EP1403492B1 - Procédé pour faire fonctionner un moteur à combustion interne à injection directe - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne à injection directe Download PDF

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Publication number
EP1403492B1
EP1403492B1 EP03021026A EP03021026A EP1403492B1 EP 1403492 B1 EP1403492 B1 EP 1403492B1 EP 03021026 A EP03021026 A EP 03021026A EP 03021026 A EP03021026 A EP 03021026A EP 1403492 B1 EP1403492 B1 EP 1403492B1
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EP
European Patent Office
Prior art keywords
mode
homogeneous
operating
characteristic map
catalytic converter
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.)
Expired - Lifetime
Application number
EP03021026A
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German (de)
English (en)
Other versions
EP1403492A3 (fr
EP1403492A2 (fr
Inventor
Ekkehard Dr. Pott
Helmut Sperling
Bernd Dr. Stiebels
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
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Volkswagen AG
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Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP1403492A2 publication Critical patent/EP1403492A2/fr
Publication of EP1403492A3 publication Critical patent/EP1403492A3/fr
Application granted granted Critical
Publication of EP1403492B1 publication Critical patent/EP1403492B1/fr
Anticipated expiration legal-status Critical
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Classifications

    • 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
    • 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
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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

Definitions

  • the invention relates to a method for operating a direct-injection internal combustion engine, which has a catalyst system with a NOx storage catalytic converter, in various operating modes, with NOx being stored in the NOx storage catalytic converter in at least one first operating mode and NOx being removed from the NOx converter in at least one second operating mode.
  • Storage catalyst is discharged, according to the preamble of claim 1.
  • each point in a load-speed map of the internal combustion engine is assigned a specific operating license:
  • the aim is to select the operating point-dependent most fuel-efficient operating mode. For various reasons, however, this is not always possible: With a cold engine and catalyst system, only stoichiometric homogeneous operation is initially permitted until the catalyst system has reached or exceeded a certain minimum temperature. Additionally, for example, stratified operation and homogeneous lean operation must be periodically exited for NOx regeneration or desulfurization.
  • the invention has for its object to modify a method of the above type with respect to.
  • the mode switch so that while maintaining a total of low-emission operation, a reduction in consumption is achieved.
  • At least one point in a load-speed characteristic map of the internal combustion engine is assigned a predetermined, maximum period of time for each first operating mode, after which a switch is made to a second operating mode assigned to this point.
  • a third map area is provided in which the internal combustion engine only for a predetermined Duration is operated in the first mode and is switched after the expiration of the predetermined period of time in the second mode of the second map area.
  • the first operating mode comprises a lean operation, in particular a stratified operation and / or a homogeneous lean operation, with a value lambda for an air-fuel ratio greater than 1.1 and the second operating mode a stoichiometrically homogeneous operation with a value lambda for an air Fuel ratio equal to 1.
  • a third operating mode with a NOx regeneration of the NOx storage catalytic converter and a lambda value for an air-fuel ratio smaller than 1 is provided, which is switched depending on an operating state of the internal combustion engine and a loading state of the NOx storage catalytic converter to this third mode ,
  • the predetermined maximum period of time is less than or equal to 80% of the time that elapses between two NO x regeneration in a continuous operation in the first mode associated with that point.
  • the predetermined, maximum period of time has a value between 0 and 20 seconds, in particular a value between 0 and 5 seconds.
  • Fig. 3 1 illustrates graphically a first preferred embodiment of a load-speed characteristic diagram of an internal combustion engine for a method according to the invention, wherein a rotational speed is plotted on the horizontal axis 10 and an engine torque (Nm) on the vertical axis 12.
  • the load-speed map is divided into areas 14, 15, 16 and 18.
  • a stoichiometrically homogeneous operation is in the region 14, in the region 16 a homogeneous lean operation and in the region 18 a shift operation is permitted.
  • the modes stoichiometric homogeneous and homogeneous-lean are also in the respective underlying areas 15, 16 and 18 authorized.
  • Fig. 4 graphically illustrates an associated progression of travel speed 20 and requested torque 22 plotted on vertical axis 24 versus time (sec) plotted on horizontal axis 26.
  • the aforementioned modes of stoichiometric homogeneous, homogeneous-lean and stratified charge operation are subject to a certain hierarchical order.
  • the shift operation represents the lowest hierarchy, followed by the homogeneous-lean operation.
  • the highest hierarchical level is stoichiometrically homogeneous.
