Ag Verfahren zum Betrieb einer Abgasreinigungsanlage mit Stickoxidspeicher
DE50114044D1 (de) * 2000-11-22 2008-08-07 Volkswagen Ag Verfahren und Vorrichtungen zur Regeneration eines NOx-Speicherkatalysators
DE10064665C2 (de) * 2000-12-22 2003-04-30 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine
DE10113947B4 (de) * 2001-03-22 2004-03-25 Daimlerchrysler Ag Verfahren zur Verringerung des Stickoxidgehalts im Abgas einer im Mager-Fett-Wechsel betreibbaren Brennkraftmaschine
DE10361286B4 (de) 2003-12-24 2013-09-19 Daimler Ag Verfahren zur Regeneration eines Stickoxid-Speicherkatalysators
DE102004006877A1 (de) 2004-02-12 2005-09-15 Robert Bosch Gmbh Verfahren zur Reduzierung schädlicher Abgase einer Brennkraftmaschine
JP4572831B2 (ja) 2005-12-26 2010-11-04 株式会社デンソー 内燃機関の排気浄化装置

Citations (2)

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Publication number Priority date Publication date Assignee Title
WO1998055742A1 (fr) * 1997-06-03 1998-12-10 Siemens Aktiengesellschaft PROCEDE DE REGENERATION D'UN CATALYSEUR ACCUMULATEUR DE NOx
EP0898067A2 (fr) * 1997-08-21 1999-02-24 Nissan Motor Co., Ltd. Système de purification de gaz d'échappement pour un moteur à combustion interne

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE69326217T3 (de) * 1992-06-12 2009-11-12 Toyota Jidosha Kabushiki Kaisha, Toyota-shi Abgasemissionssteuerungssystem für verbrennungsmotoren
DE69420488T2 (de) * 1993-01-19 2000-04-13 Toyota Motor Co Ltd Abgasreinigungsgerät für eine brennkraftmaschine
DE19543219C1 (de) * 1995-11-20 1996-12-05 Daimler Benz Ag Verfahren zum Betreiben eines Dieselmotors
JPH10288065A (ja) * 1997-04-17 1998-10-27 Honda Motor Co Ltd 内燃機関の空燃比制御装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998055742A1 (fr) * 1997-06-03 1998-12-10 Siemens Aktiengesellschaft PROCEDE DE REGENERATION D'UN CATALYSEUR ACCUMULATEUR DE NOx
EP0898067A2 (fr) * 1997-08-21 1999-02-24 Nissan Motor Co., Ltd. Système de purification de gaz d'échappement pour un moteur à combustion interne

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