EP1365131A2 - Procédé de reglage d'un catalyseur d'accumulation de NOx - Google Patents

Procédé de reglage d'un catalyseur d'accumulation de NOx Download PDF

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Publication number
EP1365131A2
EP1365131A2 EP03090075A EP03090075A EP1365131A2 EP 1365131 A2 EP1365131 A2 EP 1365131A2 EP 03090075 A EP03090075 A EP 03090075A EP 03090075 A EP03090075 A EP 03090075A EP 1365131 A2 EP1365131 A2 EP 1365131A2
Authority
EP
European Patent Office
Prior art keywords
catalytic converter
regeneration
storage catalytic
storage
xse
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP03090075A
Other languages
German (de)
English (en)
Other versions
EP1365131A3 (fr
EP1365131B1 (fr
Inventor
Hermann Hahn
Soren Hinze
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP1365131A2 publication Critical patent/EP1365131A2/fr
Publication of EP1365131A3 publication Critical patent/EP1365131A3/fr
Application granted granted Critical
Publication of EP1365131B1 publication Critical patent/EP1365131B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • 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
    • 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
    • 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
    • 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
    • F02D2200/0814—Oxygen storage amount

Definitions

  • the invention relates to a method for controlling a NO x storage catalytic converter with the features mentioned in the preamble of claim 1.
  • the exhaust gas is passed over at least one catalytic converter, which converts one or more pollutant components of the exhaust gas.
  • Catalytic converter which converts one or more pollutant components of the exhaust gas.
  • Oxidation catalysts promote the oxidation of unburned hydrocarbons (HC) and carbon monoxide (CO), while reduction catalysts help reduce nitrogen oxides (NO x ) in the exhaust gas.
  • 3-way catalysts are used to catalyze the conversion of the three aforementioned components (HC, CO, NO X ) at the same time.
  • lean-burn internal combustion engines are used to optimize the consumption of motor vehicles.
  • a fuel-efficient lean-burn operation in which the internal combustion engine is operated with an excess of oxygen, that is to say with ⁇ > 1, a complete 3-way catalytic conversion of NO x is not possible.
  • NO x storage catalysts are used which, in addition to a catalytic component, contain a NO x storage which stores NO x in the form of nitrate in the lean operating phases.
  • intermediate rich regeneration phases at ⁇ ⁇ 1 in which HC and CO are formed, which act as reducing agents, the nitrates are reduced to nitrogen N 2 .
  • a catalyst for example a 3-way catalyst, is often connected upstream of the NO x storage catalyst.
  • a regeneration period is predefined by means of a rich exhaust gas atmosphere.
  • the actual loading state of the NO x storage catalytic converter and a current regeneration rate thereof cannot be taken into account disadvantageously.
  • Such a procedure therefore harbors the risk that the regeneration period is too short or too long, in the first case an incomplete regeneration of the storage and in the second case an unnecessary increase in fuel consumption and an emission of environmentally harmful reducing agents (HC and CO) are accepted.
  • Various methods are known for initiating the regeneration of the NO x storage catalytic converter, which are usually based on stored behavior models of the NO x storage catalytic converter or on emission profiles measured by means of a NO x sensor, for example. Particularly in the latter case it may be that the initiation of regeneration is exclusively demand performed at appropriate NOx breakthrough.
  • the NO X regeneration is carried out in such a way that the regeneration is ended as soon as the signal from the downstream oxygen-sensitive sensor system has reached a certain threshold value or a behavior model for the catalytic converter has determined the time of its complete emptying. Both processes are usually designed so that there is only a small breakthrough of reducing agent at the end of regeneration. In exceptional cases, a small excess of reducing agent can be tolerated for various reasons.
  • the invention is therefore based on the object of providing a method for controlling a NO x storage catalytic converter which is optimized with respect to the lowest possible reducing agent emissions compared to the prior art and which is too high saturation and thus poorer regenerability of the NO x Storage catalytic converter avoids.
  • the first method step according to the invention which takes place at the beginning of a regeneration phase, ensures that the rich exhaust gases located at the end of a regeneration phase in front of the NO x storage catalytic converter, due to the determination of a combustion lambda, which takes into account the diffusion rate of the oxygen-containing components of the catalyst coating, optimally
  • Regeneration of the NO x storage catalyst can be used, so that a reducing agent breakthrough is advantageously reduced.
  • the engine operating point, the exhaust gas mass flow and / or the catalyst state which can be determined by known methods, for example by means of a conversion factor, can be used to determine the combustion lambda.
  • the NO x signal of the NO x sensor and preferably no timing diagram is preferably used.
  • this becomes Regeneration of air-fuel mixture (combustion lambda) not only at the beginning set during regeneration, but also varies during regeneration as the Conditions for determining the combustion lambda after the start of regeneration can be changeable. This variation can be carried out using known methods become.
  • the two further method steps of the main claim which are carried out alternatively, avoid saturation of the NO x storage catalytic converter, or their effects are compensated for by inventive measures. Therefore, the NO x storage catalytic converter can usually be completely discharged during the regeneration phase.
  • the predefined threshold value for the saturation state of the NO x storage catalytic converter is determined in advance by suitable tests. This provides information about the loading of the NO x storage catalytic converter with which the NO x regeneration with normal implementation still leads to an adequate conversion of all stored nitrogen oxides.
  • the current value for the loading of the NO x storage catalytic converter is determined by balancing the NO x M constrictions before and after the NO x storage catalytic converter.
  • the signal of the NO X- sensitive measuring device for example the signal of a second NO X- sensitive measuring device located in front of the NO X * storage catalytic converter or a corresponding modeling in the engine control unit can be used.
  • the threshold value can additionally be dependent on further factors, for example catalyst / exhaust gas temperature, exhaust gas mass flow, NO x raw mass flow, HC content of the lean exhaust gas and the like, which may have to be taken into account as correction values for the threshold value.
