US20140041367A1 - Operating Method for a Motor Vehicle Diesel Engine Having an Exhaust Emission Control System - Google Patents

Operating Method for a Motor Vehicle Diesel Engine Having an Exhaust Emission Control System Download PDF

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Publication number
US20140041367A1
US20140041367A1 US14/112,819 US201114112819A US2014041367A1 US 20140041367 A1 US20140041367 A1 US 20140041367A1 US 201114112819 A US201114112819 A US 201114112819A US 2014041367 A1 US2014041367 A1 US 2014041367A1
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United States
Prior art keywords
catalytic converter
exhaust gas
air
fuel ratio
diesel engine
Prior art date
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Abandoned
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US14/112,819
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English (en)
Inventor
Ortwin Balthes
Berthold Keppeler
Siegfried Mueller
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Mercedes Benz Group AG
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Daimler AG
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Assigned to DAIMLER AG reassignment DAIMLER AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MUELLER, SIEGFRIED, BALTHES, ORTWIN, KEPPELER, BERTHOLD
Publication of US20140041367A1 publication Critical patent/US20140041367A1/en
Abandoned legal-status Critical Current

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    • 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
    • F01N3/033—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 in combination with other devices
    • F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • 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
    • 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
    • F01N13/009—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
    • 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
    • F01N13/009—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
    • F01N13/0097—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 the purifying devices are arranged in a single housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • 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
    • 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
    • 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
    • F02D41/146—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 an NOx content or concentration
    • F02D41/1461—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 an NOx content or concentration of the exhaust gases emitted by the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • 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
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/16—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an electric heater, i.e. a resistance heater
    • 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
    • F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
    • F01N2430/085—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing at least a part of the injection taking place during expansion or exhaust stroke
    • 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
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2900/0412—Methods of control or diagnosing using pre-calibrated maps, tables or charts
    • 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
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1402—Exhaust gas composition
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • 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
    • 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
    • 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

  • an output signal of an exhaust gas sensor situated downstream from the three-way catalytic converter and which is correlated with a NOx concentration of the exhaust gas is used to set the air-fuel ratio in the first operating range.
  • an exhaust gas sensor which is situated in the exhaust emission control system downstream from the three-way catalytic converter and which provides an output signal that is correlated with a NOx concentration of the exhaust gas, information may be obtained concerning the air-fuel ratio, and the air-fuel ratio may be set.
  • the ⁇ value characterizing the air-fuel ratio is understood to mean, as is customary, a ratio of the quantity of oxygen actually present in the combustion air-fuel mixture to the minimum quantity of oxygen theoretically required for complete combustion of the fuel.
  • a lean air-fuel mixture having excess air therefore has a ⁇ value of greater than one.
  • a rich air-fuel mixture having excess fuel has a ⁇ value of less than one.
  • the lambda value in the exhaust gas corresponds to the lambda value of the air-fuel mixture (combustion ⁇ ) with which the engine is operated. For simplicity, therefore, reference is made below only to a ⁇ value, or ⁇ for short, when differentiation is not necessary.
  • Catalytic converter formulations with or without oxygen storage capacity for performing this function are known to those skilled in the art, in particular from applications concerning exhaust emission control of gasoline engines, so that no particular discussion of such is provided herein.
  • the three-way catalytic converter may also be a classical (diesel) oxidation catalytic converter containing catalyst material having the mentioned three-way properties.
  • NOx is collectively understood to mean at least the nitrogen oxides NO and NO 2 .
  • the SCR catalytic converter is a catalytic converter that is able to selectively and continuously reduce NOx under oxidizing conditions, i.e., at ⁇ >1.0, using ammonia (NH 3 ).
  • a particle filter is preferably situated between the three-way catalytic converter and the SCR catalytic converter.
  • the exhaust gas sensor is preferably a NOx sensor. This, however, does not exclude the possibility that, besides the output signal correlated with the NOx concentration of the exhaust gas, this sensor may also provide one or more output signals that are correlated with the concentration of another exhaust gas component such as oxygen, or with an exhaust gas state parameter such as the exhaust gas temperature.
