CN115142935A - 排气后处理*** - Google Patents
排气后处理*** Download PDFInfo
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Abstract
本发明涉及一种用于内燃机的排气后处理***(10),其带有用于接收内燃机的排气的入口(12);带有至少一个排气通道(14),其中,在入口(12)的下游在所述排气通道(14)中布置有第一三元催化器(16),并且其中在靠近发动机的第一三元催化器(16)的下游在排气通道(14)中布置有至少一个第二三元催化器(18),并且其中,至少一个涡轮(20)在排气通道(14)中布置在入口(12)和第一三元催化器(16)之间。在排气后处理***(10)中,在其中结构空间尽可能高效地设计,设置成,在涡轮(20)的下游设置有排气通道(14)的第一偏转部(22)且在第二三元催化器(18)的下游设置有排气通道(14)的与第一偏转部(22)处于相同的曲率方向中的第二偏转部(24)。
Description
技术领域
本发明涉及一种用于内燃机的排气后处理***(或成为废气后处理***,即Abgasnachbehandlungssystem),其带有用于接收内燃机的排气的入口;带有至少一个排气通道,其中,在入口的下游在排气通道中布置有第一三元催化器。在靠近发动机的第一三元催化器的下游在排气通道中布置有至少一个第二三元催化器。此外,至少一个涡轮在排气通道中布置在入口和第一三元催化器之间。
背景技术
由于排气法规的发展汽车制造商面临如下挑战:减少发动机的原始排放和通过相应的排气后处理净化仍然产生的排气。法规等级EU7使得如下是必需的:汽油发动机常常需要颗粒过滤器,以便在排放时不超过规定允许的颗粒数。这种汽油颗粒过滤器在驾驶运行中会装载烟灰。为了使排气背压不升高得太剧烈,该汽油颗粒过滤器必须连续地或周期性地恢复。排气背压的升高会导致内燃机的额外消耗、功率损失和影响运行平稳性直至点火中断。
例如,DE 10 2019 109 442 A1示出排气后处理***,该排气后处理***可以接收并至少部分净化内燃机的排气。颗粒过滤器在发动机附近遭受高热老化。颗粒过滤器在发动机远处仅难以再生。为此设置成,第一三元催化器在排气通道中前置于四元催化器,即具有三元催化器涂层的颗粒过滤器。
另一种技术解决方案在于,降低汽油发动机的冷启动排放,因为所述冷启动排放合计为在整个行驶循环中的排放的大量份额。该需求越来越重要,如果市内的RDE行程的有效路程(即在实际行驶运行中排放物的排放)进一步降低,因为由此冷启动的份额越来越重。作为解决方案,要么可以降低原始排放,要么可以改善排气后处理的转化性能。这可以通过以下方式实现,即,将三元催化器更快地加热到其运行温度。为此,可以用发动机内部和发动机外部的措施。在此,发动机外部的措施必须有目的地集成到排气设备方案中。可能的发动机外部的加热措施是催化器的电加热。
然而除了这些附加的措施之外,三元催化器仍然必须提供必要的转换性能,由此其常常必须实施成相对大体积的。这尤其在狭窄的发动机舱内会导致结构空间问题,尤其当需要额外的构件用于加热时。
发明内容
因此本发明的目的在于说明一种排气后处理***,在其中结构空间尽可能紧凑和高效地设计。
该目的在本发明中根据本发明首先由此来实现,即,在涡轮的下游设置有排气通道的第一偏转部(Umlenkung)且在第二三元催化器的下游设置有排气通道的与第一偏转部处于相同的曲率方向中的第二偏转部。
就此而言,靠近发动机的位置应理解为在排气后处理***中具有从内燃机的出口起小于80cm、优选地小于50cm的三元催化器的端侧入口的排气行程长度(Abgaslauflaenge)的位置。
在本发明的范围中如下材料应被理解为三元催化器,所述材料能够至少部分地将一氧化碳(CO)、氮氧化物(NOX)和未燃烧的碳氢化合物(HC)转化为二氧化碳(CO2)、氮气(N2)和水(H2O)。
排气后处理***能够以入口与内燃机的出口相连接,从而由发动机排放的排气被直接导引到排气后处理***中。优选地,排气通道设计为管路,排气可以流动通过所述管路。各种内装件,如第一三元催化器和/或第二三元催化器可以布置在管路中或者本身是管路的一部分。
偏转部应理解为排气通道的弯曲部。原则上,该弯曲部不仅可以水平定向而且能竖直定向。但是优选地设置水平的弯曲部。如果曲率方向(即弯曲部的定向)在两个弯曲部处是大约相同的,则排气通过两个弯曲部总体偏转且不会沿原始流动方向导引回入口处。
