CN109989813B - 废气后处理***和用于内燃机的废气后处理的方法 - Google Patents
废气后处理***和用于内燃机的废气后处理的方法 Download PDFInfo
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- 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
- F01N13/009—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 separate purifying devices arranged in series
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Abstract
本发明涉及一种用于内燃机(10)、尤其用于借助于火花塞(16)外部点火的奥托发动机(10)的废气后处理***。在此,在与内燃机(10)的输出部(12)相连接的废气设施(20)中布置有四元催化器(30,32)和至少一个三元催化器(28,34)。在此,在废气设施(20)的废气通道(22)处设置有废气燃烧器(36),利用该废气燃烧器可直接在四元催化器(30)下游将较热的废气引入到废气设施(20)中。通过二次空气泵(40)利用新鲜空气供给废气燃烧器(36)。此外,本发明涉及一种用于利用这种废气后处理***进行内燃机(10)的废气后处理的方法。
Description
技术领域
本发明涉及根据本发明所述的一种用于内燃机的废气后处理***以及一种用于内燃机的废气后处理的方法。
背景技术
废气法规的持续强化对车辆制造商提出了较高的要求,所述要求通过用于减少发动机原始排放的相应的措施并且通过相应的废气后处理解决。随着引入法规级别EU6,针对奥托发动机(Ottomotor,有时也称为汽油发动机)规定了对于颗粒数的极限值,所述极限值在许多情况中使得奥托颗粒过滤器的使用成为必要。特别在内燃机的冷起动之后,由于不完全的燃烧与过化学计量的燃烧空气比以及在冷起动期间冷的气缸壁相组合,产生这种碳黑颗粒。由此,冷起动阶段对于遵守法律规定的颗粒极限值来说是决定性的。在行驶运行时,这种奥托颗粒过滤器继续以碳黑加载。为了废气背压不会过强地升高,该奥托颗粒过滤器必须连续地或周期性地再生。废气背压(Abgasgegendruck)的升高可导致内燃机的额外消耗、功率损失和运转安静(Laufruhe)的损害,直至导致点火中断。为了利用氧气执行留在奥托颗粒过滤器中的碳黑的热氧化,充分高的温度水平结合同时在奥托发动机的废气设施中存在的氧气是必要的。因为现代的奥托发动机通常以化学计量的燃烧空气比(λ=1)在没有氧气过量的情况下运行,为此需要附加的措施。为此,作为措施,例如考虑通过点火角度调整的温度提高、奥托发动机的暂时的稀调整(Magerverstellung)、二次空气到废气设施中的吹入、或者这些措施的组合。优选地,至今为止,点火角度调整在迟的方向上与奥托发动机的稀调整组合使用,因为该方法在没有附加的构件的情况下也行,并且在奥托发动机的大多数运行点中能够提供充分的氧气量。
由于在奥托发动机的情形中的良好的效率,在确定的运行情况中不可实现在底部位置中的颗粒过滤器的再生,从而在底部位置中的颗粒过滤器的再生需要特殊的行驶循环(Fahrzyklen)。颗粒过滤器的发动机附近的定位是适宜的,因为由此在颗粒过滤器处存在更高的废气温度,并且简化了到再生温度上的加热。在具有以三元催化的方式作用的覆层的三元催化器(Drei-Wege-Katalysator)、所谓的四元催化器的情形中,另一问题是如下事实,即,覆层可具有较强的老化迹象,从而为了气态的有害物质的转化,附加的三元催化器在发动机附近的位置中能够是需要的。
