EP1854985A2 - Procédé de détermination de la concentration de rouille dans les gaz d'échappement d'un moteur à combustion interne à injection directe et moteur à combustion interne destiné à exécuter un tel procédé - Google Patents

Procédé de détermination de la concentration de rouille dans les gaz d'échappement d'un moteur à combustion interne à injection directe et moteur à combustion interne destiné à exécuter un tel procédé Download PDF

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Publication number
EP1854985A2
EP1854985A2 EP07105614A EP07105614A EP1854985A2 EP 1854985 A2 EP1854985 A2 EP 1854985A2 EP 07105614 A EP07105614 A EP 07105614A EP 07105614 A EP07105614 A EP 07105614A EP 1854985 A2 EP1854985 A2 EP 1854985A2
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
soot
exhaust
exhaust gas
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
EP07105614A
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German (de)
English (en)
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EP1854985A3 (fr
EP1854985B1 (fr
Inventor
Yasser Mohammed Sayed Yacoub
Matthew Schneider
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication of EP1854985A3 publication Critical patent/EP1854985A3/fr
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    • 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
    • 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
    • F02D41/1466—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 a soot concentration or content
    • F02D41/1467—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 a soot concentration or content with determination means using an estimation

Definitions

  • the invention relates to a method for determining the soot concentration in the exhaust gas of a direct-injection internal combustion engine having at least one cylinder and at least one exhaust pipe for discharging the exhaust gases from said at least one cylinder and at a first exhaust aftertreatment system for storing the soot particles and a sensor for detecting the nitrogen oxide concentration (NO x ) are provided in the at least one exhaust pipe.
  • the invention relates to a direct injection internal combustion engine for carrying out such a method, which has at least one cylinder and at least one exhaust pipe for discharging the exhaust gases from said at least one cylinder, wherein in the at least one exhaust pipe, a first exhaust aftertreatment system for storing the soot particles and upstream of the first Exhaust after-treatment system, a sensor for detecting the nitrogen oxide concentration (NO x ) are provided.
  • a direct injection internal combustion engine for carrying out such a method, which has at least one cylinder and at least one exhaust pipe for discharging the exhaust gases from said at least one cylinder, wherein in the at least one exhaust pipe, a first exhaust aftertreatment system for storing the soot particles and upstream of the first Exhaust after-treatment system, a sensor for detecting the nitrogen oxide concentration (NO x ) are provided.
  • NO x nitrogen oxide concentration
  • catalytic reactors are often used which, using catalytic materials that increase the speed of certain reactions, ensure oxidation of HC and CO even at low temperatures. If, in addition, nitrogen oxides are to be reduced, this can be achieved by using a three-way catalytic converter, which, however, requires a narrow-flow stoichiometric operation ( ⁇ 1) of the gasoline engine.
  • the nitrogen oxides NO x are reduced by means of the existing unoxidized exhaust gas components, namely the carbon monoxides and the unburned hydrocarbons, wherein at the same time these exhaust gas components are oxidized.
  • an oxidation catalyst is provided in the exhaust system.
  • Selective catalysts - so-called SCR catalysts - are used to reduce the nitrogen oxides, in which reducing agent is introduced into the exhaust gas in a targeted manner in order to selectively reduce the nitrogen oxides.
  • reducing agent not only ammonia and urea but also unburned hydrocarbons are used.
  • the nitrogen oxide emissions can also be reduced with so-called nitrogen oxide storage catalysts ( LNT - L ean NO x T rap).
  • the nitrogen oxides are first - during a lean operation of the internal combustion engine - absorbed in the catalyst and collected and stored, then during a regeneration phase (deNO x ), for example, by means of a substoichiometric operation (for example, ⁇ ⁇ 0.95) of the engine to be reduced in oxygen deficiency .
  • Sub-stoichiometric operation can be dispensed with if the reducing agent is introduced directly into the exhaust gas tract, for example by injecting additional fuel.
  • the nitrogen oxides are released and converted essentially into nitrogen dioxide (N 2 ), carbon dioxide (CO 2 ) and water (H 2 O).
  • the loading of the storage catalyst can be estimated by means of two NO x sensors by placing a NO x sensor upstream of the LNT and a NO x sensor downstream of the LNT.
  • the amount of nitrogen oxide that is stored in the storage catalytic converter results from the different nitrogen oxide concentrations in the exhaust gas upstream and downstream of the LNT.
  • a calculation model for estimating the nitrogen oxide emissions of the internal combustion engine can be used, which is used together with the nitrogen oxide concentration downstream of the LNT, which can be detected by means of NO x sensor, for determining the LNT loading.