  • This minimum temperature is preferably a catalytic converter temperature that is typical for a predefinable NOx conversion, and which is correlated with the so-called light-off temperature or corresponds to same.
  • the catalytic converter temperature is measured directly, or is computed based on an exhaust gas temperature determined by measurement upstream and/or downstream from the catalytic converter, or equated with same.
  • Using the method according to the invention with operation at ⁇ 1.0 during a warm-up phase of the exhaust emission control system, allows a large reduction in NOx even in this critical operating phase, in which the SCR catalytic converter does not yet exhibit, or at least does not exhibit satisfactory, NOx conversion.
  • the reduction in NOx is carried out by the three-way catalytic converter. This is particularly advantageous for reducing the NOx emitted following a cold start.
  • an actual NOx conversion by the three-way catalytic converter is determined from the output signal of the exhaust gas sensor that is correlated with the NOx concentration, and a quantity of air and/or fuel supplied to the engine is varied until the actual NOx conversion at least approximately reaches a predefinable setpoint NOx conversion.
  • the actual NOx conversion is determined by offsetting an uncontrolled NOx emission of the engine by the NOx concentration in the exhaust gas downstream from the three-way catalytic converter, which is ascertained by means of the exhaust gas sensor. Stored characteristic curves reflecting an uncontrolled NOx emission of the engine for the particular operating conditions are preferably utilized.
  • the uncontrolled NOx emission may also be measured using a suitable sensor upstream from the three-way catalytic converter. Due to the ⁇ dependency of the NOx conversion by the three-way catalytic converter, it is likewise possible to set a certain air-fuel ratio via parameters regarding the air and/or fuel supply that influence the NOx conversion by the three-way catalytic converter in a targeted manner; conversely, it is possible to set a certain NOx conversion by targeted influencing of the air-fuel ratio.
  • a target value for the air-fuel ratio within a predefinable target range is set in the first operating range.
  • a range of approximately 0.95 ⁇ 1.05 is preferred.
  • Target ranges of 0.97 ⁇ 1.0 and 0.98 ⁇ 1.05 are particularly preferred.
  • a target value for the air-fuel ratio that oscillates within the target range is set.
  • the oscillation frequency is preferably approximately 5 Hz to approximately 1 Hz. This ensures a good conversion characteristic of the three-way catalytic converter for CO and HC as well as for NOx.
  • a pilot control value for the air-fuel ratio is set by pilot control by delivering a quantity of injected fuel necessary for a requested engine load, and delivering an at least approximate quantity of air necessary for combustion of same, and for setting the target value for the air-fuel ratio, the pilot control value is reduced by at least one delayed fuel post-injection which leaves the engine load at least essentially uninfluenced. Accurate and jerk-free setting of the intended air-fuel ratio is thus made possible.
  • the quantity of air provided for the ⁇ pilot control value is preferably set by adjusting a throttle valve situated in the intake line of the engine, in conjunction with charge pressure regulation and setting of a quantity of inert gas or recirculated exhaust gas to predefinable pilot control values.
  • the injected fuel quantity necessary for setting the engine load may be provided by one or more pre-injections made before top dead center, by a main injection made approximately at top dead center, and optionally by one or more post-injections that are, in particular, torque-effective. At least one post-injection is preferably added to the main injection.
  • the pilot control value for the air-fuel ratio is preferably in the lean range. A pilot control value of 1.05 ⁇ 1.20, in particular 1.10 ⁇ 1.15, is particularly preferred. Thus, comparatively small changes set in an uncomplicated and torque-neutral manner are sufficient to achieve the target value of the air-fuel ratio.
  • the additional quantity of post-injected fuel necessary for achieving the ⁇ target value may be determined.
  • the at least one delayed post-injection used for setting the exact ⁇ target value is not torque-effective, or in any event is slightly torque-effective. This preferably occurs at crank angles of greater than 80° after top dead center, with the quantity of air and inert gases supplied to the engine preferably remaining unchanged.
