WO2016078740A1 - Procédé permettant de faire fonctionner un dispositif d'entraînement pour un véhicule automobile et dispositif d'entraînement - Google Patents

Procédé permettant de faire fonctionner un dispositif d'entraînement pour un véhicule automobile et dispositif d'entraînement Download PDF

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Publication number
WO2016078740A1
WO2016078740A1 PCT/EP2015/002138 EP2015002138W WO2016078740A1 WO 2016078740 A1 WO2016078740 A1 WO 2016078740A1 EP 2015002138 W EP2015002138 W EP 2015002138W WO 2016078740 A1 WO2016078740 A1 WO 2016078740A1
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WO
WIPO (PCT)
Prior art keywords
cylinder
combustion engine
internal combustion
fuel
nitrogen oxide
Prior art date
Application number
PCT/EP2015/002138
Other languages
German (de)
English (en)
Inventor
Markus Wüstner
Original Assignee
Daimler 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 Daimler Ag filed Critical Daimler Ag
Publication of WO2016078740A1 publication Critical patent/WO2016078740A1/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
    • F02D41/02—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
    • 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
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • 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
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/10—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying inlet or exhaust valve timing
    • 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
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/14—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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/101—Three-way catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • 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
    • F02D2041/0265—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to decrease temperature of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • 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
    • 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

Definitions

  • the invention relates to a method for operating a drive device for a motor vehicle.
  • introduction of fuel into at least one cylinder of an internal combustion engine of the motor vehicle is prevented.
  • a fluid from the at least one cylinder is introduced into an exhaust system coupled to the internal combustion engine.
  • At least a subset of the fluid then flows through a arranged in the exhaust system nitrogen oxide storage catalyst.
  • a temperature of the nitrogen oxide storage catalyst is determined.
  • DE 10 2004 058 942 A1 describes a system for regulating the valve timing of an engine with cylinder deactivation.
  • a valve actuator is operated so that one cylinder group of the engine performs a combustion and another
  • the fuel cutoff is deactivated in this case when a temperature of an exhaust gas emission control device, which is coupled to the group of deactivated cylinders, drops below a minimum temperature.
  • the exhaust emission control device may be a nitrogen oxide storage catalyst.
  • DE 100 61 645 A1 describes a method for operating a lean-running gasoline engine.
  • the exhaust gas of the gasoline engine or a nitrogen oxide storage catalyst are cooled with air or with a coolant.
  • a cooling air flow can be targeted via air baffles to a heat exchanger and thus ensure increased heat dissipation.
  • water can be used to achieve increased heat dissipation.
  • Cooling of the nitrogen oxide storage catalyst should allow homogeneous lean engine operation rather than homogeneous stoichiometric engine operation in the medium speed range.
  • a disadvantage here is the fact that the provision of such air or water using cooling device is associated with a relatively large effort. The extra piping necessary for this is namely unfavorable in terms of cost and packaging.
  • Object of the present invention is therefore to provide a method of the type mentioned above and designed for carrying out the method drive device, which or which is particularly low effort.
  • the introduction of the fuel into the at least one cylinder is then prevented when the temperature of the nitrogen oxide storage catalytic converter is greater than a predetermined threshold value.
  • the non-firing of the at least one cylinder that is, the prevention of the introduction of fuel into the at least one cylinder, is accordingly used to cool the nitrogen oxide storage catalyst. Namely, if there is no combustion in the at least one cylinder due to the shutdown of the injection, the cooling of the catalyst with the compared to hot exhaust gas cold fluid from the at least one cylinder, in which it is substantially in the cylinder introduced air acts.
  • baffles or similar hardware components are needed for cooling the nitrogen oxide storage catalyst so no additional pipes, baffles or similar hardware components are needed. Rather, can be used as the fluid directly the cold air from the internal combustion engine for cooling the nitrogen oxide storage catalytic converter, said cold air passes through the exhaust system to the nitrogen oxide storage catalyst.