从文献DE 10 2008 036 127 A1中已知一种用于内燃机的废气后处理的方法,在该内燃机的废气通道中布置有颗粒过滤器和三元催化器。在此,颗粒过滤器作为废气后处理的第一部件布置在内燃机的输出部下游。在颗粒过滤器下游布置有三元催化器。在此,经由三元催化器的λ调节提高在废气中的氧气含量以用于颗粒过滤器的再生。
文献DE 10 2010 046 747 A1公开了一种用于奥托发动机的废气后处理***以及一种用于废气后处理的方法。在此,在三元催化器下游布置有颗粒过滤器,其中,为了再生留在颗粒过滤器中的碳黑颗粒,可提供有二次空气***,该二次空气***在三元催化器下游并且在颗粒过滤器上游将新鲜空气吹入到废气设施(Abgasanlage)中。
从文献DE 10 2015 212 514 A1中已知一种用于内燃机的废气后处理的方法和装置,在其中,在废气通过废气通道的流动方向上布置有发动机附近的三元催化器并且在三元催化器下游布置有颗粒过滤器,其中,为了颗粒过滤器的再生,在废气涡轮增压器的压缩机下游从进气道中放出新鲜空气,并且将新鲜空气输送给在三元催化器下游并且在颗粒过滤器上游的废气通道。
然而,在已知的解决方案中不利的是,利用从现有技术中已知的方法,在内燃机的弱负载循环中不能实现在机动车的底部位置中的颗粒过滤器的再生。
发明内容
本发明的任务是,实现四元催化器的与行驶特性(Fahrprofil)无关的部分再生并且避免在再生时的二次排放。
根据本发明,该任务通过带有废气设施的用于内燃机的废气后处理***实现,该废气设施与内燃机的输出部(Auslass)相连接。在此,废气设施包括废气通道,在该废气通道中布置有至少一个三元催化器和四元催化器。此外,废气后处理***包括二次空气泵和废气燃烧器,其中,直接在四元催化器上游设置有引入部位,在该引入部位处可将废气后处理***的废气燃烧器的较热的废气引入到废气设施中。就此而言,引入部位直接在四元催化器上游的布置理解成,在引入部位和四元催化器之间未布置另外的起催化作用的用于废气后处理的部件。然而可行的是,在引入部位和四元催化器之间构造有混合段(Mischstrecke),在该混合段中在进入到四元催化器中之前可将废气燃烧器的较热的废气与内燃机的废气混合。通过废气燃烧器,可将较高的能量量(Energiemenge)带入到废气设施中,由此,四元催化器可在再生要求之后立即被加热到其再生温度上。此外,在冷起动时,废气燃烧器被用于加热四元催化器,因此在冷起动之后四元催化器立即达到其起燃温度并且由此实现有害物质的有效的转化。优选地,内燃机实施成根据奥托原理的借助于火花塞外部点火的内燃机。
通过在本发明中列举的特征,可实现用于内燃机的根据本发明的废气后处理***的有利的改善和改进。
在本发明的一种优选的实施方式中设置成,在废气设施中布置有发动机附近的第一三元催化器,并且在发动机附近的三元催化器下游布置有四元催化器,其中,引入部位构造在发动机附近的三元催化器下游且在四元催化器上游。就此而言,三元催化器的在发动机附近的布置可理解成,自内燃机的输出部起,废气后处理部件以小于80cm、尤其小于50cm、特别优选地小于35cm的废气行进长度的布置。由此,可实现尤其在内燃机冷起动之后加速地加热三元催化器。通过三元催化器的在发动机附近的位置,更少的余热经由废气通道的壁损失,从而三元催化器在内燃机的冷起动之后相对早地达到其起燃温度。因为尤其在底部位置中的颗粒过滤器或四元催化器的情形中,在低负载的行驶循环中不能达到为了氧化碳黑所需的再生温度,在这种布置方案中特别有利的是,将废气燃烧器布置在四元催化器或颗粒过滤器上游,以便与内燃机的废气无关地创造加热可能性。此外,因为由于在底部位置中通常更低的温度避免了在四元催化器或颗粒过滤器上不受控的碳黑燃耗(Rußabbrand)的风险,通过经由废气燃烧器的温度调节可实现有效的构件保护。由此,可有效地减小四元催化器或颗粒过滤器的热损害的风险。