  • At least one next NO X regeneration can be extended explicitly.
  • An increased breakthrough of reducing agents due to the more intensive regeneration is accepted.
  • reaching the threshold value can be used for diagnosis of the catalyst or other evaluating the current storage capacity of the catalyst Deactivate functionalities in the following period.
  • the withdrawal of this Deactivation can, for example, be made dependent on a certain cumulative Amount of reducing agent or a predetermined minimum number of Regenerative processes.
  • the NO X -sensitive measuring device is a NOx sensor, which also provides an oxygen-dependent signal which can be used to monitor the regeration of the NO X storage catalytic converter.
  • an additional oxygen-sensitive measuring device such as a lambda broadband or step probe can be used to monitor the regeneration phase.
  • the internal combustion engine 10 shown in FIG. 1 is followed by an exhaust system 12.
  • the exhaust system 12 has an exhaust duct 14, in which a pre-catalytic converter 16 arranged near the engine and a large-volume NO x storage catalytic converter 18 are located.
  • the exhaust gas duct 14 usually has various gas and / or temperature sensors for regulating the internal combustion engine 10, but not shown here. 1 shows only one NO X sensor 20, which is arranged downstream of the NO X storage catalytic converter 18 and which supplies a signal U NOX for the proportion of NO X in the exhaust gas.
  • the NO x sensor 20 is equipped with a lambda measurement function, so that a signal U ⁇ which is dependent on an oxygen component of the exhaust gas is additionally provided.
  • the signals U NOX and U ⁇ are transmitted to an engine control unit 22, in which they are digitized and further processed. Further information relating to the operating state of the internal combustion engine 10 is also input into the engine control unit 22.
  • a control unit 24 is also integrated in the engine control unit 22.
  • the engine control unit 22 and the control unit 24 influence at least one operating parameter of the internal combustion engine 10, in particular an air / fuel mixture to be supplied (combustion lambda), as a function of the signals U NOX and U ⁇ of the NO X sensor 20.
  • FIG. 2 shows the course over time of various parameters of the internal combustion engine 10 and of the exhaust system 12 during a NO x regeneration of the NO x storage catalytic converter 18, which takes place according to the prior art.
  • the internal combustion engine 10 is in a lean operating mode, in which an oxygen-rich air-fuel mixture with ⁇ M »1 is fed to it (graph 100).
  • the exhaust gas contains an excess of nitrogen oxides NO x , which cannot be completely converted by the pre-catalyst 16.
  • NO X is therefore stored in the NO X storage catalytic converter 18, the NO X loading of which increases continuously until the NO XMAX saturation (graph 102).
  • a suitable criterion a need for NO x regeneration is recognized at a time t A.
  • the internal combustion engine 10 is switched by influencing the engine control unit 22 in a rich operating mode with ⁇ F ⁇ 1.
  • the stored in the NO X storing catalyst 18 NO X is desorbed and reduced to nitrogen.
  • a decrease in the NO x loading of the storage catalytic converter 18 can only be recorded after a certain time delay after switching over the internal combustion engine 10, since at the point in time t A the exhaust gas duct 14 is still filled with lean exhaust gas, which initially still contains the storage catalytic converter 18 must happen before the reducing agents reach it.
  • the course of the NO x regeneration is followed in the meantime with the aid of the signal U ⁇ provided by the NO x sensor 20.
  • the signal U ⁇ (graph 104) is inversely proportional to an oxygen concentration of the exhaust gas downstream of the storage catalytic converter 18. As the reducing agents are consumed to an ever smaller extent as regeneration progresses, the signal U ⁇ of the NO x sensor 20 rises slowly. At a time t E , the signal U ⁇ reaches a predetermined threshold value U SE , whereupon the internal combustion engine 10 is usually switched back to a lean operating mode with ⁇ M »1.
  • FIG. 3 In order to prevent the saturation of the NO x storage catalytic converter and the associated incomplete outsourcing of the nitrates in the regeneration phase, the approach shown in FIG. 3 is followed according to the invention, the course over time of the same parameters as in FIG. 2 and additionally the course of the signal U NOX (graph 108) of the NO x sensor 20 for the NO x emission is shown.
  • the NO x emission rises steeply with increasing loading of the NO x storage catalytic converter 18, at the time t A when a predetermined threshold value NO XSE is reached , which is determined by balancing the amounts of NO x before and after the NO x storage catalytic converter 18 and which is related to the saturation of the NO x storage catalytic converter 18, the regeneration of the NO x storage catalytic converter 18 is initiated.
  • the threshold value NO XSE is determined experimentally in advance and indicates the point in the NO X storage loading at which a complete emptying of the NO X storage catalytic converter is still possible in a subsequent regeneration phase . After initiation of regeneration, the NO X emission drops sharply and remains at a constantly low level.
  • the course of the NO x loading of the NO x storage catalytic converter 18 - represented by graph 102 - essentially corresponds to the course according to FIG. 2, since the loading and the emptying are subject to the same mechanisms. However, the graph 102 is at a lower level since the emptying begins at a lower loading state and only ends when the emptying is complete.
  • the temperature of the storage catalytic converter 18 is determined at time t A and transmitted to the engine control unit 22, which then the internal combustion engine 10 is switched from a lean operating mode with ⁇ M »1 to a rich mode with ⁇ F ⁇ 1, the determined catalyst temperature being used to determine an optimized combustion lambda.
  • a combustion lambda ⁇ F is set, which can be higher ( ⁇ FT1 ), lower ( ⁇ FT2 ) or equal to the combustion lambda ⁇ FT0 , which can be carried out without evaluating the temperature of the NO x Storage catalyst 18 would have been set.
  • the setting of a combustion lambda ⁇ F which takes into account at least the temperature of the NO x storage catalytic converter 18 as a decisive factor, ensures that the rich exhaust gases at the time t E at the end of a regeneration phase before the NO x storage catalytic converter 18 still have to be regenerated of the NO x storage catalyst 18 can be used. A breakthrough of reducing agents can thus be significantly reduced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Catalysts (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
EP03090075A 2002-05-08 2003-03-20 Procédé de reglage d'un catalyseur d'accumulation de NOx Expired - Lifetime EP1365131B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10221568 2002-05-08
DE10221568A DE10221568A1 (de) 2002-05-08 2002-05-08 Verfahren zur Steuerung eines NO¶x¶-Speicherkatalysators