  • the target range for the air-fuel ratio is specified by associated setpoint NOx conversion values of the three-way catalytic converter, wherein for the association of air-fuel ratio values with setpoint NOx conversion values, a stored NOx conversion characteristic curve is utilized which reflects a dependency of the NOx conversion on the air-fuel ratio for the three-way catalytic converter.
  • This characteristic curve is preferably determined in advance and stored in a control unit for controlling the engine operation and/or the operation of the exhaust emission control system. It is preferred that NOx conversion characteristic curves for various conditions be kept on hand so that the instantaneous conversion characteristic of the three-way catalytic converter may always be regarded as known.
  • a characteristic map providing the instantaneous uncontrolled NOx emissions of the engine is likewise available in the control unit.
  • the instantaneous actual NOx conversion by the three-way catalytic converter, and thus the instantaneous air-fuel ratio based on the NOx conversion characteristic curve of the three-way catalytic converter may be determined based on the uncontrolled NOx emissions of the engine which are thus known, and the NOx concentration of the exhaust gas downstream from the three-way catalytic converter that is detected by the exhaust gas sensor by measurement.
  • the target range for the air-fuel ratio is adapted from time to time in the second operating range, an instantaneous actual NOx conversion by the three-way catalytic converter is determined, and in addition a correction value for an instantaneously set target value of the air-fuel ratio is determined in such a way that the target value of the air-fuel ratio that is corrected with the correction value corresponds to an air-fuel ratio to be associated with the actual NOx conversion, using the NOx conversion characteristic curve.
  • a check is made as to whether a lambda value to be set in fact also corresponds to the ⁇ value to be expected according to the characteristic curve.
  • Deviations are compensated for by a ⁇ offset correction.
  • the correction values are preferably written into a characteristic map that is to be used for all relevant operating conditions of the first operating range for the ⁇ setting.
  • An effective compensation for drift and/or aging effects is made possible by the adaptation carried out according to the invention. Setting an air-fuel ratio of approximately 1.0 in conjunction with a subsequent engine start or warm-up is thus made possible in an improved and more accurate manner. It is particularly advantageous when the adaptation is made immediately before, or at least a short time before, thermal regeneration of a particle filter is performed. For such an adaptation a decreased air-fuel ratio as well as an increased exhaust gas temperature are to be set anyway, so that reliable operation of the exhaust gas sensor is ensured while practically no further increase in fuel consumption results.
  • the diesel engine is operated in the first operating range with excess air in a combustion process within a first temperature range for the three-way catalytic converter.
  • This allows a particularly quick warm-up of the three-way catalytic converter.
  • fuel injection conditions that differ from normal operation are set, with which higher exhaust gas temperatures compared to normal operation may be generated.
  • An exhaust gas temperature detected by measurement upstream or downstream from the three-way catalytic converter or a temperature determined in the catalyst bed itself is preferably regarded as representative of the temperature of the three-way catalytic converter.
  • the heating up of the exhaust emission control system may be further accelerated when, in another embodiment of the invention, in the first operating range an electric heating element connected upstream from the three-way catalytic converter is energized within a second temperature range for the three-way catalytic converter.
  • a preferred suitable heating element is a so-called E-catalytic converter, which as a disk-shaped, optionally catalytically coated, electrically heatable metal support element is connected directly upstream from the three-way catalytic converter.
  • FIG. 1 shows a schematic diagram of a motor vehicle diesel engine having an advantageous design of an exhaust emission control system connected thereto, in which the method according to the invention may be used,
  • FIG. 2 shows a diagram with a schematic illustration of operating ranges in which different operating conditions are provided
  • FIG. 3 shows a diagram with an example of a NOx conversion curve of the three-way catalytic converter.
  • FIG. 1 shows a schematic diagram of one advantageous embodiment of a motor vehicle diesel engine 1 having a connected exhaust emission control system in which the method explained in greater detail below may be used.
  • the diesel engine 1 has two-stage supercharging and two-stage exhaust gas recirculation, and includes an engine block 2 having working cylinders 3 with combustion chambers (not further identified), the working cylinders 3 and their respective combustion chambers can be supplied with fuel by means of a high-pressure pump 4 .