在一种有利的实施方式中设置成,在四元催化器下游布置有另一三元催化器。通过三元催化器可消除在氧化四元催化器上的碳黑时的二次排放或者由于在λ调节中的调节偏差引起的排放,由此,实现了排放的进一步减小。
根据本发明的一种优选的实施方式设置成,在废气通道中,在发动机附近的三元催化器上游布置有第一λ传感器,并且直接在四元催化器上游布置有第二λ传感器。由此,利用λ传感器对不仅可进行内燃机的λ调节而且可进行废气燃烧器的调节。在此,从废气燃烧器的出口直到第二λ传感器的较短的气体行进时间是有利的,由此可实现特别快速地调节废气燃烧器的燃烧空气比。在此,第一λ传感器优选地实施成宽带式λ传感器(Breitband-Lambdasonde),以便实现废气中的氧气含量的数量上的说明。第二λ传感器可实施成跃变式λ传感器,以便减小成本并且由此提供废气中的氧气过量的质量上的说明。备选地,第二λ传感器也可实施成宽带式传感器,以便实现废气燃烧器的燃烧空气比的数量上的调节。
备选地,有利地设置成,在发动机附近的第一三元催化器上游布置有第一λ传感器,并且在四元催化器下游布置有第二λ传感器。该变型方案具有的优点是,产生燃烧器气体和内燃机的废气的更好的气体混匀(Gasdurchmischung),并且可实现内燃机的端管排放的评估。
特别优选的是如下一种实施变型方案,在其中在发动机附近的三元催化器上游布置有第一λ传感器,直接在四元催化器上游布置有第二λ传感器,并且在四元催化器下游布置有第三λ传感器。这种实施方式在稍微提高的成本和提高的废气后处理***的复杂性的情况下将两种以上提到的实施方式的优点结合在一起。
在一种优选的实施方式中有利地设置成,在引入部位和四元催化器之间构造有带有至少30cm长度、优选地至少50cm的长度的混合段。由此,可实现在进入到四元催化器中之前废气燃烧器和内燃机的废气的更好的混匀,由此,可实现用于废气后处理的更好的λ调节。由此,可进一步降低排放。
在废气后处理***的一种优选的设计方案中设置成,二次空气泵经由空气管路与废气燃烧器相连接。由此,可调节废气燃烧器的燃烧空气比并且保证在废气燃烧器处的相应地更干净且低排放的燃烧。此外,二次空气泵可在四元催化器或颗粒过滤器的再生阶段(在所述再生阶段中禁用至废气燃烧器的燃烧气体输送)中在引入部位处将用于氧化留在四元催化器或颗粒过滤器中的碳黑所需的氧气引入到废气通道中。这具有的优点是,在废气通道处可仅仅设置一个引入部位。备选地,二次空气泵也可经由第二空气管路直接与在四元催化器上游的废气通道相连接。
根据本发明的一种优选的且有利的实施方式设置成,可以以可变的燃烧空气比使废气燃烧器运行。由此,废气燃烧器可平衡在内燃机的冷起动阶段中的λ波动、尤其欠化学计量的λ运行,并且由此负责在用于废气燃烧器的较热的燃烧器气体的引入部位下游的化学计量的废气。
在此特别优选的是,在废气燃烧器的引入部位下游调节化学计量的废气。通过化学计量的废气,在位于引入部位下游的三元催化器或四元催化器处可实现特别有效的废气后处理。
根据本发明,提出了一种用于利用根据本发明的废气后处理***根据奥托原理(Ottoprinzip)进行内燃机、尤其借助于火花塞外部点火的内燃机的废气后处理的方法,其包括以下步骤:
- 通过引入废气燃烧器的较热的燃烧器气体将四元催化器加热到再生温度上,其中,在四元催化器下游或第二三元催化器下游调节化学计量的废气,
- 切断废气燃烧器以及在四元催化器上游吹入二次空气,其中,通过过化学计量的废气氧化留在四元催化器中的碳黑,
- 利用欠化学计量的燃烧空气比使内燃机运行,其中,至少基本上清空在二次空气吹入的阶段期间在四元催化器的氧气存储器中存入的氧气。