  • the model replaces the second, provided upstream of the LNT NO x sensor in the variant described above.
  • so-called regenerative particulate filters are used in the prior art, which filter out and store the soot particles from the exhaust gas, whereby these soot particles are intermittently burned in the context of a regeneration (deSoot) of the filter.
  • the intervals of the regeneration are among other things by the exhaust backpressure, which occurs due to the increasing flow resistance of the filter due to the growing load of soot particles, co-determined.
  • internal engine measures - such as optimized combustion - can be used to reduce pollutant emissions.
  • in-engine measures with a view to a simultaneous reduction of soot and nitrogen oxide emission are generally not expedient, since the necessary internal engine boundary conditions for reducing soot formation on the one hand and the formation of nitrogen oxide on the other hand are in conflict with each other, which is also considered trade-related. off is called.
  • the internal engine measures which lead to a reduction of the nitrogen oxide emission, usually cause an increased soot formation or soot emission and vice versa.
  • FIG. 1a shows this relationship, which is characteristic of direct-injection internal combustion engines.
  • the circles represent experimentally determined value pairs comprising a measured specific nitrogen oxide emission and the corresponding soot emission of the internal combustion engine.
  • concentrations can be given, for example, as mass concentration in milligrams per gram of exhaust gas [mg / g] or as mass flow in grams per hour [g / hr].
  • the correlation between these two emissions is represented by the plotted curve, also referred to as the correlation or regression curve or trade-off curve.
  • the position of the trade-off curve of an internal combustion engine can be determined by design features of the internal combustion engine, for example by the number of valves (2-valve, 4-valve) and the injection system (pump-nozzle), and by the combustion process, for example by the charge movement (swirl) in the combustion chamber, are influenced, which is shown in Figure 1b.
  • ATL turbocharging
  • EGR exhaust gas recirculation
  • the soot and nitrogen oxide emissions can also be reduced - albeit within narrow limits.
  • the influence of exhaust gas recirculation and turbocharging on the emissions is comparatively low.
  • the so-called trade-off curve as such ie, its course or its shape, remains virtually unchanged in the variations exemplified and shown in FIG. 1b.
  • the trade-off curve is characteristic of an internal combustion engine, in particular a particular internal combustion engine operated using a concrete combustion process.
  • One approach to determining filter loading utilizes the fact that the exhaust back pressure upstream of the filter increases with increasing loading and the loading of the filter with the pressure differential across the filter in the exhaust passage correlates widely.
  • a pressure sensor for detecting the exhaust gas back pressure in the Provided exhaust pipe and approximately the pressure in the exhaust pipe downstream of the filter equated to the ambient pressure is used to determine the pressure difference upstream of the filter.
  • a model is used for the computational determination of the filter load in order to compensate for the unsuitability of the above-described procedure at high loads of the internal combustion engine.
  • a measurement of the soot concentration - for example by means of sensor - is not possible in the prior art, because it is not mature in terms of mass production and unacceptable from a cost point of view.
  • the soot concentration in the exhaust gas of the internal combustion engine is determined. calculated mathematically. For this purpose maps are used, which are generated in stationary operation on the engine test bench and the soot emissions depending on the operating condition of the internal combustion engine, which is described for example by the speed and the load play.
  • the soot concentration read from these maps is then corrected to detect, for example, the influence of the cooler temperature and environmental conditions, namely ambient pressure and ambient temperature, on soot formation. Also, the deviation of the actual air ratio from a predetermined setpoint for the air ratio is taken into account, which is necessary in particular under transient operating conditions, in order to ensure a good quality, ie the most accurate possible estimation of the soot concentration. Furthermore, a possible exhaust gas recirculation is taken into account, since the return of hot exhaust gases in the combustion chamber soot formation - if only to a small extent - mitbeeinflußt.
  • the soot concentration estimated by means of the calculation model is integrated over time, whereby the soot mass determined in this way is equated to the filter load generated in the considered period of time.
  • a passive and / or active regeneration of the filter can also be taken into account when determining the instantaneous filter load.
  • the filter load predicted by means of this calculation model can only be regarded as a rough reference value in principle, since deviations from the assumed operating conditions are detected only insufficiently and approximately-via a correction of the read-out values.
