WO2016074879A1 - Procédé permettant de faire fonctionner un moteur à combustion interne comprenant un catalyseur accumulateur d'oxydes d'azote - Google Patents

Procédé permettant de faire fonctionner un moteur à combustion interne comprenant un catalyseur accumulateur d'oxydes d'azote Download PDF

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Publication number
WO2016074879A1
WO2016074879A1 PCT/EP2015/073945 EP2015073945W WO2016074879A1 WO 2016074879 A1 WO2016074879 A1 WO 2016074879A1 EP 2015073945 W EP2015073945 W EP 2015073945W WO 2016074879 A1 WO2016074879 A1 WO 2016074879A1
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Prior art keywords
nox
emission level
fuel consumption
exhaust gas
internal combustion
Prior art date
Application number
PCT/EP2015/073945
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German (de)
English (en)
Inventor
Thorsten Schnorbus
Original Assignee
Fev Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fev Gmbh filed Critical Fev Gmbh
Priority to DE112015005082.5T priority Critical patent/DE112015005082A5/de
Publication of WO2016074879A1 publication Critical patent/WO2016074879A1/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
    • F02D41/14—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
    • F02D41/1462—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 with determination means using an estimation
    • 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
    • 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
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • 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
    • 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
    • F01N2900/1614—NOx amount trapped in catalyst
    • 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
    • F01N2900/1621—Catalyst conversion efficiency
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0625—Fuel consumption, e.g. measured in fuel liters per 100 kms or miles per gallon
    • 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
    • F02D2200/0811—NOx storage efficiency
    • 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
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
    • 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
    • F02D41/0275—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 NOx trap or adsorbent
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • 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 an internal combustion engine with a NOx storage catalytic converter.
  • An important aspect in the design of methods for operating an internal combustion engine is the reduction of fuel consumption in compliance with the emission limits required by law.
  • turbocharging takes place, by means of which, in addition to an increase in the boost pressure, an essentially free adjustability of the desired boost pressure is made possible.
  • an optimum fuel consumption setpoint for the boost pressure can be set in compliance with all emission limits required by law.
  • the change in boost pressure and EGR rate also affects a level of particulate emissions and raw emissions of nitric oxide through the associated change in air-fuel ratio.
  • a boost pressure control method for an exhaust gas turbocharger with adjustable turbine blades is described in the document DE 199 05 420 A1.
  • the boost pressure is regulated by means of at least one regulator acting on an adjusting device to a supercharging pressure desired value, the regulator parameters being set via characteristic curves or characteristic diagrams as a function of operating parameters.
  • a priority consideration of a fuel consumption optimal setting has the disadvantage that an additional consumption of additive for the selective catalytic reduction of nitrogen oxides in the exhaust aftertreatment device is disregarded. From DE 10 2012 108 237 A1 a method for operating an internal combustion engine using two resources is known. As the first resource, a fuel is used for combustion.
  • the internal combustion engine has a device for exhaust gas aftertreatment in the form of a nitrogen oxide catalyst for the selective catalytic reduction of nitrogen oxides.
  • an additive is used as a second resource.
  • a resource consumption of the internal combustion engine is optimized taking into account a consumption of the first resource and taking into account a consumption of the second resource.
  • an economical operation of the internal combustion engine is made possible because not only the fuel consumption alone, but also the additive consumption is included in the optimization.
  • a weighting ratio of the consumption of the first operating means to the consumption of the second operating medium is predetermined, which is selected in particular from an economic point of view. In particular, the weighting ratio is based on the current market value of the operating materials.