至少基本上清空氧气存储器可理解成,最大氧气量是储存容量的最大25%、尤其最大15%、特别优选地最大10%。
通过根据本发明的方法,尤其在布置在机动车的底部位置中时,基本上与内燃机的负载状态无关地且与四元催化器的加载状态无关地可实现四元催化器的再生。在此,在每次冷起动时,在其中借助于废气燃烧器加热四元催化器,紧接着这样的加热阶段,执行四元催化器的部分再生。由此,当仅仅通过发动机内部的措施不可实现再生时,即使在典型的弱负载交通的情形中、如例如在城市交通中或短距离运行中也可部分地再生四元催化器。此外,在颗粒过滤器或四元催化器的再生期间也可有效地降低内燃机的排放,因为通过三元催化器进行废气净化并且在二次空气吹入期间切断燃烧器,从而使在四元催化器的再生时的二次排放最小化。通过内燃机的紧接着再生阶段的欠化学计量的运行保证如下,即,不产生由于四元催化器引起的稀突破(Magerdurchbruch)并且由此不再可转化待减少的废气成分,尤其氮氧化物。在此优选的是,内燃机在欠化学计量的运行的阶段中以0.9<λ<0.98的燃烧空气比运行,以便一方面提供充分多的未燃烧的碳氢化合物以用于清空氧气存储器,并且另一方面避免二次排放的增加。
在用于废气后处理的方法的一种优选的实施方式中,设置成,在再生阶段中由内燃机的废气空气比例和吹入的二次空气组成的混合λ(Mischlambda)处于1.05至1.2之间。由此,一方面避免了由于不受控的碳黑燃耗引起的四元催化器的热损坏,另一方面,二次空气吹入不导致四元催化器的过度冷却,从而再生不过早地中止。
在方法的一种优选的实施方式中,设置成,在四元催化器的每次主动加热阶段(在该主动加热阶段中,通过废气燃烧器加热四元催化器)之后,引入四元催化器的再生阶段。由此,如有必要可省去用于在四元催化器上的压力差测量的压力传感器,因为当在每次主动加热阶段中进行四元催化器的部分再生时,不需要取决于加载模型或压力差测量进行再生。
只要在个别情况中没有不同地进行阐述,本发明的在本申请中提到的不同实施方式可有利地相互组合。
附图说明
下面根据附图在实施例中阐释本发明。在此,在不同的图中以相同的附图标记表示相同的构件或带有相同功能的构件。其中:
图1示出了带有根据本发明的废气后处理***的内燃机的第一实施例;
图2示出了带有根据本发明的废气后处理***的内燃机的第二实施例,其中,该废气后处理***附加地在底部位置中在四元催化器下游具有另一三元催化器;
图3示出了具有根据本发明的废气后处理***的内燃机的第三实施例,该废气后处理***带有发动机附近的四元催化器和连接在四元催化器之后的三元催化器;以及
图4示出了图表,在该图表中示出了在执行用于废气后处理的根据本发明的方法时在废气设施中的温度走向和废气空气比例。
参考符号列表
10 内燃机
12 输出部
14 燃烧室
16 火花塞
18 气缸头
20 废气设施
22 废气通道
24 废气涡轮增压器
26 涡轮
28 发动机附近的三元催化器
30 四元催化器
32 发动机附近的四元催化器
34 第二三元催化器
36 废气燃烧器
38 引入部位
40 二次空气泵
42 第一λ传感器
44 第二λ传感器
46 第三λ传感器
48 混合段
50 第一压力传感器
52 第二压力传感器
54 温度传感器
56 信号线路
58 空气管路
60 控制器
<100> 带有主动的废气燃烧器的内燃机的起动阶段
<110> 四元催化器的再生阶段
<120> 清空四元催化器的氧气存储器
<130> 内燃机的化学计量的正常运行
E1 二次空气吹入的结束
E2 发动机的浓调整(Fettverstellung)的结束
S 内燃机的起动
TvP在四元催化器之前的温度
TR 四元催化器的再生温度
TLO 四元催化器的起燃温度
λvT在发动机附近的催化器上游的废气空气比例
λE 在最后的起催化作用的废气后处理部件下游的废气空气比例。