  • the working cylinders 3 and their respective combustion chambers may be supplied with combustion air via an air supply system 5 , and exhaust gas may be discharged from the working cylinders 3 via an exhaust tract 6 .
  • An air filter 7 , a first compressor 10 of a first exhaust gas turbocharger designed as a high-pressure exhaust gas turbocharger 11 , a second compressor 8 of a second exhaust gas turbocharger designed as a low-pressure exhaust gas turbocharger 9 , a charge air cooler 12 , and a throttle valve 13 are situated in the air supply system 5 .
  • a first turbine 14 associated with the high-pressure exhaust gas turbocharger 11 a second turbine 15 associated with the low-pressure exhaust gas turbocharger 9 , and an exhaust emission control system 16 are situated in the exhaust tract 6 .
  • the exhaust emission control system 16 has a particle filter 35 for filtering particles from the exhaust gas, and a three-way catalytic converter 34 connected upstream.
  • an electric heating element not illustrated, is provided directly upstream from the three-way catalytic converter 34 .
  • the three-way catalytic converter 34 is preferably designed as a so-called diesel oxidation catalytic converter having a three-way catalytic converter function, in particular with a metal foil support element.
  • the electric heating element is also preferably designed as a coated metal foil support element (so-called E-catalytic converter).
  • the particle filter 35 may have a sintered metal design, or may be a filter unit having a honeycomb design with flow through the walls.
  • a catalytic coating for example containing a material acting as an oxidation catalyst and/or containing an SCR catalyst material, is preferably provided for the particle filter 35 .
  • an SCR catalytic converter 36 is situated in the exhaust tract 6 , downstream from the particle filter 35 .
  • the SCR catalytic converter 36 is capable of reducing nitrogen oxides (NOx), using ammonia in particular as a selective reducing agent.
  • a dosing device 38 is provided that is able to inject ammonia or a reducing agent, for example a urea-water solution, which is capable of splitting ammonia, into the exhaust tract 6 .
  • a downstream mixer (not separately illustrated) may be situated in the exhaust tract 6 .
  • the dosing device may also be provided upstream from the three-way catalytic converter 34 or between the three-way catalytic converter 34 and the particle filter 35 , or an additional NH 3 dosing point may be provided at that location.
  • a charge pressure of the engine 1 is controllable; i.e., at low speeds of the engine 1 in which the high-pressure exhaust gas turbocharger 11 is not yet operable due to exhaust gas pressure which is too low, the compressor 10 may be bypassed via the compressor bypass 18 .
  • bypasses 20 , 21 which bypass a turbine 14 , 15 , respectively, namely, a first turbine bypass 20 in which a first turbine bypass valve 22 is situated, and a second turbine bypass 21 in which a second turbine bypass valve 23 is situated.
  • the high-pressure exhaust gas turbocharger 11 is not yet operable, and therefore in this operating state the first turbine bypass valve 22 is controllable in such a way that an exhaust gas mass flow may be led past the first turbine 14 via the first turbine bypass 20 , and is thus completely usable for driving the second turbine 15 of the low-pressure exhaust gas turbocharger 9 .
  • the exhaust gas pressure acting on the turbines 14 , 15 of the exhaust gas turbochargers 11 , 9 , respectively, is high, thus achieving these high speeds.
  • this charge pressure must not exceed a predefined value, so that one or both turbine bypasses 20 , 21 is/are usable as a so-called wastegate when this predefined value is reached.
  • the turbine bypass valves 22 , 23 are controllable in such a way that, for example, they partially open so that a portion of the exhaust gas mass flow may be led past the turbines 14 , 15 , and therefore the exhaust gas pressure acting on the turbines 14 , 15 and drives same may be reduced. This results in a lesser degree of compression of the gas compressed by the compressors 8 , 10 of the exhaust gas turbocharger 9 , 11 , respectively, i.e., results in a lower charge pressure.