  • the prior art models often result in a conservative estimate of filter loading, with the predicted filter loading being higher than the actual filter load. Consequently, the regeneration of the filter is initiated earlier than actually required, which is to be regarded as disadvantageous, since each filter regeneration is associated with a fuel consumption.
  • Another object of the present invention is to provide a direct injection internal combustion engine for performing such a method, comprising at least one cylinder and at least one exhaust pipe for discharging the exhaust gases from said at least one cylinder, wherein in the at least one exhaust pipe, a first exhaust aftertreatment system for storing the Soot particles and upstream of this first exhaust aftertreatment system, a sensor for detecting the nitrogen oxide concentration (NO x ) are provided.
  • a direct injection internal combustion engine for performing such a method, comprising at least one cylinder and at least one exhaust pipe for discharging the exhaust gases from said at least one cylinder, wherein in the at least one exhaust pipe, a first exhaust aftertreatment system for storing the Soot particles and upstream of this first exhaust aftertreatment system, a sensor for detecting the nitrogen oxide concentration (NO x ) are provided.
  • the inventive method makes use of the fact that the soot emissions and the nitrogen oxide emission of a direct-injection internal combustion engine are correlated with each other (see Figure 1a) and the nitrogen oxide emission in the exhaust gas - as opposed to the carbon black concentration - by means of a sensor, namely an upstream of the first exhaust gas treatment system arranged NO x Sensors, can be detected by measurement.
  • the soot concentration in the exhaust gas can be deduced, with the aid of corresponding characteristic maps which represent the relationship (trade-off) between the soot concentration and the nitrogen oxide concentration.
  • a map representing the functional relationship between the soot concentration and the nitrogen oxide concentration for a specific operating condition which is defined for example by the speed and the load of the engine created, can specifically variations in air ratio and exhaust gas recirculation at the same speed and unchanged Load to be performed.
  • the trade-off curve determined on the basis of the measured concentrations then includes and takes into account the variations made or the changes in the emission behavior caused by the variations.
  • a correction of the read-out from the respective map soot concentration - as in conventional methods or calculation models usual and described above - is no longer necessary.
  • the correction also eliminates the inaccuracies in the determination of the soot concentration caused by the correction.
  • An advantage of the method according to the invention is further that in modern direct-injection internal combustion engines often already a NO x sensor is present, since the loading of an arranged in the exhaust pipe storage catalyst is also to monitor in the context of controlling the exhaust aftertreatment, which is a NO x sensor make necessary for metrological detection of the nitrogen oxide concentration in the exhaust gas.
  • the first sub-problem underlying the invention is solved, namely to show a method according to the preamble of claim 1, with a more accurate compared to the prior art estimation of the soot concentration in the exhaust gas is made possible, especially at higher loads of the internal combustion engine.
  • Embodiments of the method in which the at least two further parameters for describing the operating state of the internal combustion engine include the rotational speed n and the load, for example the indicated torque T ind , are advantageous.
  • This embodiment offers advantages, since the two operating parameters-speed and indicated torque-usually already exist, ie, are known and need not be determined or measured in an additional method step in the context of the method according to the invention. Thus, the determination of the speed n is already required for the synchronization of ignition and injection.
  • the indicated torque T ind is often determined from the pressure present and measured in the cylinder and used, for example, in the context of fuel injection control.
  • Embodiments of the method in which the current soot concentrations are integrated over time are advantageous. H. be summed to determine a caused by the soot particles located in the exhaust gas of the first exhaust aftertreatment system due to the storage of these soot particles.
  • This special embodiment of the method according to the invention thus serves not only for determining the instantaneous soot concentration in the exhaust gas, but also for estimating the soot loading of a first exhaust aftertreatment system provided for storing the soot particles.
  • Embodiments of the method in which a passive and / or active regeneration of the first exhaust aftertreatment system is taken into account in the determination of the loading are advantageous.
  • the combustion of the particles can be effected by additional combustion burner provided in the exhaust duct or by a post-injection of additional fuel into the combustion chamber, the nacheingespritzte fuel is already ignited in the combustion chamber, resulting in the expiring main combustion or the present in the combustion chamber towards the end of the combustion high temperatures can happen, so that the exhaust gas temperature of the exhaust gases pushed into the exhaust tract is raised by the engine.