  • a temperature of the nitrogen oxide storage catalytic converter can be reached particularly quickly, which enables fuel-efficient operation of the internal combustion engine.
  • By inhibiting the introduction of fuel into the at least one cylinder however, not only a rapid cooling of the nitrogen oxide storage catalyst can be achieved. Rather, can be reduced by this type of Zylinderausblendung also a specific fuel consumption of the internal combustion engine. This is conducive to the fuel-saving operation of the motor vehicle.
  • At least partially balancing the shutdown of the fuel injection in the at least one cylinder can at least one further cylinder of the
  • an exhaust valve of the at least one cylinder is closed later than an exhaust valve of at least one further cylinder of the internal combustion engine, in which fuel is introduced.
  • an inlet valve of the at least one cylinder may be opened earlier than an inlet valve of the at least one further cylinder.
  • the valve opening times can be ensured that the air introduced into the cylinders not acted upon with compressed air is pushed out of the cylinder in a particularly uncompressed manner. This air can then be used particularly well for cooling the catalyst.
  • Such a decompression in the at least one cylinder can be achieved, in particular, if the adjustment of the closing time of the outlet valve and the opening time of the inlet valve present a particularly large overlap of the valve opening times.
  • a valve train For adjusting the opening times of the at least one exhaust valve and the at least one intake valve, a valve train can be used, which has a corresponding adjustment unit, for example in the form of a cam adjustment.
  • the exhaust valve may be kept fully open in a discharge stroke of the non-fueled cylinder to within a range of 60 to 30 degrees crank angle before top dead center of the exhaust stroke and, for example, at 45 degrees crank angle after top dead center, that is, at the beginning of the subsequent intake stroke , still partially open.
  • a range of 60 degrees to 30 degrees before top dead center at the end of the exhaust stroke may be kept fully open in a discharge stroke of the non-fueled cylinder to within a range of 60 to 30 degrees crank angle before top dead center of the exhaust stroke and, for example, at 45 degrees crank angle after top dead center, that is, at the beginning of the subsequent intake stroke , still partially open.
  • a range of 60 degrees to 30 degrees before top dead center at the end of the exhaust stroke may be kept fully open in a discharge stroke of the non-fueled cylinder to within a range of 60 to 30 degrees crank angle before top dead center of the exhaust stroke and, for example, at 45 degrees crank angle after top dead center, that is, at the beginning of the subsequent intake stroke , still partially open.
  • Ausschiebetakt s the intake valve to be opened and shortly after reaching top dead center already be fully open.
  • the above values are however, only as an example for valve lift curves of the exhaust valve and the intake valve, which lead to a comparatively large overlap of the valve opening times.
  • an exhaust valve of the at least one cylinder may be opened earlier than an exhaust valve of at least one further cylinder
  • the at least one exhaust valve may already be fully opened before reaching a bottom dead center at the end of an expansion stroke of the at least one cylinder. This, too, is conducive to the goal of pushing the air introduced into the cylinder, which is not fueled, as uncompressed as possible out of the cylinder and using it to cool the nitrogen oxide storage catalytic converter.
  • an inlet valve of the at least one cylinder into which no fuel is introduced can be closed later than an inlet valve of the at least one further cylinder, into which fuel is injected.
  • the at least one inlet valve is still kept fully open during a part of a compression stroke of the at least one cylinder. This measure is the admission of the nitrogen oxide storage catalyst with relatively cool, directly from the
  • the intake valve can still be kept fully open, for example at 90 degrees crank angle after the beginning of the compression stroke and only when reaching the top dead center at the end of the
  • Valve opening times, or valve closing times, are merely exemplary of valve lift curves that allow expulsion of substantially uncompressed air or the like fluid from the deactivated injection cylinder.
  • the internal combustion engine can therefore be provided to operate the internal combustion engine with the lean air-fuel mixture when the temperature of the nitrogen oxide storage catalyst is less than 450 ° C.
  • the cached nitrogen oxides can then be reduced to nitrogen by short-term enrichment of the air-fuel mixture and thus the nitrogen oxide storage catalyst can be prepared for the next storage.
