WO2007016713A2 - Procede permettant d'elever la temperature des gaz d'echappement dans un moteur a combustion interne - Google Patents

Procede permettant d'elever la temperature des gaz d'echappement dans un moteur a combustion interne Download PDF

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Publication number
WO2007016713A2
WO2007016713A2 PCT/AT2006/000333 AT2006000333W WO2007016713A2 WO 2007016713 A2 WO2007016713 A2 WO 2007016713A2 AT 2006000333 W AT2006000333 W AT 2006000333W WO 2007016713 A2 WO2007016713 A2 WO 2007016713A2
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WO
WIPO (PCT)
Prior art keywords
cylinders
cylinder
fuel
operated
exhaust gas
Prior art date
Application number
PCT/AT2006/000333
Other languages
German (de)
English (en)
Other versions
WO2007016713A3 (fr
Inventor
Dietrich Meyerdierks
Friedrich Köskemeier
Alois Fürhapter
Dirk Denger
Aleksander Pinter
Original Assignee
Avl List Gmbh
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
Priority claimed from AT0134705A external-priority patent/AT500441A3/de
Priority claimed from AT1982006A external-priority patent/AT500991B1/de
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Priority to DE112006002008.0T priority Critical patent/DE112006002008B4/de
Publication of WO2007016713A2 publication Critical patent/WO2007016713A2/fr
Publication of WO2007016713A3 publication Critical patent/WO2007016713A3/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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • 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
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • 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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on 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
    • F02D41/1466—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 a soot concentration or content
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N15/00—Investigating characteristics of particles; Investigating permeability, pore-volume or surface-area of porous materials
    • G01N15/06—Investigating concentration of particle suspensions
    • G01N15/0656—Investigating concentration of particle suspensions using electric, e.g. electrostatic methods or magnetic methods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/05—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a particulate sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0422—Methods of control or diagnosing measuring the elapsed time
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2200/0812—Particle filter loading
    • 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
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • 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
    • F02D41/02—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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for raising the exhaust gas temperature in an internal combustion engine having a plurality of differently operated cylinders, wherein at least a first cylinder, preferably a first group of cylinders is operated with rich fuel / air ratio. Furthermore, the invention relates to a method for determining the loading state of a particulate filter of an internal combustion engine with at least one particle sensor whose measuring principle is based on the occurring voltage drop between two electrodes resulting in accumulating on a sensor surface soot particles. Furthermore, the invention relates to a device for determining the loading state of a particulate filter of an internal combustion engine with at least one upstream of the particulate filter in the exhaust line arranged first particle sensor.
  • a particle sensor which serves to determine the loading of combustion exhaust gases with unburned particles.
  • two metal electrodes are used as a probe, between which the flowing exhaust gas forms a precipitate, the amount and quality to be determined by measuring the resistance. Subsequently, the electrodes are annealed so that the precipitate evaporates and the probe is ready for a new measurement.
  • a probe for a particle sensor whose surface consists of electrically conductive non-metal, such as fullerene.
  • a voltage drop occurs between the electrodes.
  • the voltage drop is proportional to the loading of the particulate filter only within a certain range of the measurement duration.
  • Another object of the invention is to develop a method with which the loading of the particulate filter can be determined as simply as possible.
  • this is achieved in that the fuel / air ratio and / or the load of each actively operated cylinder is set independently of the other cylinders, preferably wherein the combustion in each cylinder individually to the set fuel / air ratio, or the set load adjusted, preferably individually for the set fuel / air ratio, or the set load is optimized.
  • At least one second cylinder preferably a second group of cylinders, is operated with a lean fuel / air ratio.
  • a lean fuel / air ratio By adjusting the charge cylinder selectively, cylinders can be operated at the same load (indicated mean pressure) despite the fact that some of the cylinders are rich and the rest of the cylinders are lean. This significantly increases the smoothness.
  • the filling state of each cylinder can be selected independently of the other cylinders.
