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EP1581729B1 - Procede de commande d'un moteur a combustion interne et moteur a combustion interne apte a fonctionner avec un melange pauvre - Google Patents

Procede de commande d'un moteur a combustion interne et moteur a combustion interne apte a fonctionner avec un melange pauvre Download PDF

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Publication number
EP1581729B1
EP1581729B1 EP03795912A EP03795912A EP1581729B1 EP 1581729 B1 EP1581729 B1 EP 1581729B1 EP 03795912 A EP03795912 A EP 03795912A EP 03795912 A EP03795912 A EP 03795912A EP 1581729 B1 EP1581729 B1 EP 1581729B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
lambda value
catalytic converter
transition phase
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
EP03795912A
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German (de)
English (en)
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EP1581729A1 (fr
Inventor
Ekkehard Pott
Michael Zillmer
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
Priority claimed from DE10357415A external-priority patent/DE10357415A1/de
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP1581729A1 publication Critical patent/EP1581729A1/fr
Application granted granted Critical
Publication of EP1581729B1 publication Critical patent/EP1581729B1/fr
Anticipated expiration legal-status Critical
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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
    • F02D41/021—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
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • 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 controlling an internal combustion engine and a lean-running internal combustion engine with the features mentioned in the preamble of claim 1 and 18 respectively.
  • the exhaust gas is passed over at least one catalyst, which performs a conversion of one or more pollutant components of the exhaust gas.
  • catalysts which performs a conversion of 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 promote the reduction of nitrogen oxides (NO x ) of the exhaust gas.
  • 3-way catalysts are used to simultaneously catalyze the conversion of the three aforementioned components (HC, CO, NO x ).
  • storage catalysts for example NO x storage catalysts, are known.
  • the NO x storage catalytic converters used in lean-running gasoline engines for exhaust gas purification have lower high-temperature stability in the current state of development compared to conventional 3-way catalysts.
  • the use of this catalyst technology therefore requires special efforts to limit the Temperature load of these catalysts.
  • measures come into consideration, which lead to the reduction of the stationary temperature levels, such as the exhaust gas cooling or the reduction of the residual oxygen content of the exhaust gases by optimizing the combustion process.
  • measures are appropriate here as well as for 3-way systems, which lead to a reduction of load during transient engine operation, such as the optimization of the application in terms of HC peaks.
  • the invention is therefore an object of the invention to provide a method for controlling an internal combustion engine with at least one disposed in an exhaust passage of the internal combustion engine catalyst and a corresponding internal combustion engine, in which or during the transition phase after a fuel cut-off phase, thermal load peaks of at least one catalyst by exothermic Processes are safely avoided.
  • an approximately stoichiometric or less sub-stoichiometric lambda value is set as requested and then to the requested lambda value, preferably to a predetermined value of an engine control of the internal combustion engine, whereby an oxygen storage of at least one catalyst, preferably at least one NO x storage catalyst, which may comprise at least one precatalyst, gradually is emptied.
  • the exhaust gas temperatures may be briefly above predetermined limit temperatures and cause the higher residual oxygen content of the exhaust gases increased Grundexothermie. Overall, however, this advantageously prevents too rapid emptying of the oxygen storage and thus also a sudden release of energy, which would lead to an excessive temperature peak or load on the catalyst.
  • the requirement of a substoichiometric lambda value can be based on a performance specification for the internal combustion engine or a specification of the engine control, for example due to the exceeding of a permissible exhaust gas temperature.
  • the transition phase is preferably subdivided into at least two phases, wherein in the transition phase as a whole or else only in at least one phase with different speeds or different steepness can be controlled to the required substoichiometric lambda value.
  • a lambda value between 0.9 and 1.05, preferably between 0.93 and 1.02, and more preferably set between 0.97 and 1.0 and then gradually or continuously diverted to the originally requested lambda value, wherein the stepwise or continuous Abhneung can take place in the transition phase as a whole or only in at least one phase.
  • the measure for controlling the lambda value in the transition phase or in at least one of the phases can be made dependent on exceeding a temperature threshold for at least one of the catalysts.
  • the transition phase or preferably at least one of the phases should preferably take place with a duration of at least ten working cycles, in particular of at least thirty working cycles of the internal combustion engine.
  • the change or the ablation of the lambda value in the transition phase or in at least one phase of the transition phase should preferably take place with an average enrichment rate of -0.01 to 0.3 s -1 , in particular of about -0.1 S -1 .
  • a particularly preferred embodiment of the method according to the invention is given when using an oxygen-sensitive measuring device, which is arranged downstream of at least one catalyst.
  • an oxygen-sensitive measuring device for example, a lambda probe or a NO x sensor can be used with appropriate measurement function.
  • the lambda before the at least one catalyst to a lambda value, preferably ⁇ 1.00, optimally between 0.92 and 0.99, ideally between 0.94 and 0.96 is, set.
  • the actual lambda can be regulated to the desired specification in a known manner.
  • a lambda threshold value is reached below the oxygen-sensitive measuring device downstream of an at least first catalytic converter or downstream of the most stress-critical catalytic converter.
  • This threshold is close to 1.00, preferably in the range 0.95 to 1.03, more preferably 0.97 to 1.01 and ideally 0.98 to 0.9995.