  • the nacheingespritzte fuel can also be unburned and possibly already processed pushed out into the exhaust system and then selectively oxidized locally there in the exhaust system, where high exhaust gas temperatures are necessary, namely in the particulate filter or in its immediate vicinity.
  • This embodiment makes it possible, in cases where the pressure difference and the loading correlate satisfactorily with each other, ie at low load, to use the adjusting over the first exhaust aftertreatment system pressure difference for determining the filter load and at higher loads, in which this approach is unsuitable has proven to determine the filter loading by means of integrated over time soot concentrations in the exhaust gas, wherein the current soot concentration is determined by measuring the nitrogen oxide concentration using a corresponding map (trade-off).
  • the second sub-problem underlying the invention is achieved by a direct injection internal combustion engine having at least one cylinder and at least one exhaust pipe for discharging the exhaust gases from the at least one cylinder, wherein in the at least one exhaust pipe, a first exhaust aftertreatment system for storing the soot particles and upstream of the first Exhaust gas aftertreatment system, a sensor for detecting the nitrogen oxide concentration (NO x ) are provided, and which is characterized in that an engine control is provided, which is adapted to a multi-mapping sets of maps, the functional relationship between the soot concentration and the nitrogen oxide concentration for various operating states of the internal combustion engine reproduces, to be used in the way that by means of the current, detected by the sensor nitrogen oxide concentration and at least two further parameters, the operating state d describe the internal combustion engine, the current soot concentration from the set of maps is determinable.
  • the engine control of the direct injection internal combustion engine must be adapted in a way that the inventive method can be performed. Ie. the engine control must be able to provide the basis of a measured NO x concentration in the exhaust gas and other parameters, which are provided as input signals using different maps the corresponding concentration of carbon black as an output signal.
  • Embodiments of the direct-injection internal combustion engine in which the first exhaust aftertreatment system for storing the soot particles is a particle filter are advantageous.
  • embodiments are advantageous in which the sensor for detecting the nitrogen oxide concentration (NO x ) upstream of this further exhaust aftertreatment system is arranged.
  • the trade-off which has already been mentioned several times above, relates to the soot emissions and nitrogen oxide emissions of the internal combustion engine in the untreated exhaust gas, ie to the functional relationship of the emissions before the hot exhaust gases are fed to exhaust gas aftertreatment.
  • the NO x sensor should be provided at a location in the exhaust pipe that is upstream of the exhaust aftertreatment systems.
  • Embodiments of the direct injection internal combustion engine in which the further exhaust aftertreatment system is a storage catalytic converter (LNT) or an SCR catalytic converter are advantageous. These two systems have proven to be suitable for the reduction of nitrogen oxides (NO x ) in the exhaust gas of an internal combustion engine and are already used in mass production.
  • LNT storage catalytic converter
  • SCR catalytic converter SCR catalytic converter
  • FIG. 2 shows schematically the exhaust gas tract of a first embodiment of a direct-injection internal combustion engine together with engine control 4.
  • the exhaust pipe 1 serves to discharge the exhaust gases from the cylinders of the internal combustion engine.
  • a first exhaust aftertreatment system 2 is provided for storing the soot particles located in the exhaust gas, wherein a particulate filter 5 is used as exhaust aftertreatment system 2.
  • a sensor 3 for detecting the nitrogen oxide concentration (NO x ) is disposed in the exhaust gas upstream of the particulate filter 5.
  • This NO x sensor 3 supplies the instantaneous nitrogen oxide concentration as an input signal to an engine control unit 4, which uses the nitrogen oxide concentration together with other parameters that describe the operating state of the internal combustion engine as input signals for a set of maps and reads out the current soot concentration and provides as an output signal.
  • the rotational speed n of the internal combustion engine, the indicated torque T ind and the instantaneous air ratio ⁇ serve as further parameters for describing the operating state of the internal combustion engine.
  • a plurality of characteristic maps ie a set of characteristic maps comprising several characteristic maps are stored, ie stored.
  • These maps represent the functional relationship between the soot concentration and the nitrogen oxide concentration for different operating states of the internal combustion engine.
  • these maps include variations in exhaust gas recirculation and air ratio.