  • turbo lag i.e., an absent or low charge pressure
  • this problem may be at least considerably reduced, and, for example, driving behavior and fuel consumption of a vehicle driven by this engine 1 may thus be optimized.
  • a low-pressure exhaust gas recirculation (EGR) line 24 branches off from the exhaust tract 6 , and upstream from the second compressor 8 of the low-pressure exhaust gas turbocharger 9 and downstream from the air filter 7 in turn opens into the air supply system 5 .
  • the quantity or proportion of exhaust gas recirculated via the low-pressure exhaust gas recirculation line 24 may be influenced by means of an exhaust gas damming flap 17 situated in the exhaust tract 6 .
  • the exhaust gas damming flap 17 is illustrated situated downstream from the branch point of the low-pressure exhaust gas recirculation line 24 , it may also be situated downstream from the SCR catalytic converter 36 .
  • a low-pressure EGR cooler 25 and a low-pressure EGR valve 26 are situated in the low-pressure EGR line 24 , downstream from the branch from the exhaust tract 6 viewed in the flow direction of a low-pressure EGR mass flow.
  • the cooling of the low-pressure EGR mass flow may be achieved via the pipe lengths or pipe configurations used, with omission of the low-pressure EGR cooler 25 .
  • the cooling of the low-pressure EGR mass flow ensures that no impermissibly high temperatures arise at the compressors 8 , 10 in exhaust gas recirculation mode.
  • a second SCR catalytic converter, not illustrated, in the low-pressure EGR line 24 may be provided upstream from the low-pressure EGR cooler 25 .
  • This second SCR catalytic converter allows a reduction in the nitrogen oxides and/or ammonia or oxygen that may be present in the recirculated exhaust gas. In turn, deposits and corrosion are thus avoided or decreased, and an improved fuel combustion process in the combustion chambers of the engine 1 is made possible.
  • the second SCR catalytic converter may also take over a filter function, so that at least comparatively coarse particles are removed from the exhaust gas recirculated via the low-pressure path.
  • one or more further exhaust aftertreatment components effective in cleaning for example an additional oxidation catalytic converter, an SCR catalytic converter, and/or a nitrogen oxides storage catalytic converter (not separately illustrated) may be situated in the exhaust tract 6 , upstream and/or downstream from the three-way catalytic converter 34 or the particle filter 35 . It is particularly preferred for an exhaust emission control component having oxidation catalyst activity to be situated downstream from the SCR catalytic converter 36 , by means of which ammonia slip of the SCR catalytic converter 36 may be removed from the exhaust gas.
  • a high-pressure EGR line 27 branches off from an exhaust manifold 33 of the exhaust tract 6 and opens into the air supply system 5 downstream from the throttle valve 13 .
  • a high-pressure EGR mass flow may be led into the air supply system 5 via a high-pressure EGR valve 28 by means of this high-pressure EGR line 27 .
  • a high-pressure EGR cooler 29 which optionally may be structurally and/or functionally combined with the low-pressure EGR cooler 25 , is situated in the high-pressure EGR line 27 .
  • cooling of the high-pressure EGR mass flow may optionally be carried out, for example, over a pipe length of the high-pressure EGR line 27 .
  • Bypass lines in particular having adjusting means (not separately illustrated) for variably setting the throughput, may be provided for the low-pressure EGR cooler 25 and/or the high-pressure EGR cooler 29 .
  • the illustrated diesel engine 1 thus has an exhaust gas recirculation system in which exhaust gas upstream from the turbine 14 of the high-pressure exhaust gas turbocharger 11 is removable from the exhaust tract 6 via a corresponding high-pressure path, and downstream from the exhaust emission control unit 16 is removable from the exhaust tract 6 via a corresponding low-pressure path, and, optionally after cooling, can be supplied upstream from the compressor 8 of the low-pressure exhaust gas turbocharger 9 and downstream from the throttle valve 13 of the air supply system 5 , and thus can be supplied to the combustion chambers 3 .