  • the lambda value After falling below the threshold value, the lambda value can be lowered as described to the originally requested lambda value determined in a known manner. It is also possible according to the invention, after falling below the measured threshold value, to delay the lowering of the lambda value for a short period of time from 0 to 4000 ms, ideally 100 to 1000 ms and optimally 200 to 500 ms, in order to eliminate at least almost complete emptying of the stored oxygen to ensure that at least one catalyst.
  • Both the lambda value at the beginning of the transition phase or at the beginning of the first phase and the enrichment rate are preferably at least one depending on the engine speed, a temperature of the at least one catalyst and / or a precatalyst, an exhaust gas temperature, an exhaust gas mass flow, the operating point, the oxygen storage capacity the catalysts of an elapsed since the beginning of the transition phase time and / or a lambdaa réelleen exhaust gas composition.
  • the lean-burn internal combustion engine with at least one arranged in an exhaust passage of the internal combustion engine catalyst comprises means with which immediately after a fuel cut-off phase of the internal combustion engine and / or immediately after an operating phase in which oxygen is stored in the catalyst, first in one Transition phase is adjustable in approximately stoichiometric or less stoichiometric lambda, and with which the lambda value can then be deducted with a predeterminable course to an originally, preferably requested by an engine control of the internal combustion engine lambda value.
  • the at least one catalyst is at least one NO x storage catalyst which may have at least one precatalyst.
  • the means may comprise at least one oxygen-sensitive measuring device arranged downstream of the at least one catalytic converter.
  • a further oxygen-sensitive measuring device can be arranged downstream of the internal combustion engine, but upstream of an at least first catalytic converter.
  • control unit which is preferably integrated in an engine control unit, in which models and algorithms for the coordinated control of exhaust gas and performance-relevant measures are stored in digitized form.
  • control and coordination of the aforementioned means and other conventional means via the control unit or the engine control unit.
  • the internal combustion engine is a gasoline engine, in particular a direct injection gasoline engine, or a diesel engine.
  • the at least one arranged in the exhaust passage of the internal combustion engine catalyst has a relation to the prior art reduced precious metal content.
  • Vehicles with lean-burn internal combustion engines which in the New European Driving Cycle NEDC with thermally undamaged catalysts with a stored sulfur mass ⁇ 0.2 g / l catalyst volume and a timed fired lean operating component without fuel cut phases with a lambda> 1.15 of at least 250 s, in particular at least 350 s , reach an HC emission of ⁇ 0.07 g / km and an NO x emission of ⁇ 0.05 g / km, are today equipped in the prior art with catalysts, the noble metal contents of ⁇ 3.59 g / dm 3 (100 g / ft 3 ).
  • the downstream of a preferred embodiment of the internal combustion engine according to the invention catalyst system consisting of at least one NO x storage catalyst and possibly at least one upstream precatalyst, a noble metal content ⁇ 3.59 g / dm 3 (100 g / ft 3 ), in particular ⁇ 2.87 g / dm 3 (80 g / ft 3 ) and preferably ⁇ 2.15 g / dm 3 (60 g / ft 3 ).
  • the catalyst system with inventively lowered noble metal content with increasing vehicle mileage in the NEDC compared to the original design with higher noble metal content and without the inventive method no higher emissions.
  • the in FIG. 1 shown internal combustion engine 10 is an exhaust system 12 downstream.
  • the exhaust system 12 has an exhaust gas channel 14, in which a pre-catalyst arranged close to the engine 16 and a large-volume NO x storage 18 are located.
  • the exhaust gas duct 14 usually has various gas and / or temperature sensors (not shown here) for controlling the internal combustion engine 10. Shown in FIG. 1 For example, only two oxygen-sensitive measuring devices 20, 22, upstream or downstream of the NO x storage catalytic converter 18, which provide a signal for the respective lambda value in the exhaust gas, and a temperature sensor 24, by means of which the temperature of the NO x storage 18 is determined.
  • the signals are transmitted to a control unit 26, in which they are used to control the operating modes of the internal combustion engine 10.
  • the control unit 26 is also integrated in an engine control unit 28.
  • at least one operating parameter of the internal combustion engine 10, in particular an air-fuel mixture (combustion lambda) to be supplied, is influenced as a function of the signals.
  • the lambda value or the mixture composition is initially set stoichiometrically immediately after the fuel cut-off phase at time t 1 .
  • the lambda value originally requested by the engine control unit 28 is only reached at a time t 2 , the course of the lowering of the lambda value being predetermined.
  • the oxygen storage of the NO x storage catalyst 18 is gradually emptied.
  • the temperature at the NO x storage catalyst 18 increases between the two times t 1 and t 2 , but this increase is less than the temperature peak that occurs in the prior art process. As a result, too high a temperature load and a concomitant damage to the NO x storage catalytic converter 18 are avoided.
  • FIG. 3 A variant of the method according to the invention is in FIG. 3 shown.
  • the graph 106 with the dashed line shows the lambda after the NO x storage 18 and the graph 108 the lambda before the NO x storage 18. It is at time t 1, the lambda before NO x storage 18 to a less substoichiometric Lambda value set as originally requested.
  • Via at least one oxygen-sensitive measuring device 22 located downstream of the internal combustion engine 10, but upstream of the primary catalytic converter 16 the actual lambda is regulated to the lambda value in a known manner. The operation with the lambda thus given is maintained until downstream of the NO x storage 18 at the oxygen-sensitive measuring device 20 at time t 3, a Lambda threshold is exceeded.
  • the lambda value After falling below the lambda threshold value, the lambda value is lowered to the lambda value required for protecting the catalytic converter, wherein the lowering of the lambda value is still delayed for a short period of time and thus only takes place at time t 4 in order to ensure at least almost complete removal of the stored oxygen.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (25)