  • the setting of the burning rate takes place for example via the turbulence in the combustion chamber. This can be done by varying the timing of the internal combustion engine, for example by the variation of the closing edge of at least one inlet valve and / or the valve lift at least one inlet valve. With variable valve control, the relevant parameters can be changed in a wide range.
  • By adjusting the burning rate preferably increasing it, the combustion can be shifted late, resulting in an increased exhaust gas temperature.
  • the cylinders can be operated with the same load (indicated mean pressure) but different fillings.
  • the air ratio of the exhaust gas of the entire engine can be stoichiometric, slightly lean, or even slightly rich after merging the individual cylinder exhaust gases.
  • the fuel / air ratio in all cylinders is adjusted stoichiometrically, but the cylinders are operated with significantly different indexed mean pressures.
  • at least a second cylinder, preferably a second group of cylinders the injection of the fuel is completely switched off and a predefined secondary air quantity is set via pumped fresh air over the timing of the intake and / or exhaust valves of this cylinder ,
  • the internal torque of the fired cylinders is approximately doubled in a cycle-faithful manner, which significantly improves the combustion stability in the fired cylinders and substantially reduces the raw emissions.
  • the increase in combustion stability can be used to a significant shift of combustion late, thereby increasing the exhaust gas temperature and thus the catalyst are heated with minimal raw emissions.
  • This effect can be intensified if the deactivated cylinders pump fresh air to the catalytic converter.
  • the secondary air quantity, or the amount of fresh air pumped through, is set via the control times of this cylinder.
  • the non-deactivated cylinders can be operated with a rich fuel / air mixture.
  • the measures for raising the exhaust gas temperature are preferably used during the warm-up phase until reaching the light-off temperature of the catalyst and / or in phases of low engine load to increase the temperature in the catalyst.
  • the unequal distribution of the fuel / air ratio and / or load during engine operation is reversed at least once, preferably periodically, between the first group and the second group of cylinders.
  • the cylinder load can be thermally uniformed and the cooling of a cylinder running on low or zero load can be prevented.
  • the measures for raising the exhaust gas temperature are preferably carried out as a function of the temperature of the internal combustion engine and / or the temperature of the environment.
  • the loading of the particle filter can be determined in a simple manner by carrying out several measurements with the particle sensor one after the other and interrupting each measurement when a defined voltage drop is reached and the individual measurement periods are recorded and, after interrupting the measurement of the particle filters in an electrical output. transition state is added, and that the individual measurement periods are added to a total duration and from the total duration a size proportional to the loading condition of the particulate filter is formed.
  • the particle filter is set by a burning process of the particles in the electrical output state.
  • the duration of the measurement is - regardless of the operating parameters of the internal combustion engine - directly proportional to the loading of the filter in this period.
  • the particle sensor is electrically heated in such a way that the adsorbed particles are burned off at short notice and the electrical state of the starting point of the measurement is restored.
  • the monitoring of the burning time is controlled by measuring the voltage drop.
  • the burn-off time is to be designed so that it is as small as possible compared to the measuring time.
  • the sensor surface can be catalytically coated to keep the burn-off time and the burn-off temperature small.
  • a variable proportional to the loading state of the filter can be formed with suitable algorithms in the engine control unit. The initiation of the burning process of the particulate filter can thus be triggered at an appropriate time.
  • a first particle sensor upstream of the particulate filter and a second particle sensor downstream of the particulate filter - for on-board Diagnosis monitoring (OBD monitoring) - is arranged and that the time duration of the second particle sensor until reaching a defined voltage drop is set at the time of the first particle sensor until reaching the defined voltage drop and that is concluded in deviation of this ratio of a defined fluctuation range on a malfunction of the particulate filter.
  • OBD monitoring on-board Diagnosis monitoring
  • a measuring device which has a first particle sensor upstream of the particle filter and a second particle sensor downstream of the particle filter.
  • Figure 1 shows a 4-cylinder in-line engine with single-flow catalyst in parallel operation.
  • FIG. 2 shows a 4-cylinder in-line engine with a single-flow catalyst in cycle operation.