  • the introduction of the fuel is prevented in the at least one cylinder when a speed of the internal combustion engine is between about 1000 U / min to about 3000 U / min. At such speeds, the introduction of fuel into the at least one cylinder can be prevented without this being perceived as disturbing for a user of the motor vehicle. Additionally or alternatively, the introduction of the fuel into the at least one cylinder is preferably inhibited when a load of the internal combustion engine is not more than about 70% of a full load of the internal combustion engine.
  • the preferred operating range for the cooling of the nitrogen oxide storage catalytic converter by switching off the injection is therefore in the lower speed range and at low loads.
  • At least one cylinder is particularly noticeable. As further advantageous, it has been shown that the introduction of the fuel is prevented in the at least one cylinder when a torque provided by the internal combustion engine less than 50% of a maximum of the
  • Internal combustion engine is deployable torque.
  • a particularly harmonious switching to an engine operation take place, in which for the purpose of cooling the nitrogen oxide storage catalyst in the at least one cylinder no fuel is introduced.
  • the torque provided by the internal combustion engine, in which the introduction of the fuel into the at least one cylinder is prevented may be less than 30% of the nominal torque or maximum torque that can be supplied.
  • the introduction of the fuel is prevented in the at least one cylinder as soon as a vehicle speed of the motor vehicle for a predetermined period of time by not more than a predetermined amount deviates from a predetermined value of the vehicle speed. It is preferred to prevent the introduction of the fuel into the at least one cylinder when there is a constant travel at which it is hardly too strong
  • the predetermined value of the vehicle speed may be less than 50 km / h, so that in particular in constant driving at low driving speeds, the injection of the fuel is turned off in the at least one cylinder.
  • a particularly strong and rapid cooling of the nitrogen oxide storage catalyst is further achievable if the introduction of the fuel is prevented in a plurality of cylinders.
  • two cylinders can be switched off in order to ensure particularly rapid cooling of the nitrogen oxide storage catalytic converter.
  • the drive device according to the invention for a motor vehicle comprises a
  • the drive device comprises a device for determining a temperature of the nitrogen oxide storage catalytic converter.
  • the drive device also includes a control device which is designed to prevent an introduction of fuel into at least one cylinder depending on whether the temperature of the nitrogen oxide storage catalytic converter is greater than a predetermined threshold value.
  • the nitrogen oxide storage catalytic converter can be cooled with particularly low expenditure, namely by the injection of fuel into the at least one cylinder being prevented by the control device when the threshold value of the temperature is exceeded.
  • a control device in particular an engine control unit can be used.
  • a temperature sensor may be provided for determining the temperature of the nitrogen oxide storage catalytic converter. Additionally or alternatively, it can be concluded on the basis of the operating conditions, in particular of the internal combustion engine to the temperature of the nitrogen oxide storage catalytic converter. It can therefore also be determined by means of the control device, the temperature of the nitrogen oxide storage catalyst.
  • the advantages and preferred embodiments described for the method according to the invention also apply to the drive device according to the invention and vice versa.
  • Storage catalyst is shown at different operating conditions, with a particularly rapid and strong cooling is achieved in that in at least one cylinder of the internal combustion engine, no fuel is injected;
  • valve lift curves which are set for the at least one cylinder, in which no fuel is injected
  • Fig. 3 shows a drive device of a motor vehicle with the
  • FIG. 4 shows the drive device according to FIG. 3 in an operating mode in which the
  • Vehicle such as a motor vehicle, illustrates which one
  • Internal combustion engine 14 and coupled to the internal combustion engine 14 exhaust system 16 includes (see FIG. 3).
  • the exhaust system 16 is comparatively hot. Accordingly, a nitrogen oxide storage catalytic converter 18 arranged in the exhaust system 16 also has a high temperature (see FIG. 3).
  • the temperature is above a threshold, which is plotted on an ordinate 20 in FIG.