  • the engine 1 is selectively operable without exhaust gas recirculation, with high-pressure exhaust gas recirculation or low-pressure exhaust gas recirculation, or simultaneously with high-pressure exhaust gas recirculation and low-pressure exhaust gas recirculation, in each case with variable quantities of recirculated exhaust gas.
  • a combustion gas having an exhaust gas recirculation rate, having a variable low-pressure component and a variable high-pressure component which are changeable within wide limits, is thus can be supplied to the combustion chambers 3 .
  • an exhaust gas recirculation quantity i.e., of the recirculated exhaust gas mass flow and thus of the EGR rate
  • Setting of an exhaust gas recirculation quantity is carried out by means of the exhaust gas damming flap 17 and/or the low-pressure EGR valve 26 and by means of the high-pressure EGR valve 28 as adjusting means, so that the low-pressure component as well as the high-pressure component of the overall recirculated exhaust gas are likewise settable within wide limits.
  • High exhaust gas recirculation rates, and a homogeneous or at least partially homogeneous operation of the internal combustion engine 1 are possible.
  • the exhaust gas damming flap 17 and the low-pressure EGR valve 26 are actuators of an exhaust gas recirculation control system designed as pilot control regulation.
  • the low-pressure EGR valve 26 and the exhaust gas damming flap 17 are preferably continuously adjustable.
  • the low-pressure component of the entire exhaust gas recirculation mass flow is settable and likewise can be influenced with the aid of the exhaust gas damming flap 17 and the low-pressure EGR valve 26 upstream from the compressor 8 .
  • the latter is initially settable solely via the low-pressure EGR valve 26 .
  • the exhaust gas damming flap 17 is slightly adjustable in order to increase the pressure drop over the low-pressure EGR valve 26 . This ensures very good intermixing of the low-pressure exhaust gas recirculation mass flow with the fresh air. Another advantage, among others, is that the exhaust gas recirculated via the low-pressure path is clean and practically free of pulsations. In addition, increased compressor power is available because a comparatively high exhaust gas mass flow may be led through the turbines 14 , 15 for a high low-pressure component of recirculated exhaust gas.
  • the internal combustion engine 1 is operable with the high-pressure exhaust gas recirculation as well as with the low-pressure exhaust gas recirculation, or with both, as needed.
  • Sooting of the charge air cooler 12 is avoidable by means of a preferably provided charge air cooler bypass 30 , bypassing the charge air cooler 12 , in the air supply system 5 .
  • a charge air cooler bypass 30 bypassing the charge air cooler 12 , in the air supply system 5 .
  • sooting for example, when a gas mixture, containing water vapor and optionally particles, in the charge air cooler 12 is cooled below the dew point and condensate is formed.
  • the entire fresh air-exhaust gas mixture or also only a portion thereof may be led past the charge air cooler 12 via the charge air cooler bypass 30 that branches off upstream from the charge air cooler 12 , so that the fresh air-exhaust gas mixture is not coolable by the charge air cooler 12 , and therefore the temperature does not fall below the dew point.
  • a temperature sensor 31 is situated downstream from the compressors 8 , 10 and upstream from the charge air cooler 12 in the air supply system 5 , so that when a predefined temperature is reached, a charge air cooler bypass valve 32 situated in the charge air cooler bypass 30 is appropriately controllable, whereupon this charge air cooler bypass valve 32 completely opens or completely closes, for example, or in another embodiment, partially opens.
  • Temperature sensors and/or pressure sensors may be situated on the output side of the exhaust manifold 33 , in the turbine bypasses 20 , 21 on the input and/or output side or within the combination of the three-way catalytic converter 34 and particle filter 35 exhaust emission control module, which is preferably designed as a compact unit, on the input and/or output side of the SCR catalytic converter 36 , on the input and/or output side of the air filter 7 , on the input and output side of the compressors 8 , 10 , in the exhaust gas recirculation lines 24 , 27 , and optionally at other locations in order to detect the temperature and pressure conditions.
  • An air mass flow sensor is also preferably provided downstream from the air filter 7 in order to detect the fresh air mass flow.