  • FIG. 3 shows a 6-cylinder V-engine with double-flow catalyst for parallel operation.
  • FIG. 4 shows a six-cylinder V-engine with double-flow catalytic converter during cycle operation.
  • FIG. 5 shows a 6-cylinder V-engine with single-flow catalyst in parallel operation.
  • FIG. 6 shows a 6-cylinder V-engine with single-flow catalyst in cyclic operation.
  • FIG. 7 shows a six-cylinder in-line engine with twin-flow catalyst in parallel operation.
  • FIG. 8 shows a six-cylinder in-line engine with double-flow catalyst during cycle operation.
  • FIG. 10 shows a 4-cylinder in-line engine with single-cylinder catalyst with cylinder deactivation.
  • FIG. 11 shows a 6-cylinder V-engine with a single-flow catalyst and cylinder deactivation
  • FIG. 12 shows a part of an exhaust line
  • FIG. 13 shows a particle sensor
  • FIG. 14 plots the voltage drop during a particle measurement over time
  • FIG. 15 shows a heating device for the sensor
  • FIG. 16 shows the voltage drop during a burn-off period
  • FIG. 17 shows a measuring arrangement according to the invention
  • FIG. 18 shows the voltage drop for the particle sensors shown in FIG. 17.
  • FIGS 1 to 11 show various internal combustion engines for use of the method according to the invention.
  • Cycle operation refers to an operation in which the charge and / or load between the first and second groups of cylinders is reversed from one to the other engine cycle for a predefined number of cycles.
  • Parallel operation is understood to mean an operation with unequal distribution of charge and / or load between the first and second group of cylinders, in which no change of charge or load between the groups of cylinders is made.
  • the individual cylinders are designated by reference numerals 1, 2, 3, 4, 5, 6. Of the individual cylinders lead two groups of exhaust pipes Ll, L2 to single or double-flow or separate catalysts K.
  • F denotes fat-operated cylinders, M lean-operated cylinders.
  • FIGS. 1 to 9 have in common that one group of cylinders is operated fat and another group of cylinders is operated lean.
  • the rich operation ensures the delivery of hydrocarbon and carbon monoxide to the catalyst K.
  • lean operation ensures the provision of oxygen (O 2 , O) in the catalytic converter.
  • the first and the third cylinder 1, 3 are operated fat and the second, and the fourth cylinder 2, 4 lean.
  • an overall air ratio ⁇ ⁇ > 0.9 is established in the region of the catalyst K.
  • the typical firing order is 1-3-4-2.
  • the variant shown in FIG. 2 differs from the parallel operation indicated in FIG. 1 in that the groups of lean-operated cylinders and rich-operated cylinders change cyclically.
  • a first cycle I for example, the cylinder 1 and the cylinder 3 are operated fat and the cylinders 2 and 4 are operated lean.
  • the second cycle II the cylinders 1 and 3 are lean, but the cylinders 2 and 4 are operated rich.
  • the delivered cylinder torque is adapted to appropriate measures (control times) and is the same for all cylinders.
  • FIG. 3 and FIG. 4 show internal combustion engines with six cylinders and double-flow catalysts K.
  • FIG. 3 shows the situation for a six-cylinder internal combustion engine with two exhaust gas lines L1 and L2 and two catalysts K for parallel operation.
  • the cylinders 1, 4 are operated fat, the cylinders 3, 6 lean.
  • the air ratio ⁇ ⁇ for the cylinders 2, 5 is composed of the average value of the air numbers ⁇ ⁇ of the cylinders 1, 3, or 4, 5.
  • the dashed arrows indicate the typical ignition sequence 1-4-3-6-2-5.
  • the inner load is the same for all cylinders. In the area of the catalysts K, a total air ratio ⁇ ⁇ > 0.9 results.
  • Fig. 4 shows a similar 6-cylinder V-type internal combustion engine as in Fig. 3, wherein the air ratios of the cylinders 1, 3 on the one hand, and 4, 6 on the other cyclically changed.