  • the temperature of the nitrogen oxide storage catalyst 18 may be more than 450 ° C, in particular more than 500 ° C. With such a high temperature of the nitrogen oxide storage catalytic converter 18, the nitrogen oxide storage catalytic converter 18 is no longer able to store nitrogen oxides to a sufficient degree. With regard to compliance with low nitrogen oxide values in the exhaust gas of the internal combustion engine 14, it is therefore advantageous if the temperature of the
  • Nitrogen storage catalyst 18 is lowered, so the catalyst is cooled.
  • FIG. 1 an operation of the internal combustion engine 14 is illustrated by a further arrow 22, in which there is a slow cooling of the exhaust system 16. During this operation of the internal combustion engine 14 of the
  • the stoichiometric operation of the internal combustion engine 14, which is illustrated by the arrow 22, may in particular be a homogeneous operation, in which therefore the mixture composition is the same in the entire combustion chamber of each cylinder 26, 28 of the internal combustion engine 14 (see FIG. 3) ,
  • a situation may occur, for example, if after a continuous operation at high load, such as occurs when driving on a highway, the motor vehicle leaves the highway and the internal combustion engine 14 is operated at a lower load.
  • a corresponding curve 30 in FIG. 1 illustrates the slow cooling of the nitrogen oxide storage catalytic converter 18.
  • the nitrogen oxide storage catalytic converter 18 has another predetermined threshold value 34 reaches the temperature, which may for example be 450 ° C.
  • the mode of operation of the internal combustion engine 14 is then changed over to a lean operation 36, ie to an operating mode with an air ratio ⁇ > 1. This known from the prior art operation of the internal combustion engine 14 is unfavorable in terms of fuel consumption.
  • a lean operation 40 of the internal combustion engine 14 can be switched over. Also in this lean operation 40, the internal combustion engine 14 is operated with a lean air-fuel mixture, ie with an air ratio ⁇ > 1.
  • the starting point in this method is again illustrated in FIG. 1 by an arrow 42, which represents the state of the exhaust system 16 -for example, by continuous operation at high load.
  • a predetermined threshold for example a threshold at which no or only a greatly reduced storage of nitrogen oxides in the nitrogen oxide storage catalyst 18 takes place
  • a blocking 44 of the injection of fuel in at least one cylinder 28.
  • a predetermined threshold for example a threshold at which no or only a greatly reduced storage of nitrogen oxides in the nitrogen oxide storage catalyst 18 takes place.
  • a method for operating the drive device 12 a fuel economy can be achieved because at least one cylinder 28 is not acted upon with fuel. In the present case, even in two cylinders 28 of the total of four cylinders 26, 28, no fuel is injected.
  • Another fuel savings results in a subsequent period 52, which ranges from time 38 to time 32. During this period 52, the reduction in specific fuel consumption is compared to the
  • crankshaft angles are indicated in degrees on an abscissa 56 and the valve lift in millimeters on an ordinate 58.
  • a first curve 60 illustrates the valve lift of at least one exhaust valve and a second curve 62 illustrates the valve lift of at least one intake valve of the respective cylinder 28 in which no fuel is injected.
  • the internal combustion engine 14 of the drive device 12 includes in a conventional manner, a crankcase, a piston group, optionally ancillary components, and a cylinder head with a valve train.
  • the valve train includes an adjustment unit for the discrete switching of valve lift curves on the intake side and on the exhaust side. With such an adjustment unit, for example, the curves 60, 62 of the exhaust valve and the intake valve are set, which are shown in Fig. 2.
  • the cam geometry is preferably such that in the case of the at least one cylinder 28, in the present case, for example, in the case of the two cylinders 28, it is possible to generate an extensive decompression. So begins the present Exhaust valve of the respective cylinder 28 already open at the beginning of the expansion stroke 64, and at about minus 270 degrees crankshaft angle, the exhaust valve is fully open. This open position is maintained in the Ausschiebetakt 66, and only at about minus 45 degrees crankshaft angle, the exhaust valve begins to close again. At the beginning of the intake stroke 68, the complete closing of the exhaust valve gradually takes place, which can be completely closed, for example, at a value between 45 degrees crankshaft angle and 90 degrees crankshaft angle in the intake stroke 68 (compare curve 60).