  • DE 10 2010 060 992 A1 describes a method for controlling a boost pressure of an internal combustion engine with a device for exhaust gas treatment, in which the boost pressure is regulated to a boost pressure setpoint, wherein the boost pressure setpoint is set depending on operating parameters.
  • the control of the boost pressure via a turbocharger, which compresses the intake air and possibly recirculated exhaust gas to increase the boost pressure prior to feeding to the internal combustion engine.
  • the device for exhaust gas treatment comprises a particle filter and / or a nitrogen oxide catalyst.
  • a change in the air-fuel ratio by a change in the boost pressure has an influence on the fuel consumption by the combustion process in the internal combustion engine.
  • an increase in the boost pressure leads to changed conditions during the charge cycle of the engine, so that the low-pressure process of the internal combustion engine is also influenced.
  • a first value for a fuel consumption minimizing boost pressure taking into account a direct influence of the boost pressure on a fuel consumption of the internal combustion engine.
  • the influences described above are summarized on the efficiency in the high-pressure process and on the charge cycle in the low-pressure process.
  • a first value is determined for a fuel consumption minimizing boost pressure, taking into account a direct influence of the boost pressure on an efficiency in the high-pressure process and on a charge change in the low-pressure process of the internal combustion engine.
  • a second value for a boost pressure minimizing the fuel consumption is determined under consideration of an indirect influence of the boost pressure on an interval regeneration of the device for exhaust gas treatment.
  • a change in the charge pressure influences the particle emission by the internal combustion engine, wherein the particle emission is crucial for a regeneration frequency and length of the particulate filter.
  • the charge pressure setpoint also influences the length of the regeneration interval.
  • the length of the regeneration interval in turn has an influence on the fuel consumption, since for each particulate filter regeneration a certain amount of additional fuel is consumed.
  • the injection quantity and the boost pressure are used, so that advantageously no additional sensors are needed.
  • an optimized charge pressure setpoint is still set.
  • the setting of the boost pressure setpoint includes, in particular, the determination of the value.
  • the charge pressure desired value is preferably optimized while maintaining emission limit values with regard to minimum fuel consumption.
  • the extent to which the abovementioned measures are taken depends essentially on the related calculated additional fuel consumption and drivability. If a certain excess consumption threshold value is exceeded within a certain period of time, a detected catalyst damage is signaled since an indication of the catalyst damage appears more appropriate than a further efficiency-reduced operation.
  • the object of the present invention is to optimize the fuel consumption of an internal combustion engine with a NOx storage catalytic converter.
  • the NOx raw emission level in the exhaust gas of the internal combustion engine is regulated to a reference variable in which a minimum fuel consumption sets.
  • a first fuel consumption component is taken into account as a function of the NOx raw emission level that results from the combustion.
  • a second fuel consumption component is taken into account as a function of the NOx raw emission level, which results from an intervalwise regeneration of the NOx storage catalytic converter.
  • the internal combustion engine is as a rule operated overstoichiometrically, i. in lean operation with excess air.
  • a substoichiometric operation i. a rich operation with excess fuel required. This leads to an increased fuel consumption compared to the normal driving operation.
  • An advantage of the method according to the invention is that an optimized NOx raw emission level can be set in normal driving, taking into account the fuel consumption in normal driving, which results exclusively from the combustion of the fuel, as well as the fuel consumption through the intervals Regeneration of the NOx storage catalyst results.
  • the course of the NOx raw emission level behaves inversely to the fuel consumption, i. the lower the fuel consumption, the higher the NOx raw emission level.
  • the fuel consumption tends to be low, but the NOx storage catalyst needs to be regenerated more frequently due to the higher NOx raw emission level, which in turn results in an increase in total fuel consumption.