  1. Procédé de commande d'un moteur à combustion interne (10) comprenant au moins un catalyseur disposé dans un conduit de gaz d'échappement (14) du moteur à combustion interne (10), caractérisé en ce qu'à la demande d'une valeur lambda sous-stoechiométrique directement après d'une phase d'arrêt de poussée du moteur à combustion interne (10), on ajuste d'abord dans une phase de transition une valeur lambda qui est approximativement stoechiométrique ou moins sous-stoechiométrique que demandé, et ensuite on passe à la commande à descendre la valeur lambda à la valeur lambda sous-stoechiométrique demandée.
  2. Procédé selon la revendication 1, caractérisé en ce que la valeur lambda demandée et/ou la valeur lambda d'abord ajustée dans la phase de transition est prédéfinie par une commande du moteur.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que l'au moins un catalyseur est au moins un catalyseur à accumulation de NOx (18).
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'au moins un catalyseur présente un précatalyseur (16).
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que la phase de transition est divisée en au moins deux phases, dans lesquelles on passe à la valeur lambda sous-stoechiométrique demandée avec différentes vitesses.
  6. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que dans au moins l'une des phases ou dans la phase de transition entière, la descendre de la valeur lambda s'effectue en continu.
  7. Procédé selon l'une quelconque des revendications 1 à 6, caractérisé en ce que dans au moins l'une des phases ou dans la phase de transition entière, la descendre de la valeur lambda s'effectue pas à pas.
  8. Procédé selon l'une quelconque des revendications 1 à 7, caractérisé en ce que la phase de transition entière, et de préférence déjà l'une des phases, se déroule pendant une durée d'au moins dix, et notamment d'au moins trente cycles de travail du moteur à combustion interne (10).
  9. Procédé selon l'une quelconque des revendications 1 à 8, caractérisé en ce que la descendre de la valeur lambda s'effectue dans la phase de transition ou dans au moins l'une des phases avec une vitesse d'enrichissement moyenne de -0,01 à - 0,3 s-1, de préférence avec une vitesse d'enrichissement moyenne d'environ -0,1 s-1.
  10. Procédé selon l'une quelconque des revendications 1 à 9, caractérisé en ce que l'amorce de la descendre de la valeur lambda s'effectue dans la phase de transition ou dans au moins l'une des phases en fonction du dépassement d'un seuil de température d'au moins un catalyseur.
  11. Procédé selon l'une quelconque des revendications 1 à 10, caractérisé en ce qu'au début de la phase de transition, ou dans la première phase de la phase de transition, on ajuste une valeur lambda comprise entre 0,9 et 1,05, notamment entre 0,93 et 1,02, et de préférence entre 0,97 et 1,0.
  12. Procédé selon l'une quelconque des revendications 1 à 10, caractérisé en ce que l'on monte un dispositif de mesure (20) sensible à l'oxygène en aval de l'au moins un catalyseur.
  13. Procédé selon la revendication 12, caractérisé en ce qu'au début de la phase de transition ou dans la première phase de la phase de transition, on ajuste une valeur lambda < 1,00, de préférence comprise entre 0,92 et 0,99, et particulièrement préférablement comprise entre 0,94 et 0,96.
  14. Procédé selon la revendication 12 ou 13,
    caractérisé en ce que la valeur lambda approximativement stoechiométrique ou moins sous-stoechiométrique, d'abord ajustée pendant la phase de transition, est conservée jusqu'à ce que la valeur de lambda descende en dessous d'un seuil de lambda en aval d'au moins un premier catalyseur ou en aval du catalyseur critique à la charge, au niveau du dispositif de mesure sensible à l'oxygène (20).
  15. Procédé selon la revendication 14, caractérisé en ce que la valeur seuil de lambda est proche de 1,00, de préférence dans la plage de 0,95 à 1,03, particulièrement de préférence dans la plage de 0,97 à 1,01, et de manière optimale dans la plage de 0,98 à 0,9995.
  16. Procédé selon la revendication 14 ou 15,