  • exhaust gas sensors are preferably provided in the exhaust tract 6 , for example a lambda sensor in the exhaust manifold 33 , situated upstream and/or downstream from the three-way catalytic converter 34 and the particle filter 35 .
  • an exhaust gas sensor preferably designed as a NOx sensor is provided between the particle filter and the dosing device 38 or the branch from the low-pressure EGR line 24 .
  • the NOx sensor may emit an output signal that is correlated with a NOx concentration of the exhaust gas, and optionally may emit further output signals, in particular an output signal that is correlated with the exhaust gas ⁇ .
  • a NOx sensor likewise not separately illustrated, may be provided on the output side of the SCR catalytic converter 36 .
  • the signals of the sensors that are present can be processed by a control unit, not illustrated, which, based on the signals and stored characteristic curves and characteristic maps, is able to determine operating states of the engine 1 in general, in particular in the exhaust tract 6 and in the air supply system 5 , and to set same via control and/or regulation by controlling actuators.
  • exhaust gas recirculation mass flows in the low- and high-pressure path as well as a load state of the engine 1 with regard to torque or average pressure as well as speed may be determined or set.
  • fuel injection parameters such as the number of fuel injections per working cycle and the injection pressure, duration, and time thereof may be set.
  • the operating method according to the invention is described in greater detail below with reference to operating ranges designated in the diagram in FIG. 2 .
  • the operating ranges denoted by reference characters A through G are defined by values for a temperature T and for an engine load M relative to a nominal load, expressed as an effective average pressure p me , for example.
  • the temperature T is a temperature in the exhaust tract 6 that occurs directly downstream from the three-way catalytic converter 34 , and which is preferably detected using a temperature sensor and which is regarded as a measure for the temperature of the three-way catalytic converter 34 .
  • the operating ranges designated by reference characters A through G are occupied in alphabetical order, starting from an engine cold start at temperatures of the engine 1 and of the exhaust emission control system 16 of 30° C. or less. It is further assumed that, apart from operating range G, a temperature of the SCR catalytic converter 36 or an exhaust gas temperature which is measurable directly upstream or downstream from the SCR catalytic converter 36 has not yet exceeded 200° C.
  • the exhaust emission control system 16 After an engine cold start, the exhaust emission control system 16 is still cold, and does not heat up until heat is absorbed as exhaust gas having a more or less elevated temperature flows through.
  • operating range A characterized by a temperature T ⁇ 150° C. and an engine load M covering the entire load range
  • the electric heating element situated directly on the input side of the three-way catalytic converter 34 , is energized for rapid heating of the exhaust emission control system 16 and in particular of the three-way catalytic converter 34 .
  • the energization may be started at the beginning of independent sustained operation of the engine. However, it is preferred if the energization is begun before the engine is started. Recognition of a door lock activation or driver's seat occupancy or seat belt locking may be provided as a trigger for this purpose.
  • the engine 1 is started it is operated with excess air, as is typical for a diesel engine, but with a specific combustion process that results in a higher exhaust gas temperature compared to normal diesel engine operation.
  • the main fuel injection is retarded to approximately 3° crank angle after top dead center to 7° crank angle after top dead center (start of control), and the main injection quantity is decreased in favor of the quantity of the added post-injection.
  • the injection pressure may lowered.
  • one or two pre-injections before top dead center is/are provided. Characteristically, a post-injection that does not completely combust is omitted in order to avoid increased HC/CO emissions, which would result due to a temperature-related lack of activity of the three-way catalytic converter 34 .
  • operating range B is characterized by a temperature in the range of 150° C. ⁇ T ⁇ 250° C. and an engine load M covering the entire load range.
  • a more or less high level of HC conversion by the three-way catalytic converter 34 is already made possible in this operating range. Due to the heat of reaction thus released, the three-way catalytic converter heats up quickly, and the activity therefore likewise quickly increases.
  • operating ranges C and D Upon further heating of the three-way catalytic converter 34 to a temperature range of 250° C. ⁇ T ⁇ 350° C., operating ranges C and D are reached, depending on the engine load M.