  • the size and shape of the operating windows depend on different requirements. An important criterion is to favor the mode with the lowest consumption. As further criteria exhaust gas composition, smoothness, exhaust gas temperature, tendency to knock etc. are used. If, in dynamic operation, an operating mode range 16 or 18 is left in the direction of higher speeds and / or loads, the system switches over to a higher-priority operating mode, i. for example, from shift operation (area 18) to homogeneous lean operation (area 16) or stoichiometrically homogeneous operation (area 14) and from homogeneous lean operation (area 16) to stoichiometric homogeneous operation (area 14).
  • the operating mode limit of homogeneous-lean operation is largely defined by the exhaust gas composition.
  • the NOx storage catalytic converter commonly used in lean-running gasoline engines requires to achieve optimum NOx storage efficiency an admission with the lowest possible NOx mass flow with the lowest possible exhaust gas mass flow and at the same time maintaining a working temperature window of about 250 ° C to a maximum of about 500 ° C.
  • the NOx mass flow increases significantly and can exceed values of 50 g / h.
  • the NOx storage catalyst is saturated very quickly at these NOx mass flows, so that either a very frequent NOx regeneration is required, which fuel consumption disadvantages and also emission disadvantages brings with it, with each NOx regeneration, a small pollutant breakthrough, or at higher acceptance NOx breakthroughs the required pollutant conversion is not achievable.
  • the area 15 is provided in which only a temporary residence is provided in an operating mode in which NOx stores itself in the NOx storage catalytic converter.
  • a load belt 15 of 1 to 4 bar width and / or a speed belt of max. 1000 / min inserted into the operating window 14 for the stoichiometric homogeneous operation.
  • the homogeneous-lean operation is allowed for a predetermined period of time, for example, 0.5 s to 20 s, in particular 2 s to 5 s.
  • the power demand at 34 leads to a change of the operating state of the internal combustion engine in the transition region 15 between approval of homogeneous-lean operation (area 16) and stoichiometric homogeneous operation (area 14).
  • area 16 homogeneous-lean operation
  • area 14 stoichiometric homogeneous operation
  • the mode of operation is continued homogeneous-lean and not immediately requested the stoichiometric homogeneous operation, which also does not lead to a NOx regeneration. Since the load request remains at 34 with approximately 1.5 s in time under the predetermined time for the region 15 time, is not switched to the stoichiometric homogeneous operation.
  • the operating state of the internal combustion engine at 36 is again in the range 18 for the shift operation and the internal combustion engine is accordingly operated in stratified operation, since the NOx storage catalyst is not yet completely saturated.
  • the emission behavior is also more favorable overall because, because of the very short residence time in the area 15, the increased NOx raw emissions do not yet lead to a supersaturation of the NOx storage catalytic converter and thus to NOx breakthroughs.
  • the emission peaks occurring during NOx regeneration are eliminated.
  • a third region is provided in which the first mode (homogeneous lean operation) is allowed only for a predetermined period of time.
  • the third area (belt 15) Only when exceeding this predetermined period of time, ie, when the operating condition of the internal combustion engine is longer than the predetermined period in the third area (belt 15) is switched from the first mode (homogeneous-lean operation) in the second mode (stoichiometric homogeneous operation).
  • the third area (belt 15) lies in a region of the load-speed characteristic map in which actually the first operating mode (homogeneous-lean operation) would not be permitted.
  • the hard boundary between regions 14 and 16 is softened in favor of the first mode (homogeneous-lean operation).
  • FIG Fig. 5 An alternative embodiment of the invention is shown in FIG Fig. 5 shown.
  • engine map an internal combustion engine
  • Nm the engine torque
  • an extremely high value is entered at the operating point 38 for the stratified operation and the homogeneous lean operation, for example 100,000 seconds.
  • the value 0 seconds is entered for the stratified operation and again 100,000 seconds for the homogeneous lean operation.
  • the value "0 seconds" at an operating point for an operating mode essentially means that this mode is not permitted at the corresponding operating point.
  • a high value for the residence time means that the corresponding operating mode is unrestrictedly permitted at this operating point.
  • the value 0 seconds is again entered for the shift operation and, for example, the value 3 seconds for the homogeneous lean operation.
  • a corresponding number of such operating points in the engine map generates an area in which the first operating mode is permitted only temporarily, ie for a maximum of the predetermined time period or dwell time.
  • the dashed lines define boundaries at which the predetermined periods of time for the first operating modes (lean operation or homogeneous lean operation) change. However, within these limits, changes in the predetermined time periods are possible. So is at the operating point 44 next the value 0 seconds for the shift operation a value deviating from the operating point 42 for the homogeneous-lean operation of, for example, 7 seconds entered. At operating point 46, the value 0 seconds is entered for stratified operation and homogeneous lean operation.
  • the predetermined period of time or residence time is, for example, less than or equal to 80% of the time interval which lies between two successive NOx regenerations during operation with the first operating mode (lean operation: stratified operation and / or homogeneous lean operation).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Exhaust Gas After Treatment (AREA)

Claims (5)