Publications (3)

Publication Number Publication Date
EP1365131A2 true EP1365131A2 (fr) 2003-11-26
EP1365131A3 EP1365131A3 (fr) 2004-04-07
EP1365131B1 EP1365131B1 (fr) 2006-08-16

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EP03090075A Expired - Lifetime EP1365131B1 (fr) 2002-05-08 2003-03-20 Procédé de reglage d'un catalyseur d'accumulation de NOx

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EP (1) EP1365131B1 (fr)
AT (1) ATE336650T1 (fr)
DE (2) DE10221568A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10360072A1 (de) * 2003-12-20 2005-07-14 Audi Ag Abgasanlage für eine Brennkraftmaschine eines Fahrzeuges, insbesondere eines Kraftfahrzeuges

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004022814B4 (de) * 2004-05-08 2010-06-10 Audi Ag Verfahren zum Betreiben einer magerlauffähigen Brennkraftmaschine eines Fahrzeuges, insbesondere eines Kraftfahrzeuges

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE59800195D1 (de) * 1998-01-09 2000-08-17 Ford Global Tech Inc Verfahren zur Regeneration einer Stickoxidfalle im Abgassystem eines Verbrennungsmotors
DE19851564C2 (de) * 1998-11-09 2000-08-24 Siemens Ag Verfahren zum Betreiben und Überprüfen eines NOx-Speicherreduktionskatalysators einer Mager-Brennkraftmaschine
DE19929292A1 (de) * 1999-06-25 2000-12-28 Volkswagen Ag Verfahren zur Steuerung eines Arbeitsmodus einer Verbrennungskraftmaschine
DE19933712A1 (de) * 1999-07-19 2001-05-17 Volkswagen Ag Verfahren zur Regelung eines Arbeitsmodus einer Verbrennungskraftmaschine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10360072A1 (de) * 2003-12-20 2005-07-14 Audi Ag Abgasanlage für eine Brennkraftmaschine eines Fahrzeuges, insbesondere eines Kraftfahrzeuges

Also Published As

Publication number Publication date
DE10221568A1 (de) 2003-12-04
ATE336650T1 (de) 2006-09-15
DE50304630D1 (de) 2006-09-28
EP1365131A3 (fr) 2004-04-07
EP1365131B1 (fr) 2006-08-16

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