例如,涡轮可以是涡轮增压器的一部分。涡轮增压器是用于产生发动机增压的构件。其提高发动机功率或者内燃机的效率。其工作方式在于,在排气设备内借助于涡轮利用发动机排气的能量的一部分来驱动压缩机。
通过排气设备的根据本发明的实施方案同时实现在最小的结构空间上排气后处理***的许多功能。
本发明的进一步优选设计方案由其余的、根据本发明提及的内容得到。
在根据本发明的排气后处理***的第一设计方案中设置成,第一偏转部和/或第二偏转部具有在70°和110°之间、优选地90°的曲率角。曲率角描述了偏转部的弯曲。90°的曲率角相应于流经排气后处理***的排气偏转过90°。因为两个偏转部具有相同的曲率方向,在第一偏转部的曲率角为90°的情况下且在第二偏转部的曲率角为90°的情况下排气偏转过180°。通过这种类型的偏转部可以实现排气后处理***的尽可能紧凑的结构方式。
在根据本发明的排气后处理***的特别优选的设计方案中设置成,在第一三元催化器的下游和第二三元催化器的上游布置有电加热装置。电加热装置因此关于在排气通道中的流动路径布置在第一三元催化器和第二三元催化器之间。以这种方式,电加热装置不仅可以沿第一三元催化器的方向运输热量,而且可以沿第二三元催化器的方向运输热量。
额外地在本发明的进一步的有利的设计方案中设置成,电加热装置设计为能流经的电加热盘。通过电加热装置作为电的且能流经的加热盘的设计方案,所述电加热装置可以布置在排气通道中,而不会剧烈增大排气后处理***的结构空间。
为了保护电加热装置,在根据本发明的排气后处理***的进一步的设计方案中设置成,电加热盘以第一接触面贴靠在第一三元催化器处,且以第二接触面贴靠在所述第二三元催化器处。该设计方案有多个优点。一方面各个构件更靠近地彼此压靠,从而排气后处理***的所需要的结构空间明显变小。另一方面,电加热盘由于第一三元催化器和第二三元催化器的构造而受到保护。这种“夹层构造”防止如下,即,电加热盘易受外部机械影响。此外,电加热装置的辐射热沿两个方向耦合到三元催化器中。
为了进一步改进根据本发明的排气后处理***的工作原理,在进一步的设计方案中设置成,在第一三元催化器的上游布置有第一λ探测器,尤其是宽带探测器,而在第二三元催化器的下游布置有第二λ探测器,尤其是跳跃探测器。λ探测器设计成用于将在排气中的剩余氧含量与参考氧含量进行比较。通常将当前大气空气的氧含量使用作为参考氧含量。在了解剩余氧含量的情况下能够确定空燃比λ且相应地调整。
跳跃探测器根据在排气中的剩余氧含量而定发出电压信号。发动机控制装置从该电压信号中确定由燃料和氧气构成的当前混合物成分。在跳跃探测器中探测器信号在两个值中间摇摆。根据混合物成分而定,燃料喷射量会减少(浓混合物)或增加(稀混合物)。
宽带探测器包括两个单元,一个泵单元和一个浓度单元。该探测器(与跳跃探测器相反)连续地在从浓的(即化学计量的燃料过量)到稀的(即化学计量的氧气过量)的宽λ范围上进行测量。因此,相应的控制能够始终在燃烧室中建立任何期望的空气比。
有利地,在本发明的进一步的设计方案中设置成,第一三元催化器设计成金属载体基底的形式。因此,第一三元催化器可以同时用作用于电加热装置的支撑结构。
备选地或额外地,在进一步的设计方案中设置成,第二三元催化器设计成陶瓷载体基底的形式。出于成本和性能的原因,第二三元催化器可以实施为陶瓷基底。
还可设想其它设计方案。第一三元催化器以及第二三元催化器也能够都构造成金属载体基底的形式。相应地也可设想的是,第一三元催化器和第二三元催化器都设计成陶瓷载体基底的形式。
为了进一步改善排气净化,在根据本发明的排气净化***的进一步的设计方案中设置成,在第二偏转部的下游布置有颗粒过滤器。颗粒过滤器可以设计为汽油颗粒过滤器,在其中使用高度多孔的耐热的堇青石陶瓷。包含在排气中的烟灰颗粒保持黏附在粗糙的陶瓷表面上。
额外地,在进一步的设计方案中此外设置成,颗粒过滤器具有涂层,从而颗粒过滤器设计为四元催化器。以这种方式,三元催化器和汽油颗粒过滤器的功能结合在一个构件中。在这种情况下将催化有效的涂层施覆到颗粒过滤器上,该涂层具有三元催化效果。
本发明的在本申请中提及的不同实施方案,假如在单独情况下不另外实施,能够有利地相互组合。
附图说明
本发明下面依据相关附图以实施例进行阐述。其中:
图1以示意图示出了针对用于内燃机的根据本发明的排气后处理***的优选实施例。
具体实施方式