    caractérisé en ce qu'après le passage de la valeur lambda en dessous de la valeur seuil de lambda, l'abaissement de la valeur lambda d'abord ajustée est retardé pendant encore un intervalle de temps de 0...4000 ms, de préférence de 100...1000 ms, particulièrement préférablement de 200...500 ms.
  17. Procédé selon l'une quelconque des revendications 1 à 16, caractérisé en ce que la valeur lambda au début de la phase de transition et/ou la vitesse d'enrichissement pendant la phase de transition est fixée en fonction de la vitesse de moteur, d'une température de l'au moins un catalyseur et/ou d'un précatalyseur, d'une température des gaz d'échappement, d'un débit massique de gaz d'échappement, du point de fonctionnement, de la capacité d'accumulation d'oxygène d'au moins l'un des catalyseurs, d'un temps écoulé depuis le début de la phase de transition et/ou d'une composition des gaz d'échappement rapportée à lambda.
  18. Procédé selon l'une quelconque des revendications 1 à 17, caractérisé en ce que la demande de la valeur lambda sous-stoechiométrique après la phase d'arrêt de poussée est réalisée de manière conditionnée par le fonctionnement, notamment du fait d'une condition de puissance préétablie du moteur à combustion interne ou d'une prescription de commande du moteur.
  19. Moteur à combustion interne (10) susceptible de fonctionner avec un mélange pauvre, comprenant au moins un catalyseur disposé dans le conduit de gaz d'échappement (14) du moteur à combustion interne (10), caractérisé en ce que le moteur à combustion interne (10) présente des moyens avec lesquels, à la demande d'une valeur lambda sous-stoechiométrique directement après d'une phase d'arrêt de poussée du moteur à combustion interne (10), on ajuste d'abord dans une phase de transition une valeur lambda qui est approximativement stoechiométrique ou moins sous-stoechiométrique que demandé, et avec les quels on passe ensuite à la commande à descendre la valeur lambda à la valeur lambda initialement demandée.
  20. Moteur à combustion interne selon la revendication 19, caractérisé en ce que l'au moins un catalyseur est au moins un catalyseur à accumulation de NOx (18).
  21. Moteur à combustion interne selon la revendication 19 ou 20, caractérisé en ce que l'au moins un catalyseur possède au moins un précatalyseur (16).
  22. Moteur à combustion interne selon l'une quelconque des revendications 19 à 21, caractérisé en ce que les moyens comprennent au moins un dispositif de mesure sensible à l'oxygène (20), qui est monté en aval de l'au moins un catalyseur.
  23. Moteur à combustion interne selon l'une quelconque des revendications 19 à 22, caractérisé en ce que les moyens comprennent un appareil de commande (26) qui est éventuellement intégré dans un appareil de commande du moteur (28), dans lequel des modèles et des algorithmes sont déposés sous forme numérique pour la commande coordonnée des mesures relatives aux gaz d'échappement et à la puissance.
  24. Moteur à combustion interne selon l'une quelconque des revendications 19 à 23, caractérisé en ce que le moteur à combustion interne (10) est un moteur Otto ou un moteur diesel.
  25. Moteur à combustion interne selon l'une quelconque des revendications 19 à 24, caractérisé en ce que l'au moins un catalyseur présente une teneur en métaux nobles ≤ 3,59 g/dm3, de préférence ≤ 2,87 g/dm3, particulièrement de préférence ≠ 2,15 g/dm3.
EP03795912A 2002-12-31 2003-12-18 Procede de commande d'un moteur a combustion interne et moteur a combustion interne apte a fonctionner avec un melange pauvre Expired - Lifetime EP1581729B1 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE10261913 2002-12-31
DE10261913 2002-12-31
DE10303663 2003-01-23
DE10303663 2003-01-23
DE10357415 2003-12-03
DE10357415A DE10357415A1 (de) 2002-12-31 2003-12-03 Verfahren zur Steuerung einer Verbrennungskraftmaschine sowie magerlauffähige Verbrennungskraftmaschine
PCT/EP2003/014455 WO2004059136A1 (fr) 2002-12-31 2003-12-18 Procede de commande d'un moteur a combustion interne et moteur a combustion interne apte a fonctionner avec un melange pauvre