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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)
EP20070105614 2006-05-08 2007-04-04 Procédé de détermination de la concentration de rouille dans les gaz d'échappement d'un moteur à combustion interne à injection directe et moteur à combustion interne destiné à exécuter un tel procédé Ceased EP1854985B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200610021302 DE102006021302B3 (de) 2006-05-08 2006-05-08 Verfahren zur Bestimmung der Rußkonzentration im Abgas einer direkteinspritzenden Brennkraftmaschine und Brennkraftmaschine zur Durchführung eines derartigen Verfahrens

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EP1854985A2 true EP1854985A2 (fr) 2007-11-14
EP1854985A3 EP1854985A3 (fr) 2013-06-19
EP1854985B1 EP1854985B1 (fr) 2014-12-03

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2826968A4 (fr) * 2012-03-14 2016-01-20 Toyota Motor Co Ltd Dispositif de purification des gaz d'échappement pour un moteur à combustion interne
CN112983606A (zh) * 2019-12-16 2021-06-18 罗伯特·博世有限公司 用于运行具有带炭黑颗粒过滤器的排气后处理系统的内燃机的方法

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008058280B4 (de) 2007-12-18 2022-09-29 Ford Global Technologies, Llc Bestimmung der Last eines Diesel-Partikelfilters sowohl unter instationären als auch stationären Fahrzyklen
US8906134B2 (en) * 2012-11-08 2014-12-09 GM Global Technology Operations LLC Engine-out soot flow rate prediction
US9169766B2 (en) 2014-03-18 2015-10-27 GM Global Technology Operations LLC System to monitor regeneration frequency of particulate filter
DE102014006692A1 (de) 2014-05-09 2015-11-12 Fev Gmbh Ottomotor mit Partikelfilter und Regenerationsstrategie und Verfahren hierzu

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10130633B4 (de) * 2001-06-26 2010-10-21 Man Nutzfahrzeuge Ag Verfahren zur Regenerierung eines Partikelfilters
JP4126560B2 (ja) * 2004-09-15 2008-07-30 トヨタ自動車株式会社 内燃機関の制御装置
DE112005003886B3 (de) * 2004-11-25 2019-12-24 Avl List Gmbh Verfahren zum Ermitteln der Partikelemissionen im Abgasstrom einer Brennkraftmaschine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2826968A4 (fr) * 2012-03-14 2016-01-20 Toyota Motor Co Ltd Dispositif de purification des gaz d'échappement pour un moteur à combustion interne
CN112983606A (zh) * 2019-12-16 2021-06-18 罗伯特·博世有限公司 用于运行具有带炭黑颗粒过滤器的排气后处理系统的内燃机的方法

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Publication number Publication date
EP1854985A3 (fr) 2013-06-19
EP1854985B1 (fr) 2014-12-03
DE102006021302B3 (de) 2007-11-29

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