图1示出了用于净化内燃机的排气的排气后处理***10。排气后处理***包括用于接收内燃机的排气的入口12。排气后处理***10能够以入口12与此处未示出的内燃机的出口相连接,从而可以将从发动机排放的排气直接导引到排气后处理***10中。排气在排气通道14中进行运输。排气通道14优选地设计为管路,排气可以流过所述管路。
在入口12的下游,在排气通道14中布置有第一三元催化器16。在第一三元催化器16的下游,在排气通道14中布置有第二三元催化器18。在入口12的下游且在第一三元催化器16的上游布置有涡轮20。在该实施例中,涡轮机20是涡轮增压器的一部分。涡轮增压器用于产生发动机增压。其提高发动机功率或内燃机的效率。其工作方式在于,在排气设备内借助于涡轮20利用发动机排气的能量的一部分来驱动此处未示出的压缩机。
为了保持排气后处理***10的结构方式紧凑,排气通道14在两个区段中弯曲。为此,排气通道14具有第一偏转部22和第二偏转部24。不仅第一偏转部22而且第二偏转部24具有大约90°的曲率角。两个偏转部22、24使排气通道14流体技术地沿相同方向弯曲。以这种方式,排气经由第一偏转部22和第二偏转部24偏转过大约180°。
第一三元催化器16设计为金属载体基底。将催化层施覆到第一三元催化器16的支架上。催化层能够在与排气接触的情况下至少部分地将包含在排气中的一氧化碳(CO)、氮氧化物(NOX)和未燃烧的碳氢化合物(HC)转化为二氧化碳(CO2)、氮气(N2)和水(H2O)。
第二三元催化器18设计成陶瓷载体基底的形式且相应地设有催化层,类似于第一三元催化器16。
为了第一三元催化器16和第二三元催化器18可以最佳地发挥其催化效果,必须将他们带到其最佳运行温度。尤其是在冷启动阶段中汽油发动机排放大量的气态有害物质。对此需要的是,将第一三元催化器16和第二三元催化器18尽快带到相应的运行温度。
三元催化器16、18尤其通过热排气加热。额外地,在第一三元催化剂16与第二三元催化剂18之间设置有电加热装置26。电加热装置26设计为能流经的电加热盘。通过电加热装置26作为电的且能流经的加热盘的设计方案,可以将该电加热装置布置在排气通道14中,而不剧烈增大排气后处理***10的结构空间。
为了保护电加热装置26,电加热盘以第一接触面28布置在第一三元催化器16处。电加热装置26以第二接触面30布置在第二三元催化器18处,从而形成一种“夹层构造。该设计方案有多个优点。一方面各个构件更靠近地彼此压靠,从而排气后处理***10的所需要的结构空间明显变小。另一方面电加热盘由于第一三元催化器16和第二三元催化器18的构造而受到保护。这种“夹层构造”防止如下,即,电加热盘易受外部机械影响。此外,电加热装置26的辐射热沿两个方向耦合到三元催化器16、18中。第一三元催化器16同时用作用于电加热装置26的支撑结构。
在第一三元催化器16的上游布置有第一λ探测器32。第一λ探测器32设计为宽带探测器。在第二三元催化器18的下游布置有第二λ探测器34。第二λ探测器34设计为跳跃探测器。λ探测器32、34设计成将在排气中的剩余氧含量与参考氧含量进行比较。在本实施例中将当前大气空气的氧含量使用作为参考氧含量。在了解剩余氧含量的情况下确定且相应地调整空燃比λ。
在第二偏转部24的下游布置有颗粒过滤器36。在该实施例中颗粒过滤器36是汽油颗粒过滤器。颗粒过滤器36具有涂层,从而颗粒过滤器36设计为四元催化器。以这种方式,三元催化器和汽油颗粒过滤器的功能结合在一个构件中。为此将催化有效的涂层施覆到颗粒过滤器36上,该涂层具有三元催化效果。
附图标记清单:
10 排气后处理***
12 入口
14 排气通道
16 第一三元催化器
18 第二三元催化器
20 涡轮
22 第一偏转部
24 第二偏转部
26 电加热装置
28 第一接触面
30 第二接触面
32 第一λ探测器
34 第二λ探测器
36 颗粒过滤器。
Claims (10)
1.一种用于内燃机的排气后处理***(10),带有用于接收所述内燃机的排气的入口(12);带有至少一个排气通道(14),其中,在所述入口(12)的下游在所述排气通道(14)中布置有第一三元催化器(16)并且在靠近发动机的所述第一三元催化器(16)的下游在所述排气通道(14)中布置有至少一个第二三元催化器(18),并且其中,至少一个涡轮(20)在所述排气通道(14)中布置在所述入口(12)和所述第一三元催化器(16)之间,
其特征在于,