  • the intake valve already opens during the exhaust stroke 66.
  • the intake valve is already shortly after the top dead center OT at the end of the exhaust stroke 66, ie fully opened at the beginning of the intake stroke 68.
  • the intake valve is held into the compression stroke 70, wherein a closing of the intake valve, for example starting from about 270 degrees crankshaft angle in the compression stroke 70 and may be completed when reaching the top dead center OT at the end of the compression stroke 70.
  • valve lift illustrated by way of example in FIG. 2 with very long opening times on the inlet side and the outlet side of the cylinders 28 ensures that the air 94 sucked into the cylinders 28 of the internal combustion engine 14 (see FIG. 4) is largely uncompressed from the cylinders 28 is pushed. This air 94 can then be used particularly well for cooling the nitrogen oxide storage catalytic converter 18.
  • a suction line 72 of the drive device 12 may comprise an intake pipe 74, which is coupled to a compressor of an exhaust gas turbocharger 76. From the exhaust gas turbocharger 76, the sucked air preferably passes through a charge air cooler 78 in the internal combustion engine 14. In the
  • Ansaugstrang 72 upstream of the internal combustion engine 14, a throttle valve 80 may be provided.
  • the exhaust system 16 includes the nitrogen oxide storage catalyst 18 and the optionally upstream three-way catalyst 24 which may additionally have nitrogen oxide storage properties.
  • a bypass line 82 the exhaust gas guided from an exhaust manifold 84 to the exhaust gas turbocharger 76 can be guided past a turbine 86 of the exhaust gas turbocharger 76.
  • a valve or a flap 88 may be arranged, which is also referred to as wastegate.
  • a temperature sensor 90 about a temperature sensor 90, the present in the nitrogen oxide storage catalyst 18 temperature can be measured.
  • an engine control unit 92 or such a control device can determine the temperature of the nitrogen oxide storage catalytic converter 18 on the basis of the operating parameters of the internal combustion engine 14.
  • Fig. 3 is a normal operation of the drive device 12 is shown, in which in all cylinders 26, 28 of the internal combustion engine 14 fuel is injected and thus the exhaust system 16 and consequently also the nitrogen oxide storage catalyst 18 is acted upon with relatively hot exhaust gas.
  • FIG. 4 illustrates the drive device 12 in an operating state in which the exhaust system 16 and thus also the nitrogen oxide storage catalytic converter 18 are cooled.
  • the valve lifting curves of the two cylinders 28 are changed relative to the valve lift curves of the cylinders 26 by means of the adjusting unit, in which fuel is still injected.
  • no fuel is injected into the two cylinders 28. Consequently, the largely uncompressed cold air 94 is expelled from the two cylinders 28, and this cold air 94 enters the exhaust manifold 84.
  • the temperature of the exhaust gas flowing through the bypass line 82 and / or via the turbine 86 of the exhaust gas turbocharger 76 is lower than in the operating state shown in FIG. 3.
  • the nitrogen oxide storage catalytic converter 18 can be cooled rapidly. Accordingly, the lean operation 40 can be set particularly quickly.
  • the throttle valve 80 is preferably during the Unterbindens 44 of the fuel supply to the cylinders 28 to a large extent, in particular at least approximately completely open.
  • a preferred operating range, in which the nitrogen oxide storage catalyst 18 is cooled in the manner described above, may be at a lower
  • Limited speed range for example, at speeds in the range of about 1000 U / min to about 3000 U / min.
  • the load of the internal combustion engine 14 is, depending on the number of cylinders 26, 28 and after the displacement preferably about 70% of the suction full load. In a four-cylinder, 2.0-liter internal combustion engine 14, this corresponds approximately to a load of 70 nos.