  • a first cycle I the cylinders 1, 4 are operated in a rich manner and the cylinders 3, 6 are operated lean.
  • a second cycle II the fillings between the cylinders 1, 4 and 3, 6 are reversed, so that the cylinders 1, 4 lean and the cylinders 3, 6 are operated fat.
  • the unequal distribution again corresponds to the situation of the first cycle I.
  • the fuel / air ratio of the cylinders 2, 5 is again set together as the mean value of the fuel / air ratios of the cylinders 1, 3, and 4, 6.
  • FIGS. 5 and 6 show 6-cylinder V-type internal combustion engines, wherein the two exhaust gas lines L1, L2 open into a single-flow catalyst.
  • Fig. 5 shows the situation for parallel operation.
  • the cylinders 1, 2 and 3 are rich, the cylinders 4, 5 and 6 are operated lean.
  • Dashed lines indicate the typical firing order 1-4- 3-6-2-5.
  • the sum of the air numbers ⁇ "> 0.9 is again obtained.
  • Fig. 6 shows the internal combustion engine shown in Fig. 5 with cyclic operation.
  • a first cycle I the cylinders 1, 2 and 3 are operated in a rich and cylinders 4, 5 and 6 are operated lean.
  • a second cycle II the cylinders 1, 2 and 3 are lean and the cylinders 4, 5 and 6 are operated fat.
  • a total air coefficient ⁇ ⁇ of at least 0.9 results.
  • FIG. 7 and 8 show six-cylinder series internal combustion engines with two exhaust gas lines L1 and L2 and twin-flow catalysts K.
  • the cylinders 1, 4 are operated in a rich, cylinders 2, 6 lean.
  • the fuel / air ratios for the cylinder 3, 5 arise as Average values of the fuel / air ratios of the cylinders 2, 4, and 4, 6, respectively.
  • the firing order may be, for example, 1-4-2-6-3-5.
  • a total air coefficient ⁇ ⁇ of at least 0.9 results.
  • Fig. 8 shows the situation for cyclic operation.
  • a first cycle I the cylinders 1, 4 are operated fat, the cylinders 2, 6 lean.
  • the second cycle II the cylinders 1, 4 lean, the cylinders 2, 6 are operated fat.
  • the fuel / air ratios for the cylinders 3, 6 result as average values of the fuel / air ratios of the cylinders 2, 4, and 4 and 6.
  • a total air ratio ⁇ results for each cycle I, II ⁇ of at least 0.9.
  • Fig. 9 shows the situation for a six-cylinder in-line engine with single-flow catalyst K.
  • half of the cylinders for example the cylinder 1, 3 are operated rich, the other half of the cylinders, for example 4, 5 and 6, run lean.
  • the internal combustion engine is operated cyclically, three cylinders are alternately operated rich and lean.
  • the cylinders 1, 2 and 3 are operated in a first cycle I rich, the cylinders 4, 5 and 6 lean.
  • a second cycle II however, the cylinders 1 to 3 lean and the cylinders 4 to 6 are operated fat.
  • an 8-cylinder engine can also be operated in parallel or cyclically.
  • the basic condition is that alternately lean and rich mixture is supplied for the respective catalyst K in firing order.
  • the resulting mixture on the catalyst then sets the desired average.
  • FIGS. 10 and 11 show internal combustion engines in which one group of the cylinders is operated in rich mode and another group of the cylinders is switched off.
  • the deactivated cylinders are designated by reference symbol A.
  • FIG. 10 shows an arrangement with a single-flow catalyst K.
  • the cylinders 1 to 4 open into a single exhaust line Ll, which leads to the catalyst K.
  • Here is a group of cylinders, namely the cylinders 1, 3, operated in bold and the cylinders 2, 4 is turned off, which is indicated by reference numeral A.
  • Fig. 11 shows a 6-cylinder V-type internal combustion engine with a single-flow catalyst K.
  • One possible strategy is to operate the cylinders 1, 2 and 3 rich and shut off the cylinders 4, 5 and 6.