Publications (2)

Publication Number Publication Date
EP1581729A1 EP1581729A1 (fr) 2005-10-05
EP1581729B1 true EP1581729B1 (fr) 2008-05-28

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EP (1) EP1581729B1 (fr)
AT (1) ATE397147T1 (fr)
DE (1) DE50309932D1 (fr)
WO (1) WO2004059136A1 (fr)

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US8168616B1 (en) 2000-11-17 2012-05-01 Novartis Ag Combination comprising a renin inhibitor and an angiotensin receptor inhibitor for hypertension

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JP3591283B2 (ja) * 1998-01-29 2004-11-17 日産自動車株式会社 エンジンの排気浄化装置
JP3259711B2 (ja) * 1999-05-18 2002-02-25 トヨタ自動車株式会社 内燃機関の制御装置
JP2001082135A (ja) * 1999-09-09 2001-03-27 Toyota Motor Corp 内燃機関の排気浄化装置
JP3607984B2 (ja) * 2000-06-26 2005-01-05 トヨタ自動車株式会社 車載用内燃機関の排気浄化装置
JP4666542B2 (ja) * 2000-06-29 2011-04-06 株式会社デンソー 内燃機関の排気浄化制御装置
DE10064665C2 (de) * 2000-12-22 2003-04-30 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine

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WO2004059136A1 (fr) 2004-07-15
ATE397147T1 (de) 2008-06-15
DE50309932D1 (de) 2008-07-10
EP1581729A1 (fr) 2005-10-05

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