  • the illustrated with reference to FIG. 2 and FIG. 4 cooling operation for reducing the temperature of the nitrogen oxide storage catalyst 18 may in particular be made until the nitrogen oxide storage catalyst 18 has cooled to less than 450 ° C and the engine operating point within the preferred Operating range is located.
  • the time required for the cooling of the nitrogen oxide storage catalyst 18 is dependent on the mixing temperature of the exhaust gas, ie the proportion of air 94 in the exhaust gas, the displacement of the internal combustion engine 14 and the size of the nitrogen oxide storage catalyst 18th
  • the injection into the cylinder 28 are prevented and the valve opening times, for example, as explained with reference to FIG. 2 adjusted when the lowest possible torque is delivered from the internal combustion engine 14. This may be the case, for example, in the case of a constant travel of up to 50 km / h and is preferred when less than 50%, in particular less than 30%, of a rated torque of the internal combustion engine 14 are output as torque from the internal combustion engine 14.
  • Constraints on converting exhaust components using the three-way catalyst 24 are transient and are not significant. LIST OF REFERENCE NUMBERS

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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)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un dispositif d'entraînement (12) pour un véhicule automobile, selon lequel l'introduction de carburant dans au moins un cylindre (28) d'un moteur à combustion interne (14) du véhicule automobile est empêchée. Un fluide (94) provenant du ou des cylindres (28) est introduit dans un système d'échappement (16) accouplé au moteur à combustion interne (14). Au moins une quantité partielle (94) de fluide traverse un catalyseur à accumulation d'oxyde d'azote (18) agencé dans le système d'échappement (16). Une température du catalyseur à accumulation d'oxyde d'azote (18) est déterminée. L'introduction du carburant dans le ou les cylindres (28) est alors interrompue lorsque la température du catalyseur à accumulation d'oxyde d'azote (18) est supérieure à une valeur seuil prédéfinie. L'invention concerne en outre un dispositif d'entraînement (12).
PCT/EP2015/002138 2014-11-21 2015-10-28 Procédé permettant de faire fonctionner un dispositif d'entraînement pour un véhicule automobile et dispositif d'entraînement WO2016078740A1 (fr)

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DE102014017303.8 2014-11-21
DE102014017303.8A DE102014017303A1 (de) 2014-11-21 2014-11-21 Verfahren zum Betreiben einer Antriebseinrichtung für ein Kraftfahrzeug und Antriebseinrichtung

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DE102021200870A1 (de) 2021-02-01 2022-08-04 Vitesco Technologies GmbH Verfahren und Vorrichtung zum Betreiben eines seriellen Hybrid-Antriebsstrangs
DE102021211939A1 (de) 2021-10-22 2023-04-27 Volkswagen Aktiengesellschaft Abgasnachbehandlungssystem für einen Verbrennungsmotor

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EP1479895A2 (fr) * 2003-05-22 2004-11-24 Volkswagen AG Procédé pour supprimer la coupure d'injection en décéleration d'un moteur à combustion interne en régime de décéleration
DE102010007209A1 (de) * 2010-02-05 2011-08-11 Daimler AG, 70327 Verfahren zum Behandeln von Abgas einer Verbrennungskraftmaschine

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DE19858990A1 (de) * 1998-12-21 2000-06-29 Volkswagen Ag NOx-Speicher-Katalysator
DE10160438A1 (de) * 2000-12-21 2002-07-18 Avl List Gmbh Verfahren zum Betreiben einer fremdgezündeten Brennkraftmaschine
DE10215479A1 (de) * 2002-04-09 2003-10-23 Opel Adam Ag Verfahren zum Betreiben einer Brennkraftmaschine mit Abgasrückführung, Abgaskatalysator und Schubabschaltung
EP1479895A2 (fr) * 2003-05-22 2004-11-24 Volkswagen AG Procédé pour supprimer la coupure d'injection en décéleration d'un moteur à combustion interne en régime de décéleration
DE102010007209A1 (de) * 2010-02-05 2011-08-11 Daimler AG, 70327 Verfahren zum Behandeln von Abgas einer Verbrennungskraftmaschine

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