  • Operating range C is additionally characterized by an engine load M of less than 20%
  • operating range D is characterized by an engine load M of greater than 20%, of the nominal load.
  • the energization of the electric heating element preferably remains active in operating ranges C and D. Due to the continued heating of the three-way catalytic converter 34 , in operating ranges C and D it is operational with regard to its three-way function, and the engine 1 is switched to operation having a combustion ⁇ of approximately 1.0.
  • a target value for the air-fuel ratio ⁇ which oscillates in a target range between a lower and an upper limit value is set.
  • a combustion ⁇ of 0.97, and in operating range D a combustion ⁇ of 0.98, is provided as the lower limit value.
  • Values of 1.0 and 1.05 are set in operating range C and D, respectively, as the upper limit value.
  • CH 4 and N 2 O emissions are advantageously reduced in operating range C due to the slightly lower average value of the combustion ⁇ in this operating range.
  • the air feed quantity and the exhaust gas recirculation quantity are set to pilot control values as a function of the operating point by actuating the throttle valve 13 , adjusting means for the exhaust gas turbochargers 9 , 11 , and the EGR valves 26 , 28 , and the quantity of fuel required for the ⁇ pilot control value is set via the sum of the pre-injection, the main injection, and the added post-injection.
  • the throttle valve is closed to values between 70% and 95%
  • a charge pressure valve is closed to values between 5% and 45%
  • a wastegate is closed to values between 25% and 45%.
  • the high-pressure EGR valve 28 is preferably completely closed, and the exhaust gas recirculation quantity is set by actuating the low-pressure exhaust gas recirculation valve 26 and the exhaust gas damming flap 17 .
  • the uncontrolled NOx emission of the engine stored in the characteristic map is offset by the NOx concentration of the exhaust gas that is determined by measurement by the exhaust gas sensor downstream from the three-way catalytic converter 34 .
  • the measured NOx conversion is increased or decreased, respectively, in such a way that the measured NOx conversion assumes a setpoint value within the target range, and therefore the ⁇ target value is within the ⁇ target range.
  • An oscillating sweep of the ⁇ target range takes place at a frequency between 1 and 5 Hz.
  • An improvement in the accuracy of the setting of the post-injection quantity is made possible by an adaptation occurring from time to time, preferably just before a required thermal regeneration of the particle filter.
  • a ⁇ value is set that should correspond to a predefinable ⁇ target value in the ⁇ target range ⁇ .
  • the associated actual ⁇ value of the air-fuel ratio is ascertained by determining the actual NOx conversion and utilizing the NOx conversion curve. If deviations from the ⁇ target value are identified, a correction value is determined in such a way that adding the correction value to the ⁇ target value results in the actual ⁇ value.
  • operating ranges A through G do not necessarily have to be occupied in their alphabetical order. Depending on the driving operation, and therefore as a function of the exhaust gas temperature and the exhaust gas mass flow, operating ranges A through G may instead be achieved in alternation and distributed over time.
  • an estimate an aging-related loss in conversion by the three-way catalytic converter 34 occurring over time can employed.
  • the temperature limits which delineate operating ranges A through G from one another are raised in correlation with the determined aging. This is provided in particular for the temperature limits between operating ranges A and B, and B and C and B and D.

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DE102011017486A DE102011017486A1 (de) 2011-04-19 2011-04-19 Betriebsverfahren für einen Kraftfahrzeug-Dieselmotor mit einer Abgasreinigungsanlage
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PCT/EP2011/006123 WO2012143025A1 (de) 2011-04-19 2011-12-07 Betriebsverfahren für einen kraftfahrzeug-dieselmotor mit einer abgasreinigungsanlage

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US20170022939A1 (en) * 2013-12-20 2017-01-26 Toyota Jidosha Kabushiki Kaisha Exhaust gas control apparatus for internal combustion engine (as amended)
US9689354B1 (en) * 2016-01-19 2017-06-27 Ford Global Technologies, Llc Engine exhaust gas recirculation system with at least one exhaust recirculation treatment device
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