  • a first fuel consumption component as a function of the NOx raw emission level which results from the combustion is taken into account.
  • a second fuel consumption component is additionally taken into account as a function of the NOx raw emission level in the normal driving operation, which results from an interval regeneration of the NOx storage catalytic converter, which is required due to the NOx emissions.
  • the NOx raw emission level in the exhaust gas should be controlled in compliance with emission limits.
  • the control can be given a limit value for the NOx raw emission level.
  • a limit value for the NOx emission level downstream of the NOx storage catalytic converter, preferably downstream of all existing exhaust gas aftertreatment devices.
  • the NOx raw emission level in the exhaust may be determined via a model, e.g. via one or more virtual NOx sensors.
  • a model e.g. via one or more virtual NOx sensors.
  • one or more real NOx sensor may alternatively or additionally be provided.
  • the efficiency of the NOx storage catalytic converter is taken into account during regeneration.
  • the efficiency of the NOx storage catalyst can be determined by a model.
  • the NOx raw emission level in the exhaust gas may be regulated by, for example, a change in the exhaust gas recirculation rate, the ignition timing, the start of injection, the injection duration, the valve timing, the compression, and / or the boost pressure.
  • Figure 1 is a schematic representation of an embodiment of the method according to the invention
  • Figure 2 is a diagram for illustrating the individual fuel consumption components, which are due to influences of various parameters
  • Figure 3 is a diagram for illustrating the total fuel consumption.
  • the NOx raw emissions during normal driving operation must be taken into account in compliance with the emission limit values required by law, whereby when using a NOx storage catalytic converter the fuel consumption due to the fuel consumption has to be considered interval regeneration of the NOx storage catalytic converter sets.
  • the NOx raw emission level is set when exiting the cylinders of the internal combustion engine, with the NOx emission level downstream of all exhaust aftertreatment devices, in particular downstream of the NOx storage catalytic converter, being taken into account with regard to the statutory emission limit values.
  • Figure 1 shows schematically a corresponding inventive method.
  • a first fuel consumption fraction 7 is determined, which results at a specific NOx raw emission level due to the combustion during normal driving operation.
  • a second fuel consumption fraction 8 is determined, which results from an intervalwise regeneration of the NOx storage catalytic converter.
  • the course of the NOx raw emission level during normal driving since the last regeneration is taken into account and a loading of the NOx storage catalytic converter is estimated so as to be able to predict the interval frequency for the regeneration and possibly also the regeneration period.
  • the results of these two process steps 1, 2, that is to say the first fuel consumption proportion 7 and the second fuel consumption proportion 8, are supplied in a third process step 3 to a calculation of an optimum NOx raw emission level during normal driving.
  • the optimum for the NOx raw emission level is where the gradient of the specific fuel consumption, taking into account the fuel consumption due to the combustion and the fuel consumption due to the regeneration of the NOx storage catalytic converter is zero: d (FuelTotal) / _ ⁇ ( ⁇ e) / d (FuelLNT rain) ⁇ _ n
  • a model 4 may additionally be provided for determining the efficiency of the NOx storage catalytic converter.
  • the model 4, the exhaust gas temperature 9 and the exhaust gas volumetric flow 10 are supplied, from which the efficiency 1 1 of the NOx storage catalyst is determined.
  • the legal limits for the NOx emission of the entire system are taken into account and from this a maximum NOx raw emission level 12 before the exhaust aftertreatment devices, ie at the exit from the cylinders determined.
  • a target value 14 for the raw NOx emission level is formed from the optimum NOx raw emission level 13 and the maximum NOx raw emission level 12.
  • FIG. 2 a diagram is shown in Figure 2, in which the first fuel consumption portion 7 and the second fuel consumption portion 8 are shown on the NOx raw emission level.
  • the NOx raw emission level is plotted and on the ordinate the fuel consumption.
  • the second fuel consumption fraction 8 increases with increasing NOx raw emission level.
  • the second fuel consumption component 8 reflects the fuel consumption due to the required regenerations of the NOx storage catalytic converter and thus increases with increasing NOx raw emission level.