在所述涡轮(20)的下游设置有所述排气通道(14)的第一偏转部(22)并且在所述第二三元催化器(18)的下游设置有所述排气通道(14)的与所述第一偏转部(22)处于相同的曲率方向中的第二偏转部(24)。
2.根据权利要求1所述的排气后处理***(10),其特征在于,所述第一偏转部(22)和/或所述第二偏转部(24)具有在70°和110°之间、优选为90°的曲率角。
3.根据权利要求1或2所述的排气后处理***(10),其特征在于,在所述第一三元催化器(16)的下游和所述第二三元催化器(18)的上游布置有电加热装置(26)。
4.根据权利要求3所述的排气后处理***(10),其特征在于,所述电加热装置(26)设计为能流经的电加热盘。
5.根据权利要求4所述的排气后处理***(10),其特征在于,所述电加热盘以第一接触面(28)贴靠在所述第一三元催化器(16)处,且以第二接触面(30)贴靠在所述第二三元催化器(18)处。
6.根据权利要求1至5中任一项所述的排气后处理***(10),其特征在于,在所述第一三元催化器(16)的上游布置有第一λ探测器(32),尤其是宽带探测器,而在第二三元催化器(18)的下游布置有第二λ探测器(34),尤其是跳跃探测器。
7.根据权利要求1至6中任一项所述的排气后处理***(10),其特征在于,所述第一三元催化器(16)设计成金属载体基底的形式。
8.根据权利要求1至7中任一项所述的排气后处理***(10),其特征在于,所述第二三元催化器(18)设计成陶瓷载体基底的形式。
9.根据权利要求1至8中任一项所述的排气后处理***(10),其特征在于,在所述第二偏转部(24)的下游布置有颗粒过滤器(36)。
10.根据权利要求9所述的排气后处理***(10),其特征在于,所述颗粒过滤器(36)具有涂层,从而所述颗粒过滤器(36)设计为四元催化器。
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DE102017112356A1 (de) * | 2017-06-06 | 2018-12-06 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Abgasnachbehandlungseinrichtung für einen Verbrennungsmotor und entsprechendes Kraftfahrzeug |
DE102018220121A1 (de) * | 2018-11-23 | 2020-05-28 | Volkswagen Aktiengesellschaft | Abgasnachbehandlungssystem und Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors |
US20200208556A1 (en) * | 2018-12-27 | 2020-07-02 | Volkswagen Aktiengesellschaft | Exhaust gas aftertreatment system for an internal combustion engine |
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US20160356200A1 (en) * | 2013-11-15 | 2016-12-08 | Robert Bosch Gmbh | Exhaust gas post treatment device |
DE102017112356A1 (de) * | 2017-06-06 | 2018-12-06 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Abgasnachbehandlungseinrichtung für einen Verbrennungsmotor und entsprechendes Kraftfahrzeug |
DE102018220121A1 (de) * | 2018-11-23 | 2020-05-28 | Volkswagen Aktiengesellschaft | Abgasnachbehandlungssystem und Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors |
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