  • FIG. 12 schematically shows an exhaust gas line 101 with a particle filter 102, wherein upstream of the particle filter 102 a first particle sensor 103 is arranged.
  • FIG. 13 shows the sensor principle of the first particle sensor 103.
  • the sensor principle is based on the property of the electrical conductivity of soot particles.
  • a non-conductive surface 104 in the exhaust pipe 105 in front of the particle filter 102 is exposed to the soot particles interspersed exhaust gas flow so that the surface 104 by means of position and shape accumulates particles.
  • This collection arrangement is supplied with direct current U Mess .
  • the voltage drop .DELTA.U across the surface 104 shown in FIG. 14 is used as a measurement signal for evaluating the loading state of the surface 104 of the first sensor 103. Unloaded is the voltage drop .DELTA.U zero, with increasing load the voltage drop ⁇ U asymptotically strives for a limit value.
  • the period between T 0 and Ti is - regardless of the operating parameters of the internal combustion engine - directly proportional to the loading of the particulate filter 102 in this period .DELTA.T.
  • the surface 104 of the first sensor 103 is electrically heated, the deposited particulates are burned off in the short term and the electrical state of T 0 is produced again when reaching.
  • the monitoring of the burn time .DELTA.T 1 is carried out via the measurement of the voltage drop .DELTA.U, as shown in Fig. 16.
  • the burn-off time must be designed so that it is small compared to the measuring time ⁇ T.
  • the sensor surface 104 may be catalytically coated to keep the burn-off time ⁇ T 1 and burn-off temperature small.
  • FIG. 15 schematically shows the heating of the sensor 103, for example by a PTC heating element 106 and / or by an electrical heating element 107.
  • heat Q 3 is added by the exhaust gas.
  • the measurement voltage U MeSs is applied to the surface 104 of the sensor 103 to monitor the burn-off process.
  • the sum of all loading periods ⁇ T of the first sensor 103 is proportional to the loading of the particulate filter 102: loading ⁇ ⁇ AT], where n is the number
  • the individual measurements is.
  • a variable proportional to the loading state of the particle filter 102 can thus be formed with suitable algorithms in the engine control unit.
  • the initiation of the burning off process of the particulate filter 102 can thus be triggered at an appropriate time.
  • a second particle sensor 103a can be used downstream of the particle filter 102. The determination of the
  • ⁇ degrades ⁇ - - is determined by the ratio of the two time constants ⁇ T 2
  • the ratio of the two time constants is constant in a first approximation. In the case of malfunctions, the ratio shifts to smaller or larger proportions depending on the nature of the malfunction.
  • the voltage drop ⁇ Ui and the corresponding time constant ⁇ Ti is the first particle sensor 103 and the voltage drop .DELTA.U 2, as well as the corresponding time constant .DELTA.T 2 of the second particle sensor 103a shown schematically.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • Dispersion Chemistry (AREA)
  • Analytical Chemistry (AREA)
  • Biochemistry (AREA)
  • General Health & Medical Sciences (AREA)
  • General Physics & Mathematics (AREA)
  • Immunology (AREA)
  • Pathology (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

Procédé permettant d'élever la température des gaz d'échappement dans un moteur à combustion interne comportant plusieurs cylindres à fonctionnement différent, au moins un premier cylindre, de préférence un premier groupe de cylindres, fonctionnant avec un mélange air / carburant riche. Selon la présente invention, pour améliorer la souplesse du moteur, le rapport du mélange air / carburant et / ou la charge de chaque cylindre individuel fonctionnant activement est régulée indépendamment des autres cylindres, la combustion dans chaque cylindre étant de préférence adaptée individuellement au rapport du mélange air / carburant ajusté ou à la charge ajustée.