Landscapes

  • 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 moteur à combustion interne comprenant un catalyseur accumulateur d'oxydes d'azote. Selon ledit procédé, le niveau d'émission brute des oxydes d'azote dans les gaz d'échappement du moteur à combustion interne est réglé sur une grandeur de référence pour laquelle une consommation minimale de carburant est établie, une première fraction de consommation de carburant (7) qui est produite du fait de la combustion étant prise en compte en fonction du niveau d'émission brute des oxydes d'azote, et une deuxième fraction de consommation de carburant (8) qui est produite du fait d'une régénération intermittente du catalyseur accumulateur d'oxydes d'azote étant prise en compte en fonction du niveau d'émission brute des oxydes d'azote.
PCT/EP2015/073945 2014-11-10 2015-10-15 Procédé permettant de faire fonctionner un moteur à combustion interne comprenant un catalyseur accumulateur d'oxydes d'azote WO2016074879A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112015005082.5T DE112015005082A5 (de) 2014-11-10 2015-10-15 Verfahren zum Betreiben einer Verbrennungskraftmaschine mit einem NOx-Speicherkatalysator

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014116348.6 2014-11-10
DE102014116348 2014-11-10

Publications (1)

Publication Number Publication Date
WO2016074879A1 true WO2016074879A1 (fr) 2016-05-19

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016219563B4 (de) 2015-12-07 2022-12-29 Hyundai Motor Company Verfahren zum verbessern einer kraftstoffeffizienz durch analysieren eines fahrmusters eines fahrzeugs

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19905420A1 (de) 1999-02-10 2000-08-17 Bayerische Motoren Werke Ag Ladedruck-Regelverfahren für einen Abgasturbolader
DE19926148A1 (de) 1999-06-09 2000-12-14 Volkswagen Ag Verfahren zur Erhöhung der NOx-Umsatzrate von geschädigten NOx-Speicherkatalysatoren
WO2004046529A1 (fr) * 2002-11-15 2004-06-03 Audi Ag Mode de fonctionnement d'un moteur a combustion interne d'un vehicule, notamment d'un vehicule automobile
DE10255488A1 (de) * 2002-11-27 2004-06-09 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
US20080147295A1 (en) * 2006-12-19 2008-06-19 General Electric Company System and method for operating a compression-ignition engine
DE102009021387A1 (de) * 2009-03-09 2010-09-16 Volkswagen Ag Verfahren zum Applizieren einer Motorsteuerung eines Verbrennungsmotors
DE102010060992A1 (de) 2010-12-02 2012-06-06 Fev Gmbh Ladedruckgeführtes Regelverfahren für eine Brennkraftmaschine
DE102012108237A1 (de) 2012-06-06 2013-12-12 Fev Gmbh Verfahren zum Betrieb einer Brennkraftmaschine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19905420A1 (de) 1999-02-10 2000-08-17 Bayerische Motoren Werke Ag Ladedruck-Regelverfahren für einen Abgasturbolader
DE19926148A1 (de) 1999-06-09 2000-12-14 Volkswagen Ag Verfahren zur Erhöhung der NOx-Umsatzrate von geschädigten NOx-Speicherkatalysatoren
WO2004046529A1 (fr) * 2002-11-15 2004-06-03 Audi Ag Mode de fonctionnement d'un moteur a combustion interne d'un vehicule, notamment d'un vehicule automobile
DE10255488A1 (de) * 2002-11-27 2004-06-09 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
US20080147295A1 (en) * 2006-12-19 2008-06-19 General Electric Company System and method for operating a compression-ignition engine
DE102009021387A1 (de) * 2009-03-09 2010-09-16 Volkswagen Ag Verfahren zum Applizieren einer Motorsteuerung eines Verbrennungsmotors
DE102010060992A1 (de) 2010-12-02 2012-06-06 Fev Gmbh Ladedruckgeführtes Regelverfahren für eine Brennkraftmaschine
DE102012108237A1 (de) 2012-06-06 2013-12-12 Fev Gmbh Verfahren zum Betrieb einer Brennkraftmaschine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016219563B4 (de) 2015-12-07 2022-12-29 Hyundai Motor Company Verfahren zum verbessern einer kraftstoffeffizienz durch analysieren eines fahrmusters eines fahrzeugs

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