具体实施方式
图1示出了内燃机10的示意图,该内燃机10的输出部12与废气设施20相连接。内燃机10实施成奥托发动机,该奥托发动机借助于火花塞16外部点火并且具有多个燃烧室14。内燃机10优选地实施成借助于废气涡轮增压器24加载的内燃机10,其中,废气涡轮增压器24的涡轮26布置在输出部12下游且在减小排放的第一废气后处理部件上游、尤其在发动机附近的三元催化器28上游。废气设施20包括废气通道22,在该废气通道中在废气通过废气通道22的流动方向上布置有发动机附近的三元催化器28,并且在发动机附近的三元催化器28下游布置有四元催化器30。发动机附近的三元催化器28自内燃机10的输出部12起以小于80cm的废气行进长度、尤其小于50cm的废气行进长度的距离布置。四元催化器30优选地布置在机动车的底部位置(Unterbodenlage,有时也称为底盘位置)中并且由此布置在远离发动机的位置中,也就是说,自内燃机10的输出部12起以大于100cm的废气行进长度的距离布置。在发动机附近的第一三元催化器28下游且在四元催化器30上游设置有用于废气燃烧器36的较热的废气的引入部位38,经由该引入部位可与内燃机10的运行情况无关地加热布置在引入部位38下游的四元催化器30。引入部位38与四元催化器30间隔开,从而在引入部位38和四元催化器30的输入部之间得出混合段48,在该混合段中将热的燃烧器气体与内燃机10的废气混合。
在废气设施20中,附加地可布置有另外的催化器,尤其另一三元催化器34、NOx储存催化器或用于选择性催化还原氮氧化物的催化器。在第一三元催化器28上游,第一λ传感器(Lambdasonde,有时也称为氧传感器)42布置在废气通道22中,利用该第一λ传感器可获得在输出部12下游且在第一废气后处理部件、即发动机附近的第一三元催化器28上游的废气的氧气含量λ1。在引入部位38下游且在四元催化器30上游,第二λ传感器44布置在废气通道22中,利用该第二λ传感器可直接在四元催化器30上游获得在废气通道28中的氧气含量λ2。优选地,第一λ传感器42实施成宽带式λ传感器并且经由第一信号线路56与内燃机10的控制器60相连接。第二λ传感器44优选地实施成跃变式传感器(Sprungsonde)并且经由第二信号线路56与控制器60相连接。第一λ传感器42和第二λ传感器44在此构造传感器组件,利用该传感器组件可调节内燃机10和废气燃烧器36的燃烧空气比λ。附加地,可经由该传感器组件进行第一三元催化器28的在线诊断(On-Board-Diagnose)。
二次空气泵40经由二次空气管路58与废气燃烧器36相连接。在二次空气管路44中可布置有二次空气阀,利用该二次空气阀可建立至废气燃烧器36的空气输送并且可中断该空气输送。此外,在四元催化器30上游和下游设置有压力传感器50,52,利用所述压力传感器可执行在四元催化器30上的压力差测量以用于获得四元催化器30的负载状态。此外,经由压力传感器50,52可进行四元催化器30的在线诊断。二次空气泵40附加地可经由另一二次空气管路与在废气通道22处的另一引入部位相连接,从而可与废气燃烧器36无关地将二次空气引入到废气通道22中。此外,在废气设施20中还可布置有另外的传感器、尤其温度传感器54或NOx传感器,以便控制内燃机10和/或废气燃烧器36的燃烧。
在废气后处理***的一种变型方案中,第二λ传感器44布置在四元催化器30下游,由此,可获得在四元催化器30下游的废气空气比例。该变型方案的优点在于,实现燃烧器气体和内燃机10的废气的更好的气体混匀,并且可实现端管λ值的评估。然而在这种变型方案中不利的是,由于四元催化器30的氧气存储能力,信号具有提高的迟缓性(Trägheit),其中,λ调节的每个调节偏差直接导致端管排放的提高。