PCT/AT2006/000333 2005-08-11 2006-08-07 Procede permettant d'elever la temperature des gaz d'echappement dans un moteur a combustion interne WO2007016713A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112006002008.0T DE112006002008B4 (de) 2005-08-11 2006-08-07 Verfahren zur Anhebung der Abgastemperatur bei einer Brennkraftmaschine

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AT0134705A AT500441A3 (de) 2005-08-11 2005-08-11 Verfahren zur bestimmung des beladungszustandes eines partikelfilters einer brennkraftmaschine
ATA1347/2005 2005-08-11
ATA198/2006 2006-02-09
AT1982006A AT500991B1 (de) 2006-02-09 2006-02-09 Verfahren zum anheben der abgastemperatur bei einer brennkraftmaschine

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WO2007016713A2 true WO2007016713A2 (fr) 2007-02-15
WO2007016713A3 WO2007016713A3 (fr) 2007-04-26

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DE102009053269A1 (de) * 2009-11-13 2011-05-26 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine
CN102200063A (zh) * 2010-03-23 2011-09-28 福特环球技术公司 运转火花点火式内燃发动机的方法及实施此方法的内燃发动机
WO2014183065A1 (fr) * 2013-05-09 2014-11-13 Pinnacle Engines, Inc. Allumage de catalyseur a basse température
US9528402B2 (en) 2013-07-26 2016-12-27 Pinnacle Engines, Inc. Early exhaust valve opening for improved catalyst light off
EP3805543A1 (fr) * 2019-10-09 2021-04-14 Toyota Jidosha Kabushiki Kaisha Véhicule et son procédé de commande
EP4001623A1 (fr) * 2020-11-11 2022-05-25 Toyota Jidosha Kabushiki Kaisha Organe de commande et procédé de commande pour un moteur à combustion interne
CN114542243A (zh) * 2020-11-11 2022-05-27 丰田自动车株式会社 内燃机的控制装置
EP4063639A1 (fr) * 2021-02-24 2022-09-28 Toyota Jidosha Kabushiki Kaisha Dispositif de commande et procédé de commande pour moteur à combustion interne

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US5758493A (en) * 1996-12-13 1998-06-02 Ford Global Technologies, Inc. Method and apparatus for desulfating a NOx trap
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DE102009053269A1 (de) * 2009-11-13 2011-05-26 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine
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CN102200063A (zh) * 2010-03-23 2011-09-28 福特环球技术公司 运转火花点火式内燃发动机的方法及实施此方法的内燃发动机
WO2014183065A1 (fr) * 2013-05-09 2014-11-13 Pinnacle Engines, Inc. Allumage de catalyseur a basse température
US9528402B2 (en) 2013-07-26 2016-12-27 Pinnacle Engines, Inc. Early exhaust valve opening for improved catalyst light off
US11214243B2 (en) 2019-10-09 2022-01-04 Toyota Jidosha Kabushiki Kaisha Vehicle and control method thereof
EP3805543A1 (fr) * 2019-10-09 2021-04-14 Toyota Jidosha Kabushiki Kaisha Véhicule et son procédé de commande
US11541872B2 (en) 2019-10-09 2023-01-03 Toyota Jidosha Kabushiki Kaisha Vehicle and control method thereof
EP4001623A1 (fr) * 2020-11-11 2022-05-25 Toyota Jidosha Kabushiki Kaisha Organe de commande et procédé de commande pour un moteur à combustion interne
CN114542243A (zh) * 2020-11-11 2022-05-27 丰田自动车株式会社 内燃机的控制装置
CN114542244A (zh) * 2020-11-11 2022-05-27 丰田自动车株式会社 内燃机的控制装置及方法
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CN114542244B (zh) * 2020-11-11 2023-09-08 丰田自动车株式会社 内燃机的控制装置及方法
CN114542243B (zh) * 2020-11-11 2024-03-08 丰田自动车株式会社 内燃机的控制装置
EP4063639A1 (fr) * 2021-02-24 2022-09-28 Toyota Jidosha Kabushiki Kaisha Dispositif de commande et procédé de commande pour moteur à combustion interne

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DE112006002008B4 (de) 2022-07-07
DE112006002008A5 (de) 2008-07-03

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