  1. Procédé pour faire fonctionner un moteur à combustion interne à injection directe qui présente un système de catalyseur comprenant un catalyseur à accumulation de NOx, dans différents types de fonctionnement, dans lequel, dans un mode de fonctionnement homogène à mélange pauvre, du NOx est stocké dans le catalyseur à accumulation de NOx et dans un mode de fonctionnement homogène stoechiométrique, du NOx est dégagé hors du catalyseur à accumulation de NOx, caractérisé en ce que dans un champ caractéristique charge/régime du moteur à combustion interne entre une première plage de champ caractéristique, dans laquelle le mode de fonctionnement homogène à mélange pauvre est autorisé, et une deuxième plage de champ caractéristique dans laquelle le mode de fonctionnement homogène stoechiométrique est autorisé, on prévoit une troisième plage de champ caractéristique dans laquelle le moteur à combustion interne est entraîné seulement pendant une durée prédéterminée dans le mode de fonctionnement homogène à mélange pauvre, et après l'écoulement de la durée prédéterminée, est commuté au mode de fonctionnement homogène stoechiométrique de la deuxième plage de champ caractéristique, la troisième plage de champ caractéristique étant introduite sous forme de bande de charge de 1 à 4 bar de large et/ou sous forme d'une bande de régime de 1000/min max. dans la deuxième plage de champ caractéristique, aux environs de la première plage de champ caractéristique dans laquelle le mode de fonctionnement homogène à mélange pauvre est autorisé.
  2. Procédé selon la revendication 1, caractérisé en ce que dans le mode de fonctionnement homogène à mélange pauvre, la valeur lambda du rapport air/carburant est supérieure à 1,1.
  3. Procédé selon au moins l'une quelconque des revendications précédentes, caractérisé en ce qu'un troisième mode de fonctionnement avec une régénération de NOx du catalyseur à accumulation de NOx et avec une valeur lambda du rapport air/carburant inférieure à 1 est prévu, et l'on commute à ce troisième mode de fonctionnement en fonction d'un état de fonctionnement du moteur à combustion interne et d'un état de charge du catalyseur à accumulation de NOx.
  4. Procédé selon la revendication 3, caractérisé en ce que la durée maximale prédéterminée est inférieure ou égale à 80 % de l'intervalle de temps qui s'écoule entre deux régénérations de NOx pour un fonctionnement ininterrompu dans le premier mode de fonctionnement associé à ce point.
  5. Procédé selon au moins l'une quelconque des revendications précédentes, caractérisé en ce que la durée maximale prédéterminée présente une valeur de 0 à 20 secondes, en particulier une valeur de 0 à 5 secondes.
EP03021026A 2002-09-24 2003-09-17 Procédé pour faire fonctionner un moteur à combustion interne à injection directe Expired - Lifetime EP1403492B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10244391A DE10244391A1 (de) 2002-09-24 2002-09-24 Verfahren zum Betreiben einer direkteinspritzenden Brennkraftmaschine
DE10244391 2002-09-24

Publications (3)

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EP1403492A2 EP1403492A2 (fr) 2004-03-31
EP1403492A3 EP1403492A3 (fr) 2006-09-06
EP1403492B1 true EP1403492B1 (fr) 2008-08-27

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EP03021026A Expired - Lifetime EP1403492B1 (fr) 2002-09-24 2003-09-17 Procédé pour faire fonctionner un moteur à combustion interne à injection directe

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AT (1) ATE406514T1 (fr)
DE (2) DE10244391A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008057930A1 (de) * 2008-11-19 2010-05-20 Bayerische Motoren Werke Aktiengesellschaft Steuerungsverfahren für eine Brennkraftmaschine
US9494072B2 (en) 2013-02-20 2016-11-15 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine
DE102021102240A1 (de) 2021-02-01 2022-08-04 Volkswagen Aktiengesellschaft Abgasnachbehandlung bei einer Brennkraftmaschine

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KR960002348B1 (ko) * 1991-10-03 1996-02-16 도요다 지도오샤 가부시끼가이샤 내연기관의 배기정화장치
JPH10184417A (ja) * 1996-12-25 1998-07-14 Hitachi Ltd 筒内噴射式内燃機関の制御装置
DE19712356C1 (de) * 1997-03-25 1998-07-09 Daimler Benz Ag Verfahren zum Vermindern von schädlichen Abgasemissionen eines mit magerem Kraftstoff/Luftgemisch betriebenen Otto-Motores
JP3496468B2 (ja) * 1997-08-08 2004-02-09 日産自動車株式会社 内燃機関の蒸発燃料濃度判定装置
DE19824915C1 (de) * 1998-06-04 1999-02-18 Daimler Benz Ag Verfahren zum Wechseln der Betriebsart einer direkt-einspritzenden Otto-Brennkraftmaschine
JP3854013B2 (ja) * 1999-06-10 2006-12-06 三菱電機株式会社 内燃機関の排出ガス浄化装置
JP3607983B2 (ja) * 1999-09-10 2005-01-05 トヨタ自動車株式会社 内燃機関の燃焼制御装置
DE10035406C2 (de) * 2000-07-19 2002-07-18 Lic Tec Ag Cham Aufsatzbacke für Spannfutter

Also Published As

Publication number Publication date
EP1403492A3 (fr) 2006-09-06
DE50310403D1 (de) 2008-10-09
ATE406514T1 (de) 2008-09-15
DE10244391A1 (de) 2004-04-01
EP1403492A2 (fr) 2004-03-31

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