在废气后处理***的另一变型方案中,第二λ传感器44直接设置在四元催化器30上游,并且第三λ传感器46设置在四元催化器30下游。该变型方案具有的优点是,两个之前提到的变型方案的优点可相互组合。然而不利的是,通过附加的λ传感器提高了调节的复杂性和成本。
在图2中,示出了带有根据本发明的废气后处理***的内燃机10的另一实施例。在基本上与对于图1相同的构造中实施成,在废气通道22中,在四元催化器30下游布置有;另一三元催化器34。由此,因为存在带有氧气存储器的另一构件,在废气燃烧器36的运行期间可更简单地实现化学计量的端管废气的目标。由此,通过布置在四元催化器30下游的三元催化器34的氧气存储能力可平衡由于四元催化器30引起的λ突破(Lambdadurchbruch)。这导致了端管排放的进一步改善。
在图3中示出了根据本发明的内燃机10的另一实施例。在基本上与对于图1和图2相同的构造中实施成,代替发动机附近的三元催化器28和在底部位置中的四元催化器30,发动机附近的四元催化器32和连接在该发动机附近的四元催化器32之后的三元催化器34布置在机动车的底部位置中。该实施例具有的优点是,在四元催化器32上实现更快速的起燃(Light-Off)。但是,那么通过二次空气吹入带有过化学计量的废气的稀阶段(Magerphase,有时也称为稀燃阶段)仅仅允许如此长地进行,直至在三元催化器34上的氧气存储器(OSC)够用,以便容纳氧气过量,以便避免由于三元催化器34引起的稀突破。由此,可避免待减小的废气成分、尤其氮氧化物排放的增加。然而,在这种解决方案中不利的是,由于三元催化器34的氧气存储能力限制了稀阶段的持续时间。此外,限制了发动机附近的四元催化器32的耐久性(Dauerhaltbarkeit)。
在图4中示出了在用于废气后处理的根据本发明的方法期间在四元催化器30之前的温度走向。此外,图4示出了在发动机附近的三元催化器28上游(λvT)的以及在废气后处理***的最后的起催化作用的构件30,34下游(λE)的废气空气比例λ。在此,在第一方法步骤<100>中,自发动机起动S开始,通过内燃机10的余热并且并行地通过废气燃烧器36加热内燃机10。在该方法步骤<100>中,内燃机10以化学计量的燃烧空气比(λ=1)运行,并且调节到在最后的起催化作用的废气后处理部件30,34下游的化学计量的废气空气比例λE上。加热阶段如此长地维持,直至四元催化器30已达到在用于氧化留在四元催化器30中的碳黑的再生温度TR之上的温度。在方法步骤<110>中,切断废气燃烧器36并且将二次空气吹入到四元催化器30上游的废气通道22中。在此,可如此测量二次空气量,以至于混合λ在化学计量的发动机运行和二次空气吹入时处于1.05<λvT<1.2的范围中。由此,避免了由于不受控的碳黑燃耗以及四元催化器30的过强冷却引起的四元催化器30的热损坏。二次空气吹入如此长地维持,直至四元催化器30的温度下降到再生温度TR以下并且执行四元催化器30的部分再生。在方法步骤<110>的结束E1处,切断二次空气吹入。因为在该时刻完全填充了四元催化器的氧气存储器(OSC),紧接着二次空气吹入,在方法步骤<120>中,内燃机10以欠化学计量的、浓的燃烧空气比λ<1运行,以便至少部分地清空氧气存储器(OSC)。在产生由于四元催化器30引起的浓突破(Fettdurchbruch)之前,在时刻E2中止该方法步骤<120>。优选地,控制基于模型进行,从而氧气存储器(OSC)的至少5%的较低的剩余负载保留,并且避免浓突破。紧接着,在方法步骤<130>中,内燃机10以化学计量的燃烧空气比λ=1运行,其中,通过催化器28,30,32,34进行在废气中存在的有害物质的转化。优选地,在废气燃烧器36的每次加热阶段之后在不评估四元催化器30的碳黑负载的情况下执行根据本发明的方法。
总结性地可领会,通过根据本发明的废气后处理***和所描述的根据本发明的方法,可与行驶循环和四元催化器30的负载无关地执行四元催化器30的部分再生。在此,四元催化器30的再生排放中性地进行并且不导致二次排放的增加。
Claims (8)
1.一种用于内燃机(10)的废气后处理***,其带有废气设施(20),该废气设施可与所述内燃机(10)的输出部(12)相连接,其中,所述废气设施(20)包括废气通道(22),在所述废气通道中布置有至少一个三元催化器(28,34)和四元催化器(30,32),其特征在于,直接在所述四元催化器(30,32)上游设置有引入部位(38),在该引入部位处可将所述废气后处理***的废气燃烧器(36)的较热的废气引入到所述废气设施(20)中以用于加热四元催化器(30,32),设置有发动机附近的第一三元催化器(28),并且在所述发动机附近的第一三元催化器(28)下游设置有四元催化器(30),其中,所述引入部位(38)构造在所述发动机附近的三元催化器(28)下游且在所述四元催化器(30)上游,并且在所述废气设施(20)中,在所述四元催化器(30)下游布置有第二三元催化器(34)。
2.根据权利要求1所述的废气后处理***,其特征在于,在所述发动机附近的三元催化器(28)上游布置有第一λ传感器(42),并且直接在所述四元催化器(30)上游布置有第二λ传感器(44)。
3.根据权利要求1所述的废气后处理***,其特征在于,在所述发动机附近的三元催化器(28)上游布置有第一λ传感器(42),并且在所述四元催化器(30)下游布置有第二λ传感器(44)。
4.根据权利要求1所述的废气后处理***,其特征在于,在所述发动机附近的三元催化器(28)上游布置有第一λ传感器(42),直接在所述四元催化器(30)上游布置有第二λ传感器(44),并且在所述四元催化器(30)下游布置有第三λ传感器(46)。
5.根据权利要求1所述的废气后处理***,其特征在于,在所述引入部位(38)和所述四元催化器(30,32)之间构造有带有至少30cm的长度的混合段。
6.一种用于内燃机(10)的废气后处理的方法,其利用根据权利要求1至5中任一项所述的废气后处理***进行,包括以下步骤:
- 通过引入所述废气燃烧器(36)的较热的燃烧器气体将所述四元催化器(30)加热到再生温度(TR)上,其中,在所述四元催化器(30)下游或在所述第二三元催化器(34)下游调节化学计量的废气,
- 切断所述废气燃烧器(36)以及在所述四元催化器(30)上游吹入二次空气,其中,通过过化学计量的废气氧化留在所述四元催化器(30)中的碳黑,
- 利用欠化学计量的燃烧空气比使所述内燃机(10)运行,其中,至少基本上清空在二次空气吹入的阶段期间在所述四元催化器(30)的氧气存储器中存入的氧气。
7.根据权利要求6所述的用于内燃机(10)的废气后处理的方法,其特征在于,在再生阶段中由废气空气比例和二次空气组成的混合λvT处于1.05<λvT<1.2中。
8.根据权利要求6或7所述的用于内燃机(10)的废气后处理的方法,其特征在于,在所述废气燃烧器(36)的每次主动加热阶段之后,引入所述四元催化器(30,32)的再生阶段。
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CN109989813A (zh) | 2019-07-09 |
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EP3502428B1 (de) | 2020-09-23 |
DE102017130886A1 (de) | 2019-06-27 |
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